Luxair Assessment

alx
M EDIUM JET AI
RCRAFT
FLIGHT M ANUAL
ALX Flight Manual
Medium Jet
Table of Contents
0 General 0-1
0-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
0-2 REVISIONS LOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
0-3 SAFETY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . 0-5
0-4 EMERGENCY STOP . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
0-5 USING THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . 0-7
0-6 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
0-7 UNITS OF MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-1 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-2 Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-3 Mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-4 Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-5 Volume/Mass Relation . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-6 Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-14
0-7-7 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-14
1 Limitations 1-1
1-1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2 AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1-3 WEIGHT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-4 CENTER OF GRAVITY LIMITS . . . . . . . . . . . . . . . . . . . . . 1-4
1-5 POWER PLANT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . 1-5
1-5-1 ENGINE OPERATING LIMITS . . . . . . . . . . . . . . . . . . 1-5
1-5-2 TAKE-OFF THRUST SETTING . . . . . . . . . . . . . . . . . 1-6
Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-3

ALX Flight Manual
Medium Jet
1-5-3 MAXIMUM CONTINUOUS THRUST SETTING . . . . . . . . 1-7

1-5-4 GO AROUND THRUST SETTING . . . . . . . . . . . . . . . . 1-8
1-5-5 MAXIMUM CLIMB THRUST SETTING . . . . . . . . . . . . . 1-9
1-6 ELECTRICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-7 PROLONGED GROUND OPERATION . . . . . . . . . . . . . . . . . 1-12
1-8 BLEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-9 TAKE-OFF AND LAND OPERATIONAL LIMITS . . . . . . . . . . . . 1-13
1-10 EN ROUTE OPERATIONAL LIMITS . . . . . . . . . . . . . . . . . . 1-14
1-11 OPERATIONS AUTHORIZED . . . . . . . . . . . . . . . . . . . . . . 1-15
1-12 MANOEUVRE LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-13 MINIMUM CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-14 CABIN PRESSURIZATION LIMITATIONS . . . . . . . . . . . . . . . 1-15
1-15 AUTOPILOT/FLIGHT DIRECTOR . . . . . . . . . . . . . . . . . . . 1-15
1-16 PRESSURIZATION LIMITATIONS . . . . . . . . . . . . . . . . . . . . 1-16
1-17 HYDRAULICS LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . 1-17
1-18 AUTO BRAKES & ANTI SKID LIMITATIONS . . . . . . . . . . . . . 1-17
1-19 OXYGEN LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
1-20 APU LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
1-21 AIR COND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
2 Normal Procedures 2-1

2-1 EXTERIOR SAFETY INSPECTION . . . . . . . . . . . . . . . . . . . 2-2
2-1-1 EXTERIOR SAFETY INSPECTION . . . . . . . . . . . . . . . 2-2
2-2 PRELIMINARY COCKPIT PREPARATION . . . . . . . . . . . . . . . 2-3
2-2-1 AIRCRAFT POWER UP . . . . . . . . . . . . . . . . . . . . . 2-3
2-2-2 APU FIRE TEST/START . . . . . . . . . . . . . . . . . . . . . 2-4
2-2-3 BEFORE WALK-AROUND . . . . . . . . . . . . . . . . . . . . 2-5
2-3 EXTERIOR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-3-1 EXTERIOR INSPECTION . . . . . . . . . . . . . . . . . . . . 2-7
2-4 COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2-4-1 PANEL SCAN SEQUENCE . . . . . . . . . . . . . . . . . . . . 2-14
2-4-2 OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . 2-15

ALX Flight Manual
Medium Jet
2-4-3 CTR INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . 2-16

2-4-4 PEDESTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2-4-5 AIRFIELD DATA . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2-4-6 ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2-4-7 FMGS INITIALIZATION . . . . . . . . . . . . . . . . . . . . . 2-16
2-4-8 FMGS DATA INSERTION . . . . . . . . . . . . . . . . . . . . 2-20
2-4-9 GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2-4-10 LATERAL CONSOLES . . . . . . . . . . . . . . . . . . . . . . 2-21
2-4-11 CM 1/2 INSTRUMENT PANELS . . . . . . . . . . . . . . . . . 2-22
2-4-12 FMGS DATA CONFIRMATION . . . . . . . . . . . . . . . . . 2-23
2-4-13 ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-4-14 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-4-15 PRESSURISATION . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-4-16 TAKEOFF BRIEFING . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-5 BEFORE PUSHBACK OR START . . . . . . . . . . . . . . . . . . . . 2-24
2-5-1 BEFORE START CLEARANCE . . . . . . . . . . . . . . . . . 2-24
2-5-2 AT START CLEARANCE . . . . . . . . . . . . . . . . . . . . . 2-24
2-6 ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
2-6-1 AUTOMATIC ENGINE START . . . . . . . . . . . . . . . . . . 2-26
2-6-2 GROUND RUNUP - DANGER AREAS . . . . . . . . . . . . . . 2-28
2-7 AFTER START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2-7-1 AFTER START . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2-8 TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2-8-1 TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2-8-2 VISUAL GROUND GEOMETRY . . . . . . . . . . . . . . . . . 2-33
2-8-3 180 DEGREE TURN ON RUNWAY . . . . . . . . . . . . . . . 2-33
2-9 BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
2-9-1 BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . 2-35
2-10 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2-10-1 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2-11 AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
2-11-1 AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . 2-41

ALX Flight Manual
Medium Jet
2-12 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42

2-12-1 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
2-13 CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
2-13-1 CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
2-14 DESCENT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . 2-46
2-14-1 DESCENT PREPARATION . . . . . . . . . . . . . . . . . . . . 2-46
2-15 DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
2-15-1 DESCENT INITIATION . . . . . . . . . . . . . . . . . . . . . . 2-48
2-15-2 DESCENT MONITORING . . . . . . . . . . . . . . . . . . . . 2-48
2-15-3 DESCENT ADJUSTMENT . . . . . . . . . . . . . . . . . . . . 2-49
2-16 PRECISION APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
2-16-1 INITIAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . 2-51
2-16-2 INTERMEDIATE - FINAL APPROACH . . . . . . . . . . . . . 2-51
2-16-3 PRECISION APPROACH PATTERN . . . . . . . . . . . . . . . 2-55
2-17 VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
2-17-1 VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . 2-60
2-18 LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
2-18-1 LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
2-19 GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2-19-1 GO AROUND WITH FD . . . . . . . . . . . . . . . . . . . . . 2-65
2-20 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
2-20-1 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
2-21 PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
2-21-1 PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
2-22 SECURING THE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . 2-71
2-22-1 SECURING THE AIRCRAFT . . . . . . . . . . . . . . . . . . . 2-71
2-23 STANDARD CALLOUTS . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
2-23-1 COMMUNICATIONS AND STANDARD TERMS . . . . . . . . 2-72
2-23-2 CHECKLIST CALLOUTS . . . . . . . . . . . . . . . . . . . . . 2-72
2-23-3 ACTIONS COMMANDED BY PF . . . . . . . . . . . . . . . . 2-72
2-23-4 FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2-23-5 ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73

ALX Flight Manual
Medium Jet
2-23-6 FLAPS OR GEAR CALLOUTS . . . . . . . . . . . . . . . . . . 2-73

2-23-7 FLIGHT PARAMETERS IN APPROACH . . . . . . . . . . . . 2-74
2-23-8 FLIGHT PARAMETERS IN GO-AROUND . . . . . . . . . . . . 2-75
2-23-9 PF/PNF DUTIES TRANSFER . . . . . . . . . . . . . . . . . . 2-75
2-23-10 ABNORMAL AND EMERGENCY CALLOUTS . . . . . . . . . 2-76
2-23-11 SUMMARY FOR EACH PHASE . . . . . . . . . . . . . . . . . 2-77
3 Abnormal And Emergency Procedures 3-1

3-1 OPERATING TECHNIQUES - ATA 10 . . . . . . . . . . . . . . . . . . 3-2
3-1-1 REJECTED TAKEOFF . . . . . . . . . . . . . . . . . . . . . . 3-2
3-1-2 ENG FAILURE AFTER V1 - CONTINUED TAKEOFF . . . . . 3-4
3-1-3 STRAIGHT-IN APPROACH WITH ONE ENGINE INOP . . . . 3-5
3-1-4 CIRCLING APPROACH WITH ONE ENGINE INOP . . . . . . 3-6
3-1-5 LANDING WITH SLATS OR FLAPS JAMMED . . . . . . . . . 3-6
3-1-6 STALL RECOVERY . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3-2 AIR CONDITIONING/PRESSURIZATION - ATA 21 . . . . . . . . . . 3-9
3-2-1 PACK 1(2) OVERHEAT . . . . . . . . . . . . . . . . . . . . . . 3-9
3-2-2 PACK 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3-2-3 PACK 1(2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3-2-4 PACK 1 + 2 FAULT . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3-2-5 PACK 1(2) REGULATION FAULT . . . . . . . . . . . . . . . . 3-10
3-2-6 COCKPIT / FORWARD / AFT DUCT OVERHEAT . . . . . . 3-11
3-2-7 HOT AIR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-2-8 TRIM AIR SYSTEM FAULT . . . . . . . . . . . . . . . . . . . 3-11
3-2-9 L + R CAB FAN FAULT . . . . . . . . . . . . . . . . . . . . . 3-12
3-2-10 EXCESS CAB ALT . . . . . . . . . . . . . . . . . . . . . 3-13
3-2-11 PRESSURE SYSTEM 1(2) FAULT . . . . . . . . . . . . . . . . 3-14
3-2-12 PRESSURE SYSTEM 1+2 FAULT . . . . . . . . . . . . . . . . 3-15
3-2-13 PASSENGERS MASKS DOORS FAULT . . . . . . . . . . . . . 3-16
3-2-14 LOW DIFF PRESS . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3-2-15 DITCHING MODE FAULT . . . . . . . . . . . . . . . . . . . . 3-17
3-3 AUTO FLIGHT - ATA 22 . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

ALX Flight Manual
Medium Jet
3-3-1 AUTOPILOT OFF . . . . . . . . . . . . . . . . . . . . . 3-18

3-3-2 AUTO THRUST OFF . . . . . . . . . . . . . . . . . . . . . . . 3-18
3-4 DOORS - ATA 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3-4-1 FORWARD/LEFT/RIGHT/AFT AVIONICS DOORS . . . . . . 3-19
3-4-2 CABIN/EMERGENCY EXIT/CARGO DOORS . . . . . . . . . 3-19
3-5 ELECTRICAL - ATA 24 . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3-5-1 IDG 1(2) OIL LOW PRESSURE . . . . . . . . . . . . . . . . . 3-20
3-5-2 IDG 1(2) OIL OVERHEAT . . . . . . . . . . . . . . . . . . . . 3-20
3-5-3 GENERATOR 1(2) FAULT . . . . . . . . . . . . . . . . . . . . 3-20
3-5-4 GENERATOR 1(2) OFF . . . . . . . . . . . . . . . . . . . . . 3-22
3-5-5 APU GENERATOR FAULT . . . . . . . . . . . . . . . . . . . . 3-22
3-5-6 BATTERY 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . . 3-22
3-5-7 BATTERY 1(2) OFF . . . . . . . . . . . . . . . . . . . . . . . 3-22
3-5-8 AC BUS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3-5-9 AC ESSENTIAL BUS FAULT . . . . . . . . . . . . . . . . . . . 3-23
3-5-10 AC ESSENTIAL BUS SHED . . . . . . . . . . . . . . . . . . . 3-24
3-5-11 DC BUS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3-5-12 DC ESSENTIAL BUS FAULT . . . . . . . . . . . . . . . . . . . 3-26
3-5-13 DC ESSENTIAL BUS SHED . . . . . . . . . . . . . . . . . . . 3-26
3-5-14 EMERGENCY CONFIGURATION . . . . . . . . . . . . . 3-27
3-5-15 ESSENTIAL BUSES ON BATTERY . . . . . . . . . . . . 3-28
3-5-16 TRANSFORMER RECTIFIER 1(2) FAULT . . . . . . . . . . . 3-28
3-5-17 ESSENTIAL TRANSFORMER RECTIFIER FAULT . . . . . . . 3-28
3-5-18 STATIC INVERTER FAULT . . . . . . . . . . . . . . . . . . . 3-28
3-6 ENGINES - ATA 70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3-6-1 ENGINE 1(2) OIL LOW PRESSURE . . . . . . . . . . . . 3-29
3-6-2 ENGINE 1(2) OIL HIGH TEMPERATURE . . . . . . . . . . . . 3-29
3-6-3 ENGINE 1(2) N1/N2/EGT OVERLIMIT . . . . . . . . . . . . . 3-30
3-6-4 ENGINE 1(2) START VALVE FAULT . . . . . . . . . . . . . . 3-31
3-6-5 ENGINE 1(2) HIGH PRESSURE FUEL VALVE . . . . . . . . . 3-32
3-6-6 ENGINE 1(2) IGNITION FAULT . . . . . . . . . . . . . . . . . 3-32
3-6-7 ENGINE 1(2) LOW N1 (On Ground) . . . . . . . . . . . . . . . 3-32

ALX Flight Manual
Medium Jet
3-6-8 ENGINE RELIGHT (In Flight) . . . . . . . . . . . . . . . . . . 3-33

3-6-9 ENGINE 1(2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3-6-10 ENGINE 1(2) FLAME OUT . . . . . . . . . . . . . . . . . . . . 3-36
3-6-11 ENGINE 1(2) SHUT DOWN . . . . . . . . . . . . . . . . . . . 3-36
3-6-12 ENGINE DUAL FAILURE . . . . . . . . . . . . . . . . . . 3-39
3-6-13 ENGINE DUAL FAILURE - FUEL REMAINING . . . . . . 3-41
3-6-14 ENGINE DUAL FAILURE - NO FUEL REMAINING . . . . 3-46
3-7 EQUIPMENT - ATA 25 . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50
3-7-1 INTERNAL DOOR FAULT . . . . . . . . . . . . . . . . . . . . 3-50
3-8 FIRE PROTECTION - ATA 26 . . . . . . . . . . . . . . . . . . . . . . 3-51
3-8-1 ENGINE FIRE LOOP DETECTION FAULT . . . . . . . . . . . 3-51
3-8-2 APU FIRE DETECTION FAULT . . . . . . . . . . . . . . . . . 3-51
3-8-3 CARGO FIRE DETECTION FAULT . . . . . . . . . . . . . . . 3-51
3-8-4 LAVATORIES FIRE DETECTION FAULT . . . . . . . . . . . . 3-51
3-8-5 ENGINE 1(2) FIRE (ON GROUND) . . . . . . . . . . . . 3-52
3-8-6 ENGINE 1(2) FIRE (IN FLIGHT) . . . . . . . . . . . . . . 3-53
3-8-7 APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
3-9 FUEL - ATA 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3-9-1 LEFT PUMP 1 FAULT . . . . . . . . . . . . . . . . . . . . . . 3-57
3-9-2 LEFT PUMP 2 FAULT . . . . . . . . . . . . . . . . . . . . . . 3-57
3-9-3 RIGHT PUMP 1 FAULT . . . . . . . . . . . . . . . . . . . . . 3-58
3-9-4 RIGHT PUMP 2 FAULT . . . . . . . . . . . . . . . . . . . . . 3-58
3-9-5 LEFT PUMPS 1 & 2 FAULT . . . . . . . . . . . . . . . . . . . 3-58
3-9-6 RIGHT PUMPS 1 & 2 FAULT . . . . . . . . . . . . . . . . . . 3-60
3-9-7 LEFT WING FUEL LEAK . . . . . . . . . . . . . . . . . . . . . 3-60
3-9-8 RIGHT WING FUEL LEAK . . . . . . . . . . . . . . . . . . . . 3-61
3-9-9 LEFT & RIGHT WINGS FUEL LEAK . . . . . . . . . . . . . . 3-61
3-9-10 CROSS FEED VALVE FAULT . . . . . . . . . . . . . . . . . . 3-61
3-9-11 LEFT TRANSFER VALVE FAULT . . . . . . . . . . . . . . . . 3-62
3-9-12 RIGHT TRANSFER VALVE FAULT . . . . . . . . . . . . . . . 3-62
3-9-13 TOO HIGH TEMPERATURE LEFT FAULT . . . . . . . . . . . 3-63
3-9-14 TOO HIGH TEMPERATURE RIGHT FAULT . . . . . . . . . . 3-63

ALX Flight Manual
Medium Jet
3-9-15 TOO LOW TEMPERATURE LEFT FAULT . . . . . . . . . . . 3-64

3-9-16 TOO LOW TEMPERATURE RIGHT FAULT . . . . . . . . . . 3-65
3-9-17 GRAVITY FUEL FEEDING . . . . . . . . . . . . . . . . . . . . 3-66
3-10 HYDRAULICS - ATA 29 . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
3-10-1 BLUE ELECTRIC PUMP LOW PRESS OR OVERHEAT . . . . 3-67
3-10-2 BLUE RESERVOIR LOW AIR PRESSURE . . . . . . . . . . . . 3-67
3-10-3 BLUE RESERVOIR LOW LEVEL . . . . . . . . . . . . . . . . . 3-67
3-10-4 BLUE RESERVOIR OVERHEAT . . . . . . . . . . . . . . . . . 3-68
3-10-5 BLUE+YELLOW SYSTEM LOW PRESSURE . . . . . . . 3-68
3-10-6 GREEN+BLUE SYSTEM LOW PRESSURE . . . . . . . . 3-69
3-10-7 GREEN RESERVOIR LOW AIR PRESSURE . . . . . . . . . . . 3-71
3-10-8 GREEN RESERVOIR LOW LEVEL . . . . . . . . . . . . . . . . 3-71
3-10-9 GREEN RESERVOIR OVERHEAT . . . . . . . . . . . . . . . . 3-71
3-10-10 GREEN+YELLOW SYSTEM LOW PRESSURE . . . . . . 3-72
3-10-11 YELLOW ELEC PUMP LOW PRESS OR OVERHEAT . . . . . 3-73
3-10-12 YELLOW RESERVOIR LOW AIR PRESS . . . . . . . . . . . . 3-73
3-10-13 YELLOW RESERVOIR LOW LEVEL . . . . . . . . . . . . . . . 3-74
3-10-14 YELLOW RESERVOIR OVERHEAT . . . . . . . . . . . . . . . 3-74
3-11 ICE PROTECTION - ATA 30 . . . . . . . . . . . . . . . . . . . . . . . 3-75
3-11-1 ICE WING FAULT . . . . . . . . . . . . . . . . . . . . . . . . . 3-75
3-11-2 ICE ENGINE FAULT . . . . . . . . . . . . . . . . . . . . . . . 3-75
3-11-3 ICE WINDOWS FAULT . . . . . . . . . . . . . . . . . . . . . . 3-75
3-11-4 ICE PROBES FAULT . . . . . . . . . . . . . . . . . . . . . . . 3-76
3-11-5 L(R) WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . 3-76
3-11-6 PITOT OR L(R) STATIC OR ANGLE OF ATTACK . . . . . . . 3-76
3-11-7 ALL PITOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
3-12 INDICATING / RECORDING SYSTEMS - ATA 31 . . . . . . . . . . . 3-79
3-12-1 DISPLAY UNIT FAILURE . . . . . . . . . . . . . . . . . . . . . 3-79
3-12-2 SINGLE DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
3-13 LANDING GEAR - ATA 32 . . . . . . . . . . . . . . . . . . . . . . . . 3-81
3-13-1 GEAR NOT UPLOCKED . . . . . . . . . . . . . . . . . . . . . 3-81
3-13-2 L/G GEAR NOT DOWNLOCKED . . . . . . . . . . . . . 3-82

ALX Flight Manual
Medium Jet
3-13-3 GRAVITY EXTENSION . . . . . . . . . . . . . . . . . . . . . . 3-83

3-13-4 DOORS NOT CLOSED . . . . . . . . . . . . . . . . . . . . . . 3-84
3-13-5 LANDING GEAR GEAR NOT DOWN . . . . . . . . . . . 3-85
3-13-6 LANDING GEAR CONTROL UNIT FAULT . . . . . . . . . . . 3-85
3-13-7 LANDING WITH ABNORMAL LANDING GEAR . . . . . . . . 3-87
3-13-8 CONFIGURATION PARKING BRAKE ON . . . . . . . . . 3-90
3-13-9 BRAKES ANTI SKID FAULT OR ANTI SKID OFF . . . . . . . 3-91
3-13-10 LOSS OF BRAKING . . . . . . . . . . . . . . . . . . . . . 3-91
3-13-11 BRAKES ASYMMETRIC BRAKING . . . . . . . . . . . . . . . 3-92
3-14 MISCELLANEOUS - ATA 80 . . . . . . . . . . . . . . . . . . . . . . . 3-93
3-14-1 EMERGENCY EVACUATION . . . . . . . . . . . . . . . . 3-93
3-14-2 DITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . 3-94
3-14-3 FORCED LANDING . . . . . . . . . . . . . . . . . . . . . 3-97
3-14-4 EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . 3-99
3-14-5 OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . 3-100
3-14-6 CREW INCAPACITATION . . . . . . . . . . . . . . . . . . . . 3-102
3-14-7 BOMB ON BOARD . . . . . . . . . . . . . . . . . . . . . . . . 3-102
3-14-8 VOLCANIC ASH ENCOUNTER . . . . . . . . . . . . . . . . . 3-110
3-14-9 COCKPIT WINDSHIELD/WINDOW CRACKED . . . . . . . . 3-112
3-14-10 COCKPIT WINDSHIELD/WINDOW ARCING . . . . . . . . . . 3-113
3-14-11 WINDSHEAR . . . . . . . . . . . . . . . . . . . . . . . . 3-114
3-14-12 TAILSTRIKE . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-114
3-15 NAVIGATION - ATA 34 . . . . . . . . . . . . . . . . . . . . . . . . . . 3-116
3-15-1 NAV HEADING/ATTITUDE/ALTITUDE DISCREPANCY . . . 3-116
3-15-2 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . 3-116
3-15-3 AIR DATA COMPUTER 1(2) FAULT . . . . . . . . . . . . . . 3-117
3-15-4 AHRS 1(2)(3) FAULT . . . . . . . . . . . . . . . . . . . . . . . 3-118
3-15-5 RADIO ALTIMETER 1(2) FAULT . . . . . . . . . . . . . . . . 3-118
3-15-6 RADIO ALTIMETER 1 AND 2 FAULT . . . . . . . . . . . . . . 3-119
3-15-7 TCAS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-119
3-15-8 TCAS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-119
3-15-9 GPS 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . 3-119

ALX Flight Manual
Medium Jet
3-15-10 ILS 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . 3-120

3-15-11 ILS (1+2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . 3-120
3-15-12 GPWS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-120
3-15-13 GPWS ALERTS . . . . . . . . . . . . . . . . . . . . . . . 3-120
3-15-14 TCAS WARNINGS . . . . . . . . . . . . . . . . . . . . . . 3-121
3-15-15 UNRELIABLE SPD INDICATION/ADC CHK PROC . . . . . . 3-122
3-15-16 AIR DATA COMPUTER 1+2 FAULT . . . . . . . . . . . . . . 3-126
3-15-17 ALL AIR DATA COMPUTERS OFF . . . . . . . . . . . . . . . 3-127
3-16 PNEUMATIC - ATA 36 . . . . . . . . . . . . . . . . . . . . . . . . . . 3-128
3-16-1 BLEED 1(2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . 3-128
3-16-2 ENGINE 1(2) BLEED NOT CLOSED . . . . . . . . . . . . . . 3-128
3-16-3 ENGINE 1(2) BLEED ABNORMAL PRESSURE . . . . . . . . . 3-129
3-16-4 ENGINE 1(2) BLEED FAULT . . . . . . . . . . . . . . . . . . . 3-129
3-16-5 ENGINE 1+2 BLEED FAULT . . . . . . . . . . . . . . . . . . . 3-130
3-16-6 L(R) WING or ENGINE 1(2) BLEED LEAK . . . . . . . . . . . 3-132
3-16-7 CROSSBLEED FAULT . . . . . . . . . . . . . . . . . . . . . . 3-133
3-16-8 APU BLEED LEAK . . . . . . . . . . . . . . . . . . . . . . . . 3-134
3-16-9 ENGINE 1(2) HIGH PRESSURE VALVE FAULT . . . . . . . . . 3-135
3-16-10 ENGINE 1(2) BLEED LO TEMP (Opp Bleed Avail) . . . . . . . 3-135
3-16-11 ENGINE 1(2) BLEED LO TEMP (Opp Bleed not Avail) . . . . 3-136
3-16-12 ENGINE 1 + 2 BLEED LOW TEMP . . . . . . . . . . . . . . . 3-136
4 Performance 4-1
4-1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4-1-1 ALTITUDE CONVERSION . . . . . . . . . . . . . . . . . . . . 4-2
4-1-2 WEIGHT CONVERSION . . . . . . . . . . . . . . . . . . . . . 4-3
4-1-3 INTERNATIONAL STANDARD ATMOSPHERE (ISA) . . . . . 4-4
4-2 AIRCRAFT CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . 4-5
4-2-1 AIRCRAFT CHARACTERISTICS . . . . . . . . . . . . . . . . . 4-5
4-2-2 CONFIGURATIONS . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4-2-3 STALL SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4-2-4 PRE-SETTINGS (N) . . . . . . . . . . . . . . . . . . . . . . . 4-16

ALX Flight Manual
Medium Jet
4-2-5 PRE-SETTINGS (N-1) . . . . . . . . . . . . . . . . . . . . . . 4-17

4-3 TAKE-OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
4-3-1 TAKE-OFF SPEEDS . . . . . . . . . . . . . . . . . . . . . . . 4-18
4-3-2 TAKE-OFF SPEEDS ADJUSTMENTS . . . . . . . . . . . . . . 4-23
4-3-3 TAKE-OFF DISTANCES . . . . . . . . . . . . . . . . . . . . . 4-24
4-4 CLIMB (N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-5 CLIMB (N-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4-6 CRUISE (N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-6-1 LONG RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-6-2 MAX CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-7 CRUISE (N-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
4-8 HOLD (N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4-8-1 CONFIG 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4-8-2 CONFIG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
4-9 HOLD (N-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4-10 APPROACH AND LANDING . . . . . . . . . . . . . . . . . . . . . . . 4-41
4-10-1 APPROACH SPEEDS . . . . . . . . . . . . . . . . . . . . . . . 4-41
4-10-2 LANDING DISTANCES . . . . . . . . . . . . . . . . . . . . . . 4-41
4-11 GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
5 Flight Planning 5-1

5-1 FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
6 Weight and Balance - Load and Trim Sheet 6-1

6-1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6-2 DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6-3 LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . 6-3
7 Loading 7-1
7-1 GENERAL LOADING DEFINITIONS . . . . . . . . . . . . . . . . . . 7-2
8 Configuration Deviation List 8-1
9 Minimum Equipment List 9-1

ALX Flight Manual
Medium Jet
10 Survival And Emergency Equipment Incl. Oxygen 10-1
11 Emergency Evacuation Procedures 11-1
12 Aircraft Systems 12-1

12-1 (ATA 21) - AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . 12-2
12-1-1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 12-2
12-1-2 OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . . . . . 12-5
12-1-3 MSD AIR COND PAGE DESCRIPTION . . . . . . . . . . . . . 12-7
12-1-4 WARNING MESSAGES . . . . . . . . . . . . . . . . . . . . . . 12-12
12-1-5 ELECTRICAL SUPPLY . . . . . . . . . . . . . . . . . . . . . . 12-13
12-2 (ATA 21) - BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
12-2-1 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 12-14
12-2-3 MSD PAGE DESCRIPTION . . . . . . . . . . . . . . . . . . . 12-20
12-3 (ATA 21) - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . 12-25
12-3-4 AUTOMATIC PRESSURIZATION MODE . . . . . . . . . . . . 12-31
12-3-5 MANUAL PRESSURIZATION MODE . . . . . . . . . . . . . . 12-37
12-4 (ATA 22) - AUTOMATIC FLIGHT . . . . . . . . . . . . . . . . . . . . 12-41
12-4-1 FLIGHT DIRECTOR . . . . . . . . . . . . . . . . . . . . . . . 12-41
12-4-2 AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-42
12-4-3 AUTOMATIC FLIGHT DISENGAGEMENT . . . . . . . . . . . 12-52
12-4-4 AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . 12-53
12-5 (ATA 22) - FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-60
12-5-2 DATA PAGE DESCRIPTION . . . . . . . . . . . . . . . . . . . 12-64

ALX Flight Manual
Medium Jet
12-5-3 MCDU DATA FORMAT . . . . . . . . . . . . . . . . . . . . . 12-156

12-5-4 MCDU MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . 12-163
12-5-5 MCDU MESSAGES DISPLAYED ON SCRATCHPAD . . . . . . 12-163
12-5-6 MCDU MESSAGES DISPLAYED ON MESSAGE PAGE . . . . . 12-163
12-5-7 FMGC CALCULATION INVENTORY . . . . . . . . . . . . . . 12-164
12-5-8 VNAV MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-164
12-5-9 CONNECTION WITH SYSTEMS . . . . . . . . . . . . . . . . 12-172
12-5-10 ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . 12-172
12-5-11 EFIS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-172
12-5-12 NEAREST POINT DESCRIPTION . . . . . . . . . . . . . . . . 12-175
12-6 (ATA 24) - ELECTRICS . . . . . . . . . . . . . . . . . . . . . . . . . 12-176
12-6-4 CONNECTION DEVICES . . . . . . . . . . . . . . . . . . . . . 12-193
12-6-5 NETWORK CONFIGURATIONS . . . . . . . . . . . . . . . . . 12-198
12-6-6 FAULT MANAGEMENT . . . . . . . . . . . . . . . . . . . . . 12-215
12-7 (ATA 25) - COCKPIT FITTINGS . . . . . . . . . . . . . . . . . . . . 12-230
12-7-1 LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-230
12-7-2 SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-232
12-7-3 HEADSETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-233
12-7-4 OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . 12-234
12-7-5 CLIPBOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-235
12-8 (ATA 25) - FLIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . 12-236
12-8-1 PILOT’S FLIGHT DECK . . . . . . . . . . . . . . . . . . . . . 12-237
12-8-2 CENTRAL FLIGHT DECK . . . . . . . . . . . . . . . . . . . . 12-238
12-8-3 COPILOT’S FLIGHT DECK . . . . . . . . . . . . . . . . . . . 12-240
12-9 (ATA 25) - OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . 12-241
12-10 (ATA 25) - PEDESTAL . . . . . . . . . . . . . . . . . . . . . . . . . . 12-242
12-11 (ATA 26) - FIRE PROTECTION SYSTEMS . . . . . . . . . . . . . . . 12-243

ALX Flight Manual
Medium Jet

12-11-3 ENGINES FIRE PROTECTION . . . . . . . . . . . . . . . . . . 12-247
12-11-4 APU FIRE PROTECTION . . . . . . . . . . . . . . . . . . . . 12-247
12-11-5 LAVATORIES FIRE PROTECTION . . . . . . . . . . . . . . . 12-247
12-11-6 CARGO FIRE PROTECTION . . . . . . . . . . . . . . . . . . . 12-248
12-11-7 AVIONIC BAY FIRE PROTECTION . . . . . . . . . . . . . . . 12-248
12-12 (ATA 27) - FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . 12-250
12-12-1 PRIMARY FLIGHT CONTROLS . . . . . . . . . . . . . . . . . 12-250
12-12-2 SECONDARY FLIGHT CONTROLS . . . . . . . . . . . . . . . 12-254
12-12-3 SPEED BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 12-261
12-13 (ATA 28) - FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-264
12-14 (ATA 29) - HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . 12-275
12-14-4 RAT EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . 12-281
12-15 (ATA 30) - ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . 12-284

ALX Flight Manual
Medium Jet

12-16 (ATA 31) - AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . 12-290
12-16-1 GNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-290
12-16-2 GNS 430 version . . . . . . . . . . . . . . . . . . . . . . . . . . 12-290
12-16-3 GNS 430W version . . . . . . . . . . . . . . . . . . . . . . . . 12-291
12-16-4 GTN 650 version . . . . . . . . . . . . . . . . . . . . . . . . . 12-292
12-16-5 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-292
12-16-6 TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . 12-293
12-16-7 HEADSET CONNECTION . . . . . . . . . . . . . . . . . . . . 12-295
12-16-8 AUDIO CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 12-297
12-17 (ATA 31) - EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-298
12-17-1 EFIS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 12-298
12-17-2 MULTI FUNCTION DISPLAY (MFD) EFIS . . . . . . . . . . . 12-300
12-17-3 PFD EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-309
12-17-4 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-328
12-18 (ATA 31) - GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-347
12-18-3 ENVELOPES . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-350
12-18-4 WIND SHEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-356
12-19 (ATA 31) - TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-357
12-19-2 COLLISION AVOIDANCE . . . . . . . . . . . . . . . . . . . . . 12-357
12-19-3 EFIS REPRESENTATION . . . . . . . . . . . . . . . . . . . . . 12-360
12-19-4 PFD ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-360
12-19-5 MFD MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-362
12-19-6 TRAFFIC DISPLAY SYMBOLOGY . . . . . . . . . . . . . . . . 12-363
12-19-7 AURAL ANNUNCIATIONS . . . . . . . . . . . . . . . . . . . . 12-366
12-19-9 MFD warnings list . . . . . . . . . . . . . . . . . . . . . . . . . 12-367
12-19-10 HSI and navigation page messages . . . . . . . . . . . . . . . . 12-367
12-20 (ATA 31) - WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 12-368

ALX Flight Manual
Medium Jet

12-20-2 WARNING MESSAGES LIST DESCRIPTION . . . . . . . . . . 12-369
12-20-3 WARNING AND CAUTION MASTER BUTTONS . . . . . . . 12-372
12-20-4 WARNING ACKNOWLEDGE PROCEDURE . . . . . . . . . . . 12-372
12-20-5 CAUTION ACKNOWLEDGE PROCEDURE . . . . . . . . . . . 12-372
12-20-6 EVACUATION PROCEDURE . . . . . . . . . . . . . . . . . . . 12-373
12-20-7 EVACUATION PROCEDURE . . . . . . . . . . . . . . . . . . . 12-373
12-21 (ATA 31) - WEATHER RADAR . . . . . . . . . . . . . . . . . . . . . 12-374
12-21-2 SELF-TEST FUNCTION . . . . . . . . . . . . . . . . . . . . . 12-375
12-21-3 ANTENNA TILT . . . . . . . . . . . . . . . . . . . . . . . . . 12-376
12-21-4 DISPLAY RANGE . . . . . . . . . . . . . . . . . . . . . . . . . 12-377
12-21-5 BEARING SELECTION . . . . . . . . . . . . . . . . . . . . . . 12-379
12-21-6 AZIMUTH SCAN ANGLE SELECTION . . . . . . . . . . . . . 12-380
12-21-7 RADAR ATTENUATION . . . . . . . . . . . . . . . . . . . . . 12-383
12-22 (ATA 32) - LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . 12-384
12-22-2 PILOT DECK DESCRIPTION . . . . . . . . . . . . . . . . . . 12-384
12-22-4 TGFD (Trim, Gear and Flaps Display) DESCRIPTION . . . . . 12-386
12-22-5 EMERGENCY LANDING GEAR OPERATION . . . . . . . . . . 12-387
12-22-8 HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . . . 12-389
12-23 (ATA 32) - AUTO BRAKES & ANTI SKID . . . . . . . . . . . . . . . 12-390
12-23-5 HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . . . 12-393
12-24 (ATA 33) - LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-394

ALX Flight Manual
Medium Jet

12-24-2 SWITCHES OVERRIDING . . . . . . . . . . . . . . . . . . . . 12-394
12-25 (ATA 35) - OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-400
12-25-3 MFD PRESSURE PAGE DESCRIPTION . . . . . . . . . . . . . 12-402
12-26 (ATA 49) - APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-404
12-27 (ATA 52) - DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-411
12-28 (ATA 70) - ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-414
12-28-4 ENGINES START PREREQUISITES . . . . . . . . . . . . . . . 12-421
12-28-5 AUTOMATIC START SEQUENCE . . . . . . . . . . . . . . . . 12-424
12-28-6 MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . 12-426
Rev. 2.2 © 2018 ALSIM - All Rights Reserved -1-19

ALX Flight Manual
Medium Jet
This page intentionally left blank
Rev. 2.2 © 2018 ALSIM - All Rights Reserved -1-20

General ALX Flight Manual
Medium Jet
0 General
0-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-3

0-2 REVISIONS LOG . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
0-3 SAFETY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . 0-5
0-4 EMERGENCY STOP . . . . . . . . . . . . . . . . . . . . . . . 0-6
0-5 USING THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . 0-7
0-6 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . 0-8
0-7 UNITS OF MEASUREMENT . . . . . . . . . . . . . . . . . . . 0-13
0-7-1 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-2 Distance . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-3 Mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-4 Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
0-7-5 Volume/Mass Relation . . . . . . . . . . . . . . . . . . 0-13
0-7-6 Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 0-14
0-7-7 Temperature . . . . . . . . . . . . . . . . . . . . . . . . 0-14

Medium Jet
© 2018 ALSIM - All Rights Reserved

Disclosure of this information is restricted
This document is the sole property of Alsim customers. You shall agree not to disclose,
reproduce or transfer this document in whole or in part, without the express written consent
of Alsim.
All product names mentioned in this manual may be registered trademarks and are recognized
as such, even if not expressly marked.

INTRODUCTION Medium Jet
0-1 INTRODUCTION
This is the flight manual for the Alsim Synthetic Training Device model ALX.
The flight modelling software represents a Generic medium twin turbofan jet flight model,
with EFIS instrumentation.
This manual contains the information needed by the pilot to operate the trainer. The proce-
dures presented are the result of Alsim’s knowledge and experience up to the date of issue of
the manual or its latest revision. The manual is not intended to be a guide for basic flight
instruction or a training manual.
For information on the instructor station, please refer to the Instructor’s Manual, for main-
tenance information to the Maintenance Manual.
Please address all comments, questions or suggestions to
ALSIM
66 Rue Pierre et Marie Curie
44430 Le Loroux Bottereau
FRANCE
Tel.: +33 2 40 03 77 74
Fax: +33 2 51 71 98 06
Email: services@alsim.com

REVISIONS LOG Medium Jet
0-2 REVISIONS LOG
Rev. No. Description Issue Date Page(s) Affected

2.0 Initial Release 02/11/2017 All
2.1 Added Operating Techniques section. 16/05/2018 3-2
2.1 Removed QRH section. 16/05/2018 Previously section 3-16
2.1 Added ENG Flame Out Procedure 16/05/2018 3-36
2.2 Added new HSI Plan mode 03/07/2018 12-324
2.2 Added various new FMS functions 03/07/2018 12-60

SAFETY INSTRUCTIONS Medium Jet
0-3 SAFETY INSTRUCTIONS
WARNING
This Synthetic Training Device has been designed
for professional flight training. Whenever some-
body is "flying" it, an instructor trained to its use
must be present!
Assuming the trainer is installed correctly and in proper working order, there is only a minimum
of rules to follow:
CAUTION
Do not smoke, eat or drink in the cockpit or at the
instructor station!
As a user, do not open the hood covering the trainer mechanical parts! Or, if it is open, do
not close it (and don’t touch anything inside).
For further safety information, on topics such as installation, moving or cleaning of the trainer,
please see the Maintenance Manual.

EMERGENCY STOP Medium Jet
0-4 EMERGENCY STOP
In case of an emergency (and only in this case!), use one of the emergency buttons to stop
the trainer.
There are two emergency stop buttons: One on the start/stop panel in the instructor station;
the second one is connected to the panel by means of a cable and can be used either inside
or outside the cockpit.
PUSH TO STOP -
POWER OFF LOCKED
Emergency
stop :
RGEN
ME
CY
E
STOP
TURN & PULL BEFORE

START
Figure 1: Emergency Stop
In the case of an emergency, hit the button - the power supply to the trainer will be cut and
everything stops.
CAUTION
Do not hit the emergency stop button ‘for fun’. It will
switch off everything, including the projectors, which
may destroy their lamps.
Have the problem solved before restarting the trainer.

To restart the trainer after having pushed the emergency button, release the emergency stop
by turning it clockwise. This will make it jump out again. Then follow the start procedure.

USING THIS MANUAL Medium Jet
0-5 USING THIS MANUAL
DEFINITIONS OF WARNINGS, CAUTIONS AND NOTES
WARNING
An operating procedure, technique, etc. that may
result in personal injury or loss of life if not fol-
lowed.
CAUTION
An operating procedure, technique, etc. that may
result in damage to equipment if not followed.
NOTE
An operating procedure, technique, etc. considered
essential to emphasize. Information contained in
notes may also be safety related.

ABBREVIATIONS Medium Jet
0-6 ABBREVIATIONS
This is not intended as a complete list of aeronautical terminology, but is an explanation of

some of the terms used in this manual.
AC: Alternating current

ADC: Air data computer
ADF: Automatic direction finding
ADI: Attitude and direction indicator
AHRS: Attitude heading reference system
ALS: Approach Light System
AOA: Angle Of Attack (degrees)
AP: Autopilot
ATC: Air traffic control
BITD: Basic Instrument Training Device
BOW: Basic Operating Weight
BRG: Bearing
CAS: Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and
instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere
at sea level.
CAT: Clear Air Turbulence
CAT I: ILS Category I approach procedure which provides for an approach to a decision
height not lower than 200 feet (60m) and a visibility not less than 2,400 feet (800m)
or a Runway Visual Range not less than 1,800 feet (550m).
CAT II: (Special authorization required) ILS Category II approach procedure which provides
for an approach to a decision height lower than 200 feet (60m) but not lower than 100
feet (30m) and a Runway Visual Range not less than 1,200 feet (350m).
CAT III: (Special authorization required) ILS Category III approach procedure which provides
for an approach with either a decision height lower than 100 feet (30m) or with no
decision height and with a Runway Visual Range not less than 700 feet (200m).
C/B: Circuit breaker
CDI: Course Deviation Indicator
DC: Direct current
DME: Distance measuring equipment
EAT: Entering Air Temperature
ECU: Engine Control Unit. Computer that measures all the necessary parameters for FADEC
calculations.

EFIS: Electronic Flight Instrument System

EGT: Exhaust gas temperature
EID: Engine Instrument Display
ESI: Electronic Standby Instrument
ETA: Estimated Time of Arrival
FAA: Federal Aviation Administration
FADEC: Fully Automated Digital Engine Control. Computer that calculates the best engine
parameters according to pilot input and ECU measurements.
FCP: Flight Control Panel
FD: Flight director
FDU: Fire Detection Unit
Feathered propeller: Propeller blade at an angle which offers minimum drag and propeller
rotation is at or near zero.
FF: Fuel Flow
FMA: Flight Mode Annunciator
FNPT: Flight Navigation and Procedures Trainer (ground-based training device which rep-
resents the flight deck environment of a class of aeroplanes).
FOB: Fuel on Board
g: Acceleration due to gravity
GNS: Global Navigation System
GPWS: Ground Proximity Warning System
GS: Ground Speed
G/S: Glideslope
HDG: Heading
HSI: Horizontal situation indicator
IAS: Indicated Airspeed, the speed of an aircraft as shown on the airspeed indicator.
IATA: International Airline Transport Association
ICAO: International Civil Aviation Organization
IDG: Integrated Drive Generator
IFR: Instrument flight rules
ILS: Instrument landing system
ILS Category IIIB (ICAO): (Special authorization required) An ILS approach procedure
which provides for an approach with either a decision height lower than 50 feet (15m)
or with no decision height and with a Runway Visual Range not less than 700 feet
(200m) but not less than 150 feet (50m).

ILS Category IIIC (ICAO): (Special authorization required) An ILS approach procedure
which provides for an approach with no decision height and no Runway Visual Range
limitations.
IOS: Instructor Operating Station
IQTG: International Qualification Test Guide (RAeS Document)
ISA: International Standard Atmosphere: 15°C and 1013.2 hPa at MSL (mean sea level),
with a decrease of 6.5°C per 1000 m of altitude from MSL to 11000 m.
ITT: Interturbine temperature
JAA: Joint Aviation Authorities
JAR: Joint Aviation Requirements
JAR STD 3A: Joint Aviation Requirements regarding Aeroplane Flight & Navigation Pro-
cedures Trainers
KCAS: Calibrated airspeed in knots
KIAS: Indicated airspeed in knots
LGCUI: Landing Gear control and Interface Unit
LSK: Line Select Key
M: Mach Number
MAA: Maximum Authorized IFR Altitude
MAC: Mean Aerodynamic Chord
mb: millibar - unit for pressure (see below under ‘units’)
MALS: Medium intensity Approach Light System
MALSR: Medium intensity Approach Light System with Runway alignment indicator lights
MCC: Multi-Crew Co-operation
MCDU: Multi-function Control and Display Unit
MDA: Minimum Descent Altitude
MEA: Minimum En route IFR Altitude
MFD: Multi-Function Display
MM: Middle Marker
MOCA: Minimum Obstruction Clearance Altitude
MQTG: Master Qualification Test Guide
MSD: Multi-System Display
MSL: Mean sea level
N1: Engine low pressure rotor revolutions per minute
N2: Engine high pressure rotor revolutions per minute

NDB: Non-Directional Beacon

NWA: Nose Wheel Angle (degrees)
OAT: Outside air temperature
OBI: Omni-bearing indicator
OBS: Omni-bearing selector
OM: Outer Marker
OVRD: Override
PAPI: Precision Approach Path Indicator System
PAR: Precision Approach Radar
PAX: Passenger
PFD: Primary Function Display
Pressure altitude: Altitude measured from standard sea level pressure (1013.2 hPa) by
means of a pressure (barometric) altimeter.
psi: Pounds per square inch - unit for pressure (see below under ‘units’)
PSIG: Pounds per Square Inch Gauge
QTG: Qualification Test Guide
RA: Resolution Advisory
RMI: Radio magnetic indicator
RPM: Revolutions per minute - unless otherwise indicated, in this manual the term refers to
the propeller revolutions.
RVR: Runway Visual Range as measured in the touchdown zone area (meters or feet)
SAT: Static Air Temperature
SOC: Statement Of Compliance
SSALS: Simplified Short Approach Light System
SSALSR: Simplified Short Approach Light System with Runway alignment indicator lights
STD: Synthetic Training Device
T/O: TakeOff
TA: Traffic Advisory
TACAN: Ultra-high frequency Tactical Air Navigational aid
TAS: True Airspeed is the airspeed of an airplane relative to undisturbed air which is the
CAS corrected for altitude, temperature and compressiblility.
TAT: Total Air Temperature
TCAS: Traffic Collision Avoidance System
TGFD: Trim, Gear and Flaps Display.

TGT: Target
Unusable fuel: Fuel that is not available to the engine (due to tank configuration etc.)
Usable fuel: Fuel available for flight planning
VA: Maneuvering speed: Maximum speed at which application of full available aerodynamic
control will not overstress the airplane
VFE: Maximum flaps extended speed: Maximum speed with wing flaps in extended position
VFO: Maximum flaps operation speed: Maximum speed at which flaps may be extended or
retracted
VHF: Very High Frequency
VFR: Visual flight rules
VLE: Maximum landing gear extended speed: Maximum speed with landing gear extended
VLO: Maximum landing gear operating speed: Maximum speed at which the landing gear
may be extended or retracted
VMCA: Minimum control speed in flight (not applicable to single-engine aircraft): Minimum
speed at which the airplane is controllable with one engine inoperative, the other engine
at take-off power and a bank angle of not more than 5° into the operative engine.
VMO: Maximum operating speed: Speed that may not be exceeded in normal flight operation
VNE: Never exceed speed: Speed that may never be exceeded under any circumstances
VOR: Very high frequency omni-directional range
VX: Best angle-of-climb speed: Speed for the greatest gain in altitude in the shortest possible
horizontal distance.
VY: Best rate-of-climb speed: Speed for the greatest gain in altitude in the shortest possible
time.
VY SE: Best single-engine rate-of-climb speed: Speed for the greatest gain in altitude in the
shortest possible time with one engine inoperative.
WAAS: Wide Area Augmentation System. Where available, enables aircraft to rely on GPS
for all phases of flight, including precision approaches to any airport within its coverage
area.
WAT: Weight, Altitude, Temperature
WAL: Warning and Advisory List
Windmilling propeller: Propeller rotating from airstream inputs

UNITS OF MEASUREMENT Medium Jet
0-7 UNITS OF MEASUREMENT
Again, this is not a complete units conversion table, but only a list of those units used in
Alsim Flight Manuals. All figures are rounded to the third digit after the decimal point.
0-7-1 Speed
1 Knot = 1 nautical mile per hour = 1.852 km/h
1 km/h = 0.54 kt
0-7-2 Distance
1 nm (nautical mile) = 1.852 km
1 km = 0.54 nm
1 (statute) mile = 1.609 km
1 km = 0.621 (statute) mile
1 ft = 0.305 m
1 m = 3.281 ft
0-7-3 Mass
1 lb = 0.454 kg
1 kg = 2.205 lbs
0-7-4 Volume
1 US gallon = 3.785 liter
1 l = 0.264 USG
0-7-5 Volume/Mass Relation

For Aviation fuel: 1 US gallon = approx. 6 lbs
For Jet A fuel: 1 US gallon = approx. 6.84 lbs

UNITS OF MEASUREMENT Medium Jet
0-7-6 Pressure
1 in.Hg = 33.864 hPa = 0.491 psi
1 psi = 68.948 hPa = 2.036 in.Hg
1 hPa = 0.0145 psi = 0.0295 in.Hg
1 mb = 1 hPa
0-7-7 Temperature
°C = (°F - 32) / 1.8
°F = °C * 1.8 + 32

Limitations ALX Flight Manual
Medium Jet
1 Limitations
1-1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1-2 AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . 1-2
1-3 WEIGHT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . 1-3
1-4 CENTER OF GRAVITY LIMITS . . . . . . . . . . . . . . . . . 1-4
1-5 POWER PLANT LIMITATIONS . . . . . . . . . . . . . . . . . 1-5
1-5-1 ENGINE OPERATING LIMITS . . . . . . . . . . . . . . 1-5
1-5-2 TAKE-OFF THRUST SETTING . . . . . . . . . . . . . 1-6
1-5-3 MAXIMUM CONTINUOUS THRUST SETTING . . . . 1-7
1-5-4 GO AROUND THRUST SETTING . . . . . . . . . . . . 1-8
1-5-5 MAXIMUM CLIMB THRUST SETTING . . . . . . . . . 1-9
1-6 ELECTRICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-7 PROLONGED GROUND OPERATION . . . . . . . . . . . . . 1-12
1-8 BLEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . 1-13
1-9 TAKE-OFF AND LAND OPERATIONAL LIMITS . . . . . . . . 1-13
1-10 EN ROUTE OPERATIONAL LIMITS . . . . . . . . . . . . . . 1-14
1-11 OPERATIONS AUTHORIZED . . . . . . . . . . . . . . . . . . 1-15
1-12 MANOEUVRE LIMITS . . . . . . . . . . . . . . . . . . . . . . 1-15
1-13 MINIMUM CREW . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-14 CABIN PRESSURIZATION LIMITATIONS . . . . . . . . . . . 1-15
1-15 AUTOPILOT/FLIGHT DIRECTOR . . . . . . . . . . . . . . . 1-15
1-16 PRESSURIZATION LIMITATIONS . . . . . . . . . . . . . . . . 1-16
1-17 HYDRAULICS LIMITATIONS . . . . . . . . . . . . . . . . . . 1-17
1-18 AUTO BRAKES & ANTI SKID LIMITATIONS . . . . . . . . . 1-17
1-19 OXYGEN LIMITATIONS . . . . . . . . . . . . . . . . . . . . . 1-18
AUTONOMY . . . . . . . . . . . . . . . . . . . . . . . . 1-18
HIGH PRESSURE CYLINDER . . . . . . . . . . . . . . . 1-18
1-20 APU LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . 1-18
1-21 AIR COND . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
1-1 GENERAL
This section includes the limitations required by the regulations and contained in the Flight
Manual. All references to airspeed, Mach and altitude relate to indicated airspeed, indicated
Mach, and pressure altitude, unless otherwise noted.

AIRSPEED LIMITATIONS Medium Jet
1-2 AIRSPEED LIMITATIONS
Maximum operating speed limits

VMO — sea level to 24,600 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 KIAS
MMO — above 24,600 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.82 Mach
VA — maximum manoeuvring speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see figure 1.1

Full application of rudder and aileron controls as well as manoeuvres that involve angles-of-
attack near the stall should be confined to speeds below maximum maneuvering speed.
Figure 1.1: Maximum manoeuvring speed
VFE — maximum flaps extended speed

CONFIG 1 (slats 18°, flaps 0°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 KIAS
CONFIG 1+F (slats 18°, flaps 10°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215 KIAS

WEIGHT LIMITATIONS Medium Jet
CONFIG 2 (slats 22°, flaps 15°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS

Do not exceed this speed at the given slat/flap setting.
VSB— maximum speed brake operation speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . no limit
VLE — maximum landing gear extended speed. . . . . . . . . . . . . . . . . . . . .280 KIAS / 0.67 Mach
This is the maximum speed at which the landing gear is extended.
VLOE — maximum landing gear lowering speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
This is the maximum speed at which the landing gear may be lowered.
VLOR — maximum landing gear raising speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 KIAS
This is the maximum speed at which the landing gear may be raised.
Maximum landing gear lowering altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,000 ft
Maximum tire ground speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Knots
VMC — air minimum control speed with one engine inoperative. . . . . . . . . . . . . . . .105 KIAS
A
Lowest speed at which the aircraft is controllable with one engine operating.
VMC — ground minimum control speed with one engine inoperative . . . . . . . . . . . 103 KIAS
G
1-3 WEIGHT LIMITATIONS
Maximum design take-off weight (MTOW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75.5 t

Maximum design landing weight (MLW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.0 t

CENTER OF GRAVITY LIMITS Medium Jet
1-4 CENTER OF GRAVITY LIMITS
The center of gravity can be set from 0 to 100% of the Mean Aerodynamic Chord (MAC)
through the instructor station software.
Figure 1.2: Typical Medium Jet CG limits (not simulated)

POWER PLANT LIMITATIONS Medium Jet
1-5 POWER PLANT LIMITATIONS
1-5-1 ENGINE OPERATING LIMITS
Thrust Time Limit ITT N2 N1 Oil Press. Oil Temp.

Setting (minutes) °C % % PSIG (1) °C
TOGA 5 890 105.8 104 min: 16 155
10 (engine failure) (see fig. 1.3) max: 90
MCT Unlimited 855 105.8 104 min: 16 155
(see fig. 1.4) max: 90
CL Unlimited 855 105.8 104 min: 16 155
(see fig. 1.6) max: 90
STARTING — 725 — — — -40

1-5-2 TAKE-OFF THRUST SETTING
Figure 1.3: Maximum take-off thrust setting (TOGA lever position)

1-5-3 MAXIMUM CONTINUOUS THRUST SETTING
Figure 1.4: Maximum continuous thrust setting (MCT lever position)

1-5-4 GO AROUND THRUST SETTING
Figure 1.5: Go around thrust setting (TOGA lever position)

1-5-5 MAXIMUM CLIMB THRUST SETTING
Figure 1.6: Maximum climb thrust setting (CL lever position)

ELECTRICS Medium Jet
1-6 ELECTRICS
• BAT 1 (2):
– Voltages:
∗ Nominal voltage: 28 V.
∗ Fault under voltage: 23 V.
∗ Caution low voltage: 25 V.
∗ Begin charge voltage: 26.5 V.
∗ Caution over voltage: 31 V.
– Current:
∗ BAT 1 (2) inboard consumption: 2 A.
∗ End charge current: 4 A.
∗ Caution discharge current: 5 A.
– APU START:
∗ When both batteries are fully charged, APU can be started using batteries
at most 7 times before the batteries trip on under voltage fault.
• STAT INV:
– On ground minimum speed: 50 kt.

– Voltages:
∗ Fault over voltage: 120 V.
– Frequencies:
∗ Nominal frequency: 400 Hz.
∗ Fault under frequency: 390 Hz.
∗ Fault over frequency: 410 Hz.

ELECTRICS Medium Jet
• Generators:
Generator Nominal Fault Caution Caution Fault

voltage under low high over
voltage voltage voltage voltage
GEN 1 & 115 V 100 V 110 V 120 V 130 V
2
APU 115 V 100 V 110 V 120 V 130 V
GEN
EMER 115 V 110 V - - 120 V
GEN
GEN 1 & 400 Hz 370 Hz 390 Hz 410 Hz 430 Hz
2
APU 400 Hz 370 Hz 390 Hz 410 Hz 430 Hz
GEN
EMER 400 Hz 390 Hz - - 410 Hz
GEN

PROLONGED GROUND OPERATION Medium Jet
• Blue hydraulic system for EMER GEN:

– EMER GEN activation minimum blue system pressure: 2,175 PSI.
– RAT extension minimum speed: 100 kt.
• IDG 1 (2):
– Oil temperature:
∗ Nominal temperature: 115°C.
∗ Caution high temperature: 147°C.
∗ Fault over temperature: 185°C.
– Oil pressure:
∗ Nominal oil low pressure minimum N2: 4,150 rpm.
∗ Low pressure fault: 32% nominal value.
• EXT PWR:
– Nominal voltage: 115 V.
– Nominal frequency: 400 Hz
• Transformers rectifiers:
Transformer Nominal Fault under Fault over Fault under

rectifier voltage voltage voltage current
TR 1 & 2 28 V 25 V 31 V 5A
ESS TR 28 V 25 V 31 V 5A
1-7 PROLONGED GROUND OPERATION
Continuous engine ground static operation up to and including five minutes at take-off thrust
is limited to ambient temperatures not to exceed 36°C above ISA (refer to figure 1.3).
Continuous ground operation of the starter-generator above 325 A is prohibited.
Limit ground operation of pitot/static heat to two minutes to preclude damage to the pitot
static tubes and angle-of-attach probe.
Operation in the GND bleed mode at power settings greater than 70% N2 for the right engine
is prohibited.

BLEED LIMITATIONS Medium Jet
1-8 BLEED LIMITATIONS
Under fault Nominal

Regulation Over fault
value target value range
value
Pressure (PSI) External pressure + 4 32 to 50 44 55
Temperature (°C) 150 170 to 230 200 260
Engine, to start, need at least 20 PSI of pressure in bleed system.

HP valves are opened when engine bleed valves are opened and pressure decreases below 36
PSI (± 4 PSI).
Over pressure valves close automatically when pressure exceeds 85 PSI.
APU:
• Nominal air bleed pressure: 42 PSI

• Nominal air bleed temperature: 180°C
Ground air supply:
• Nominal air bleed pressure: 42 PSI

• Nominal air bleed temperature: 180°C
1-9 TAKE-OFF AND LAND OPERATIONAL LIMITS
Maximum altitude limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,200 feet

Maximum tailwind component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 knots
Maximum water/slush on runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.4 inches
Maximum ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 40°C
Minimum ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . –45°C
The autopilot and yaw damper must be OFF for takeoff and landing.
Vertical navigation system must be OFF below 500 feet AGL.

EN ROUTE OPERATIONAL LIMITS Medium Jet
1-10 EN ROUTE OPERATIONAL LIMITS

Maximum operating altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,100 feet
Maximum ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to figure 1.7
Minimum ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to figure 1.7
Generator load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 kVA at 25,000 feet
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 kVA at 30,000 feet
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 kVA at 35,000 feet
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 kVA at 39,000 feet
Figure 1.7: Takeoff/landing/enroute temperature limitations
NOTE
Maximum enroute operating temperature limit is ISA
+35°C ambient temperature adjusted for ram rise or
the indicated outsiede air temperature from the figure
above, whichever is less.

OPERATIONS AUTHORIZED Medium Jet
1-11 OPERATIONS AUTHORIZED
This airplane is approved for day and night, VFR, IFR flight and flight into known icing
conditions.
1-12 MANOEUVRE LIMITS
No acrobatic manoeuvres, including spins, are approved. No intentional stalls permitted

above 25,000 feet or at engine speeds between 61.0 and 65.0% N1 .
1-13 MINIMUM CREW
Minimum flight crew for all operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 pilot and 1 copilot
1-14 CABIN PRESSURIZATION LIMITATIONS
Normal cabin pressurization limitations . . . . . . . . . . . –1.0 to 8.6 PSI, +0.1 or –0.1 differential
1-15 AUTOPILOT/FLIGHT DIRECTOR
The BTFG2 is equipped with an Alsim autopilot.
• During autopilot operation, one pilot must remain in his seat with the seat belt fas-
tened.
• The autopilot and yaw damper must be disabled for take-off, landing, and in approach
below 200 ft AGL.
• The minimum height for autopilot engagement during climb or cruise is 1000 ft AGL.
• Autopilot (APR mode) approaches in category 1 conditions are approved until 200ft
AGL.
• Use of pitch or roll trim with autopilot engaged is prohibited and will disconnect the
autopilot.
Do not use autopilot or flight director lateral modes above:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,100 feet (with two operative engines)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,000 feet (with one inoperative engine)

PRESSURIZATION LIMITATIONS Medium Jet
1-16 PRESSURIZATION LIMITATIONS
The pressure difference, ∆P, between cabin pressure and external pressure is limited according
to aircraft structure characteristics:
• Maximum ∆P = 8.2 PSI.

• Minimum ∆P = -0.4 PSI.
The ‘HIGH DIFF PRESS’ warning message appears if ∆P gets higher than 8.2 PSI for more
than 10 seconds. The ‘LOW DIFF PRESS’ warning message appears if ∆P gets lower than
-0.4 PSI for more than 10 seconds.
In normal conditions, the ∆P value should be between 0 and 8.065 PSI. This high range value
corresponds to a cabin altitude of 8000 ft for a flight altitude of 39000 ft. The ‘EXCESS
CAB ALT’ warning message appears when cabin altitude exceeds 9500 ft.
The safety valve open if ∆P gets too high or too low: if ∆P >8.1 PSI or if ∆P <-1.0 PSI.
The ‘SAFETY VALVE OPEN’ caution message appears if the safety valve is opened for more
than 20 seconds.
In automatic mode, the cabin vertical speed, VS, is limited to an absolute value of 2000 ft /
min. The ‘HIGH CAB VS’ caution message appears when not on ground and VS >500 ft /
min for more than 10 seconds. The ‘LOW CAB VS’ caution message appears when not on
ground VS <-300 ft / min for more than 10 seconds.

HYDRAULICS LIMITATIONS Medium Jet
1-17 HYDRAULICS LIMITATIONS
Normal system operating pressure is 3,000 PSI.

Systems are operational once pressure get higher than 1,750 PSI and until pressure is higher
then 1,450 PSI.
Pumps fail when pressure is lower than 1,450 PSI.
The thereafter table shows normal and caution threshold oil quantities for each system reser-
voir.
System reservoir Green Blue Yellow

Normal oil quantity 3,8 1,7 3,3
(capacity), USG
Caution threshold, 0,92 0,63 0,92
USG
1-18 AUTO BRAKES & ANTI SKID LIMITATIONS
To engage auto brakes the following conditions must be respected:
• Green (Blue if Green non available) hydraulic available pressure at least 1,500 PSI
(100% braking).
• Anti skid must be power supplied (but not necessarily engaged).
• No auto brakes fault detected.
After 10 seconds in flight mode auto brakes are automatically disengaged.

The thereafter table shows normal and maximum auto brakes modes time delay activation
after landing:
Auto brakes mode Delay (seconds)

Normal 2
Maximum 4
The maximum wheel sliding rate is 20%.

At this rate, anti skid is activated (if previously engaged) and braking force is automatically
regulated to optimize braking and avoid skid.
Auto brakes can be engaged to abort take off.
In this case, auto brakes must be engaged when speed has not reached 60 kt.
If auto brakes are engaged when speed is greater than 60 kt, auto brakes are activated
immediately.
Otherwise, auto brakes are engaged but become activated when throttles are pulled to Idle
position.

OXYGEN LIMITATIONS Medium Jet
1-19 OXYGEN LIMITATIONS
AUTONOMY
Supply system Approximative autonomy (min)

CREW 20
PASSENGERS 15
HIGH PRESSURE CYLINDER
Initial pressure Exhausted pressure Minimum cabin

altitude for delivery
1900 PSI 14 PSI 14,000 ft
1-20 APU LIMITATIONS
The following table describes RPM APU turbofan limits:
Nominal range Caution range Warning range

N RPM % <= 102 >102 >107
When N is out of nominal range, an alert is displayed on APU MSD page.

The following table describes ejection gas temperature (EGT) range of APU turbofan engine:
Nominal range Caution range Warning range

EGT (°C) ≤ 1,000 >1,000 >1,033
When EGT is out of nominal range, an alert is displayed on APU MSD page.

AIR COND Medium Jet
1-21 AIR COND
Each zone commanded temperature is driven by an overhead panel selector
Commanded temperature Cockpit Fwd cabin Aft cabin

zone zone zone
Min temperature (°C) 18 18 18
Max temperature (°C) 30 30 30
Air conditioning stages temperatures are monitored and warnings are triggered if they get too
high:
Temperature measure Maximum temperature

before warning in °C
Pack compressor outlet 230
Pack outlet 35
Cockpit duct 80
Fwd cabin duct 80
Aft cabin duct 80

AIR COND Medium Jet

Normal Procedures ALX Flight Manual
Medium Jet
2 Normal Procedures
2-1 EXTERIOR SAFETY INSPECTION . . . . . . . . . . . . . . . 2-2

2-1-1 EXTERIOR SAFETY INSPECTION . . . . . . . . . . . 2-2
2-2 PRELIMINARY COCKPIT PREPARATION . . . . . . . . . . . 2-3
2-2-1 AIRCRAFT POWER UP . . . . . . . . . . . . . . . . . 2-3
2-2-2 APU FIRE TEST/START . . . . . . . . . . . . . . . . . 2-4
2-2-3 BEFORE WALK-AROUND . . . . . . . . . . . . . . . . 2-5
2-3 EXTERIOR INSPECTION . . . . . . . . . . . . . . . . . . . . 2-7
2-3-1 EXTERIOR INSPECTION . . . . . . . . . . . . . . . . 2-7
2-4 COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . 2-14
2-4-1 PANEL SCAN SEQUENCE . . . . . . . . . . . . . . . . 2-14
2-4-2 OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . 2-15
2-4-3 CTR INSTRUMENT PANEL . . . . . . . . . . . . . . . 2-16
2-4-4 PEDESTAL . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2-4-5 AIRFIELD DATA . . . . . . . . . . . . . . . . . . . . . 2-16
2-4-6 ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . 2-16
2-4-7 FMGS INITIALIZATION . . . . . . . . . . . . . . . . . 2-16
INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Wind Page . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
INIT 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . 2-18
INIT 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2-4-8 FMGS DATA INSERTION . . . . . . . . . . . . . . . . 2-20
2-4-9 GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . 2-20
2-4-10 LATERAL CONSOLES . . . . . . . . . . . . . . . . . . 2-21
2-4-11 CM 1/2 INSTRUMENT PANELS . . . . . . . . . . . . . 2-22
2-4-12 FMGS DATA CONFIRMATION . . . . . . . . . . . . . 2-23
2-4-13 ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-4-14 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-4-15 PRESSURISATION . . . . . . . . . . . . . . . . . . . . 2-23
2-4-16 TAKEOFF BRIEFING . . . . . . . . . . . . . . . . . . . 2-23
2-5 BEFORE PUSHBACK OR START . . . . . . . . . . . . . . . . 2-24
2-5-1 BEFORE START CLEARANCE . . . . . . . . . . . . . 2-24
2-5-2 AT START CLEARANCE . . . . . . . . . . . . . . . . . 2-24
2-6 ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
2-6-1 AUTOMATIC ENGINE START . . . . . . . . . . . . . . 2-26

Medium Jet
2-6-2 GROUND RUNUP - DANGER AREAS . . . . . . . . . . 2-28

2-7 AFTER START . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2-7-1 AFTER START . . . . . . . . . . . . . . . . . . . . . . 2-29
2-8 TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2-8-1 TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2-8-2 VISUAL GROUND GEOMETRY . . . . . . . . . . . . . 2-33
2-8-3 180 DEGREE TURN ON RUNWAY . . . . . . . . . . . 2-33
2-9 BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . 2-35
2-9-1 BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . 2-35
2-10 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2-10-1 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2-11 AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . 2-41
2-11-1 AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . 2-41
2-12 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
2-12-1 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
2-13 CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
2-13-1 CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
2-14 DESCENT PREPARATION . . . . . . . . . . . . . . . . . . . . 2-46
2-14-1 DESCENT PREPARATION . . . . . . . . . . . . . . . . 2-46
2-15 DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
2-15-1 DESCENT INITIATION . . . . . . . . . . . . . . . . . . 2-48
2-15-2 DESCENT MONITORING . . . . . . . . . . . . . . . . 2-48
2-15-3 DESCENT ADJUSTMENT . . . . . . . . . . . . . . . . 2-49
2-16 PRECISION APPROACH . . . . . . . . . . . . . . . . . . . . . 2-51
2-16-1 INITIAL APPROACH . . . . . . . . . . . . . . . . . . . 2-51
2-16-2 INTERMEDIATE - FINAL APPROACH . . . . . . . . . 2-51
2-16-3 PRECISION APPROACH PATTERN . . . . . . . . . . . 2-55
2-17 VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . 2-60
2-17-1 VISUAL APPROACH . . . . . . . . . . . . . . . . . . . 2-60
2-18 LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
2-18-1 LANDING . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
2-19 GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2-19-1 GO AROUND WITH FD . . . . . . . . . . . . . . . . . 2-65
2-20 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . 2-67
2-20-1 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . 2-67
2-21 PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
2-21-1 PARKING . . . . . . . . . . . . . . . . . . . . . . . . . 2-69

Medium Jet
2-22 SECURING THE AIRCRAFT . . . . . . . . . . . . . . . . . . . 2-71

2-22-1 SECURING THE AIRCRAFT . . . . . . . . . . . . . . . 2-71
2-23 STANDARD CALLOUTS . . . . . . . . . . . . . . . . . . . . . 2-72
2-23-1 COMMUNICATIONS AND STANDARD TERMS . . . . 2-72
2-23-2 CHECKLIST CALLOUTS . . . . . . . . . . . . . . . . . 2-72
2-23-3 ACTIONS COMMANDED BY PF . . . . . . . . . . . . 2-72
2-23-4 FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2-23-5 ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2-23-6 FLAPS OR GEAR CALLOUTS . . . . . . . . . . . . . . 2-73
2-23-7 FLIGHT PARAMETERS IN APPROACH . . . . . . . . 2-74
2-23-8 FLIGHT PARAMETERS IN GO-AROUND . . . . . . . . 2-75
2-23-9 PF/PNF DUTIES TRANSFER . . . . . . . . . . . . . . 2-75
2-23-10 ABNORMAL AND EMERGENCY CALLOUTS . . . . . 2-76
2-23-11 SUMMARY FOR EACH PHASE . . . . . . . . . . . . . 2-77

EXTERIOR SAFETY INSPECTION Medium Jet
2-1 EXTERIOR SAFETY INSPECTION
2-1-1 EXTERIOR SAFETY INSPECTION
NOTE
Exterior Inspection procedures are provided here for
general training reference only and are not simulated
by the trainer.
Procedures marked with asterisks (*) are the only items required during a transit stop. This
inspection ensures safe operation of the aircraft and its immediate surroundings. On arriving
at the aircraft, check for obstructions, engineering activity, refueling, etc.
Procedure:
*WHEEL CHOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN PLACE
*LANDING GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK POSITION
*APU AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

PRELIMINARY COCKPIT PREPARATION Medium Jet
2-2 PRELIMINARY COCKPIT PREPARATION
2-2-1 AIRCRAFT POWER UP

Procedures marked with asterisks (*) are the only items required during a transit stop. The
following procedure is performed by the PNF to ensure that all necessary checks are made
before applying electrical power, to avoid inadvertent systems operation and eventual danger
to the aircraft and personnel. Included is APU starting and the establishment of electrical
and pneumatic power.
Procedure:
ENG
MASTER 1 and 2 sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
L/G
Gear lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DOWN position
WIPERS
L WIPER selector and R WIPER selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ELEC
If the aircraft has not been electrically supplied for 6 hours or more, perform the
following check:
BAT 1 pb and BAT 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
BAT 1 and 2 VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ABOVE 25.5 V
Battery voltage above 25.5 V ensures a charge above 50%.
If battery voltage is below 25.5 V:

A charging cycle of about 20 min is required. (Not simulated)
BAT 1 and 2 VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ABOVE 25.5 V
If battery voltage is above 25.5 V:

BAT 1 pb and BAT 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If the APU is started on battery power only, it should be started within 30 min after switching
the batteries ON (35 min after switching the batteries ON, the battery charge will be less
than 25% of maximum capacity).

If the aircraft has been electrically supplied during the previous 6 hours:
BAT 1 pb and BAT 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EXT PWR pb (when AVAIL light is on) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AVAIL light goes out.
2-2-2 APU FIRE TEST/START

APU FIRE
APU FIRE pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN and GUARDED
AGENT lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
If the APU is already active, make sure that the following check has already been completed.
If not, perform it.
APU FIRE TEST pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check:
• APU FIRE warning on WARNING MESSAGE + CRC (Continuous Repetitive Chime)

+ MASTER WARN light.
• APU FIRE pb-sw lit red.
• SQUIB light and DISCH light on.
APU START
If the EXT PWR pb ON light is on:
APU MASTER SW pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ON light comes on.
APU START pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note: Wait at least 5 s before selecting APU START pb-sw.
The FLAP OPEN indication appears on APU MSD page.
On the APU MSD page, N and EGT rise.
When N = 95%:
• On the APU MSD page, AVAIL indication appears.

• On APU panel: START ON light goes out. AVAIL light comes on.
EXT PWR pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

External power may be kept ON to reduce the APU load, especially in hot conditions: When
the APU BLEED pb-sw is ON, keeping the EXT PWR pb ON enables the increase of the
bleed air flow of the APU, thereby improving the efficiency of the air conditioning.
If the EXT PWR pb ON light is off:

APU MASTER SW pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ON light comes on.
APU START pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note: Wait at least 5 s before selecting APU START pb-sw.

At 95% RPM:
• START ON light goes out.

• AVAIL light comes on.
• APU GEN comes on line.
2-2-3 BEFORE WALK-AROUND

COCKPIT LIGHTS
COCKPIT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
• Set OVHD INT Lights knob, DOME sw.

• Set FLOOD Light and Intruments Light as required.
DOME light should be on as it is the only lighting source in the EMER ELEC configuration.
The DIM position is recommended for takeoff.
F/CTL
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK POSITION
Check the upper MFD display to confirm that the FLAPS position corresponds with the
handle position.
*SPD BRK lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK 0 POSITION
WARNING
If the flight control surface positions do not corre-
spond to the control handle positions, check with
maintenance crew before using hydraulic power.

*PARKING BRAKE
*PARKING BRAKE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PROBE/WINDOW ANTI-ICE
PROBES/WINDOWS ANTI-ICE pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AUTO
AIR COND
APU BLEED pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Do not use APU BLEED if the ground crew confirms that the ground air unit is connected.
Pilots should check the BLEED MSD page also to see if a HP ground air unit is connected
(bleed system pressurized).
ALL WHITE LIGHTS OFF X BLEED selector AUTO Zone temperature selectors AS RQRD
Full range temperature 24 +/- 6°C (75 +/- 11°F).
CARGO HEAT
SELECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Set the temperature selectors, as required.
ELEC
Scan and check that no amber lights are present, except GEN FAULT lights.
*MSD
*DOOR MSD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL
If the oxygen pressure is half boxed in amber, check the “MIN FLT CREW OXY CHART“
to verify if the pressure is sufficient for the scheduled flight (Refer to Cockpit Fixed Oxygen
System).
*HYD MSD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL

Check that the quantity indexes are in the normal filling range.
*ENG MSD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL

Check that the oil quantity is at or above 9.5 qts + estimated consumption (maximum av-
erage estimated consumption ~0.5 qt/h).
EMERGENCY EQUIPMENT
Check the following equipment (not simulated):

EXTERIOR INSPECTION Medium Jet
• Axe stowed
• Escape ropes stowed
• Flashlights stowed
• Life jackets stowed
• Portable fire extinguisher lockwired and pressure in green zone
• Smoke goggles stowed (smoke hoods)
• Smoke hoods (or portable oxygen equipment with full face masks) stowed and service-
able
• Oxygen masks stowed
OVERHEAD CIRCUIT BREAKERS PANELS

OVERHEAD CIRCUIT BREAKERS panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that all circuit breakers are set. Reset if necessary.
GEARS PINS AND COVERS**

*GEARS PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that three are on board and stowed. - NOT SIMULATED
2-3 EXTERIOR INSPECTION
2-3-1 EXTERIOR INSPECTION
NOTE
Exterior Inspection procedures are provided here for
general training reference only and are not simulated
by the trainer.
Procedures marked with asterisks (*) are the only items required during a transit stop. The
exterior inspection ensures that the overall condition of the aircraft and its visible components
and equipment are safe for the flight.
SCHEMATIC

Figure 2.1: Exterior Walk-Around
LH FWD FUSELAGE
*AOA probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
F/O and CAPT static ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Avionics equipment vent air inlet valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Oxygen bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Oxygen overboard discharge indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREEN
*Toilet servicing door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
NOSE SECTION
*Pitot probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

STBY static ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

*TAT probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
*Radome and latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION/LATCHED
Forward avionics compartment door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Ground electrical power door (if not required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
NOSE L/G
*Nose wheel chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
*Wheels and tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Nose gear structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Taxi, TO, turn-off lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
Hydraulic lines and electrical wires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Wheel well . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Safety pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
RH FWD FUSELAGE
RH + AFT avionic compartment doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Avionic equipment vent air outlet valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
F/O-CAPT static ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
*AOA probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Forward cargo door and selector panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LOWER CENTER FUSELAGE

Potable water drain panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Drain mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RAM air inlet flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
LP and HP ground connection doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Anticollision light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CTR TK magnetic fuel level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH
Pack air intakes and outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
RH CENTER WING

Yellow hydraulic bay door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

Fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Inner tank magnetic fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH
Fuel water drain valve inner tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAK
Landing light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
*Slat 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
ENG 2 LH SIDE
Oil fill access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Master magnetic chip detector access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
*Thrust Recovery Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LATCHED
Hydraulic filter visual access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
*Fan cowl doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LATCHED
*Drain mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION/NO LEAK
*Engine inlet and fan blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENG 2 RH SIDE
Vent inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Pressure-relief/Start valve handle access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Nose cowl pressure relief door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Engine oil fill access/starter air valve override access door . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Master chip detector access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
IDG servicing access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Turbine exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Pylon/access panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION/CLOSED
RH WING LEADING EDGE

*Slats 2, 3, 4, 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Magnetic fuel level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH
Fuel water drain valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAK
Refuel coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Surge tank air inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
*Fuel ventilation overpressure disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTACT

Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
*Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RH WING TRAILING EDGE

Static dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
*Control surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
*Flaps and fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RH L/G AND FUSELAGE

*Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
ENG 2 LH SIDE
Master magnetic chip detector access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
*Thrust Recovery Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LATCHED
Hydraulic filter visual access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
ENG 2 RH SIDE
Vent inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Pressure-relief/Start valve handle access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Nose cowl pressure relief door (PW only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Engine oil fill access/starter air valve override access door (PW only) . . . . . . . . . . . . CLOSED
Master chip detector access door (PW only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
IDG servicing access door (PW only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
RH WING LEADING EDGE

*Slats 2, 3, 4, 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Magnetic fuel level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH

Refuel coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RH WING TRAILING EDGE

*Flaps and fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RH L/G AND FUSELAGE

*Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
LH LANDING GEAR
*Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Brakes and brake wear indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Torque link damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Hydraulic lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Landing gear structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Downlock springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Safety pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
LH WING TRAILING EDGE

*Flaps and fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
LH WING LEADING EDGE


Navigation light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Inner and outer cell magnetic fuel level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH
*Slats 2, 3, 4, 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
ENG 1 LH SIDE
ENG 1 RH SIDE
Vent inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Pressure relief/Start valve handle access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
LH CENTER WING
*Slat 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Wing leading edge ventilation intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Fuel water drain valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAK
Inner tank magnetic fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH
Landing lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Hydraulic reservoir pressurization door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
RAT doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

COCKPIT PREPARATION Medium Jet
2-4 COCKPIT PREPARATION
2-4-1 PANEL SCAN SEQUENCE
1 - OVERHEAD PANEL 4 - GLARESHIELD

2 - PEDESTAL 5 - LATERAL CONSOLES
3 - INSTRUMENT PANEL
The scan pattern varies depending on crew member status (PF, PNF, CM1, or CM2) and
their respective areas of responsibility.

2-4-2 OVERHEAD PANEL
NOTE
For better visibility it is usual to have all systems white
lights turned off for the scan sequence. These actions
are therefore not listed here.
EXT LT
EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Set BEACON switch to ON and remaining switches as required.
*SIGNS
*NO SMOKING AND SEATBELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*EMER EXIT LIGHTS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARM
CABIN PRESS
MODE SEL pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
*AIR COND
*PACK FLOW selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Select:
• LO: If the number of passengers is below 115.

• HI: For abnormally hot and humid conditions.
• NORM: For all other normal operating cases.
ENGINES
*MASTER sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
*MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM
ENG 1 - ENG 2 FIRE

ENG 1 FIRE pb and ENG 2 FIRE pb . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN and GUARDED
AGENT 1 light and AGENT 2 light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
ENG 1 TEST pb and ENG 2 TEST pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check:

• ENG 1 (2) FIRE pb-sw warning on WAL + CRC + MASTER WARN light .
• ENG FIRE pb light red.
• SQUIB light and DISCH light on.
2-4-3 CTR INSTRUMENT PANEL

CTR INSTRUMENT PANEL - ESI (Electronic Standby Instrument)
*ESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check IAS, altimeter readings, altimeter settings and attitude display

• Check no flags
2-4-4 PEDESTAL
*ENG
*THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IDLE
*PARKING BRK
*PARKING BRAKE handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON THEN RELEASED
GRAVITY GEAR EXTENSION

EMERGENCY GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STOWED
2-4-5 AIRFIELD DATA

*Acquire data needed for initializing the system and preparing the cockpit.
Including, RUNWAY IN USE, ALTIMETER SETTING and WEATHER DATA.
2-4-6 ATC CLEARANCE

*Get ATC clearance or use probable clearance.
2-4-7 FMGS INITIALIZATION

*ENGINE AND AIRCRAFT TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
*FM active database validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

• Press the DATA key, and display the FNPT STATUS page (if not displayed).
• Check PILOT DATA and stored WPT/NAVAIDS/RWY/ROUTES, if any.
• If applicable, review the stored data for any deletion decision.
*FLIGHT PLAN INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
INIT 1/3 Page

1. Press the INIT key on the MCDU to access the INIT 1/3 page.
2. Type the FLTNBR (flight number) with the keypad and press the 3L LSK (Line Selec-
tion Key) to enter it.
NOTE
For ATC, the entire flight number should be entered
exactly as shown on the ICAO flight plan, without any
space.
3. Type the COST INDEX with the keypad and press the 5L LSK to enter it.
The Cost Index is a number between 1 and 100. Low numbers coorespond to high
speed and short range, while high numbers coorespond to long range and low speed.
4. Type the intended initial CRZ/FL TEMP (cruise flight level and planned temperature)
with the keypad and press the 6L LSK to enter it. Modify if necessary also, as per
ATC limitations or expected gross weight.
This is the Flight Level for the Cruise phase of the flight, and the expected outside air
temperature at that altitude. Example: Typing 300/-55 will give FL300 and minus 55
degrees C.
5. Type the FROM/TO (departure and destination ICAO codes) with the keypad and
press the 1R LSK to enter it.
NOTE
If the ICAO code entered in the FROM field does not
correspond to the current aircraft position, the mes-
sage “CHECK AIRCRAFT POSITION” will be dis-
played.
6. Type the ALTN (alternate destination) ICAO code with the keypad and press the 2R
LSK to enter it.

Wind Page
1. Press the 5R LSK to access the Wind Page.
2. Type the angle/speed values for each flight level with the keypad and press the corre-
sponding LSKs to enter them.
• 1L FL 50 Wind value for FL50 (format: angle/speed)

• 1R FL 300 Wind value for FL300 (format: angle/speed)
5R shows the EST CRZ WIND (Estimated wind for cruise flight level. The immediate
values below and above the CRZ FL are required for calculation).
INIT 2/3 Page

1. Press the NEXT key on the MCDU to access the INIT 2/3 page.
2. Press the 1L (FROM) LSK to access the Departure page.
3. Type the departure runway number and press the 1L LSK to enter it.
4. Press the cooresponding LSK to select the required SID (if necessary, use the arrow
keys to scroll through the available SIDS list).
5. Press the 6R (INSERT) LSK to insert the departure details into the flight plan.
6. Type the next waypoint on the route with the keypad and press the 6L (DEST) LSK
to enter it into the flight plan. Repeat for the following waypoints.
NOTE
The DUPLICATE NAMES page will be displayed if
more than one entered waypoint has the same code.
In this case, press the cooresponding LSK to select
and insert the appropriate waypoint.
7. Once all route waypoints have been entered, press the 6L (DEST) LSK to open the
arrival page
8. Type the arrival runway number and press the 1L LSK to enter it.

9. In the following ARRIVAL TO page, press the cooresponding LSK to choose a VOR
DME or ILS (if available) approach.
10. Press the cooresponding LSK to select either VIAS or STAR and then select the ap-
propriate code from the following list.
11. Press the 6R (INSERT) LSK to insert the arrival details into the flight plan.
INIT 3/3 Page

1. Press the NEXT key on the MCDU to access the INIT 3/3 page.
2. Type the BOW (Basic Operational empty Weight - Min: 41,004 kg / Max: 40,098 kg
) value with the keypad and press the 1R LSK to enter it.
3. Type the PAX F/M/C (Number of passengers, Female/Male/Child. Max: 150 pas-
sengers) values with the keypad and press the 2R LSK to enter it.
4. Type the CARGO (Luggage / cargo weight - Min: 0 kg / Max: 17,071 kg ) value
with the keypad and press the 3R LSK to enter it.
5. Type the FOB (Fuel weight On Board - Min: 0 kg / Max: 18,728 kg ) value with the
keypad and press the 4R LSK to enter it.
6. Press the PERF key on the MCDU to acces the Performance pages.
7. In the TAKE OFF page, type each V1/VR/V2/VENR value and press the coorespond-
ing LSK each time to enter them.
8. Press the 6R (NEXT PAGE) LSK to view the CLIMB profile data and settings.
9. Press the 6R (NEXT PHASE) LSK to view the CRUISE profile data and settings.
10. Press the 6R (NEXT PHASE) LSK to view the DESCENT profile data and settings.
11. Press the 6R (NEXT PHASE) LSK to view the APPROACH profile data and settings.
12. Type the destination QNH (barometric pressure adjusted to sea level) value with the
keypad and press the 1L LSK to enter it.
13. Type the destination TEMP (arrival airport temperature) value with the keypad and
press the 2L LSK to enter it.
14. Type the destination MAG WIND (magnetic wind) course/speed values with the keypad
and press the 3L LSK to enter it.
15. Type the VREF (aircraft speed over the threshold) value with the keypad and press
the 4L LSK to enter it.
The VAPP value is automaticaly calculated, however it can be modified manually if required.
The FPL must be checked, modified, or inserted (as applicable) in the following order, ac-
cording to the data given by ATIS, ATC, or MET:

• Lateral revision at departure airport. Select RWY, then SID, then TRANS using the
scroll keys.
• Lateral revision at WPT for ROUTE modification if needed.
*FPL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
• Check the FPL using the FPL page against the computer (paper) flight plan or navi-
gation chart.
• Check DIST TO DEST along the FPL. Compare this distance with the total distance
computed for the flight by the computer (paper) flight plan.
2-4-8 FMGS DATA INSERTION

*BOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
*FUEL ON BOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
CAUTION
The characteristic speeds displayed on the MCDU
are computed from the data entered by the crew on
the MCDU. Therefore, this data must be carefully
checked (Captain’s responsibility).
• The flight crew should insert the weights after completing all other insertions. This is
to avoid cycles of prediction computations at each change in flight plan, constraints,
etc.
• If BOW is unavailable, it is acceptable to enter the expected values in order to obtain
predictions. Similarly, the flight crew may enter the expected fuel on board, if refuelling
has not been completed at that time.
• If BOW and FOB are inserted, the FM will provide all predictions, as well as the
EXTRA fuel, if any.
TAKEOFF DATA INSERTION (PERF TAKEOFF PAGE):

* V1, VR, V2, VENR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
2-4-9 GLARESHIELD
*FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK ON
*LS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

NOTE
Do not engage autothrust on the ground, as this may
generate the AUTO FLT A/THR OFF warning at en-
gine start.
*NAV range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

RANGE: Set the minimum range so as to display the first waypoint after departure, or as
required for weather radar.
*FCP
*HDG V/S -TRK FPA pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HDG V/S
*PFD
*ALT window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIAL EXPECTED CLEARANCE ALT
*WEATHER RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STDBY or TEST
2-4-10 LATERAL CONSOLES
NOTE
The OXYGEN MASK TEST procedure is provided
here for general training reference only and is not sim-
ulated by the trainer.
OXYGEN MASK TEST
On the oxygen panel:

CREW SUPPLY pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
On the glareshield:
LOUDSPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
On the audio control panel:
INT reception knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS OUT-ADJUST
INT/RAD sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INT
On the mask stowage box:
• Press and hold the reset/test button in the direction of the arrow.

– Check that the blinker turns yellow for a short time, and then goes black.
• Hold the reset/test button down, and press the emergency pressure selector.
– Check that the blinker turns yellow and remains yellow, as long as the emergency
pressure selector is pressed.
– Listen for oxygen flow through the loudspeakers. Warn any engineer, whose
headset may be connected to the nose intercom, that a loud noise may be heard
when performing this check.
• Check that the reset/test button returns to the up position and the N 100% selector
is in the 100% position.
• Press the emergency pressure selector again, and check that the blinker does not turn
yellow. This ensures that the mask is not supplied.
On the WAL page:

REGUL LO PR message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK OFF
The crew must perform this check after having checked all masks. It ensures that the LP
valve is open.
2-4-11 CM 1/2 INSTRUMENT PANELS

INSTRUMENT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
*PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check for correct display, when ATT and HDG are available.
• Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading
and attitude display.
ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check for correct display.

• Crosscheck compass indication on the ND.
• Check ground speed less than 5 kt, heading, initial waypoint, indications.
*BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
• Set QNH (or QFE) on the PFD and on the standby altimeter on the MFD
• Check altitude indications on the PFD and standby altimeter.
*CLOCK
Check time and chrono at zero.

2-4-12 FMGS DATA CONFIRMATION

*AIRFIELD DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONFIRM
*ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
*WEIGHT INSERTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The PNF checks FMS data.

*TO DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALCULATE/CHECK
The PNF calculates and checks takeoff data.
2-4-13 ATC
*ATC CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2-4-14 FUEL
*FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
• Check that MSD fuel on board corresponds to the FPL.

• Check that fuel imbalance is within limits.
• Crosscheck that the sum of the Fuel On Board (FOB) recorded at the end of the last
flight and that the fuel uplift (if any) is consistent with the current FOB. If an abnormal
discrepancy is found, a maintenance action is due.
2-4-15 PRESSURISATION
*FLT ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set the intended initial cruise altitude as entered in the FMGS. Check on MSD PRESS page
that FLT ALT is displayed
2-4-16 TAKEOFF BRIEFING

*TAKEOFF BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

BEFORE PUSHBACK OR START Medium Jet
2-5 BEFORE PUSHBACK OR START
2-5-1 BEFORE START CLEARANCE

LOADSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
The Captain should thoroughly check the Load and Trim Sheet (LTS), particularly for gross
errors. Make sure that the loadsheet data is correct: Correct flight, correct aircraft, dry
operating index, configuration, Fuel On Board, etc. Compare the ZFWCG/ZFW with the
previously-entered data, and adjust if necessary. Check that the takeoff CG is within the LTS
operational limits.
TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE and CHECK/REVISE

SEATS, SEAT BELTS, HARNESSES, RUDDER PEDALS, ARMRESTS . . . . . . . . . ADJUST
MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN TAKEOFF CONFIGURATION
EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
Request that external power be removed.
BEFORE START CHECKLIST down to the line . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
2-5-2 AT START CLEARANCE

PUSHBACK/START UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
Obtain ATC pushback/startup clearance.
WINDOWS and DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK CLOSED

Check on the MSD display (DOOR) that all the aircraft doors are closed
BEACON sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
THR LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
CAUTION
Engines will start regardless of the thrust lever posi-
tion; thrust will rapidly increase to the set thrust lever
position causing a hazardous situation if the thrust
levers are not set at IDLE beforehand.
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS RQRD

BEFORE PUSHBACK OR START Medium Jet
If no pushback is required, check that the PARKING BRAKE is set to ON. If pushback is
required, set the PARKING BRAKE to OFF.
CAUTION
Do not use brakes during pushback unless required
due to an emergency.
After pushback is completed, set the PARKING BRAKE to ON and inform ground crew to
allow towbar to be disconnected.
BEFORE START CHECKLIST below the line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

ENGINE START Medium Jet
2-6 ENGINE START
2-6-1 AUTOMATIC ENGINE START

Use the automatic engine start procedure in most circumstances. However, if the start
aborts due to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low
pressure from an external pneumatic power group), it is recommended to use the manual
start procedure, instead the automatic procedure.
If, during the engine start, the ground crew reports a fuel leak from the engine drain mast,
run the engine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be
dispatched without maintenance action. If the leak is still present after 5 min, maintenance
action may be required before the flight.
ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN/START

The MSD displays the ENG page.
START ENGINE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

Engine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the
parking brake.
ENG 2 MASTER sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
• Do not turn the ENG 2 MASTER sw ON before all amber crosses and messages have
disappeared on the engine parameters (EID).
• Parameter callouts are not mandatory.
• In case the electrical power supply is interrupted during the start sequence (indicated
by the loss of the display units), abort the start by switching OFF the ENG 2 MASTER
sw. Then, perform a 30 s dry crank.
ON EID ON MSD
Corresponding start valve inline.
N2 increases Bleed pressure indication green.
Oil pressure increases.
At 22 % N2
- FF increases
15 s (maximum) after fuel is on
- EGT increases
- N1 increases
Start valve starts closing. (It is fully closed between 50 % and 56 % N2).
At 50 % N2
Igniter indication off.

When idle is reached:

MAIN AND SECONDARY ENG. IDLE PARAMETERS . . . . . . . . . . . . . . . . CHECK NORMAL
At ISA sea level:
• N1 about 19.5 %
• N2 about 58.5 %
• EGT about 390 °C
• FF about 275 kg/h (600 lb/h)
START ENGINE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

ENG 1 MASTER sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Same procedure for ENGINE 2.
Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.

2-6-2 GROUND RUNUP - DANGER AREAS
Figure 2.2: Ground Danger Areas

AFTER START Medium Jet
2-7 AFTER START
2-7-1 AFTER START

ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Turning the ENG MODE selector to NORM indicates the end of the start sequence. AFTER
START actions may be performed.
After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle
for at least 2 min before advancing the thrust lever to high power. Taxi time at idle may be
included in the warm-up period.
The last engine started must run for at least 2 min before takeoff initiation, to ensure that
takeoff is not initiated before the center tank pumps test is finished, since takeoff on center
tank is prohibited.
APU BLEED pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• Turn APU BLEED pb-sw off just after engine start to avoid ingestion of engine exhaust
gases.
• APU BLEED valve closes, ENG BLEED valves open.
ENG 1 ANTI ICE pb-sw and ENG 2 ANTI ICE pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
NOTE
Icing conditions may be expected when the OAT (on
ground and for takeoff), or the TAT (in flight), is 10
°C or below, and there is visible moisture in the air
(such as clouds, fog with low visibility, rain, snow,
sleet, ice crystals), or when standing water, slush, ice
or snow is present on the taxiways or runway.
During ground operation, when in icing conditions for more than 30 min, the following
procedure should be applied for ice shedding:
CAUTION
If, during thrust increase, the aircraft starts to move,
immediately retard the thrust levers to IDLE.
If ground surface conditions and the environment permit, the flight crew should accelerate the
engines to approximately 70 % of N1 for 30 s at intervals not greater than 30 min. In addition,
this engine acceleration should also be performed just before take-off, with particular attention

AFTER START Medium Jet
to engine parameters to ensure normal engine operation. If ground surface or environment do

not permit to accelerate the engine to 70 % N1, then power setting and dwell time should be
as high as practical. When operating in conditions of freezing rain, freezing drizzle, freezing
fog or heavy snow, ice shedding may be enhanced, by additional run ups at intervals, to not
exceed 10 min, advancing throttles to 70 % N1 momentarily (no hold time).
WING ANTI ICE pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
When Wing Anti-Ice pb-sw is switched on, on the ground, the anti-ice valves open for about
30 s (test sequence), then close as long as the aircraft is on ground.
APU MASTER SW pb-sw (if APU not required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AVAIL light goes off.
SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND
RUD TRIM rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NEUTRAL
FLAPS lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
• Set flaps for takeoff

• Check their position on the MFD upper display
• If taxiing in slush, keep the flaps retracted until reaching the holding point before
takeoff.
PITCH TRIM handwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

DOOR MSD page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
• Check that all doors are closed.

• Deselect the DOOR MSD page after verifying the slides.
WAL STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

PNF checks and PF crosschecks that there is no item remaining in the warning list on the
WAL display.
CLEAR TO DISCONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
• Request:
– Chocks removed
– Nose wheel steering bypass pin removed
– Interphone disconnect
– Hand signal on the left/right side.
AFTER START CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

TAXI Medium Jet
2-8 TAXI
2-8-1 TAXI
TAXI clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
TAXI lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn on the lights to TAXI both day and night.
PARK BRAKE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
• Little, if any, power above idle thrust will be needed to get the aircraft moving (40
% N1 maximum). Thrust should normally be used symmetrically. Once the aircraft
starts to move, little thrust is required
• Use of the engine anti-ice increases ground idle thrust, so the pilot must use care on
slippery surfaces
• The engines are close to the ground. Avoid positioning them over unconsolidated, or
unprepared ground (beyond the edge of the taxiways, for example)
• Avoid high thrust settings at low ground speeds, which increase the risk of ingestion
(FOD), and the risk of projection of debris towards the trimmable horizontal stabilizer
and towards the elevators
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Once the aircraft starts moving:

– Check the brake efficiency of the normal braking system: The aircraft must slow
down when pressing the brake pedals.
CAUTION
If the aircraft has been parked in wet conditions for a
long period, the efficiency of the first brake application
at low speed will be reduced.
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
1. Prior to taxiing, and before arming the autobrake, the PF silently applies full longitudi-
nal and lateral control wheel deflection. On the F/CTL MSD page, the PNF checks full
travel and the correct sense of all elevators and all ailerons, and the correct deflection
and retraction of all spoilers. The PNF calls out “full up”, “full down”, “neutral”, “full
left”, “full right”, “neutral”, as each full travel/neutral position is reached. The PF
silently checks that the PNF calls are in accordance with the control wheel order.

TAXI Medium Jet
NOTE
In order to reach full travel, full control wheel must
be held for a sufficient period of time.
2. The PF silently applies full left rudder, full right rudder, and neutral. The PNF calls
out “full left”, “full right”, “neutral”, as each full travel/neutral position is reached.
3. The PNF applies full longitudinal and lateral control wheel deflection, and silently
checks full travel and the correct sense of all elevators and all ailerons, and the correct
deflection and retraction of all spoilers, on the F/CTL MSD page.
ATC clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
TAKEOFF DATA/CONDITIONS
If takeoff data has changed, or in case of a runway change, prepare updated takeoff data, as
appropriate:
FPL (Runway) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVISE
FLAPS lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
Select takeoff position.
V1, VR, V2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REINSERT
AFS/FLIGHT INSTRUMENTS
FPL (SID,TRANS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVISE or CHECK
Carefully confirm that the ATC clearance agrees with the FMGS, if LNAV/VNAV mode is to
be used.
LNAV/VNAV on FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FLT/LDG ALT on PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CLEARED ALTITUDE ON PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HDG ON PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF REQUIRED, PRESET
If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset
the heading on the PFD. HDG mode must be engaged. LNAV/VNAV will be disarmed. RWY
TRK mode will keep the aircraft on the runway track.
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK SELECTED ON
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WX RADAR (if required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM/SET
AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAX

TAXI Medium Jet
• ON light comes on
• In the event of an aborted takeoff, selecting the MAX mode before takeoff improves
safety. If the takeoff must be aborted, the autobrake system applies maximum braking
as soon as the thrust levers are set to idle, if the ground speed is above 72 kt.
TAKEOFF BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM

CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEIVE
Obtain cabin report from the purser, as a minimum: “CABIN SECURED FOR TAKEOFF”
BEFORE TAKEOFF CHECKLIST down to the line . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
2-8-2 VISUAL GROUND GEOMETRY
Figure 2.3: Pilot’s Eye View
2-8-3 180 DEGREE TURN ON RUNWAY

The standard width of a runway is 45 m. However, this aircraft only needs a runway width
of 30 m (99 ft) for a 180° turn.
The following procedure is recommended for performing a 180° turn on the runway.
• FOR THE CM1:

– Taxi on the right of the runway and turn left, maintaining 25° of divergence from
the runway axis
– When physically over the runway edge:
∗ Turn the nosewheel fully right
∗ On ENG 1, set N1 to between 30 % and 35 % (CFM engines)
∗ Set ENG 2 to idle.

TAXI Medium Jet
The Ground Speed (GS) for the entire maneuver should be between 5 kt and 8 kt, to
prevent the width of the turn from increasing.
• FOR THE CM2:

– The procedure is symmetrical. (Taxi on the left-hand side of the runway).
Figure 2.4: Taxi Runway Turn Radius
NOTE
To prevent the nosewheel from skidding on a wet run-
way, it is possible to perform the turn at a very low
speed using asymmetric thrust and differential brak-
ing, as necessary.

BEFORE TAKEOFF Medium Jet
2-9 BEFORE TAKEOFF
2-9-1 BEFORE TAKEOFF

TAKEOFF OR LINE UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
LNAV/VNAV on FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TCAS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA or TA/RA
MSD (Multi system display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG
• The FAA recommends selecting TA mode:

– In case of known nearby traffic, which is in visual contact
– At particular airports and during particular procedures, identified by an Operator
as having a significant potential for unwanted or inappropriate resolution advi-
sories (closely-spaced parallel runways, converging runways...)
APPROACH PATH CLEAR OF TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check that the approach path is clear of traffic, visually and using TCAS display on ND.
PACK 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Consider selecting packs OFF, or APU bleed ON. This will improve performance when using
TOGA thrust. Use of APU bleed is not authorized if wing anti-ice is to be used.
EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Set L LAND sw, R LAND sw, WING sw and NAV sw to ON. Set the STROBE selector to
ON, before entering the runway.
TAKEOFF RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
• Confirm that the line up is performed on the intended runway. Useful aids are:
– The runway markings,
– The runway lights, Be careful that in low visibility, edge lights could be mixed up
with the center line lights.
– The ILS signal, If the runway is ILS equipped, the flight crew can press the
CRS/TRK pb: The LOC deviation should be centered after line up.
ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS RQRD
• Select IGN, if:

BEFORE TAKEOFF Medium Jet
– The runway has standing water, or

– Heavy rain is falling, or
– Heavy rain or severe turbulence is expected after takeoff.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE

Advise the cabin crew that takeoff is imminent.
BEFORE TAKEOFF CHECKLIST below the line . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Read the checklist below the line, when line-up clearance is obtained.

TAKEOFF Medium Jet
2-10 TAKEOFF
2-10-1 TAKEOFF
Rolling takeoff is permitted.
TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
THRUST SETTING
If the crosswind is at or below 20 kt and there is no tailwind:
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
• PF progressively adjusts engine thrust in two steps:

– from idle to about 50 % N1.
– from both engines at similar N1 to takeoff thrust.
– Once the thrust levers are set to TOGA detent, the captain keeps his hand on
the thrust levers until the aircraft reaches V1.
DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE RUDDER

CHRONO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
PFD/ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SCAN
1. Check the FMA on the PFD. The following modes are displayed: MAN TOGA, A/THR
(in blue), VNAV/LNAV (or blank), FD, ALT CHG.
2. Check the FMS position on the ND.
NOTE
If GPS PRIMARY is not available, check the FMS
position update.
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
BEFORE REACHING 80 KT
TAKEOFF N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that the actual N1 of the individual engines has reached the N1 rating limit, before
the aircraft reaches 80 kt. Check EGT.
THRUST SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

TAKEOFF Medium Jet
PFD and ENG indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN

Scan airspeed, N1, and EGT throughout the takeoff.
REACHING 100 KT
ONE HUNDRED KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
• The PF crosschecks and confirms the speed indicated on the PFD

• Below 100 kt the Captain may decide to abort the takeoff, depending on the circum-
stances
• Above 100 kt, rejecting the takeoff is a more serious matter.
AT V1
V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
AT VR
ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
• At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3
°/s, towards a pitch attitude 15° (12.5°, one engine is failed)
• Minimize the lateral inputs on ground and during the rotation
• In strong crosswind conditions, small lateral wheel inputs may be used, if necessary, to
aim at maintaining wings level
• After lift-off, follow the FD pitch command bar.
CAUTION
If a tailstrike occurs, avoid flying at an altitude requir-
ing a pressurized cabin, and return to the originating
airport for damage assessment.
WHEN POSITIVE CLIMB

POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
LDG GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

TAKEOFF Medium Jet
Above 100 ft AGL, AP may be engaged.

FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
AT THRUST REDUCTION ALTITUDE

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL
Move the thrust levers to the CL detent. A/THR is now active. In manual flight, the pilot
must anticipate the change in pitch attitude in order to prevent the speed from decaying
when thrust is reduced.
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PACK 1 and 2 (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Select PACK 1 on after CLB thrust reduction.
Select PACK 2 on after flap retraction.
NOTE
Selecting pack on before reducing takeoff thrust would
result in an EGT increase.
PACK 2 may be selected earlier, but not sooner than
10 s after PACK 1 is selected on, for passenger com-
fort.
IN CLIMB PHASE
The following procedure ensures that the aircraft is effectively accelerating toward climb
speed.
At F speed:
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
At S speed:
FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set TAXI sw to OFF.
The flight crew can maintain the LAND sw set to ON, according to airline policy or regulatory
recommendations.

TAKEOFF Medium Jet
NOTE
Set the MSD page to NAV
NORMAL TAKEOFF PATTERN
Figure 2.5: Takeoff Pattern

AFTER TAKEOFF Medium Jet
2-11 AFTER TAKEOFF
2-11-1 AFTER TAKEOFF

APU BLEED pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
If the APU has been used to supply air conditioning during takeoff, set the APU BLEED pb
to OFF.
APU MASTER SW pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Select IGN, if severe turbulence or heavy rain is encountered.
TCAS Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA/RA

Select TA/RA, if the takeoff has been performed with TA only.
ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

ENG ANTI ICE should be ON, when icing conditions are expected with a TAT at, or below,
10°C.
AFTER TAKEOFF/CLIMB CHECKLIST down to the line . . . . . . . . . . . . . . . . . . COMPLETE

CLIMB Medium Jet
2-12 CLIMB
2-12-1 CLIMB
Normal vertical mode is VNAV with managed speed active.
PF MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
PNF MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FPL

PNF MCDU should be showing the FPL page (allowing the entering of any ATC long-term
revisions to the lateral or vertical flight plan).
CLIMB SPEED MODIFICATIONS

If ATC, turbulence or operational considerations lead to a speed change:
Select the new speed with FCP IAS knob and press IAS pb.
Speed target is now “selected”.
To return to managed speed mode, press FCP IAS pb.
The speed target is now “managed”.
EXPEDITE CLIMB
If ATC requires a rapid climb through a particular level:
Push the ALT CHG pb on the FCP.
The target speed is now selected. FMA: THR CLB / LNAV / LVL CHG / ALT CHG
NOTE
Adjust speed as required to expedite the climb.
• To return to “managed” speed:

– Push VNAV pb.
– Check FMA: THR CLB / LNAV / VNAV
BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET At transition altitude set STD on

the EFIS control panel and standby altimeter. Cross-check baro settings and altitude readings.
CRZ FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS RQRD

CLIMB Medium Jet
• If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify
the CRZ FL entered in the INIT 1/3 page during cockpit preparation.
• If ATC limits CRZ FL to a lower level than the one entered in the INIT 1/3 page the
flight crew must insert this lower CRZ FL in the INIT page.
AFTER TAKEOFF/CLIMB CHECKLIST below the line . . . . . . . . . . . . . . . . . . . . . COMPLETE
ANTI ICE ENG 1 pb and ANTI ICE ENG 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

ENG ANTI ICE should be ON when the aircraft encounters icing conditions, unless the SAT
is below - 40°C.
WX RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
AT 10,000 FT
LAND lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

CRUISE Medium Jet
2-13 CRUISE
2-13-1 CRUISE
WAL WARNING LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
MSD SYS PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
Periodically review system display pages and, in particular:

ENG: Oil pressure and temperature
BLEED: BLEED parameters
ELEC: Parameters, GEN loads
HYD: A slight decrease in quantity is normal. Fluid contraction during cold soak can be
expected. Green system is lower than on ground, following landing gear retraction.
FUEL: Fuel distribution.
COND: Duct temperature, compared with zone temperature. Avoid large differences for
passenger comfort.
F/CTL: Note any unusual control surface position.
FLIGHT PROGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Monitor flight progress in the conventional way.
When overflying a waypoint:
• Check track and distance to the next waypoint.
When overflying the waypoint, or every 30 min:
• Check that the sum of the fuel on board and the fuel used is consistent with the fuel on
board at departure. If the sum is unusually greater than the fuel on board at departure,
suspect a frozen fuel quantity indication. Maintenance action is due before the next
flight. If the sum is unusually smaller than the fuel on board at departure, or if it
decreases, suspect a fuel leak.
CAUTION
This check must also be performed each time a FUEL
IMBALANCE procedure is necessary. Perform the
check before applying the FUEL IMBALANCE pro-
cedure. If a fuel leak is confirmed, apply the FUEL
LEAK procedure.

CRUISE Medium Jet
WEATHER RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
NOTE
The flight crew monitors the weather radar display and confirms any weather
display that is ambiguous or unexpected using manual tilt according to stan-
dard techniques.
CABIN TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Pay regular attention to the COND MSD Page, in order to monitor passenger cabin temper-
atures and adjust them, as necessary.
If the oxygen mask has been used:
OXYGEN MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that the oxygen mask has been properly stowed.

DESCENT PREPARATION Medium Jet
2-14 DESCENT PREPARATION
2-14-1 DESCENT PREPARATION

The descent preparation and approach briefing can take approximately 10 min, so they should
begin approximately 80 nm before top of descent.
LDG ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set the landing altitude as entered in the FMGS. Check on MSD PRESS page that LDG ALT
is displayed.
WEATHER AND LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
Check weather reports at ALTERNATE and DESTINATION airports. Airfield data should
include runway in use for arrival.
INIT 2/3 page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE/CHECK

Insert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral revision at
destination.)
FPL page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
• Ensure that the inserted FPL agrees with planned approach and missed approach.
• Use the scroll key to check the FPL thoroughly.
Tracks and distances between waypoints are displayed on the second line from the top of
the MCDU. Approach and Missed Approach tracks and distances must be checked from the
appropriate navigation charts.
PERF DESCENT page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Prior to descent, access PERF DESCENT page and check ECON MACH/SPD. If a speed
other than ECON is required, insert that MACH or SPD into the ECON field. This new
MACH or SPD is now the one for the descent path and T/D computation, and it will be
used for the managed speed descent profile (instead of ECON).
PERF APPR page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE/CHECK

Enter the VREF, QNH, temperature and wind at destination.
NOTE
The entered wind should be the average wind given
by the ATC or ATIS. Do not enter gust values. For
example, if the wind is 150/20-25, insert the lower
speed 150/20 (ground speed mini-function will cope
with the gust).

DESCENT PREPARATION Medium Jet
MDA/DH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE
To avoid undershooting the published minimum dur-
ing go-around, due to aircraft inertia during pull-up,
some Authorities may require Operators to add a spe-
cific number of feet to the published minimum.
APPROACH BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Use of autobrake is preferable.
On short or contaminated runways, use MAX mode.
On long runways, NORMAL mode is recommended.
NOTE
If, on very long runways, the flight crew anticipates
that braking will not be needed, use of the autobrake
is not necessary.
Firmly press the appropriate pb, according to the runway length and condition, and check
that the related ON light comes on.
DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
When clearance is obtained, set the ATC-cleared altitude (FL) with the FCP ALT knob (also
considering what is the safe altitude).
If the lowest safe altitude is higher than the ATC-cleared altitude, check with the ATC that
this constraint applies.
If it is confirmed, set the FCP altitude to the safe altitude, until it is safe to go to the ATC-
cleared altitude.
ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

During descent, ENG ANTI ICE must be ON when icing conditions are encountered.
When ENG ANTI ICE is ON, the FADEC selects a higher idle thrust which gives better
protection against flame-out.
ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can
compensate for this by increasing the descent speed, or by extending up to half speedbrakes.

DESCENT Medium Jet
2-15 DESCENT
2-15-1 DESCENT INITIATION

DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INITIATE
The normal method of initiating the descent in VNAV is to select a lower altitude on the
FCP. The aircraft will initiate the descent when passing the calculated TOD.
• If ATC requires an early descent:

– Use V/S mode and adapt the vertical speed in order to converge on the required
descent path. (The pilot may use a V/S of -1,000 ft/min). VNAV is no longer
active and speed must be selected manually. VNAV can be re-activated during
the descent to return to the calculated descend path.
• If ATC delays the descent:

– Beyond T/D, the VNAV mode deactivates and the AP mode switch to ALT
HOLD and current selected speed. When cleared to descend, select a lower
altitude on the FCP and re-engage VNAV. The aircraft will adjust the vertical
speed to converge on the calculated descent path.
2-15-2 DESCENT MONITORING

PF MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF DESCENT
PM MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FPL
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• When flying in VNAV mode, the aircraft descends along the descent flight path. Only
the first altitude constraints of the approach is taken into account for the guidance.
The aircraft will reduce its speed to 250 kts when passing 10,000 ft.
• When the aircraft is flying in HDG, NAV or ROLL mode, and thus out of the lateral
managed FPL, VNAV mode is not available. MCDU predictions assume a return to the
lateral FPL and descent flight path. Note that whenever the lateral mode is changed
from LNAV to HDG, NAV or ROLL the vertical mode reverts to basic PITCH mode.
• From time to time during stabilized descent, the flight crew may select FPA to check
that the remaining distance to destination is approximately the altitude change required
divided by the FPA in degrees.
FPA (°) = ∆FL/DIST (NM)

DESCENT Medium Jet
2-15-3 DESCENT ADJUSTMENT

• To increase the rate of descent:
– Increase descent speed (by use of IAS speed intervention while in VNAV) if com-
fort and ATC permit. It is economically better (Time/Fuel) than the following
procedures.
– Maintain high speed as long as possible.
– If the aircraft is high and at high speed, it is more efficient to keep the high speed
then to decelerate during level off, rather than to mix descent and deceleration.
NOTE
EXPEDITE DESCENT. If a high rate of descent is required, select the target
altitude on the FCP and push the FLT CHG pb. The aircraft will pitch down
to maintain the current speed while the A/THR retard to idle for maximum
descent rate. Adjust the target speed bug on the FCP as required. The FMA
will display XXXX. To return to VNAV mode, push the FCP VNAV knob. To
return to SPEED/V/S modes, push the FCP V/S pb. In all cases, monitor
the FMA to ensure that the mode engages properly.
SPEED BRAKE lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

In VNAV mode: If the aircraft is on, or below, the flight path and the ATC requires a higher
rate of descent, do not use speedbrakes because the rate of descent is dictated by the planned
flight path. Thus, the A/THR may increase thrust to compensate for the increase in drag.
In this case, use FLT CHG with speedbrakes.
WEATHER RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
NOTE
The flight crew monitors the weather radar display
and confirms any weather display that is ambiguous
or unexpected using manual tilt according to standard
techniques.
BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Set QNH (or QFE) on the PFD and on the standby altimeter, when approaching the transition
level and when cleared for an altitude. Crosscheck BARO settings and altitude readings.
AT 10,000 FT
LAND lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

DESCENT Medium Jet
LAND lights may be switched ON, according to the airline policy/regulatory recommenda-
tions.
SEAT BELTS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
On PM side, select the NAV page on the ESP. Select the EHSI source to GPS 1/2. The NAV
displays the LOC and glide scales and deviation symbol, if there is a valid ILS signal.
RAD NAVAIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECTED/IDENTIFIED
Ensure that appropriate radio NAVAIDS are tuned and identified.

PRECISION APPROACH Medium Jet
2-16 PRECISION APPROACH
2-16-1 INITIAL APPROACH

The FMGS is not capable of managing a descent path with altitude and/or speed constraints
during the approach. The FMGS will only guide the aircraft to the first altitude constraint
entered in the FMGS for the approach. This altitude is displayed in magenta on the PFD
during the descent. The aircraft will automatically level off at the constraint altitude. The
speed constraints must be managed by the flight crew using the IAS mode while in VNAV.
Select IGN if the runway is covered with standing water, or if heavy rain or severe turbulence
is expected during approach or go-around.
SEAT BELTS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
POSITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• In LNAV mode, use XTK information on the PFD and NAV page.
MANAGED SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If ATC requires a particular speed, then use selected speed in IAS mode.
SPEED BRAKES lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
NOTE
The flight crew monitors the weather radar display
and confirms any weather display that is ambiguous
or unexpected using manual tilt according to standard
techniques.
APPROACH CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
2-16-2 INTERMEDIATE - FINAL APPROACH

The objective is to be stabilized on the final descent path at VAPP in the landing configura-
tion, at 1,000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield
elevation in visual conditions, after continuous deceleration on the glide slope).
• To be stabilized, all of the following conditions must be achieved prior to, or upon
reaching this stabilization height:

– The aircraft is on the correct lateral and vertical flight path

– The aircraft is in the desired landing configuration
– The thrust is stabilized, usually above idle, to maintain the target approach speed
along the desired glide path
– No excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration, at 1,000 ft
above airfield elevation in instrument conditions, or at 500 ft above airfield elevation in visual
conditions, or as restricted by Operator policy/regulations, the flight crew must initiate a go-
around, unless they think that only small corrections are necessary to rectify minor deviations
from stabilized conditions due, amongst others, to external perturbations.
To conduct the approach, the PF has to switch from the FMS to GPS source on the EHSI.
The PF must wait for the PM confirmation that the NAV displays the LOC and glide scales
and deviation symbol, if there is a valid ILS signal. To avoid to revert to basic FD/AP mode
when switching the EHSI source from FMS to GPS, the crew must temporarily revert to HDG
and V/S mode. Then the PF select the EHSI source to GPS. The MFD can remain on FMS
and Electronic System Page set on NAV to monitor the approach or the go-around trajectory.
HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
V/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
APPR pb on FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press the APPR pb, only when ATC cleares the aircraft for the approach. This arms the LOC
and G/S modes
FLAP MANEUVERING SPEED SCHEDULE The flap maneuvering speed schedule pro-
vides the maneuvering speeds for various flap settings. When recommended procedures are
followed the flap maneuvering speed schedule provides adequate buffet margin for an inad-
vertent 15° overshoot beyond the normal 30° bank.
These speeds provide:
• A deck angle, which will provide increased forward visibility for traffic separation in
VMC.
• A higher than minimum maneuver margin.
• A thrust requirement, which is at or near, the minimum required to sustain level flight
(maximum fuel efficiency).
• A speed, which can be maintained with minimal thrust changes when the aircraft is
maneuvering in a bank.
The selected (blue colored) airspeed bug should be progressively set to the flap maneuvering
speed for each flap position during flap extension. The PF should call “FLAPS X, SPEED”

when flaps are required to be extended to the next flap position. This call will not be made
until the aircraft is below the maximum flap extension speed for the desired flap position.
SELECTED SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 1 MANOUEVRING SPEED
AT FLAPS 1 MANOUEVRING SPEED
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLAPS 1 should be selected more than 3 nm before the FAF (Final Approach Fix).
• The aircraft must reach, or be established on, the glideslope with FLAPS 1 and S
speed at, or above, 2,000 ft AGL.
• If the aircraft speed is significantly higher than S on the glideslope, or if the aircraft
does not decelerate on the glideslope, extend the landing gear to slow it down. It is
also possible to use speed brakes. However, the flight crew should be aware that the
use of speed brakes causes an increase in VLS.
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA or TA/RA
• The FAA recommends selecting TA only mode:

– At particular airports, and during particular procedures, identified by an Operator
sories (closely-spaced parallel runways, converging runway, low terrain along the
final approach...).
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK and ANNOUNCE
LOC CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
The flight crew must always monitor the capture of LOC beam. During the capture phase,
the associated deviation indications on the PFD and ND must indicate movement towards
the center of the scale.
G/S CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
GO-AROUND ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set the go around altitude on the FCP.

AT 2,000 FT AGL (MINIMUM)
FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select FLAPS 2 below VFE next.

• If the aircraft intercepts the ILS glideslope below 2,000 ft AGL, select FLAPS 2 at one
dot below the glideslope
• If the aircraft speed is significantly higher than S on the glide slope, extend the landing
gear in order to slow down the aircraft. The use of speed brakes is not recommended
WHEN FLAPS ARE AT 2

LDG GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DOWN
AUTO BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
If the runway conditions have changed from the approach briefing, consider another braking
mode.
SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND
TAXI LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WHEN LANDING GEAR IS DOWN

FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
SELECTED SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS FULL MANOUEVRING SPEED
FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select FLAPS FULL below VFE next. Retract the speed brakes before selecting FLAPS
FULL to avoid an unexpected pitch down, when the speed brakes retract automatically.
Check deceleration towards VAPP.
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN SPEED MODE OR OFF
WING ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Only switch the WING ANTI ICE to ON in severe icing conditions.
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The PF announces any FMA modification.
• The PM calls out, if:

– The speed becomes less than the speed target -5 kt , or greater than the speed
target +10 kt
– The pitch attitude becomes less than -2.5°, or greater than 10° nose up
– The bank angle becomes greater than 7°
– The descent rate becomes greater than 1,000 ft/min
– Excessive LOC or GLIDE deviation occurs.
1/4 dot LOC; 1 dot GS
• Following PM flight parameter exceedance callout, the suitable PF response will be:
– Acknowledge the PM callout, for proper crew coordination purposes
– Take immediate corrective action to control the exceeded parameter back into
the defined stabilized conditions
– Assess whether stabilized conditions will be recovered early enough prior to land-
ing, otherwise initiate a go-around.
AT MINIMUM + 100 FT:

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OR ANNOUNCE
AT MINIMUM:
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OR ANNOUNCE
CONTINUE OR GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Do not duck under the glideslope. Maintain a stabilized flight path down to the flare. At 50
ft, one dot below the glideslope is 7 ft below the glideslope.
2-16-3 PRECISION APPROACH PATTERN

The objective is to be stabilized on the final descent path at VAPP in the landing configura-
tion, at 1,000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield
elevation in visual conditions, after continuous deceleration on the glide slope).
• To be stabilized, all of the following conditions must be achieved prior to, or upon
reaching this stabilization height:
– The aircraft is on the correct lateral and vertical flight path
– The aircraft is in the desired landing configuration
– The thrust is stabilized, usually above idle, to maintain the target approach speed
along the desired glide path

– No excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration, at 1,000 ft
above airfield elevation in instrument conditions, or at 500 ft above airfield elevation in visual
conditions, or as restricted by Operator policy/regulations, the flight crew must initiate a go-
around, unless they think that only small corrections are necessary to rectify minor deviations
from stabilized conditions due, amongst others, to external perturbations.
To conduct the approach, the PF have to switch from the FMS to GPS source on the EHSI.
The PF must wait for the PM confirmation that the NAV displays the LOC and glide scales
and deviation symbol, if there is a valid ILS signal. To avoid to revert to basic FD/AP mode
when switching the EHSI source from FMS to GPS, the aircraft must temporarily revert to
HDG and V/S mode. Then the PF select the EHSI source to GPS.
HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
V/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
APPR pb on FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press the APPR pb, only when ATC cleares the aircraft for the approach. This arms the LOC
and G/S modes
FLAP MANEUVERING SPEED SCHEDULE

The flap maneuvering speed schedule provides the maneuvering speeds for various flap set-
tings. When recommended procedures are followed the flap maneuvering speed schedule
provides adequate buffet margin for an inadvertent 15° overshoot beyond the normal 30°
bank.
These speeds provide:
• A deck angle, which will provide increased forward visibility for traffic separation in
VMC.
• A higher than minimum maneuver margin.
• A thrust requirement, which is at or near, the minimum required to sustain level flight
(maximum fuel efficiency).
• A speed, which can be maintained with minimal thrust changes when the aircraft is
maneuvering in a bank.
The selected (blue colored) airspeed bug should be progressively set to the flap maneuvering
speed for each flap position during flap extension. The PF should call “FLAPS X, SPEED”
when flaps are required to be extended to the next flap position. This call will not be made
until the aircraft is below the maximum flap extension speed for the desired flap position.
AT FLAPS 1 MANOUEVRING SPEED

FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLAPS 1 should be selected more than 3 nm before the FAF (Final Approach Fix).
• The aircraft must reach, or be established on, the glideslope with FLAPS 1 and S
speed at, or above, 2,000 ft AGL.
• If the aircraft speed is significantly higher than S on the glideslope, or if the aircraft
does not decelerate on the glideslope, extend the landing gear to slow it down. It is
also possible to use speed brakes. However, the flight crew should be aware that the
use of speed brakes causes an increase in VLS.
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA or TA/RA
• The FAA recommends selecting TA only mode:

– At particular airports, and during particular procedures, identified by an Operator
sories (closely-spaced parallel runways, converging runway, low terrain along the
final approach...).
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK and ANNOUNCE

LOC CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
The flight crew must always monitor the capture of LOC beam. During the capture phase,
the associated deviation indications on the PFD and ND must indicate movement towards
the center of the scale.
G/S CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
GO-AROUND ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set the go around altitude on the FCP.

AT 2,000 FT AGL (MINIMUM)
FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
• If the aircraft intercepts the ILS glideslope below 2,000 ft AGL, select FLAPS 2 at one
dot below the glideslope

• If the aircraft speed is significantly higher than S on the glide slope, extend the landing
gear in order to slow down the aircraft. The use of speed brakes is not recommended
WHEN FLAPS ARE AT 2

LDG GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DOWN
AUTO BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
If the runway conditions have changed from the approach briefing, consider another braking
mode.
SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND
TAXI LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WHEN LANDING GEAR IS DOWN

FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
SELECTED SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS FULL MANOUEVRING SPEED
FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select FLAPS FULL below VFE next. Retract the speed brakes before selecting FLAPS
FULL to avoid an unexpected pitch down, when the speed brakes retract automatically.
Check deceleration towards VAPP.
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN SPEED MODE OR OFF
WING ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Only switch the WING ANTI ICE to ON in severe icing conditions.
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The PF announces any FMA modification.
• The PM calls out, if:

– The speed becomes less than the speed target -5 kt , or greater than the speed
target +10 kt

– The pitch attitude becomes less than -2.5°, or greater than 10° nose up
– The bank angle becomes greater than 7°
– The descent rate becomes greater than 1,000 ft/min
– Excessive LOC or GLIDE deviation occurs.
1/4 dot LOC; 1 dot GS
• Following PM flight parameter exceedance callout, the suitable PF response will be:
– Acknowledge the PM callout, for proper crew coordination purposes
– Take immediate corrective action to control the exceeded parameter back into
the defined stabilized conditions
– Assess whether stabilized conditions will be recovered early enough prior to land-
ing, otherwise initiate a go-around.
AT MINIMUM + 100 FT:

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OR ANNOUNCE
AT MINIMUM:
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OR ANNOUNCE
CONTINUE OR GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Do not duck under the glideslope. Maintain a stabilized flight path down to the flare. At 50
ft, one dot below the glideslope is 7 ft below the glideslope.

VISUAL APPROACH Medium Jet
2-17 VISUAL APPROACH
2-17-1 VISUAL APPROACH

INTRODUCTION Perform the approach on a nominal 3 ° glideslope using visual refer-
ences. Approach to be stabilized by 500 ft AGL on the correct approach path, in the landing
configuration, at VAPP.
Method:
• The autopilot is not used

• Both FDs are off
• FPV use is recommended
• A/THR use is recommended with selected speed.
Bear in mind the possible risk of optical illusions due to hindered night vision.
INITIAL/INTERMEDIATE APPROACH The flight plan selected on the MCDU should
include the selection of the landing runway. This may be a useful indication of the aircraft.
However, visual references must be used. Therefore, at the beginning of the downwind leg:
Select FDs to OFF. Select FLIGHT PATH on the Efis Control Panel to have FPV displayed.
Check A/THR active. Extend the downwind leg to 45 s (± wind correction). Turn into base
leg with a maximum of 30° of bank. Descent with approximate FPA, in FLAPS 2, at F speed.
FINAL APPROACH The speed trend arrow and FPV help the flight crew make timely and
correct thrust settings (if in manual thrust), and approach path corrections. Avoid descending
through the correct approach path with idle thrust. (Late recognition of this situation without
a prompt thrust increase may lead to considerable speed decay and altitude loss). Ensure
that the aircraft is stabilized on the final descent path at VAPP (or ground speed mini) in the
landing configuration with the thrust stabilized (usually above idle) at 500 ft above airfield
elevation or as restricted by Operator policy/regulations.
If the aircraft is not stabilized, the flight crew must initiate a go-around, unless they think
that only small corrections are necessary to rectify minor deviations from stabilized conditions
due, amongst others, to external perturbations. Avoid any tendency to “duck under” in the
late stages of the approach. Avoid destabilizing the approach in the last 100 ft, in order to
have the best chance of performing a good touchdown at the desired position.

VISUAL APPROACH Medium Jet

LANDING Medium Jet
2-18 LANDING
2-18-1 LANDING
FLARE
The cockpit cut-off angle is 12°.
In stabilized approach conditions, the flare height is approximately 30 ft:
FLARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PERFORM
ATTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• The PM should monitor the attitude, and call out:

– “PITCH, PITCH”, if the pitch angle reaches 10°.
– “BANK, BANK”, if the bank angle reaches 7°.
THRUST levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

If autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers
to the IDLE detent. In manual landing conditions, the “RETARD” callout is triggered at 20
ft Radio Altitude (RA), in order to remind the pilot to retard the thrust levers.
NOTE
If one or both thrust levers remain above the IDLE
detent, ground spoilers extension is inhibited.
GROUND CLEARANCE
Avoid flaring high.
A tailstrike occurs, if the pitch attitude exceeds 13.5° (11° with the landing gear compressed).
A wingtip or engine scrape occurs, if the roll angle exceeds 20° (16° with the landing gear
compressed).
Be aware of the pitch-up tendency, with ground spoiler extension.
AT TOUCHDOWN
DEROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
• Lower the nosewheel without undue delay.

• The PM continues to monitor the attitude.
BOTH THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REV FULL

LANDING Medium Jet
• Select FULL REV immediately after the main landing gear touches down. If the airport
regulations restrict the use of thrust reversers, select and maintain the thrust levers in
reverse idle position until taxi speed is reached. A slight pitch up that can be easily
controlled by the pilot, may occur when the thrust reversers are deployed before the
nose landing gear touches down.
• After reverse thrust is selected, the flight crew must perform a full stop landing.
SPD BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE

Check that the F/CTL MSD page displays the ground spoilers extended after touchdown.
• If no ground spoilers are extended:

– Verify and confirm that both thrust levers are set to IDLE or REV detent.
– Set both thrust reverser levers to REV MAX, and fully press the brake pedals.
REVERSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR/ENSURE
• Ensure directional control, if rollout is manual. Use rudder pedals for directional con-
trol.
• Do not use the nosewheel steering control handle before reaching taxi speed.
• During rollout, the flight crew should avoid flight control inputs (either lateral or
longitudinal).
• If directional control problems are encountered, the flight crew should reduce thrust to
reverse idle until directional control is satisfactory.
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
• Monitor the autobrake, if it is ON. When required, brake with the pedals
• Braking may begin before the nosewheel has touched down, if required for performance
reasons. However, when comfort is the priority, the flight crew should delay braking
until the nosewheel has touched down.
NOTE
If no ground spoilers are extended, the autobrake is
not activated.
DECELERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD.

LANDING Medium Jet
The deceleration may also be confirmed by the DECEL light (if autobrake is ON).
AT 70 KT
BOTH THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REV IDLE
It is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust may
be used in order to control aircraft speed in the case of an emergency.
CAUTION
Avoid the use of high levels of reverse thrust at low
airspeed, unless required due to an emergency. The
distortion of the airflow, caused by gases reentering
the compressor, can cause engine stalls that may re-
sult in excessive EGT.
AT TAXI SPEED
BOTH THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FWD IDLE
• When reaching taxi speed, and before leaving the runway, deselect the reversers.
• On snow-covered grounds, the reversers should be stowed when the aircraft speed
reaches 25 kt.
• When deselecting the reversers, be careful not to apply forward thrust by moving the
thrust levers beyond the FWD IDLE position.
CAUTION
Except in an emergency, do not use the reverse thrust
to control the aircraft speed while on taxiways.
• On taxiways, the use of reversers, even when restricted to idle thrust, would have the
following effects:
– The engines may ingest fine sand and debris that may be detrimental to the
engines and airframe systems.
– On snow-covered areas, snow will recirculate into the air inlet, and may cause an
engine flameout or rollback.
BEFORE 20 KT
AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Disengage the autobrake to avoid some brake jerks at low speed.

GO AROUND Medium Jet
2-19 GO AROUND
2-19-1 GO AROUND WITH FD

Apply the following three actions simultaneously: THRUST levers . . . . . . . . . . . . . . . . . TOGA
If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust
levers as required. This enables to engage the GO-AROUND phase, with associated AP/FD
modes.
NOTE
If the thrust levers are not set briefly to TOGA detent, the FMS does not
engage the GO-AROUND phase, and flying over, or close to the airport (less
than 7 nm) will sequence the Destination waypoint in the F-PLN.
ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Initiate rotation towards 15 ° of pitch with all engines operative (approximately 12.5 ° if one
engine is out) to get a positive rate of climb, then follow the Flight Director pitch bars orders.
GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
FLAPS lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS RQRD
Retract one step of flaps.
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND ANNOUNCE
POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
LDG GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
LNAV, NAV or HDG mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Reselect LNAV, NAV or HDG, as required (minimum height 100 ft).
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
AT GO-AROUND THRUST REDUCTION ALTITUDE
THRUST levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL
LVR CLB flashing on FMA.
AT GO-AROUND ACCELERATION ALTITUDE
ALT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK and PULL
At F speed:
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

At S speed:
FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
GRND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
The flight crew can maintain the LAND sw set to ON, according to airline policy or regulatory
recommendations.
NOTE
Consider the next step:
• The PF switch CDI source to FMS 1/2 and engage LNAV mode, to
follow the published missed approach procedure, or
• Prepare for a second approach by selecting the appropriate way point
on the MCDU, and CONFIRM on the ND page.
AFTER TAKEOFF/CLIMB CHECKLIST DOWN TO THE LINE . . . . . . . . . . . . COMPLETE

AFTER LANDING Medium Jet
2-20 AFTER LANDING
2-20-1 AFTER LANDING

LAND lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Retract landing lights, unless they are needed.
TAXI lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OTHER EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
External lights can be turned off, unless they are needed. Set the NAV to ON, as required,
to turn on the navigation lights.
SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 0
WX RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/STBY
ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Set the FLAPS lever to position 0.
If the approach was made in icing conditions, or if the runway was contaminated with slush
or snow, do not retract the flaps and slats until after engine shutdown and after the ground
crew has confirmed that flaps and slats are clear of obstructing ice.
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ON STANDBY
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Depending on local regulation, ATC transponder may be operated in mode S.
APU MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
APU START may be delayed until just prior to engine shutdown.
ANTI ICE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS RQRD

If engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces.
(N1 ground idle is increased).
AFTER LANDING CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

AFTER LANDING Medium Jet
Ensure that the after-landing checks are completed, once the aircraft has cleared the runway.

PARKING Medium Jet
2-21 PARKING
2-21-1 PARKING
PARKING BRAKE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU BLEED pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Select APU bleed ON, just before engine shutdown, to prevent engine exhaust fumes from
entering the air conditioning.
ENG 1 MASTER sw and ENG 2 MASTER sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

After landing, operate the engine at idle for 3 min before shutdown in order to thermally
stabilize the hot section of the engine. This 3 min period includes operational time at idle
(e.g. taxiing). If APU is not available, set EXT PWR pb to ON, then set ENG MASTERS
to OFF. Check that engine parameters decrease.
Display the DOOR MSD page.
GROUND CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH

Establish ground communication.
Check chocks in place.
(Not Simulated) SLIDE DISARMED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check slides disarmed on the DOOR/OXY MSD page. Warn the cabin crew, if any slide is
not disarmed.
BEACON sw LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn off the BEACON lights, when all engines are spooled down.
OTHER EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ELAPSED TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PARKING Medium Jet
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET on standby

FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check that the sum of the fuel on board and the fuel used is consistent with the fuel on
board at departure. If an unusual discrepancy is found, maintenance action is due.
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

The parking brake should be released after chocks are in place.
Releasing the parking brake prevents the critical structures from being exposed to high tem-
perature levels for an extended time. However, if operational conditions dictate (e.g. slippery
tarmac), the parking brake may remain applied.
When parking with a flat tire on the nose gear, keep the parking brake on, to avoid aircraft
yawing at parking brake release.
DUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DIM
Dim EFIS, MFD and MCDU display units.
PARKING CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
REPORT SEVERE ICING CONDITIONS

Report severe icing conditions in the log book, requiring inspections of the fan accoustic
panels of the engines during the walkaround.

SECURING THE AIRCRAFT Medium Jet
2-22 SECURING THE AIRCRAFT
2-22-1 SECURING THE AIRCRAFT

PARKING BRAKE
PRK BRK handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.
OXYGEN CREW SUPPLY

OXYGEN CREW SUPPLY pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EXTERIOR LIGHTS
EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU
APU BLEED pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU MASTER SW pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Switch off the APU after the passengers have disembarked.
EMER EXIT LT selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SIGNS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EXTERNAL POWER
EXT PWR pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
BAT 1 AND 2
BAT 1 pb-sw and BAT 2 pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out),
before switching off the batteries. Switching the batteries off before the APU flap is closed
may cause smoke in the cabin during the next flight.
If the batteries are off while the APU is running, APU fire extinguishing is not available.
SECURING THE AIRCRAFT CHECKLIST

SECURING THE AIRCRAFT CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

STANDARD CALLOUTS Medium Jet
2-23 STANDARD CALLOUTS
2-23-1 COMMUNICATIONS AND STANDARD TERMS

Standard phraseology is essential to ensure effective crew communication. The phraseology
should be concise and exact. The following Chapter lists the callouts that should be used as
standard. They supplement the callouts identified in the SOP.
These standard ALSIM callouts are also designed to promote situational awareness, and to
ensure crew understanding of systems and their use in line operation.
2-23-2 CHECKLIST CALLOUTS

• “CHECK”: A command for the other pilot to check an item.
• “CHECKED”: A response that an item has been checked.
• “CROSSCHECKED”: A callout verifying information from both pilot stations.
If a checklist needs to be interrupted, announce: “HOLD CHECKLIST AT ___” and “RE-

SUME CHECKLIST AT ___” for the continuation.
Upon completion of a checklist announce: “___CHECKLIST COMPLETE”.
2-23-3 ACTIONS COMMANDED BY PF

GENERAL
The following commands do not necessarily initiate a guidance mode change, eg.: selected
to managed/managed to selected. The intent is to ensure clear, consistent, standard com-
munication between crewmembers.
All actions performed on the FCP and MCDU must be checked on the PFD and ND (eg.:
"FL 350 blue", "FL 200 magenta"). Ensure that the correct FCP knob is used, then verify
indications on the PFD/ND.
SET
The "SET" command means using an FCP knob to set a value, but not to change a mode.
SET is accomplished by only rotating the appropriate selection knob. Example:
• "SET GO AROUND ALTITUDE __"

• "SET QNH __"
• "SET FL __"
• "SET HDG __"

ARM
The "ARM __" command means arming a system by pushing the specified FCP button.
e.g.: "ARM APPROACH"
e.g.: "ARM NAV."
ON/OFF
The simple ON or OFF command is used for the autopilot, flight directors, autopilot mode,
autothrust and the bird (flight path vector).
e.g.: BIRD ON (The HDG-V/S / TRK-FPA pb is pushed.)
e.g.: HDG ON
e.g.: LNAV ON
e.g.: SET HDG 090 ON
2-23-4 FMA
The PF should call out any FMA change.
Therefore, the PF should announce:
• All armed modes with the associated color (e.g. blue, magenta): “G/S blue”, “LOC
blue”.
• All active modes without the associated color (e.g. green, white): “NAV”, “ALT”.
The PNF should check and respond, “CHECKED” to all FMA changes called out by the PF.
2-23-5 ALTITUDE
The PNF calls out “one thousand to go” when passing 1 000 ft before the cleared altitude
or FL, and the PF calls out “checked”.
2-23-6 FLAPS OR GEAR CALLOUTS

FLAPS’ CALLOUTS

GEAR CALLOUTS
2-23-7 FLIGHT PARAMETERS IN APPROACH

PNF will make callouts for the following conditions during final approach. Attitude callouts
also to be made through to landing.
• "SPEED" if the speed decreases below the speed target - 5 kt or increases above the
speed target + 10 kt.
• "SINK RATE" when V/S is greater than -1 000 ft/min.
• "BANK" when bank angle becomes greater than 7 °.
• "PITCH" when pitch attitude becomes lower than -2.5 ° or higher than +10 °.
• "LOC" or "GLIDE" when either localizer or glide slope deviation is:
– 1/4 dot LOC; 1 dot GS.
• "COURSE" when greater than ¡ dot or 2.5 ° (VOR) or 5 ° (ADF).
• "__ FT HIGH (LOW)" at altitude checks points.

2-23-8 FLIGHT PARAMETERS IN GO-AROUND

During a go-around, the PNF will make a callout for the following conditions:
• "BANK": If the bank angle becomes greater than 7 °,

• "PITCH": If the pitch attitude becomes greater than 20 ° up or less than 10 ° up,
• "SINK RATE": If there is no climb rate.
2-23-9 PF/PNF DUTIES TRANSFER

To transfer control, flight crewmembers must use the following callouts:
• To give control: The pilot calls out "YOU HAVE CONTROL". The other pilot accepts
this transfer by calling out "I HAVE CONTROL", before assuming PF duties.
• To take control: The pilot calls out "I HAVE CONTROL". The other pilot accepts
this transfer by calling out "YOU HAVE CONTROL", before assuming PNF duties.

2-23-10 ABNORMAL AND EMERGENCY CALLOUTS

MEMORY ITEMS
The aim of such callouts is to callout the appropriate procedure by calling out, in most cases,
the title of the procedure. This will allow the crew to be aware of the situation and be
prepared to properly react (crew coordination, task sharing and communication).
GPWS
As soon as avoidance manoeuver is envisaged.
"PULL UP TOGA"
REACTIVE WINDSHEAR
"WINDSHEAR TOGA"
UNRELIABLE SPEED INDICATION

"UNRELIABLE SPEED"
TCAS
As soon as "TRAFFIC" warning is triggered "TCAS, I have control"
EMERGENCY DESCENT
"EMERGENCY DESCENT"
LOSS OF BRAKING
"LOSS OF BRAKING"

2-23-11 SUMMARY FOR EACH PHASE




Abnormal And Emergency Procedures ALX Flight Manual
Medium Jet
3 Abnormal And Emergency Procedures
3-1 OPERATING TECHNIQUES - ATA 10 . . . . . . . . . . . . . . 3-2

3-1-1 REJECTED TAKEOFF . . . . . . . . . . . . . . . . . . 3-2
3-1-2 ENG FAILURE AFTER V1 - CONTINUED TAKEOFF . 3-4
3-1-3 STRAIGHT-IN APPROACH WITH ONE ENGINE INOP 3-5
3-1-4 CIRCLING APPROACH WITH ONE ENGINE INOP . . 3-6
3-1-5 LANDING WITH SLATS OR FLAPS JAMMED . . . . . 3-6
3-1-6 STALL RECOVERY . . . . . . . . . . . . . . . . . . . . 3-8
3-2 AIR CONDITIONING/PRESSURIZATION - ATA 21 . . . . . . 3-9
3-2-1 PACK 1(2) OVERHEAT . . . . . . . . . . . . . . . . . . 3-9
3-2-2 PACK 1(2) FAULT . . . . . . . . . . . . . . . . . . . . 3-9
3-2-3 PACK 1(2) OFF . . . . . . . . . . . . . . . . . . . . . . 3-9
3-2-4 PACK 1 + 2 FAULT . . . . . . . . . . . . . . . . . . . . 3-9
3-2-5 PACK 1(2) REGULATION FAULT . . . . . . . . . . . . 3-10
3-2-6 COCKPIT / FORWARD / AFT DUCT OVERHEAT . . 3-11
3-2-7 HOT AIR FAULT . . . . . . . . . . . . . . . . . . . . . 3-11
3-2-8 TRIM AIR SYSTEM FAULT . . . . . . . . . . . . . . . 3-11
3-2-9 L + R CAB FAN FAULT . . . . . . . . . . . . . . . . . 3-12
3-2-10 EXCESS CAB ALT . . . . . . . . . . . . . . . . . 3-13
3-2-11 PRESSURE SYSTEM 1(2) FAULT . . . . . . . . . . . . 3-14
3-2-12 PRESSURE SYSTEM 1+2 FAULT . . . . . . . . . . . . 3-15
3-2-13 PASSENGERS MASKS DOORS FAULT . . . . . . . . . 3-16
3-2-14 LOW DIFF PRESS . . . . . . . . . . . . . . . . . . . . 3-16
3-2-15 DITCHING MODE FAULT . . . . . . . . . . . . . . . . 3-17
3-3 AUTO FLIGHT - ATA 22 . . . . . . . . . . . . . . . . . . . . . 3-18
3-3-1 AUTOPILOT OFF . . . . . . . . . . . . . . . . . 3-18
3-3-2 AUTO THRUST OFF . . . . . . . . . . . . . . . . . . . 3-18
3-4 DOORS - ATA 52 . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3-4-1 FORWARD/LEFT/RIGHT/AFT AVIONICS DOORS . . 3-19
3-4-2 CABIN/EMERGENCY EXIT/CARGO DOORS . . . . . 3-19
3-5 ELECTRICAL - ATA 24 . . . . . . . . . . . . . . . . . . . . . . 3-20
3-5-1 IDG 1(2) OIL LOW PRESSURE . . . . . . . . . . . . . 3-20
3-5-2 IDG 1(2) OIL OVERHEAT . . . . . . . . . . . . . . . . 3-20
3-5-3 GENERATOR 1(2) FAULT . . . . . . . . . . . . . . . . 3-20
3-5-4 GENERATOR 1(2) OFF . . . . . . . . . . . . . . . . . 3-22

Medium Jet
3-5-5 APU GENERATOR FAULT . . . . . . . . . . . . . . . . 3-22

3-5-6 BATTERY 1(2) FAULT . . . . . . . . . . . . . . . . . . 3-22
3-5-7 BATTERY 1(2) OFF . . . . . . . . . . . . . . . . . . . 3-22
3-5-8 AC BUS FAULT . . . . . . . . . . . . . . . . . . . . . . 3-23
3-5-9 AC ESSENTIAL BUS FAULT . . . . . . . . . . . . . . . 3-23
3-5-10 AC ESSENTIAL BUS SHED . . . . . . . . . . . . . . . 3-24
3-5-11 DC BUS FAULT . . . . . . . . . . . . . . . . . . . . . . 3-25
3-5-12 DC ESSENTIAL BUS FAULT . . . . . . . . . . . . . . . 3-26
3-5-13 DC ESSENTIAL BUS SHED . . . . . . . . . . . . . . . 3-26
3-5-14 EMERGENCY CONFIGURATION . . . . . . . . . 3-27
3-5-15 ESSENTIAL BUSES ON BATTERY . . . . . . . . 3-28
3-5-16 TRANSFORMER RECTIFIER 1(2) FAULT . . . . . . . 3-28
3-5-17 ESSENTIAL TRANSFORMER RECTIFIER FAULT . . . 3-28
3-5-18 STATIC INVERTER FAULT . . . . . . . . . . . . . . . 3-28
3-6 ENGINES - ATA 70 . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3-6-1 ENGINE 1(2) OIL LOW PRESSURE . . . . . . . . 3-29
3-6-2 ENGINE 1(2) OIL HIGH TEMPERATURE . . . . . . . . 3-29
3-6-3 ENGINE 1(2) N1/N2/EGT OVERLIMIT . . . . . . . . . 3-30
3-6-4 ENGINE 1(2) START VALVE FAULT . . . . . . . . . . 3-31
3-6-5 ENGINE 1(2) HIGH PRESSURE FUEL VALVE . . . . . 3-32
3-6-6 ENGINE 1(2) IGNITION FAULT . . . . . . . . . . . . . 3-32
3-6-7 ENGINE 1(2) LOW N1 (On Ground) . . . . . . . . . . . 3-32
3-6-8 ENGINE RELIGHT (In Flight) . . . . . . . . . . . . . . 3-33
3-6-9 ENGINE 1(2) FAIL . . . . . . . . . . . . . . . . . . . . 3-34
3-6-10 ENGINE 1(2) FLAME OUT . . . . . . . . . . . . . . . . 3-36
3-6-11 ENGINE 1(2) SHUT DOWN . . . . . . . . . . . . . . . 3-36
3-6-12 ENGINE DUAL FAILURE . . . . . . . . . . . . . . 3-39
3-6-13 ENGINE DUAL FAILURE - FUEL REMAINING . . 3-41
3-6-14 ENGINE DUAL FAILURE - NO FUEL REMAINING 3-46
3-7 EQUIPMENT - ATA 25 . . . . . . . . . . . . . . . . . . . . . . 3-50
3-7-1 INTERNAL DOOR FAULT . . . . . . . . . . . . . . . . 3-50
3-8 FIRE PROTECTION - ATA 26 . . . . . . . . . . . . . . . . . . 3-51
3-8-1 ENGINE FIRE LOOP DETECTION FAULT . . . . . . . 3-51
3-8-2 APU FIRE DETECTION FAULT . . . . . . . . . . . . . 3-51
3-8-3 CARGO FIRE DETECTION FAULT . . . . . . . . . . . 3-51
3-8-4 LAVATORIES FIRE DETECTION FAULT . . . . . . . . 3-51
3-8-5 ENGINE 1(2) FIRE (ON GROUND) . . . . . . . . 3-52

Medium Jet
3-8-6 ENGINE 1(2) FIRE (IN FLIGHT) . . . . . . . . . . 3-53

3-8-7 APU FIRE . . . . . . . . . . . . . . . . . . . . . . 3-54
3-9 FUEL - ATA 28 . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3-9-1 LEFT PUMP 1 FAULT . . . . . . . . . . . . . . . . . . 3-57
3-9-2 LEFT PUMP 2 FAULT . . . . . . . . . . . . . . . . . . 3-57
3-9-3 RIGHT PUMP 1 FAULT . . . . . . . . . . . . . . . . . 3-58
3-9-4 RIGHT PUMP 2 FAULT . . . . . . . . . . . . . . . . . 3-58
3-9-5 LEFT PUMPS 1 & 2 FAULT . . . . . . . . . . . . . . . 3-58
3-9-6 RIGHT PUMPS 1 & 2 FAULT . . . . . . . . . . . . . . 3-60
3-9-7 LEFT WING FUEL LEAK . . . . . . . . . . . . . . . . . 3-60
3-9-8 RIGHT WING FUEL LEAK . . . . . . . . . . . . . . . . 3-61
3-9-9 LEFT & RIGHT WINGS FUEL LEAK . . . . . . . . . . 3-61
3-9-10 CROSS FEED VALVE FAULT . . . . . . . . . . . . . . 3-61
3-9-11 LEFT TRANSFER VALVE FAULT . . . . . . . . . . . . 3-62
3-9-12 RIGHT TRANSFER VALVE FAULT . . . . . . . . . . . 3-62
3-9-13 TOO HIGH TEMPERATURE LEFT FAULT . . . . . . . 3-63
3-9-14 TOO HIGH TEMPERATURE RIGHT FAULT . . . . . . 3-63
3-9-15 TOO LOW TEMPERATURE LEFT FAULT . . . . . . . 3-64
3-9-16 TOO LOW TEMPERATURE RIGHT FAULT . . . . . . 3-65
3-9-17 GRAVITY FUEL FEEDING . . . . . . . . . . . . . . . . 3-66
3-10 HYDRAULICS - ATA 29 . . . . . . . . . . . . . . . . . . . . . 3-67
3-10-1 BLUE ELECTRIC PUMP LOW PRESS OR OVERHEAT 3-67
3-10-2 BLUE RESERVOIR LOW AIR PRESSURE . . . . . . . . 3-67
3-10-3 BLUE RESERVOIR LOW LEVEL . . . . . . . . . . . . . 3-67
3-10-4 BLUE RESERVOIR OVERHEAT . . . . . . . . . . . . . 3-68
3-10-5 BLUE+YELLOW SYSTEM LOW PRESSURE . . . 3-68
3-10-6 GREEN+BLUE SYSTEM LOW PRESSURE . . . . 3-69
3-10-7 GREEN RESERVOIR LOW AIR PRESSURE . . . . . . . 3-71
3-10-8 GREEN RESERVOIR LOW LEVEL . . . . . . . . . . . . 3-71
3-10-9 GREEN RESERVOIR OVERHEAT . . . . . . . . . . . . 3-71
3-10-10 GREEN+YELLOW SYSTEM LOW PRESSURE . . 3-72
3-10-11 YELLOW ELEC PUMP LOW PRESS OR OVERHEAT . 3-73
3-10-12 YELLOW RESERVOIR LOW AIR PRESS . . . . . . . . 3-73
3-10-13 YELLOW RESERVOIR LOW LEVEL . . . . . . . . . . . 3-74
3-10-14 YELLOW RESERVOIR OVERHEAT . . . . . . . . . . . 3-74
3-11 ICE PROTECTION - ATA 30 . . . . . . . . . . . . . . . . . . . 3-75
3-11-1 ICE WING FAULT . . . . . . . . . . . . . . . . . . . . . 3-75

Medium Jet
3-11-2 ICE ENGINE FAULT . . . . . . . . . . . . . . . . . . . 3-75

3-11-3 ICE WINDOWS FAULT . . . . . . . . . . . . . . . . . . 3-75
3-11-4 ICE PROBES FAULT . . . . . . . . . . . . . . . . . . . 3-76
3-11-5 L(R) WINDSHIELD . . . . . . . . . . . . . . . . . . . . 3-76
3-11-6 PITOT OR L(R) STATIC OR ANGLE OF ATTACK . . . 3-76
3-11-7 ALL PITOT . . . . . . . . . . . . . . . . . . . . . . . . 3-77
3-12 INDICATING / RECORDING SYSTEMS - ATA 31 . . . . . . . 3-79
3-12-1 DISPLAY UNIT FAILURE . . . . . . . . . . . . . . . . . 3-79
3-12-2 SINGLE DISPLAY . . . . . . . . . . . . . . . . . . . . . 3-80
3-13 LANDING GEAR - ATA 32 . . . . . . . . . . . . . . . . . . . . 3-81
3-13-1 GEAR NOT UPLOCKED . . . . . . . . . . . . . . . . . 3-81
3-13-2 L/G GEAR NOT DOWNLOCKED . . . . . . . . . 3-82
3-13-3 GRAVITY EXTENSION . . . . . . . . . . . . . . . . . . 3-83
3-13-4 DOORS NOT CLOSED . . . . . . . . . . . . . . . . . . 3-84
3-13-5 LANDING GEAR GEAR NOT DOWN . . . . . . . 3-85
3-13-6 LANDING GEAR CONTROL UNIT FAULT . . . . . . . 3-85
3-13-7 LANDING WITH ABNORMAL LANDING GEAR . . . . 3-87
3-13-8 CONFIGURATION PARKING BRAKE ON . . . . . 3-90
3-13-9 BRAKES ANTI SKID FAULT OR ANTI SKID OFF . . . 3-91
3-13-10 LOSS OF BRAKING . . . . . . . . . . . . . . . . . 3-91
3-13-11 BRAKES ASYMMETRIC BRAKING . . . . . . . . . . . 3-92
3-14 MISCELLANEOUS - ATA 80 . . . . . . . . . . . . . . . . . . . 3-93
3-14-1 EMERGENCY EVACUATION . . . . . . . . . . . . 3-93
3-14-2 DITCHING . . . . . . . . . . . . . . . . . . . . . . 3-94
3-14-3 FORCED LANDING . . . . . . . . . . . . . . . . . 3-97
3-14-4 EMERGENCY DESCENT . . . . . . . . . . . . . . 3-99
3-14-5 OVERWEIGHT LANDING . . . . . . . . . . . . . . . . 3-100
3-14-6 CREW INCAPACITATION . . . . . . . . . . . . . . . . 3-102
3-14-7 BOMB ON BOARD . . . . . . . . . . . . . . . . . . . . 3-102
3-14-8 VOLCANIC ASH ENCOUNTER . . . . . . . . . . . . . 3-110
3-14-9 COCKPIT WINDSHIELD/WINDOW CRACKED . . . . 3-112
3-14-10 COCKPIT WINDSHIELD/WINDOW ARCING . . . . . . 3-113
3-14-11 WINDSHEAR . . . . . . . . . . . . . . . . . . . . 3-114
3-14-12 TAILSTRIKE . . . . . . . . . . . . . . . . . . . . . . . 3-114
3-15 NAVIGATION - ATA 34 . . . . . . . . . . . . . . . . . . . . . . 3-116
3-15-1 NAV HEADING/ATTITUDE/ALTITUDE DISCREPANCY 3-116
3-15-2 OVERSPEED . . . . . . . . . . . . . . . . . . . . 3-116

Medium Jet
3-15-3 AIR DATA COMPUTER 1(2) FAULT . . . . . . . . . . 3-117

3-15-4 AHRS 1(2)(3) FAULT . . . . . . . . . . . . . . . . . . . 3-118
3-15-5 RADIO ALTIMETER 1(2) FAULT . . . . . . . . . . . . 3-118
3-15-6 RADIO ALTIMETER 1 AND 2 FAULT . . . . . . . . . . 3-119
3-15-7 TCAS FAULT . . . . . . . . . . . . . . . . . . . . . . . 3-119
3-15-8 TCAS OFF . . . . . . . . . . . . . . . . . . . . . . . . 3-119
3-15-9 GPS 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . 3-119
3-15-10 ILS 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . . 3-120
3-15-11 ILS (1+2) FAULT . . . . . . . . . . . . . . . . . . . . . 3-120
3-15-12 GPWS FAULT . . . . . . . . . . . . . . . . . . . . . . . 3-120
3-15-13 GPWS ALERTS . . . . . . . . . . . . . . . . . . . 3-120
3-15-14 TCAS WARNINGS . . . . . . . . . . . . . . . . . . 3-121
3-15-15 UNRELIABLE SPD INDICATION/ADC CHK PROC . . 3-122
3-15-16 AIR DATA COMPUTER 1+2 FAULT . . . . . . . . . . 3-126
3-15-17 ALL AIR DATA COMPUTERS OFF . . . . . . . . . . . 3-127
3-16 PNEUMATIC - ATA 36 . . . . . . . . . . . . . . . . . . . . . . 3-128
3-16-1 BLEED 1(2) OFF . . . . . . . . . . . . . . . . . . . . . 3-128
3-16-2 ENGINE 1(2) BLEED NOT CLOSED . . . . . . . . . . 3-128
3-16-3 ENGINE 1(2) BLEED ABNORMAL PRESSURE . . . . . 3-129
3-16-4 ENGINE 1(2) BLEED FAULT . . . . . . . . . . . . . . . 3-129
3-16-5 ENGINE 1+2 BLEED FAULT . . . . . . . . . . . . . . . 3-130
3-16-6 L(R) WING or ENGINE 1(2) BLEED LEAK . . . . . . . 3-132
3-16-7 CROSSBLEED FAULT . . . . . . . . . . . . . . . . . . 3-133
3-16-8 APU BLEED LEAK . . . . . . . . . . . . . . . . . . . . 3-134
3-16-9 ENGINE 1(2) HIGH PRESSURE VALVE FAULT . . . . . 3-135
3-16-10 ENGINE 1(2) BLEED LO TEMP (Opp Bleed Avail) . . . 3-135
3-16-11 ENGINE 1(2) BLEED LO TEMP (Opp Bleed not Avail) 3-136
3-16-12 ENGINE 1 + 2 BLEED LOW TEMP . . . . . . . . . . . 3-136

OPERATING TECHNIQUES - ATA 10 Medium Jet
3-1 OPERATING TECHNIQUES - ATA 10
3-1-1 REJECTED TAKEOFF

GENERAL The decision to reject the takeoff and the stop action is made by the Captain.
It is therefore recommended that the Captain keeps his hand on the thrust levers until the
aircraft reaches V1, whether he is Pilot Flying (PF) or Pilot Monitoring (PM). As soon as
he decides to abort, he calls “stop”, takes over control of the aircraft and performs the stop
actions. It is not possible to list all the factors that could lead to the decision to reject the
takeoff. Experience has shown that rejected takeoffs can be hazardous even if the perfor-
mance is correctly calculated, based on flight tests.
This may be due to the following factors:

• Delay in Performing the stopping procedure.
• Damaged tires.
• Brakes worn, brakes not working correctly, or higher than normal initial brakes temper-
ature.
• The brakes not being fully applied.
• A runway friction coefficient lower than assumed in computations.
• An error in gross weight calculation.
• Runway line up not considered.
When the aircraft speed is at or above 100 kt, it may become hazardous to reject a takeoff.
Therefore, when the aircraft speed approaches V1, the Captain should be “Go-minded” if
none of the main failures quoted below (“Above 100 kt and below V1”) have occurred.
DECISION MANAGEMENT
Below 100KT: The decision to reject the takeoff may be taken at the Captain’s discretion,
depending on the circumstances. Although we cannot list all the causes, the Captain should
seriously consider discontinuing the takeoff, if any WAL warning/caution is activated.
NOTE
The speed of 100 kt is not critical: It was chosen in
order to help the Captain make his decision, and to
avoid unnecessary stops from high speed.
Above 100KT and below V1: Rejecting the takeoff at these speeds is a more serious
matter, particularly on slippery runways. It could lead to a hazardous situation, if the speed

is approaching V1. At these speeds the Captain should be “go-minded” and very few situations
should lead to the decision to reject the takeoff:
1. Fire warning or severe damage.

2. Sudden loss of engine thrust.
3. Malfunctions or conditions that give unambiguous indications that the aircraft will not
fly safely.
4. Any red WAL warning.
5. Engine failure.
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject
takeoff above 100 kt. In case of tire failure between V1 minus 20 kt and V1: Unless debris
from the tires has caused serious engine anomalies, it is far better to get airborne, reduce the
fuel load, and land with a full runway length available. The V1 call has precedence over any
other call.
Above V1: Takeoff must be continued, because it may not be possible to stop the aircraft
on the remaining runway.
CAPT F/O
“STOP” . . . . . . . ANNOUNCE
Simultaneously:
THRUST LEVERS . . . . . . IDLE
REVERSE THRUST . MAX AVAIL. REVERSERS . . CHECK/ANNOUNCE
DECELERATION CHECK/ANNOUNCE
ANY AUDIO . . . . . . . . CANCEL
Aircraft stopped:
Consider positioning the aircraft to keep any possible fire away from the fuselage.
REVERSERS . . . . . . STOWED ATC . . . . . . . . . . . . .NOTIFY
PARKING BRAKE . . . . . . . ON EMER EVAC Procedure (QRH) LOCATE
CABIN CREW . . . . . . . ALERT
The aircraft should remain stationary
while the crew evaluates the situation.
EVACUATION PHASE: . . . APPLY ATC . . . . . . . . . . . . .NOTIFY
REVERSERS: Full reverse may be used until coming to a complete stop. But, if there is
enough runway available at the end of the deceleration, it is preferable to reduce reverse
thrust when passing 70 kt.

NOTE
1. If the brake response does not seem appropriate for the runway con-
dition, FULL manual braking should be applied and maintained. If IN
DOUBT, TAKE OVER MANUALLY. Do not attempt to clear the run-
way, until it is absolutely clear that an evacuation is not necessary and
that it is safe to do so.
2. If the autobrake is unserviceable, the Captain simultaneously reduces
thrust and applies maximum pressure on both pedals. The aircraft will
stop in the minimum distance, only if the brake pedals are maintained
fully pressed until the aircraft comes to a stop.
3. If normal braking is inoperative, immediately apply the Loss of Braking
procedure (Page 3-91).
4. After a rejected takeoff, if the aircraft comes to a complete stop using
autobrake MAX, release brakes prior to taxi by disarming spoilers.
3-1-2 ENG FAILURE AFTER V1 - CONTINUED TAKEOFF

GENERAL If an engine fails after the aircraft passes V1, the takeoff must be continued. Use
rudder conventionally to stay on the runway centerline. At VR, rotate the aircraft smoothly
using a continuous pitch rate to a pitch attitude of 12.5°. After lift-off, climb at V2, limit
bank angle to 15°. When airborne with a positive rate of climb, select the landing gear up.
Use rudder to prevent yaw. Control heading conventionally with bank, keeping yaw at zero
with rudder. Consider the use of TOGA thrust. Consider the use of autopilot. Maintain V2
to V2 + 20 until reaching 800 feet or published obstacle clearance altitude, then decrease
pitch attitude to maintain slight climb or level flight. At acceleration height, level off and
allow the speed to increase. At this point, the Pilot Flying will determine whether to leave
flaps extended to maneuver for approach and landing, or retract flaps on schedule. At flap
retraction (as required), call for “MAXIMUM CONTINUOUS THRUST”, climb at VM for
the existing flap setting.
MAXIMUM TAKEOFF THRUST IS ONLY ALLOWED FOR 10 min.
ENGINE FAILURE DURING INITIAL CLIMB-OUT Proceed as above. However, if the
failure occurs above V2 maintain the speed reached after recovery. In any case, the minimum
speed must be equal to V2.
ENGINE OPERATION AT MAX T.O. THRUST IS LIMITED TO 10 min

Figure 3.1: Engine Failure After V1 - Continued Takeoff
3-1-3 STRAIGHT-IN APPROACH WITH ONE ENGINE INOP

For performance reasons, do not extend flaps full until established on a final descent to
landing. If a level off is expected during the final approach, perform the approach and
landing in CONF 3.

3-1-4 CIRCLING APPROACH WITH ONE ENGINE INOP

LANDING WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If the aircraft weight is above the maximum weight for circling in CONF 3 (given in the table
below):
• The aircraft cannot maintain flight level with CONF 3 and the landing gear down.
• FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
• CONF 3 is preferred, to minimize a configuration change in short final.
• GPWS LDG FLAP 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
• Delay gear extension.
NOTE
If the approach is flown at less than 750 ft RA, the “L/G NOT DOWN”
warning will be triggered. A “TOO LOW GEAR” warning is to be expected,
if the landing gear is not downlocked at 500 ft RA.
3-1-5 LANDING WITH SLATS OR FLAPS JAMMED

LANDING CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
Repeat the following until landing configuration is reached:

SPEED SELECTOR . . . . . . . . . . . BELOW MAXIMUM FOR REQUIRED CONFIGURATION
As speed reduces through MAXIMUM CONFIGURATION SPEED:

FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT CONFIGURATION
Repeat the above process until landing configuration is established.
When landing configuration is established:

DECELERATE TO CALCULATED APPROACH SPEED FOR FINAL APPROACH
• FOR GO AROUND

The table below provides the MAX SPEEDS for the abnormal configurations.
• SLATS FAULT:
– FOR CIRCUIT: MAINTAIN SLATS/FLAPS CONFIGURATION Recommended
speed: MAX SPEED - 10 kt
– FOR DIVERSION: SELECT CLEAN CONFIGURATION Recommended flaps re-
traction speed is between MAX SPEED - 10 kt and MAX SPEED. Recommended
diversion speed: MAX SPEED - 10 kt.
• FLAPS FAULT:
– FOR CIRCUIT: MAINTAIN SLATS/FLAPS CONFIGURATION Recommended
speed: MAX SPEED - 10 kt
– FOR DIVERSION:
∗ If FLAPS jammed at 0: SELECT CLEAN CONFIGURATION
∗ If FLAPS jammed > 0: MAINTAIN SLAT/FLAP CONFIGURATION Rec-
ommended speed for diversion: MAX SPEED - 10 kt
MAX SPEED
Slats Flaps F=0 0<F≤1 1<F≤2 2<F≤3 F>3
S=0 NO LIMITATION 177 kt
0<S<1 215 kt 200 kt 185 kt (Not allowed)
230 kt
S=1
177 kt
1<S≤3 200 kt 200 kt 185 kt
S>3 177 kt 177 kt 177 kt 177 kt
APPROACH SPEED
Slats Flaps F=0 0<F<1 1≤F<2 2≤F<3 F≥3
VREF +60
(Appr)
S=0 VREF +45 (FLAPS > 3 not allowed)
VREF +50 VREF +30 VREF +25
VREF +25
(Touch Down)
0<S<1
1≤S≤3 VREF +10
VREF +25 VREF +15 VREF +10
S>3 VREF +5

3-1-6 STALL RECOVERY

As soon as any stall indication (could be aural warning, buffet...) is recognized, apply the
immediate actions:
NOSE DOWN PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
This will reduce angle of attack
NOTE
In case of lack of pitch down authority, reducing thrust may be necessary.
BANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL
• When out of stall:

THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SMOOTHLY AS NEEDED
NOTE
In case of one engine inoperative, progressively compensate thrust asymmetry
with rudder.
SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RETRACTED

FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECOVER SMOOTHLY
– If in clean configuration and below 20,000 ft:

FLAP1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
NOTE
If a risk of ground contact exists, once clearly out of stall, smoothly establish
a positive climb gradient.

AIR CONDITIONING/PRESSURIZATION - ATA 21 Medium Jet
3-2 AIR CONDITIONING/PRESSURIZATION - ATA 21
3-2-1 PACK 1(2) OVERHEAT
PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PACK FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HIGH
Fault light goes out when the overheat disappears.
WHEN AFFECTED PACK FAULT LIGHT IS OFF:
PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
INOP SYS:
• PACK 1(2) (if pack not recovered)
3-2-2 PACK 1(2) FAULT
PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PACK FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HIGH
BOTH PACKS FAILED

PACK (BOTH) . . . . . . . . . . . . OFF MAXIMUM FL . . . . . . . . . . . . HIGHER of FL100 or MEA
INOP SYS:
• PACK 1(2)
3-2-3 PACK 1(2) OFF
L2 One pack is abnormally selected off

Crew awareness.
INOP SYS: PACK 1(2)
3-2-4 PACK 1 + 2 FAULT

PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 The fault light goes off, when the failure disappears.

L1 DESCENT TO FL 100/MEA.
L2 Descend to FL 100, or MEA, whichever is higher.
If FAULT was due to an overheat:
ASSOCIATED PROCEDURES
AIR PACK 1 (2) OVHT
WHEN PACK OVHT OUT:
PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If packs not recovered:

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100/MEA
CKPT AT FIXED TEMP
CAB AT FIXED TEMP
If FAULT was due to an overheat:

WHEN PACK OVHT OUT:
PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
INOP SYS:
PACK 1 + 2
COND CTL 1
COND CTL 2
COND CTL 3
FWD CRG HEAT
3-2-5 PACK 1(2) REGULATION FAULT

FAULT IN ZONE PRIMARY CHANNEL
PACK FLOW SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO

EACH ZONE TEMPERATURE DEFAULT IS 24°C
FAULT IN BOTH ZONE CHANNELS

EACH PACK DELIVERS 15°C
HOT AIR VALVE IS AUTOMATICALLY CLOSED

3-2-6 COCKPIT / FORWARD / AFT DUCT OVERHEAT

DUCT OVERHEAT FAULT
The duct overheat fault is detected when either of the following conditions is true:
• Duct temperature is over 80°C.
• Pack outlet temperature is over 35°C.
• Duct temperature appears amber on Cond page.
• ‘CKPT DUCT OVHT’ message appears on warning panel.
• ‘FWD DUCT OVHT’ message appears on warning panel.
• ‘AFT DUCT OVHT’ message appears on warning panel.
Procedure:
PACK FLOW selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LO
If zone temperature is over 30°C:
HOT AIR pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
When zone temperature falls under 30°C:
HOT AIR pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch on
3-2-7 HOT AIR FAULT

HOT AIR (IF NOT CLOSED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IF HOT AIR STILL OPEN and DUCT OVHT persists:

DESCENT TO FL 100/MEA
L2 Descend to FL 100, or MEA, whichever is higher.
IF ZONE TEMPERATURE DECREASES UNDER 18°C
PACK (BOTH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
INOP SYS:
PACK 1 + 2 (if PACKS closed)
HOT AIR
3-2-8 TRIM AIR SYSTEM FAULT

One trim valve failed:
TRIM AIR SYS FAULT message displayed.
L2 CON CTL is inoperative.

3-2-9 L + R CAB FAN FAULT
L2 Both cabin fan motors overheat. Cabin fans stop.
L1 PACK FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
INOP SYS: L + R CAB FAN

3-2-10 EXCESS CAB ALT

L2 Rely on the CAB PR EXCESS CAB ALT warning even if not confirmed on the PRESS
MSD page. The warning can be triggered by a cabin pressure sensor different from the one
used to control the pressure and display the cabin altitude on the MSD.
CREW OXYGEN MASK (IF ABOVE FL100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

IF ABOVE FL 160
CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO SMOKING/SEAT BELTS ON
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM DESCENT
EMER DESCENT
MINIMUM SAFE ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDERED
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
SPEED BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100%
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX/APPROPRIATE
ENGINE MODE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
FL/ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGHER OF FL100 OR MEA
ABOVE FL 100, AND BELOW FL 160

MINIMUM SAFE ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDERED
FL/ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGHER OF FL100 OR MEA
IF IN AUTOMATIC MODE
PROCEED TO AUTOMATIC MODE FAULT PROCEDURE
IF MODE SELECTOR PB-SW IS PUSHED (MANUAL LIGHT ON)
SELECT AUTOMATIC MODE
IF IN MANUAL MODE
OR PROCEED WITH MANUAL MODE FAULT PROCEDURE
WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BLEED AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

IF CAB ALT > 14 000 FT

PAX OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL ON
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100/MEA
LAND ASAP
3-2-11 PRESSURE SYSTEM 1(2) FAULT
L2 Crew awareness.
INOP SYS: CAB PR 1 (2)

3-2-12 PRESSURE SYSTEM 1+2 FAULT
L2 Due to the slow closure of the outflow valve in manual pressurization mode and depending
on the failure, the following procedure may not avoid the depressurization.
L1 MODE SEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAN
PRESS MAN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
L2
• Use the cabin V/S indication to confirm the outflow valve operation.
• Monitor cabin V/S and CAB ALT frequently and adjust as necessary. Maintain aircraft
altitude at or above cabin altitude.
MAN CAB PR CTL

TGT V/S: CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 FT/MIN
TGT V/S: DESC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 FT/MIN
A/C FL CAB ALT TARGET

390 8,000
350 7,000
300 5,500
250 3,000
<200 0
DURING FINAL APPR:

PRESS MAN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
CAUTION
Check that ∆P is zero before opening the doors.
INOP SYS: CAB PR 1+2

3-2-13 PASSENGERS MASKS DOORS FAULT

The passengers masks doors fault is detected when either of the following conditions is true:
• ‘PASS MASK DOOR FAULT’ warning message appears on warning panel.

• Cabin altitude exceeds 14,000 ft and passenger supply light is off.
• Mask man pb-sw switched on and passenger supply light is off.
Procedure:
AC ESS supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
If fault is not resumed:

Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . adjust flight altitude as required
Manual release tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . use
3-2-14 LOW DIFF PRESS

EXPECT HI CAB RATE
A/C V/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If MODE SEL is AUTO:

LDG ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK VALUE
FLT ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK VALUE
If automatic mode fault, proceed with CAB PR SYS 1+2 FAULT procedure.

3-2-15 DITCHING MODE FAULT

L2 Crew awareness.
IF DITCHING ANTICIPATED:
Below 2000 FT AGL:
MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MAN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY CLOSED

AUTO FLIGHT - ATA 22 Medium Jet
3-3 AUTO FLIGHT - ATA 22
3-3-1 AUTOPILOT OFF

L2 This warning is displayed only for involuntary disconnection. For voluntary disconnection
a red AP OFF message is displayed on the WAL.
Crew awareness
Hand Fly the Aircraft.

Not compliant with RVSM operation.
Aircraft may be required to leave RVSM airspace.
INOP SYS: AP (Affected)
3-3-2 AUTO THRUST OFF

L2 In case of voluntary or involuntary disconnection, an amber “A/THR OFF” message is
displayed on the WAL.
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE MANUALLY
CAT 2 ONLY
INOP SYS: A/THR

CAT 3

DOORS - ATA 52 Medium Jet
3-4 DOORS - ATA 52
3-4-1 FORWARD/LEFT/RIGHT/AFT AVIONICS DOORS

On the ground:
Crew awareness.
In flight:
No crew action required as long as cabin pressure is normal.
IF ABN CAB V/S:
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100/MEA
L2 Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
Avionics doors are of plug type. Therefore full depressurization is not recommended.
3-4-2 CABIN/EMERGENCY EXIT/CARGO DOORS
L2 Crew may confirm a cabin door warning by checking the visual indicator on the door.
L1 On the ground:
L2 Crew may confirm a cargo door warning by checking the indication on the cargo door.
L1 Crew awareness.
In flight:
No crew action required as long as cabin pressure is normal.
IF ABN CAB V/S:
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100/MEA
L2 Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude. If
door warning is accompanied by abnormal increase of cabin altitude, flight crew must reduce
cabin ∆P and altitude by descending.

ELECTRICAL - ATA 24 Medium Jet
3-5 ELECTRICAL - ATA 24
3-5-1 IDG 1(2) OIL LOW PRESSURE

BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
SINGLE IDG FAULT

GENERATOR 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IDG 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DOUBLE IDG FAULT

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
APU GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GENERATOR 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IDG 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3-5-2 IDG 1(2) OIL OVERHEAT

BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
SINGLE IDG FAULT

GENERATOR 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IDG 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DOUBLE IDG FAULT

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
APU GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GENERATOR 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IDG 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3-5-3 GENERATOR 1(2) FAULT

BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
GENERATOR 1(2) (affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM SET

GENERATOR 1(2) (affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
= IF WARNING PERSISTS
GENERATOR 1(2) (affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
INOP SYS:
GALLEY(1)
GEN 1(2)
(1)
(only if APU GEN is not online)

3-5-4 GENERATOR 1(2) OFF
L2 Turn the affected GEN ON, with the applicable pb.

Crew awareness
INOP SYS:
GALLEY(1)
GEN 1(2)
(1)
(only if APU GEN is not online)
3-5-5 APU GENERATOR FAULT

APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU GEN C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IF UNSUCCESSFUL:
APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
INOP SYS:
GALLEY(1)
APU GEN
(1)
(When only one GEN operating)
3-5-6 BATTERY 1(2) FAULT
GENERATOR 1(2) OUTPUT . . . . . . . . . . . . . . . . . MONITOR FOR CORRECT OPERATION

PREPARE FOR DIVERSION IN CASE OF ANY GENERATOR FAILURE
3-5-7 BATTERY 1(2) OFF
L2 Battery is abnormally selected off.

Crew awareness
APU BAT START NOT AVAIL
3-5-8 AC BUS FAULT

BACKUP MODE (PFD REMAINING) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVOID
IF GENERATOR 1(2) FAULT

REFER TO GENERATOR 1(2) FAULT - 3-20
POSSIBLE BROKEN CONNECTION OR ELECTRICAL FIRE

BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
IF AC ESSENTIAL BUS FAULT also displayed

REFER TO AC ESSENTIAL BUS FAULT - 3-23
LAND ASAP
SYSTEM INOPERATIVE
IF AC BUS 1 FAULT
AC BUS 1
AC ESSENTIAL BUS
PACK 1
L+R TK PUMP 1
IF AC BUS 2 FAULT
AC BUS 2
AC ESSENTIAL BUS
L+R TK PUMP 2
PACK 2
3-5-9 AC ESSENTIAL BUS FAULT

AC ESSENTIAL FEED PUSH/RIGHT SIDE

BUS TIE AUTO
IF AC ESSENTIAL POWER IS NOT RESTORED

(possible broken connection or electrical fire)
APU START
APU GENERATOR ON
GENERATOR 1 AND 2 OFF
LAND ASAP
3-5-10 AC ESSENTIAL BUS SHED

The AC ESS bus shed fault is detected when either of the following conditions is true:
• ‘AC ESS BUS SHED’ caution message appears on warning panel.

• AC ESS SHED label appears on MFD ELEC page.
Procedure:
AVOID ICING CONDITIONS

3-5-11 DC BUS FAULT

L2 Crew awareness
INOP SYS:
BUS 1 FAULT: BUS 2 FAULT: BUSES 1+2 FAULT:

ENG 1 ANTI ICE ENG 2 ANTI ICE PFD 1+2
TR 1 TR 2 TRIM AIR SYS
ENG 1 VALVE ENG 2 VALVE L+R CAB FAN
GNS 1 GNS 2 HOT AIR
ADF AUDIO PANEL CM2 PACKS 1+2
TCAS PACK 2 TR 1+2
AUDIO PANEL CM1 AHRS 2 ENG 2 VALVE
PFD 1 ADC 2 GPWS
PACK 1 R TK PUMP 2 WEATHER RADAR
AHRS 1 AP L+R TK PUMP 2 LO PR
ADC 1 A/THRUST A/THRUST
WEATHER RADAR ENG 1 VALVE
AHRS 1
ADC 1
TCAS
GNS 1+2
AP
ADF
FMS 1+2
AUDIO PANELS CM1+2

3-5-12 DC ESSENTIAL BUS FAULT

The DC ESS bus fault is detected when the MFD screen suddenly switches off.
Procedure:
DC ESS bus breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . push
if fault is not resumed:
3-5-13 DC ESSENTIAL BUS SHED

The DC ESS bus shed fault is detected when either of the following conditions is true:
• ‘DC ESS BUS SHED’ caution message appears on warning panel.

• DC ESS SHED label appears on MFD ELEC page.
Procedure:

3-5-14 EMERGENCY CONFIGURATION

LAND ASAP
MIN RAT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KT
GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE OFF AND RESET
CHECK RAT DEPLOYED (HYD PAGE SELECTED)
IF UNSUCCESSFUL:
L1 GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 Setting BUS TIE pb-sw to OFF segregates both generator channels.
ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
AVOID NEGATIVE G
APU (IF AVAIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
APU GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
LAND ASAP

3-5-15 ESSENTIAL BUSES ON BATTERY

L2 DC ESS BUS is supplied by the batteries. AC ESS BUS is also supplied by the batteries,
via the STATIC INVERTER.
L1 LAND ASAP
MIN RAT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KT
L2 Displayed, if the RAT is extended.
3-5-16 TRANSFORMER RECTIFIER 1(2) FAULT
L2 Crew awareness.
INOP SYS:
TR 1(2)
3-5-17 ESSENTIAL TRANSFORMER RECTIFIER FAULT

L2 Crew awareness.
INOP SYS:
ESS TR
3-5-18 STATIC INVERTER FAULT

L2 Crew awareness.

ENGINES - ATA 70 Medium Jet
3-6 ENGINES - ATA 70
3-6-1 ENGINE 1(2) OIL LOW PRESSURE

IF OIL PR < 13 PSI:
L2 Check oil pressure indication on the ENG MSD page.
L1 THR LEVER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

ENG MASTER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L12
ENG 1(2) SHUT DOWN

Carry out ENG SHUT DOWN procedure.
NOTE
If oil pressure is low (< 13 PSI ) is indicated only on
ENG page (red indication) without the ENG OIL LO
PR warning, it can be assumed, that the oil pressure
transducer is faulty. Flight crew may continue engine
operation while monitoring other engine parameters.
3-6-2 ENGINE 1(2) OIL HIGH TEMPERATURE
L2 Oil temp between 140 °C and 155 °C for more than 15 min, or oil temp above 155 °C.
L1 THR LEVER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
ENG MASTER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L12
ENG 1 (2) SHUT DOWN

Apply the ENG SHUT DOWN procedure.

3-6-3 ENGINE 1(2) N1/N2/EGT OVERLIMIT

Max pointer indication:
L2 EGT between 915 °C and 950 °C (except during takeoff, or reverse selected), or EGT
between 950 °C and 990 °C, or
N1 between 104.0 % and 105.8 % or
N2 between 105.0 % and 105.8 %
L1 THR LEVER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BELOW LIMIT
L2 Normal operation may be resumed and maintained until next landing. Report in mainte-
nance log.
L1 Max pointer indication:
L2 EGT above 990 °C or
N1 above 105.8 % or
N2 above 105.8 %
L1 THR LEVER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
ENG MASTER (OF AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 If conditions do not permit engine shutdown land ASAP using the minimum thrust
required to sustain safe flight.
L12
ENG 1(2) SHUT DOWN

Apply the ENG SHUT DOWN procedure (Refer to ENG 1(2) SHUT DOWN).

3-6-4 ENGINE 1(2) START VALVE FAULT

START VALVE NOT CLOSED
L2 Remove all bleed sources supplying the faulty start valve.
L1 APU BLEED (IF ENG 1 AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
In flight:
ENG BLEED (AFFECTED SIDE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
On the ground:
MAN START (IF MAN START PERFORMED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENG MASTER (AFFECTED SIDE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L1 START VALVE NOT OPEN
If opposite engine running:
X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If APU AVAIL below FL 200:

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If UNSUCCESSFUL:
ENG MASTER (AFFECTED) (IF AUTO START PERFORMED) . . . . . . . . . . . . . . . . . . . . OFF
L2 MAN START procedure is useless since in both cases, the start valve is controlled by
FADEC.

3-6-5 ENGINE 1(2) HIGH PRESSURE FUEL VALVE

Associated engine below idle:
ENG 1(2) HP FUEL VALV
L2 Failure of HP fuel valve.
L1 On the ground:
ENG MASTER (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3-6-6 ENGINE 1(2) IGNITION FAULT

AC ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENGINE IGN CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET ONCE
IF WARNING PERSISTS
ENGINE IGN CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
IF ON GROUND
ADVISE MAINTENANCE (TECHNICAL LOG ACTION)
INOP SYS
• ENG 1(2) IGN
3-6-7 ENGINE 1(2) LOW N1 (On Ground)
L2 No N1 rotation during start.
L1 IF CONFIRMED:
THR LEVER (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

3-6-8 ENGINE RELIGHT (In Flight)

MAX ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See below
ENG MASTER (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
THR LEVER (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check IDLE
ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
If outside the windmilling start envelope, the FADEC will open the starter valve.
WING A. ICE (for starter assist) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENG MASTER (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Be aware that, unlike the procedure for auto start on ground, the crew must take appropriate
action in case of an abnormal start.
Engine light-up should be achieved within 30 s after the fuel flow increases.
Monitor N2. If uncertain about successful relight, move the thrust lever forward and check
engine response.
ENG PARAMETERS (N2, EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Figure 3.2: Engine Relight Envelope
When idle is reached (AVAIL indication pulses in green):

ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

TCAS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check TA/RA
Affected SYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
Restore affected systems, and set the X BLEED rotary selector to AUTO.
If no relight:
ENG MASTER (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wait 30 s before attempting a new start (to drain the engine).
3-6-9 ENGINE 1(2) FAIL
L2 An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF, followed by
decrease in N1.
Engine damage may be accompanied by:
• Loud noise,
• Significant increase in aircraft vibrations and/or buffeting,
• Repeated or uncontrollable engine stalls,
• Associated abnormal indications such as hydraulic fluid loss, or no N2 indication.
L1
LAND ASAP (AMBER)
Before takeoff or after landing:

THR LEVER (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
ENG MASTER (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IF DAMAGE:
ENG FIRE P/B (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
AGENT 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
IF NO DAMAGE:
L1 ENG (AFFECTED) RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER

L2 If no damage, a new start sequence may be initiated.
L12
ENG 1(2) SHUT DOWN

Apply the ENG SHUT DOWN procedure (Refer to ENG 1(2) SHUT DOWN), if damage or
if engine relight is unsuccessful.
L1 In flight:
ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
NOTE
L2 In case of GPWS alerts, reduce speed with care
below VLS with flaps extended (at light weights VMC
may be reached before the maximum AOA) when ap-
plying the GPWS procedure.
L1 IF NO ENG RELIGHT AFTER 30 S:

IF DAMAGE:
ENG FIRE P/B (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
AGENT 1 (AFTER 10 SECONDS IN FLIGHT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
L12
ENG 1(2) SHUT DOWN

Apply the ENG SHUT DOWN procedure (Refer to ENG 1 (2) SHUT DOWN), if damage or
if engine relight is unsuccessful.

IF NO DAMAGE:
ENG (AFFECTED) RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
L2 If there is no damage, an engine relight can be considered. To restart the engine, (Refer
to ENG RELIGHT (In Flight)) apply the ENG RELIGHT (in flight) procedure.
3-6-10 ENGINE 1(2) FLAME OUT

Before takeoff or after landing:
In flight:
ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
3-6-11 ENGINE 1(2) SHUT DOWN
THRUST LEVER (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

AFFECTED ENGINE MASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IGNITION (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
FUEL PUMPS (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GENERATOR (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ELECTRICAL LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
APU GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
LAND ASAP (AMBER)
If wing Anti-ice ON:

PACK (AFFECTED SIDE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L2 One pack must be closed when wing anti-ice is in use due to precooler performance.
L1 X BLEED (IF ENG FIRE PB NOT PUSHED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

L2 X BLEED pb-sw must be opened to have symmetrical wing anti-icing.
L1 ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN

L2 Continuous ignition is selected, in order to protect the remaining engine.
L1 IF NO FUEL LEAK:
IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
TCAS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA
If ENG FIRE pb-sw pushed:

XBLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SECONDARY FAILURES
• HYD
• ELEC
• AIR BLEED
L12
If ENG 1(2) FIRE pb-sw pushed:
IF SEVERE ICE ACCRETION:
MIN SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS + 10/G DOT
MANEUVER WITH CARE
LDG DIST PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

If REV unlocked:
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300/0.78
APPR PROC
If WING A/ICE off and ENG 1(2) FIRE pb-sw not pressed:

IF PERF PERMITS:
X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
If no obstacle constraint exists, open the XBLEED, and decrease the single engine gross
ceiling by 1 200 ft.
IF NO ENG 1(2) DAMAGE:

CONSIDER ENG 1(2) RELIGHT
NOTE
• If available, the APU may be started and the APU GEN used
• If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used. If
ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X
BLEED rotary selector is set at SHUT.
• After landing, the Fuel Used value of the engine, shutdown in flight,
becomes incorrect.
INOP SYS
• ENG 1(2) BLEED

• PACK 1(2)
• GEN 1(2)
• G ENG 1 PUMP or
• Y ENG 2 PUMP
• WING A. ICE

3-6-12 ENGINE DUAL FAILURE

L2 This warning inhibits the ELEC EMER CONFIG warning.
LAND ASAP
L1 IF NO FUEL:
OPT SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 KT/GREEN DOT
L2 If there is no fuel remaining, the optimum speed is the green dot speed. Initially fly 220
kt then refer to the paper procedure to get the accurate green dot speed.
L1 ENG/NO FUEL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
L2 Refer to FCOM - ENG DUAL FAILURE - NO FUEL REMAINING-SECURE CABIN AND
COCKPIT.
L1 IF FUEL REMAINS:
ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
OPT RELIGHT SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 KT
L2 If there is fuel remaining, the optimum speed is the optimum relight speed. In case of
speed indication failure (volcanic ash), pitch attitude for optimum relight is provided in the
procedure.
L1 ENG/FUEL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
L2 Refer to FCOM - ENG DUAL FAILURE - FUEL REMAINING - ENGINE RELIGHT
ATTEMPT.
L12
MIN RAT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KT
MANEUVER WITH CARE
FUEL GRVTY FEED
AVOID NEGATIVE G FACTOR
APPR PROC
IF HYD NOT RECOVERED:

FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
WHEN CONF 3 AND VAPP:
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRVTY EXTN

(Refer to L/G GRAVITY EXTENSION). Being stabilized at VAPP before selecting the gear
down enables the aircraft to be trimmed for approach.
APPR SPD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VREF +25 KT
Approach speed must be increased, due to the loss of flaps.
LDG DIST PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Refer to FCOM - LDG CONF / APPR SPD / LDG DIST tables.
INOP SYS
G+Y HYD REVERSER 1 + 2

CAT 2
ADC 1 + 2 A/CALL OUT
PACK 1 + 2
AHRS 1 + 2 FUEL PUMPS
GNS 1 + 2
YAW DAMPER AUTO BRK
ADF
A/THR FLAPS
WXR
NW. STEER AP
TCAS
L/G ANTI-SKID

3-6-13 ENGINE DUAL FAILURE - FUEL REMAINING
LAND ASAP
OPTIMUM RELIGHT SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 KT

In the case of a speed indication failure (volcanic ash), Pitch attitude for optimum relight
speed is:
WEIGHT PITCH (°)

At or below 50,000 kg -4.5
60,000 kg -3.5
70,000 kg -2.5
At 300 kt, the aircraft can fly up to about 2 nm per 1 000 ft (with no wind).
LANDING STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
Determine whether a runway can be reached, or the most appropriate place for a forced
landing/ditching.
COM1/HF1/ATC1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
ATC/TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code
A7700, or transmit a distress message on one of the following frequencies: COM frequency
121.5 MHz, HF 2 182 kHz or 8 364 kHz.
IF NO RELIGHT AFTER 30 SEC:
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 30 S/ON
Unassisted start attempts can be repeated until successful, or until APU bleed is available.
IF UNSUCCESSFUL:
CREW OXY MASKS (Above FL 100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cabin altitude will increase, due to the lack of engine bleed: The EXCESS CAB ALT warning
could be triggered. Depending on the situation, to gain gliding distance, the flight crew
may disregard the emergency descent requirement, because passengers will be provided with
oxygen for a sufficient period of time.
APU (IF AVAIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
If the APU is available, it may be started when below FL 250 and the APU BLEED may be
used for engine start below FL 200.
WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IN SEQUENCE:
ENG MASTERS (all non running engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
After 30 s
ENG MASTERS (one at a time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When APU bleed is available or if engine restart is definitively considered impossible:
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REFER TO TABLE BELOW
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)

Weight (1K kg) At or below FL 200 FL 300 FL 400
78 241 251 261
76 237 247 257
72 229 239 249
68 221 231 241
64 213 223 233
60 205 215 225
56 197 207 217
52 189 199 209
48 181 191 201
44 173 183 193
40 165 175 185
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no
wind). Average rate of descent is approximately 1 600 ft/min.
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
• Loose equipment secured.

• Survival equipment prepared.
• Belts and shoulder harnesses locked.
CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
COMMON ACTIONS FOR THE APPROACH

NOTE
Final descent slope, when configured (CONF 3; L/G
DOWN) will be approximately 1.2 nm per 1 000 ft
(with no wind).
BARO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
CREW MASKS/OXY SUPPLY (below FL 100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IF FORCED LANDING ANTICIPATED

APPROACH
FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KT
VAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
VAPP is the maximum between VREF + 25 kt/150 kt:
wt (1K kg) 40 44 48 52 56 60 64 68 72 76 78
Vapp 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3 ; L/G DOWN):
When in CONF 3 and VAPP:
GRAVITY GEAR EXTN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL UP
Wait for CONF 3 and VAPP before extending the landing gear to enable the aircraft to be
trimmed for approach.
When L/G downlocked

L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing field/runway,
the approach speed may be adjusted up to 200 kt (max speed with slats extended).
SPD BRK GND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
AT 2 000 FT AGL
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FOR LANDING

AT 500 FT AGL
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
AT TOUCHDOWN
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFTER LANDING
When the aircraft has stopped:
PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
FIRE pushbutton (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH
AGENTS (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
Engine Agent 2 is not available.
If Evacuation required:
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Announce an appropriate command such as “PASSENGER EVACUATION-EVACUATE THROUGH
LH or RH DOORS” using the Passenger Address (PA) system, and press the EVAC COM-
MAND pb.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
IF DITCHING ANTICIPATED
APPROACH
FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
MIN APPR SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KT
VAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt:
wt (1K kg) 40 44 48 52 56 60 64 68 72 76 78
Vapp 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):

L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
AT 2 000 FT AGL
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FOR DITCHING
DITCHING pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Prefer ditching parallel to the swell. If that causes a strong crosswind, ditch into the wind. In
all cases, touch down with a pitch attitude of approximately 11 °. Minimize aircraft vertical
speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFTER DITCHING
ATC (COM 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
FIRE pushbutton (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH
AGENT (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCH
Engine Agent 2 is not available.

3-6-14 ENGINE DUAL FAILURE - NO FUEL REMAINING

The flight crew must apply this procedure when required by the ENG DUAL FAILURE pro-
cedure. If time permits review the WAL STATUS page.
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 KT/GREEN DOT
Initially, fly 220 kt, because the PFD may not display the correct green dot speed. Then fly
the green dot speed according to the following table:
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)

Weight (1K kg) At or below FL 200 FL 300 FL 400
68 221 231 241
64 213 223 233
60 205 215 225
56 197 207 217
52 189 199 209
48 181 191 201
44 173 183 193
40 165 175 185
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no
wind) Average rate of descent is approximately 1 600 ft/min.
LANDING STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
Determine whether a runway can be reached or the most appropriate place for a forced
landing/ditching.
COM1/HF1/ATC1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
ATC/TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code
A7700, or transmit a distress message on one of the following frequencies: COM frequency
121.5 MHz, HF 2 182 kHz or 8 364 kHz.
CREW OXY MASKS (Above FL 100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cabin altitude will increase due to the lack of engine bleed: The EXCESS CAB ALT warning
could be triggered.
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE

• Belts and shoulder harnesses locked

SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
COMMON ACTIONS FOR THE APPROACH
APPROACH PREPARATION
NOTE
Final descent slope, when configured (CONF 3/L/G
DOWN), will be approximately 1.2 nm per 1 000 ft
(with no wind).
BARO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
CREW MASKS/OXY SUPPLY (below FL 100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IF FORCED LANDING ANTICIPATED

APPROACH
FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
MIN APPR SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KT
VAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt
wt (1K kg) 40 44 48 52 56 60 64 68 72 76 78
Vapp 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3; L/G DOWN):
When in CONF 3 and VAPP:
GRAVITY GEAR EXTN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL UP
Wait for CONF 3 and VAPP before extending the landing gear to enable the aircraft to be
trimmed for approach.
When L/G downlocked:

L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST

Adjust the speed to the determined VAPP. Nevertheless, to reach the landing field/runway,
the approach speed may be adjusted up to 200 kt (max speed with slats extended).
SPD BRK GND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
AT 2 000 FT AGL
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FOR LANDING
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFTER LANDING
PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Announce an appropriate command such as “PASSENGER EVACUATION-EVACUATE THROUGH
LH or RH DOORS” using the Passenger Address (PA) system, and press the EVAC COM-
MAND pb if installed.
CABIN CREW and PASSENGERS (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
IF DITCHING ANTICIPATED
APPROACH
FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
MIN APPR SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KT
VAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt:

wt (1K kg) 40 44 48 52 56 60 64 68 72 76 78
Vapp 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
AT 2 000 FT AGL
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FOR DITCHING
DITCHING pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 °.
Minimize aircraft vertical speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFTER DITCHING
ATC (COM 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY

EQUIPMENT - ATA 25 Medium Jet
3-7 EQUIPMENT - ATA 25
3-7-1 INTERNAL DOOR FAULT

The internal door unlocked fault is detected when the ‘FWD AVIONIC’ warning message ap-
pears on warning panel. The ‘AVIONIC’ door indication appears amber on the MSD DOOR
page.
Procedure:
DOOR UNLOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

FIRE PROTECTION - ATA 26 Medium Jet
3-8 FIRE PROTECTION - ATA 26
3-8-1 ENGINE FIRE LOOP DETECTION FAULT

The engine fire is detected when the following condition is true:
• ENG 1(2) DET FAULT caution message appears on warning panel.
Procedure: Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . inform

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
Engine temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . control during flight
3-8-2 APU FIRE DETECTION FAULT

• APU DET FAULT caution message appears on warning panel.
Procedure:
Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . inform
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
3-8-3 CARGO FIRE DETECTION FAULT

• FWD(AFT) CRG DET FAULT caution message appears on warning panel.
Procedure:
Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . inform
3-8-4 LAVATORIES FIRE DETECTION FAULT

• LAVATORY DET FAULT caution message appears on warning panel.
Procedure:
Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . inform

3-8-5 ENGINE 1(2) FIRE (ON GROUND)

THR LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
L2 Full reverse may be used to stop the aircraft.
L1 WHEN A/C IS STOPPED:
PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC (VHF 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
L2 Notify ATC of the nature of the emergency, and state intensions.
Only VHF 1 is available on batteries.
L1 CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALERT
L2 Associated LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
L2 Aural warning stops.
ENG FIRE pb remains on, as long as fire is detected.
L1 AGENT 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EMER EVAC PROC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
L2 Refer to Emergency Evacuation Procedures

3-8-6 ENGINE 1(2) FIRE (IN FLIGHT)

LAND ASAP
THR LEVER (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
L2 LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
L2 Aural warning stops.
ENG FIRE pb remains on, as long as a fire is detected.
L1 AGENT 1 AFTER 10 S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
L2 The 10 s delay allows N1 to decrease, reducing nacelle ventilation, and thereby increasing
the effect of the agent.
L1 ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
L2 Notify ATC of the nature of the emergency, and state intentions
L1 IF FIRE AFTER 30 S:
AGENT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
L2 Discharge the second agent, if the fire warning remains 30 s after the discharge of the
first agent.
L12
ENG 1(2) SHUTDOWN
Do not attempt to restart the engine.
For the ENG SHUTDOWN procedure, see the ENG section.

3-8-7 APU FIRE

LAND ASAP
APU FIRE P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
L2 APU LP valve closes.
Aural warning stops.
APU FIRE pb-sw remains on, as long as a fire is detected.
L1 AGENT AFTER 10 S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 The 10 s delay allows the airflow to decrease, which increases the effect of the agent.
L1 MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 Do not attempt to restart the APU.
INOP SYS:
APU

LAND ASAP
IF SMOKE IS VISIBLE
CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SWIVEL VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
COCKPIT/CABIN COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
IF SMOKE SOURCE IMMEDIATELY OBVIOUS, ACCESSIBLE, AND EXTINGUISH-

ABLE:
FAULTY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOLATE
IF SMOKE SOURCE NOT IMMEDIATELY ISOLATED:

DIVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Descent to FL100, or MEA, or minimum obstacle clearance altitude
IF SMOKE OR FUMES PERSIST:

PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
REMOVAL OF SMOKE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
IMMEDIATE LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
AIR COND SMOKE/CAB EQUIPMENT SMOKE
IF AIR COND SMOKE SUSPECTED:

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
if smoke continues:
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
if smoke still continues:

PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
REMOVAL OF SMOKE/FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONSIDER

IF CAB EQUIPMENT SMOKE SUSPECTED:

EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
SMOKE DISSIPATION .............................................. CHECKLIST
FAULTY EQUIPMENT .................................... SEARCH/ISOLATE
if smoke still continues or if faulty equipment confirmed isolated:

REMOVAL OF SMOKE/FUMES ................................. CONSIDER
UNDETERMINED/AVIONICS/ELECTRICAL SMOKE
IF SMOKE SOURCE CAN NOT BE DETERMINED AND STILL CONTINUES OR

AVIONICS/ELECTRICAL SMOKE SUSPECTED:
REMOVAL OF SMOKE/FUMES ................................. CONSIDER
IF SMOKE DISAPPEARS WITHIN 5 MINUTES:

NORMAL VENTILATION ............................................. RESTORE

FUEL - ATA 28 Medium Jet
3-9 FUEL - ATA 28
3-9-1 LEFT PUMP 1 FAULT

The left pump 1 fault is detected when either of the following conditions is true:
• Left tank pump 1 fault light is on.

• Left fuel pump 1 ‘LO’ appears amber on MFD Fuel page.
• ‘L TK PUMP 1 LO PR’ warning message appears on warning panel.
Procedure:
If left pump 2 is disengaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . engage
X FEED pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch on
Left tank PUMP 1 pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
If left pump 1 breaker is pulled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . push
Left tank PUMP 1 pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch on
If fault is not resumed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Left tank PUMP 1 pb-sw off
3-9-2 LEFT PUMP 2 FAULT

The left pump 2 fault is detected when either of the following conditions is true:
• Left tank pump 2 fault light is on.

• Left fuel pump 2 ‘LO’ appears amber on MFD Fuel page.
• ‘L TK PUMP 2 LO PR’ warning message appears on warning panel.
Procedure:
If fault is not resumed Left tank PUMP 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off

3-9-3 RIGHT PUMP 1 FAULT

The right pump 1 fault is detected when either of the following conditions is true:
• Right tank pump 1 fault light is on.

• Right fuel pump 1 ‘LO’ appears amber on MFD Fuel page.
• ‘R TK PUMP 1 LO PR’ warning message appears on warning panel.
Procedure:
If right pump 2 is disengaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . engage
Right tank PUMP 1 pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
If right pump 1 breaker is pulled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . push
Right tank PUMP 1 pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch on
If fault is not resumed Right tank PUMP 1 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
3-9-4 RIGHT PUMP 2 FAULT

The right pump 2 fault is detected when either of the following conditions is true:
• Right tank pump 2 fault light is on.

• Right fuel pump 2 ‘LO’ appears amber on MFD Fuel page.
• ‘R TK PUMP 2 LO PR’ warning message appears on warning panel.
Procedure:
3-9-5 LEFT PUMPS 1 & 2 FAULT

The left pumps 1 & 2 fault is detected when either of the following conditions is true:
• Left tank pump 1 & left tank pump 2 fault lights are on.

• Left fuel pump 1 ‘LO’ & left fuel pump 2 ‘LO’ appear amber on MFD Fuel page.
• ‘L TK PUMP 1+2 LO PR’ warning message appears on warning panel.
Procedure:

3-9-6 RIGHT PUMPS 1 & 2 FAULT

The right pumps 1 & 2 fault is detected when either of the following conditions is true:
• Right tank pump 1 & right tank pump 2 fault lights are on.
• Right fuel pump 1 ‘LO’ & right fuel pump 2 ‘LO’ appear amber on MFD Fuel page.
• ‘R TK PUMP 1+2 LO PR’ warning message appears on warning panel.
Procedure:
3-9-7 LEFT WING FUEL LEAK

The left wing fuel leak fault is detected when left wing fuel decreases more quickly than usual.
Procedure:
Left pump 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
Left pump 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
Fuel right wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check endurance

3-9-8 RIGHT WING FUEL LEAK

The right wing fuel leak fault is detected when right wing fuel decreases more quickly than
usual.
Procedure:
Right pump 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
Right pump 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
Fuel left wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .check endurance
3-9-9 LEFT & RIGHT WINGS FUEL LEAK

The left & right wings fuel leak fault is detected when left & right wing fuel decreases more
quickly than usual.
Procedure:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . land as soon as practical.
3-9-10 CROSS FEED VALVE FAULT

The cross feed valve fault is detected when either of the following conditions is true:
• Cross feed valve appears in amber on MFD Fuel page.

• ‘XFEED VALVE FAULT’ warning message appears on warning panel.
Procedure:
If X FEED breaker is pulled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .push
If fault is not resumed X FEED pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
Fuel both wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check endurance

3-9-11 LEFT TRANSFER VALVE FAULT

The left transfer valve fault is detected when either of the following conditions is true:
• Left transfer valve indicator stays in position in amber

• Amber box appears around left outer tank on MFD Fuel page.
• ‘LEFT XFR VALVE FAULT’ warning message appears on warning panel.
Procedure:
3-9-12 RIGHT TRANSFER VALVE FAULT

The right transfer valve fault is detected when either of the following conditions is true:
• Right transfer valve indicator stays in position in amber

• Amber box appears around right outer tank on MFD Fuel page.
• ‘RIGHT XFR VALVE FAULT’ warning message appears on warning panel.
Procedure:

3-9-13 TOO HIGH TEMPERATURE LEFT FAULT

The too high temperature left fault is detected when either of the following conditions is true:
• ‘LEFT OUTER TK HI TEMP’ warning message appears on warning panel.

• ‘LEFT INNER TK HI TEMP’ warning message appears on warning panel.
Procedure:
On ground:
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shut off
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
In flight:
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . start
Engine 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .shut off
X FEED pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off
3-9-14 TOO HIGH TEMPERATURE RIGHT FAULT

The too high temperature right fault is detected when either of the following conditions is
true:
• ‘RIGHT OUTER TK HI TEMP’ warning message appears on warning panel.

• ‘RIGHT INNER TK HI TEMP’ warning message appears on warning panel.
Procedure:
On ground:
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shut off
In flight:
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . start
Engine 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .shut off

3-9-15 TOO LOW TEMPERATURE LEFT FAULT

The too low temperature left fault is detected when either of the following conditions is true:
• ‘LEFT OUTER TK LO TEMP’ warning message appears on warning panel.

• ‘LEFT INNER TK LO TEMP’ warning message appears on warning panel.
Procedure:
On ground:
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shut off
In flight:
Decrease aircraft altitude to increase temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
If temperature doesn’t increase enough:
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . start
Engine 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .shut off

3-9-16 TOO LOW TEMPERATURE RIGHT FAULT

The too low temperature right fault is detected when either of the following conditions is
true:
• ‘RIGHT OUTER TK LO TEMP’ warning message appears on warning panel.

• ‘RIGHT INNER TK LO TEMP’ warning message appears on warning panel.
Procedure:
On ground:
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shut off
In flight:
Decrease aircraft altitude to increase temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
If temperature doesn’t increase enough:
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . start
Engine 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .shut off

3-9-17 GRAVITY FUEL FEEDING

ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
AVOID NEGATIVE G FACTOR
DETERMINE GRAVITY FEED CEILING:
Consult the following table to determine the flight altitude limitation.
Flight
Gravity feed ceiling
conditions at time of gravity feeding
Flight time above FL 300
Current FL(1)
more than 30 min (Fuel deaerated)
Flight time above FL 300
FL 300(1)
less than 30 min (Fuel non-deaerated)
Aircraft flight level never FL 150(1), or 7 000 ft above takeoff airport,
exceeded FL 300 (Fuel non-deaerated) whichever is higher
(1) For JET B, gravity feed ceiling is FL 100 in all cases.

DESCEND TO GRVTY FEED CEILING (if applicable).
WHEN REACHING GRVTY FEED CEILING:
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IF NO FUEL LEAK AND FOR AIRCRAFT HANDLING:
If no fuel leak, and for flight with only one engine running (this engine being fed by gravity),
apply the following:
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BANK ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1° WING DOWN ON LIVE ENGINE SIDE
The fuel from the wing tank on the engine running side is used.
RUDDER TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
Use rudder trim to maintain constant course and neutral stick.
WHEN FUEL IMBALANCE REACHES 1,000 kg :
BANK ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2° or 3° WING DOWN ON LIVE ENG SIDE
Use fuel from the opposite wing tank, until fuel imbalance is reduced to 0.

HYDRAULICS - ATA 29 Medium Jet
3-10 HYDRAULICS - ATA 29
3-10-1 BLUE ELECTRIC PUMP LOW PRESS OR OVERHEAT

BLUE ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLUE SYSTEM LOW PRESSURE
APPROACH PROCEDURE
HYDRAULIC LOW PRESSURE
IF BLUE OVERHEAT OUT:

BLUE ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
3-10-2 BLUE RESERVOIR LOW AIR PRESSURE

IF PRESSURE FLUCTUATES:
APPROACH PROCEDURE
3-10-3 BLUE RESERVOIR LOW LEVEL


3-10-4 BLUE RESERVOIR OVERHEAT

APPROACH PROCEDURE
3-10-5 BLUE+YELLOW SYSTEM LOW PRESSURE

LAND ASAP
If yellow system lost by ENGINE 2 PUMP LOW PRESSURE:

YELLOW ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If blue system lost by ELECTRIC PUMP LOW PRESSURE:

RAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
MIN RAT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KT
AFFECTED PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MANOEUVER WITH CARE
If neither blue or yellow system recovered:
Refer to LANDING WITH SLATS OR FLAPS JAMMED OR INOPERATIVE
MIN RAT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KT
(If BLUE PUMP LOW PRESSURE)

SPEED BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT USE

MANOEUVER WITH CARE
APPROACH PROCEDURE
DUAL HYDRAULIC LOW PRESSURE

(Line not displayed for dual LOW LVL)
If system lost by RESERVOIR LOW AIR PRESSURE:

RELATED PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If system lost by RESERVOIR OVERHEAT:

IF YELLOW OVERHEAT OUT:

YELLOW ENGINE 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IF HYDRAULIC NOT RECOVERED

LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRAVITY EXTENSION
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF+55 KT
CHECK LANDING DISTANCES REQUIRED

SLATS/FLAPS INOPERATIVE
AUTOBRAKES INOPERATIVE
SPEED BRAKE INOPERATIVE
LANDING GEAR INOPERATIVE
3-10-6 GREEN+BLUE SYSTEM LOW PRESSURE

LAND ASAP

If blue system lost by ELECTRIC PUMP LOW PRESSURE:

RAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DEPLOYED
MIN RAT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KT
MANOEUVRE WITH CARE
APPROACH PROCEDURE
If system lost by RESERVOIR LOW AIR PR:

RELATED PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If system lost by RESERVOIR OVERHEAT:

IF GREEN OVERHEAT OUT:

GREEN ENGINE 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
IF HYDRAULIC PRESSURE NOT RESTORED (CHECK MFD HYD PAGE):

PRIOR TO APPROACH:
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRAVITY EXTENSION

STOP THE A/C USING REVERSE ONLY
AUTOBRAKES INOPERATIVE
BRAKES INOPERATIVE
LANDING GEAR INOPERATIVE

3-10-7 GREEN RESERVOIR LOW AIR PRESSURE

GREEN ENGINE 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
GREEN ENGINE 1 PUMP LOW PRESSURE
GREEN SYSTEM LOW PRESSURE
APPROACH PROCEDURE
3-10-8 GREEN RESERVOIR LOW LEVEL

3-10-9 GREEN RESERVOIR OVERHEAT

GREEN SYSTEM LOW PRESSURE
APPROACH PROCEDURE


3-10-10 GREEN+YELLOW SYSTEM LOW PRESSURE

LAND ASAP
If yellow system lost by ENGINE 2 PUMP LOW PRESSURE:

YELLOW ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
MANOEUVER WITH CARE
APPROACH PROCEDURE
If system lost by RESERVOIR LOW AIR PRESSURE:

RELATED PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IF GREEN OVERHEAT OUT:If system lost by RESERVOIR OVERHEAT:

GREEN ENGINE 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

YELLOW ENGINE 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IF HYDRAULIC NOT RECOVERED:

WHEN VAPP:
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRAVITY EXTENSION

3-10-11 YELLOW ELEC PUMP LOW PRESS OR OVERHEAT

YELLOW ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
YELLOW SYSTEM LOW PRESSURE
APPROACH PROCEDURE

3-10-12 YELLOW RESERVOIR LOW AIR PRESS

APPROACH PROCEDURE

3-10-13 YELLOW RESERVOIR LOW LEVEL

YELLOW ENGINE 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
YELLOW ENGINE 2 PUMP LOW PRESSURE
APPROACH PROCEDURE

3-10-14 YELLOW RESERVOIR OVERHEAT

YELLOW ENGINE 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
YELLOW ENGINE 2 PUMP LOW PRESSURE
APPROACH PROCEDURE


ICE PROTECTION - ATA 30 Medium Jet
3-11 ICE PROTECTION - ATA 30
3-11-1 ICE WING FAULT

The ice wing fault is detected when either of the following conditions is true:
• SYS FAULT caution message appears on warning page.

• L VALVE OPEN caution message appears on warning page.
• R VALVE OPEN caution message appears on warning page.
Procedure:
Bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
X-bleed valve breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check, push if pulled
DC ESS bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .check
Anti-ice wing arrows on MFD bleed page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check green
3-11-2 ICE ENGINE FAULT

The ice engine fault is detected when either of the following conditions is true:
• ENG 1 VALVE OPEN caution message appears on warning page.

• ENG 2 VALVE OPEN caution message appears on warning page.
• ENG 1 VALVE CLSD caution message appears on warning page.
• ENG 2 VALVE CLSD caution message appears on warning page.
Procedure:
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . increase power
3-11-3 ICE WINDOWS FAULT

The ice windows fault is detected when either of the following conditions is true:
• L+R WINDSHIELD message appears on warning page.

• L WINDSHIELD message appears on warning page.
• E WINDSHIELD message appears on warning page.
Procedure:
AC buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . increase power
3-11-4 ICE PROBES FAULT

The ice windows fault is detected when ‘CAPT PITOT’ or ‘STBY PITOT’ message
appears on warning page.
Procedure:
AC buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check
Pitot anti ice breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check, push if pulled
3-11-5 L(R) WINDSHIELD
L2 Crew awareness.
3-11-6 PITOT OR L(R) STATIC OR ANGLE OF ATTACK
L2 Failure of probe heating.

L1 AIR DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT 3
NOTE
AIR DATA should not be selected to CAPT 3 if ADR
3 is not available.
INOP SYS
• CAPT PITOT
• CAPT L(R) STAT

3-11-7 ALL PITOT
L2 CAPT, F/O and STBY pitot heating is lost. In case of simultaneous pitot icing
and in the same amount, ADR 1, ADR 2, and ADR 3 speeds will be in agreement,
but incorrect. The following procedure avoids that the flight controls use erroneous,
but coherent, sources.
ADR 1 (2) (3) P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 Depending on the status of the static, AOA, and TAT heating, the MFD requires
that either ADC 1, 2 or 3 be switched OFF.
NOTE
In case of subsequent, significant, speed discrep-
ancy between the 2 remaining ADCs, the “ADC DIS-
AGREE” WAL caution will be triggered.
L1 IF ICING EXPECTED:
ADR 2 (3) P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 Depending on the status of the static, AOA, and TAT heating, the MFD requires
that either ADR 2 or 3 be switched OFF.
L1 UNREL SPD PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected
by ice accretion. Be prepared to use the UNRELIABLE SPEED INDICATION/ADR
CHECK PROC procedure.
L12
NAV ADR FAULT

Single ADC FAULT or double ADR FAULT WAL cautions may be triggered, depending
on the number of ADCs switched OFF.
L12

F/CTL ALTN LAW

(PROT LOST)
Alternate law becomes active, if:
• One ADC has already been switched OFF, and the 2 remaining ADCs are not
in agreement, or
• Two ADCs have been switched OFF.
IF ICING EXPECTED:
ADC 2 (3) P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
UNREL SPD PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
INOP SYS
• CAPT PITOT
• F/O PITOT
• STBY PITOT
• CAPT PROBES
• F/O PROBES
• STBY PROBES

INDICATING / RECORDING SYSTEMS - ATA 31 Medium Jet
3-12 INDICATING / RECORDING SYSTEMS - ATA 31
3-12-1 DISPLAY UNIT FAILURE

AFFECTED DU FLASHES INTERMITTENTLY:
This phenomenon may be due to Intermittent Electrical Power Supply Interruptions.
It is evidenced by one, or a combination, of the following:
• Flashing of PFD, MFD DUs (blank screen or INVALID DATA message),

• Flashing of MCDU,
• Intermittent flight control law reversion.
IF THE CAPTAIN SIDE IS AFFECTED:

Captain PFD, MFD DUs or MCDU 1 is(are) affected.
GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If DUs do not stop flashing:

GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If DUs stop flashing:

GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP OFF
Keep the generator OFF for the rest of the flight.
RUD TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
Intermittent Electrical Power Supply Interruptions may cause offset in the rudder trim.
Check the need of the rudder trim to be reset using the sideslip indication.
AP and/or A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
APU START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
IF THE FIRST OFFICER SIDE IS AFFECTED:
First officer PFD, MFD or MCDU 2 is(are) affected.
GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If DUs do not stop flashing:

GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

INDICATING / RECORDING SYSTEMS - ATA 31 Medium Jet
If DUs stop flashing:

GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP OFF
Keep the generator OFF for the rest of the flight.
RUD TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
Intermittent Electrical Power Supply Interruptions may cause offset in the rudder trim.
Check the need of the rudder trim to be reset using the sideslip indication.
AP and/or A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
3-12-2 SINGLE DISPLAY

Only one DU is available.
Activate the backup system menus on the available PFD/MFD.

LANDING GEAR - ATA 32 Medium Jet
3-13 LANDING GEAR - ATA 32
3-13-1 GEAR NOT UPLOCKED
L2 This warning appears if the landing gear sequence is not completed after 30 s.
L1 L/G doors not closed:
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220/.54
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
IF UNSUCCESSFUL:
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280/.67
L12
STATUS
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280/.67
INCREASED FUEL CONSUMP
INOP SYS
• L/G RETRACT
If the flight is continued (to destination or to alternate) with landing gear extended:
• Disregard FMS fuel predictions.

• Disregard FMS altitude and speed predictions. Time predictions are only valid
in cruise.
• Do not use the managed speed mode (except in approach).
• Do not use the CLB and the DES autopilot modes.

3-13-2 L/G GEAR NOT DOWNLOCKED
L2 This warning appears, if the landing gear sequence is not completed after 30 s.
L1 L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
NOTE
For recycling, set the landing gear lever to UP, wait for
landing gear uplock, then set the landing gear lever to
DOWN again. The active LGCIU changes when the
landing gear is recycled.
IF UNSUCCESSFUL:
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRVTY EXTN

3-13-3 GRAVITY EXTENSION
CAUTION
Do not apply this procedure if at least one green tri-
angle is displayed on each landing gear on the TGFD
(Trim, Gear and Flaps Display). This is sufficient to
confirm that the landing gear is downlocked. Disre-
gard any possible L/G GEAR NOT DOWN WAL alert
at 750 ft RA and any possible GPWS "TOO LOW
GEAR" aural alert.
EMERGENCY GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL UP

L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
The landing gear lever should be confirmed in the DOWN position for the following
reasons:
• To extinguish the UNLK lights on the landing gear indication panel.

• To prevent the L/G CTL message from appearing on the WAL page.
• To minimize the risk of landing gear retraction on the ground, due to an unknown
system fault, when the free-fall system is reset.
GEAR DOWN indications (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOTE
1. Depending on aircraft speed, the display may show the landing gear
doors in the amber transit position.
2. In the event of gravity extension, caused by the failure of both LGCIUs,
landing gear position indication on TGFD is lost.
3. The L/G LGCIU 2 FAULT or BRAKES SYS 1(2) FAULT warning may
be spuriously triggered after a gravity extension.
If successful:
Do not reset the free-fall system. This will avoid such undesirable effects as further
loss of fluid, in the event of a leak, or possible landing gear unlocking, in the event of
a gear selector valve jamming in the UP position.

NOTE
The free-fall system may be reset in flights used for
training. If the green hydraulic system is available,
resetting the free-fall system allows the landing gear
doors to be closed. The flight crew should not reset
the free-fall system on the ground after flight.
If unsuccessful:
LDG WITH ABNORMAL L/G procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3-13-4 DOORS NOT CLOSED

If the L/G lever is UP:
WHEN SPD < 220/.54:
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
IF UNSUCCESSFUL:
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250/.60
L12
STATUS
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250/.60
INCREASED FUEL CONSUMP
INOP SYS
• L/G DOOR
Disregard FMS fuel predictions.

3-13-5 LANDING GEAR GEAR NOT DOWN
L2 This warning appears in approach at 750 ft RA, if the landing gear is not set to
DOWN, and the system has not failed. When this warning appears, the red arrow on
the instrument panel comes on. This warning could be wrongly triggered in case of
landing gear position sensors disagreement between LGCIU 1 and LGCIU 2. In this
case, check that at least one green triangle is displayed on each landing gear strut
on the TGFD (Trim, Gear and Flaps Display). This confirms that the landing gear
is downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to
confirm that the landing gear is downlocked.
Crew awareness.
3-13-6 LANDING GEAR CONTROL UNIT FAULT
L2 Normal landing gear control and position indications are lost. LDG GEAR lights
on LDG GEAR control panel remain available if LGCIU 1 is electrically supplied.
L1 L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRVTY EXTN

L2 Refer to L/G GRAVITY EXTENSION procedure.
L1 GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 As LGCIU 1 is lost, GPWS receives “L/G in up position” information even if the
landing gear is down. Setting the GPWS SYS pb-sw to OFF will prevent untimely
warnings during approach.
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRVTY EXTN
L/G CONTROL NOT AVAIL
ENG 1 APPR IDLE ONLY
ENG 2 APPR IDLE ONLY
INOP SYS
• REVERSER 1 + 2
• AP 1 + 2
• A/THR
• LGCIU 1

• LGCIU 2
• GPWS
• CAT 2

3-13-7 LANDING WITH ABNORMAL LANDING GEAR

The procedure is intended for use when the nose or main landing gear fail to extend
and/or lock down following the application of the L/G GRVTY EXTN procedure. It
is preferable to use any available landing gear, rather than carry out a belly landing.
Under these circumstances, a hard surface runway landing is recommended. Full
advantage should be taken of any foam, spread on the runway.
CAUTION
Do not apply this procedure if at least one green tri-
angle is displayed on each landing gear on the TGFD.
This is sufficient to confirm that the landing gear is
downlocked. Disregard any possible L/G GEAR NOT
DOWN WAL alert at 750 ft RA and any possible
GPWS "‘TOO LOW GEAR"’ aural alert.
PREPARATION
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Notify the cabin crew of the nature of the emergency encountered and state intentions.
Specify the amount of available preparation time.
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Notify ATC of the nature of the emergency and state intentions. Consider fuel re-
duction to a safe minimum. This reduces VREF and, consequently, the load factor at
impact and the energy to be dissipated.
If NOSE L/G abnormal:
CG location (if possible) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT
• 10 passengers from front to rear moves the CG roughly 4 % aft

• 10 passengers from mid to rear moves the CG roughly 2.5 aft.
If one MAIN L/G abnormal:

FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
Open the fuel X-FEED valve and switch off the pumps on the side with landing gear
normally extended.
OXYGEN CREW SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
Secure loose equipment, prepare survival equipment, and lock belts and shoulder har-
nesses.
APPROACH
GPWS SYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DOWN
AUTOBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT ARM
Manual braking will enable better pitch and roll control. Moreover, with at least one
main landing gear in the abnormal position the autobrake cannot be activated (ground
spoilers not armed).
EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
A/SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
With one main landing gear not extended, the reference speed used by the anti-skid
to detect a wheel blockage is not correctly initialized. As a result, the anti-skid must
be switched off to prevent permanent brake release.
If one or both MAIN L/G abnormal:

GROUND SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT ARM
To keep as much roll authority as possible for maintaining the wings level. Ground
spoiler extension would prevent spoilers from acting as roll surfaces.
BEFORE LANDING
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
If the external light condition is poor at landing:
DOME LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIM
Set the dome light to DIM to ensure that there is a light source after both engines
are shut down after landing, in order to see and read the BRAKE PRESS indicator.
FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the
nacelles impact, but sufficiently late to ensure adequate hydraulic supplies for the

flight controls. Engine pumps continue to supply adequate hydraulic pressure for 30 s
after engine shutdown.
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT USE
Do not use reverse in order to prevent:
• The engine(s) from touching the ground during rollout.

• Ground spoilers extension, in the case of abnormal main landing gear.
If NOSE L/G abnormal:

NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN UP
After touchdown, keep the nose off the runway by the use of the elevator. Then, lower
the nose on to the runway before elevator control is lost.
BRAKES (compatible with elevator efficiency) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Shutdown the engines before nose impact.
If one MAIN L/G abnormal:

ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
At touchdown, shut down both engines.
FAILURE SIDE WING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAINTAIN UP
Use roll control, as necessary, to maintain the unsupported wing up as long as possible.
DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
Use rudder and brakes to maintain the runway axis as long as possible.
If both MAIN L/G abnormal:

ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Shut down the engines in the flare, before touchdown.
PITCH ATTITUDE (at touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 6°
WHEN A/C STOPPED

ENG (all) and APU FIRE pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Pressing the ENG FIRE pushbutton shuts off the related hydraulic pressure within a
short time.
ALL ENG and APU AGENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Notify the cabin crew about the emergency encountered and the intentions. Press the
EVAC COMMAND pb.

CABIN CREW and PASSENGERS (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Ensure that all the landing gears are secured before initiating the disembarkation
(before switching OFF the seat belts signs).
3-13-8 CONFIGURATION PARKING BRAKE ON
L2 Check that the parking brake handle is in the OFF position.

3-13-9 BRAKES ANTI SKID FAULT OR ANTI SKID OFF
NORMAL AUTO BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ANTI SKID BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
IF âĂŸMANUALâĂŹ BRAKING REQUIRED:

BRAKING PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODERATED
LDG DIST PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY

INOP SYS
• ANTI SKID
• NORM BRK
• AUTO BRK
3-13-10 LOSS OF BRAKING

IF NO BRAKING AVAILABLE:
REV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
BRAKE PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF,
since the pedal force or displacement produces more braking action in alternate mode
than in normal mode.
A/SKID & N/W STRG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Braking system reverts to alternate mode.
BRAKE PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Apply brake with care, since initial pedal force or displacement produces more braking
action in alternate mode than in normal mode.
If STILL NO BRAKING*:
PARKING BRAKE . . . . . . . . . . . . . . . . . . . SHORT AND SUCCESSIVE APPLICATIONS
Use short successive parking brake applications to stop the aircraft. Brake onset
asymmetry may be felt at each parking brake application. If possible, delay the use of

the parking brake until low speed, to reduce the risk of tire burst and lateral control
difficulties.
*Not Simulated
3-13-11 BRAKES ASYMMETRIC BRAKING
Normal braking is faulty, or the green hydraulic system is in low pressure, and one gear
is released.
Progressively apply brake on the available side. Counter swing with the rudder.
Avoid crosswind in excess of 10 kt from the side of available brake.
IF ONLY ONE REVERSE IS AVAILABLE:

Do not use Reverse on the side of available brake
LDG DIST PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

MISCELLANEOUS - ATA 80 Medium Jet
3-14 MISCELLANEOUS - ATA 80
3-14-1 EMERGENCY EVACUATION

Apply this procedure when considering an emergency evacuation.
Carefully analyze the situation before deciding to evacuate passengers. However do
not waste valuable time.
AIRCRAFT/PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP/ON
ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Notify ATC of the nature of the emergency, and state intentions.
Only VHF 1 is available on batteries.
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALERT
Make a short and precise announcement to warn that an emergency evacuation may
be required.
∆P (only if MAN CAB PR has been used) . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ZERO
If ∆P is not at zero, MODE selector on MAN and V/S CTL FULL UP, to fully open
the outflow valve.
ENG MASTER (ALL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Associated LP and HP valves close.
FIRE Pushbuttons (ALL: ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
AGENTS (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS RQRD
The use of agents is required if the ENG FIRE or APU FIRE is displayed.
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Notify the cabin crew about the emergency encountered and the intentions. Press the
EVAC COMMAND pb.


3-14-2 DITCHING
This procedure applies when engines are running. If engines are not running, Refer
to ENG DUAL FAILURE - FUEL REMAINING - DITCHING or Refer to ENG DUAL
FAILURE - NO FUEL REMAINING - DITCHING, which has been amended to include
the ditching procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions. Select
transponder code A7700 or transmit a distress message on: (VHF) 121.5 MHz or
(HF) 2 182 kHz or 8 364 kHz.
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
• Loose equipment secured

• Survival equipment prepared
• Belts and shoulder harnesses locked
GPWS SYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Switch OFF the SYS pb to avoid nuisance warnings.
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
LDG ELEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 00
BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Omit normal approach and landing check list.
CREW MASKS/OXY SUPPLY (below FL100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APPROACH
L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
SLATS and FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX AVAIL

AT 2 000 FT AGL
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AUTO
The outflow valve would remain open, if the MODE SEL pb were not at AUTO.
BLEED (ENGs and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FOR DITCHING
DITCHING pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The outflow valve, emergency ram air inlet, avionics ventilation inlet and extract valves,
and pack flow control valves close. The ditching direction mainly depends on the wind
direction, and on the state of the sea.
These factors may be considered as follows:
1. Wind direction: This may be determined by observing of the waves, which move
and break downwind. Spray from the wave tops is also a reliable indicator.
2. Wind speed: The following guidelines can be used to evaluate wind speed: A
few white crests: 8-17 kt Many white crests: 17-26 kt Streaks of foam along
the water: 23-35 kt Spray from the waves: 35-43 kt
3. Sea state: This is best determined from a height of 500 to 1 000 ft. At a lower
altitude, the swell direction may be less obvious than the wave direction, even
though the waves are much smaller.
4. When there is no swell, align into the wind. In the presence of swell, and provided
that drift does not exceed 10 °, ditch parallel to the swell and as nearly into wind
as possible. If drift exceeds 10 °, ditch into the wind. The presence of drift on
touchdown is not dangerous, but every effort should be made to minimize roll.
Touch down with approximately 11 ° of pitch, and minimum aircraft vertical
speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFTER DITCHING

ATC (VHF 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY

With engine and APU shut down, only VHF 1 is supplied.
FIRE pushbutton (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
AGENTS (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
After impact the lowest point of the passenger exits (aft door) remains above the
waterline for more than 7 min.

3-14-3 FORCED LANDING

This procedure applies when engines are running. If engines are not running, Refer to
ENG DUAL FAILURE - FUEL REMAINING - FORCED LANDING or Refer to ENG
DUAL FAILURE - NO FUEL REMAINING - FORCED LANDING, which has been
amended to include the forced landing procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions. Select
transponder code A7700, or transmit a distress message on: (VHF) 121.5 MHz or
(HF) 2 182 kHz or 8 364 kHz.
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:

• Belts and shoulder harnesses locked.
GPWS SYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Switch OFF the SYS pb to avoid nuisance warnings.
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
LDG ELEV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
If not known, select an approximate value.
BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Omit normal approach and landing checklist.
CREW MASKS/OXY SUPPLY (below FL100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APPROACH
L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
SLATS and FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX AVAIL

SPD BRK GND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
AT 2 000 FT AGL
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FOR LANDING
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFTER LANDING

PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC (VHF 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
With both engines and APU shut down, only VHF 1 is supplied.
FIRE pushbutton (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
AGENTS (ENG and APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
Announce an appropriate command such as “PASSENGER EVACUATION-EVACUATE
THROUGH LH or RH DOORS” using the Passenger Address (PA) system, and press
the EVAC COMMAND pb.


3-14-4 EMERGENCY DESCENT

IMMEDIATE ACTIONS
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE (PA)
The flight crew must inform the cabin of emergency descent on the PA system. (Not
Simulated)
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Descend with the autopilot engaged:
• Turn the ALT selector knob and pull.

• Turn the HDG selector knob and pull.
• Adjust the target SPD/MACH.
Use of the autopilot is also permitted in ALT CHG mode.

THR LEVERS (if A/THR not engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
• If autothrust is engaged, check that THR IDLE is displayed on the FMA.

• If not engaged, retard the thrust levers.
SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL

Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to
possible activation of the angle of attack protection, allow the speed to increase before
starting to use the speedbrakes.
WHEN DESCENT ESTABLISHED
EMER DESCENT FL 100 or minimum allowable altitude
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX/APPROPRIATE
CAUTION
Descend at the maximum appropriate speed. If struc-
tural damage is suspected, use the flight controls with
care and reduce speed as appropriate.

Landing gear may be extended below 25 000 ft. Speed must be reduced to VLO/VLE.
ENG MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Notify ATC of the nature of the emergency, and state intention. if not in contact with
ATC, transmit a distress message on one of the following frequencies: (VHF) 121.5
MHz , or (HF) 2 182 kHz , or 8 364 kHz.
ATC XPDR 7700 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
Squawk 7700 unless otherwise specified by ATC.
Ensure crew communication is established with oxygen masks. Avoid continuous use
of the interphone to minimize interference from the oxygen mask breathing noise
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100/MEA
IF CAB ALT > 14000 feet:
MASK MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN ON
This action confirms that the passenger oxygen masks are released.
NOTE
Notify the cabin crew, when the aircraft reaches a
safe flight level, and when cabin oxygen is no longer
necessary.
3-14-5 OVERWEIGHT LANDING

LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Use the TGFD flap setting, if required for abnormal operations. In all other cases:
• FULL is preferred for optimized landing performance.

• If the aircraft weight is above the maximum weight for go-around given in the
table below (See TABLE), use FLAP 3 for landing.
In all cases, if landing configuration is different from FLAP FULL, use 1+F for go-
around.

NOTE
For weights greater than 70,000 kg S speed is greater
than VFE CONF 2 (200 kt). Consequently the crew
must select on FCP a speed below 200 kt before set-
ting FLAPS 2. When in FLAPS 2, the crew can use
managed speed again.
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

PACK 1 and PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or supplied by APU
Selecting packs OFF (or supplied from APU) will increase the maximum thrust avail-
able from the engines, in the event of a go-around.
In the final stages of approach:

TARGET SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS
Reduce the selected speed on the FCP to reach VLS at runway threshold. Touch down
as smoothly as possible (Maximum V/S at touchdown 360 ft/min).
At main landing gear touchdown:

REVERSE THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE MAX AVAILABLE
After nosewheel touchdown:

BRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY AS NECESSARY
Maximum braking may be used after nosewheel touchdown. But, if landing distance
permits, delay or reduce braking to take full benefit of the available runway length.

3-14-6 CREW INCAPACITATION

NOT SIMULATED
If a cockpit crew member becomes incapacitated, the remaining crew member must
call a cabin attendant as soon as practicable. The best way to request assistance from
the cabin crew, is by means of the passenger address system:
“ATTENTION, PURSER TO COCKPIT PLEASE” he purser or any other cabin at-
tendant must proceed to the cockpit immediately.
The cabin attendant must then:
• Tighten and manually lock the shoulder harness of the incapacitated crew mem-
ber;
• Push the seat completely aft;
• Recline the seat back.
It takes 2 people to remove the dead weight of an unconscious body from a seat
without endangering any controls and switches.
If it is not possible to remove the body, one cabin attendant must remain in the cockpit
to take care of and observe the incapacitated crew member.
In coordination with the purser:
• Request assistance from any medically qualified passenger.
• Check if a type qualified company pilot is on board to replace the incapacitated

crew member.
3-14-7 BOMB ON BOARD
NOTE
The following procedure is provided here for general
training reference only and is not simulated by the
trainer.
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY.

If it is not possible to land and evacuate the aircraft within 30 min, apply the following
procedures:

COCKPIT PROCEDURES
BACKGROUND
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not
exceed the value at which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with
approximately 1 PSI differential pressure, to help the blast go outwards. 1 PSI differ-
ential pressure corresponds to a 2 500 ft difference between the aircraft and the cabin
altitude. These conditions are achieved by using the manual pressure control.
PROCEDURE
The following procedure assumes that it is initiated during climb or cruise:
First, maintain the cabin altitude.
While maintaining the cabin altitude, descend the aircraft to the cabin altitude + 2
500 ft and maintain delta P at 1 PSI.
During further steps of descent, maintain delta P at 1 PSI.
For landing, reduce the differential pressure to zero, until the final approach.
If flight conditions are different, the crew should adapt the procedure, bearing in mind
the above-mentioned principles (background paragraph).
AIRCRAFT (if climbing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LEVEL OFF

CABIN PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
The purpose is to immediately prevent the cabin altitude from increasing, in order to
avoid the activation of an altitude-sensitive bomb.

CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN

Use MAN V/S CTL selector to maintain the cabin altitude at the value it had when
the bomb was discovered.
ATC/COMPANY OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
To obtain expert advice from explosive specialists.
FUEL RESERVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
Keep in mind that when flying at cabin altitude + 2 500 ft, fuel consumption in
CONF 1, with landing gear down, will be about 2.1 times that consumed in clean
configuration.
NEXT SUITABLE AIRPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE
FCP SPEED SELECTION KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL AND TURN
Select the most appropriate speed, taking into account the time to destination, the fuel
consumption and the fact that low speed could reduce the consequences of possible
structural damage, if the bomb explodes.
DESCENT TO CAB ALT + 2500 FT or MEA or minimum obstacle clearance altitude
INITIATE
Descending to 2 500 ft above the cabin altitude gives a cabin differential pressure of
approximately 1 PSI, which helps to ensure that the blast goes outwards, if the bomb
explodes.
AVOID SHARP MANEUVERS
Which might result in the bomb moving.
CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
Use MAN V/S CTL selector to maintain the cabin altitude. Initially brief UP input
should be required; but, be careful not to increase the cabin altitude.
When at CAB ALT + 2 500 ft:

1 PSI DELTA P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
Use MAN V/S CTL selector to adjust delta P to 1 PSI. Brief DN input should be
initially required to set 0 ft/min cabin vertical speed.
When the bomb is secured at the LRBL or cannot be moved:

EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

FLAPS (fuel permitting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT LEAST CONF 1

For landing, use normal configuration.
LANDING GEAR (fuel permitting, except for flight over water) . . . . . . . . . . . . .DOWN
The detonation could damage the landing systems. Therefore, if fuel permits, con-
figure the aircraft for landing as soon as possible. Reducing the speed will minimize
stress on the aircraft structure.
For any other steps of descent:

1 PSI DELTA P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
Use MAN V/S CTL selector to DN to adjust delta P to 1 PSI.
During approach:
CABIN PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
This allows CPC to automatically control the cabin altitude to 0 during final approach.
When the aircraft is on ground and stopped in a remote area (if possible):
Avoid exits and exiting on the same side as the bomb and near the bomb. Announce an
appropriate command such as “PASSENGER EVACUATION-EVACUATE THROUGH
LH or RH DOORS” using the Passenger Address (PA) system, and press the EVAC
COMMAND pb.
CABIN PROCEDURES
If a suspect device is found in the cabin:
WARNING
Do not cut or disconnect any wires and do not
open or attempt to gain entry to internal com-
ponents of a closed or concealed suspect device.
Any attempt may result in an explosion. Booby-
trapped closed devices have been used on aircraft
in the past.

WARNING
Alternate locations must not be used without con-
sulting with an aviation explosives security special-
ist. Never take a suspect device to the flight deck.
CAUTION
The least risk bomb location for the aircraft structure
and systems is center of the RH aft cabin door.
EOD PERSONNEL ON BOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Announce “Is there any EOD personnel on board ?”. By using the initials, only persons
familiar with EOD (Explosive Ordnance Disposal) will be made aware of the problem.
BOMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT OPEN
BOMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT CUT WIRES
BOMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE AGAINST SLIPPING
BOMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVOID SHOCKS
Secure in the attitude found and do not lift before having checked for an anti-lift
ignition device.
PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAD AWAY FROM BOMB
Move passengers at least 4 seat rows away from the bomb location. On full flights,
it may be necessary to double up passengers to achieve standoff from the suspect
device. Passengers near the bomb should protect their heads with pillows, blankets.
All passengers must remain seated with seatbelts on and, if possible, head below the
top of the head rest. Seat backs and tray tables should be in their full upright position.
Service items may need to be collected in order to secure tray tables.
PORTABLE ELECTRONIC DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH OFF
The cabin crews must command passengers to switch off all portable electronic devices.
BOMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO ANTI-LIFT DEVICE
To check for an anti-lift switch or lever, slide a string or stiff card, (such as the
emergency information card) under the bomb, without disturbing the bomb.
If the string or card cannot be slipped under the bomb, it may indicate that an anti-lift
switch or lever is present and that the bomb cannot be moved.
If a card is used and can be slid under the bomb, leave it under the bomb and move
together with the bomb.

If it is not possible to move the bomb, then it should be surrounded with a single
thin sheet of plastic (e. g. trash bag), then with wetted materials, and other blast
attenuation materials such as seat cushions and soft carry-on baggage. Move personnel
as far away from the bomb location as possible.
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE AND STOW
Emergency equipment (PBE, fire extinguisher, ...) located close to the LRBL must be
removed and stowed in alternate location.
If the bomb can be moved:

RH AFT CABIN DOOR SLIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
LEAST RISK BOMB LOCATION (LRBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
Build up a platform of solid baggage against the door up to about 25 cm (10 in) below
the middle of the door.
On top of this, build up at least 25 cm (10 in) of wetted material such as blankets
and pillows. Place a single thin sheet of plastic (e. g. trash bag) on top of the wetted
materials. This prevents any possible short circuit.
CAUTION
DO NOT OMIT THE PLASTIC SHEETS, AS THE
SUSPECT DEVICE COULD GET WET AND POS-
SIBLY SHORT CIRCUIT ELECTRONIC COMPO-
NENTS CAUSING INADVERTENT DEVICE ACTI-
VATION.
BOMB INDICATION LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION
NOTE
A bomb location indicator line is a 6 to 8 ft (1.8 to
2.4 m) (e.g. neckties, headset cord, or belts con-
nected together) preferably of constrating color, that
helps the responding bomb squad find the precise lo-
cation of the suspect device within the LRBL stack
once constructed.
Position the bomb indication line from the location on the platform where you will
place the suspect device, EXTENDING outward into the aisle.
BOMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE TO LRBL

Carefully carry in the attitude found and place on top of the wetted materials in the
same attitude and as close to the door structure as possible.
CAUTION
Ensure that the suspect device, when placed on the
stack against the door, is above the slide pack but
not against the door handle, and if possible, avoid
placement in the view port.
LEAST RISK BOMB LOCATION (LRBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Place an additional single thin sheet of plastic over the bomb.
CAUTION
DO NOT OMIT THE PLASTIC SHEETS, AS THE
SUSPECT DEVICE COULD GET WET AND POS-
SIBLY SHORT CIRCUIT ELECTRONIC COMPO-
NENTS CAUSING INADVERTENT DEVICE ACTI-
VATION.
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND
MINIMIZE AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive
force is directed in the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as
hand luggage (saturated with water or any other nonflammable liquid) up to the cabin
ceiling, compressing as much as possible. Secure the LRBL stack in place using belt,
ties or other appropriate materials. The more material stacked around the bomb, the
less the damage will be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY IN-
FLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME
DANGEROUS PROJECTILES.

PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE/ADVISE
Move passengers at least 4 seat rows away from the least risk bomb location (RH aft
cabin door). On full flights, it may be necessary to double up passengers to achieve
standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets. All pas-
sengers must remain seated with seatbelts on and, if possible, head below the top of
the head rest. Seat backs and tray tables must be in their full upright position.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY COCKPIT CREW
Cabin crew notify the flight crew that the bomb is secured at the LRBL.
EVACUATION/DISEMBARKATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXECUTE
Evacuate through normal and emergency exits on the opposite side of the “bomb”
location. Do not use the door just opposite the “bomb”. Use all available airport
facilities to disembark without delay.

3-14-8 VOLCANIC ASH ENCOUNTER
NOTE
trainer.
If the aircraft enters a volcanic ash cloud:

180° TURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
The performance of a 180 ° turn will usually enable the aircraft to exit the volcanic
ash clouds as quickly as possible, because volcanic ash clouds can extend for hundreds
of nautical miles.
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
NOTE
Electrostatic conditions may cause communication
problems.
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
This prevents the autothrust from generating thrust variations.
THRUST (if conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Reduced thrust minimizes ash ingestion. If altitude permits, reduce thrust to idle.
This maximizes engine surge margin and lowers engine turbine temperature.
CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100 %/EMER
PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Depending on contamination.
ENG ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACK FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI
Maximum air bleed gives the engines additional stall margin.

NOTE
If CARGO VENTILATION system is installed, it
is recommended to switch off the CARGO ISOL
VALVES, to prevent a cargo smoke warning being trig-
gered.
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
If possible, start the APU and have it ready for an assisted engine relight in the event
of an engine flame-out. Refer to APU limitations to get maximum FL for engine start
using APU BLEED.
ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Monitor particularly EGT. If EGT exceeds limits, it may become necessary to consider
a precautionary engine shutdown and engine restart in flight.
NOTE
In the case of precautionary shutdown:
• restart when clear of the volcanic ash cloud
• Upon restart, the engine may accelerate very
slowly. Do not misinterpret this as a failure to
start
• Consider that the compressor and turbine
blades have been eroded and avoid sudden
changes in thrust. Fuel flow and EGT may in-
crease.
AIRSPEED INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

If airspeed is unreliable or lost, Refer to UNRELIABLE SPEED INDICATION/ADR
CHECK PROC.
NOTE
If both engines flame out and speed indications are
lost,Refer to DUAL ENGINE FAILURE procedure to
get the required pitch attitude for the optimum relight
speed. In case of engine failure, switch off the wing
anti ice before engine restart.
To manually depressurize the cabin:

CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN

MAN VALVE CTL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
Due to the increased noise level, pay particular attention to visual warnings.
3-14-9 COCKPIT WINDSHIELD/WINDOW CRACKED
NOTE
trainer.
DIAGNOSIS OF INNER PLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

Touch the cracks with a pen (or carefully with fingernail) to determine if there is a
crack on the cockpit side.
If no crack on cockpit side:
No limitation
The inner ply is not affected. Therefore, the window/windshield is still able to sustain
the maximum differential pressure at the current flight level.
If cracks on cockpit side:

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230/MEA
The inner ply is affected. The flight crew is not able to easily determine if other plies
are affected. Descend to FL 230/MEA and reduce differential pressure to 5 PSI.
NOTE
The maximum flight level is restricted to FL 230/MEA
to obtain ∆P 5 PSI , without resulting in an excessive
cabin altitude and an EXCESS CAB ALT warning.
The following procedure enables maintaining ∆P 5 PSI in manual cabin pressure mode.
MAN V/S CTL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
When starting the descent for approach:

CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

To manually depressurize the cabin:
MAN VALVE CTL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
Due to the increased noise level, pay particular attention to visual warnings.
3-14-10 COCKPIT WINDSHIELD/WINDOW ARCING
NOTE
trainer.
Affected WINDOW/WINDSHIELD ANTI ICE C/B . . . . . . . . . . . . . . . . . . . . . . . . . . PULL

Pull the circuit breaker of the affected window/windshield heating system, in case of:
• Electrical arcing of the cockpit windshield/window, or

• Burning smell or smoke identified as coming from the bottom left corner of
CAPT windshield or bottom right corner of the F/O windshield.

3-14-11 WINDSHEAR
At takeoff
If before V1
The takeoff should be rejected only if significant airspeed variations occur below indi-
cated V1 and the pilot decides that there is sufficient runway remaining to stop the
aircraft.
If after V1
THRUST LEVERS.......................................................................................................TOGA
AT VR.....................................................................................................................ROTATE
TARGET PITCH..............................................................................................................15°
Airborne, initial climb or landing

THRUST LEVERS AT TOGA........................................................................SET OR
CONFIRM
AP..........................................................................................................................DISENGA
TARGET PITCH...................................................................................................................
DO NOT CHANGE CONFIGURATION (FLAPS, GEAR) UNTIL CLEAR OF WIND-

SHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO
NORMAL CLIMB WHEN CLEAR OF WINDSHEAR.
3-14-12 TAILSTRIKE
NOTE
training reference only and is not fully simulated by
the trainer.
In the event of a tailstrike, apply the following procedure:

LAND ASAP

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 or MSA

500 ft/min should be targeted for the climb, to minimize pressure changes, and for
passenger and crew comfort. Similarly, the rate of descent must be limited to about
1 000 ft/min, except for the final approach that must be performed normally.
Notify the ATC of the aircraft’s rate of climb.
PACK 1 and 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

NAVIGATION - ATA 34 Medium Jet
3-15 NAVIGATION - ATA 34
3-15-1 NAV HEADING/ATTITUDE/ALTITUDE DISCREPANCY
HDG DISCREPANCY
L2 Compare the 3 AHRS headings on MCDU or crosscheck with standby compass.
L1 SOURCE ATT/HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
L2 Select AHRS 3 (if available) to faulty side.
ATT DISCREPANCY
ATT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X CHECK
L2 Crosscheck with standby horizon.
L1 ATT HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
L2 Select AHRS 3 (if available) to faulty side
ALTI DISCREPANCY
L2 Crew awareness.
3-15-2 OVERSPEED
VMO/MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350/.82
L2 (235/0.60 in case of dispatch with landing gear down).
L1 VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280/.67
VFE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SEE BELOW
CONF VFE
FULL 177
3 185
2 200
1+F 215
1 230

3-15-3 AIR DATA COMPUTER 1(2) FAULT
NOTE
In case of simultaneous failure of ADC and IR (same
ADIRU), apply ADC FAULT procedure before IR
FAULT procedure.
L1 ADC 1 FAULT:
AIR DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CAPT 3
L2 Select ADC 3 pb-sw (if available ) to captain side. The GPWS TERR FAULT light
comes on as the enhanced functions of the EGPWS TERR are inhibited. As such, the
GPWS TERR pb-sw should be switched OFF.
L1 ADC 1 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ADC 2 FAULT:
AIR DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F/O 3
L2 Select ADC 3 pb-sw (if available) to first officer side.
L1 ADC 2 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
L2 If ADC 2 fails, both baro reference channels are driven by the same FCP channel.
Consequently the baro reference displays must be checked.
L1 ADC 3 FAULT:
AIR DATA (IF ADC 3 IN USE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
ADC 3 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
INOP SYS
• ADC 1(2)(3)
• CAT 3 DUAL
• GPWS

3-15-4 AHRS 1(2)(3) FAULT
NOTE
L2 In case of a simultaneous ADR and IR (same
ADIRU) failure, apply the ADR FAULT procedure be-
fore the IR FAULT procedure.
L1 IR 1 FAULT:
ATT HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT 3
IR 2 FAULT:
ATT HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F/O 3
IR 3 FAULT:
ATT HDG (IF IR 3 IN USE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
L12
STATUS
IR MAY BE AVAIL IN ATT
CAT 3 SINGLE ONLY
INOP SYS
• IR 1(2)(3)
• CAT 3 DUAL
• GPWS TERR
• TCAS
3-15-5 RADIO ALTIMETER 1(2) FAULT
L2 Crew awareness.
STATUS
CAT 2 ONLY
INOP SYS

• RA 1(2)
• CAT 3
3-15-6 RADIO ALTIMETER 1 AND 2 FAULT
L2 Crew awareness.
INOP SYS
• RA 1+2
• A/CALL OUT
• GPWS
• CAT 2 (when landing gear is down)
• TCAS
3-15-7 TCAS FAULT
L2 Crew awareness.
INOP SYS
• TCAS
3-15-8 TCAS OFF

Crew awareness.
L2 If the flight crew sets the TCAS on OFF in flight, the NAV TCAS OFF alert
appears.
3-15-9 GPS 1(2) FAULT
L2 Crew awareness.
INOP SYS
• GPS 1(2)

3-15-10 ILS 1(2) FAULT
L2 Crew awareness.
INOP SYS
• ILS 1(2)
• CAT 2
• GPWS*
*(if ILS 1 fault on ground)
3-15-11 ILS (1+2) FAULT
L2 Crew awareness.
INOP SYS
• ILS 1+2
• GPWS
3-15-12 GPWS FAULT

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 This line remains displayed, even after the GPWS pb-sw has been switched OFF.
INOP SYS
• GPWS
3-15-13 GPWS ALERTS
CAUTION
During night or IMC conditions, immediately apply
the procedure. Do not delay reaction for diagnosis.
During daylight VMC conditions, with terrain and ob-
stacles clearly in sight, the alert may be considered
cautionary. Take positive corrective action until the
alert stops, or until a safe trajectory is ensured.

"(WHOOP WHOOP) PULL UP" - "TERRAIN TERRAIN":

Simultaneously:
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL UP
Pull the wheel fully back and maintain in that position.
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
SPEED BRAKES lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RETRACTED
BANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .WINGS LEVEL or ADJUST
Best climb performance is obtained when close to wings level. Then, for "TERRAIN
AHEAD PULL UP" or for "OBSTACLE AHEAD PULL UP", and if the crew concludes
that turning is the safest way of action, a turning maneuver can be initiated.
When flight path is safe and the warning stops:

Decrease pitch attitude and accelerate.
When speed is above VLS, and vertical speed is positive:

Clean up aircraft, as required.
"TERRAIN TERRAIN", "TOO LOW TERRAIN":

Adjust the flight path, or initiate a go-around.
"SINK RATE", "DON’T SINK":

Adjust pitch attitude and thrust to silence the alert.
"TOO LOW GEAR", "TOO LOW FLAPS":

Perform a go-around.
"GLIDE SLOPE":
Establish the aircraft on the glideslope, or switch OFF the G/S mode pb-sw, if flight
below the glideslope is intentional (non precision approach (NPA)).
3-15-14 TCAS WARNINGS

Traffic advisory: “TRAFFIC” messages:

Do not perform a maneuver based on a TA alone.
Resolution advisory: All “CLIMB, CLIMB” and “DESCEND, DESCEND” or

“MAINTAIN VERTICAL SPEED, MAINTAIN” or “ADJUST VERTICAL SPEED,
ADJUST” or “MONITOR VERTICAL SPEED” type messages:
AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BOTH FDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, as
required, to reach the green area and/or avoid the red area of the vertical speed scale.
NOTE
Avoid excessive maneuvers while aiming to keep the
vertical speed just outside the red area of the VSI, and
within the green area. If necessary, use the full speed
range between V?max and VMAX.
Respect stall, GPWS, or windshear warning.

Notify ATC.
GO AROUND procedure must be performed when an RA “CLIMB” or “IN-
CREASE CLIMB” is triggered on final approach:
NOTE
Resolution Advisories (RA) are inhibited below 900 ft.
When “CLEAR OF CONFLICT” is announced

Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.
3-15-15 UNRELIABLE SPD INDICATION/ADC CHK PROC
Unreliable speed indication may be due to radome damage, or due to air probe failure
or obstruction.
The indicated altitude may also be affected, if static probes are affected.

Unreliable speed cannot be detected by the ADIRU. The flight control and flight
guidance computers normally reject erroneous speed/altitude source(s), provided a
significant difference is detected.
However, they will not be able to reject two erroneous speeds or altitudes that syn-
chronously and similarly drift away. In this remote case, the aircraft systems will
consider the remaining correct source as being faulty and will reject it. Consequently,
the flight control and flight guidance computers will use the remaining two wrong
ADCs for their computation.
Therefore, in all cases of unreliable speed, the pilots must identify the faulty ADC(s)
and then switch it (them) OFF.
If all ADCs provide unreliable data:
• Below FL250: Switch OFF the 2 ADCs to display the Backup Speed Scale
(BUSS) and fly the green area of the speed scale.
• Above FL250: Keep one ADC ON to prevent the display of the BUSS, and fly
the aircraft using the Pitch/Thrust tables.
Unreliable speed indications may be suspected, either by:
• Speed discrepancies (between ADC 1, 2 and standby instruments).

• Fluctuating or unexpected increase/decrease/steady indicated speed, or pressure
altitude.
• Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust,
climb rate).
• Abnormal AP/FD/ATHR behavior.
• STALL warning, or OVERSPEED warnings, that contradicts with at least one
of the indicated speeds.
– Rely on the stall warning that could be triggered in alternate or direct
law. It is not affected by unreliable speeds, because it is based on angle of
attack.
– Depending on the failure, the OVERSPEED warning may be false or justi-
fied. Buffet, associated with the OVERSPEED VFE warning, is a symptom
of a real overspeed condition.
• Inconsistency between radio altitude and pressure altitude.

• Reduction in aerodynamic noise with increasing speed, or increase in aerody-

namic noise with decreasing speed.
• Impossibility of extending the landing gear by the normal landing gear control.
If the safe conduct of the flight is impacted:

MEMORY ITEMS:
AP/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PITCH/THRUST:
Below THRUST RED ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15° / TOGA
Above THRUST RED ALT and Below FL 100 . . . . . . . . . . . . . . . . . . . . . . . . . . 10° / CLB
Above THRUST RED ALT and Above FL 100 . . . . . . . . . . . . . . . . . . . . . . . . . . . 5° / CLB
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintain current CONFIG
SPEEDBRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Check retracted
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
GPS ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display on MCDU
To level off for troubleshooting:

AP/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE
Check the actual slat/flap config. on the TGFD, as
flap auto-retraction may occur.
FLYING TECHNIQUE TO STABILIZE SPEED:

Adjust pitch in order to fly the required flight path.
When target pitch is reached, flying intended flight path, adjust thrust to target:
If the aircraft pitch tends to increase, aircraft is slow, then increase thrust;
If the aircraft pitch tends to decrease, aircraft is fast, then decrease thrust.

WHEN FLIGHT PATH IS STABILIZED

PROBE/WINDOW HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TECHNICAL RECOMMENDATIONS
Respect Stall Warning.
To monitor speed, refer to IRS Ground Speed or GPS Ground Speed variations.
CAUTION
If the failure is due to radome destruction, the drag
will increase and therefore N1 must be increased by 5
%. Fuel flow will increase by about 27 %.
AFFECTED ADC IDENTIFICATION

If at least one ADC is reliable:
Faulty ADC(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
REMAINING AIR DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
Alternates sources may be used to evaluate the air data:
• GPS altitude.
• GPS and IRS ground speeds, taking into account altitude and wind effect.
If affected ADC(s) cannot be identified, or if all ADCs are affected:

When above FL 250:
ONE ADC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KEEP ON
TWO ADCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
This prevents the flight control laws from using two coherent but unreliable ADC data.
For flight continuation, Refer to Climb, Cruise and Descent tables.
When below FL 250, if speed still unreliable:

ALL ADCs P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All ADCs must be switched OFF to replace the PFD’s normal speed scale and altitude
indication to the Back Up Speed Scale and GPS altitude indication.

SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY THE GREEN
NAV ADC 1+2 FAULT
CLIMB
Set the thrust to CL.
CRUISE
Adjust N1 to maintain approximate level flight with pitch attitude held constant. Ad-
just pitch to maintain level flight.
DESCENT
Set the thrust to IDLE.
3-15-16 AIR DATA COMPUTER 1+2 FAULT
L2 This alert triggers if each of the three ADCs self-detects a failure, or receives
irrelevant data from the probes. This procedure requires that the 2 ADCs be switched
OFF, to replace the PFD’s normal speed scale and altitude indication by the backup
speed scale and GPS altitude indication.
L1 AP+FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 Note: The STALL WARNING is not lost.

L1 SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY THE GREEN
L2 Fly the green area of the speed scale to ensure safe flight.
L1 STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAY BE UNRELIABLE
ALL ADC OFF PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
L2 Refer to ALL ADC OFF procedure.
L1

SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT USE
STATUS
MANEUVER WITH CARE
SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT USE
STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAY BE UNREL
APPR PROC
FOR LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FLAP 3
LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRVTY EXTN
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
3-15-17 ALL AIR DATA COMPUTERS OFF

Apply this procedure when requested by the "‘NAV ADC 1+2 FAULT"’ WAL alert.
SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY THE GREEN
Fly within the green area of the speed scale to ensure safe flight. For slats/flaps
retraction, it is better to fly at the top of the green area of the speed scale.
BACK UP NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE

PNEUMATIC - ATA 36 Medium Jet
3-16 PNEUMATIC - ATA 36
3-16-1 BLEED 1(2) OFF
L2 One engine bleed is switched off with no fault.

Crew awareness.
3-16-2 ENGINE 1(2) BLEED NOT CLOSED
L2 Engine bleed valve fails to close:
• During engine start or when APU BLEED pb-sw is selected on.

• At engine shutdown or when APU BLEED pb-sw is selected OFF with engine
not running.
L1 ENG BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L2
NOTE
The warning may be triggered due to residual pressure
between the HP or IP valves and the engine bleed
valve:
• After engine shutdown, or
• After APU BLEED pb-sw is selected OFF with
engine not running.
Select the ENG BLEED pb-sw OFF then on. If the
warning disappears, no maintenance action is due.
STATUS
ONE PACK ONLY IF WAI ON
INOP SYS
• ENG 1(2) BLEED

3-16-3 ENGINE 1(2) BLEED ABNORMAL PRESSURE
If wing anti-ice is on and both packs are on:

PACK (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 One pack must be closed when the pilot is using wing anti-ice because of precooler
performance.
L1 X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
STATUS
INOP SYS
• ENG 1(2) BLEED

• PACK 1(2) (If closed)
3-16-4 ENGINE 1(2) BLEED FAULT
ENG BLEED AFFECTED (IF NOT AUTOMATICALLY CLOSED) . . . . . . . . . . . . . OFF

L2
• With the ENG BLEED pb-sw on, the FAULT light remains on.
• With the ENG BLEED pb-sw OFF, the FAULT light goes out when the failure
(overheat or overpressure) disappears.
L1 If wing anti-ice is on and both packs are on:

PACK AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 One pack must be closed when the pilot is using wing anti-ice because of precooler
performance.
L1 X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
STATUS


INOP SYS
• ENG 1(2) BLEED

• PACK 1(2) (If closed)
3-16-5 ENGINE 1+2 BLEED FAULT

ENG 1 BLEED failure:
This procedure is to be applied if ENG 1 BLEED was lost due to a:
• LEAK on side 1, or
• ENG 1 FIRE, or
• Start Air Valve 1 failed open.
DESCENT TO FL100/MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE

Descend rapidly to FL 100/MEA, to prevent excessive cabin altitude.
IF ICE ACCRETION:
APPR SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS + 10 KT
ENG 2 BLEED failure:

This procedure is to be applied if ENG 2 BLEED was lost due to a:
• LEAK on side 2, or
• ENG 2 FIRE, or
• Start Air Valve 2 failed open.

X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED

DESCENT TO FL225/MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Descend rapidly to FL 225, to recover the bleed supply from the APU.
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start the APU during the descent.
AT, OR BELOW, FL 225:

WING A.ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU BLEED must not be used for wing anti-ice.
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
MAX FL225
IF ICE ACCRETION:
APPR SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS + 10 KT
In all other cases:

DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Descend rapidly to FL 225, so that the bleed supply may be supplied by the APU, if
the bleed system recovery is not successful.
If both packs are available:

If both packs are operative, it can be suspected that the second bleed system failed due
to excessive demand. Recovery of the second failed engine bleed may be attempted.
If ENG 1 BLEED is lost first:

PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENGINE 2 BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If ENG 2 BLEED is lost first:

PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE 1 BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If engine bleed recovery was not successful, or if one pack is inoperative:

X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OPEN
DESCENT TO FL225/MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
Descend rapidly to FL 225, to recover the bleed supply from the APU
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start the APU during the descent.
AT, OR BELOW, FL 225:

WING A.ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU BLEED must not be used for wing anti-ice.
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
MAX FL225
IF ICE ACCRETION:
APPR SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS + 10 KT
LDG DIST PROC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
3-16-6 L(R) WING or ENGINE 1(2) BLEED LEAK
L2
NOTE
Spurious ENG 1(2) BLEED LEAK or L(R) WING
LEAK warnings may be triggered after electrical tran-
sients. Reset in these cases the affected ENG BLEED
pushbutton-switch for an ENG BLEED LEAK, or both
ENG BLEED pushbutton-switches for a WING LEAK.
L1 ENG BLEED AFFECTED (IF NOT AUTOMATICALLY CLOSED) . . . . . . . . OFF

L2

• With the ENG BLEED pb-sw on, the FAULT light remains on.
• With the ENG BLEED pb-sw off, the FAULT light goes off when the overheat
disappears.
L1 If left wing or engine 1 bleed leak:

APU BLEED (IF NOT CLOSED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
X BLEED (IF NOT CLOSED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT

WING ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L12
STATUS
MIN SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS +10 / G DOT
MANEUVER WITH CARE
INOP SYS
• WING A.ICE
• ENG 1(2) BLEED
• PACK 1(2)
3-16-7 CROSSBLEED FAULT

X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN CTL
L2 Select OPEN, when the APU BLEED pb-sw is ON, or for engine start, or when
WING ANTI-ICE pb-sw is ON and one bleed is inoperative. Select SHUT in other
cases.
L1 If manual opening inoperative, and only one bleed available:
WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L12
STATUS
If manual opening inoperative:

MIN SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS +10 / G DOT
MANEUVER WITH CARE
X BLEED MAN CTL

INOP SYS
• X BLEED
• WING A.ICE
3-16-8 APU BLEED LEAK

L2
NOTE
This warning may spuriously appear after electrical
transients. In that case, an APU bleed reset may be
attempted by switching the APU BLEED pb-sw OFF,
then on.
L1 APU BLEED (IF NOT CLOSED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

L2
• With the APU BLEED pb-sw ON, the FAULT light remains on.
• With the APU BLEED pb-sw off, the FAULT light goes off when the overheat
disappears.
INOP SYS
• APU BLEED

3-16-9 ENGINE 1(2) HIGH PRESSURE VALVE FAULT
L2 Crew awareness.
STATUS
AIR PRESS LOW AT IDLE
3-16-10 ENGINE 1(2) BLEED LO TEMP (Opp Bleed Avail)
L2 In flight, engine bleed temperature is too low for correct wing de-icing.
L1 A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
THR LEVER (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust
OFF. Low bleed temperature may be due to low outside air temperature. Therefore,
increasing engine thrust may increase bleed temperature and clear the WAL caution.
L1 IF UNSUCCESSFUL:
X BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
ENG BLEED (AFFECTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ASSOCIATED PACK (IF OPPOSITE PACK ON) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L2 One pack must be closed, when the pilot is using wing anti-ice, due to precooler
performance.
STATUS
INOP SYS
• ENG 1(2) BLEED
• PACK 1(2) (If selected OFF)

3-16-11 ENGINE 1(2) BLEED LO TEMP (Opp Bleed not Avail)
L2 In flight, engine bleed temperature is too low for correct wing de-icing.
L1 A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
THR LEVER (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
L1 IF UNSUCCESSFUL:
WING A. ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STATUS
MIN SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS +10 / G DOT
MANEUVER WITH CARE
INOP SYS
• WING A. ICE
3-16-12 ENGINE 1 + 2 BLEED LOW TEMP

A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
THR LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
L1 IF UNSUCCESSFUL:

WING A. ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L12

MIN SPD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLS +10 / G DOT
MANEUVER WITH CARE


Performance ALX Flight Manual
Medium Jet
4 Performance
4-1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4-1-1 ALTITUDE CONVERSION . . . . . . . . . . . . . . . . 4-2
4-1-2 WEIGHT CONVERSION . . . . . . . . . . . . . . . . . 4-3
4-1-3 INTERNATIONAL STANDARD ATMOSPHERE (ISA) . 4-4
4-2 AIRCRAFT CHARACTERISTICS . . . . . . . . . . . . . . . . 4-5
4-2-1 AIRCRAFT CHARACTERISTICS . . . . . . . . . . . . . 4-5
4-2-2 CONFIGURATIONS . . . . . . . . . . . . . . . . . . . . 4-9
4-2-3 STALL SPEEDS . . . . . . . . . . . . . . . . . . . . . . 4-10
4-2-4 PRE-SETTINGS (N) . . . . . . . . . . . . . . . . . . . 4-16
4-2-5 PRE-SETTINGS (N-1) . . . . . . . . . . . . . . . . . . 4-17
4-3 TAKE-OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
4-3-1 TAKE-OFF SPEEDS . . . . . . . . . . . . . . . . . . . 4-18
4-3-2 TAKE-OFF SPEEDS ADJUSTMENTS . . . . . . . . . . 4-23
4-3-3 TAKE-OFF DISTANCES . . . . . . . . . . . . . . . . . 4-24
4-4 CLIMB (N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-5 CLIMB (N-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4-6 CRUISE (N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-6-1 LONG RANGE . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-6-2 MAX CRUISE . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-7 CRUISE (N-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
4-8 HOLD (N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4-8-1 CONFIG 0 . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4-8-2 CONFIG 2 . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
4-9 HOLD (N-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4-10 APPROACH AND LANDING . . . . . . . . . . . . . . . . . . . 4-41
4-10-1 APPROACH SPEEDS . . . . . . . . . . . . . . . . . . . 4-41
4-10-2 LANDING DISTANCES . . . . . . . . . . . . . . . . . . 4-41
4-11 GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

GENERAL Medium Jet
4-1 GENERAL
4-1-1 ALTITUDE CONVERSION
Altitude conversion - Feet to Meters

feet meters feet meters
50,000 15,240 20,000 6,096
49,000 14,935 19,000 5,791
48,000 14,630 18,000 5,486
47,000 14,326 17,000 5,182
46,000 14,021 16,000 4,877
45,000 13,716 15,000 4,572
44,000 13,411 14,000 4,267
43,000 13,106 13,000 3,962
42,000 12,802 12,000 3,658
41,000 12,497 11,000 3,353
40,000 12,192 10,000 3,048
39,000 11,887 9,000 2,743
38,000 11,582 8,000 2,438
37,000 11,278 7,000 2,134
36,000 10,973 6,000 1,829
35,000 10,668 5,000 1,524
34,000 10,363 4,000 1,219
33,000 10,058 3,000 914
32,000 9,754 2,000 610
31,000 9,449 1,000 305
30,000 9,144 900 274
29,000 8,839 800 244
28,000 8,534 700 213
27,000 8,230 600 183
26,000 7,925 500 152
25,000 7,620 400 122
24,000 7,315 300 91
23,000 7,010 200 61
22,000 6,706 100 30
21,000 6,401 0 0

GENERAL Medium Jet
4-1-2 WEIGHT CONVERSION

The table may be used to convert pounds to kilograms and kilograms to pounds.
Weight conversion
Pounds to Kilograms Kilograms to Pounds
Pounds Kilograms Kilograms Pounds
160,000 72,575 70,000 154,324
155,000 70,307 68,000 149,914
150,000 68,039 66,000 145,505
145,000 65,771 64,000 141,096
140,000 63,503 62,000 136,687
135,000 61,235 60,000 132,277
130,000 58,967 58,000 127,868
125,000 56,699 56,000 123,459
120,000 54,431 54,000 119,050
115,000 52,163 52,000 114,640
110,000 49,895 50,000 110,231
105,000 47,627 48,000 105,822
100,000 45,359 46,000 101,413
95,000 43,091 44,000 97,003
90,000 40,823 42,000 92,594
85,000 38,555 40,000 88,185
80,000 36,287 38,000 83,776

GENERAL Medium Jet
4-1-3 INTERNATIONAL STANDARD ATMOSPHERE (ISA)
Figure 4.1: International standard atmoshpere

AIRCRAFT CHARACTERISTICS Medium Jet
4-2 AIRCRAFT CHARACTERISTICS
4-2-1 AIRCRAFT CHARACTERISTICS

Aircraft model: Medium Twin Engine Jet Airplane
• General
Accomodation: 150 passengers (maximum)
• Powerplant
Number of engines: 2
Power plant type: Generic CFM56 turbofan engines
Max power rating: 97.9 kN (22,000 lbf) per engine
• Dimensions
Length: 33.84 m (110.89 ft)
Wingspan: 34.10 m (111.88 ft)
Height: 11.76 m (38.58 ft)
Wing area: 122.60 m2 (1,319 f t2 )
Fuselage diameter: 3.95 m (12.96 ft)
• Performance
Max speed at cruising level: 0.82 Mach
Cruising speed: 0.78 Mach
Service ceiling: 39,100 ft

Figure 4.2: Medium jet airplane

The aircraft performances depend on the polar. And polar depends of lift and drag values.
Figure 4.3: lift as a function of incidence
Figure 4.4: drag as a function of incidence

Figure 4.5: aircraft polar
Figure 4.6: aircraft glide (lift/drag ratio)

4-2-2 CONFIGURATIONS
Configurations
Flight Thrust Thrust Flap Setting Gear
Phase (N) (N-1)
1st Segment TOGA TOGA CONF 2 (15°) or DOWN
Takeoff Climb CONF 3 (20°)
2nd Segment CL MCT CONF 0 (0°) to UP
Takeoff Climb CONF 3 (20°)
Final Segment CL MCT CONF 0 (0°) UP
Climb
Enroute CL MCT CONF 0 (0°) UP
Inital Approach CL MCT CONF 1+F (10°) UP
Approach CL MCT CONF 2 (15°) or DOWN
Descent CONF 3 (20°)
Landing CL MCT CONF 4 (40°) DOWN

4-2-3 STALL SPEEDS
Stall Speeds (take-off and landing altitudes only)

Gross Weight Flap configuration
(kg) 0 1+F 2 3 FULL
40,000 123 93 89 87 84
45,400 130 98 94 92 89
49,900 136 103 98 96 93
54,400 142 107 103 101 97
59,000 148 112 107 105 101
64,000 155 117 112 110 105
Stall Warning Speeds (take-off and landing altitudes only)

Gross Weight Flap configuration
(kg) 0 1+F 2 3 FULL
40,000 130 98 94 92 89
45,400 137 104 99 97 94
49,900 144 108 104 102 98
54,400 150 113 108 106 102
59,000 156 118 113 111 106
64,000 163 123 118 116 110

Figure 4.7: Stall warning speeds according to aircraft mass and altitude (Flaps up)

Figure 4.8: Stall warning speeds according to aircraft mass and altitude (Flaps 1+F)

Figure 4.9: Stall warning speeds according to aircraft mass and altitude (Flaps 2)

Figure 4.10: Stall warning speeds according to aircraft mass and altitude (Flaps 3)

Figure 4.11: Stall warning speeds according to aircraft mass and altitude (Flaps Full)

4-2-4 PRE-SETTINGS (N)

4-2-5 PRE-SETTINGS (N-1)

TAKE-OFF Medium Jet
4-3 TAKE-OFF
4-3-1 TAKE-OFF SPEEDS

• Take-off speeds according to gross weight and flaps configuration:
Takeoff speeds are only valid with these initial conditions:

– No significant wind
– Normal dry runway
– Sea level runway
– No runway gradient
– Standard atmosphere
CONFIG 1+F
Gross weight V1 Vr V2 F S Green dot
(kg) (kt) (kt) (kt) (kt) (kt) (kt)
75,300 144 150 152 161 211 231
74,400 143 149 151 160 209 229
73,500 142 148 150 159 208 227
72,600 141 147 149 158 206 225
71,700 140 146 148 157 205 224
70,800 139 145 147 156 204 222
69,900 138 144 146 155 203 220
68,900 137 143 145 154 201 218
68,000 136 142 144 153 200 216
67,100 135 141 143 152 199 214
66,200 134 140 142 151 198 213
65,300 133 139 141 150 196 211
64,400 132 138 140 149 195 209
63,500 131 136 139 148 194 207
62,600 130 135 138 147 193 205
61,700 129 134 137 146 191 203
60,800 128 133 136 145 190 202
59,900 126 132 135 144 188 200
59,000 125 131 134 143 187 198
58,100 124 129 132 141 185 196
57,200 123 128 131 140 184 195
56,200 122 127 130 139 182 193
55,300 120 126 129 138 181 191
54,400 119 124 128 137 179 189

TAKE-OFF Medium Jet

53,500 118 123 127 136 178 187
52,600 117 122 126 135 176 185
51,700 115 120 125 134 175 184
50,800 114 119 123 133 173 182
49,900 113 117 122 132 172 180
49,000 111 116 121 130 170 178
48,100 110 114 120 129 168 177
47,200 108 113 119 128 166 175
46,300 107 111 118 127 165 173
45,400 105 110 116 125 163 171

TAKE-OFF Medium Jet
CONFIG 2
75,300 149 151 154 161 211 231
74,400 148 150 153 160 209 229
73,500 148 150 152 159 208 227
72,600 147 149 151 158 206 225
71,700 146 148 150 157 205 224
70,800 145 147 149 156 204 222
69,900 144 146 148 155 203 220
68,900 143 145 147 154 201 218
68,000 142 144 146 153 200 216
67,100 141 143 145 152 199 214
66,200 140 142 144 151 198 213
65,300 139 141 143 150 196 211
64,400 138 140 142 149 195 209
63,500 137 139 141 148 194 207
62,600 135 137 140 147 193 205
61,700 134 136 139 146 191 203
60,800 133 135 138 145 190 202
59,900 132 134 137 144 188 200
59,000 131 133 136 143 187 198
58,100 130 132 134 141 185 196
57,200 129 131 133 140 184 195
56,200 127 129 132 139 182 193
55,300 126 128 131 138 181 191
54,400 125 127 130 137 179 189
53,500 124 126 129 136 178 187
52,600 122 125 128 135 176 185
51,700 121 124 127 134 175 184
50,800 119 122 125 133 173 182
49,900 118 121 124 132 172 180
49,000 116 119 123 130 170 178
48,100 115 118 122 129 168 177
47,200 113 117 121 128 166 175
46,300 112 116 120 127 165 173
45,400 110 114 118 125 163 171

TAKE-OFF Medium Jet
CONFIG 3
75,300 143 144 146 161 211 231
74,400 142 144 146 160 209 209
73,500 141 143 145 159 208 227
72,600 140 142 144 158 206 225
71,700 139 141 143 157 205 224
70,800 138 140 142 156 204 222
69,900 137 139 141 155 203 220
68,900 136 138 140 154 201 218
68,000 135 137 139 153 200 216
67,100 134 136 138 152 199 124
66,200 133 135 137 151 198 213
65,300 132 134 136 150 196 211
64,400 131 133 135 149 195 209
63,500 130 132 134 148 194 207
62,600 129 131 133 147 193 205
61,700 128 130 132 146 191 203
60,800 127 129 131 145 190 202
59,900 126 128 130 144 188 200
59,000 125 127 129 143 187 198
58,100 123 125 128 141 185 196
57,200 122 124 127 140 184 195
56,200 121 123 126 139 182 193
55,300 120 122 125 138 181 191
54,400 118 121 124 137 179 189
53,500 117 120 123 136 178 187
52,600 116 119 122 135 176 185
51,700 115 118 121 134 175 184
50,800 113 116 120 133 173 182
49,900 112 115 118 132 172 180
49,000 110 113 117 130 170 178
48,100 109 112 116 129 168 177
47,200 107 111 115 128 166 175
46,300 106 110 114 127 165 173
45,400 104 108 113 125 163 171
• Minimum allowed take-off speeds:

TAKE-OFF Medium Jet
Press. CONFIG 1+F CONFIG 2 CONFIG 3

Alt. V1 Vr V2 V1 Vr V2 V1 Vr V2
(ft) (kt) (kt) (kt) (kt) (kt) (kt) (kt) (kt) (kt)
0 117 122 122 115 120 123 115 119 123
2,000 116 121 121 114 119 122 114 118 122
4,000 114 118 119 112 116 119 111 116 119
6,000 111 115 115 109 113 115 108 113 116
8,000 108 112 112 106 110 113 106 110 113

TAKE-OFF Medium Jet
4-3-2 TAKE-OFF SPEEDS ADJUSTMENTS

• Altitude and temperature adjustments:
The following corrections must be applied to V1 and Vr according to pressure altitude
and air temperature. If adjusted Vr exceeds V2 then increase V2 to equal Vr.
Figure 4.12: V1 and Vr altitude and temperature adjustments
• Runway slope adjustment:
NOTE
This is for information only. All runways are flat in
the visual system.
The following corrections must be applied to V1 and distances if the runway has a
gradient. If the corrected V1 is greater than Vr, the value of Vr must be used for V1.
Correction factors – Runway slope

Runway Slope V1 Takeoff field length
– multiply distance by
2% Uphill Add 2 kts 1.3
1% Uphill Add 1kt 1.15
2% Downhill Subtract 2 kts 1
1% Downhill Subtract 1 kt 1

TAKE-OFF Medium Jet
4-3-3 TAKE-OFF DISTANCES

Following data are only valid with these initial conditions:
• No significant wind
• Normal dry runway
• Sea level runway
• No runway gradient
• Standard atmosphere
CONFIG 1+F
Gross weight Distance to Vlof Time to Vr
(kg) (ft) (sec)
75,300 5,813 33
72,600 5,685 31
69,900 4,888 30
67,100 4,502 28
64,400 4,067 27
61,700 3,756 25
59,000 3,541 23
56,200 3,077 21
53,500 2,853 19
50,800 2,584 18
48,100 2,325 17
45,400 2,009 14

TAKE-OFF Medium Jet
CONFIG 2
(kg) (ft) (sec)
75,300 5,691 33
72,600 5,052 32
69,900 4,885 30
67,100 4,513 28
64,400 4,119 26
61,700 3,702 25
59,000 3,455 23
56,200 3,179 22
53,500 2,879 20
50,800 2,588 18
48,100 2,366 17
45,400 2,169 15
CONFIG 3
(kg) (ft) (sec)
75,300 5,007 32
72,600 4,797 31
69,900 4,336 30
67,100 3,972 28
64,400 3,621 26
61,700 3,361 24
59,000 3,147 23
56,200 2,783 21
53,500 2,546 19
50,800 2,336 18
48,100 2,165 16
45,400 1,929 15

CLIMB (N) Medium Jet
4-4 CLIMB (N)
Figure 4.13: Maximum climb thrust setting (CL lever position)

250KIAS / 300KIAS / M0.78

Take-off gross weight = 44,000 kg (CONFIG 2)
ISA-20 ISA ISA+20
Time Dist. Time Dist. Time Dist.
Pressure (min) (nm) (min) (nm) (min) (nm)
Altitude Avg.TAS F.Used Avg.TAS F.Used Avg.TAS F.Used
(ft) (kt) (kg) (kt) (kg) (kt) (kg)
1 4 1 3 1 4
5,000
112 132 108 144 109 148
2 8 2 8 3 9
10,000
166 220 161 243 165 257
4 15 4 14 4 17
15,000
208 320 205 354 213 390
5 24 5 24 6 29
20,000
244 423 244 476 253 530
7 35 7 36 8 43
25,000
272 516 274 584 284 664
9 49 9 50 11 63
30,000
296 606 299 704 309 807
12 75 11 66 14 85
35,000
314 724 318 779 328 938
20 128 13 83 17 116
39,000
328 895 332 848 342 1070

250KIAS / 300KIAS / M0.78

ISA-20 ISA ISA+20
2 7 2 6 3 8
5,000
118 217 117 239 123 282
4 14 4 14 5 18
10,000
173 357 175 403 182 472
7 27 7 28 8 35
15,000
220 540 225 611 234 728
9 42 9 43 11 55
20,000
254 695 260 789 269 959
12 61 12 63 15 86
25,000
280 864 288 984 297 1,245
16 90 16 94 23 146
30,000
303 1,053 311 1,206 321 1,678
25 156 21 134 41 286
35,000
320 1,355 328 1,430 338 2,462
52 356 29 194 not
39,000
333 1,979 341 1,669 available

CLIMB (N-1) Medium Jet
4-5 CLIMB (N-1)
Figure 4.14: Maximum continuous thrust setting (MCT lever position)

CLIMB (N-1) Medium Jet
180KIAS
ISA-20 ISA ISA+20
4 9 4 10 4 12
5,000
94 202 98 219 101 250
7 19 7 21 8 26
10,000
130 341 135 374 140 447
11 32 11 34 13 47
15,000
152 491 158 543 163 694
15 48 15 50 21 78
20,000
168 654 174 725 180 1,034
20 70 20 73 37 153
25,000
182 826 188 921 194 1,664
215KIAS
ISA-20 ISA ISA+20
10 32 9 29 12 43
5,000
112 481 117 485 121 684
18 66 17 60 23 89
10,000
156 860 161 861 167 1,222
27 104 25 98 38 155
15,000
182 1,225 188 1261 195 1,892
38 153 36 148 63 274
20,000
201 1,647 208 1,727 215 2,952
63 274 65 293 not
25,000
217 2,425 224 2,739 available

CRUISE (N) Medium Jet
4-6 CRUISE (N)
4-6-1 LONG RANGE
Gross weight = 97,000 pounds

ISA-20 ISA ISA+20
IAS N1 IAS N1 IAS N1
Pressure (kt) (%) (kt) (%) (kt) (%)
Altitude TAS FF TAS FF TAS FF
(ft) (kt) (kg/h) (kt) (kg/h) (kt) (kg/h)
207 41.7 227 43.6 247 47.1
18,000
261 2,016 295 2,190 331 2,490
204 42.4 224 44.2 244 47.8
20,000
264 1,884 299 2,046 335 2,322
214 43.8 234 46.0 254 50.1
22,000
284 1,826 320 1,998 357 2,292
224 45.5 244 48.0 264 52.5
24,000
305 1,766 342 1,944 380 2,252
218 46.1 238 48.4 258 53.0
26,000
304 1,658 341 1,814 380 2,098
214 47.0 234 49.1 254 53.7
28,000
305 1,552 343 1,690 383 1,954
213 48.2 233 50.2 253 55.0
30,000
311 1,448 350 1,576 390 1,824
215 50.2 235 52.2 255 57.3
32,000
321 1,358 360 1,476 401 1,714
218 52.5 238 54.4 258 59.9
34,000
333 1,260 373 1,370 415 1,594
216 54.7 236 56.4 256 62.2
36,000
337 1,142 378 1,238 420 1,650
213 56.9 233 58.5 253 64.7
38,000
339 1,012 381 1,096 423 1,684


ISA-20 ISA ISA+20
(ft) (kt) (lb/h) (kt) (lb/h) (kt) (lb/h)
266 52.3 286 55.1 306 61.9
18,000
335 2,546 372 2,844 410 3,760
261 53.1 281 55.8 301 61.8
20,000
338 2,374 375 2,642 413 3,450
262 54.7 282 57.4 302 63.9
22,000
348 2,282 385 2,542 425 3,688
263 56.4 283 59.1 303 66.2
24,000
358 2,182 396 2,432 436 3,892
263 58.0 283 60.7 303 68.4
26,000
366 2,074 406 2,410 446 4,022
261 59.7 281 62.3 301 70.7
28,000
372 1,952 412 2,462 454 4,110
260 61.6 280 64.2 300 76.7
30,000
380 1,990 420 2,504 462 4,714
259 64.0 279 66.3 299 84.5
32,000
387 2,056 428 2,536 470 5,426
251 66.1 271 68.1 not
34,000
383 2,032 425 2,446 available
242 68.5 262 70.0 not
36,000
378 1,948 419 2,324 available
231 72.6 251 75.1 not
38,000
368 1,914 410 2,420 available

4-6-2 MAX CRUISE
340KIAS / M0.80
ISA-20 ISA ISA+20
340 81.6 340 82.8 340 82.1
18,000
428 7,632 442 8,366 456 8,648
340 81.9 340 83.3 340 81.1
20,000
440 7,300 453 8,060 467 7,990
340 82.2 340 83.8 340 80.7
22,000
451 6,828 465 7,618 478 7,382
340 82.3 340 86.1 340 85.2
24,000
462 6,310 476 7,496 490 7,802
329 68.3 335 86.8 336 87.4
26,000
458 3,494 480 7,042 495 7,668
319 66.2 324 84.3 328 87.6
28,000
455 2,880 475 6,038 494 7,090
309 68.6 314 85.3 319 88.3
30,000
451 2,912 471 5,608 491 6,604
299 79.6 305 85.5 309 88.6
32,000
447 3,864 468 5,060 487 6,032
289 72.8 296 85.3 300 88.5
34,000
441 2,698 464 4,458 484 5,398
280 68.6 287 81.1 not
36,000
437 1,956 459 3,454 available
274 70.7 281 85.5 not
38,000
437 1,784 459 3,312 available

340KIAS / M0.80
ISA-20 ISA ISA+20
340 81.9 340 83.8 340 85.3
180
428 7,704 442 8,588 456 9,432
340 82.4 340 84.4 340 84.7
20,000
440 7,412 453 8,310 467 8,818
340 83.0 340 85.1 340 84.6
22,000
451 6,980 465 7,880 478 8,242
340 83.3 340 87.2 340 87.9
24,000
462 6,492 476 7,716 490 8,364
329 72.8 335 88.1 not
26,000
458 4,224 480 7,260 available
319 70.8 324 86.7 not
28,000
455 3,550 475 6,412 available
309 75.8 314 87.4 not
30,000
451 3,852 471 5,920 available
299 83.0 305 87.7 not
32,000
447 4,256 468 5,354 available
289 80.7 296 88.1 not
34,000
441 3,486 464 4,784 available
280 79.7 287 88.0 not
36,000
437 2,890 459 4,146 available
274 83.4 281 89.6 not
38,000
437 2,652 459 3,672 available

CRUISE (N-1) Medium Jet
4-7 CRUISE (N-1)

ISA-20 ISA ISA+20
207 74.3 221 76.3 228 78.0
5,000
216 4,229 239 4,744 256 5,246
213 75.8 225 77.7 232 79.8
10,000
240 3,891 263 4,362 280 4,893
219 78.1 229 80.8 236 84.8
15,000
265 3,714 286 4,264 304 5,000
218 80.5 224 84.3 235 88.3
20,000
282 3,502 299 4,142 323 4,833
215 88.6 229 87.8 not
25,000
296 3,260 324 3,839 available

ISA-20 ISA ISA+20
250 79.2 263 83.3 267 87.3
5,000
261 4,850 285 5,680 300 6,542
258 82.3 269 86.4 not
10,000
291 4,682 314 5,478 available
266 86.4 275 90.6 not
15,000
322 4,580 344 5,430 available
257 89.9 263 93.9 not
20,000
332 4,488 351 5,210 available
not not not
25,000
available available available

HOLD (N) Medium Jet
4-8 HOLD (N)
4-8-1 CONFIG 0

ISA-20 ISA ISA+20
173 36.9 173 37.2 173 37.7
5,000
180 2,794 187 2,882 194 3,006
173 38.6 173 38.9 173 39.5
10,000
195 2,464 202 2,524 209 2,650
173 39.4 173 39.6 173 40.2
15,000
209 2,136 216 2,192 223 2,294
173 41.5 173 41.7 173 42.5
20,000
224 1,846 231 1,914 238 2,022
178 44.1 178 44.4 178 45.7
25,000
245 1,650 252 1,720 259 1,840
183 47.3 183 47.5 183 49.4
30,000
267 1,424 275 1,590 282 1,618

HOLD (N) Medium Jet

ISA-20 ISA ISA+20
213 43.8 213 44.4 213 45.5
5,000
222 3,416 231 3,600 239 3,874
213 46.5 213 47.0 213 48.6
10,000
240 3,010 249 3,162 257 3,440
213 48.1 213 48.4 213 49.9
15,000
258 2,628 266 2,764 275 3,002
213 51.1 213 51.4 213 53.6
20,000
275 2,280 284 2,416 293 2,660
218 55.2 218 55.6 218 58.8
25,000
300 2,056 309 2,192 318 2,464
223 60.2 223 60.6 223 65.4
30,000
326 1,806 335 1,984 343 2,888

HOLD (N) Medium Jet
4-8-2 CONFIG 2

ISA-20 ISA ISA+20
170 47.9 170 49.1 170 50.5
5,000
177 3,776 184 4,074 191 4,432
170 50.5 170 51.6 170 53.4
10,000
192 3,284 198 3,528 205 3,860
170 51.1 170 52.0 170 53.8
12,000
197 3,114 204 3,340 211 3,650
170 51.4 170 52.3 170 54.0
14,000
203 2,926 210 3,136 216 3,418
170 52.1 170 53.0 170 54.6
16,000
209 2,750 215 2,952 222 3,220
170 53.1 170 54.1 170 55.9
18,000
214 2,590 221 2,784 228 3,048
170 54.3 170 55.2 170 57.2
20,000
220 2,426 227 2,610 233 2,868

HOLD (N) Medium Jet

ISA-20 ISA ISA+20
170 54.8 170 55.7 170 57.5
5,000
177 4,394 184 4,740 191 3,201
170 58.5 170 59.3 170 61.7
10,000
192 3,836 198 4,136 205 4,894
170 59.5 170 60.1 170 62.6
12,000
197 3,656 204 3,962 211 4,832
170 60.2 170 60.8 170 63.2
14,000
203 3,484 210 3,858 216 4,694
170 61.3 170 61.9 170 64.4
16,000
209 3,472 215 3,838 222 4,688
170 62.8 170 63.5 170 66.3
18,000
214 3,548 221 3,926 228 4,844
170 64.5 170 65.2 170 68.4
20,000
220 3,634 227 4,016 233 5,006

HOLD (N-1) Medium Jet
4-9 HOLD (N-1)
Gross weight = 97,000 pounds (CONFIG 0)

ISA-20 ISA ISA+20
173 54.8 173 55.4 173 57.5
5,000
180 2,198 187 2,357 194 2,602
173 58.0 173 58.8 173 62.0
10,000
195 1,902 202 2,050 209 2,497
173 61.7 173 62.5 173 67.7
15,000
209 1,852 216 2,058 223 2,838
173 65.0 173 65.8 173 73.8
20,000
224 1,867 231 2,080 238 3,136
178 69.1 178 70.1 178 83.4
25,000
245 1,892 252 2,120 259 3,579
Gross weight = 141,100 pounds (CONFIG 0)

ISA-20 ISA ISA+20
213 68.7 213 68.8 213 71.5
5,000
222 3,530 231 3,748 239 4,338
213 70.7 213 71.2 213 74.3
10,000
240 3,274 249 3,529 257 4,145
213 73.6 213 74.3 213 78.3
15,000
258 3,204 266 3,474 275 4,180
213 76.8 213 77.7 213 86.8
20,000
275 3,115 284 3,406 293 4,665
218 88.6 218 91.6 not
25,000
300 3,564 309 4,116 available

APPROACH AND LANDING Medium Jet
4-10 APPROACH AND LANDING
4-10-1 APPROACH SPEEDS
Gross weight CONFIG 3 CONFIG FULL

(kg) (KIAS) (KIAS)
44,000 113 108
45,400 115 110
47,600 117 112
49,900 121 115
52,200 124 118
54,400 127 121
56,700 129 123
59,000 131 125
61,200 134 127
64,000 137 130
4-10-2 LANDING DISTANCES

Landing distances are only valid with these initial conditions:
• No significant wind
• Normal dry runway
• Sea level runway
• No runway gradient
• Anti-skid ON
• Ground spoilers armed
• Reverse not used during decceleration on ground
• Standard atmosphere

APPROACH AND LANDING Medium Jet
CONFIG 3
Landing distance (ft)
Gross weight Manual A/BRK A/BRK
(kg) Braking NORM MAX
44,000 2,829 3,347 2,352
45,400 2,905 3,549 2,480
47,600 2,972 3,745 2,594
49,900 3,037 3,925 2,703
52,200 3,101 4,107 2,811
54,400 3,163 4,289 2,913
56,700 3,232 4,451 2,997
59,000 3,298 4,566 3,078
61,200 3,351 4,659 3,149
64,000 3,405 4,747 3,202
CONFIG FULL
Landing distance (ft)
Gross weight Manual A/BRK A/BRK
(kg) Braking NORM MAX
44,000 2,075 3,384 2,348
45,400 2,124 3,414 2,375
47,600 2,171 3,462 2,423
49,900 2,218 3,535 2,465
52,200 2,261 3,636 2,503
54,400 2,327 3,761 2,561
56,700 2,423 3,891 2,622
59,000 2,538 4,019 2,702
61,200 2,675 4,150 2,796
64,000 2,851 4,299 2,891

4-11 GO AROUND
Figure 4.15: Maximum go-arround thrust setting (TOGA lever position)


Flight Planning ALX Flight Manual
Medium Jet
5 Flight Planning
5-1 FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . 5-2

Flight Planning ALX Flight Manual
FLIGHT PLANNING Medium Jet
5-1 FLIGHT PLANNING
FOR INFORMATION ONLY

5.1. Data and instructions necessary for pre-flight and in-flight planning including factors
such as speed schedules and power settings. Where applicable, procedures for engine(s)-
out operations, ETOPS (particularly the one-engineinoperative cruise speed and maximum
distance to an adequate aerodrome determined in accordance with OPS 1.245) and flights
to isolated aerodromes must be included.
5.2. The method for calculating fuel needed for the various stages of flight, in accordance
with OPS 1.255.
5.3 Performance Data for ETOPS Critical Fuel Reserve and Area of Operation including
sufficient data to support the critical fuel reserve and area of operation calculation based on
Approved Aeroplane Performance Data. The following data is required:
(a) Detailed engine(s) inoperative performance data including fuel flow for standard and
non-standard atmospheric conditions and as a function of airspeed and power setting, where
appropriate, covering: (i) drift down (includes net performance) see OPS 1.505 where appli-
cable; (ii) cruise altitude coverage including 10,000 feet; (iii) holding; (iv) altitude capability
(includes net performance); and (v) missed approach. (b) Detailed all-engine-operating per-
formance data, including nominal fuel flow data, for standard and nonstandard atmospheric
conditions and as a function of airspeed and power setting, where appropriate, covering: (i)
cruise (altitude coverage including 10,000 feet); and (ii) holding. (c) Details of any other
conditions relevant to ETOPS operations which can cause significant deterioration of perfor-
mance, such as ice accumulation on the unprotected surfaces of the aeroplane, ram air turbine
(RAT) deployment, thrust-reverser deployment, etc. The altitudes, airspeeds, thrust settings,
and fuel flow used in establishing the ETOPS area of operations for each airframe-engine
combination must be used in showing the corresponding terrain and obstruction clearances
in accordance with this regulation.

Weight and Balance - Load and Trim Sheet ALX Flight Manual
Medium Jet
6 Weight and Balance - Load and Trim

Sheet
6-1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6-2 DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6-3 LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . 6-3

GENERAL Medium Jet
6-1 GENERAL
The Weight and Balance - Load and Trim Sheet chart allows the determination of Aircraft
CG location (MAC) function of dry operating weight, pantry adjustment, cargo loads, pas-
sengers and fuel on board. The operational limits shown on the load and trim sheet are more
restrictive than the certified limits because error margins have been taken into account.
The load and trim sheet needs to be updated when:
• a modification which changes the aircraft certified limits is included or

• a modification (cabin layout, cargo arrangement...) which influences the operational
limits is made.
It is the airline’s responsibility to define a load and trim sheet and to keep it up to date.
Refer to the following DATA and LOAD AND TRIM SHEET sections for a typical arrangement
example.
6-2 DATA
Dry Operating Weight = 42,500 kg and CG = 27 % (H-arm = 18.93 m)

Deviation or adjustment = + 100 kg in zone F
Cargo = 5,500 kg with the following distribution:
cargo 1 = 2,000 kg; cargo 3 = 1,500 kg; cargo 4 = 1,500 kg; cargo 5 = 500 kg
Passengers = 145 PAX with the following distribution:
cabin OA = 50; cabin OB = 55; cabin OC = 40
Ramp Fuel = 13,200 kg; Taxi Fuel = 200 kg; Fuel Density = 0.785 kg/l

LOAD AND TRIM SHEET Medium Jet
6-3 LOAD AND TRIM SHEET
The Load and Trim Sheet (LTS) is used to determine the Aircraft’s CG location (MAC -
Mean Aerodynamic Chord). The operational limits presented on the LTS are more restrictive
than the certified limits because error margins have been taken into account.
Example of how to complete the LTS (see figure 6.1 also):
(A) Enter Master data in 1 .
(B) Using the formula indicated in 2 , compute the Dry Operating Weight Index and enter
in 3 .
(C) Dry Operating Index = 53.4.
(D) Enter the weight deviation or adjustment in 4 and read the corresponding index vari-
ation in 5 : +1.43.
(E) Calculate the corrected index and enter in 6 : 54.83.
(F) Enter the master data in table 7 and determine the Zero Fuel Weight: 60,280 kg
and Takeoff Weight: 73,280 kg.
(G) Enter the cargo weight and passenger numbers per zone in 8 .
(H) Enter the index scale 9 with the corrected index and continue through the cargo and
passenger scales 10 .
(I) From the final point, draw a vertical line which intersects 12 the zero fuel weight
horizontal line 11 .
(J) Ensure that the intersection point is within the Zero Fuel Weight operational limits, if
not, redistribute the cargo loading.
(K) Refer to table 13 for the fuel index correction corresponding to the Ramp Fuel Weight
(13,200 kg) and Fuel Density (0.785 kg/l). In this example, the FUEL INDEX -2 is
found. Adjust to the fuel correction scale 14 .

(L) From this point draw a vertical line to intersect 16 the takeoff weight horizontal line
15 .
(M) Ensure that the intersection point is within the Takeoff Weight operational limits.
(N) Check the zero fuel weight and CG position: 32.7 % and enter in the sheet 17 .
(O) Check the takeoff CG position: 30.5 % and enter in the sheet 18 .
CAUTION
When TO CG is lower than 27% MAC, the basic performance must be cor-
rected.
• TO: Make a CG correction.
• LDG: Make CG correction on LDG speed and distance.

Figure 6.1: Load and Trim Sheet - Completed Example

Figure 6.2: Load and Trim Sheet - Blank Example

Loading ALX Flight Manual
Medium Jet
7 Loading
7-1 GENERAL LOADING DEFINITIONS . . . . . . . . . . . . . . 7-2

Loading ALX Flight Manual
GENERAL LOADING DEFINITIONS Medium Jet
7-1 GENERAL LOADING DEFINITIONS
MANUFACTURER’S EMPTY WEIGHT (MEW)

The weight of the structure, power plant, furnishings, systems and other items of equipment
that are considered as integral part of the aircraft. It is essentially a “dry” weight, including
only those fluids contained in closed systems (e.g. hydraulic fluid).
OPERATIONAL EMPTY WEIGHT (OEW)
The manufacturer’s weight empty plus the operator’s items i.e. the flight and cabin crew and
their baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids,
galley structure, catering equipment, seats, documents etc.
DRY OPERATING WEIGHT (DOW)
The total weight of an aircraft ready for a specific type of operation excluding all usable
fuel and traffic load. Operational Empty Weight plus items specific to the type of flight i.e.
catering, newspapers, pantry equipment etc.
TAKEOFF FUEL
The weight of the fuel onboard at takeoff.
OPERATING WEIGHT
The weight obtained by addition of the operational empty weight and the takeoff fuel.
TOTAL TRAFFIC LOAD
The weight of the payload including cargo loads, passengers and passengers bags.
ZERO FUEL WEIGHT (ZFW)
The weight obtained by addition of the total traffic load and the dry operating weight.
TAKEOFF WEIGHT (TOW)
The weight at takeoff. It is equal to the addition of the zero fuel weight and takeoff fuel.
TRIP FUEL
The weight of the fuel necessary to cover the normal leg without reserves.
LANDING WEIGHT
The weight at landing. It is equal to takeoff weight minus trip fuel.

Configuration Deviation List ALX Flight Manual
Medium Jet
8 Configuration Deviation List
NOTE
Configuration Deviation List (CDL) information is
provided here for general training reference only and
is not simulated by the trainer.
A Configuration Deviation List (CDL), is a list that identifies any external parts of an aircraft
type that may be missing at the commencement of a flight, and which contains, where
necessary, any information on associated operating limitations and performance correction.
Operation of the aircraft without certain secondary airframe and engine parts is possible as
indicated in the CDL. Any part not included in the CDL must be considered as necessary.
It is important to repair the aircraft at the first airport where repairs or replacements may
reasonably be made, since additional malfunctions may require that the airplane to be taken
out of service.
The CDL should not be confused with the Minimum Equipment List (MEL).

Configuration Deviation List ALX Flight Manual
Medium Jet

Minimum Equipment List ALX Flight Manual
Medium Jet
9 Minimum Equipment List

MEL DRAFT ONLY
Medium Jet 25/04/16
MINIMUM
EQUIPMENT LIST
ALX - Medium Jet
MEL-1
MEL DRAFT ONLY
Medium Jet 25/04/16
MEL CONTENTS
INTRODUCTION...................................................................................................... 3
ATA 21 - AIR CONDITIONING.................................................................................. 6
ATA 22 - AUTOFLIGHT............................................................................................ 7
ATA 23 - COMMUNICATIONS................................................................................. 8
ATA 24 - ELECTRICAL POWER................................................................................ 9
ATA 25 - EQUIPMENT AND FURNISHING.............................................................. 10
ATA 26 - FIRE PROTECTION.................................................................................. 11
ATA 27 - FLIGHT CONTROLS................................................................................ 12
ATA 27 - ASSOCIATED PROCEDURES................................................................... 13
ATA 28 - FUEL SYSTEM........................................................................................ 14
ATA 31 - INDICATING SYSTEMS........................................................................... 15
ATA 32 - LANDING GEAR...................................................................................... 16
ATA 33 - LIGHTS.................................................................................................. 17
ATA 34 - NAVIGATION.......................................................................................... 18
ATA 52 - DOORS................................................................................................... 19
ATA 77 - ENGINE INDICATING............................................................................... 20
MEL-2
MEL DRAFT ONLY
INTRODUCTION
Medium Jet 25/04/16
INTRODUCTION
Foreword
An aircraft is certified with all its equipment operative. Therefore, it is possible to operate the aircraft with
some of its equipment inoperative, or some missing or damaged structural elements for a limited time:
• In accordance with air laws
• Without any risk for flight safety
• Under some restrictions
Minimum Equipment List

The Minimum Equipment List (MEL) defines the equipment that can be inoperative while operating the
aircraft. The MEL defines also under which conditions the technical tolerance can be admitted and gives, if
necessary, the specific procedures to apply.
Important Remarks
• All equipment required and necessary for the flight are not mentioned in the MEL. Equipment
not mentioned is considered as mandatory for the flight. If such equipment is inoperative,
terminate flight preparation (NO GO).
• The MEL is used while the aircraft is at the parking stand, before taxiing.
• If a failure occurs while taxiing the aircraft, use the appropriate abnormal or emergency check
list first. Using the MEL in this case can be helpful to know if the flight is still possible or not and
if the failure has consequences on limitations and performances.
• If a failure occurs in flight, use the appropriate abnormal or emergency check list first. Using the
MEL in this case can be helpful to evaluate the situation and decide how to continue or abort the
flight (e.g. choice of diverting airfield).
MEL-3
MEL DRAFT ONLY
INTRODUCTION
Medium Jet 25/04/16
Tables
The MEL consists of tables organised as follows:
 Column 1
Column 1 includes depiction and identification of the inoperative equipment or system. The ATA100
relative chapter is also shown in this column. It provides also information about the Repair Interval
Categories.
 Column 2
The number of installed equipment or system is indicated in column 2.
 Column 3
The minimum number of equipment required for the flight is indicated in column 3.
 Column 4
Column 4 gives remarks and/or conditions that make the flight possible with the inoperative system or
equipment. In this column, the mention NO GO indicates the flight is not possible.
INOP Signifies that a INOP label must be placed on the inoperative instrument, lever or
indicating light.
The mention (P) or (T) indicates that the pilot (P) or the technician (T) has to perform a specific operational
procedure.
ATA XX 2 - NUMBER INSTALLED
0
3 - NUMBER REQUIRED FOR FLIGHT
1) INOPERATIVE SYSTEM 0
OR EQUIPMENT
DESIGNATION 0
4 - REMARKS OR CONDITIONS
0
MEL-4
MEL DRAFT ONLY
INTRODUCTION
Medium Jet 25/04/16
Repair Interval Categories
The maximum time a flight training device may be operated between the deferral of an inoperative item
and its repair will be specified in the MEL. The categories are the following:
Category A
Items in this category shall be repaired within the time interval specified in the “Remarks and Exceptions”
column of the operator's approved MEL. Whenever the proviso in the “Remarks or Exceptions” column
states cycles or flight time, the time interval begins with the next flight. Whenever the time interval is listed
as flight days, the time interval begins on the flight day following the day of discovery.
Category B
Items in this category shall be repaired within three consecutive calendar days, excluding the day of
discovery
Category C
Items in this category shall be repaired within 10 consecutive calendar days, excluding the day of
discovery.
Category D
Items in this category shall be repaired within 120 consecutive calendar days, excluding the day of
discovery.
Kinds of Operation
The MMEL covers all the types of operation for which the aircraft type or model is certified.
MEL-5
MEL DRAFT ONLY
ATA 21 - AIR CONDITIONING
Medium Jet 25/04/16
ATA 21 - AIR CONDITIONING

ATA 21 1 2 - NUMBER INSTALLED

INOPERATIVE SYSTEM OR
EQUIPMENT DESIGNATION
21.1 Automatic Cabin pressure 2 1 Note: The whole pressurization system

control system D may be inoperative for a non-pressurized
flight
One may be inoperative providing cabin
pressure indications are available on MFD
PRESS system Page in manual mode
21.2 ENGINE 1 (2) BLEED PR D 2 1 One may be inoperative provided:

Icing conditions are not predicted
Altitude limited to FL320
MEL-6
MEL DRAFT ONLY
ATA 22 - AUTOFLIGHT
Medium Jet 25/04/16
ATA 22 - AUTOFLIGHT

22.1 Auto Pilot C 1 0 May be inoperative except where en route

operations or approach minimums require
its use provided AFM limitations are
observed.
22.2 Flight Director System C 1 0 May be inoperative provided operations or

procedures do not require their use
22.3 AP disconnect buttons D 2 0 May be inoperative provided:

Both autopilots are not used, and
Priority function is verified to operate
normally before each departure.
22.4 Yaw Damper System C 1 0 May be inoperative provided airplane is

operated in accordance with AFM
limitations.
22.5 Vertical Navigation (VNAV) 1 0 May be inoperative provided vertical

Mode Selector Switch C navigation mode is considered inoperative
and not used during autopilot operations
22.6 Vertical Speed (VS) Mode 1 0 May be inoperative provided vertical speed
Selector Switch C mode is considered inoperative and not
used during autopilot operations
22.7 Flight Level Change (FLC) 1 0 May be inoperative provided flight level
Mode Selector Switch C change mode is considered inoperative
and not used during autopilot operations.
22.8 Approach (APPR) Mode 1 0 May be inoperative provided Approach

Selector Switch C Mode operations are not conducted.
MEL-7
MEL DRAFT ONLY
ATA 23 - COMMUNICATIONS
Medium Jet 25/04/16
ATA 23 - COMMUNICATIONS

23.1 Intercom C 1 0 May be inoperative provided

communication protocols are not required
during the training lesson.
23.2 PTT (Push To Talk) switch D 2 1 The right PTT switch can be inoperative if
the left PTT switch works properly.
MEL-8
MEL DRAFT ONLY
ATA 24 - ELECTRICAL POWER
Medium Jet 25/04/16
ATA 24 - ELECTRICAL POWER


24.1 Engine driven generator 2 1 One may be inoperative provided:

channels (IDG, GCU, Line
APU and APU driven generator
contactor) C
channel are operative and used
throughout the flight, and
All buses can be powered, and
Indications and warnings for the
remaining engine and APU driven
generator channels are operative,
and
Flight altitude is limited to 33500ft.
Note: If necessary, the IDG may be

disconnected..
24.2 GEN 1 (2) FAULT or OFF C 2 1 One may be inoperative provided:

Associated generator indications are
available on ELEC SYS Page.
24.3 AC BUS 1 (2) FAULT C 1 0 May be inoperative provided:

•AC BUS indication is available on
ELEC SYS Page
MEL-9
MEL DRAFT ONLY
ATA 25 - EQUIPMENT AND FURNISHING
Medium Jet 25/04/16
ATA 25 - EQUIPMENT AND FURNISHING


25.1 Front left Seat

- Seat belt D 1 0 May be inoperative for a training lesson
provided the training device does not have
a motion system implemented.
25.2 Power Lever Quadrant C 2 2 NO GO
25.3 Seat adjustment system C 1 0 CAPT and/or F/O systems may be

inoperative provided:
a) seat can be adjusted to a position which
is acceptable to the affected crew member
b) Full and unrestricted movement of
rudder pedals and brake pedal deflection is
possible at both pilot stations.
25.4 Weather Radar System C 1 0 May be inoperative provided Icing

conditions are not predicted during the
training lesson.
25.5 Outside Environment Sound C 1 0 May be inoperative provided:

a) The training lesson do not required
environment sound, and
b) Warning sounds are not required during
the training.
25.6 Alsim Visual System B 3 1 May be inoperative provided at least one of

the visual system (front, right or left) is
working properly.
25.7 Oxygen mask C 2 0 May be inoperative provided there is not

pressure decrease as in real flight.
MEL-10
MEL DRAFT ONLY
ATA 26 - FIRE PROTECTION
Medium Jet 25/04/16
ATA 26 - FIRE PROTECTION


26.1 Portable fire extinguisher D 1 0 Departure without any restrictions.
26.2 APU fire detection C 1 0 May be inoperative provided APU is not

used
26.3 Engine Fire Test C 1 0 May be inoperative provided verification is

made before the first departure of each day
that the fault is in test circuit only.
26.4 APU Fire Test C 1 0 May be inoperative provided verification is

made before the first departure of each day
that the fault is in test circuit only.
MEL-11
MEL DRAFT ONLY
ATA 27 - FLIGHT CONTROLS
Medium Jet 25/04/16
ATA 27 - FLIGHT CONTROLS


27.1 Stall warning C 1 0 May be inoperative if this function is not

required during training
27.2 Flaps control B 1 0 INOP

(P) Can be inoperative if flaps position is
checked UP, only if during training flaps
are not required.
27.3 Force Feedback on pitch axis 1 1 NO GO

B
27.4 Force Feedback on roll axis 1 1 NO GO

B
27.5 Force Feedback on yaw axis 1 1 NO GO

B
27.6 Speed Brake lever C 1 1 INOP

(P) Can be inoperative if speed brake lever
is not required during training lesson.
MEL-12
MEL DRAFT ONLY
ATA 27 - ASSOCIATED PROCEDURES
Medium Jet 25/04/16
ATA 27 - ASSOCIATED PROCEDURES


27.7 Flaps control B 1 0 (P) Check take off and landing limitations
and performances
MEL-13
MEL DRAFT ONLY
ATA 28 - FUEL SYSTEM
Medium Jet 25/04/16
ATA 28 - FUEL SYSTEM


28.1 L (R) Tank pump C 4 0 Can be inoperative if Cross Feed is

available
28.2 Crossfeed Valve C 1 0 May be inoperative in the closed position

provided:
a) Both outer tanks inlet valves operate
normally,
b) Both inner tanks inlet valves operate
normally, and
c) All fuel quantity indications operate
normally on the FUEL SD Page
MEL-14
MEL DRAFT ONLY
ATA 31 - INDICATING SYSTEMS
Medium Jet 25/04/16
ATA 31 - INDICATING SYSTEMS


31.1 Clock -Chronometer D 1 0 Departure without restriction if the pilot

owns an operative rest watch.
31.2 Rudder trim position 1 0 May be inoperative provided:

indication on the F/CTL SD
a) Rudder trim is verified to operate
Page C
normally
b) Rudder position is verified at zero
before each departure, and
c) Rudder pedals are verified in a neutral
position
31.3 Pitch trim position indication 1 0 May be inoperative provided pitch trim
on F/CTL SD Page C handwheel and stabilizer are verified to
operate synchronously before each
departure.
31.4 Aileron position indication on 2 0 May be inoperative provided ability to

F/CTL Page C move affected aileron.
MEL-15
MEL DRAFT ONLY
ATA 32 - LANDING GEAR
Medium Jet 25/04/16
ATA 32 - LANDING GEAR


32.1 Parking brake B 1 1 NO GO
32.2 Landing Gear Control Lever 2 1 May be inoperative provided

C
a)Emergency Landing gear is operative,
and
b)Landing gear use it is not required during
training lesson.
32.3 A/SKID C 1 0
32.4 AUTOBRAKE C 1 0 May be inoperative provided approach

minimus do not require its use.
MEL-16
MEL DRAFT ONLY
ATA 33 - LIGHTS
Medium Jet 25/04/16
ATA 33 - LIGHTS

33.1 Cabin Lighting C 2 0 Lighting must be sufficient for cabin

attendants to perform their duties
33.2 Anti-collision lights C 3 0

(STROBE)
33.3 Landing lights C 2 0 One or both may be inoperative for daylight

operation provided taxi light is operative
33.4 Taxi lights (TAXI) C 2 0 Taxi light may be inoperative provided

runway turn-off lights are operative
MEL-17
MEL DRAFT ONLY
ATA 34 - NAVIGATION
Medium Jet 25/04/16
ATA 34 - NAVIGATION

34.1 Attitude display (PFD) A 2 1 One may be inoperative for a VMC day
flight only
34.2 DME C 2 1 Only DME 2 distance indication may be

inoperative
34.3 VOR C 2 0 Only VOR2 may be inoperative provided

one GNS, both ILS and one DME are
operative
34.4 Transponder C 1 0 May be inoperative provided operations do

not require its use.
34.5 GNS C 2 0 May be inoperative provided operations do

34.6 FMS D 2 0 May be inoperative provided operations do

34.7 ILS C 1 0 May be inoperative provided approach

procedure does not require its use.
34.8 Navigation Database D 1 0 May be inoperative provided navigation is

not required during training.
34.9 Ground Proximity Warning 1 0 May be inoperative provided:

System (GPWS) A
a) Alternate procedures are established
and used, and
b) (T) Repairs are made within two flight
days
34.10 Traffic Alert and Collision 1 0 May be inoperative provided:

Avoidance System (TCAS)
a) System is deactivated and secured, and
C
b) En route or approach procedures do not
require its use
34.11 Combined Traffic Alert (TA)
May be inoperative in the non-flying pilot
and Resolution Alert (RA) 2 1
side provided:
Dual Display Systems C
a) TA and RA visual display is operative on
flying pilot side, and
b)TA and RA audio function is operative on
flying pilot side
MEL-18
MEL DRAFT ONLY
ATA 52 - DOORS
Medium Jet 25/04/16
ATA 52 - DOORS

52.1 Cabin doors D - - One or more doors may be inoperative

provided:
 They are not in front and
 The are not on the same side
MEL-19
MEL DRAFT ONLY
ATA 77 - ENGINE INDICATING
Medium Jet 25/04/16
ATA 77 - ENGINE INDICATING


77.1 Oil quantity indications C 2 1 One may be inoperative provided the oil
quantity is checked prior to each flight
77.2 Oil temperature indications C 2 2
77.3 Thrust Reverse Indications C 2 1 One may be inoperative provided

associated thrust reverser is considered
inoperative.
77.4 ENGINE MASTER 1 (2) button 2 0 May be inoperative provided quick engine
C start can be done using the Instructor
Station Software.
MEL-20
Minimum Equipment List ALX Flight Manual
Medium Jet

Survival And Emergency Equipment Incl. Oxygen ALX Flight Manual
Medium Jet
10 Survival And Emergency Equipment Incl.

Oxygen
There are two oxygen masks stored on the hooks next to the pilot’s and copilot’s seats. The
masks can be connected to the intercom panel, but not to an oxygen supply.
Figure 10.1: Oxygen mask

Survival And Emergency Equipment Incl. Oxygen ALX Flight Manual
Medium Jet

Emergency Evacuation Procedures ALX Flight Manual
Medium Jet
11 Emergency Evacuation Procedures
E VAC
HORN
COMMAND
SHUT OFF
EVAC
ON
1 2
Figure 11.1: Evacuation switches on overhead
1. COMMAND guarded pb-sw:

When pressed, evacuation alert starts. A evacuation sound signal is played continuously.
EVAC lights blinks during evacuation. ON lights are lit during evacuation.
When released, evacuation alert stops. Lights and sound also stop.
2. HORN SHUT OFF pb:
If an evacuation is running, pressing this button stops evacuation sound signal and
stops the blinking of EVAC light which remains lit.

Emergency Evacuation Procedures ALX Flight Manual
Medium Jet

Aircraft Systems ALX Flight Manual
Medium Jet
12 Aircraft Systems
12-1 (ATA
21) - AIR CONDITIONING . . . . . . . . . . . . . . . . 12-2
12-1-1
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 12-2
12-1-2
OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . 12-5
12-1-3
MSD AIR COND PAGE DESCRIPTION . . . . . . . . . 12-7
BLEED PAGE . . . . . . . . . . . . . . . . . . . . . . . . 12-7
AIR CONDITIONING PAGE . . . . . . . . . . . . . . . . 12-9
12-1-4 WARNING MESSAGES . . . . . . . . . . . . . . . . . . 12-12
12-1-5 ELECTRICAL SUPPLY . . . . . . . . . . . . . . . . . . 12-13
12-2 (ATA 21) - BLEED . . . . . . . . . . . . . . . . . . . . . . . . 12-14
12-2-1 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . 12-14
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . 12-14
BLEED AIR CIRCULATION AND VALVES . . . . . . . . 12-15
ENGINES VALVES . . . . . . . . . . . . . . . . . . . . . 12-15
HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
CROSS BLEED VALVE . . . . . . . . . . . . . . . . . . . 12-16
APU VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
BLEED AIR DYNAMIC . . . . . . . . . . . . . . . . . . . 12-17
12-2-2 OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . 12-18
12-2-3 MSD PAGE DESCRIPTION . . . . . . . . . . . . . . . 12-20
12-3 (ATA 21) - PRESSURIZATION . . . . . . . . . . . . . . . . . . 12-25
12-3-1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 12-25
12-3-4 AUTOMATIC PRESSURIZATION MODE . . . . . . . . 12-31
12-3-5 MANUAL PRESSURIZATION MODE . . . . . . . . . . 12-37
12-4 (ATA 22) - AUTOMATIC FLIGHT . . . . . . . . . . . . . . . . 12-41
12-4-1 FLIGHT DIRECTOR . . . . . . . . . . . . . . . . . . . 12-41
12-4-2 AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . 12-42
AUTOPILOT CONTROL PANEL . . . . . . . . . . . . . 12-42
AUTOPILOT MODES . . . . . . . . . . . . . . . . . . . 12-44

Medium Jet
AIRSPEED SELECTOR . . . . . . . . . . . . . . . . . . . 12-49

ALTITUDE SELECTOR . . . . . . . . . . . . . . . . . . 12-50
ELECTRIC SUPPLY . . . . . . . . . . . . . . . . . . . . 12-51
12-4-3 AUTOMATIC FLIGHT DISENGAGEMENT . . . . . . . 12-52
12-4-4 AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . 12-53
AUTO-THRUST ARMED MODES . . . . . . . . . . . . . 12-55
AUTO-THRUST ENGAGE MODES . . . . . . . . . . . . 12-56
AUTO-THRUST DISCONNECTION . . . . . . . . . . . . 12-59
12-5 (ATA 22) - FMS . . . . . . . . . . . . . . . . . . . . . . . . . . 12-60
12-5-2 DATA PAGE DESCRIPTION . . . . . . . . . . . . . . . 12-64
FNPT STATUS . . . . . . . . . . . . . . . . . . . . . . . 12-64
INIT - INITIATION . . . . . . . . . . . . . . . . . . . . . 12-69
PERF - PERFORMANCE . . . . . . . . . . . . . . . . . . 12-91
FPL - FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . 12-102
LATERAL REVISION . . . . . . . . . . . . . . . . . . . . 12-108
VERTICAL REVISION . . . . . . . . . . . . . . . . . . . 12-109
DIRECT TO . . . . . . . . . . . . . . . . . . . . . . . . . 12-110
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112
TUNE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-114
NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-116
DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-119
WAYPOINT . . . . . . . . . . . . . . . . . . . . . . . . . 12-123
NAVAID . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-127
RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . 12-135
PILOT DATA . . . . . . . . . . . . . . . . . . . . . . . . 12-137
FLIGHT DATA SOURCE . . . . . . . . . . . . . . . . . . 12-141
NEAREST . . . . . . . . . . . . . . . . . . . . . . . . . . 12-143
GPS MONITOR . . . . . . . . . . . . . . . . . . . . . . . 12-150
DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . 12-153
MSG - MESSAGE . . . . . . . . . . . . . . . . . . . . . . 12-154
12-5-3 MCDU DATA FORMAT . . . . . . . . . . . . . . . . . 12-156
12-5-4 MCDU MESSAGES . . . . . . . . . . . . . . . . . . . . 12-163
12-5-5 MCDU MESSAGES DISPLAYED ON SCRATCHPAD . . 12-163
12-5-6 MCDU MESSAGES DISPLAYED ON MESSAGE PAGE . 12-163
12-5-7 FMGC CALCULATION INVENTORY . . . . . . . . . . 12-164

Medium Jet
12-5-8 VNAV MODE . . . . . . . . . . . . . . . . . . . . . . . 12-164

CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-164
CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-167
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . 12-171
12-5-9 CONNECTION WITH SYSTEMS . . . . . . . . . . . . 12-172
12-5-10 ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . 12-172
12-5-11 EFIS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 12-172
AUTO-PILOT SYSTEM . . . . . . . . . . . . . . . . . . 12-173
LNAV MODE . . . . . . . . . . . . . . . . . . . . . . . . 12-173
VNAV MODE . . . . . . . . . . . . . . . . . . . . . . . . 12-173
12-5-12 NEAREST POINT DESCRIPTION . . . . . . . . . . . . 12-175
12-6 (ATA 24) - ELECTRICS . . . . . . . . . . . . . . . . . . . . . 12-176
12-6-4 CONNECTION DEVICES . . . . . . . . . . . . . . . . . 12-193
BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . 12-194
BUILT-IN BREAKERS . . . . . . . . . . . . . . . . . . . 12-194
SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . 12-195
DRIVEN TIE CONNECTORS . . . . . . . . . . . . . . . 12-196
12-6-5 NETWORK CONFIGURATIONS . . . . . . . . . . . . . 12-198
NETWORK REPRESENTATION . . . . . . . . . . . . . . 12-198
NORMAL CONFIGURATION . . . . . . . . . . . . . . . 12-199
GEN 1 AND GEN 2 CONNECTED . . . . . . . . . . . . . 12-200
GEN 1 CONNECTED, GEN 2 DISCONNECTED . . . . . 12-201
GEN 1 DISCONNECTED, GEN 2 CONNECTED . . . . . 12-205
GEN 1 AND GEN 2 DISCONNECTED . . . . . . . . . . . 12-208
BAT ONLY CONFIGURATION . . . . . . . . . . . . . . . 12-210
ESS BUSES ON BAT CONFIGURATION . . . . . . . . . 12-211
EMER CONFIG CONFIGURATION . . . . . . . . . . . . 12-212
SMOKE CONFIGURATION . . . . . . . . . . . . . . . . 12-213
12-6-6 FAULT MANAGEMENT . . . . . . . . . . . . . . . . . 12-215
GEN 1 AND/OR GEN 2 FAULT MANAGEMENT . . . . . 12-215
APU GEN FAULT MANAGEMENT . . . . . . . . . . . . 12-215
BAT 1 AND/OR BAT 2 FAULT MANAGEMENT . . . . . 12-216
TR 1 AND/OR TR 2 FAULT MANAGEMENT . . . . . . 12-217

Medium Jet
STAT INV FAULT MANAGEMENT . . . . . . . . . . . . 12-219

ESS TR FAULT MANAGEMENT . . . . . . . . . . . . . 12-219
EMER GEN FAULT MANAGEMENT . . . . . . . . . . . 12-219
AC BUS 1 AND/OR AC BUS 2 FAULT MANAGEMENT . 12-220
DC BUS 1 AND/OR DC BUS 2 FAULT MANAGEMENT 12-222
DC BAT FAULT MANAGEMENT . . . . . . . . . . . . . 12-223
DC ESS FAULT MANAGEMENT . . . . . . . . . . . . . 12-223
AC ESS FAULT MANAGEMENT . . . . . . . . . . . . . . 12-224
12-7 (ATA 25) - COCKPIT FITTINGS . . . . . . . . . . . . . . . . 12-230
12-7-1 LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . 12-230
SIDE LAMPS . . . . . . . . . . . . . . . . . . . . . . . . 12-231
FLIGHT DECK ILLUMINATION . . . . . . . . . . . . . . 12-231
BACKLIGHT . . . . . . . . . . . . . . . . . . . . . . . . 12-231
12-7-2 SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-232
SEATBELTS . . . . . . . . . . . . . . . . . . . . . . . . . 12-232
12-7-3 HEADSETS . . . . . . . . . . . . . . . . . . . . . . . . 12-233
12-7-4 OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . 12-234
12-7-5 CLIPBOARDS . . . . . . . . . . . . . . . . . . . . . . . 12-235
LATERAL CLIPBOARDS . . . . . . . . . . . . . . . . . . 12-235
CENTRAL CLIPBOARD . . . . . . . . . . . . . . . . . . 12-235
12-8 (ATA 25) - FLIGHT DECK . . . . . . . . . . . . . . . . . . . . 12-236
12-8-1 PILOT’S FLIGHT DECK . . . . . . . . . . . . . . . . . 12-237
12-8-2 CENTRAL FLIGHT DECK . . . . . . . . . . . . . . . . 12-238
12-8-3 COPILOT’S FLIGHT DECK . . . . . . . . . . . . . . . 12-240
12-9 (ATA 25) - OVERHEAD PANEL . . . . . . . . . . . . . . . . . 12-241
12-10 (ATA 25) - PEDESTAL . . . . . . . . . . . . . . . . . . . . . . 12-242
12-11 (ATA 26) - FIRE PROTECTION SYSTEMS . . . . . . . . . . . 12-243
12-11-3 ENGINES FIRE PROTECTION . . . . . . . . . . . . . . 12-247
12-11-4 APU FIRE PROTECTION . . . . . . . . . . . . . . . . 12-247
12-11-5 LAVATORIES FIRE PROTECTION . . . . . . . . . . . 12-247
12-11-6 CARGO FIRE PROTECTION . . . . . . . . . . . . . . . 12-248
12-11-7 AVIONIC BAY FIRE PROTECTION . . . . . . . . . . . 12-248

Medium Jet

12-12 (ATA 27) - FLIGHT CONTROLS . . . . . . . . . . . . . . . . 12-250
12-12-1 PRIMARY FLIGHT CONTROLS . . . . . . . . . . . . . 12-250
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-250
STICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-250
PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-251
NOSEWHEEL STEERING . . . . . . . . . . . . . . . . . 12-252
DESCRIPTION AND OPERATION . . . . . . . . . . . . 12-252
HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . 12-253
12-12-2 SECONDARY FLIGHT CONTROLS . . . . . . . . . . . 12-254
ROLL TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 12-256
PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . 12-257
YAW TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 12-259
WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . 12-260
12-12-3 SPEED BRAKES . . . . . . . . . . . . . . . . . . . . . 12-261
12-13 (ATA 28) - FUEL . . . . . . . . . . . . . . . . . . . . . . . . . 12-264
12-14 (ATA 29) - HYDRAULICS . . . . . . . . . . . . . . . . . . . . 12-275
12-14-4 RAT EXTENSION . . . . . . . . . . . . . . . . . . . . . 12-281
12-15 (ATA 30) - ICE PROTECTION . . . . . . . . . . . . . . . . . . 12-284
12-16 (ATA 31) - AVIONICS . . . . . . . . . . . . . . . . . . . . . . 12-290
12-16-1 GNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-290

Medium Jet
12-16-2 GNS 430 version . . . . . . . . . . . . . . . . . . . . . . 12-290

12-16-3 GNS 430W version . . . . . . . . . . . . . . . . . . . . 12-291
12-16-4 GTN 650 version . . . . . . . . . . . . . . . . . . . . . 12-292
12-16-5 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-292
12-16-6 TRANSPONDER . . . . . . . . . . . . . . . . . . . . . 12-293
12-16-7 HEADSET CONNECTION . . . . . . . . . . . . . . . . 12-295
12-16-8 AUDIO CONTROL . . . . . . . . . . . . . . . . . . . . 12-297
12-17 (ATA 31) - EFIS . . . . . . . . . . . . . . . . . . . . . . . . . 12-298
12-17-1 EFIS DESCRIPTION . . . . . . . . . . . . . . . . . . . 12-298
ELECTRICAL SUPPLY . . . . . . . . . . . . . . . . . . . 12-299
BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . 12-299
12-17-2 MULTI FUNCTION DISPLAY (MFD) EFIS . . . . . . . 12-300
MFD DESCRIPTION . . . . . . . . . . . . . . . . . . . . 12-300
LSK INFORMATIONS . . . . . . . . . . . . . . . . . . . 12-302
ENGINE DISPLAY . . . . . . . . . . . . . . . . . . . . . 12-305
FLIGHT CONTROLS DISPLAY . . . . . . . . . . . . . . 12-306
STANDBY INSTRUMENTS . . . . . . . . . . . . . . . . 12-308
12-17-3 PFD EFIS . . . . . . . . . . . . . . . . . . . . . . . . . 12-309
PFD DESCRIPTION . . . . . . . . . . . . . . . . . . . . 12-309
LSK INFORMATIONS . . . . . . . . . . . . . . . . . . . 12-310
ADI, AIRSPEED, ALTIMETER AND VERTICAL SPEED . 12-311
AIRSPEED INFORMATIONS . . . . . . . . . . . . . . . . 12-312
VERTICAL INFORMATION . . . . . . . . . . . . . . . . 12-315
ATTITUDE AND DIRECTORS INDICATIONS . . . . . . 12-316
DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-317
ENGINE AND SYSTEM DISPLAY . . . . . . . . . . . . . 12-319
HSI (HORIZONTAL SITUATION INDICATORS) . . . . . 12-320
FMA (FLIGHT MODE ANNUNCIATOR) . . . . . . . . . 12-325
WIND DISPLAY . . . . . . . . . . . . . . . . . . . . . . . 12-326
CDI, BRG1, BRG2 INFORMATIONS . . . . . . . . . . . . 12-327
12-17-4 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . 12-328
HEADING FAULT . . . . . . . . . . . . . . . . . . . . . . 12-329
MFD NAV PAGE . . . . . . . . . . . . . . . . . . . . . . 12-329
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-330
ATTITUDE FAULT . . . . . . . . . . . . . . . . . . . . . 12-331
MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-331

Medium Jet
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-332
BANK FAULT . . . . . . . . . . . . . . . . . . . . . . . . 12-333
MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-333
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-334
SIDE SLIP FAULT . . . . . . . . . . . . . . . . . . . . . 12-335
RATE OF TURN FAULT . . . . . . . . . . . . . . . . . . 12-335
AHRS POWER FAULT . . . . . . . . . . . . . . . . . . . 12-336
MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-336
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-337
AIRSPEED FAULT . . . . . . . . . . . . . . . . . . . . . 12-338
MFD NAV PAGE . . . . . . . . . . . . . . . . . . . . . . 12-338
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-339
VERTICAL SPEED FAULT . . . . . . . . . . . . . . . . . 12-340
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-340
ALTIMETER FAULT . . . . . . . . . . . . . . . . . . . . 12-341
MFD NAV PAGE . . . . . . . . . . . . . . . . . . . . . . 12-341
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-342
ADC POWER FAULT . . . . . . . . . . . . . . . . . . . . 12-343
MFD NAV PAGE . . . . . . . . . . . . . . . . . . . . . . 12-343
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-344
LOC FAULT . . . . . . . . . . . . . . . . . . . . . . . . . 12-345
GLIDE FAULT . . . . . . . . . . . . . . . . . . . . . . . . 12-346
12-18 (ATA 31) - GPWS . . . . . . . . . . . . . . . . . . . . . . . . 12-347
12-18-3 ENVELOPES . . . . . . . . . . . . . . . . . . . . . . . 12-350
MODE 1: EXCESSIVE DESCENT RATE . . . . . . . . . 12-350
MODE 2: EXCESSIVE CLOSURE TO TERRAIN . . . . . 12-351
MODE 3: ALTITUDE LOSS AFTER TAKE-OFF . . . . . 12-352
MODE 4: UNSAFE TERRAIN CLEARANCE . . . . . . . 12-353
MODE 5: EXCESSIVE DEVIATION BELOW GLIDESLOPE 12-355
MODE 6: FLYING UNDER DECISION HEIGHT . . . . . 12-355
12-18-4 WIND SHEAR . . . . . . . . . . . . . . . . . . . . . . . 12-356
12-19 (ATA 31) - TCAS . . . . . . . . . . . . . . . . . . . . . . . . . 12-357
12-19-2 COLLISION AVOIDANCE . . . . . . . . . . . . . . . . . 12-357
PROTECTED VOLUME . . . . . . . . . . . . . . . . . . 12-357

Medium Jet
RA INHIBITION SITUATIONS . . . . . . . . . . . . . . . 12-359

12-19-3 EFIS REPRESENTATION . . . . . . . . . . . . . . . . . 12-360
12-19-4 PFD ADI . . . . . . . . . . . . . . . . . . . . . . . . . . 12-360
12-19-5 MFD MENU . . . . . . . . . . . . . . . . . . . . . . . . 12-362
12-19-6 TRAFFIC DISPLAY SYMBOLOGY . . . . . . . . . . . . 12-363
RESOLUTION ORDERS . . . . . . . . . . . . . . . . . . 12-365
12-19-7 AURAL ANNUNCIATIONS . . . . . . . . . . . . . . . . 12-366
12-19-9 MFD warnings list . . . . . . . . . . . . . . . . . . . . . 12-367
12-19-10 HSI and navigation page messages . . . . . . . . . . . . 12-367
12-20 (ATA 31) - WARNINGS . . . . . . . . . . . . . . . . . . . . . . 12-368
12-20-2 WARNING MESSAGES LIST DESCRIPTION . . . . . . 12-369
12-20-3 WARNING AND CAUTION MASTER BUTTONS . . . 12-372
12-20-4 WARNING ACKNOWLEDGE PROCEDURE . . . . . . . 12-372
12-20-5 CAUTION ACKNOWLEDGE PROCEDURE . . . . . . . 12-372
12-20-6 EVACUATION PROCEDURE . . . . . . . . . . . . . . . 12-373
12-20-7 EVACUATION PROCEDURE . . . . . . . . . . . . . . . 12-373
12-21 (ATA 31) - WEATHER RADAR . . . . . . . . . . . . . . . . . 12-374
12-21-2 SELF-TEST FUNCTION . . . . . . . . . . . . . . . . . 12-375
12-21-3 ANTENNA TILT . . . . . . . . . . . . . . . . . . . . . 12-376
12-21-4 DISPLAY RANGE . . . . . . . . . . . . . . . . . . . . . 12-377
12-21-5 BEARING SELECTION . . . . . . . . . . . . . . . . . . 12-379
12-21-6 AZIMUTH SCAN ANGLE SELECTION . . . . . . . . . 12-380
12-21-7 RADAR ATTENUATION . . . . . . . . . . . . . . . . . 12-383
12-22 (ATA 32) - LANDING GEAR . . . . . . . . . . . . . . . . . . . 12-384
12-22-2 PILOT DECK DESCRIPTION . . . . . . . . . . . . . . 12-384
12-22-4 TGFD (Trim, Gear and Flaps Display) DESCRIPTION . 12-386
12-22-5 EMERGENCY LANDING GEAR OPERATION . . . . . . 12-387
12-22-8 HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . 12-389
12-23 (ATA 32) - AUTO BRAKES & ANTI SKID . . . . . . . . . . . 12-390

Medium Jet

12-23-5 HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . 12-393
12-24 (ATA 33) - LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . 12-394
12-24-2 SWITCHES OVERRIDING . . . . . . . . . . . . . . . . 12-394
COCKPIT LIGHTS . . . . . . . . . . . . . . . . . . . . . 12-395
EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . 12-396
EMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . . 12-397
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-397
12-25 (ATA 35) - OXYGEN . . . . . . . . . . . . . . . . . . . . . . . 12-400
12-25-3 MFD PRESSURE PAGE DESCRIPTION . . . . . . . . . 12-402
12-26 (ATA 49) - APU . . . . . . . . . . . . . . . . . . . . . . . . . . 12-404
APU START . . . . . . . . . . . . . . . . . . . . . . . . 12-405
12-27 (ATA 52) - DOORS . . . . . . . . . . . . . . . . . . . . . . . . 12-411
12-28 (ATA 70) - ENGINE . . . . . . . . . . . . . . . . . . . . . . . 12-414

Medium Jet
THROTTLES . . . . . . . . . . . . . . . . . . . . . . . . 12-415
12-28-4 ENGINES START PREREQUISITES . . . . . . . . . . . 12-421
SETUP POWER SUPPLY . . . . . . . . . . . . . . . . . 12-421
SETUP BLEED AIR SUPPLY . . . . . . . . . . . . . . . 12-422
SETUP FUEL FEED . . . . . . . . . . . . . . . . . . . . 12-423
SETUP ELECTRICAL GENERATORS . . . . . . . . . . . 12-423
12-28-5 AUTOMATIC START SEQUENCE . . . . . . . . . . . . 12-424
START FIRST ENGINE . . . . . . . . . . . . . . . . . . 12-424
START SECOND ENGINE . . . . . . . . . . . . . . . . . 12-425
12-28-6 MANUAL START . . . . . . . . . . . . . . . . . . . . . 12-426
START FIRST ENGINE . . . . . . . . . . . . . . . . . . 12-426
START SECOND ENGINE . . . . . . . . . . . . . . . . . 12-428
CRANK START . . . . . . . . . . . . . . . . . . . . . . . 12-428

(ATA 21) - AIR CONDITIONING Medium Jet
12-1 (ATA 21) - AIR CONDITIONING
12-1-1 GENERAL DESCRIPTION
Figure 12.1: Air cond system
The air conditioning system supplies air to control the temperature in all zones of the aircraft:
• Cockpit
• Fwd cabin
• Aft cabin

The air sent to each zone is a mixture of Cold and Hot air:
• Cold air is produced by two packs.

Hot air from bleed enters the pack through the pack flow valve and is cooled in 3
stages:
– First cooler to reduce air temperature and compressor to increase its pressure
before second cooling stage.
– Second cooler to reduce air temperature further.
– Turbine to expend air and produce very cold air at discharge.
This very cold air can be blended with bleed hot air through a bypass valve.
The air is then blended with cabin air delivered by cabin fans.
• Hot air comes from bleed through trim air valves which control hot air flow.
The hot air supply can be closed by a hot air valve: when this valve is closed, hot air
stops passing to the trim air valves.
Cold and Hot air are blended to the appropriate temperature before entering cabin. The
resulting air temperature is controlled for each zone by driving trim air valves.
Cabin temperature is controlled by a zone controller which deals with 3 regulation zones:
cockpit, forward cabin and aft cabin. Crew can adjust each zone temperature independently
between 18°C and 30°C.
Air conditioning packs deliver constant temperature air.
The zone controller automatically drives trim air valve positions to set appropriate delivered
air to regulate cabin temperature.
Crew can ‘manually’ close the cold air supply using both pack’s ON/OFF buttons.
Crew can ‘manually’ close the hot air supply using the hot air valve ON/OFF button.
Air flow can be controlled by the crew in 3 Modes using the pack flow mode button:
• LOW: the flow produced by pressurization is computed to match the outer flow corre-
sponding to an outflow valve opened at 10% at cruise level steady flight.
• NORM: the flow produced by pressurization is computed to match the outer flow
corresponding to an outflow valve opened at 22% at cruise level steady flight.
• HIGH: the flow produced by pressurization is computed to match the outer flow cor-
responding to an outflow valve opened at 34% at cruise level steady flight.
Nevertheless, air flow is driven by the pressurization system and varies as required, especially
when the aircraft is climbing or descending.
Two cabin air fans (left and right) are used to recycle cabin air. These fans allow air flow
blending to acheive appropriate temperature variation rates. If one or both fans fail, air flow
blending and temperature variation rates are reduced.

The zone controller is duplicated in 2 channels: a primary and a secondary channel. The
secondary channel is used as a backup of the primary one.
If the primary channel fails, the secondary one is used as a backup and packs switch to ALTN
mode.
In this mode, all zones temperatures targets are fixed to 24°C, regardless of the zone tem-
perature selector on OHP.
If both channels fail, the packs switch to REG mode.
In this mode:
• the hot air valve is closed (and trim valves closed also)
• the packs deliver fixed air temperature at 15°C.
Forward and aft cargo heat is also regulated using air produced by the air conditioning system.
Air circulates in the cargo area through isolation valves that are shut off in the case of cargo
smoke detection.

12-1-2 OVERHEAD PANEL DESCRIPTION
1. COCKPIT selector:
Turn left to decrease temperature in cockpit zone. The minimum temperature is 18°C.
Turn right to increase temperature in cockpit zone. The maximum temperature is
30°C.
2. FWD CABIN selector:
Turn left to decrease temperature in fwd cabin zone. The minimum temperature is
18°C.
Turn right to increase temperature in fwd cabin zone. The maximum temperature is
30°C.
3. AFT CABIN selector:
Turn left to decrease temperature in aft cabin zone. The minimum temperature is
18°C.
Turn right to increase temperature in aft cabin zone. The maximum temperature is
30°C.
4. PACK FLOW selector:
LOW: the flow produced by pressurization is computed to match the outer flow corre-
sponding to an outflow valve opened at 10% at cruise level steady flight.
NORM: the flow produced by pressurization is computed to match the outer flow cor-
HIGH: the flow produced by pressurization is computed to match the outer flow cor-
5. PACK 1 pb-sw:
When switched ON, ‘OFF’ is unlit and pack 1 is running (if power supplied and no

fault detected).
When switched OFF, ‘OFF’ is lit and pack 1 is stopped.
‘FAULT’ is lit when button is switched ON and a fault is detected on pack 1 (overheat,
valve not in commanded position or no power supplied).
6. PACK 2 pb-sw:
When switched ON, ‘OFF’ is unlit and pack 2 is running (if power supplied and no
fault detected).
When switched OFF, ‘OFF’ is lit and pack 2 is stopped.
’FAULT’ is lit when button is switched ON and when fault is detected on pack 2
(overheat, valve not in commanded position or no power supplied).
7. HOT AIR pb-sw:
When switched ON, ‘OFF’ is unlit and the hot air valve opens (if power supplied and
no fault detected) if required.
When switched OFF, ‘OFF’ is lit and the hot air valve is closed.
’FAULT’ is lit when the hot air valve is not in the commanded position.
AIR COND
PACK PACK
8 CTRL 1 CTRL 2 9
8. PACK CTRL 1 breaker: Pack 1 controller breaker, when pulled out pack 1 is discon-
nected, when pushed in, pack 1 is connected.
9. PACK CTRL 2 breaker: Pack 2 controller breaker, when pulled out pack 2 is discon-
nected, when pushed in, pack 2 is connected.

12-1-3 MSD AIR COND PAGE DESCRIPTION

BLEED PAGE
1 2
3 4
5 6
7 8
9 10
1. Outlet pack 1 temperature, in Celsius degrees:

Appears green during normal operation.
Appears amber when temperature is greater than 35°C.
2. Outlet pack 2 temperature, in Celsius degrees:
Appears green during normal operation.
3. Pack 1 bypass valve position indicator:
When valve is closed, indicator points to ‘C’ and cold air is produced.
When valve is fully opened, indicator points to ‘H’ and hot air is produced.
4. Pack 2 bypass valve position indicator:
When valve is closed, indicator points to ‘C’ and cold air is produced.
When valve is fully opened, indicator points to ‘H’ and hot air is produced.

5. Pack 1 compressor outlet temperature, in Celsius degrees:

Appears normally green.
6. Pack 2 compressor outlet temperature, in Celsius degrees:
7. Pack 1 outflow valve position indicator:
When valve is closed, indicator points to ‘LO’ and flow equals 0.
When valve is fully opened, indicator points to ‘HI’.
8. Pack 2 outflow valve position indicator:
When valve is closed, indicator points to ‘LO’ and flow equals 0.
When valve is fully opened, indicator points to ‘HI’.
9. Pack 1 outflow valve status:
Appears ‘in line green’ when valve is open.
Appears ‘cross line green’ when valve is closed. Appears amber when valve is not in
commanded position.
10. Pack 2 outflow valve status:
Appears ‘in line green’ when valve is open.
Appears ‘cross line green’ when valve is closed.
Appears amber when valve is not in commanded position.

AIR CONDITIONING PAGE
1. Zone controller state:

No displayed if zone controller channels are in nominal states.
ALTN MODE appears if zone controller primary channel failed.
PACK REG appears if both zone controller primary and channel failed.
2. Zone cockpit temperature, in Celsius degrees, appears green.
3. Zone fwd cabin temperature, in Celsius degrees, appears green.
4. Zone aft cabin temperature, in Celsius degrees, appears green.
5. Cockpit duct temperature, in Celsius:
Appears green normally.
Appears amber if temperature is greater than 80°C.
6. Fwd cabin duct temperature, in Celsius:

7. Aft cabin duct temperature, in Celsius:

8. Cockpit trim air valve position indicator:
When indicator is set to ‘C’, the cockpit trim air valve is fully closed (no hot air blended
with cold air)
When indicator is set to ‘H’, the cockpit valve is fully open.
Appears normally in green.
Appears amber if fault is detected on cockpit valve.
9. Fwd cabin trim air valve position indicator:
When indicator is set to ‘C’, the fwd cabin trim air valve is fully closed (no hot air
blended with cold air)
When indicator is set to ‘H’, the fwd cabin valve is fully open.
Appears amber if fault is detected on fwd cabin valve.
10. Aft cabin trim air valve position indicator:
When indicator is set to ‘C’, the aft cabin trim air valve is fully closed (no hot air
blended with cold air)
When indicator is set to ‘H’, the aft cabin valve is fully open.
Appears amber if fault is detected on aft cabin valve.
11. Cockpit trim air valve status:
Appears in line green when cockpit trim air valve is opened.
Appears cross line green when cockpit trim air valve is closed.
Appears amber if cockpit trim air valve is not in commanded position.
12. Fwd cabin trim air valve status:
Appears in line green when fwd cabin trim air valve is opened.
Appears cross line green when fwd cabin trim air valve is closed.
Appears amber if fwd cabin trim air valve is not in commanded position.
13. Aft cabin trim air valve status:
Appears in line green when aft cabin trim air valve is opened.
Appears cross line green when aft cabin trim air valve is closed.
Appears amber if aft cabin trim air valve is not in commanded position.
14. Hot air section after hot air valve:
Appears amber if no air is present on ducts. (Hot air valve closed for example).
15. Hot air section before hot air valve:
Appears amber if no air is present on ducts. (Bleed valves closed for example).
16. Hot air valve state:
Appears in line green when hot air valve is opened.

Appears cross line green when hot air valve is closed.

Appears amber if hot air valve is not in commanded position.

12-1-4 WARNING MESSAGES
Warning Message Condition Type Master

Ack
TRIM AIR SYS CKPT or Fwd or AFT Caution No
FAULT TRIM VALVE NOT IN
COMMANDED POSI-
TION
L+R CAB FAN LEFT FAN and RIGHT Caution Yes
FAULT FAN FAILED
HOT AIR FAULT DC 1 & 2 FAILED or Caution Yes
HOT AIR VALVE NOT
IN COMMANDED POSI-
TION
PACK 1(2) FAULT PACK 1(2) ON and Caution Yes
(DC 1(2) FAILED or
AC1(2) FAILED or PACK
1 OUTFLOW VALVE
NOT IN COMMANDED
POSITION)
PACK 1+2 FAULT PACK 1 & 2 FAILED Caution Yes
ZONE REGUL PRIMARY ZONE CHAN- Caution No
FAULT NEL FAULT DETECTED
PACK 1(2) OVHT PACK 1(2) COMPRES- Caution Yes
SOR OUTLET TEMP
>230°C or PACK 1(2)
OUTLET TEMP >35°C
PACK 1(2) OFF PACK 1(2) PB SWITCH Caution Yes
OFF and NO FAILURE
DETECTED
CKPT(FWD,AFT) CKPT (FWD, AFT) Caution Yes
DUCT OVHT DUCT TEMP >80°C

12-1-5 ELECTRICAL SUPPLY
DC BAT DC1 DC2 DC ESS AC1 AC2 AC ESS

HOT AIR X X
VALVE
PACK 1 X X
PACK 2 X X
CKPT TRIM X X
VALVE
FWD CABIN X X
TRIM VALVE
AFT CABIN X X
TRIM VALVE

(ATA 21) - BLEED Medium Jet
12-2 (ATA 21) - BLEED
12-2-1 SYSTEM DESCRIPTION

GENERAL DESCRIPTION
Bleed system supplies hot pressurized air for aircraft.
Figure 12.2: Bleed System
Bleed air is used by:
• Air conditioning & pressurization systems,

• Wing anti-ice system,
• Engines (to start).
Bleed air can be provided by:
• Ground air supply when aircraft is on ground,

• Engines through engines bleed valves,

• APU through APU bleed valve.
The bleed system consists in two separates set of ducts that can be connected using the cross
valve (X-BLEED VALVE).
On engines:
• Air is taken at Intermediate Pressure (IP) stage.

• Air can be taken also at High Pressure (HP) stage. This stage is used when IP stage
doesn’t deliver enough pressure. An HP valve controls HP air use.
• Air coming from both IP and HP stages are blend. On each engines air flow is controlled
using the bleed valve which is located after IP and HP air blend.
An over pressure valve protects the bleed ducts in case of engine air over pressure.
Air coming from engines is cooled through a pre-cooler. This pre-cooler gets cool air from
fan air and its flow is controlled by the fan air valve.
BLEED AIR CIRCULATION AND VALVES
ENGINES VALVES
Two valves, “engine bleed valves”, are used to open / close air circulation from engine 1 / 2
to bleed air network.
The engine 1 bleed valve is powered by DC Essential Shed bus.
The engine 2 bleed valve is powered by DC 2 bus.
These valves are automatically closed when they are power supplied and:
• Pressure in bleed air ducts is greater than pressure in engine (to avoid return flow).
• Corresponding engine starts.
• APU is started and APU bleed valve is open.
• Engine fire procedure running.
• Bleed engine pb-sw is OFF on overhead panel.
• Engine bleed leak is detected.
• Wing bleed leak is detected.
On Bleed MSD page, engine bleed valves states always displays the commanded states of the
valves, not the actual states. Amber colour means that valve is not in commanded position
(due to malfunction for example).

HP VALVES
These valves are the "High Pressure" compressor valves.

Normally closed, they are open when pressure decreased below 36 PSI (±4 PSI) to keep
pressure supplied by engine at least at 36 PSI.
The HP 1 bleed valve is powered by DC Essential Shed bus.
The HP 2 bleed valve is powered by DC 2 bus.
These valves are automatically closed when:
• Pressure on engine bleed valve is greater than 36 PSI (±4 PSI)

• Corresponding engine bleed valve is closed
Like engine bleed valves, the HP valves states display on Bleed MSD page are the commanded
states, not the actual states.
CROSS BLEED VALVE
Cross bleed valve is used to:
• Isolate both side of bleed system.

• Transfer bleed air from a part to another.
This valve is power supplied by DC 2 bus.

It is driven by X valve selector on overhead panel which can take 3 positions:
• SHUT: manually forced to closed state.

• AUTO: the valve is closed when APU valve is closed, opened when APU valve is
opened.
• OPEN: manually forced to open state.
The cross bleed valve is automatically closed when:
• APU leak is detected and no engine started.

• Left wing or right wing leak is detected and no engine started.
• X valve selector on overhead panel is on SHUT or in AUTO and APU valve is closed.
Like engine bleed valves, the cross bleed valve state displays on Bleed MSD page is the
commanded state, not the actual state. Unlike others bleed valves, the cross bleed valve has
a transit state displays on bleed MSD page.

APU VALVE
APU valve is used to supply bleed air from APU compressor to aircraft on ground or in flight.
APU must be started (N >95%) to open the APU valve.
Unlike engine bleed valves, the APU valve state displays on Bleed MSD page is not the
commanded state but actual state.
The APU valve state directly depends on APU starting phase and the commanded position.
It appears:
• In line green when APU is running and APU bleed air valve is opened.
• Cross line green when APU is not running and APU bleed air valve is closed.
• In line amber when APU is not running and APU bleed air valve is opened.
• Cross line amber when APU is running and APU bleed air valve is closed
The APU bleed valve is automatically closed when:
• APU leak is detected.

• Left wing or right wing leak is detected.
• APU bleed pb-sw is OFF.
APU valve is power supplied by DC Essential Shed bus.
BLEED AIR DYNAMIC
Bleed system handles bleed air pressure and temperature:
• Hot air coming from engines is cooled by the pre cooling system using fan air.
• Pressure is controlled by controlling valves opening.
Due to physics, pressure and temperature of bleed air may have rapid variations, especially
when valves are closing or opening.
On the other hand, when no system uses bleed air, its temperature slowly decreases as the
air is not renewed.

BLEED AIR X VALVE
AUTO
ENG 1 APU SHUT OPEN ENG 2
FAULT FAULT FAULT
OFF ON OFF
Figure 12.3: Bleed system on overhead
1. ENG 1 pb-sw:
When switch ON, engine 1 bleed valve is open, OFF is unlit.
When switch OFF, engine 1 bleed valve is closed, OFF is lit.
FAULT light when on indicates a malfunction on engine 1 bleed valve (temperature,
pressure, leak,...).
2. ENG 2 pb-sw:
When switch ON, engine 2 bleed valve is open, OFF is unlit.
When switch OFF, engine 2 bleed valve is closed, OFF is lit.
FAULT light when on indicates a malfunction on engine 2 bleed valve (temperature,
pressure, leak,...).
3. APU pb-sw:
When switch ON, APU bleed valve is open, ON is blue lit.
When switch OFF, APU bleed valve is closed, ON is unlit.
FAULT light when on indicates a malfunction on APU bleed valve (leak).
4. X VALVE selector: enables to select cross bleed valve mode.
In position SHUT, the cross bleed valve is closed.
In position AUTO, the cross bleed valve automatically switch between closed and open
position when APU is started.
In position OPEN, the cross bleed valve is open.

BLEED
X
VALVE
Figure 12.4: Bleed breaker on overhead
5. BLEED X VALVE breaker: Bleed cross valve breaker, when pulled bleed cross valve is
disconnected, when pushed bleed cross valve is connected.

12-2-3 MSD PAGE DESCRIPTION
Figure 12.5: Bleed system on MFD
1. APU valve: same behavior that APU valve in APU page.

2. Cross bleed valve:
Cross line green when valve is closed and no malfunction detected.
In line green when valve is open and no malfunction detected.
Transit amber when valve is in transition position.
Cross line amber when valve is not in the closed commanded position.
In line amber when valve is not in the open commanded position.
3. Engine 1 bleed pressure value, in PSI:
Appears amber if pressure <external pressure + 4 PSI or pressure >55 PSI
4. Engine 2 bleed pressure value, in PSI:
Appears amber if pressure <external pressure + 4 PSI or pressure >55 PSI

5. Engine 1 bleed temperature value, in Celsius degrees:

Appears amber if temperature <150°C or temperature >260°C
6. Engine 2 bleed temperature value, in Celsius degrees:
Appears amber if temperature <150°C or temperature >260°C
7. Engine 1 bleed valve state:
8. Engine 2 bleed valve state:
9. Engine 1 HP bleed valve state:
10. Engine 2 HP bleed valve state:


Details conditions:
• VALVE IN FAULT: Cross bleed valve not in commanded position for at least 5 seconds
• VALVE MAN: Cross bleed valve set manually in OPEN or SHUT position
• VALVE AUTO: Cross bleed valve set automatically in OPEN or SHUT position (with
APU)
• ENG NOT CLOSED: Engine 1(2) bleed valve in closed commanded position but not
fully closed for at least 5 seconds
• ENG DC BUS ON: DC Essential bus is ON for engine 1, DC bus 2 is ON for engine 2
• ENG HP NOT OPEN: Engine 1(2) HP valve not in open commanded position for at
least 1 second

Ack.
APU BLEED LEAK APU LEAK DETECTED Caution Yes
X BLEED FAULT VALVE IN FAULT and Caution Yes
(
DC ESS ON and VALVE
MAN
OR
DC 2 ON and VALVE
AUTO
)
ENG 1(2) BLEED ENG 1(2) RUNNING Caution Yes
FAULT and
(
BLEED ENG 1(2) PRES-
SURE <55 PSI
OR
BLEED ENG 1(2) TEM-
PERATURE >260°C
)


Ack.
BLEED 1(2) OFF ENG 1(2) RUNNING Caution Yes
and ENG 1(2) BLEED PB
RELEASED
and NOT ENG 1(2)
BLEED FAULT
ENG 1(2) BLEED ENG NOT CLOSED Caution Yes
NOT CLSD and ENG DC BUS ON
ENG 1(2) BLEED AB- BLEED ENG 1(2) PRES- Caution Yes
NORM PR SURE <EXTERNAL
PRESSURE + 4 PSI
ENG 1(2) VALVE HP ENG HP NOT OPEN Caution Yes
FAULT and ENG DC BUS ON
L(R) WING LEAK WING BLEED LEAK DE- Caution Yes
TECTED
ENG 1(2) BLEED ENG 1(2) BLEED LEAK Caution Yes
LEAK DETECTED
APU BLEED LEAK APU LEAK DETECTED Caution Yes
ENG 1(2) BLEED LO NOT ENG 1+2 BLEED Caution Yes
TEMP LO TEMP and ENG
1(2) BLEED TEMPERA-
TURE <150°C and NOT
GROUND AIR SUPPLY
CONNECTED and ANTI
ICE ON
ENG 1+2 BLEED LO ENG 1 BLEED LO TEMP Caution Yes
TEMP and ENG 2 BLEED LO
TEMP


APU valve SHED
Cross valve X
(AUTO)
Cross valve SHED
(MAN)
Engine 1 valve SHED
Engine 2 valve X
Engine 1 HP SHED
valve
Engine 2 HP X
valve
ENG 1 OFF X
light
ENG 1 FAULT X
light
ENG 2 OFF X
light
ENG 2 FAULT X
light
APU ON light X
APU FAULT X
light

(ATA 21) - PRESSURIZATION Medium Jet
12-3 (ATA 21) - PRESSURIZATION

The pressurization system controls cabin pressure to ensure passengers and crew safety and
comfort. The cabin pressure is regulated using:
• The temperate air flow coming from the air conditioning system, itself being provided
by the bleed air system.
• The external air flow.
The pressurization system consists in:
• Two cabin pressure controllers, CTRL1 and CTRL2, CTRL1 being the main controller,
CTRL2 being used as backup. The active controller is used in automatic mode. It
computes the temperate air flow order that drives the temperate air flow coming from
the air conditioning system. It also directly drives the outflow valve.
• An outflow valve that can be operated by 3 independent motors: one for each pressure
controller in automatic mode and one for manual mode. The outflow valve is located
below the flotation line therefore a dedicated switch on the overhead panel enables the
outflow valve to be closed in case of ditching.
• A safety valve that automatically opens in case of too high or too low pressure.
Figure 12.6: Safety Valve
The temperate air flow valves are controlled by air conditioning system both on its orders
and pressurization system’s orders:

• The air conditioning system’s orders aim to regulate cabin temperature and renew
cabin air.
• The pressurization system’s orders aim to increase cabin pressure in automatic mode.
Since the air conditioning system provides temperate air flow whatever the cabin pressure
value, the outflow valve has to be opened even if cabin pressure is still. Nevertheless, in
ditching mode the outflow valve is closed and the air conditioning system doesn’t provide
temperate air anymore.
The outflow valve is controlled by the pressurization system:
• In automatic mode CTRL1 or CTRL2 controllers command SYS 1 MOT and SYS 2
MOT motors that independently operate the outflow valve. The outflow valve is used
to decrease cabin pressure when aircraft altitude is higher than cabin altitude and to
increase it when aircraft altitude is lower than cabin altitude.
• In manual mode the crew directly commands MAN MOT motor that operates the
outflow valve.

P R E S S U R I Z AT I O N
MAN VALVE DITCHING
MODE SEL OPEN
FAULT
ON
MAN
CLOSE
FLT ALT LDG ALT
0 0
Figure 12.7
1. FLT ALT indicator: indicates selected FLT ALT (ft).

2. FLT ALT selector: enables to select FLT ALT with a step of 500 ft.
3. LDG ALT indicator: indicates selected LDG ALT (ft).
4. LDG ALT selector: enables to select LDG ALT with a step of 50 ft.
5. MODE SEL pb-sw: enables to select manual mode (switch on) or automatic mode
(switch off).
MAN light: when off indicates that automatic mode is selected, when on indicates
that manual mode is selected.
FAULT light: when on indicates a system fault (either on automatic or manual mode).
6. DITCHING guarded pb-sw: when switched on enables ditching mode (closes outflow
valve), when off disables ditching mode.
ON light: when on indicates that ditching mode is enabled and that outflow valve is
closed, when off indicates that ditching mode is disabled or that outflow valve is not
closed.
7. MAN VALVE switch, enables to select opening percentage of outflow valve in manual
mode.

PRESSU
CTRL CTRL
1 2
8. CTRL 1 breaker: CTRL 1 controller breaker, when pulled CTRL 1 is disconnected,

when pushed CTRL 1 is connected.
9. CTRL 2 breaker: CTRL 2 controller breaker, when pulled CTRL 2 is disconnected,
when pushed CTRL 2 is connected.

3
9
4
SYS1 MAN SYS2
10
5 11
12
1. LDG ALT value: indicates selected landing altitude value (ft), appears green.
2. FLT ALT value: indicates selected flight altitude value (ft), appears green.
3. ∆P indicator: indicates ∆P value (PSI).
Normally green, amber when ∆P >8.2 PSI or ∆P <-0.4 PSI.
4. ∆P value: indicates ∆P value (PSI), appears normally green, amber when ∆P >8.2
PSI or ∆P <-0.4 PSI.
5. SYS 1 label: indicates that automatic mode is on and CTRL 1 controller is managing
the pressurization system. On automatic mode:
Normally green.
• Amber when CTRL 1 controller or MOT 1 motor fault.
• On manual mode: not displayed.
6. OUTFLOW VALVE POSITION indicator: indicates outflow valve opening position
from 0 to 100%. Normally green.
Amber when active mode fault.

7. VS indicator: indicates cabin VS value (ft/min).

Normally green.
8. VS value: indicates cabin VS value (ft/min).

Normally green.
Pulse green when VS >1,800 ft/min (pulse resumes at 1,600 ft/min) or VS <-1,800
ft/min (pulse resumes at -1600 ft/min).
Amber when VS >2,000 ft/min or VS <-2,000 ft/min. Amber when VS >2,000 ft/min
or VS <-2,000 ft/min.
9. CAB ALT indicator: indicates cabin altitude value (ft).
Normally green.
Red when cabin altitude >9,500 ft.
10. CAB ALT value: indicates cabin altitude value (ft).

Normally green.
Pulse green when cabin altitude >8,800 ft (pulse resumes at 8,600 ft).
Red when cabin altitude >9,500 ft.
11. SYS 2 label: indicates that automatic mode is on and CTRL 2 controller is managing
the pressurization system as backup of CTRL 1 controller. On automatic mode:
• If no SYS 1 fault: not displayed.

• If SYS 1 fault:
– Normally green.
– Amber when CTRL 2 controller or MOT 2 motor fault.
On manual mode: not displayed.
12. MAN label: indicates that manual mode is on.
On automatic mode: not displayed.
On manual mode:
• Normally green.
• Amber when MAN MOT 2 motor fault.

12-3-4 AUTOMATIC PRESSURIZATION MODE

In automatic pressurization mode the crew selects:
• The landing altitude at takeoff and landing.

• The flight altitude.
The altimeter settings are taken into account to compute landing and flight altitudes corre-
sponding pressures.
The system automatically regulates cabin pressure assuming the following phases:
• Before takeoff, when the air conditioning system is running, the system pressurizes the
cabin to a lower altitude than landing altitude value to avoid pressure surge at rotation.
The altitude difference corresponds to a ∆P equal to 0.1 PSI. During this phase cabin
VS is limited to -300 ft/min.
• During climb, the system depressurizes the cabin to reach cruise cabin altitude accord-
ing to aircraft climb rate.
• During flight the system controls cabin pressure to keep cruise cabin altitude which
corresponds to a ∆P value of 8.065 PSI at aircraft selected flight altitude. In normal
conditions, cabin altitude high value is limited to cruise cabin altitude. Therefore, if
aircraft altitude gets higher than selected flight altitude, ∆P increases.
• During descent, the system pressurizes the cabin to reach landing cabin altitude ac-
cording to aircraft descent rate. The landing cabin altitude corresponds to a ∆P value
of 0.1 PSI at aircraft selected landing altitude. In normal conditions, cabin altitude low
value is limited to landing cabin altitude. Therefore, if aircraft altitude gets lower than
selected landing altitude, ∆P decreases. If ditching mode is enabled, cabin altitude
low value is limited to selected aircraft landing altitude (∆P equals to 0 PSI).
• At landing the system fully opens outflow valve to depressurize the cabin to reach ex-
ternal pressure. To resume to before takeoff conditions after a landing, the crew resets
the automatic mode by switching to manual mode and then returning to automatic
mode.

Figure 12.8: Pressurization profile
The cruise cabin altitude corresponds to a ∆P equal to 8.065 PSI at selected flight altitude.
Selected flight altitude (ft) Cruise cabin altitude (ft)

20,000 1881
22,000 805
24,000 1,804
26,000 2,762
28,000 3,681
30 000 4 558
32,000 5,394
34 000 6 190
36,000 6,944
38 000 7 658
39,000 8 000
1. limited by cabin landing altitude with selected landing altitude set to 0 ft.
The cabin altitude lower range is limited to the value corresponding to landing altitude (∆P
equal to 0.1 PSI) as given in the thereafter table.

Selected landing altitude (ft) Landing cabin altitude (ft)

0 -188
200 11
400 210
600 409
800 608
1,000 807
2,000 1,801
3,000 2,795
4,000 3,789
5,000 4,782
During flight, the cabin altitude target is computed to go from landing cabin altitude to cruise
cabin altitude as shown in the thereafter graphs.

The cabin altitude target is only a theoretical value which corresponds to a constant balance
state. Actually the system manages to reach the final altitude target according to aircraft
VS and possible cabin VS:
• During climb the system manages to reach cruise cabin altitude when aircraft reaches
its cruise altitude. Nevertheless, cabin VS is limited to 2000 ft /min.

• During descent the system manages to reach landing cabin altitude when aircraft
reaches its landing altitude. Nevertheless, cabin VS is limited to -2000 ft /min.
• If aircraft VS is between -300 and 300 ft / min (cruise or climb / descent aborted),
the system manages to reaches cabin altitude target limiting cabin VS to a range of
-300 to 500 ft / min. The cabin VS depends on
• Aircraft VS: the higher the aircraft VS absolute value is, the higher the cabin VS
absolute value is.
• During climb:
– The higher the aircraft altitude is, the higher the cabin VS is. This is due to fact
that as the aircraft altitude increases the pressure difference between cabin and
external atmosphere increases too, hence increasing outflow valve efficiency.
– The higher the selected flight altitude is, the higher the cabin VS is.
• During descent:
– The lower the selected landing altitude is, the lower the cabin VS is.
The thereafter graph shows the relation between cabin VS, aircraft VS and aircraft altitude
in constant climb/descent rates conditions.

Besides, the automatic pressurization mode handles high and low ?P emergencies:
• If ∆P >8.3 PSI, the system automatically decreases ∆P to 8.1 PSI.

• If ∆P <-0.5 PSI, the system automatically increases ∆P to -0.3 PSI.
• In these cases of emergency, any other pressurization rules are superseded but cabin
VS is limited to a range of -2000 to 2000 ft / min.

12-3-5 MANUAL PRESSURIZATION MODE

In manual mode the crew directly controls the position of the outflow valve through the
MAN MOT motor. The crew ensures that ∆PP, cabin altitude and VS cabin values are in
appropriate ranges:
• ∆P appropriate range: -0.4 to 8.2 PSI.

• Appropriate cabin altitude: less or equal to 8,000 ft.
• VS cabin appropriate range: -300 to 500 ft/min.
The thereafter graph shows the appropriate cabin altitude toward aircraft altitude by taking
into account ∆P ranges, safety valve opening thresholds and maximum cabin altitude.
Appropriate
cabin altitude

The thereafter table gives the appropriate range values of cabin altitude toward aircraft
altitude to ensure that ∆P is in safety range.
Aircraft Minimum cabin Maximum cabin

altitude(ft) theoretical altitude (ft) theoretical altitude(ft)
0 0 762
2,000 <0 2,809
4,000 <0 4,859
6,000 <0 6,914
8,000 <0 8,973
10,000 <0 11,037
12,000 <0 13,106
14,000 <0 > 14,000
16,000 <0 > 14,000
18,000 <0 > 14,000
20,000 <0 > 14,000
22,000 546 > 14,000
24,000 1,537 > 14,000
26,000 2,488 > 14,000
28,000 3,399 > 14,000
30,000 4,269 > 14,000
32,000 5,097 > 14,000
34,000 5,886 > 14,000
36,000 6,633 > 14,000
38,000 7,340 > 14,000
39,000 7,679 > 14,000
40,000 8,007 > 14,000
When pressurization manual mode is on, the air conditioning system supplies the cabin with
temperate air to a flow value corresponding to an outflow valve opening position of about
10%. Hence, to have a constant cabin altitude during cruise flight the crew maintains an
outflow valve position of 10%.


Ack.
EXCESS CAB ALT CAB ALT ≥ 9 500 ft Warning Yes
DEPRESS DE- IN AUTOMATIC MODE: Warning Yes
TECTED FOR AT LEAST 30s: CAB VS
>0 and CAB ALT >LDG ALT
and ∆P TARGET - ∆P >0.1
PSI
IN MANUAL MODE:
FOR AT LEAST 30s: CAB
VS >0 and NOT SAFETY
VALVE OPENED and OUT-
FLOW VALVE POSITION ≤
10%
HIGH DIFF PRESS ∆P ≥ 8.2 PSI FOR AT Warning Yes
LEAST 10s
LOW DIFF PRESS ∆P ≤ -0.4 PSI FOR AT Warning Yes
LEAST 10s
DITCHING MODE DITCHING MODE ON FOR Warning Yes
FAULT AT LEAST 10s and OUT-
FLOW VALVE NOT CLOSED
SAFETY VALVE SAFETY VALVE OPEN (∆P Caution Yes
OPEN ≥ 8.1 PSI or ∆P ≤ -1.0 PSI)
FOR AT LEAST 20s
PRESS SYS 1+2 AUTO MODE ON and Caution Yes
FAULT CTRL1 FAULT and CTRL2
FAULT
PRESS SYS 1 FAULT AUTO MODE ON and Caution No
CTRL1 FAULT and NOT
CTRL2 FAULT
HIGH CAB VS NOT ON GROUND and Caution No
CABIN VS >500ft / min FOR
AT LEAST 10s
LOW CAB VS NOT ON GROUND and Caution No
CABIN VS <-300ft / min
FOR AT LEAST 10s


MODE SEL pb- X
sw lights
DITCHING X
SEL pb-sw
light
LDG ALT indi- X
cator
FLT ALT indi- X
cator
CTRL 1 X
CTRL 2 X
SYS 1 MOT X
SYS 2 MOT X
MAN MOT X

(ATA 22) - AUTOMATIC FLIGHT Medium Jet
12-4 (ATA 22) - AUTOMATIC FLIGHT

The autopilot is a 3-axis system with flight director and yaw damper. The flight director and the yaw
damper can be active without the autopilot.
12-4-1 FLIGHT DIRECTOR

The flight director is engaged by means of the push buttons on the autopilot control panel situated
on the middle-left of the FCP:
FD
Figure 12.9: Flight director control button
The flight director offers visual information on the attitude indicator, which helps the pilot to guide
the aircraft. The flight director guidance bars can be displayed either as a cross or as an inverted V.
Which mode is active depends on the setting in the instructor station "Aircraft Window".
Figure 12.10: Flight director in mode V-bars
Figure 12.11: Flight director in mode cross-bars

12-4-2 AUTOPILOT
AUTOPILOT CONTROL PANEL
The autopilot control panel is situated on the upper side of the dashboard – FCP.
DOWN
HDG NAV AP VS IAS ALT
CRS/TRK CRS/TRK
LNAV FD VNAV
HSI 1 HSI 2
APPR CPL YD A/THR ALT
CHG
UP
Figure 12.12: Autopilot panel
It consists of the following elements:
• Rotary CRS/TRK HSI 1-2: select the courses position the course selector on the HSI 1 and 2.
Pushing on the rotary switch,
– While in VOR mode: the course selector takes the QDM value of the VOR beacon
– While in ILS mode: the course selector takes the QFU value of the ILS beacon
• Toggle switch CPL: Depending on the position of this switch, the autopilot in NAV and APPR
mode works either with the information received from the pilot’s HSI (HSI 1) or the copilot’s
HSI (HSI 2). Be careful, depending on the position of this switch, the autopilot in ALT mode
use altimeter baro value from the pilot’s altimeter or the copilot’s altimeter.
• Rotary switch HDG: It serves to set the heading select bug (the blue marker in position ’north’
on the picture below) on the HSI.
Pushing on the rotary switch sets the heading select bug to the current value

Figure 12.13: Horizontal situation indicator
• Wheel DOWN/UP for the autopilot pitch trim: This switch allows you to change the aircraft
pitch attitude with the autopilot engaged, or the vertical speed value in VS coupled mode.
If the autopilot is in altitude maintain (ALT) mode or in indicated airspeed maintain (IAS)
mode, then theses modes will be automatically disengaged if wheel is moved.
• Push buttons & rotary knobs for setting the autopilot modes - see next section.

AUTOPILOT MODES
When one of the modes is being engaged, an aural signal will sound. When a mode is active, the
corresponding push button on the FCP is illuminated and there will be an indicator above the attitude
indicator. This is the indicators panel:
Vertical modes Autopilot status

Lateral modes Line 1 : coupled mode Flight director status
Line 1 : coupled mode
Yaw damper status
Autopilot
source
(pilot or
Auto-throttles copilot side)
modes
Go-around
mode
Figure 12.14: Autopilot indicators panel
This is the list of different coupled modes (displayed in green):
Lateral modes Vertical modes

ROLL PITCH
HDG ALT
NAV IAS
LNAV VNAV
LOC VS
GS
GO-AROUND
This is the list of different armed modes (displayed in blue):
Lateral modes Vertical modes

LOC GS
ALT CH
The following modes are available:
• ROLL: This mode is engaged by default, if no other lateral mode is selected. The current
aircraft bank angle is held according these conditions:
– Initial bank angle <6°: flight director maintains wing level.
– Initial bank angle between 6° and 25°: flight director maintains initial aircraft bank
angle.

– Initial bank angle >25°: flight director limits bank angle to 25°.
• HDG: In heading select mode the autopilot searches and follows the heading set with the
orange heading bug on the HSI. To use heading select mode, set the heading bug to the
desired heading, then engage AP (if not yet active) and HDG. You can also set the bug with
the AP engaged.
Pushing on the HDG rotary switch sets HDG bug to the current value.
• NAV (GNS CDI in VLOC mode): In NAV mode the autopilot follows a VOR signal. Use it as
follows:
1. Set the VOR frequency on one of the NAVs and verify that the autopilot is connected
to the HSI which is connected to this NAV.
2. Search the VOR by means of the course pointer on the HSI and set the heading bug in
the desired position.
3. Engage the AP, mode HDG and NAV. NAV ARM will illuminate.
4. When the VOR signal has been captured, HDG disengages (if engaged before), NAV
ARM will disappear and NAV CPLD illuminate.
• NAV (GNS CDI in GPS mode): In NAV mode the autopilot follows a GPS flight plan. Use it
as follows:
1. Enter the desired flight plan and activate a leg between two waypoints. Then verify that
the autopilot is connected to the HSI which is connected to this flight plan.
2. The HSI course pointer is automatically set to the desired track value.
3. Engage the AP, mode NAV. NAV CPLD will illuminate.
4. Autopilot will follow automatically each flight points inserted in current flight plan.
• LNAV: lateral FMS navigation. CDI source must be connected to FMS. FMS must be correctly
initialized and must contains up to date flight plan. See FMS section for more informations.
• APPR (GNS CDI in VLOC mode): In approach mode the autopilot follows an ILS localizer
and glideslope. Use it as follows:
1. Set the aircraft on a course that intercepts localizer and glideslope.
2. Set the ILS frequency on one of the NAVs and verify that the autopilot is connected to
the HSI which is connected to this NAV.
3. Activate AP and APPR. APPR ARMED will illuminate while the aircraft is not on the
ILS.
4. When the localizer has been captured, HDG will disengage (if engaged before), APPR
ARMED will disappear and APPR CPLD will illuminate.
5. When the glideslope has been captured, ALT will disengage (if engaged before), GS
CPLD will illuminate.
6. Disconnect the autopilot at 200 feet AGL.
NOTE
Be careful, when you engage APPR mode, if ALT
ARM mode is already engaged, it will be deactivated
by the GS ARM mode.

• APPR (GNS CDI in GPS mode): In approach mode the autopilot follows an LPV or LNAV+V
GPS approach. Use it as follows:
1. Load and activate a GPS approach procedure in the current flight plan.
2. Set the aircraft on a course that intercepts the approach desired track and glideslope.
3. Verify that the autopilot is connected to the HSI which is connected to this approach.
4. Activate AP and NAV. NAV CPLD will illuminate.
5. When the aircraft is on course to the FAF, activate APPR mode. LOC CPLD and GS
ARMED will illuminate.
6. When the glideslope has been captured, ALT will disengage (if engaged before), GS
CPLD will illuminate.
7. Disconnect the autopilot when minimums are reached.
NOTE
GPS approaches with vertical guidance require a
WAAS compatible GPS unit, such as GNS430W or
GTN650.
NOTE
Don’t forget to monitor GPS unit messages during
approach. A precision approach can be downgraded
to a non-precision approach if GPS signal integrity is
lost.
NOTE
When the aircraft is performing a GPS approach, it
is possible to activate the missed approach procedure
by pushing the go-around buttons. The autopilot can
follow the missed approach procedure if AP and NAV
modes are selected.
NOTE
GPS approaches managed by GNS430W or GTN650
are not recommanded with medium jet flight model.
• AP: This button activates the autopilot (AP) as well as FD and yaw damper (YD) if they
have not been active before. If no other mode is engaged, the AP will maintain the current
pitch attitude and the wings level (if initial bank angle is <6°) or current aircraft bank angle
(if initial bank angle is between 6° and 25°).

NOTE
If autopilot is engaged, it is not possible to deactivate
the flight director (in this case, pressing this button
has no effect).
• CPL: Select the instruments source to which the autopilot is connected for the mode NAV &
APPR
– ←: The autopilot is connected to the pilot instruments
– →: The autopilot is connected to the copilot instruments
• PITCH: This mode maintains the pitch angle which you have set either manually or by means
of the autopilot pitch wheel. The autopilot will maintain the pitch angle at which the aircraft
is when PITCH mode is engaged.
• VS: This mode maintains the vertical speed which you have set either manually or by means of
the autopilot pitch wheel. The autopilot will maintain the vertical speed at which the aircraft
is when VS mode is engaged.
• VNAV: vertical FMS navigation. CDI source must be connected to FMS. FMS must be
correctly initialized and must contains up to date flight plan. See FMS section for more
informations.
• YD: This button activates the yaw damper.
• IAS: The autopilot maintains the aircraft indicated speed (selected with the IAS rotary switch).
Pushing on the IAS rotary switch sets IAS bug to the current value.
• A/THR is engaged when:
– By set two power levers between CL and IDLE positions (with two engines running).
– By set two power levers between MCT and IDLE positions (with only one engine running)
while A/THR is armed.
– By pressing A/THR FCP push button while power levers are in A/THR range activation.
• ALT: In altitude maintain mode the autopilot keeps the aircraft on its current altitude. To use
it, bring the aircraft manually (or, if AP engaged, by means of the pitch trim switch) to the
desired altitude, then activate AP (if not yet the case) and ALT. The autopilot will maintain
the altitude at which the aircraft is when ALT mode is engaged.
Pushing on the ALT rotary switch sets ALT bug to the actual altitude.

• ALT CHG: The autopilot arms the altitude (selected with the ALT rotary switch). To capture
the desired altitude, the aircraft must be set in appropriate flight phase to converge to the
target altitude.
NOTE
Be careful, when you engage ALT ARM mode, if GS
CPLD mode is already engaged (with APPR mode),
autopilot will not capture the selected altitude while
GS CPLD is active.
• GO-AROUND: This mode can be engaged by pushing throttle in TOGA mode, and at least
one flaps lever must be extended.

AIRSPEED SELECTOR
On the FCP, below the autopilot mode IAS, there is an airspeed selector button (showing a blue bug):
IAS
A/THR
Figure 12.15: Airspeed selector rotary switch
The current target autopilot airspeed value (and bug) selected with the IAS rotary switch are displayed
on pilot PFD and copilot PFD (on indicated airspeed instrument):
Airspeed
value
Airspeed
bug
Figure 12.16: Airspeed selector display
In order to have the autopilot maintain the selected airspeed, turn the airspeed selector button until
the display shows the desired value. Adjust the aircraft pitch attitude (or vertical speed) in such a
way that it can capture easily the selected airspeed. Then engage the IAS coupled vertical mode by
pressing IAS button. The IAS CPLD annunciator will illuminate.
Pushing on the IAS rotary switch sets IAS bug to the current value.

ALTITUDE SELECTOR
On the FCP, below the autopilot mode ALT, there is an altitude selector button (showing a blue
bug):
ALT
ALT
CHG
Figure 12.17: Altitude selector rotary switch
Pushing on the ALT rotary switch sets ALT bug to the current value.
The current target autopilot altitude value (and bug) selected with the ALT rotary switch are displayed
on pilot PFD and copilot PFD (on altimeter instrument):
Altitude
value
Altitude
bug
Figure 12.18: Altitude selector display
In order to have the autopilot maintain the selected altitude, turn the altitude selector button until
the display shows the desired value. Press the ALT CHG button, the ALT ARM annunciator will
illuminate. Adjust the aircraft pitch attitude in such a way that it aims towards the selected altitude.
When the selected altitude is reached, the aircraft will level out and remain at this altitude. The ALT
HOLD annunciator will be lit.
There are the following aural warnings:

• When climbing, at 1,000 feet under the selected altitude.

• At 150 feet above the selected altitude.
• When descending, at 150 feet under the selected altitude.
ELECTRIC SUPPLY
The autopilot is electrically connected to the aircraft DC BUS 2.

12-4-3 AUTOMATIC FLIGHT DISENGAGEMENT

There is an autopilot disconnect button on the control wheel:
Electric Autopilot
pitch trim disengage
Figure 12.19: Autopilot disconnet button on the wheel
Pushing the disconnect button the first time disconnects the autopilot and the yaw damper, pushing
it a second time will disconnect the flight director as well.
Pushing the electric pitch trim switches will also disconnect the autopilot, but leave flight director
and yaw damper engaged.
Moving manually the mechanical pitch trim, or the mechanical roll trim, or the mechanical yaw trim,
will also disconnect the autopilot, but leave flight director and yaw damper engaged.
Pushing YD on the autopilot control panel disconnects autopilot and yaw damper, leaving the flight
director engaged.
Pushing FD button on the autopilot control panel disconnects autopilot and flight director, leaving
the yaw damper engaged.
Pushing AP button on the autopilot control panel disconnects the autopilot, leaving flight director
and yaw damper engaged.
Moving manually pitch control or aileron control more than 40% disconnects the autopilot, leaving
flight director and yaw damper engaged.
Whenever the autopilot is disconnected, an aural warning will sound.
NOTE
Autopilot is automatically disconnected when it has
no more electrical supply (autopilot breaker tripped,
electrical bus off).

12-4-4 AUTOTHROTTLE
GENERAL DESCRIPTION
There is an autothrottle installed on the Medium Jet.
Power levers gives the following functions:
• Manual thrust control

• Auto-thrust armament and engagement
• Reverse engagement
• Take-off and go-around engagement modes
Figure 12.20: Medium Jet quadrant
Power levers can be moved in area divided in four ranges limited by five positions:
• TOGA: Maximum take-off thrust or go-around thrust.

• CL: Maximum climb thrust.

• IDLE: idle thrust (and idle reverse thrust).
• MAX REV: Maximum reverse thrust.

AUTO-THRUST ARMED MODES

A/THR could only be armed or engaged if these following conditions are satisfied:
A/THR could be armed:
• On ground:
– By pressing A/THR FCP push button when engines are not running.
– By set two power levers in MCT or TOGA position when engines running.
• In flight:
– by pressing A/THR FCP push button while power levers are out of range of activation.
– By set two power levers beyond CL position, or at least one power lever beyond MCT
position.
– By engage GO-AROUND mode.
A/THR armed mode is indicated by:
• A/THR FCP annunciator is green illuminated.
• A/THR is displayed in blue on the autopilot indicator panel:
Figure 12.21: A/THR armed mode
Here are the following available modes when A/THR is armed:
Figure 12.22: List of available A/THR armed modes

AUTO-THRUST ENGAGE MODES

A/THR is engaged when it controls the trust or airspeed. Power lever position defines the maximum
N1 that could be asked by the A/THR system. A/THR is engaged when:
• By set two power levers between CL and IDLE positions (with two engines running).
• By set two power levers between MCT and IDLE positions (with only one engine running)
while A/THR is armed.
• By pressing A/THR FCP push button while power levers are in A/THR range activation.
A/THR engaged mode is indicated by:
• A/THR FCP annunciator is green illuminated.

• A/THR is displayed in green on the autopilot indicator panel:
Figure 12.23: A/THR engaged mode
When A/THR is engaged:
• If two power levers are beyond CL position (with two engines running) or one power lever
beyond MCT position (with only one engine running), A/THR come back to armed mode.
A/THR become blue on the autopilot indicator panel, and power levers directly control the
thrust. MAN THR is displayed.
• If two power levers are below CL position (with two engines running) or one power lever below
MCT position (with only one engine running), THR LVR is displayed in green (in THRUST
mode) on the autopilot indicator panel and LVR CLB (with two engines running) or LVR MCT
(with one engine running) blink in white:
Figure 12.24: A/THR LVR CLB and LVR MCT messages
When one power lever is in CL position and not the other, the LVR ASYM message is displayed in
amber on the autopilot indicator panel while the two power levers are not set in CL position (only
with two engines running):
Except for take-off and go-around phases, the standard A/THR system operation ask to set power
levers:

Figure 12.25: A/THR LVR ASYM message
Except for take-off and go-around phases, the standard A/THR system operation ask to set power
levers:
• In CL position, with two engines running.

• In MCT position, with only one engine running.
A/THR modes are automatically selected according to autopilot and flight director modes:
• SPEED/MACH mode:
– If autopilot and flight director are not engaged.

– If autopilot/flight director control vertical plan such as V/S, PITCH, ALT, GS, VNAV
(during cruise, descent and hold flight phases).
• THRUST mode:
– If autopilot maintain airspeed such as IAS, VNAV (during take-off and climb flight
phases).
Here are the following available modes when A/THR is engaged:

Figure 12.26: List of available A/THR engaged modes

AUTO-THRUST DISCONNECTION
When A/THR is disconnected, it’s means that this system is not armed and not engaged.
A/THR can be disconnected by two ways:
• Normal disconnection:
– Push one of two A/THR disconnection push buttons on power levers.
– Set two power levers in IDLE position.
• Abnormal disconnection:
– Push A/THR FCP push button while A/THR is engaged.
– FMS is failed or A/THR breaker is popped.
– Set two power levers beyond CL position or one power lever beyond MCT position, when
radio altimeter value is below 100ft.
With flight director on, A/THR will re-arm automatically if at least one power lever is in TOGA
position. With flight director off, A/THR still disconnected.

(ATA 22) - FMS Medium Jet
12-5 (ATA 22) - FMS

The Flight Management System (FMS) is an embedded system allowing flight management and
optimization in horizontal as well as vertical mode. Coupled with autopilot and ATS, the FMS allows
the airplane to follow a precise flight path in horizontal mode (LNAV) and an optimized flight path in
vertical mode (VNAV) depending of real flight conditions (weight constantly updated) and weather
conditions (real time wind and temperature conditions). The FMS realizes with very accurate precision
routine tasks and calculation made before by the crew.
Alsim FMS is designed as a generic tool to be used to familiarize the student pilot to airlines or
pocket jet navigation procedures. It is not intend to be used as a full FMS trainer. It combines a
computation unit (the FMC) and an interface to let you communicate with it: the MCDU (Multi
Command and Display Unit).
The Flight Management computer, or FMC, is a tool basically designed to reduce the crew workload.
It can be used to do many routine tasks and computations for the pilots. The FMC stores informations
in internal files or databases.
There are two databases:
• A navigation database which contains data from sources such as standard instrument arrivals
(or STARs), standard instrument departures (or SIDs) and enroute approach charts.
• A performance database which contains data relating to the performances of the airplane.

Information from Information from

airplane systems the flight crew
Navigation and
FMC performance
databases
The FMC calculates the

optimum flight profile
It sends commands to It sends information to

the autoflight system the displays and MCDUs
Figure 12.27: FMC functions description
The CDU has the following features:
• A line select keys to select, put in or remove data.

• An alpha and numeric keys to put in data
• Function keys to show pages of data

M M
S S
G G
Figure 12.28: FMS
The CDU has the following data pages:
• FNPT STATUS: Displays FMS general configuration parameters

• ACTIVE DATA BASE: Displays MCDU databases list. Allows to change active database.
• CONFIRM DATA BASE CHANGE: database change confirmation
• INIT: flight data initialization, such as wind, route, departure and arrival runways, waypoints,
departure and arrival procedures

• PERF: performances pages (TAKE OFF, CLIMB, CRUISE, DESCENT, APPROACH)

• FPL: flight plan.
• DIRECT TO: creation of a direct to segment from the current position.
• FUEL: fuel data (consumption, initial quantity, quantity left)
• TUNE: duplicate radio blocks frequencies and modes.
• NAV: review of flight paramaters
• DATA: FMS data management.
• WAYPOINT: See waypoint data
• NAVAID: See navaid data
• RUNWAY: See runway data
• FLIGHT DATA SOURCE: Select flight data source.
• NEAREST: display points close to the current airplane position (WAYPOINT, NAVAIDS,
RUNWAYS)
• GPS MONITOR: display GPS receivers signal data.
• DISPLAY: allows to select data displayed on HSI PFD and NAV MFD pages.
• MESSAGES: Error and warning messages display.

12-5-2 DATA PAGE DESCRIPTION

The FMS use different color with the following meaning:
- White: Title and label, scratchpad value, validated Message
- Green: Non modifiable value - FMS calculation or active value
- Turquoise: Calculated value but modifiable
- Yellow: Message appearing in the scratchpad or on MSG page
- Amber: Data entering square
line means that data entry is mandatory to allow FMS to perform all its function
FNPT STATUS
This page is shown right after start of the FMS, or using the MCDU DATA page
DC BAT BUS
ON
Figure 12.29: FMS Status diagram

FNPT Status: shown all the general settings parameters of the FMS
Figure 12.30: FMS Status page
1L AIRCRAFT Aircraft Type
2L ENGINE Engine type
3L ACTIVE Active DATA BASE expiration date

DATABASE
3R SWITCH Active DATA BASE page selection
DATABASE

Database Connection Failure

In case connection to the database is not possible, FNPT Status page display will look like
below:
Figure 12.31: FMS Status page with no database connection

ACTIVE DATABASE: Displays a list of available databases in the MCDU.
Figure 12.32: FMS Status page
1L ACTIVE Active database validity date

DATABASE
2L SECOND Secondary database validity date
DATABASE
6L RETURN Previous page
2R ACTIVATE Activate the secondary database

(switch between the active and secondary base)
CONFIRM DATA BASE CHANGE page access

CONFIRM DATA BASE CHANGE: Confirm the change of database.

Caution: Changing the database automatically restarts the FMS
Figure 12.33: Confirm Data Base Change page
6L CANCEL Cancel database change. Return to the previous page
6R ACTIVATE Confirm database change. Restart the FMS

INIT - INITIATION
INIT page is available by using the MCDU INIT key. The first page is the ‘INIT 1/3’
INIT
NEXT
DEPARTURE
SELECT
LATERAL
REVISION
ARRIVALL
SELECTT
NEXT
NEXT
Figure 12.34: INIT diagram (to be continued on next page)

Figure 12.35: INIT diagram (continued from previous page)

INIT 1/3: Initiate all principal flight data
Figure 12.36: INIT 1/3 Page
3L FLTNBR Flight number
4L LAT Latitude position (from GPS)

shown as soon as DC BAT BUS is supplied
5L COST IN- Cost Index value (from 0 to 100)
DEX

6L CRZ Flight Level & temperature planned

FL/TEMP if the temperature is not entered manually then the stan-
dard temperature for the given level is automatically set
Possible settings:
• flight level: the temperature is automatically cal-
culated with ∆ ISA=0 C
• flight level & temperature: calculate correspond-
ing ∆ ISA
• a temperature (if flight level already entered): cal-
culate corresponding ∆ ISA
Lowest Flight Level: 0
highest Flight Level: 390
Lowest Temperature: -99 C
highest Temperature: 99 C
Flight level can be entered in two ways: FLXXX or di-
rectly XXX (FL250 or 250)
1R FROM/TO Departure and destination ICAO code
ALTN Alternate airport ICAO code

to take off the alternate airport, re-enter from/to airport
NOTE
if the ICAO code entered in the FROM field does
not correspond to the current aircraft position, the
message ‘CHECK AIRCRAFT POSITION’ will be dis-
played.
2R
4R LONG Longitude position (from GPS)

shown as soon as DC BAT BUS is supplied
5R WIND Access to WIND page

Figure 12.37: INIT 1/3 with parameters fully set
The NEXT key allows to display the INIT 2/3 during initialization phase.
If all parameters are fully set, it is possible to (re)calculate the ground temperature and the
QNH. Thus, engine performance for take-off and climb can be evaluated.

WIND: Setting forecast wind at different levels
Figure 12.38: Wind Page
1L FL50 Wind value for FL50 (format: angle/speed)
6L RETURN Return to previous page
1R FL300 Wind value for FL300 (format: angle/speed)

5R EST CRZ Estimated wind for Cruise level (CRZ FL - given on page
WIND INIT 1/3). The immediate levels below and above the
CRZ FL are needed for calculation
Figure 12.39: Wind Page with parameters fully set

INIT 2/3: Setting the flight plan from departure to destination
Figure 12.40: INIT 2/3 Empty Page
Figure 12.41: INIT 2/3 page

1L FROM Departure ICAO code entered page INIT 1/3 using this
key - if scratchpad is empty - switch to the DEPARTURE
page
2L DEST Destination ICAO code entered page INIT 1/3 using this
key - if scratchpad is empty - switch to the ARRIVAL
page
3L –END OF Line END OF FPL means that the flight plan ends at
FPL– the next line
4L Destination airfield ICAO code enter page INIT 1/3
5L Alternate airport ICAO code with the total distance
6L DEST Destination ICAO code with the total distance, this line
is constantly displayed. Using the key - with scratchpad
empty - leads to the ARRIVAL page
1R SPD/ALT Speed & altitude constraints with the associated point
2R Speed & altitude constraints with the associated point
6R DIST Total distance to destination
If the flight plan does not fit on one page, arrows will be displayed (bottom-right) on the
screen. Use ‘Up’ & ‘Down’ key on the keyboard to scroll the list.
If an alternate airport has been set, END OF ALTN FPL line appears right below the corre-
sponding field

INIT 2/3 Suite: Runway setting, entering flight plan point
Figure 12.42: INIT 2/3 after SID entered
1L FROM Displays the selected runway. Using the key switch to

the DEPARTURE page
2L Displays the LATERAL REVISION page
6L DEST Displays the selected runway. Use the key to switch to

the ARRIVAL page
1R SPD/ALT Displays the departure runway threshold elevation

2R Displays the VERTICAL REVISION page
6R DIST Remaining distance to destination
Those two columns in the middle represent the lateral constraint between the two points - than
can be a CouRSe (CRS), a Direct TracK (DTK), HeaDinG (HDG) or a radial InTerCePtion
(INTCP) - and the distance between those two points.
To insert a point in the flight plan (ie: TBO), type the point name on the scratchpad and
then press the key where you want to enter the point in the flight plan (ie: TBO on the 4L
key). All of the flight plan is then moved forward. It’s not possible to have two points with
the same key.
• To insert an SID:
– the scratchpad must be clear, then press the associated ‘L’ key of the departure
field (ie: 1L )
– then the DEPARTURE page is shown
• To insert an airway:
You must enter ‘the first desired point/airway ident/last desired point’ (ie: NTS/UP87/REN)
then select the ‘L’ key corresponding to where the route must be inserted.
– without SID inside: There will be a discontinuity between the departure and the
beginning of the route.
– with an SID inside: the first point must coincide with the end of the SID
• To insert a STAR:
– the scratchpad must be clear, then press the associated ‘L’ key of the arrival field
– then the ARRIVAL page is shown
Setting a new point does not create a discontinuity right after that point.
The NEXT key displays the INIT 3/3 page during the initialization process.

INIT 3/3: Runway setting, entering flight plan point
Figure 12.43: INIT 3/3 initial Page
1L TAXI Fuel weight used for taxi (min: 0 / max: 400)
2L TRIP/TIME Trip fuel weight (to destination). flight time to destina-

tion. Those figures are calculated thanks to page INIT
1/3 & INIT 2/3
3L RTE Fuel reserve weight for the route (% or (kg) )
RSV/% Contingency route quantity
- Figure in (kg) : by default it is calculated thanks
to the time on route, for reserve in %.
It is possible to enter a manual value, in that case the
% value is automatically recalculated. (Minimum 0 -
Maximum 1000).
- Figure in %: by default at 5% (Minimum 0 - Max-
imum 15)
When you change the figure the reserve quantity (in
(kg) ) is recalculated.

4L ALTN/TIME Estimated Distance & time between destination and al-

ternate airport.
Calculates if:
The TRIP/TIME has been calculated
An alternate field has been entered
5L FINAL/TIME Fuel reserve weight for the alternate airport (% or (kg)
)
- Figure in (kg) : by default it is calculated thanks
to the time on reserve in hour:min, based on a cost index
of 0.
It is possible to enter a manual value, in that case the
hour:min value is automatically recalculated (Minimum
0 lbs - Maximum 22040 lbs).
- Figure in hour:min: by default 30 min (Minimum
0h - Maximum 1h30)
When you change the figure the reserve quantity (in
(kg) ) is recalculated.
6L EXTRA/TIME Distance & time available in reserve after alternate.
Calculates if FINAL/TIME is calculable.
EXTRA = BLOCK - (TAXI + TRIP + RSV + ALTN +
FINAL)
1R BOW Basic Operational empty Weight (Basic empty weight of
the airplane plus weight of the pilot and catering)
Minimum: 41,004 kg / Maximum: 40,098 kg
2R PAX Number of passengers in this order: Female/Male/Child
F/M/C It possible to set up to 150 passengers.
Basic Weight:
Female = 74 kg
Male = 92 kg
Child = 35 kg
3R CARGO Luggage / cargo weight. (Min: 0 kg , max: 17,071 kg
)
4R FOB Fuel weight On Board (Min: 0 kg , max: 18,728 kg )
5R TOW Take-Off Weight (sum up of previous figure)
6R LW Landing Weight (LW = TOW - TRIP)

Figure 12.44: INIT 3/3 Fully set
The NEXT key allows to display the INIT 1/3 page during initialization.

SID: Entering Standard Instrument Departure
Figure 12.45: Initial SID page
1L RWY Take off runway number

Selection of the airport runway (02 or 20 at LFBT for
this example)
After setting the departure runway, all SID appear. If there are more SID than available keys,
arrows appear (bottom/right). Use keyboard key to scroll the list.

Figure 12.46: SID page set
1L RWY Departure active runway
2L SIDS Available SID for the active runway
3L Available SID for the active runway
After setting a SID by pushing the relevant key, the SID name is displayed on top of the
screen (centered), and then a TRANS list (if any) appears on the right (the SID list has
disappeared)

Figure 12.47: SID page with Transition
1R TRANS Selected Transition name, otherwise ‘-’ (dash) is written
2R TRANS Available transition for the active SID
3R Available transition for the active SID
6R INSERT Enter the SID in the flight plan without Transition
If there is no transition for the selected SID, TRANS field displays ‘NONE’

Figure 12.48: SID page - ready to activate
6R INSERT Enter the SID and TRANS in the flight plan

STAR: Entering Standard Arrival procedure
Figure 12.49: Initial STAR page
1L RWY Arrival Runway identification

ie. LFML airport, Runway available 13L, 13R, 31L, 31R
After setting the arrival runway, all STAR appear. If there are more STAR than available
keys, arrows appear (bottom/right). Use keyboard to scroll the list.

Figure 12.50: STAR page set
1L RWY Arrival active runway
2L STARS Available STAR for the selected runway
3L Available STAR for the selected runway
After setting a STAR by pushing the relevant key, the STAR name is displayed at the top of
the screen (centered), and then a TRANS list (if any) appears on the right (the STAR list
has disappeared)

Figure 12.51: STAR page with Transition
1L RWY Runway identification
1R TRANS Selected Transition name, otherwise ‘-’ (dash) is written
2R TRANS Available transition for the selected STAR
3R Available transition for the selected STAR

6R INSERT Enter the STAR in the flight plan without Transition
If there is no transition for the selected STAR, TRANS field displays ‘NONE’
Figure 12.52: STAR page - ready to activate
6R INSERT Enter the STAR and TRANS in the flight plan

PERF - PERFORMANCE
PERF pages are available by using the MCDU PERF key.
PERF
Figure 12.53: Performance diagram

Take-Off: Entering different take-off speed
Figure 12.54: Take-Off page
1L V1 V1 speed. Magenta Speed bug V1 is set on the PFD

and displayed during the Take-off phase (undercarriage
down)
Minimum: 0 - Maximum: 200 knots
2L VR VR speed. Magenta Speed bug VR is set on the PFD
and displayed during the Take-off phase (undercarriage
down)
3L V2 V2 speed. Magenta Speed bug V2 is set on the PFD and
displayed during the Take-off and the Climb phase.
4L VENR VENR speed. Magenta Speed bug VENR is set on the
PFD and displayed during the Take-off and the Climb
phase.
1R RWY Selected departure runway via INIT page

THR RED Thrust reduction altitude. Set by default to the runway

2R altitude + 1500ft. Can be adjusted with minimum of
runway altitude + 400ft.
6R NEXT Toward next page (CLIMB)
PAGE
Figure 12.55: Take-Off page set

Climb: Climb profile data and setting
Figure 12.56: Climb Page
1L CLIMB Calculated remaining climb distance to Top of Climb

DIST (TOC), if all INIT pages values have been set
2L COST IN- Cost Index (CI) used to calculate performance (by default
DEX the CI set via INIT 1/3 page)
Any change of CI will be taking into account only for the
climb.
3L CI Calculated climb speed based on CI
SPD/MACH - Knots: vertical profile handle by computer
- Mach: calculated from speed in Knots then via
a conversion table
5L EXPEDITE Activate / deactivate EXPEDITE mode
- Activate: set the CI at 0
- Deactivate: recover the previous CI (manual or
default figure)
6L PREV Return to previous page (TAKE OFF)
PHASE

1R CRZ FL Cruise Flight Level set in INIT 1/3 page
6R NEXT Next page (CRUISE)

PHASE
In the middle (below CLIMB TIME) is displayed the remaining time to the Top Of Climb
(hour minutes)
The calculated climb speed is displayed as a speed bug on the PFD, if the ‘ALT SEL’ has a
value higher than the actual level/altitude. The speed bug can be turquoise or magenta if
the auto-pilot is on VNAV mode.

Cruise: Cruise profile data
Figure 12.57: Cruise Page
1L ACT Auto-throttle mode (Auto-throttle unusable)

MODE
2L COST IN- Cost Index set via INIT 1/3 page
DEX
3L CI MACH Cruise Mach value handle by the computer thanks to the
CI
6L PREV Return to previous page (CLIMB)
PHASE
1R DEST Estimated fuel weight remaining at destination
EFOB
2R CRZ FL flight level cruise (from page INIT 1/3)
If ever a new value is set:
- If a CRZ FL has been set via then INIT 1/3 page,
then the CRZ T˚ is recalculated thanks to the ∆ISA
find in the INIT 1/3 page
- If no CRZ FL previously set, then ∆ISA is set to 0
and the CRZ T˚ is calculated

6R NEXT Next page (DESCENT)

PHASE
In the upper middle is displayed the actual UTC time.
Cruise Mach speed bug is displayed in magenta on the PFD.
1140
Figure 12.58: Cruise Page Set

Descent: Descent profile settings
Figure 12.59: Descent Page
1L ACT Auto-throttle mode (‘Auto-throttle unusable’)

MODE
2L COST IN- Cost Index set via INIT 1/3 page
DEX
3L CI Descending speed calculated based on the Cost Index
MACH/SPD
5L EXPEDITE EXPEDITE mode (de)activation: increases the rate of
descent by sending a new value in TARGET VZ field.In
fact the Target Vz is set to -6000 feet/min with power
on idle, CI MACH/SPD is no longer calculated and the
descending airspeed bug (magenta) is no longer displayed
6L PREV Return to previous page (CRUISE)
PHASE
1R DEST Remaining Fuel weight at destination
EFOB

2R DEST ALT Destination field elevation (airport or runway threshold)
3R TARGET The target vertical speed is calculated to meet CI

VZ MACH/SPD and GLIDE PATH ANGLE values. if the
aircraft is higher/lower than the corresponding slope, the
rate of descent will be increased/decreased to lead the
aircraft toward the theoretical descending path
4R GLIDE GLIDE PATH ANGLE: descending slope value.
PATH format x˚/xx% - 3˚/5%
ANGLE
6R NEXT Next page (APPROACH)
PHASE
The calculated vertical speed will be displayed on PFD by a speed bug on the VSI if the FMS
detects DESCENT phase (ALT SEL has a value lower than the actual level/altitude, ALT
ARM mode is engaged and the aircraft has crossed the TOD descent departure point). The
speed bug can be turquoise or magenta if the auto-pilot is on VNAV mode.

Descent: Approach settings page
Figure 12.60: Approach Page
1L QNH Arrival QNH value
2L TEMP Arrival airport temperature
3L MAG Magnetic wind on the airport (course/speed)

WIND
4L VREF VREF - aircraft speed over the threshold
5L VAPP VAPP - Approach speed: VREF corrected for the wind
VAPP = VREF + 10 or
VAPP = VREF + (1/2 headwind) if VAPP
>VREF + 10
VAPP value is automaticaly calculated, however
it can be modified manually if the automaticaly calcu-
lated result is not satisfying.

6L PREV Previous page (DESCENT)

PHASE
1R FINAL Landing runway (from INIT 1/3 page)
VREF will be displayed thanks to a magenta speed bug as soon as the DESCENT phase
begins.
VAPP is calculated from the VREF corrected for the wind but 3L & 4L must be set
and displayed thanks to a magenta speed bug as soon as the DESCENT phase begins.
25
120
Figure 12.61: Approach Page set
If the pilot uses the ‘Go-Around’ switch on the power throttle, it will activate the missed
approach procedure on the FMS.

FPL - FLIGHT PLAN
FPL page is available by using the MCDU FPL key.

FPL 1/2: Flight Plan settings and modifications
Figure 12.62: Flight Plan page 1/2 empty

Figure 12.63: Flight Plan page 1/2 set
1L FROM Departure field ICAO code (from INIT 1/3)

Using the key (with scratchpad empty) leads to the SID
page
2L Route waypoint name
6L DEST Arrival airport ICAO code (from INIT 1/3)

Using the key (with scratchpad empty) lead to the STAR
page
6R DIST Distance to destination

3 columns are displayed in the middle of the screen corresponding to:

- DTK: Direct track to the next point
- ETA: Estimated Time over the point
- Distance between two points.
Use the MCDU NEXT key to display FPL 2/2 page.

FPL 2/2: Flight Plan settings and modification
Figure 12.64: Flight Plan page 2/2 Empty

Figure 12.65: Flight Plan page 2/2 Set
1L FROM Departure field ICAO code (from INIT 1/3)

Using the key (with scratchpad empty) leads to the SID
page
6L DEST Arrival field ICAO code (from INIT 1/3)

Using the key (with scratchpad empty) leads to the STAR
page
6R DIST Distance to destination

3 columns are displayed in the middle of the screen between 1L/R & 5L/R , corre-
sponding to:
- DTK: Direct track to the next point
- FOB: Remaining Fuel on board over the point
- Distance between two points.
The 2 center columns on the 6L/R line correspond to:

- ETA: Estimated Time of Arrival at destination
- EFOB: Estimated Fuel On Board at destination
The MCDU NEXT key shows the FPL 1/2 page.
• To insert a point:
To insert a point on the route, just type the code on the scratchpad then press the key
corresponding to the next waypoint. All of the route is then moved forward.
• To delete a point:
To delete a point on the route, press the ‘CLR’ key and then press the key correspond-
ing to the waypoint you want to delete.
• To insert a SID:
- Clear the Scratchpad and press the departure field ‘L’ key
- DEPARTURE FROM page is then displayed
• To insert a STAR:
- Clear the Scratchpad and press the arrival or alternate field ‘L’ key
- ARRIVAL TO page is then shown
• To change the airport destination or alternate:

It is only possible to modify the active runway by changing the SID or STAR. In that
case if a departure or an arrival has been already inserted, then corresponding points
are deleted.
• To activate the alternate flight plan:
Do a ‘Direct-To’ towards on point corresponding at the alternate leg.
A symbol ∆ place after a point is an ‘overfly’ command, meaning that the aircraft must fly
over the point prior to turn to the next one. To set or take off an overfly command, press
the ‘OVFY’ button on keyboard then insert it by selecting the related LSK.

LATERAL REVISION
This page is available from the MCDU FPL or NAV by using the waypoint ‘L’ key (except
runway keys)
Lateral Revision: Inserting lateral constraint on a waypoint en route.
Figure 12.66: Lateral Revision
1L DIRECT Display the DIRECT TO page with the (TBO) point

TO preset

VERTICAL REVISION
This page is available from the MCDU FPL or NAV by using the waypoint ‘R’ key
EFOB and E XTRA fuel at the revision point are displayed on line 2.
Figure 12.67: Vertical Revision
2L CLB SPD CLB (DES) SPD LIM is shown and may be modified
LIM
3L SPD Speed constraint field
CSTR
5L WIND Opens Wind Data page
DATA
3R ALT CSTR Altitude constraint field

DIRECT TO
The Direct To page is available by using the D key on the MCDU
Direct To: Setting a line segment between the current place and the selected point.
Figure 12.68: Direct To page
1L FROM Departure airport ICAO code from page INIT 1/3
2L Waypoint name
3L Waypoint name
4L Waypoint name
5L Waypoint name
6L Data capture for waypoint not in the flight plan yet.

1R Activate the point from the corresponding L key, if

pushed
pushed
pushed
pushed
pushed
2 columns are displayed in the middle of the screen corresponding to:

- DTK: Direct track from the present position to the point
- Distance to the point
To do a ‘Direct To’ to a point in the present list, first select the corresponding ‘L’ key ,
‘ACTIVATE’ will appear in the opposite side. Just select it to validate. A point ‘P.POS’ is
inserted automatically before the selected point. The rest part of the flight plan is kept.
If the ‘Direct To’ is to a new point, a point named ‘P.POS’ and the new point name are
automatically inserted right after the last current point and the rest of the flight plan is moved
forward.

FUEL
This page is available from MCDU FUEL button
Fuel: Allows to know the quantity of fuel burnt, the remaining fuel quantity and enables to
modify the initial available quantity if necessary. Allows to modify the value of the en-route
reserve.
Figure 12.69: Fuel Page
1L FOB Fuel quantity currently available
2L OVER Fuel quantity remaining over destination

DEST
3L RTE Fuel quantity and % of fuel reserve compared to needed
RSV/% quantity to destination (identical to INIT 1/3 page)
4L OVER Fuel quantity remaining over the alternate airfield
ALTN
5L FINAL/TIME Fuel quantity and time remaining thanks to regulation,
calculated for a cost index equal to 0 (identical to INIT
1/3 page)

6L EXTRA/TIME Fuel quantity and time remaining after the alternate air-
field, calculated for a cost index equal to 0 (identical to
INIT 1/3 page)
1M WEIGHT Actual aircraft weight
2M Aircraft weight at destination
4M Aircraft weight at the alternate airfield
1R BLOCK Initial fuel quantity available

FUEL
2R INST Instantaneous fuel consumption (lbs/h)
FUEL
FLOW
3R FUEL Total fuel quantity (both engine) burnt since departure
USED
4R FUEL EF- Fuel consumption per nautical mile
FICIENCY Only evaluated if the ground speed is greater than 0 and
the instantaneous fuel consumption is valid
5R RANGE Available cruising Range (calculated with the actual
flight data)
6R ENDURANCE Remaining endurance (calculated with the actual flight
data)

TUNE
This page is available from MCDU TUNE button
Tune: Duplicate frequencies & mode displayed on GNS
Figure 12.70: Tune page
1L COM1 COM 1 stand-by & active frequencies
2L NAV1 NAV 1 stand-by & active frequencies
3L COM2 COM 2 stand-by & active frequencies
4L NAV2 NAV 2 stand-by & active frequencies
1R NAV1 Vol NAV1 Volume
2R NAV1 ID NAV 1 ID

3R NAV2 Vol NAV 2 Volume
4R NAV2 ID NAV 2 ID

NAV
NAV: Essential parameter sum-up
Figure 12.71: NAV initial page

Figure 12.72: NAV page
1L FROM Last waypoint crossed
2L DTK DTK: direct track from the last point to the active one
XTK XTK: Actual drift between the aircraft and the route
3L TO Active waypoint code
4L DTK Route between active point to the next waypoint
5L NEXT Next waypoint after the active one
6L WIND Wind direction & speed, aircraft true air speed

TAS
1M Time over the last waypoint
2M Time (hour:min) from current position to the active

point

3M Time over the active waypoint
4M Time (hour:min) between the active waypoint to the next

one
5M Time over the next waypoint after the next one
6M EW Effective Wind
GS Aircraft ground speed
1R FOB Fuel weight remaining over the last waypoint
2R Distance from current position to the active point
3R FOB Estimated fuel quantity over the active waypoint
4R Distance between the active and the next waypoint
5R EFOB Estimated fuel quantity over the next waypoint after the
next one
6R WCA Wind Component Angle
∆ISA In-flight temperature deviation compared to ISA temper-
ature (calculated by the ADC)

DATA
This page is available from MCDU DATA button
DD
ACTIVEE
DDD
DATABASEE
Figure 12.73: Data diagram (to be continued on newt page)

CONFIRMM
DATABASEE
CHANGEE
Figure 12.74: Data diagram (continued from previous page)

DATA: Full FMS data management page
Figure 12.75: Data page
1L WAYPOINTS Access to waypoints database
2L NAVAIDS Access to navaids database

(VOR/TAC, ILS, DME, NDB)
3L RUNWAYS Access to runways database
4L FNPT FNPT STATUS page access

STATUS
5L FLIGHT DATA SOURCE page access
DATA
SOURCE
2R ACTIVE ACTIVE DATABASE page access
DATABASE
3R NEAREST NEAREST page access

4R GPS GPS MONITOR page access

MONI-
TOR

WAYPOINT
Waypoint: Display waypoint information from FMS database
Figure 12.76: Waypoint page
1L IDENT Waypoint code to consult
After choosing the waypoint, information below is displayed.

Figure 12.77: Waypoint page - list of waypoints
1L Waypoint code found
1M Waypoint frequency

1R Waypoint geographical reference
Figure 12.78: Waypoint page - One point

1L IDENT Waypoint name
2L LAT/LONG Waypoint geographical reference
6L RETURN Return to DUPLICATE WAYPOINT page (if several oth-

erwise WAYPOINT page)

NAVAID
Navaid: Consulting navaid informations
Figure 12.79: Navaid default page
1L IDENT Navaid code to display
The DUPLICATE NAVAID page will be displayed if several requested beacons have the same
code.
Duplicate Navaid: Beacon choice from a list of beacons with the same name.

Figure 12.80: Navaid - Duplicate page
1L DME Name & Type of the beacon found
2L DME Name & Type of the beacon found
3L ILS Name & Type of the beacon found
4L ILS Name & Type of the beacon found
5L ADF Name & Type of the beacon found
6L RETURN Return to Navaid page
1M FREQ Navaid frequency
2M Navaid frequency

3M Navaid frequency
4M Navaid frequency
5M Navaid frequency
1R LAT/LONG Navaid geographical reference
2R Navaid geographical reference
If the list is larger than the screen, arrows appear (bottom-right). Use Keyboard ‘Up’ and
‘Down’ key to scroll.

Navaid - VOR/TAC page
Figure 12.81: Navaid - VOR/TAC
1L IDENT Beacon name
2L CLASS Beacon type
3L LAT/LONG Beacon geographical reference
4L FREQ Beacon frequency
5L ELEV Beacon altitude (in feet)
1R STATION Beacon magnetic deviation

DEC

Navaid - ILS page
Figure 12.82: Navaid - ILS page
1R RWY Runway number linked with the ILS

IDENT

2R CATEGORY ILS category
3R COURSE ILS magnetic course

Navaid - NDB page
Figure 12.83: Navaid - NDB page
1R STATION Beacon magnetic deviation

DEC

Navaid - DME page
Figure 12.84: Navaid - DME page

RUNWAY
Runway: Runway informations form FMS database
Figure 12.85: Runway page
1L IDENT Runway number consulted
6L RETURN Return to DATA page
After runway validation, below data is displayed

Figure 12.86: Runway page set
1L IDENT Runway identification
2L LAT/LONG Runway geographical reference
3L LENGHT Runway length
4L ELEV Runway elevation (in feet)
5L CRS Runway magnetic course
1R ILS IDENT ILS identification link to the Runway

PILOT DATA
Pilot Data:
Save a flight plan
Figure 12.87: Flight Data Source
1L STORED See stored routes

ROUTES
When pressing 1L :
1. If there is no stored flight plan, the page below will be displayed:

2. If there is already a stored flight plan, the page below will be displayed:

1L LESSON01 Existing stored flight plan
3L LFRSLFPN Existing stored flight plan

Af-
5L Flight plan name
ter choosing the flight plan, the page below will be displayed:
5L Flight plan name
5R SAVE Save flight plan name
NOTE
If no flight plan with this name exists in the current list, a new flight plan with
this name will be saved.
If a flight plan with this name already exists in the current list, it will be
overwritten by the new one.
Loading an existing flight plan

1L STORED See stored routes

ROUTES
When pressing 1L , the page below will be displayed:
3L LFRSLFPN Existing stored flight plan
5L Flight plan name

Select the left key corresponding to the flight plan you want to load.

FLIGHT DATA SOURCE
Flight Data Source: Select sources to be used as reference for flight information
1L ACTIVATE ADC actual source

SOURCE
ADC
2L AVAILABLE ADC available source
SOURCE
ADC
4L ACTIVATE AHRS actual source
SOURCE
AHRS
5L AVAILABLE AHRS available source
SOURCE
AHRS

2R ACTIVATE Activate ADC standby source
5R ACTIVATE Activate AHRS standby source

NEAREST
Nearest: Display a list of nearest points to the current aircraft position
Figure 12.90: Nearest page
1L WAYPOINTS Access to Nearest waypoints page

only if GPS reference is valid
2L NAVAIDS Access to Nearest navaids page
3L RUNWAYS Access to Nearest Runways page
6L RETURN Return to previous page (DATA page)
In general manner, those different list of nearest points are only generated when their page
are requested - it is not then updated following the aircraft path.

This page is available from MCDU NEAREST button
Nearest Waypoints: Display a list (sort by distance) of 40 nearest waypoints to the current
aircraft position. Displaying of nearest waypoint can take a few seconds, during loading time,
the message ‘LOADING... PLEASE WAIT’ will be displayed.
Figure 12.91: Nearest Waypoint

1R DTK/DIST Magnetic tracks from the current position to the way-

point
Distance from the present position to the waypoint
point
point
point
point

Nearest - Navaids: Display a list (sort by distance) of 40 nearest navaids to the current
aircraft position. Displaying of nearest navaids can take a few seconds, during loading time,
Figure 12.92: Nearest - Navaids
1L ILS Navaids Type & name
2L ADF Navaids Type & name
4L VORDME Navaids Type & name

1M FREQ Navaids Frequency
1R DTK/DIST Magnetic tracks from the current position to the navaids

Distance from the present position to the navaids

Nearest - Runways: Display a list (sort by distance) of 40 nearest runways to the current
aircraft position. Displaying of nearest runways can take a few seconds, during loading time,
Figure 12.93: Nearest - Runways
1L IDENT Airport ICAO code & runways number

1R DTK/DIST Magnetic tracks from the current position to the Run-

ways
If the list is larger than the screen, arrows appears (bottom-right). Use Keyboard ‘Up’ and

GPS MONITOR
GPS Monitor: Information about each GPS signal.
Figure 12.94: GPS Monitor - no coverage

Figure 12.95: GPS Monitor
1L GPS1 PO- Actual geographical reference from GPS 1

SITION
2L MERIT GPS 1 position accuracy (in feet)
4L GPS2 PO- Actual geographical reference from GPS 2

SITION
5L MERIT GPS 2 position accuracy (in feet)
2M TTRK True track calculated by GPS 1
5M TTRK True track calculated by GPS 2
1R MODE/SAT GPS 1 mode (FAULT, ACQ, NAV)

Number of satellites used (0 to 6)

2R GS Ground speed calculated by GPS 1
4R MODE/SAT GPS 2 mode (FAULT, ACQ, NAV)

Number of satellites used (0 to 6)
5R GS Ground speed calculated by GPS 2
6R RAIM Opens the Receiver Autonomous Integrity Monitoring

PRED prediction page
Figure 12.96: RAIM Prediction

DISPLAY
This page is available from MCDU DSPL button
Display: Selection of information displayed on PFD HSI & on MFD NAV page
Figure 12.97: Display page
1L AIRPORT Activate or deactivate the display of the 40 nearest air-

fields
2L WAYPOINT Activate or deactivate the display of the 40 nearest way-
points
1R ACTIVATE Activate or deactivate the display of the 40 nearest VOR
2R ACTIVATE Activate or deactivate the display of the 40 nearest NDB

MSG - MESSAGE
This page is available from MCDU MSG button
MSG - Message: Error & warn list displayed in chronological order
Figure 12.98: MSG - Message
1L Last FMS message
2L Second last FMS message
3L Third last FMS message
4L Forth last FMS message
5L Fifth last FMS message
6L Sixth last FMS message or to previous page

If there is at least one message not acknowledge in the list, ‘MESSAGE’ light is displayed
Left & Right of the MCDU are lighten.

12-5-3 MCDU DATA FORMAT

Following code are used to shows different data format.
A: alphabetical code
N: numeric code
X: alphanumeric code
Data name Format Range Units MCDU

Page
AIRCRAFT XXXX...XX 40 characters N/A FNPT
max STATUS
ENGINE XXXX...XX 40 characters N/A FNPT
max STATUS
ACTIVE NNAAAA NN days N/A FNPT
DATA [0−31] AAAA STATUS
BASE month
(first fourth
letter of
the month,
maximum)
SECOND NNAAAA NN days N/A FNPT
DATA [0−31] AAA STATUS
BASE month
(first fourth
letter of the
month max)
FLT NBR XXXXXXXX N/A N/A INIT 1/3
all charac-
ters are not
mandatory
LAT ANNNN.NNN A: N or S Hemisphere INIT 1/3
‘A’ which is ei- 0 ≤ degree ≤ N or S, WAYPOINT
ther N=North 90 degree, RUNWAY
or S=South 0 ≤ Min ≤ minutes NAVAID
59.99
LONG ANNNNN.NNN A: E or W Hemisphere INIT 1/3
‘A’ which is ei- 0 ≤ degree ≤ E or W, WAYPOINT
ther W=West 180 degree, RUNWAY
or E=East 0 ≤ min ≤ minute NAVAID
59.99
1 Zero figure can be omitted if not significant


Page
COST IN- NN [0−99] % INIT 1/3
DEX CRUISE
DESCENT
CRZ FL FLNNN or FL[0−450] hundreds INIT 1/3
NNN 1 of ft MSL
(sea level
base)
CRZ TEMP ± NN 0 to ± 99 Celsius INIT 1/3
(+ as default) degree
(c˚)
ALTN AAAA ICAO code N/A INIT 1/3
INIT 2/3
FROM/TO AAAA/AAAA ICAO/ICAO N/A INIT 1/3
code
FROM AAAA ICAO code N/A INIT 2/3
FPL 1 / 2
FPL 2 / 2
TO AAAA ICAO code N/A INIT 2/3
DEST AAAA ICAO code N/A INIT 2/3
FPL 1 / 2
FPL 2 / 2
ALT NNNNNN [0−45000] ft MSL INIT 2/3
(figure is (Sea
rounded to Level
closest 100). base)
SPD NNN [0−350] Kt INIT 2/3
SPD/ALT ditto ditto ditto INIT 2/3
SPD/ditto SPD/ditto SPD/ditto
ALT ALT ALT
DIST NN.N 1 [0−99.9] NM INIT 2/3
FPL 1 / 2
FPL 2 / 2
DIRECT
TO
NEAREST
FROM


Page
DTK NNN [0−360] Angle in INIT 2/3
degree.(˚) FPL 1 / 2
FPL 2 / 2
DIRECT
TO
NEAREST
FROM
TAXI NNNN 1 [0−9000] (kg) INIT 3/3
TRIP/TIME NNNN/NNHNN [0−9999] / Lbs / INIT 3/3
1
[0−12]&[0−59] Hour
minute
RTE NNNN/NN [0−9999] / Lbs / in INIT 3/3
RSV/% [0−99] % FUEL
ALTN/TIME NNNN/NNHNN [0−9999] / Lbs / INIT 3/3
[0−12]&[0−59] hour
minute
FINAL/TIME NNNN/NNHNN [0−9999] / Lbs / INIT 3/3
[0−12]&[0−59] hour FUEL
minute
EXTRA/TIME NNNN/NNHNN [0−9999] / Lbs / INIT 3/3
[0−12]&[0−59] hour FUEL
minute
BOW NNNNN [0−90400] (kg) INIT 3/3
PAX:F/M/C NNN/NNN/NNN [0−999]/ (kg) / INIT 3/3
[0−999]/ (kg) /
[0−999] (kg)
GARGO NNNNN [0−37636] (kg) INIT 3/3
FOB NNNNN [0−41290] (kg) INIT 3/3
TOW NNNNN [0−99999] (kg) INIT 3/3
LW NNNNN [0−99999] (kg) INIT 3/3
FL 50 NNN/NNN [0−360]/[0−200] degree WIND
/kt
/kt
/kt
/kt
/kt


Page
/kt
/kt
/kt
EST CRZ NNN/NNN [0−360]/[0−200] degree/kt WIND
WIND
V1 NNN [0−200] Kt TAKE
OFF
VR NNN [0−200] Kt TAKE
OFF
V2 NNN [0−200] Kt TAKE
OFF
CLIMB NN.N 1
[0−99.9] NM CLIMB
DIST
SPD TAR- NNN [100−300] Kt CLIMB
GET
CLIMB NNHNN [0−12]&[0−59] hour CLIMB
TIME minute
CRZ LVL FLNNN or FL[0−450] hundreds CLIMB
NNN 1 of feet
MSL
(sea level
base)
ACT AUTO SPD N/A N/A CRUISE
MODE DESCENT
CI MACH N.NN [0−1] N/A CRUISE
UTC NN:NN [0−12]&[0−59] hour CRUISE
minute DESCENT
FPL 1 / 2
FPL 2 / 2
DEST NNNNN 1
[0−99999] (kg) CRUISE
EFOB DESCENT
CI N.NN/NNN [0−1]/[0−350] N/A / Kt DESCENT
MACH/SPD
DEST ALT FLNNN or FL[0−390] or hundreds DESCENT
NNN or [0−39000] of feet
NNNNNN 1
MSL
(sea level
base)


Page
TARGET NNNN [0−9999] feet/min DESCENT
VZ
QNH NNNN or 950 ≤ x ≤ Hecto APPROACH
NN.NN 1050 or 28.05 pascal
≤ x ≤ 31.01 (hPa) or
In. Hg
TEMP + or - NN 0 to ± 99 degree APPROACH
(+ by default) Celsius
(c°)
MAG NNN/NNN [0−360]/[0−200] degree / APPROACH
WIND kt
VREF NNN [0−350] kt APPROACH
VAPP NNN [0−350] kt APPROACH
FINAL AAAA ICAO code N/A APPROACH
MDA NNNN [0−9999] ft MLS APPROACH
(sea level
base)
DH NNNN [0−2500] ft MLS APPROACH
(sea level
base)
LDG CONF NN [0−60] degree APPROACH
EFOB NNNNN [0−99999] (kg) FPL 2 / 2
RWY FLNNN or FL[0−390] hundreds DEPARTURE
NNN 1 of feet FROM
MSL
(sea level
base)
SID XXXXX 5 characters N/A DEPARTURE
max FROM
TRANS XXXXX 5 characters N/A DEPARTURE
max FROM
ARRIVAL
TO
STAR XXXXX 5 characters N/A ARRIVAL
max TO
WAYPOINT AAAAA 5 letters max N/A WAYPOINT
IDENT
RUNWAY AAAAA 5 letters max N/A RUNWAY
IDENT
RUNWAY AAAA / [0−9999] / meter/feet RUNWAY
LENGTH AAAAA [0−9999] m/ft


Page
ELEV NNNN 9999 ft RUNWAY
NAVAID
CRS NNN [0−360] degree RUNWAY
(˚)
ILS IDENT AAA 3 letters or fig- N/A RUNWAY
ures
NAVAID AAAAA 5 letters max N/A NAVAID
IDENT
CLASS ILS / TAC / N/A N/A NAVAID
VOR / NDB /
DME
STATION NNA 0 ≤ degree ≤ degree NAVAID
DEC 90 ,Hemi-
A = E or W sphere W
or E
RWY AAAANNA N/A airfield NAVAID
IDENT ICAO &
runway
number
CATEGORY N 1 , 2 or 3 N/A NAVAID
COURSE NNN 0 ≤ degree ≤ degree NAVAID
360 (˚).
BLOCK NNNNN [0−99999] lbs FUEL
FUEL
FUEL NNNNN [0−99999] lbs FUEL
USED
OVER NNNNN [0−99999] lbs FUEL
DEST
OVER NNNNN [0−99999] lbs FUEL
ALTN
EXTRA NNNNN [0−99999] lbs FUEL
WEIGHT NNNNN [0−99999] lbs FUEL
TOTAL FF NNNNN [0−99999] lbs FUEL
FUEL EF- NN.N [0−99.9] lbs/nm FUEL
FICIENCY
RANGE NNNN [0−9999] nm FUEL
ENDURANCE NNHNN [0−12]&[0−59] hour FUEL
minute
WIND NNN/NNN [0−360]/[0−200] degree / NAV
kt


Page
TAS NNN [0−350] kt NAV
TW NNN [0−350] kt NAV
GS NNN [0−350] kt NAV
DRIFT NNN [0−360] degree NAV
∆ISA NNN [0−999] Celsius NAV
degree
(˚)
AT AAAA 4 characters ICAO HOLD
code
INB CRS NNN 0 ≤ degree ≤ degree HOLD
360 (˚).
TURN A L or R N/A HOLD
GPS1 PO- LAT/LONG LAT/LONG LAT/LONG GPS
SITION MONI-
TOR
GPS2 PO- LAT/LONG LAT/LONG LAT/LONG GPS
SITION MONI-
TOR
MERIT NNN [0−999] Nautical GPS
(nm) MONI-
TOR
TTRK NNN [0−999] degree GPS
(˚) MONI-
TOR
MODE/SAT MODE/NN MODE/ N/A GPS
[0−99] MONI-
TOR

12-5-4 MCDU MESSAGES
12-5-5 MCDU MESSAGES DISPLAYED ON SCRATCHPAD

All messages displayed on the scratchpad are amber colored.
Message Condition
NOT ALLOWED inserting data is not authorized where
you intend to
OUT OF RANGE date value is out of range
FORMAT ERROR data is out of format
CHECK AIRCRAFT POSITION The aircraft position is not corre-
sponding to the departing field enter
in flight plan
12-5-6 MCDU MESSAGES DISPLAYED ON MESSAGE PAGE

All messages displayed on the MESSAGE page are shown in yellow as long as they are not
acknowledged and turn white once acknowledged.
Message Condition
TOP OF CLIMB IS OUT OF The TOC is not reachable before the
FLIGHT PLAN end of flight plan
TOP OF DESCENT IS OUT OF The TOD is too close to allow a de-
FLIGHT PLAN scent before the end of flight plan
TOP OF DESCENT IS BEHIND The cruise level is too high to be
TOP OF CLIMB reached
UNAVAILABLE ADC FLIGHT DATA No ADC source
UNAVAILABLE AHRS FLIGHT No AHRS source
DATA
LESS THAN 10 NM LEFT BEFORE The point located 10 NM before de-
TOP OF DESCENT scent point as been reached
ENTER DESTINATION DATA 20 NM before the TOD, the QNH at
destination is not entered yet

12-5-7 FMGC CALCULATION INVENTORY
12-5-8 VNAV MODE

CLIMB
This mode follows the calculated FMS speed. Pilot must act on the power levers to set values
calculated by the FMS for the aircraft to be able to respect the climb profile.
- CI=0, climb profile equal Vy speed (best rate climb & equal to EXPEDITE mode
as well). The profile tends to reach the cruising altitude as soon as possible, thus to reduce
climb time and low altitude flying (fuel cost).
- CI=100, climb profile with the maximum horizontal speed (with respect to regula-
tion) to reduce the total flying time (best ETA).
Climb speed for CI=0 (Green Dot)
XXX: all weight / XXX: 97,000 lbs / XXX: 141,100 lbs
IAS
Flight level
ISA-20 ISA ISA+20
0 173 213 173 213 173 213
50 173 213 173 213 173 213
100 173 213 173 213 173 213
150 173 213 173 213 173 213
200 174 214 174 214 174 214
250 178 218 178 218 178 218
300 183 223 183 223 183 223
350 188 228 188 228 188 228

N1 settings associated
N1
Flight level
ISA-20 ISA ISA+20
30 84.14 87.75 83.30
70 85.60 88.45 85.05
110 86.40 89.15 86.75
150 86.90 89.55 87.15
190 86.75 89.65 88.15
230 87.15 89.95 88.30
270 87.25 90.10 87.25
310 87.05 90.15 88.70
350 87.05 90.20 88.50
390 86.35 89.65 87.70
Climb speed for CI=100 (250KIAS / 300KIAS / M0.78)
IAS
Flight level
ISA-20 ISA ISA+20
0 250 250 250
50 250 250 250
100 250 250 250
150 300 300 300
200 300 300 300
250 300 300 300
300 300 300 300
350 278 284 289
400 262 268 274

N1
Flight level
ISA-20 ISA ISA+20
30 84.15 87.75 83.30
70 85.60 88.45 85.05
110 86.40 89.15 86.75
150 86.90 89.55 87.15
190 86.75 89.65 88.15
230 87.15 89.95 88.30
270 87.25 90.10 87.25
310 87.05 90.15 88.70
350 87.05 90.20 88.50
390 86.35 89.65 87.70

CRUISE
This mode follows the calculated FMS speed. Pilot must act on the power levers to set values
calculated by the FMS to be able to keep the cruise altitude.
- CI=0, cruise profile is equal to the best efficient distance/fuel burn ratio
- CI=100, cruise profile with the maximum horizontal speed (with respect to regula-
tion) to reduce the total flying time (best ETA).
Cruise speed for CI=0 (Long Range)
XXX: all weight / XXX: 97,000 lbs / XXX: 141,100 lbs
IAS
Flight level
ISA-20 ISA ISA+20
0 189 250 209 250 229 250
20 192 250 212 250 232 250
40 195 250 215 250 235 250
60 198 250 218 250 238 250
80 201 250 221 250 241 250
100 204 250 224 250 244 250
120 207 260 227 280 247 300
140 210 269 230 289 250 309
160 210 271 230 291 250 311
180 207 266 227 286 247 306
200 204 261 224 281 244 301
220 214 262 234 282 254 302
240 224 263 244 283 264 303
260 218 263 238 283 258 303
280 214 261 234 281 254 301
300 213 260 233 280 253 300
320 215 259 235 279 255 299
340 218 251 238 271 258 291
360 216 242 236 262 256 282
380 213 231 233 251 253 271
400 215 220 235 240 255 260

N1
Flight level
ISA-20 ISA ISA+20
30 36.9 44.2 38.3 45.0 41.0 46.6
70 38.4 46.3 40.1 47.1 43.2 49.1
110 40.1 48.7 42.1 50.9 45.3 55.4
150 40.6 51.0 42.7 53.8 46.2 61.5
190 42.0 52.8 44.0 55.6 47.4 62.0
230 44.8 55.6 47.2 58.4 51.3 65.2
270 46.6 58.8 48.7 61.5 53.4 69.4
310 49.1 62.7 51.2 65.3 56.3 81.0
350 53.6 67.4 55.4 69.0 60.9 92.1
390 58.3 76.3 59.9 78.0 66.7 104.0

Cruise speed for CI=100 (250KIAS / 340KIAS / M0.80)
Flight IAS
level ISA-20 ISA ISA+20
0 250 250 250
20 250 250 250
40 250 250 250
60 250 250 250
80 250 250 250
100 250 250 250
120 340 340 340
140 340 340 340
160 340 340 340
180 340 340 340
200 340 340 340
220 340 340 340
240 340 340 340
260 329 335 339
280 319 324 329
300 309 314 319
320 299 305 310
340 289 296 301
360 280 287 293
380 274 281 287
400 269 275 281

Flight N1
level ISA-20 ISA ISA+20
30 40.3 44.2 41.3 45.0 42.7 46.6
70 41.7 46.3 43.1 47.1 44.4 49.1
110 55.0 58.3 55.3 58.5 56.5 60.6
150 81.1 81.0 82.0 82.8 83.2 86.3
190 81.7 82.1 83.1 84.2 81.7 84.9
230 82.6 83.3 84.3 85.6 81.0 85.1
270 65.9 69.8 84.0 86.3 89.8 91.4
310 80.9 83.2 85.1 87.4 89.4 91.7
350 69.8 80.1 85.0 88.2 89.4 92.9
390 72.9 85.0 85.9 91.6 94.5 95.6

DESCENT
This mode calculates a profile following a 2˚ slope descent (or the value set in the DESCENT
page) compared to airport elevation but respecting altitude constraint set by the pilot.
Example: Cruising altitude FL300, targeting FL100
• CASE N˚1 - VNAV mode is engaged below a 2˚ slope:
The VNAV will keep the current altitude as long as it reaches the descending point,
then initiates the descent and will follow the slope until the ‘ALT SEL’ intercepts the
FL100.
• CASE N˚2 - VNAV mode is engaged above the 2˚ slope:
The VNAV mode needs to calculate a vertical speed to reach the FL100 at the point
where it would have been with a 2˚ descent
For that Distance ‘D’ is calculated according to the following formula:
(F L100−Z arpt )/100

D= 2
Then the time is evaluated to descend to FL100 by:

D 0 −D
Tps F L100 = Gs
Then vertical speed is then obtained:
Target V z = F 300−F L100

T psF L100
Maximum vertical speed is equal to 1.5 times the calculated theorical vertical speed,
depending of the selected slope.

12-5-9 CONNECTION WITH SYSTEMS
12-5-10 ELECTRICAL SYSTEM

FMS are electrically supplied by the DC BAT BUS
12-5-11 EFIS SYSTEM

• Flight plans inserted in the FMS are displayed on MFD NAV page & PFD HSI. On ND
page, same informations are displayed as on GNS mode but with nearest informations
(waypoints, navaids, airport), holding pattern, top of climb and descent symbols. Each
EFIS can select their source feed (FMS1 or 2).
• Timer and stopwatch are moved to the right to free space for speed bug sent by FMS.
• Speed bug displayed by FMS:
TAKEOFF page set V1 , Vr , V2 , Venr . These 2 first bugs are displayed during the
take-Off phase (=Gear down), Those 2 last bugs are displayed during the Take-off and
climb phase.
Climb bug is displayed as soon as the value can be evaluated by the FMS, it is
removed right after the level off. It will be displayed again if the ‘ALT SEL’ value is
armed on an altitude over the current one. It takes either Knots or Mach as value,
whichever is the quicker. If it is in Mach, it will be displayed also in Mach on the PFD.
On VNAV mode, bugs are magenta coloured otherwise turquoise.
CRZ bug is colored turquoise right after level off.
Descent bug will be displayed when an altitude below the actual one is selected and
armed on the ‘ALT SEL’. It will disappear when the altitude is reached. It takes either
Knot or Mach as value whichever is the quicker. If it is in Mach, it will be displayed also
in Mach on the PFD. On VNAV mode, bug are magenta colored otherwise turquoise.
Vapp will be, on the top of the PFD, during the descent as long as the reference
stays on FMS.
Vref will be, on the top of the PFD, during the descent as long as the reference
stays on FMS.
• Bearing 1 and 2 can be linked on the FMS by selecting it as reference.
BRG1 can be set on FMS1 and BRG2 on FMS2.

Figure 12.99: NAV display with TOC and TOD
AUTO-PILOT SYSTEM
Two autopilot mode are specially designed to work directly with the FMS; The VNAV &
LNAV mode.
LNAV MODE
The LNAV mode, for Lateral NAVigation, deals with the different aspects of the flight plan
like the NAV mode does with a flight plan stored in a GNS. Basically, LNAV intercepts and
follows the flight plan put in the FMS as long as your HSI has the FMS as feed.
VNAV MODE
The VNAV, for Vertical NAVigation, deals with everything about altitude informed in the
FMS depending the aircraft phase.
• TAKE-OFF:

If the VNAV mode is activated on ground prior to take-off, the VNAV mode will display
a pitch attitude of 12˚ for take-off, until the under-carriage is up and locked, and then
goes to climb mode.
• CLIMB:
During this phase, PFD displays pitch attitude to maintain constant acceleration to-
wards the calculated climb speed (speed bug is linked to CI), and MFD displays the
appropriate power settings. Once the altitude / Flight level is caught, all previous
indication disappear but the power settings updated for the cruise. In case of engine
failure during climb, VNAV mode will give Venr as reference climb speed.
• Altitude / Flight Level Change:
– Select the target altitude in the ‘ALT SEL’

– ‘ALT CHG’ mode must be engaged.
The autopilot will initiate either a climb or a descent to catch the selected altitude.
Indication of the power settings, airspeed and possibly rate of descent are displayed on
PFD.
• DESCENT:
The autopilot initiates the descent when passing the Top Of Descent (TOC) and an
altitude is armed below current altitude. Then, informations about speed on airspeed
indicator - related to the Cost Index - a rate of descent on vertical speed indicator, a
pitch angle with the flight director and power settings are displayed on PFDs.

12-5-12 NEAREST POINT DESCRIPTION
ADF
Airport
Waypoint
VOR
Figure 12.100: HSI Arc mode with nearest information

(ATA 24) - ELECTRICS Medium Jet
12-6 (ATA 24) - ELECTRICS

GENERAL DESCRIPTION
The electrical system consists in three-phases 115V / 400Hz AC current and 28V DC current.
The system produces the AC current with dedicated sources:
• Engines GENerators (GEN 1 and GEN 2) linked to engines through Integrated Drive
Generators (IDG 1 and IDG 2).
• An Auxiliary Power Unit (APU) GENerator (APU GEN) driven by APU.
• An EMERgency GENerator (EMER GEN) driven by blue hydraulic system when Ram
Air Turbine (RAT) is extended.
• A STATic INVerter (STAT INV) that transforms DC current coming from batteries to
AC current.
• On ground, an external power unit (EXT PWR) provides the system with AC current
when plugged-in.
GEN 1, GEN 2, APU GEN and EXT PWR delivers by their owns enough current to power
the whole aircraft network.
EMER GEN delivers enough current to power the essential devices of the aircraft network.
STAT INV delivers enough current to power the most essential AC devices of the aircraft
network.
The system produces the DC current using:
• Two batteries (BAT 1 and BAT 2).

• Three Transformer Rectifiers - TR 1, TR 2 and ESSential TR (ESS TR) - that transform
AC current to DC current.
Two transformer rectifiers out of three (from TR 1, TR 2 and ESS TR) are needed to deliver
enough current to power the whole aircraft DC network. ESS TR delivers enough current to
power the essential DC devices of the aircraft network. When fully charged, the two batteries
together deliver enough current to:
• Power the most essential devices of the aircraft network.

• Start APU.
The system delivers current to inboard devices on separate buses:
• AC buses:

– AC BUS 1 and AC BUS 2 are the main AC buses. In normal configuration these
buses are supplied by GEN 1 and GEN 2. They can also be supplied by APU or
EXT PWR through the AC BUSes TIE device (BUS TIE). They power AC ESS
bus. They also power the DC buses through TR 1 and TR 2.
– AC ESSential bus (AC ESS) provides the essential devices with AC current. In
normal configuration AC ESS is supplied by AC 1 or AC 2 depending on AC ESS
line feed selection.
– AC ESSential SHEDable bus (AC ESS SHED) is the part of AC ESS bus that
can be shed if needed (when power supply is not sufficient).
• DC buses:
– DC BUS 1 and DC BUS 2 are the main DC buses. In normal configuration,

these buses are supplied by TR 1 and TR 2. The are also connected to DC
BAT to supply it in normal configuration or to be supplied by it in abnormal
configuration.
– DC BATteries bus (DC BAT) is the bus linked to batteries. It can supply them
in case of battery discharge or be supplied by them when no generator is running.
In normal configuration DC BAT supplies DC ESS.
– DC ESSential bus (DC ESS) provides the essential devices with DC current. In
normal configuration DC ESS is supplied by DC BAT.
– DC ESSential SHEDable bus (DC ESS SHED) is the part of DC ESS bus that
can be shed if needed (when power supply is not sufficient).
The thereafter diagram illustrate the normal electrical configuration.

DC BAT
BAT 1 BAT 2
DC BUS 1 DC BUS 1
DC ESS
DC ESS SHED
TR 1 TR 2
AC ESS SHED
AC ESS AC ESS
LINE FEED LINE FEED
AC BUS 1 LEFT AC ESS RIGHT AC BUS 2
BUS TIE
GEN 1 APU EXT GEN 2

GEN PWR
Figure 12.101: Normal electrical configuration
When neither GEN 1, GEN 2, APU GEN nor EXT PWR are available, the system automati-
cally switches to the following configurations:
• On ground and speed <50 kt: BAT ONLY configuration.
In this case the batteries only power DC BAT and DC ESS (shed).
• On ground and speed >50 kt or in flight, speed <100 kt: ESS BUSES ON BAT
configuration.
In this case, the batteries only power DC BAT, DC ESS (shed) and AC ESS (shed)
through STAT INV.
• Speed >100 kt (either on ground or in flight): EMERgency CONFIGuration (EMER
CONFIG).
• In this case EMER GEN is energized by the blue hydraulic system pressurized by the
RAT (that extends when speed >100 kt). EMER GEN powers AC ESS (not shed) and
DC ESS (not shed) through ESS TR.
The thereafter diagrams illustrate BAT ONLY, ESS BUSES ON BAT and EMER CONFIG
configurations.

DCBA T
BAT1 BAT2
DCBUS1 DCBUS1
DCESS
DCESSSHED
TR1 TR2
ACESSSHED
ACBUS1 ACESS ACBUS2
APU EXT
GEN1 GEN PWR GEN2
OFF OFF OFF OFF
Figure 12.102: BAT ONLY (on ground, speed <50 kt)

DC BAT
BAT1 BAT2
DC BUS1 DC BUS1
DC ESS
STAT DC ESS SHED

INV
TR1 TR2
AC ESS SHED
AC BUS1 AC ESS AC BUS2
APU EXT
GEN1 GEN PWR GEN2
OFF OFF OFF OFF
Figure 12.103: ESS BUSES ON BAT (on ground speed >50 kt or in flight, speed
<100 kt)

DC BAT
BAT1 BAT2
DC BUS1 DC BUS1
DC ESS
ESS
TR
DC ESS SHED
TR1 TR2
EMER
GEN
AC ESS SHED
AC BUS1 AC ESS AC BUS2
APU EXT
GEN1 GEN PWR GEN2
OFF OFF OFF OFF
IDG IDG
Figure 12.104: EMER CONFIG (speed >100 kt)
In case of smoke detection in avionics bay, the system switches in SMOKE configuration:
• AC BUS 1, AC BUS 2, DC BUS 1 and DC BUS 2 are disconnected.

• GEN 1 is directly connected to fuel pumps 1 (both wings) to enable them to provide
engines with fuel.
The system configuration is then same as in BAT ONLY, ESS BUSES ON BAT or EMER
CONFIG configurations except for GEN 1 that is directly connected to fuel pumps 1 (both
wings).

ELECTRICAL
BAT 1 DC BUS 1 AC ESS BUS DC BUS 2 BAT 2
FAULT FAULT
AC ESS FEED
OFF L OFF
E FAULT
F
T
RIGHT
AC BUS 1 AC BUS 2
0.0 0.0
BUS TIE
IDG 1 IDG 2
A
GEN 1 APU OFF U EXT PWR GEN 2
T
O
FAULT FAULT FAULT AVAIL FAULT FAULT
OFF OFF OFF ON OFF OFF
Figure 12.105: Electric system on overhead
1. BAT 1 (2) pb-sw: press to switch on/off BAT 1 (2). Switching off also resumes BAT
1 (2) internal breaker state.
OFF light: when on indicates that BAT 1 (2) is off, when off indicates that BAT 1 (2)
is on.
FAULT light: on when BAT 1 (2) is on and internally tripped, off otherwise.
2. BAT 1 (2) voltage indicator: indicates BAT 1 (2) voltage value (V).
3. AC ESS LINE FEED pb-sw: press to switch AC ESS LINE FEED from left (AC BUS
1 powers AC ESS) to right (AC BUS 2 powers AC ESS) and vice-versa.
RIGHT light: on when AC ESS LINE FEED set to right (AC BUS 2 powers AC ESS),
off when AC ESS LINE FEED set to left (AC BUS 1 powers AC ESS).
FAULT light: on when AC ESS not powered, off otherwise.
4. BUS TIE pb-sw: press to switch on/off BUS TIE.
OFF light: on when BUS TIE switched to off, off otherwise.
5. IDG 1 (2) guarded pb-sw: press to disconnect IDG 1 (2). IDG can be reconnected only
on ground by maintenance crew.
OFF light: on when IDG 1 (2) is disconnected, off otherwise.
FAULT light: on when IDG 1 (2) connected and faulty (oil temperature >185°C or oil
low pressure detected while engine 1 (2) is running), off otherwise.

6. GEN 1 (2) pb-sw: press to switch on/off GEN 1 (2).

OFF light: when on indicates that GEN 1 (2) is off, when off indicates that GEN 1 (2)
is on.
FAULT light: on when GEN 1 (2) on but not actually connected to AC BUS 1 (2), off
otherwise.
7. APU GEN pb-sw: press to switch on/off APU GEN.
OFF light: when on indicates that APU GEN is off, when off indicates that APU GEN
is on.
FAULT light: on when APU is running and APU GEN is switched on but not actually
connected to network, off otherwise.
8. EXT PWR pb-sw: press to connect/disconnect EXT PWR.
ON light: on indicates that EXT PWR is connected, when off indicates that EXT
PWR is disconnected.
AVAIL light: on indicates that external power is available (ground power unit is plugged)
but not connected (EXT PWR pb-sw is off), off otherwise.
EMERGENCY ELEC PWR

EMER GEN TEST GEN 1 LINE
SMOKE
OFF
9. EMER GEN TEST guarded pb: press to test EMER GEN.

10. GEN 1 LINE pb-sw: enables to connect/disconnect GEN 1 LINE. When switched on
GEN 1 LINE is disconnected, when switched off GEN 1 LINE is connected,
OFF light: on when GEN 1 LINE switch is on, off otherwise.
SMOKE light: on in case of smoke detection in avionics bay, off otherwise.
ELECTRIC APU
BAT BAT GEN GEN AC AC DC DC AC ESS DC ESS APU
1 2 1 2 BUS 1 BUS 2 BUS 1 BUS 2 BUS BUS GEN

11. BAT 1 (2) breaker: BAT 1 (2) to DC BAT connection breaker, when pulled BAT 1
(2) is disconnected from DC BAT, when pushed BAT 1 (2) is connected to DC BAT
(if possible and needed).
12. GEN 1 (2) breaker: when pulled GEN 1 (2) is disconnected, when pushed GEN 1 (2)
is connected (if possible).
13. AC BUS 1 (2) breaker: when pulled AC BUS 1 (2) is disconnected, when pushed AC
BUS 1 (2) is connected (if possible).
14. DC BUS 1 (2) breaker: when pulled DC BUS 1 (2) is disconnected, when pushed DC
BUS 1 (2) is connected (if possible).
15. AC ESS BUS breaker: when pulled AC ESS is disconnected, when pushed AC ESS is
connected (if possible).
16. DC ESS BUS breaker: when pulled DC ESS is disconnected, when pushed DC ESS is
connected (if possible).
17. APU GEN breaker: when pulled APU GEN is disconnected, when pushed APU GEN
is connected (if possible).

Figure 12.106: Electrics on the MSD
1. DC ESS label: appears green when DC ESS is powered, appears amber when DC ESS
is not powered and/or faulty.

2. DC ESS SHED label: appears amber when DC ESS is shed (DC ESS SHED discon-
nected).
3. DC BAT label: appears green when DC BAT is powered, appears amber when DC
BAT is not powered and/or faulty.
4. DC BUS 1 (2) label: appears green when DC BUS 1 (2) is powered, appears amber
when DC BUS 1 (2) is not powered and/or faulty.
5. AC ESS label: appears green when AC ESS is powered, appears amber when AC ESS
is not powered and/or faulty.
6. AC ESS SHED label: appears amber when AC ESS is shed (AC ESS SHED discon-
nected).
7. AC BUS 1 (2) label: appears green when AC BUS 1 (2) is powered, appears amber
when AC BUS 1 (2) is not powered and/or faulty.
8. BUS TIE label: appears green when BUS TIE is switched on, appears amber when
BUS TIE is switched off.
9. BAT 1 (2) indication zone:
(a) BAT 1 (2) label: appears normally white.

Appears amber when BAT 1 (2) is switched on if:
• BAT 1 (2) is internally tripped (due to faults).
Or
• BAT 1 (2) voltage is higher than 31 V or lower than 25 V.
Or
• BAT 1 (2) is delivering current (discharging) for more than 5 A.
(b) BAT 1 (2) OFF label: this label appears white when BAT 1 (2) is off. When
BAT 1 (2) is on, this label disappears and is replaced by voltage and current
values.

(c) BAT 1 (2) voltage value: indicates BAT 1 (2) voltage (V) when BAT 1 (2) is
switched on. Appears normally green, appears amber when BAT 1 (2) voltage is
higher than 31 V or lower than 25 V
(d) BAT 1 (2) current value: indicates BAT 1 (2) current (A) when BAT 1 (2)
is switched on. Appears normally green, appears amber when BAT 1 (2) is
delivering current (discharging) for more than 5 A.
10. BAT 1 (2) charge/discharge arrow: indicates that BAT 1 (2) is charging or discharging,
it only appears if BAT 1 (2) is actually connected to network.
When charging arrow direction is network to BAT 1 (2).
When discharging arrow direction is BAT 1 (2) to network.
11. STAT INV indication zone:
This indication zone only appear when STAT INV is actually connected to BAT 1.
(a) STAT INV label: appears normally white, appears amber when faulty or voltage
or frequency values amber.
(b) STAT INV voltage value: indicates STAT INV voltage (V), normally green, ap-
pears amber when voltage <110 V or voltage >120 V.
(c) STAT INV frequency value: indicates STAT INV frequency (Hz), normally green,
appears amber when frequency <390 Hz or frequency >410 Hz.
12. ESS TR indication zone:

This indication zone only appear when ESS TR is actually connected.

(a) ESS TR label: appears normally white, appears amber when faulty or voltage or
current values amber.
(b) ESS TR voltage value: indicates ESS TR voltage (V), normally green, appears
amber when voltage <25 V or voltage >31 V.
(c) ESS TR current value: indicates ESS TR current (A), normally green, appears
amber when current <5 A.
13. EMER GEN indication zone:
This indication zone only appear when EMER GEN is actually connected.
(a) EMER GEN label: appears normally white, appears amber when faulty or voltage
(b) EMER GEN voltage value: indicates EMER GEN voltage (V), normally green,
appears amber when voltage <110 V or voltage >120 V.
(c) EMER GEN frequency value: indicates EMER GEN frequency (Hz), normally
green, appears amber when frequency <390 Hz or frequency >410 Hz.

14. TR 1 (2) indication zone:
(a) TR 1 (2) label: appears normally white, appears amber when faulty or voltage
or current values amber.
(b) TR 1 (2) voltage value: indicates TR 1 (2) voltage (V), normally green, appears
amber when voltage <25 V or voltage >31 V.
(c) TR 1 (2) current value: indicates TR 1 (2) current (A), normally green, appears
amber when current <5 A.
15. GEN 1 (2) indication zone:
(a) GEN 1 (2) label: appears normally white, appears amber when internally tripped
(due to faults) or load or voltage or frequency values amber.
(b) GEN 1 (2) number: appears appears white when engine 1 (2) is running, appears
amber otherwise.

(c) GEN 1 (2) OFF label: this label appears white when GEN 1 (2) is off. When GEN
1 (2) is on, this label disappears and is replaced by load, voltage and frequency
values.
(d) GEN 1 (2) load value: indicates GEN 1 (2) load percentage, normally green,
appears amber when load exceeds 100
(e) GEN 1 (2) voltage value: indicates GEN 1 (2) voltage (V), normally green,
(f) GEN 1 (2) frequency value: indicates GEN 1 (2) frequency (Hz), normally green,
16. IDG 1 (2) indication zone:
(a) IDG 1 (2) label: appears normally white, appears amber when disconnected or oil
temperature >185°C or oil low pressure detected while engine 1 (2) is running.
(b) IDG 1 (2) number: appears white when engine 1 (2) is running, appears amber
otherwise.
(c) IDG 1 (2) oil temperature value: indicates IDG 1 (2) oil temperature (°C),
appears normally green, pulses green when temperature >147°C, appears amber
when temperature >185°C.
(d) IDG 1 (2) DISC label: appears amber when IDG 1 (2) is disconnected, doesn’t
appear if IDG 1 (2) is connected.
(e) IDG 1 (2) LO PR label: appears amber when oil low pressure is detected on IDG
1 (2) while engine 1 (2) is running, doesn’t appear otherwise.
17. GALLEY SHED indicator: indicates that galleys are shed, appears white when galleys
are actually shed.
18. APU GEN indication zone:

(a) Empty zone: the APU GEN indication zone is empty when APU master switch
is off (APU not running).
(b) APU GEN label:
• Appears white when:
– APU is not running.
Or
– APU is running and APU GEN is on and not faulty (internally tripped).
• Appears amber when:
– APU is running and APU GEN is off.
Or
– APU is running and APU GEN is on and internally tripped (due to
faults).
• APU GEN OFF label: this label appears white when APU is running and
APU GEN is off. When APU is running and APU GEN is on, this label
disappears and is replaced by load, voltage and frequency values.
• APU GEN load value: indicates APU GEN load percentage, normally green,
appears amber when load exceeds 100%.
• APU GEN voltage value: indicates APU GEN voltage (V), normally green,
• APU GEN frequency value: indicates APU GEN frequency (Hz), normally
green, appears amber when frequency <390 Hz or frequency >410 Hz.
19. EXT PWR indication zone.

This indication zone only appear when EXT PWR is actually connected.
(a) EXT PWR label: appears normally white, appears amber when faulty or voltage
(b) EXT PWR voltage value: indicates EXT PWR voltage (V), normally green,
(c) EXT PWR frequency value: indicates EXT PWR frequency (Hz), normally green,

12-6-4 CONNECTION DEVICES

The system configurations are driven through breakers, built-in breakers, switches and driven
tie connectors.
The thereafter diagram shows a detailed view of electrical network including connection
devices.
Figure 12.107: Electrical configuration with connection devices

BREAKERS
The electrical system breakers enable to isolate part of electrical system in case of failure.
They are located on the overhead panel:
• BAT 1 (2) BRK: connects/disconnects BAT 1 (2) to DC BAT.

• DC ESS BUS BRK: connects/disconnects DC ESS to DC BAT, BAT 2 and ESS TR.
• DC 1 (2) BUS BRK: connects/disconnects DC BUS 1 (2) to DC BAT and TR 1 (2).
• AC ESS BUS BRK: connects/disconnects AC ESS to AC buses, EMER GEN, ESS TR
and STAT INV.
• AC 1 (2) BUS BRK: connects/disconnects AC BUS 1 (2) to AC ESS, TR 1 (2), GEN
1 (2) and BUS TIE.
• GEN 1 (2) BRK: connects/disconnects GEN 1 (2) to electrical network.
• APU GEN BRK: connects/disconnects APU GEN to electrical network.
Breakers are automatically disconnected (pulled) on fault detection.
BUILT-IN BREAKERS
Batteries, engines generators and APU generator are equipped with built-in breakers:
• Batteries built-in breakers automatically trip the batteries in the following cases:
– Battery overheat: in case of battery overheat detection, the battery is tripped
unless if electrical configuration is BAT ONLY or ESS BUSES ON BAT or if APU
is starting when on EMER CONFIG.
– Battery under voltage: in case of battery under voltage, the battery is tripped.
• Engines generators built-in breakers automatically trip generators in the following cases:
– Generator fault detection: in case of generator under or over voltage detection or

in case of generator under or over frequency detection, the generator is tripped.
– IDG disconnection: in case of IDG disconnection, the generator is tripped.
• APU generator built-in breaker automatically trip generator in case of generator under
or over voltage detection or in case of generator under or over frequency detection.
To resume built-in breakers state, the affected device must be switch off. When switched on
the built-in breakers doesn’t trip affected device again if not faulty anymore.
This ON / OFF cycle as to be perform prior to affected breakers push (except for APU GEN).

SWITCHES
The electrical system switches enable crew to control electrical system devices and, partly,
configuration. They are located on the overhead panel:
• BAT 1 (2) SW: switch on/off BAT 1 (2).

• GEN 1 (2) SW: switches on/off GEN 1 (2).
• APU GEN SW: switches on/off APU GEN.
• EXT PWR SW: switches on/off EXT PWR supply.
• BUS TIE SW: switches on/off AC BUS TIE functionality. If switched off, APU GEN
and EXT PWR cannot supply electrical network and GEN 1 (2) cannot supply AC BUS
2 (1).
• AC ESS FEED SW: switches AC ESS supply to either AC BUS 1 (switch set to left)
or AC BUS 2 (switch set to right).
• GEN 1 LINE SW: used to directly power fuel 1 pumps (both wings) with GEN 1. It
also disconnects GEN 1 from BUS TIE and AC BUS 1. This configuration is used in
case of smoke detection in avionics bay.
• IDG 1 (2) DISC SW (not shown on diagram): used to disconnect IDG 1 (2) from
engine 1 (2). If IDG 1 (2) is disconnected, GEN 1 (2) is tripped. IDG 1 (2) can only
be reconnected on ground by maintenance crew.

DRIVEN TIE CONNECTORS
The electrical system drives its configuration using dedicated driven connectors that tie its
elements together:
• BAT 1 (2) - DC BAT TIE CNT: ties/unties BAT 1 (2) to DC BAT. BAT 1 (2) is tied
to DC BAT:
– On BAT ONLY and ESS BUSES ON BAT configurations.

– In normal configuration when BAT 1 (2) needs to be charged and DC BAT is
powered either by DC BUS 1 or DC BUS 2.
– On EMER CONFIG when APU is starting.
• BAT 1 - STAT INV TIE CNT: ties/unties BAT 1 to STAT INV. BAT 1 is tied to STAT
INV in ESS BUSES ON BAT configuration.
• BAT 2 - DC ESS TIE CNT: ties/unties BAT 2 to DC ESS. BAT 2 is tied to DC BAT
on BAT ONLY, ESS BUSES ON BAT configurations.
• STAT INV - AC ESS TIE CNT: ties/unties STAT INV to AC ESS. STAT INV is tied
on ESS BUSES ON BAT configuration.
• DC BAT - DC ESS TIE CNT: ties/unties DC ESS to DC BAT. DC ESS is tied on
normal configuration when DC BAT is powered by either DC BUS 1 or DC BUS 2.
• ESS TR - DC ESS TIE CNT: ties/unties ESS TR to DC ESS. ESS TR is tied to
DC ESS on EMER CONFIG configuration or in normal configuration when DC BUS 1
and/or DC BUS 2 are not powered.
• DC ESS - SHED TIE CNT: ties/unties DC ESS to DC ESS SHED. DC ESS is tied to
DC ESS SHED on normal and EMER CONFIG configurations.
• EMER GEN TIE CNT: ties/unties EMER GEN to AC ESS and ESS TR. EMER GEN is
tied on EMER CONFIG configuration. AC ESS - EMER / TR TIE CNT: ties/unties AC
ESS to EMER GEN and/or ESS TR. AC ESS is tied on EMER CONFIG configuration
or in normal configuration when DC BUS 1 and/or DC BUS 2 are not powered.
• AC ESS - SHED TIE CNT: ties/unties AC ESS to AC ESS SHED. AC ESS is tied to
DC ESS SHED on normal and EMER CONFIG configurations.
• AC ESS FEED TIE CNT: ties/unties AC ESS to either AC BUS 1 or AC BUS 2
depending on AC ESS FEED SW selection. AC ESS is tied on normal configuration.
• DC 1 - DC BAT TIE CNT: ties/unties DC BUS 1 to DC BAT. DC BUS 1 is tied to
DC BAT on normal configuration when:
– DC BUS 1 is powered by TR 1.
Or
– DC BUS 1 is not powered by TR 1 and DC BAT is powered by DC BUS 2, itself
being powered by TR 2.

• DC 2 - DC BAT TIE CNT: ties/unties DC BUS 2 to DC BAT. DC BUS 2 is tied to

DC BAT on normal configuration when:
– DC BUS 2 is powered by TR 2 and DC BUS 1 is not powered by TR 1.
Or
– DC BUS 2 is not powered by TR 2 and DC BAT is powered by DC BUS 1, itself
being powered by TR 1.
• DC BUS 1 (2) TIE CNT: ties/unties DC BUS 1 (2) to network. DC BUS 1 (2) is
untied in SMOKE configuration, tied otherwise.
• AC BUS 1 (2) TIE CNT: ties/unties AC BUS 1 (2) to network. AC BUS 1 (2) is
untied in SMOKE configuration, tied otherwise.
• GALLEY SHED TIE CNT: ties/unties galleys to BUS TIE. Galleys are powered by BUS
TIE and are shed in normal configuration when GEN 1 or GEN 2 is the only connected
generator.
• GEN 1 LINE TIE CNT: ties GEN 1 either to AC BUS 1 and BUS TIE in normal config-
uration and ties GEN 1 directly to fuel 1 pumps (both wings) in SMOKE configuration.
GEN 1 LINE TIE CNT can be bypassed by GEN 1 LINE SW.
• APU GEN TIE CNT: ties/unties APU GEN to BUS TIE. APU GEN is tied on normal
configuration when APU is running and either GEN 1 or GEN 2 are disconnected (off,
faulty or GEN 1 LINE set to off) and EXT PWR is not connected.
• EXT PWR TIE CNT: ties/unties EXT PWR to BUS TIE. EXT PWR is tied on normal
configuration when external ground power unit is plugged and either GEN 1 or GEN 2
are disconnected (off, faulty or GEN 1 LINE set to off).
• BUS TIE - GEN 1 (2) LINE TIE CNT: ties/unties GEN 1 (2) LINE (GEN 1 (2) + AC
BUS 1 (2)) to BUS TIE. GEN 1 (2) LINE is tied to BUS TIE on normal configuration
when:
– GEN 1 (2) LINE is not powered by GEN 1 (2).
Or
– GEN 2 (1) LINE is not powered by GEN 2 (1) and neither APU GEN nor EXT
PWR are running and connected.

12-6-5 NETWORK CONFIGURATIONS

NETWORK REPRESENTATION
The MFD ELEC page reflects the actual connections corresponding to actual electrical net-
work configuration:
• The connections are symbolized by green lines.

• AC BUS 1, AC BUS 2, DC BUS 1, DC BUS 2, DC BAT, AC ESS and DC ESS buses
are symbolized by labels that appear green when the affected bus is powered and amber
otherwise.
• The AC SHED BUS is not represented but a “SHED” amber label appears below AC
ESS label when the bus is actually shed.
• The DC SHED BUS is not represented but a “SHED” amber label appears below DC
ESS label when the bus is actually shed.
• BUS TIE switch selection is symbolized by a label that appears green when set to on
and amber when set to off.
• BAT 1, BAT 2, GEN 1, GEN 2, APU GEN, TR 1 and TR2 constantly appears with
their own characteristics.
• EXT PWR appears when plugged.
• STAT INV appears in ESS BUSES ON BAT configuration.
• EMER GEN appears in EMER CONFIG configuration.
• ESS TR appears in EMER CONFIG configuration or in normal configuration when DC
BAT is faulty or neither powered by DC BUS 1 nor DC BUS 2.

Figure 12.108: Normal configuration, GEN 1 and GEN 2 connected, AC ESS FEED
set to right, BAT 1 & 2 charging
The complete description of MFD ELEC page is given in the “MFD page description” para-
graph.
NORMAL CONFIGURATION
The thereafter diagrams show electrical network connections for normal configuration regard-
ing electrical switches selection. Inappropriate switches selection are indicated red.

GEN 1 AND GEN 2 CONNECTED
AC
GEN GEN APU EXT BUS
ESS Network configuration
1 2 GEN PWR TIE
FEED
ON ON ANY ANY ANY LEFT
ON ON ANY ANY ANY RIGHT

GEN 1 CONNECTED, GEN 2 DISCONNECTED
AC
GEN GEN APU EXT BUS Network
ESS
1 2 GEN PWR TIE FEED configuration
ON OFF OFF OFF ON LEFT
ON OFF ANY ANY OFF LEFT

AC
GEN GEN APU EXT BUS Network
ESS
1 2 GEN PWR TIE FEED configuration
ON OFF OFF OFF ON RIGHT

AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
WRONG CONFIGURATION: nei-
ON OFF ANY ANY OFF RIGHT ther AC ESS nor DC ESS are sup-
plied
ON OFF ANY ANY ON LEFT
ON OFF ANY ANY ON RIGHT

AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
ON OFF ON OFF ON LEFT
ON OFF ON OFF ON RIGHT

GEN 1 DISCONNECTED, GEN 2 CONNECTED
AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
OFF ON OFF OFF ON RIGHT
OFF ON ANY ANY OFF RIGHT

AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
OFF ON OFF OFF ON LEFT
WRONG CONFIGURATION: nei-

OFF ON ANY ANY OFF LEFT ther AC ESS nor DC ESS are sup-
plied
OFF ON ANY ON ON RIGHT

AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
OFF ON ANY ON ON LEFT
OFF ON ON OFF ON RIGHT
OFF ON ON OFF ON LEFT

GEN 1 AND GEN 2 DISCONNECTED
AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
BAT ONLY, ESS BUSES ON BAT
OFF OFF OFF OFF ON ANY or EMER CONFIG configuration
BAT ONLY, ESS BUSES ON BAT

OFF OFF ANY ANY OFF ANY or EMER CONFIG configuration
OFF OFF ANY ON ON LEFT
OFF OFF ANY ON ON RIGHT

AC
GEN GEN APU EXT BUS
1 2 GEN PWR TIE
FEED
OFF OFF ON OFF ON LEFT
OFF OFF ON OFF ON RIGHT

BAT ONLY CONFIGURATION
The thereafter diagram shows electrical network connections for BAT ONLY configuration
(on ground, speed <50 kt).
Figure 12.109: BAT ONLY configuration

ESS BUSES ON BAT CONFIGURATION
The thereafter diagram shows electrical network connections for ESS BUSES ON BAT con-
figuration (on ground speed >50 kt or in flight, speed <100 kt).
Figure 12.110: ESS BUSES ON BAT configuration

EMER CONFIG CONFIGURATION
The thereafter diagrams show electrical network connections for EMER CONFIG configuration
(speed >100 kt).
Figure 12.111: EMER CONFIG configuration
Figure 12.112: EMER CONFIG on APU start

SMOKE CONFIGURATION
In SMOKE configuration the system switches to either BAT ONLY, ESS BUSES ON BAT
or EMER CONFIG configuration except that GEN 1 directly powers the fuel 1 pumps (both
wings).
Figure 12.113: SMOKE configuration (speed >100 kt)
If GEN 1 LINE is switched off, the system switches to the same configurations as when GEN
1 is off except that GEN 1 directly powers the fuel 1 pumps (both wings).

Figure 12.114: GEN 1 LINE OFF (GEN 2 on and BUS TIE on)

12-6-6 FAULT MANAGEMENT

The electrical system handles faults semi-automatically depending on faulty devices.
GEN 1 AND/OR GEN 2 FAULT MANAGEMENT
When faulty GEN 1 and GEN 2 are disconnected. Hence, their fault management is the same
as selecting the appropriate normal configuration to power the entire network when GEN 1
and/or GEN 2 are off.
APU GEN FAULT MANAGEMENT
In case of battery overheat, the batteries are disconnected from DC BAT except if APU is
starting.
Figure 12.115: Batteries overheat fault on ESS BUSES ON BAT configuration
In case of under voltage fault, batteries are internally tripped and disconnected from the
network.

BAT 1 AND/OR BAT 2 FAULT MANAGEMENT
In case of battery overheat, the batteries are disconnected from DC BAT except if APU is
starting.
Figure 12.116: Batteries overheat fault on ESS BUSES ON BAT configuration
In case of under voltage fault, batteries are internally tripped and disconnected from the
network.

TR 1 AND/OR TR 2 FAULT MANAGEMENT
On TR 1 (2) fault, the system automatically:
• Activates ESS TR to supply DC ESS.

• Connects DC BUS 1 (2) to DC BAT.
Figure 12.117: TR 1 (2) fault configuration
If both TR 1 and TR 2 are faulty, DC ESS is powered by ESS TR but DC BUS 1, DC BUS
2 and DC BAT are not powered.

Figure 12.118: TR 1 and TR 2 fault configuration

STAT INV FAULT MANAGEMENT
There is no automatic fault management on STAT INV.
Figure 12.119: STAT INV fault on ESS BUSES ON BAT configuration
ESS TR FAULT MANAGEMENT
There is no automatic fault management on ESS TR.
EMER GEN FAULT MANAGEMENT
There is no automatic fault management on EMER GEN.

AC BUS 1 AND/OR AC BUS 2 FAULT MANAGEMENT
On AC BUS 1 (2) fault, the system automatically:

• Connects DC BUS 1 (2) to DC BAT.
The crew must select the appropriate AC ESS FEED to supply AC ESS:
• On AC BUS 1 fault: set AC ESS FEED to RIGHT.

• On AC BUS 2 fault: set AC ESS FEED to LEFT.
Figure 12.120: AC BUS 1 (2) fault configuration
If both AC BUS 1 and AC BUS 2 are faulty, DC ESS is powered by ESS TR but DC BUS 1,
DC BUS 2 and DC BAT are not powered.

Figure 12.121: AC BUS 1 and AC BUS 2 fault configuration

DC BUS 1 AND/OR DC BUS 2 FAULT MANAGEMENT
On DC BUS 1 (2) fault, the system automatically:

• Connects DC BAT to DC BUS 2 (1).
Figure 12.122: DC BUS 1 (2) fault configuration
If both DC BUS 1 and DC BUS 2 are faulty, DC ESS is powered by ESS TR but DC BAT is
not powered.

Figure 12.123: DC BUS 1 and DC BUS 2 fault configuration
DC BAT FAULT MANAGEMENT
There is no automatic fault management on DC BAT.
DC ESS FAULT MANAGEMENT
There is no automatic fault management on DC ESS.

AC ESS FAULT MANAGEMENT

• BAT 1 (2):
– Voltages:
∗ Caution low voltage: 25 V.
∗ Begin charge voltage: 26.5 V.
∗ Caution over voltage: 31 V.
– Current:
∗ BAT 1 (2) inboard consumption: 2 A.
∗ End charge current: 4 A.
∗ Caution discharge current: 5 A.
– APU START:
When both batteries are fully charged, APU can be started using batteries at
most 7 times before the batteries trip on under voltage fault.
• STAT INV:
– On ground minimum speed: 50 kt.

– Voltages:
∗ Fault over voltage: 120 V.
– Frequencies:
∗ Nominal frequency: 400 Hz.
∗ Fault under frequency: 390 Hz.
∗ Fault over frequency: 410 Hz.
• Generators:
• Blue hydraulic system for EMER GEN:
– EMER GEN activation minimum blue system pressure: 2,175 PSI.

– RAT extension minimum speed: 100 kt.
• IDG 1 (2):
– Oil temperature:
∗ Nominal temperature: 115°C.

∗ Caution high temperature: 147°C.

∗ Fault over temperature: 185°C.
– Oil pressure:
∗ Nominal oil low pressure minimum N2: 4,150 rpm.
∗ Low pressure fault: 32% nominal value.
• EXT PWR:
– Nominal voltage: 115 V.

– Nominal frequency: 400 Hz
• Transformers rectifiers:
Transformer Nominal Fault Fault Fault

rectifier voltage under voltage over voltage under current
TR 1 & 2 28 V 25 V 31 V 5A
ESS TR 28 V 25 V 31 V 5A


Ack.
EMER CONFIG ENG 1 or ENG 2 RUN- Warning Yes
NING
and NOT AC BUS 1
and NOT AC BUS 2
ESS BUSES ON BAT BAT 1 – STAT INV TIE Warning Yes
CNT ON
or BAT 2 – DC ESS TIE
CNT ON
AC BUS 1(2) FAULT NOT AC BUS 1(2) Caution Yes
and NOT EMER CONFIG
MSG
AC ESS BUS FAULT NOT AC ESS BUS Caution Yes
and NOT EMER CONFIG
MSG
AC ESS BUS SHED NOT AC ESS SHED Caution Yes
and AC ESS
and NOT EMER CONFIG
MSG
DC BUS 1 FAULT NOT DC BUS 1 and DC Caution Yes
BUS 2
and NOT EMER CONFIG
MSG
DC BUS 2 FAULT NOT DC BUS 2 and DC Caution Yes
BUS 1
and NOT EMER CONFIG
MSG
DC BUS 1 + 2 FAULT NOT DC BUS 1and NOT Caution Yes
DC BUS 2
and NOT EMER CONFIG
MSG
DC ESS BUS SHED NOT DC ESS SHED Caution Yes
and DC ESS
and NOT EMER CONFIG
MSG


Ack.
DC BAT BUS FAULT NOT DC BAT Caution Yes
and NOT EMER CONFIG
MSG
GEN 1(2) FAULT GEN 1(2) INTERNAL Caution Yes
TRIP
and NOT IDG 1(2) DIS-
CONNECT
and ENG 1(2) RUNNING
and NOT EMER CONFIG
MSG
GEN 1(2) OFF GEN 1(2) OFF Caution Yes
and NOT GEN 1(2)
FAULT MSG
CONNECT
APU GEN FAULT APU GEN INTERNAL Caution Yes
TRIP
and NOT APU GEN OFF
and APU RUNNING
IDG 1(2) OIL LO PR IDG 1(2) OIL LOW Caution Yes
PRESSURE
CONNECT
and ENG 1(2) RUNNING
IDG 1(2) OIL OVHT IDG 1(2) OIL OVER Caution Yes
TEMP
BAT 1(2) FAULT BAT 1(2) INTERNAL Caution Yes
TRIP
BAT 1(2) DC BAT CNT BAT 1(2) – DC BAT CNT Caution Yes
ON
and BAT 1(2) BRK OFF
TR 1(2) FAULT TR 1(2) FAULT and AC Caution No
BUS 1 (2)
ESS TR FAULT ESS TR FAULT and Caution Yes
(AC ESS – EMER / TR
TIE CNT ON or EMER
GEN TIE CNT ON)
BAT 1(2) OFF BAT 1(2) OFF Caution No


Ack.
STATIC INV FAULT STATIC INV FAULT Caution No
and BAT 1 – STAT INV
TIE CNT ON
EMER GEN 1 LINE GEN1 LINE OFF Caution No
OFF and NOT SMOKE DE-
TECTION


BAT 1 (2) OFF light X
BAT 1 (2) FAULT light X
BAT 1 (2) voltage indi- Directly on BAT 1 (2)
cator
AC ESS LINE FEED X
RIGHT light
AC ESS LINE FEED X
FAULT light
BUS TIE OFF light X
IDG 1 (2) OFF light X
IDG 1 (2) FAULT light X
GEN 1 (2) OFF light X
GEN 1 (2) FAULT light X
APU GEN OFF light X
APU GEN FAULT light X
EXT PWR ON light X
EXT PWR AVAIL light X
GEN 1 LINE OFF light X X
GEN 1 LINE SMOKE X X
light

(ATA 25) - COCKPIT FITTINGS Medium Jet
12-7 (ATA 25) - COCKPIT FITTINGS
This section deals with lamps, seats, headsets and clipboards in the cockpit.
12-7-1 LIGHTING
The cockpit is illuminated by 2 lamps mounted to the left and right of the overhead panel.
The lamps are positioned as shown below.
The flight deck is illuminated by lamps integrated at the front of the overhead and this panel
is backlit.
Figure 12.124: Cockpit Lighting

SIDE LAMPS
Switch the lamp on and off by pushing the button located on the head of the lamp. Use the
flexible mounting to position the lamp in the desired position.
On/
OffBut
ton
Figure 12.125: Lamps on both sides of the overhead panel
FLIGHT DECK ILLUMINATION
The toggle switch for the lamp is at the lower-end of the middle of the overhead:
DOME
HI
OFF
LOW
Toggle switch frontward/downward: Lights are dimmed.

Toggle switch middle position: Light is off.
Toggle switch backward/upward: Lights are fully on.
BACKLIGHT
The flight deck is backlit (as well as the overhead) but backlight intensity can not be changed.

12-7-2 SEATS
The trainer is equiped with the following seats on both pilot and copilot sides, adjustable as
shown below:
Lock the arm rest

by turning it to the left,
unlock it by turning it
to the right
Move the front of the

seat up and down by
lifting this handle
Move the back rest
back and forth by
lifting this handle
Move the seat
back and forth
Move the back of the by lifting this handle
seat up and down by
lifting this handle
Figure 12.126: Seat
SEATBELTS
Both seats of the trainer are equipped with lap belts.Insert the tongue into the buckle.
Pushing the red quick-release button will free the tongue from the buckle.

12-7-3 HEADSETS
The trainer is equipped with three headsets with microphones (one for the pilot, one for the
instructor, and one for the copilot).
Volume Volume
Mono/stereo switch
Figure 12.127: Headset

12-7-4 OXYGEN MASKS

There are two oxygen masks stored on the hooks next to the pilot’s and copilot’s seats. The
masks can be connected to the intercom panel, but not to an oxygen supply.

12-7-5 CLIPBOARDS
LATERAL CLIPBOARDS
Two illuminated clipboards are installed to the left and right of the flight deck. To switch on
the light, turn the wheel on the board right-hand side. The lamp is also the paper clip — lift
it to insert papers.
Lamp and paper clip
Lightswitch - turn
to switch lamp on or off
Pencil holder
Figure 12.129: Lateral Clipboard
CENTRAL CLIPBOARD
A third clipboard (without lamps) is installed in the middle of the upper edge of the glareshield.

(ATA 25) - FLIGHT DECK Medium Jet
12-8 (ATA 25) - FLIGHT DECK
For better legibility we have divided the flight deck into pilot’s flight deck, central flight deck
(with avionics and engine instruments) and copilot’s flight deck.

12-8-1 PILOT’S FLIGHT DECK
MASTER
MIC HIGH CAUTION
COM 1 COM 1 NAV 1 ADF MKR SPK
TEST
MASTER
WARNING
MIC COM 2 NAV 2 DME MKR MKR

COM 2 TEST
ALT FUEL LEFT RIGHT CARB COWL

PUMP MAGN. MAGN. HEAT FLAPS
LIGHTS
L R L R 1 2 1 2 L R L R SURFACE PROP
BATT ON ON ON ON ON ON ON ON ON ON OPEN OPEN LAND TAXI NAV STROBE PITOT HEAT DE-ICE DE-ICE GEAR
ON ON ON ON ON ON ON ON
UP
DOWN
OFF L R L R OFF OFF OFF OFF OFF OFF OFF

OFF OFF PRIMER OFF OFF PRIMER STARTER OFF OFF OFF OFF STARTER OFF OFF OFF OFF
Figure 12.130: Pilot’s Flight Deck

12-8-2 CENTRAL FLIGHT DECK
DOWN
CRS/TRK CRS/TRK
LNAV FD VNAV
HSI 1 HSI 2
APPR CPL YD A/THR ALTT
CHG
UP
) 2 2
Figure 12.131: Central Flight Deck (without TCAS and Weather Radar System)

DOWN
CRS/TRK CRS/TRK
LNAV FD VNAV
HSI 1 HSI 2
APPR CPL YD A/THR ALT
CHG
UP
APP
Figure 12.132: Central Flight Deck (with TCAS and Weather Radar System)

12-8-3 COPILOT’S FLIGHT DECK
MASTER
CAUTION MIC HIGH
TEST
MASTER
WARNING

COM 2 TEST
FLAPS FUEL SELECTORS PITCH L R

BAT
TRIM ALT ALT
LEFT LEFT
RIGHT RIGHT
TANK TANK
UP CLOSE TANK CLOSE TANK
APPR. LANDING AVIONICS MAIN ESS MAIN AVIONICS

GEAR BUS 1 BUS 1 BUS BUS 2 BUS 2
DOWN
LEFT LEFT
ENGINE ENGINE
Figure 12.133: Copilot’s Flight Deck

(ATA 25) - OVERHEAD PANEL Medium Jet
12-9 (ATA 25) - OVERHEAD PANEL
EFIS FLIGHT COMPUTERS APU

PFD PFD MFD AHRS AHRS ADC ADC APU
1 2 1 2 1 2 GEN
AUDIO NAVIGATION EQUIPMENT SYST EQUIP

PANEL PANEL C/NAV 1 C/NAV 2 ADF XPDR DME FMS FMS STORM TCAS GPWS
1 2 GNS 1 GNS 2 1 2 SCOPE
HYD ANTI-ICE AUTO-FLIGHT FLIGHT CONTROLS

ELEC B PITOT PITOT AUTO A/THR AUTO PITCH LANDING FLAPS SPEED GEAR ANTI
PUMP HEAT 1 HEAT 2 PILOT BRAKES TRIM GEAR BRAKES WARN SKID
ENGINE FUEL AIR COND BLEED

IGN IGN FIRE FIRE LEFT X RIGHT PACK PACK X
L R DET L DET R PUMP 1 PUMP 2 FEED PUMP 1 PUMP 2 CTRL 1 CTRL 2 VALVE
ELECTRIC PRESSU
BAT BAT GEN GEN AC AC DC DC AC ESS DC ESS CTRL CTRL
1 2 1 2 BUS 1 BUS 2 BUS 1 BUS 2 BUS BUS 1 2
FIRE
ENGINE 1 ENGINE 2
AGENT 1 AGENT 2 APU AGENT 1 AGENT 2
TEST TEST
SQUIB SQUIB SQUIB SQUIB
DISCH DISCH FIRE DISCH DISCH

PUSH
AGENT TEST
FIRE SQUIB
FIRE
PUSH PUSH
DISCH
HYDRAULIC
GREEN BLUE YELLOW
ENG 1 PUMP RAT ELEC PUMP ENG 2 PUMP
FAULT FAULT A FAULT

U EVAC
OFF OFF T OFF
O
HORN
COMMAND
SHUT OFF
EVAC
ON
PACK FLOW AIR CONDITIONING
OXYGEN NORM COCKPIT FWD CABIN AFT CABIN
MASK LOW HIGH
HOT AIR
MAN COLD HOT COLD HOT COLD HOT
AUTO BRAKES
PASSENGER CREW
FAULT NORMAL MAXIMUM A/SKID
A OFF
U ON ON DECEL DECEL FAULT
OFF
T
O PACK 1 PACK 2 ON ON ON
FAULT FAULT
PRESSURIZATION
OFF OFF CARGO HEAT
MAN VALVE DITCHING FWD ISOL VALVE AFT ISOL VALVE
MODE SEL OPEN BLEED AIR X VALVE

FAULT FAULT
FAULT AUTO OFF OFF

ON ENG 1 APU SHUT OPEN ENG 2
MAN
FAULT FAULT FAULT
CLOSE OFF ON OFF CARGO SMOKE

FLT ALT LDG ALT TEST
FUEL
0 0
ENG 1 ENG 2
X FEED DISCH DISCH
FWD AFT
OPEN
1 PUMPS 2 1 PUMPS 2 SMOKE SMOKE
ON
DISCH DISCH
FAULT FAULT FAULT FAULT
ANTI ICE OFF OFF OFF OFF

WING ENG 1 ENG 2 APU ENGINES
MODE NORM IGN
FAULT FAULT A FAULT A LEFT TANK RIGHT TANK CRANK
U U START
ON ON T ON T
O O
MASTER 1 MASTER 2
ON ON
PROBES WINDOWS ELECTRICAL
BAT 1 DC BUS 1 AC ESS BUS DC BUS 2 BAT 2
A A
ON U ON U
T T FAULT FAULT
O O AC ESS FEED MAN MAN
OFF L OFF START 1 START 2
E OFF OFF
FAULT
F
GPWS T
RIGHT
SYS G/S MODE FLAP MODE AC BUS 1 AC BUS 2
FAULT
OFF
FAULT
OFF
FAULT
OFF
0.0 0.0 FIRE
FAULT
ON ON FIRE
FAULT
BUS TIE
IDG 1 IDG 2
A
EMERGENCY ELEC PWR GEN 1 APU OFF U EXT PWR GEN 2 APU
T
EMER GEN TEST GEN 1 LINE O MASTER SW START
FAULT FAULT FAULT AVAIL FAULT FAULT
SMOKE OFF OFF ON OFF OFF FAULT AVAIL

OFF
OFF ON ON
EXT LIGHTS CALLS INT LIGHTS SIGNS

STROBE BEACON WING NAV FWD OVHD NO SMOKING SEAT BELTS
ON ON ON ON OFF ON ON ON
L WIPER R WIPER
OFF OFF
SLOW ANN. SLOW
AFT TEST
FAST FAST
OFF OFF OFF OFF OFF OFF
DOME EMER EXIT LIGHTS
LAND TAXI
ON ON HI ON
GND OFF ARM
LO OFF
OFF OFF
Figure 12.134: Overhead panel

(ATA 25) - PEDESTAL Medium Jet
12-10 (ATA 25) - PEDESTAL
A D F
! ! ! '
) , . . 4 3
O N
S B Y A L T
U S E S T B Y / T I M E R
I D E N T
K R 8 7
O F F T S T
V O L
F L T S E T
A D F B F O F R Q K T 7 6 A
E T
R S T
O F F
RELEASED
EMERGENCY GEAR
INSTRUMENTSS AVIONICC
FLOOD LIGHT
LIGHT MASTERR
ON
PARKINGG ON
OFF HIGH OFF HIGH BRAKE
PULL UP FORR
GEAR EXTENTION
DOWN T P P T C HIGHH
H O R H O IDLE
R W O R N
O E P O D
T R E T I
T L T T
P L I
L L
O E O
W E E
R N
E
R
PITCHH
TRIM IDLE IDLE
IDLE
LOWW
IDLE
LIFTSPEEDD
BRAKE
R R
RETRACT E E
V V
UP FULL FULL
EXTEND
YAW TRIM
LEFT RIGHT
Figure 12.135: Pedestal

(ATA 26) - FIRE PROTECTION SYSTEMS Medium Jet
12-11 (ATA 26) - FIRE PROTECTION SYSTEMS

The fire protection system consists in:
• Fire detection and extinguishing systems for:

– Engines.
– APU.
• Smoke detection and extinguishing systems for:
– Lavatories.
– Cargo compartments.
• Smoke detection for avionic bay.

FIRE
ENGINE 1 ENGINE 2
AGENT 1 AGENT 2 APU AGENT 1 AGENT 2
TEST TEST
SQUIB SQUIB SQUIB SQUIB
DISCH DISCH FIRE DISCH DISCH

PUSH
AGENT TEST
FIRE SQUIB
FIRE
PUSH PUSH
DISCH
Figure 12.136: Fire system on overhead
1. Engine 1 fire guarded pb-sw: pop to activate extinguishing system for engine 1, to
acknowledge the fire warning and switch off fire alarm sound.
2. Engine 1 agent 1 pb-sw: push to discharge content of agent 1. SQUIB is lit when the
agent has to be activated. DISCH is lit when bottle is empty.
4. Engine 1 test pb: press to test detection and extinguishing system for engine 1. When
pressed, all lights dedicated to engine 1 fire protection are lit, the fire warning appears,
the master warning button is lit (pulsing) and the warning and fire alarm sound are
played.
5. Engine 2 fire guarded pb-sw: pop to activate extinguishing system for engine 2, to
acknowledge the fire warning and switch off fire alarm sound.
8. Engine 2 test pb: press to test detection and extinguishing system for engine 2. When
pressed, all lights dedicated to engine 2 fire protection are lit, the fire warning appears,
the master warning button is lit (pulsing) and the warning and fire alarm sound are
played.

9. APU fire guarded pb-sw: pop to activate extinguishing system for APU and to ac-
knowledge the fire warning.
10. APU agent pb-sw: push to discharge content of agent. SQUIB is lit when the agent
has to be activated. DISCH is lit when bottle is empty.
11. APU test pb: press to test detection and extinguishing system for APU. When pressed,
all lights dedicated to APU fire protection are lit, the fire warning appears, the master
warning button is lit (pulsing) and the warning and fire alarm sound are played.
ENGINE
IGN IGN FIRE FIRE
L R DET L DET R
Figure 12.137: Fire breakers
12. FIRE DET L breaker: left fire detector breaker, when pulled, left fire detector is dis-
connected, when pushed, left fire detector is connected.
13. FIRE DET R breaker: right fire detector breaker, when pulled, right fire detector is
disconnected, when pushed, right fire detector is connected.
C A R G O H E AT
FWD ISOL VALVE AFT ISOL VALVE
FAULT FAULT
14 OFF OFF
15
Figure 12.138: Cargo heat breakers
14. FWD ISOL VALVE pb-sw: switch on to engage forward isolation valve (valve position
is controlled by cargo heat system), switch off to disengage it (the valve is closed).
If valve is disengaged, OFF light is lit.
On smoke detection valve is closed automatically.
‘FAULT’ lights comes on when valve is not in commanded position.
15. AFT ISOL VALVE pb-sw: switch on to engage aft isolation valve (valve position is
controlled by cargo heat system), switch off to disengage it (the valve is closed).
If valve is disengaged, OFF light is lit.
On smoke detection valve is closed automatically.
‘FAULT’ lights comes on when valve is not in commanded position.

CARGO SMOKE
TEST
DISCH DISCH
FWD AFT
SMOKE SMOKE
DISCH DISCH
Figure 12.139: Cargo smoke on overhead
1. Cargo smoke test pb: press to test smoke detection and extinguishing system for cargo.
When pressed, all lights on cargo panel are lit.
2. FWD SMOKE light: lit if smoke is detected in forward cargo.
3. FWD DISCH guarded pb: push to discharge bottle for forward cargo.
4. FWD DISCH light: lit when bottle for forward cargo is empty.
5. AFT SMOKE light: lit if smoke is detected in rear cargo.
6. AFT DISCH guarded pb: push to discharge bottle for rear cargo.
7. AFT DISCH light: lit when bottle for rear cargo is empty.

12-11-3 ENGINES FIRE PROTECTION

The engines have a fire detection system consisting of:
• detection loop (sensing elements in main parts of the engine)

• fire detection unit (FDU)
When a sensing element is subjected to heat, a signal is sent to the FDU which transmits all
informations to warn crew (WAL messages, warning sounds and Master buttons)
The extinguishing system is comprised of 2 bottles for each engine, with electrically operated
squibs to discharge their contents. Each bottle have a discharging duration of 30 seconds.
After a fire is detected, pushing the corresponding engine ‘FIRE PUSH’ guarded push button
will:
• Light on the active agent on the overhead panel.

• Automatically close the bleed engine valve.
• Disconnect the generator from the electrical system.
• Switch off fire claim sound.
12-11-4 APU FIRE PROTECTION

The APU have a fire detection system consisting of:
• detection loop
• fire detection unit (FDU)
When a sensing element is subjected to heat, a signal is sent to the FDU which transmits all
informations to warn crew (WAL messages, warning sounds and Master buttons)
The extinguishing system is comprised of 1 bottle, with electrically operated squibs to dis-
charge their contents. The bottle has a discharging duration of 60 seconds.
If an APU fire is detected when aircraft is on ground, the APU is automatically shut down
(not if due to the test procedure) and the bottle is discharged.
12-11-5 LAVATORIES FIRE PROTECTION

The lavatories fire protection consists of a smoke detector for each lavatory and an automatic
extinguishing system . When smoke is detected in a lavatory, information is sent to the flight
warning system.

12-11-6 CARGO FIRE PROTECTION

The cargo fire protection consists of
• smoke detectors in each cargo (forward and aft)

• a bottle with two heads (on for each compartment)
When smoke is detected, a signal is sent to the smoke detection control unit which transmits
all informations to warn crew (WAL messages, warning sounds and Master buttons)
12-11-7 AVIONIC BAY FIRE PROTECTION

The avionic bay fire protection consists of a smoke detector in the air extraction duct of
avionics compartment. If smoke is detected, the crew has to isolate the faulty circuit, and
has to manually extinguish the fire.
Warning Condition Type Master

Message Ack.
ENG 1(2) FIRE Engine 1 (2) fire detection Warning Yes
ENG 1(2) DET FAULT Engine 1 (2) fire loop detection Caution Yes
fault
APU FIRE APU fire detection Warning Yes
APU DET FAULT APU fire loop detection fault Caution Yes
LAVATORY SMOKE Lavatories smoke detection Warning Yes
LAVATORY DET FAULT Lavatories smoke loop detec- Caution Yes
tion fault
FWD(AFT) CARGO FWD (AFT) cargo smoke de- Warning Yes
SMOKE tection
FWD(AFT) CRG DET FWD (AFT) cargo smoke loop Caution Yes
FAULT detection fault
AVNCS SMOKE Avionics bay smoke detection Caution Yes


Engines and X X
APU fire, disch
and squib lights
Engine 1 loop A X
Engine 1 loop B X
Engine 2 loop A X
Engine 2 loop B X
APU loop A X
APU loop B X
Cargo and lava- X X
tory smoke and
disch lights
Cargo and lava- X
tory extinguish-
ers

(ATA 27) - FLIGHT CONTROLS Medium Jet
12-12 (ATA 27) - FLIGHT CONTROLS
The flight control system consists of primary and secondary controls.
12-12-1 PRIMARY FLIGHT CONTROLS

The trainer is equipped with wheel, stick and pedals for both pilot and copilot. The systems
are interconnected.
WHEEL
Turning the wheel controls roll (i. e. the simulated aircraft movement about the longitudinal
axis).
On the wheel there are buttons for disconnecting the autopilot (red) and starting/ stopping/
resetting the stopwatch (black) as well the electric pitch trim switch. On the wheel back
there is the PTT (push to talk) — the transmission switch for the communications system.
Stopwatch start/stop/reset
Transmission switch
Electric Autopilot
pitch trim disengage
Figure 12.140: Pilot’s wheel
STICK
Moving the stick fore and aft controls pitch (i. e. the simulated aircraft movement about the
lateral axis). Pushing the stick forward lowers the simulated aircraft nose, pulling the wheel
back raises it.

PEDALS
The pedals control the simulated aircraft rudder and thus its yaw (movement about the
vertical axis) when the aircraft is in the air. On ground the pedals control nose wheel
steering.
The wheel brakes are activated by pressing the upper part of the pedal with one’s toes.
Toe brake
Figure 12.141: Pedals with toe brakes

NOSEWHEEL STEERING
DESCRIPTION AND OPERATION
Nosewheel steering system provides directional control on the ground by movement or the
rudder pedals or steering hand wheel on left and right consoles.
Nosewheel steering system wheel operation is dedicated to low-speed taxiing and parking and
provides up to 75° of steering angle either side of center. Rudder pedal steering is dedicated
to high-speed taxiing, takeoff, and landing roll. The hand control wheel is spring-loaded to
center when released.
A centering spring provides backup centering of the nosewheels at lift-off. Airborne, the
nosewheels are automatically centered and the system is deactivated.
Figure 12.142: Pilot’s Nosewheel Steering Wheel

ANGLE OF ATTACK ANGLE OF ATTACK
GROUND SPEED (KT)

GROUND SPEED (KT)
ORDERS FROM PEDALS ORDERS FROM

NOSE WHEEL STEEARING
Figure 12.143: Nosewheel Steering Angle vs Ground Speed
HYDRAULIC SUPPLY
Green hydraulic system is used to operate nosewheel steering. Steering operation requires a
minimum 1750psi pressure level.

12-12-2 SECONDARY FLIGHT CONTROLS

The secondary flight controls consist of roll trim, pitch trim, yaw trim and the wing flaps.
The manual trim controls are located on the pedestal:
P P C HIGHH
O R O IDLE
W O N
DOWN E P D
INCREASE R E I
L T
P L I
O E O
W R N
E
R
DECREASE
PITCHH
TRIM
Pitch Trim
IDLE
GROUND LOWW
IDLE
LIFT
UP
FUEL
REVERSE FEATHER
CUT OFF
YAW TRIM
LEFT RIGHT
Yaw Trim
Roll Trim
Figure 12.144: Manual trim controls

The indicators for the trim settings are located on top of the central panel:
Figure 12.145: Trim settings indicators

ROLL TRIM
Turn the wheel to the right to trim the aircraft to the right and vice versa.
Figure 12.146: Roll trim wheel
The green line represents the roll trim position, the white line represents the wheel position.
TRIM
R R
O O
L L
L L
Figure 12.147: Roll trim indicator

PITCH TRIM
Turn the wheel aft to increase the aircraft attitude (nose up) and vice versa.
DOWN
PITCH
TRIM
UP
Figure 12.148: Pitch trim wheel
The electric pitch trim switch is on the wheel. Pushing both parts of the switch simultaneously
forward has the same effect as turning the trim wheel forward and vice versa.
Electric
pitch trim Nose down
Nose up
Figure 12.149: Electric pitch trim switch

The green symbol represents the pitch trim position, the white symbol represents the stick
position.
TRIM
NOSE
D N
U P
Figure 12.150: Pitch trim indicator

YAW TRIM
Turn the wheel to the right to trim the aircraft to the right and vice versa.
YAW TRIM
LEFT RIGHT
Figure 12.151: Yaw trim wheel
z
The green symbol represents the yaw trim position, the white symbol represents the rudder
position.
TRIM
RUDDER
Figure 12.152: Yaw trim indicator

WING FLAPS
The flaps lever is located on the right side of central panel. There are four positions: Flaps
0, 1, 2, 3 and full which correspond to those indicated on the flaps indicator.
The lever must be pulled before it can be moved up or down.
Figure 12.153: Flaps indicator
NOTE
If flaps lever position is moved from 0 to 1, wing flaps
will move from 0 to 1 only if indicated airspeed is less
than or equal to 210 kt.
If flaps lever position is at 1, wing flaps will automat-
ically move from 1 to 0 position if indicated airspeed
is greater than or equal to 210 kt.

12-12-3 SPEED BRAKES

The simulated aircraft is equipped with speed brakes on the wings. The speed brake control
is a lever on the power quadrant, to the left of the thrust levers. Four positions are available:
GND, 0, 50% and 100%
Figure 12.154: Speed brakes
Pushing the lever aft will extend the speed brakes to desired postion, pushing it forward will
retract the speed brakes.

The speed brakes can be extended at any speed. The speed brakes extend percentage is
shown on the following instrument:
Figure 12.155: Speed brakes indicator
GND position is used only for take off or landing. Ground spoilers are just armed.
Ground spoilers are automatically extended at:
Gear touchdown OR during take off, Speed ≥ 72KT

WHEN
Speed brakes are armed and autothrottle is set to 0 OR reverse are engaged
Ground spoilers are automatically retracted when:
Autothrottle is at 0 % AND speed brake lever position is 0

OR
Autothrottle is under 15 % OR Speed is under 1 KT

1 2
3 4
5 7
6
6
7
Figure 12.156: Flight Controls on the MFD
1. SPD BRK: Left Speed brake position indicator.

2. SPD BRK: Right Speed brake position indicator.
3. L AIL: Left Aileron position indicator.
4. R AIL: Aileron position indicator.
5. L ELEV: Left Elevator position indicator.
6. RUD: Rudder position indicator.
7. R ELEV: Left Elevator position indicator.

(ATA 28) - FUEL Medium Jet
12-13 (ATA 28) - FUEL
Figure 12.157: Fuel System
Fuel system is composed by 4 tanks:

• Left outer tank, in left wing
• Left inner tank, in left wing
• Right inner tank, in right wing
• Right outer tank, in right wing
Aircraft can get a maximum of 23,858 liters (41,289 lbs) fuel on board. Each outer tank can
get a maximum of 1,325 liters (2,293 lbs) and each inner tank 10,604 liters (18,351 lbs).
Outer tanks fuel can be transferred to inner tanks through their transfer valves. The two
valves open simultaneously when any inner tank reaches 109 liters (189 lbs).
A cross fuel valve allow both engines to be supplied by both tank sides.
Each side inner tank is connected with 2 pumps (labelled 1 & 2).
APU is supplied for fuel by left fuel system. If needed APU uses its own pump, directly
connected to left inner tank.

FUEL
ENG 1 ENG 2
X FEED
OPEN
1 PUMPS 2 1 PUMPS 2
ON
OFF OFF OFF OFF

APU
LEFT TANK RIGHT TANK
Figure 12.158: Fuel system on overhead
1. Left tank PUMP 1 pb-sw:

When switched on, left pump 1 is engaged, OFF is unlit.
When switched off, left pump 1 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on left pump 1.
2. Left tank PUMP 2 pb-sw:
When switched on, left pump 2 is engaged, OFF is unlit.
When switched off, left pump 2 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on left pump 2.
3. X FEED pb-sw:
When switched on, cross feed valve is open, ON is lit.
When switched off, cross feed valve is closed, ON is unlit.
OPEN light: if on, indicates that valve is opened and no malfunction detected.
4. Right tank PUMP 1 pb-sw:
When switched on, right pump 1 is engaged, OFF is unlit.
When switched off, right pump 1 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on right pump 1.
5. Right tank PUMP 2 pb-sw:
When switched on, right pump 2 is engaged, OFF is unlit.
When switch off, right pump 2 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on right pump 2.

FUEL
LEFT X RIGHT
PUMP 1 PUMP 2 FEED PUMP 1 PUMP 2
Figure 12.159: Fuel breakers
6. Left PUMP 1 breaker: when pulled left fuel pump 1 is disconnected, when pushed left
fuel pump 1 is connected.
7. Left PUMP 2 breaker: when pulled left fuel pump 2 is disconnected, when pushed left
fuel pump 2 is connected.
8. X FEED breaker: when pulled cross fuel valve is disconnected, when pushed cross fuel
valve is connected.
9. Right PUMP 1 breaker: when pulled right fuel pump 1 is disconnected, when pushed
right fuel pump 1 is connected.
10. Right PUMP 2 breaker: when pulled right fuel pump 2 is disconnected, when pushed
right fuel pump 2 is connected.

Figure 12.160: Fuel on the MSD
1. F.USED 1 value: indicates fuel used by engine 1, in lbs, appears green.

2. F.USED 2 value: indicates fuel used by engine 2, in lbs, appears green.
3. FOB value: indicates total fuel on board, in lbs, appears green.
An amber box appears inside green box when both amber boxes appear in left and
right outer tank fuel quantity.
4. Left LP valve state:
Opened green when engine 1 starting or running.
Closed amber otherwise.
5. Right LP valve state:
Opened green when engine 2 starting or running.
Closed amber otherwise.

6. X-FEED valve state:

In line green when valve is open.
Cross line green when valve is closed.
In line amber when valve is open and X FEED pb-sw is off.
Cross line amber when valve is closed and X FEED pb-sw is on.
7. Left fuel pump 1 state:
Green when pump is engaged.
Amber when pump is disengaged.
"LO" label appears amber inside pump when pump is engaged but not power supplied
or failed.
8. Right fuel pump 1 state:
or failed.
9. Left fuel pump 2 state:
or failed.
10. Right fuel pump 2 state:
or failed.
11. Fuel quantity in left inner tank, in lbs, appears green
12. Fuel quantity in right inner tank, in lbs, appears green
13. Fuel quantity in left outer tank, in lbs, appears green.
An amber box appears around fuel quantity when transfer valve shall be opened but
isn’t.
14. Fuel quantity in right outer tank, in lbs, appears green.
An amber box appears around fuel quantity when transfer valve shall be opened but
isn’t.
15. Left transfer valve state:
Vertical green when valve is closed.
Vertical green when valve is closed although commanded opened.
Transit amber when valve is in transit position.
Horizontal green when valve is opened.
Horizontal amber when valve is opened although commanded closed.
16. Right transfer valve state:
Vertical green when valve is closed.

Vertical green when valve is closed although commanded opened.

Transit amber when valve is in transit position.
Horizontal green when valve is open.
Horizontal amber when valve is opened although commanded closed.
17. Left outer tank fuel temperature, in Celsius degrees, appears green.
18. Right outer tank fuel temperature, in Celsius degrees, appears green.
19. Left inner tank fuel temperature, in Celsius degrees, appears green.
20. Right inner tank fuel temperature, in Celsius degrees, appears green.
21. APU valve state:
In line green when APU started and fuel is available
Cross line green when APU not started and no fire procedure proceed
In line amber when APU started and fuel is not available
Cross line amber when APU not started and fire procedure proceed


Conditions description:
Transfer valve should open:
left inner tank level <189.6 lbs or right inner tank level <189.6 lbs
Transfer valve should not open:
left inner tank level >189.6 lbs or right inner tank level >189.6 lbs

Ack.
L TK PUMP 1+2 LO L TK PUMP 1 LO PR Caution Yes
PR and L TK PUMP 2 LO PR
L TK PUMP 1 LO PR NOT L TK PUMP 1+2 Caution No
LO PR
and
( LEFT PUMP 1 FAILED
or LEFT INNER TANK
LEVEL <= 1 USG
or (DC ESS FAIL and DC
1 FAIL)
or AC 1 FAIL )
and LEFT PUMP 1
SWITCH ON
L TK PUMP 2 LO PR NOT L TK PUMP 1+2 Caution No
LO PR
and
( LEFT PUMP 2 FAILED
or LEFT INNER TANK
LEVEL <= 1 USG
or DC 2 FAIL or AC 2
FAIL )
and LEFT PUMP 2
SWITCH ON
R TK PUMP 1+2 LO R TK PUMP 1 LO PR Caution Yes
PR and R TK PUMP 2 LO
PR


Ack.
R TK PUMP 1 LO PR NOT R TK PUMP 1+2 Caution No
LO PR
and
( RIGHT PUMP 1
FAILED
or RIGHT INNER TANK
LEVEL <= 1 USG
or (DC ESS FAIL and DC
1 FAIL)
or AC 1 FAIL )
and RIGHT PUMP 1
SWITCH ON
R TK PUMP 2 LO PR NOT R TK PUMP 1+2 Caution No
LO PR
and
( RIGHT PUMP 2
FAILED
or RIGHT INNER TANK
LEVEL «= 1 USG
or DC 2 FAIL or AC 2
FAIL )
and RIGHT PUMP 2
SWITCH ON
XFEED VALVE FAULT X FEED VALVE POSI- Caution No
TION 6= COMMANDED
POSITION
LEFT XFR VALVE TRANSFER VALVE Caution No
FAULT SHOULD OPEN
and VALVE NOT OPEN
or
TRANSFER VALVE
SHOULD NOT OPEN
and VALVE OPEN
LEFT WING TK LO LEFT INNER TANK Caution Yes

LVL LEVEL < 189.6 lbs


Ack.
LEFT OUTER TK HI ON GROUND: Caution Yes
TEMP LEFT OUTER TANK
FUEL TEMP >55°C
IN FLIGHT:
LEFT OUTER TANK
FUEL TEMP >60°C
LEFT INNER TK HI ON GROUND: Caution Yes
TEMP LEFT INNER TANK
FUEL TEMP >45°C
IN FLIGHT:
LEFT INNER TANK
FUEL TEMP >54°C
LEFT OUTER TK LO LEFT OUTER TANK Caution No
TEMP FUEL TEMP <-48°C
LEFT INNER TK LO LEFT INNER TANK Caution No
RIGHT XFR VALVE TRANSFER VALVE Caution No
FAULT SHOULD OPEN
and VALVE NOT OPEN
or
TRANSFER VALVE
SHOULD NOT OPEN
and VALVE OPEN
RIGHT WING TK LO LEFT INNER TANK Caution Yes
LVL LEVEL < 189.6 lbs
RIGHT OUTER TK HI ON GROUND: Caution Yes
TEMP RIGHT OUTER TANK
FUEL TEMP >55°C
IN FLIGHT:
RIGHT OUTER TANK
FUEL TEMP >60°C
RIGHT INNER TK HI ON GROUND: Caution Yes
TEMP RIGHT INNER TANK
FUEL TEMP >45°C
IN FLIGHT:
RIGHT INNER TANK
FUEL TEMP >54°C


Ack.
RIGHT OUTER TK LO RIGHT OUTER TANK Caution No
RIGHT INNER TK LO RIGHT INNER TANK Caution No
L+R WING TK LO LVL LEFT WING TK LO LVL Caution Yes
and RIGHT WING TK LO
LVL


Left pump 1 X X X
Left pump 2 X X
Right pump 1 X X X
Right pump 2 X X
X Feed valve X SHED
Left transfer valve X SHED
Right transfer valve X SHED
Left pump 1 OFF light X
Left pump 1 FAULT light X
Left pump 2 OFF light X
Left pump 2 FAULT light X
Right pump 1 OFF light X
Right pump 1 FAULT light X
Right pump 2 OFF light X
Right pump 2 FAULT light X
X FEED ON light X

(ATA 29) - HYDRAULICS Medium Jet
12-14 (ATA 29) - HYDRAULICS

The aircraft consists in 3 continuously operating hydraulic systems:
• Blue system:
An electric pump pressurizes the blue system in normal condition. This pump is powered
by AC 1 bus.
In case of electrical failure (on electrical emergency configuration), a pump driven by
a Ram Air Turbine (RAT) pressurizes the blue system.
• Green system:
A pump driven by engine 1 pressurizes the green system.
• Yellow system pumps:
A pump driven by engine 2 pressurizes the yellow system.
Hydraulic fluid can not be transferred from one system to another.
Green and yellow systems have fire shutoff valves in their lines upstream of their engine driven
pump. These valves are normally opened. They are closed in case of engine fire when the
ENG 1(2) FIRE pbs are pushed.
Figure 12.161: The 3 hydraulic systems
Hydraulic pressure is used by the:

• Flight controls
• Electrical emergency generator on blue system, energized by RAT in case of emergency.
• Landing gear on the green system (blue if green system not available).
• Flaps on the blue and yellow systems.
• Speed brakes on the blue and yellow systems.
• Brakes on the green system (blue if green system not available).
• Nose Wheel Steering on the green and yellow system.

HYDRAULIC
GREEN BLUE YELLOW
ENG 1 PUMP RAT ELEC PUMP ENG 2 PUMPP
FAULT FAULT A FAULT

U
OFFF OFFF T OFF
O
Figure 12.162
1. Engine 1 pump pb-sw: used to engage / disengage green system pump.

OFF light: when off indicates that green pump is engaged, when on indicates that
pump is disengaged.
FAULT light: when on indicates green system fault.
2. Electrical pump pb-sw: used to engage / disengage blue system pump.
OFF light: when off indicates that blue pump is engaged, when on indicates that pump
is disengaged.
FAULT light: when on indicates blue system fault.
3. Engine 2 pump pb-sw: used to engage / disengage yellow system pump.
OFF light: when off indicates that yellow pump is engaged, when on indicates that
pump is disengaged.
FAULT light: when on indicates yellow system fault.

HYD
ELEC B
PUMP
Figure 12.163: Electrical blue pump breaker
4. Electrical blue pump breaker: when pulled blue pump is disconnected, when pushed
blue pump is connected.

Figure 12.164: Hydraulic MSD page
1. Ram Air Turbine extension indicator:

RAT reticule appears when AC 1 & 2 buses failed, electrical blue pump tank is not
empty and aircraft speed is greater than 100 kt.
The RAT is used to energize EMER GEN.
2. For all 3 systems, system pressure (PSI):
Nominal value is 3000 PSI (without consumers).
Green once pressure gets higher than 1750 PSI and then stands green as long as
pressure will stay higher than 1450 PSI.
Amber when pressure lower than 1450 PSI.
3. For all 3 systems, pump state:
Green when pump is running.
Amber when pump is off or not energized (by engines or electrically).
LO indication appears (amber) if pump is on but pressure is too low

4. Electrical state of blue pump:

White when AC 1 bus is on and no electrical failure detected on pump.
Amber otherwise.
5. For Green and Yellow systems, engine state indicators:
White when engine 1(2) is running.
Amber otherwise.
6. For Green and Yellow systems, fire shutoff valve state:
Opened green in normal conditions.
Closed amber if fire procedure is running on the corresponding engine. Fire shutoff
valve is power supplied by DC Essential bus.
7. For all 3 systems, reservoir low pressure caution:
Reticule appears if low pressure is detected in pump reservoir.
8. For all 3 systems, reservoir overheat caution:
Reticule appears if overheat is detected in pump reservoir.
9. For all 3 systems, reservoir quantity indicator:
Green when value higher than caution threshold value.
Amber below.
10. For all 3 system, reservoir quantity value:
Green when value higher than caution threshold value.
Amber below.

12-14-4 RAT EXTENSION

The Ram Air Turbine (RAT) is used to energize the electrical emergency generator (EMER
GEN).
The RAT is extended automatically when every thereafter condition is true:
• AC 1 and AC 2 buses failed.

• Blue system tank is not empty.
• Aircraft speed is greater than 140 kt.
RAT is automatically retracted when one or more of the above conditions are false.
RAT extension is symbolized by a reticule on MFD HYD page.



Green and Yellow pumps are energized by engines 1 and 2, they do not rely on electrical
buses. If engine 1(2) stops, Green(Yellow) pump pressure falls and pump fails.

Blue pump X
Green fire X
shutoff valve
Yellow fire X
shutoff valve
Blue pump off X
light
Green pump X
off light
Yellow pump X
off light
Blue pump X
fault light
Green pump X
fault light
Yellow pump X
fault light

(ATA 30) - ICE PROTECTION Medium Jet
12-15 (ATA 30) - ICE PROTECTION

The ice protection system consists in four heating (hot air or electrical) systems to protect
critical areas of the aircraft.
• Wing anti-ice: hot air is supplied in each wing through one valve from the bleed system.
It protects slats from icing.
• Engine anti-ice: hot air is supplied in each engine nacelle through a dedicated valve
from the high pressure compressor. If engine is not running (air not available), the
valve automatically closes and the system is off.
• Windows heat: electrical heating, for cockpit side windows and windshield.
• Probes heat: electrical heating, for probes (AOA and TAT), static ports and pitots.

ANTI ICE
WING ENG 1 ENG 2
FAULT FAULT A FAULT A

U U
ON ON T ON T
O O
PROBES WINDOWS
A A
ON U ON U
T T
O O
1. Wing pb-sw: press to activate/deactivate anti-ice wing system.

Wing on light: lit when system operates.
Wing fault light: lit when low pressure is detected or when control valve is not in
required position.
2. Engine 1 pb-sw: press to activate/deactivate anti-ice engine1 system.
Engine 1 fault light: lit when control valve is not in required position.
Engine 1 on light: lit when system operates.
3. Engine 2 pb-sw: press to activate/deactivate anti-ice engine2 system.
Engine 2 fault light: lit when control valve is not in required position.
Engine 2 on light: lit when system operates.
4. Windows pb-sw: press to activate/deactivate anti-ice windows system.
Windows on light: lit when system operates.
5. Probes pb-sw: press to activate/deactivate anti-ice probes system.
Probes on light: lit when system operates.

ANTI-ICE
PITOT PITOT
HEAT 1 HEAT 2
6. PITOT HEAT 1 breaker: push to connect, pull to disconnect.

7. PITOT HEAT 2 breaker: push to connect, pull to disconnect.

1. Anti-ice labels: appear on each side when wing anti-ice system operates.
2. Anti-ice arrows: appear on each side when wing anti-ice valve is open, displayed in
amber if pressure is low or valve is open for more than 10s when aircraft is on ground.
Otherwise, displayed in green. If Aircraft is on ground and wing anti ice operates for
more than 30s, arrows disappear as the system shuts down.


Ack.
WING A. ICE OPEN Wing anti-ice system op- Caution Yes
ON GND erates for a too long
time when aircraft is on
ground
SYS FAULT Wing anti-ice required Caution Yes
(push button pressed)
but both wing valves
closed
L(R) VALVE OPEN Wing anti-ice not re- Caution Yes
quired but valve opened
ENG1(2) VALVE Engine anti-ice not re- Caution Yes
OPEN quired but engine valve
opened
ENG1(2) VALVE Engine anti-ice required Caution Yes
CLSD but engine valve closed
L(R) WINDSHIELD Left(Right) windshield Caution Yes
heating malfunction
L+R WINDSHIELD Left and right windshield Caution Yes
heating malfunction
STBY PITOT Pitot heating malfunc- Caution Yes
tion
CAPT PITOT Pitot heating malfunc- Caution Yes
tion

DC DC1 DC2 DC AC1 AC2 AC

BAT ESS ESS
WING ON X
light
Wing valve SHED
WING X
FAULT light
ENGINE X
ONE light
ENGINE X X
valve
ENGINE X
FAULT light
WINDOWS X X
ON
WINDOWS X
ON light
PROBES X X
ON
PROBES X
ON light

(ATA 31) - AVIONICS Medium Jet
12-16 (ATA 31) - AVIONICS
12-16-1 GNS
12-16-2 GNS 430 version

The two GNS installed in the trainer are original Garmin GNS 430 and are connected to
the autopilot, but all information regarding the aircraft position and speed are received from
Alsim’s flight model program. Therefore the GNS displays as the aircraft current position the
same position as shown on the instructor station map.
Figure 12.165: Garmin GNS 430
For switching on the GNS, turn the encoder marked ‘C’ in the device top left corner. When
the self test has been completed, ‘ENT’ (on the right) must be pushed twice to activate the
GNS.
The GNS includes, amongst others, the NAV and COM functions.
• Left-hand side: NAV 1 — COM 1

• Right-hand side: NAV 2 — COM 2
The button ‘CDI’ (on the bottom) changes between the modes GPS and VLOC (the active
mode is indicated just above the button). In mode VLOC the GNS works like a NAV receiver
with really existing beacons. The autopilot will no longer work reliably in mode APPROACH
and NAV connected to an HSI driven by the GNS in mode GPS.
The GNS is connected to the autopilot. See Garmin GNS Pilot’s Guide and Reference for a
complete description of the GNS.

12-16-3 GNS 430W version

The two GNS installed in the trainer are original Garmin GNS 430W and are connected to
Figure 12.166: Garmin GNS 430W
For switching on the GNS, turn the encoder marked ‘C’ in the device top left corner. When
the self test has been completed, ‘ENT’ (on the right) must be pushed twice to activate the
GNS.

The button ‘CDI’ (on the bottom) changes between the modes GPS and VLOC (the active
mode is indicated just above the button). In mode VLOC the GNS works like a NAV receiver
with really existing beacons. In mode GPS, the autopilot can perform LPV and LNAV/VNAV
WAAS approaches if autopilot mode APPROACH is engaged, GPS signal quality and satellites
geometry are appropriate for this flight phase:
• LPV: HAL = 0NM, VAL = 0m, HFOM <= 10m, VFOM <= 10m
• LNAV/VNAV: HAL = 0.3NM, VAL = 50m, HFOM <= 10m, VFOM <= 10m
The GNS is connected to the autopilot. See Garmin GNS 430W Pilot’s Guide and Reference
for a complete description of the GNS.

12-16-4 GTN 650 version

The two GNS installed in the trainer are original Garmin GTN 650 and are connected to
Figure 12.167: Garmin GTN 650
GNS automatically switch on when power supply is available. When the self test has been
completed, press ‘Continue’ twice to display the main menu.
The ‘CDI’ function is available in the ‘Default Navigation’ page from main menu. It changes
between the modes GPS and VLOC (the active mode is indicated just above the button).
In mode VLOC the GNS works like a NAV receiver with really existing beacons. In mode
GPS, the autopilot can perform LPV and LNAV/VNAV WAAS approaches if autopilot mode
APPROACH is engaged, GPS signal quality and satellites geometry are appropriate for this
flight phase:
• LPV: HAL = 0NM, VAL = 0m, HFOM <= 10m, VFOM <= 10m
• LNAV/VNAV: HAL = 0.3NM, VAL = 50m, HFOM <= 10m, VFOM <= 10m
The GNS is connected to the autopilot. See Garmin GTN 650 Pilot’s Guide and Reference
for a complete description of the GNS.
12-16-5 ADF
This instrument replicates the ADF KR 87 from Bendix King.

300 339
ADF
ADF FRQ
KR 87 USE STBY/TIMER
VOL
FLT SET
ADF BFO FRQ
ET RST OFF
Figure 12.168: Alsim ADF ‘Bendix King KR 87’
It consists of a digital display, five white push buttons (from left to right marked: ADF, BFO,
FREQ, FLT/ET, SET/RST), a rotary OFF/ON switch and a double encoder for frequency
selection.
Rotating the power switch clockwise from the OFF position switches the instrument ON and
vice versa.
ADF: Switches between ANT mode and ADF mode. In ANT mode the RMI orange double
needle points to ‘3 o’clock’, indicating that the ADF is not working and the ADF display
shows ‘ANT’. In ADF mode the ADF is working and its display shows ‘ADF’.
As the frequency display shows only 3 digits whereas NDB frequencies can use half kilohertz,
an inaccuracy of +/- 0.5 kHz has been built into the system. Example: When the frequency
369 kHz has been selected, the following frequencies will be received: 368.5, 369 and 369.5.
If more than one of these three frequencies should be within reception range, the closest will
be chosen.
BFO: Does not work except for showing BFO in the display.
FREQ: Switches the standby frequency to active and returns to frequency mode from FLT/ET
mode.
FLT/ET: In mode FLT (flight time) the display shows the total time since the instrument
was switched on and an indicator ‘FLT’. In mode ET (elapsed time) the timer works as a
stopwatch and can be reset with the SET button. The display indicates ‘ET’.
SET/RST: With the timer in mode ET, this button resets the timer to zero. The timer will
restart automatically when the button is released.
Frequency encoder: The outer knob, when turned clockwise, increases the frequency by 10
KHz, the inner knob by 1 KHz.
12-16-6 TRANSPONDER
This system replicates the Bendix King KT 76 transponder.

SBY
OFF
ON
ALT
TST
IDENT
1 2 0 0
KT 76 A
Figure 12.169: Alsim Transponder
It consists of a five-position rotary switch (OFF, STBY, ON, ALT, TEST), an IDENT switch
to the right of it, a digital display and four encoders under it.
With the rotary switch on OFF, the display is dark and the transponder does not work.
With the switch on STBY, the code is displayed but not transmitted and the transponder
annunciator is off. With the switch on ON or STBY, when pressing IDENT, the annunciator
stays illuminated for five seconds. With the switch on ALT, the annunciator blinks irregularily.
With the switch on TEST, the annunciator stays illuminated until the switch is put to another
setting.
The encoders under the display augment the figure displayed directly above when turned
clockwise and decrease it when turned anti-clockwise (figures are available from 0 to 7).

12-16-7 HEADSET CONNECTION

Communication between both pilots functions as in an aircraft, communication with air traffic
control needs to be simulated with the flight instructor playing the ATC’s part. For details
of how Alsim software supports this simulation, please refer to the Instructor’s Manual.
The intercom control panel is located behind the pilot seat on the left-hand side of the trainer.
General On/Off Squelch

volume switch tuning
OFF
SIGTRONICS
INTERCOM
VOL
ON
SQ
Intercom Headphones
volume connectors
Figure 12.170: Intercom control panel
A second intercom panel can be found behind the co-pilot seat on the right-hand side of the
trainer.

Headphones
connectors
Figure 12.171: Co-pilot intercom panel
Two headsets can be plugged into each panel.
NOTE
For transmitting, the PTT (Push To Talk) switch on
the back of the control wheel must be pushed down.

12-16-8 AUDIO CONTROL

The pilot’s and copilot’s audio control switches are identical and located on left and right of
the FCP, in the front of the crew:
MIC HIGH

COM 2 TEST
Figure 12.172: Pilot’s audio control switches
From top to bottom, left to right:
• MIC COM 1 & 2: The messages are transmitted through the frequency selected on
COM1 or COM2 — whichever is on/lit — (this is shown by a ‘TX’ that appears on
related GNS, when a PTT switch is pushed). The light of the related button blink
during the transmission.
• COM1: This button has no effect. (In an aircraft, with the switch on COM 1, the
messages received on the COM 1 frequency could be heard.)
• COM2: This button has no effect. (In an aircraft, with the switch on COM 2, the
messages received on the COM 2 frequency could be heard.)
The next switches serve to choose which message or morse code is heard in the cockpit.
• NAV1: When set on NAV1 the morse code of the beacon selected on NAV1 can be
heard.
• NAV2: When set on NAV2 the morse code of the beacon selected on NAV2 can be
heard.
• ADF: When set on ADF the morse code of the beacon selected on the ADF can be
heard.
• DME: the morse code of the beacon selected by means of the LSK DME button can
be heard.
• SPK: This button has no effect. (In an aircraft, with the switch in position OFF, the
messages or morse codes chosen with the next switches would be transmitted only in
the headsets and not on the speakers.)

(ATA 31) - EFIS Medium Jet
12-17 (ATA 31) - EFIS
12-17-1 EFIS DESCRIPTION

GENERAL DESCRIPTION
The EFIS instrument consists of 3 displays:
• Pilot display (Primary Flight Display - PFD)

• CoPilot Display (Primary Flight Display - PFD)
• Multi Function Display (MFD)
Figure 12.173: ALX EFIS
1. Line Selection Key (LSK) buttons, push to select associated functions (if label is white),
or push twice or more to switch between menu values (if label is yellow)
2. Pilot EFIS Display
3. MFD EFIS Display
4. CoPilot EFIS Display
5. EFIS knob: use to change value of selected LSK (if value is in green).

ELECTRICAL SUPPLY

MFD X
PFD 1 X
PFD 2 X
BREAKERS
EFIS
PFD PFD MFD
1 2
Figure 12.174: EFIS breakers on the overhead
1. PFD 1 breaker: when pulled PFD 1 is disconnected, when pushed PFD 1 is connected.
2. PFD 2 breaker: when pulled PFD 2 is disconnected, when pushed PFD 2 is connected.
3. MFD breaker: when pulled MFD is disconnected, when pushed MFD is connected.

12-17-2 MULTI FUNCTION DISPLAY (MFD) EFIS
MFD DESCRIPTION
) 2 2
Figure 12.175: MFD description
1. Line Selection Key (LSK) values from 1 to 6: indicates information associated to each
LSK. The selected LSK appears with a green square. The title appears in white, the
subfunction switch value appears in yellow, and the value of the field is in green. More
details in next paragraph.
2. LSK values from 7 to 8: indicates information associated to each LSK.
3. Engine Instrument Display (EID): defined in next paragraph
4. Trim, Gear and Flaps Display (TGFD): defined in next paragraph
5. ADI: defined in next paragraph
6. Multi System Display (MSD) 1: defined in next paragraph

7. Warning and Advisory List (WAL): defined in next paragraph

8. Multi System Display (MSD) 2: defined in next paragraph

LSK INFORMATIONS
) 2 2
Figure 12.176: LSK on the MFD
For each LSK the procedure is the same. A press on LSK button select the associated field
and the selection is indicated with a green square. Then, a press on left and right part of the
down knobs change the value of the activated field.
1. LSK 1:
• If TCAS option is not installed: indicates source of the information for either
ATT/HDG or AIR DATA.
A press on LSK 1 button switch yellow value to AIR DATA or ATT/HDG.
A press on engine display left knob change the green value: AHRS1 ←→ AHRS2
for ATT/HDG and ADC1 ←→ ADC2 for AIR DATA.
• If TCAS option is installed: display the selected TCAS mode (OFF, TEST,
STDBY, TA, TA/RA). The value can be modified with left knob.
2. LSK 2:
• If TCAS option is not installed: display the value of the barometric setting ,
expressed in mb and in inches Hg. The value can be modified with left knob.
A press on engine display left knob set standard barometric value.

• If TCAS option is installed: display the selected TCAS vertical scan range (NOR-
MAL, BELOW, ABOVE, EXPAND). The value can be modified with left knob.
3. LSK 3: When list of cautions exceeds 24, a press on LSK 3, and using of left knob
allows scrolling in caution list. If a new caution appears, an auto scroll is activated
and the list returns to beginning.
4. LSK 4:
• If NAV system page is active, indicates the scale of the arc representation of the
NAV page. The value can be modified with left knob. The possible values are
10, 20, 40, 80, 160, 320 NM.
• If WX system page is active, indicates the weather radar mode. The value can
be modified with left knob. The selectable modes are: OFF, TEST, STDBY,
ON.
5. LSK 5:
• If NAV system page is active, indicates EHSI source for NAV page 1.
• If WX system page is active, indicates weather radar settings such as:
– RANGE which defines the scan scale. Possible values are 5, 10, 20, 40, 80,
160, 320 in NM.
– TILT which defines the vertical offset scan angle. Possible values are between
-15° to +15°.
– BRG which defines the horizontal offset scan angle. Possible values are
between -30° to +30°.
– ANGLE which defines the scan angle size. Possible values are 20°, 40°, 60°,
120°.
6. LSK 6: select the active page for system page 1. The possible values are NAV (naviga-
tion), WX (weather radar) if it is installed, ENG (engine),BLEED, PRESS (pressure),
ELEC (electric), HYD (hydraulics), FUEL, APU (auxiliary power unit), COND (air
conditioning), DOOR, F/CTL (flight controls).
7. LSK 7: coupled with LSK 1.
10. LSK 10:
• If NAV system page is active, indicates the scale of the arc representation of the
NAV page. The value can be modified with right knob. The possible values are
10, 20, 40, 80, 160, 320 NM.
• If WX system page is active, indicates the weather radar mode. The value can
be modified with right knob. The selectable modes are: OFF, TEST, STDBY,
ON.

11. LSK 11:

• If NAV system page is active, indicates EHSI source for NAV page 1.
• If WX system page is active, indicates weather radar settings such as:
– RANGE which defines the scan scale. Possible values are 5, 10, 20, 40, 80,
160, 320 in NM.
– TILT which defines the vertical offset scan angle. Possible values are between
-15° to +15°.
– BRG which defines the horizontal offset scan angle. Possible values are
between -30° to +30°.
– ANGLE which defines the scan angle size. Possible values are 20°, 40°, 60°,
120°.
12. LSK 12: select the active page for system page 2. The possible values are NAV
(navigation), WX (weather radar) if it is installed, ENG (engine),BLEED, PRESS
(pressure), ELEC (electric), HYD (hydraulics), FUEL, APU (auxiliary power unit),
COND (air conditioning), DOOR, F/CTL (flight controls).

ENGINE DISPLAY
Figure 12.177: Engine display on MFD
1. Compass: indicates current heading of the aircraft, mechanical instrument, can’t be

out of order.
2. N1: indicates low pressure compressor burst in percentage. The left indicator is for
left engine, and right indicator is for right engine.
3. ITT: indicates the inter turbine temperature expressed in °C.
4. N2: indicates high pressure compressor burst in percentage.
5. FF: indicates the fuel flow of each engine, in lbs/h
6. Total Fuel On Board: provides fuel quantity on board in lbs.

FLIGHT CONTROLS DISPLAY
) 2 2
Figure 12.178: Flight controls display on MFD
1. Trim Positions: displays the current state of the trim, for roll, pitch, and rudder values.
2. LDG GEAR: displays the position of gears. Three states are possible:
• No display: the gears are locked up
• Green Down Display: the gears are locked down
• UNLK Red display: the gears are not locked in the selected position.

3. FLAPS: indicates the position of the flaps
In green, flaps are in this position. In blue, flaps are comming in this selected position
4. SPEED BRAKES: displays the left and right values of the speed brakes in percentage.

STANDBY INSTRUMENTS
Figure 12.179: Standby instruments on MFD
1. Current Indicated Airspeed, in kts

2. Speed Scale, in kts, with steps of 5 kts
3. Pitch Scale, in °, with steps of 5°.
4. Horizon
5. Altitude Scale, in Ft, with steps of 20 Ft.
6. Current Altitude in Ft.
7. Roll Scale, provide graduations at 0, 10, 20, 30 degrees.
8. Fixed Airplane Symbol
9. Roll Index
10. Side Slip Index/Beta Target: indicates lateral acceleration on the ground and side slip
in flight as provided by AHRS and ADC selected.
This instrument is used as backup of PFD, it displays less informations than PFD.

12-17-3 PFD EFIS

PFD DESCRIPTION
8
7
Figure 12.180: ALX PFD
1. LSK zone: label associated to each LSK.

2. ADI: Attitude direction indicators. Displays information about aircraft attitude, speed,
direction, and various navigation informations.
3. ESD: Engine and System display (its display depending on backup menu)
4. HSI: Horizontal situation indicators.
5. FMA: Flight Mode Annunciator. Indicates the current flight modes activated.
6. Wind informations.
7. System backup display (its display depending on backup menu).
8. Warning backup (its display depending on backup menu).

LSK INFORMATIONS
Figure 12.181: LSK on the PFD
1. Speed Bug. A bug is a colored pointer that pilots set as a reminder of important
speeds, such as initial take off climb out speed (V2) or minimum approach speed for
landing (Vref). Successive presses on the LSK 1 switch to bug1, bug2 or bug3. The
value is set with the left knob.
2. Flight Path. Bird mode indicates the exact ground slope
3. Backup menu, switches to value OFF, ENGINE, FULL.
4. Determinates the HSI mode: rose (full compass) arc or plan
5. Bearing 1 source, switches to value OFF, ADF, or GNS1
6. Bearing 2 source, switches to value OFF, ADF, or GNS2
7. ATT/HDG source (AHRS1 or AHRS2) or AIR DATA (ADC1 or ADC2)
8. Baro: indicates the barometric setting. The value can be set with the right knob. Each
press on this button increases the value by 0°01 inches of mercury.
9. APPR: MDA (for non-precision approaches) or DH (for precision approaches). The
value can be set with the right knob.
10. Sets the scale of the HSI, defined in NM (10, 20, 40, 80, 160, or 320 NM) (only in arc
mode).
11. CDI source (GNS 1 or GNS 2)
12. DME source (NAV 1 or NAV 2)

ADI, AIRSPEED, ALTIMETER AND VERTICAL SPEED
Figure 12.182: ADI display on PFD
The ADI can be divided in three parts:
• left part for airspeed information

• right part for vertical information (altitude and speed)
• center part for attitude and directors indications,.

AIRSPEED INFORMATIONS
Figure 12.183: Airspeed display on PFD
1. Target Speed in Kts

2. Speed Scale, in Kts, graduated each 5 Kts
3. Current Speed, in Kts
Several bugs can be displayed:
• Manual blue speed bug

• Magenta speed bug calculated by the FMS
• V1 bug
• VR bug
• V2 bug
• Green dot: Optimal speed at N-1. Depends on the weight and altitude.
• VEnr
• Flaps retractation speed (F)

• Slats retractation speed (S)

• Next flaps position maximum extention speed (=)

Several color arc can be displayed:
• Speed Trend, starting from the current airspeed reference, to the value which will be
attained in 10 seconds if the acceleration remains constant. Appears only if speed
difference is greater than 2 knots and disappear below 1 knot.
• Stall (Red and black), defined by 1,05 * Vs
• VMO or MMO (Red and white), depending on the VMO/MMO, or on the VLE and
VFE.

VERTICAL INFORMATION
Figure 12.184: Vertical data on PFD
1. Altitude target in Ft.

2. Altitude Scale, in Ft, graduated each 20 Ft.
3. Altitude trend, starting from the current altitude reference, to the value which will be
attained in 10 seconds if the vertical speed remains constant.
4. Current altitude in Ft.
5. Analog vertical speed pointer.
6. Vertical speed scale, graduated each 500ft/m.
7. VS bug
8. VS Numeric value

ATTITUDE AND DIRECTORS INDICATIONS
Figure 12.185: Attitude and directors indications on PFD
1. Roll Scale: provides graduation at 0, 10, 20, 30, and 60 degrees of bank
2. Roll Index: points to angle of bank in roll scale
3. Side Slip Index/Beta Target: indicates lateral acceleration on the ground and side slip
in flight as provided by ADIRS.
4. Horizon
5. Pitch Scale, graduated each 2.5 degrees.
6. Fixed airplane symbol
7. Lateral Deviation Scale. A red cross appear if no information is received. Otherwise,
a blue diamond appears and indicates value of lateral deviation.
8. Vertical Deviation Scale. A blue diamond indicate the deviation value. If glide failure
is activated, a red bar appears.

9. Flight director, 2 shapes are possible: perspective flight director or cross-bars. If cross-
bars mode is selected, horizontal bar appears if AP ALT mode is activated, end vertical
bar appears if AP HDG mode is activated.
10. Radio Alt: in ft. Displayed only if value is less than 2,500 ft. If a decision height
is selected, a yellow warning square can appear. If there is a radio-altimeter failure,
dashes are displayed instead of value. A synthetic voice will announce (Automatic call
out): 2,000ft, 1,000ft, 500ft, 400ft, 300ft, 200ft, 100ft, 50ft, 40ft, 30ft, 20ft, 10ft,
DH, whereas RETARD will be annouced crossing 20ft.
11. Marker Beacons (O for Outer, M for Middle,or I for Inner). Blinking when signals
received.
DME
The DME selection switch determines the NAV receiver from which the DME display takes
its information:

Figure 12.186: DME source selector
• NAV 1 shown: The displayed values are based on the beacon selected on NAV1. The
DME displays 1 behind the NM.
• NAV 2 shown: The displayed values are based on the beacon selected on NAV2. The
DME displays 2 behind the NM.
• HOLD shown: The DME display keeps the latest frequency selected (on NAV1 or on
NAV2) in memory, and another frequency can be selected on the receiver. The display
will still show the information transmitted on the frequency stored in memory. The
DME displays 1H or 2H behind the NM
NOTE
When one pilot changes their DME display from
NAV1/2 to NAV2/1, it will affect the other side as
well.

ENGINE AND SYSTEM DISPLAY
Figure 12.187: Engine display on PFD
1. Fuel On Board: quantity of fuel on board, in lbs.

2. N1: indicates low pressure compressor burst in percentage. The left gauge is for left
engine, and right gauge is for right engine.
3. ITT: indicates the inter turbine temperature expressed in °C.
4. N2: indicates high pressure compressor burst in percentage.
5. Fuel flow: in lbs/h.
6. Fuel used: in lbs. Total fuel quantity used since aircraft take-off.
7. Oil pressure and temperature.
8. TAS: True Air Speed (in kts). The true air speed is the actual speed of the aircraft
relative to the air through which it flies.
9. MACH.
10. Total Air Temperature
11. Static Air Temperature

HSI (HORIZONTAL SITUATION INDICATORS)
8
1
Figure 12.188: HSI on PFD
1. Course: in degrees.
2. Target HDG.
3. Current Heading: in degrees.
4. AutoPilot Heading pointer
5. Heading trend.
6. Course deviation scale
7. Course arrow.
8. NAV source and mode (VLOC1, VLOC2, GPS1 or GPS2).
9. Ground Speed

If the HSI is connected to the GNS, the rose is as follows
1. Bearing 1 source
2. Bearing 2 source
3. Desired Track, replaces CRS when aircraft is connected to GNS (GPS mode).
4. Lateral deviation Indicator
5. Desired Track
6. Current Heading
7. GNS Source & Mode (VLOC1, VLOC2, GPS1 or GPS2)
8. Heading bug
9. Lateral Deviation Scale
10. Target Heading
11. Indicates whether the desired track is "from" or "to" the waypoint or the station.
Disappears when when selected frequency is an ILS
12. bearing 2 beacon.
13. Ground Speed

In ILS approach phase, the rose is displayed as follows
1. Glide slope information

2. bearing 1 beacon
3. bearing 2 beacon
4. bearing VOR

The HSI can also be viewed in arc mode (120° view, in front of the aircraft).
16
1. Bearing 1 source
2. Bearing 2 source
3. Desired Track, replaces CRS when aircraft is connected to the GNS
4. Cross Track: distance to desired track
5. Distance to next waypoint
6. Ground Speed of next waypoint
7. Half Arc Scale
8. Heading target
9. Current Heading
10. GNS Source & Mode
11. Waypoint
12. Next Waypoint
13. Flightplan
14. Heading bug
15. Heading to the beacon chosen.
16. Waypoint name

If the HSI is connected to the FMS, the HSI can be viewed in plan mode, to visualize the
flight plan prior to departure.
1. Desired Track
2. Waypoint
3. Next Waypoint
4. Ground Speed of next waypoint
5. Flightplan
6. Waypoint name
7. Heading target
8. FMS Source

FMA (FLIGHT MODE ANNUNCIATOR)
Figure 12.189: FMA on PFD
1. Time: UTC time

2. Chrono: time.
3. Indicates selected auto-throttles modes.
4. Indicates selected lateral navigation modes.
Line 1: Heading(HDG), Lateral Nav (LNAV), or localizer(LOC) engaged mode (green
display)
Line 2: Localizer (LOC) armed mode (blue display)
Line 3: N/A
5. Indicates selected vertical navigation modes
Line 1: PITCH, IAS, VS, ALT, Vertical Nav (VNAV), or GS engaged mode (green
display)
Line 2: ALT CH or GS armed mode (blue display)
Line 3: N/A
6. Indicates automatic modes
Line 1: Autopilot, AP (green display)
Line 2: Flight Director, FD(green display)
Line 3: Yaw Director, YD(green display)
7. Line 1: ← or → (green color).
Line 2: GA (green display)
Line 3: A/THR (green or bleue display)

WIND DISPLAY
Figure 12.190: Wind display on PFD
1. Direction of speed, in degrees, 0° is geographic north

2. Speed of wind, in kts.
3. Direction arrow: appears when wind speed is above 2 kts. The indicated direction is
the difference between aircraft magnetic heading and wind magnetic direction.

CDI, BRG1, BRG2 INFORMATIONS
When HSI is coupled with GNS, CDI, BRG1 and BRG2 informations about waypoint can be
displayed.
Figure 12.191: Waypoint data display on PFD
1. Bearing 1 informations: name of the waypoint and distance to the waypoint.

2. Bearing 2 informations: frequency of the ADF.
3. CDI informations: name of the waypoint and distance to the waypoint.
4. DME informations: frequency and distance.

12-17-4 FAULTS
Several display faults can affect EFIS instruments:
• Fault resulting from an AHRS failure:
– Heading loss.
– Attitude loss.
– Bank loss.
– Side slip loss.
– Rate of turn loss.
– AHRS Power loss.
• Fault resulting from an ADC failure:
– Airspeed loss.
– Vertical speed loss.
– Altimeter loss.
– Power loss.
• Fault resulting from a navigation failure:
– Loc fault.
– Glide fault.

HEADING FAULT
This failure affects both PFD and MFD.
MFD NAV PAGE
Figure 12.192: Heading fault on MFD NAV page

PFD
Figure 12.193: Heading fault on PFD

ATTITUDE FAULT
MFD
Figure 12.194: Attitude fault on MFD

PFD
Figure 12.195: Attitude fault on PFD

BANK FAULT
MFD
DN
Figure 12.196: Bank fault on MFD

PFD
Figure 12.197: Bank fault on PFD

SIDE SLIP FAULT
This failure affects both PFD and MFD. The side slip symbol disappears
RATE OF TURN FAULT
This failure affects only PFD. The rate of turn symbol disappears.

AHRS POWER FAULT
MFD
Figure 12.198: AHRS power fault on MFD

PFD
Figure 12.199: AHRS power fault on PFD

AIRSPEED FAULT
MFD NAV PAGE
Figure 12.200: Airspeed fault on MFD NAV page

PFD
Figure 12.201: Airspeed fault on PFD

VERTICAL SPEED FAULT
This failure affects only PFD.
PFD
Figure 12.202: Vertical airspeed fault on PFD

ALTIMETER FAULT
MFD NAV PAGE
Figure 12.203: Altimeter fault on MFD

PFD
Figure 12.204: Altimeter fault on PFD

ADC POWER FAULT
MFD NAV PAGE
Figure 12.205: ADC power fault on MFD NAV page

PFD
Figure 12.206: ADC power fault on PFD

LOC FAULT
This failure affects PFD. During approach phase, if loc fault is detected, a red cross appears
on deviation localizer symbol in the HSI and PFD, and glide symbols are lost.
Figure 12.207: LOC fault on PFD

GLIDE FAULT
This failure affects PFD. During approach phase, if glide fault is detected, a red cross appears
on glide slope symbol in the HSI and PFD.
Figure 12.208: GLIDE fault on PFD

(ATA 31) - GPWS Medium Jet
12-18 (ATA 31) - GPWS

The Ground Proximity Warning System provides various visual and audio alarms if there is a
conflict between the aircraft’s flight path and the terrain or an obstacle.
The alarms consists of annunciators next to the pilot’s and copilot’s ADI and various audio
warnings.
Audio warnings:
• GPWS SYSTEM TEST OK

• GPWS SYSTEM TEST FAILED
• SINK RATE
• (WHOOP WHOOP) PULL UP
• TERRAIN TERRAIN
• DON’T SINK
• TOO LOW GEAR
• TOO LOW TERRAIN
• TOO LOW FLAP
• GLIDE SLOPE
• MINIMUMS MINIMUMS
• WINDSHEAR WINDSHEAR
On each PFD a visual warning GPWS TEST is displayed in yellow:
Figure 12.209: Warning displayed during GPWS self test process
On each PFD a visual warning is displayed in red:
• GPWS

• GS
Figure 12.210: Warning displayed during GPWS alert

1 2 3
GPWS
SYS G/S MODE FLAP MODE
FAULT FAULT FAULT
OFF OFF OFF
1. SYS pb-sw: press to engage GPWS system.

FAULT is lit if failure is detected on GPWS.
OFF is lit when GPWS is disengaged.
When GPWS is engaged, the system enters automatically in self test mode to check
his integrity. At the end of the test, an aural warning is played to indiquate the result.
2. G/S MODE pb-sw: press to engage GPWS Mode 5.
OFF is lit when GPWS Mode 5 is disengaged.
3. FLAP MODE pb-sw: press to engage GPWS Mode 4.
OFF is lit when GPWS Mode 4 is disengaged.

12-18-3 ENVELOPES
MODE 1: EXCESSIVE DESCENT RATE
In mode 1 there will be a visual and audio alarm when the aircraft descent rate is too high
with respect to its altitude above ground. When the aircraft enters the outer envelope, the
GPWS annunciator will illuminate and ‘SINK RATE’ will sound. When the aircraft enters
the inner envelope, ‘WHOOP WHOOP PULL UP’ will sound.
DESCENT RATE

MODE 2: EXCESSIVE CLOSURE TO TERRAIN
There are two versions of this mode, for flaps up and for flaps in approach configuration.
With flaps up, the GPWS annunciator will illuminate and ‘TERRAIN TERRAIN’ will sound
when the aircraft enters into the warning envelope. As long as the aircraft remains in the
envelope, ‘WHOOP WHOOP PULL UP’ will sound. When the aricraft leaves the envelope,
‘TERRAIN’ will be repeated until the aircraft has climbed 300 ft.
PULL UP
TERRAIN
SINK RATE
With flaps in approach position, GPWS annunciator will illuminate and ‘TERRAIN TERRAIN’
will sound when the aircraft enters into the warning envelope shown below.

MODE 3: ALTITUDE LOSS AFTER TAKE-OFF
This mode is active between 10 and 1500 ft. When the aircraft enters the warning envelope,
‘DON’T SINK’ will sound and the GPWS annunciator illuminate.
DON'T SINK

MODE 4: UNSAFE TERRAIN CLEARANCE
There are two versions of this mode, 4A for gear up, 4B for flaps up. Mode 4A becomes active
when the aircraft reaches 500 ft after take-off. If the aircraft enters the warning envelope
at more then 190 knots and the gear is not down and locked, ‘TOO LOW TERRAIN’ will
sound and the GPWS annunciator illuminates. If the aircraft enters the warning envelope at
less than 190 knots and the gear is not down and locked, ‘TOO LOW GEAR’ will sound and
the GPWS annunciator illuminates.
SPEED
Mode 4B is active when the landing gear is down and locked, but the flaps are not in approach
configuration. If the aircraft enters the warning envelope at more than 159 knots, ‘TOO LOW
TERRAIN’ will sound and the GPWS annunciator illuminates. If it enters at less than 159
knots, ‘TOO LOW FLAPS’ will sound and the GPWS annunciator illuminates.

SPEED

MODE 5: EXCESSIVE DEVIATION BELOW GLIDESLOPE
When the aircraft enters the outer envelope during an ILS approach, ‘GLIDE SLOPE’ will
sound. When it enters the inner envelope, ‘GLIDE SLOPE’ is repeated faster and louder. In
both cases, the GS annunciator will illuminate.
MODE 6: FLYING UNDER DECISION HEIGHT
‘MINIMUMS, MINIMUMS’ sounds when the aircraft crosses the selected decision height
(between 50 and 1000 ft) with the landing gear down.

12-18-4 WIND SHEAR

This mode is active between 50 and 2500 ft if GPWS is ON and working properly (no
failure). When immediate windshear is detected, ‘WINDSHEAR WINDSHEAR’ will sound
and the master warning annunciator illuminate.
NOTE
Predictive windshear mode is not available because it
takes weather radar data and determines if windshear
conditions are occuring ahead of the airplane track.
This mode requires a weather radar system on board
wich is not installed on ALX.

(ATA 31) - TCAS Medium Jet
12-19 (ATA 31) - TCAS

The Traffic Collision and Avoidance System provides various visual and audio alarms if there
is a conflict between the aircraft’s flight path and other aircraft traffic. It provides traffic
advisories (TA) and resolutin advisories (RA), i.e., recommanded escape maneuvers, in the
vertical dimension to either increase or maintain the existing vertical separation between
aircrafts.
TCAS receive transponder informations of intruder aircrafts to classify them in different
categories according to their collision probability level:
• Non-threat traffic.
• Non-threat proximate traffic.
• Traffic advisory.
• Resolution advisory.
TCAS is electrically supplied by the DC BUS 1.
12-19-2 COLLISION AVOIDANCE

PROTECTED VOLUME
Protected volume depends on current sensitivity level (SL) determined by TCAS. TCAS uses
these following cases to determining the operating SL:
• When the TRAFFIC MODE menu is set to STDBY position, TCAS is operating in
SL1. In SL1, TCAS does not transmit any interrogations. SL1 is normally selected
only when the aircraft is on the ground or if TCAS has failed.
• When the pilot selects TA-ONLY mode, TCAS is placed into SL2. While in SL2, TCAS
performs all surveillance functions and will issue TAs, as required. RAs are inhibited
in SL2.
• When the pilot selects TA-RA mode, the TCAS logic automatically selects the appro-
priate SL based on the altitude of the own aircraft. Next table provides the altitude
threshold at which TCAS automatically changes SL. In these SLs, TCAS performs all
surveillance functions and will issue TAs and RAs, as required.

Table 12.60
Tau DMOD Alt. Threshold

Own altitude SL (sec) (nm) (ft)
(ft) TA RA TA RA TA RA
≤ 1000 2 20 N/A 0.30 N/A 850 N/A
1000 - 2350 3 25 15 0.33 0.20 850 300
2350 - 5000 4 30 20 0.48 0.35 850 300
5000 - 10000 5 40 25 0.75 0.55 850 350
10000 - 20000 6 45 30 1.00 0.80 850 400
20000 - 42000 7 48 35 1.30 1.10 850 600
≥ 42000 7 48 35 1.30 1.10 1200 700
CPA (Closest Point of Approach): This is the predictive conflict point.
Tau: TCAS primarily uses time-to-go to CPA rather than distance to determine when a
TA or an RA should be issued. The time to CPA is called the range tau and the time to
co-altitude is called the vertical tau. Tau is an approximation of the time, in seconds, to CPA
or to the aircraft being at the same altitude. The range tau is equal to the slant range (nmi)
divided by the closing speed (knots) multiplied by 3600. The vertical tau is equal to the alti-
tude separation (feet) divided by the vertical closing speed of the two aircraft (feet/minute)
times 60.
DMOD (Distance MODification): A problem with this simple definition of tau is that
in encounters where the rate of closure is very low, an intruder aircraft can come very close in
range without crossing the range tau boundaries and thus, without causing a TA or an RA to
be issued. To provide protection in these types of encounters, a modified definition of range
tau is used. At larger ranges and higher closure rates these boundaries are essentially equal to
those defined by the basic tau concept. However, at close ranges and at slower closure rates
the modified tau boundaries converge to a non-zero range called DMOD. This modification
allows TCAS to issue TAs and RAs at or before the fixed DMOD range threshold in these
slow-closure-rate encounters. The value of DMOD varies with the different sensitivity levels.

RA INHIBITION SITUATIONS
RA is automatically inhibited in theses following cases:
• When stall warning is activated. All RA are transformed into TA.

• When GPWS warning is activated. All RA are transformed into TA.
• When WINDSHEAR warning is activated. All RA are transformed into TA.
• When Radio altimeter value is below 1000 ft.
• When TCAS is failed.
• When TCAS is not electrically supplied.
Moreover, if priority alarm is generated, i.e., stall or GPWS or windshear, then all TCAS oral
alarms are inhibited.

12-19-3 EFIS REPRESENTATION
12-19-4 PFD ADI

To alert pilot and copilot of a potential traffic collision, TCAS generates three kinds of
annunciators on each PFD’s artifical horizon:
• A yellow TRAFFIC TEST annunciator in left upper corner of ADI when TCAS is in
self test mode.
Figure 12.211: Warning displayed during TCAS self test process
• A yellow TRAFFIC annunciator in left upper corner of ADI when a TA is generated.
Figure 12.212: Warning displayed during TCAS traffic advisory

• A red TRAFFIC annunciator in left upper corner of ADI when a RA is generated.
Figure 12.213: Warning displayed during TCAS resolution advisory

12-19-5 MFD MENU

TCAS MODE menu is used to select theses different TCAS modes:
• OFF: TCAS is electrically off.

• TEST: TCAS performs internal self test during few seconds. During test, each kind of
geometric symbols is displayed on HSIs. And at the end of the test, an aural message
is generated depending of success or failure of self test.
• STDBY: Power is applied to the TCAS Processor, but TCAS does not issue any
interrogations and the transponder will reply to only discrete interrogations. This
mode is usually used during ground operations.
• TA: TCAS will operate normally and issue the appropriate interrogations and perform all
tracking functions. However, TCAS will only issue TAs, and the RAs will be inhibited.
This mode is usually used during takeoff/departure or arrival/landing flight phases.
• TA/RA: TCAS will operate normally and issue the appropriate interrogations and per-
form all tracking functions. TCAS will issue TAs and RAs, when appropriate.
If TCAS is not power supplied then the symbol "- - -" is displayed instead current selected
TCAS mode.
TCAS TRAFFIC menu is used to select theses different vertical scan ranges:
• NORMAL: TCAS scans between -2700 ft and +2700 ft relative to the current own
aircraft altitude.
• BELOW: TCAS scans between -9900 ft and +2700 ft relative to the current own
aircraft altitude.
• ABOVE: TCAS scans between -2700 ft and +9900 ft relative to the current own
aircraft altitude.
• EXPAND: TCAS scans between -9900 ft and +9900 ft relative to the current own
aircraft altitude.
If TCAS is not power supplied then the symbol "- - -" is displayed instead current selected
TCAS traffic vertical scan range.

12-19-6 TRAFFIC DISPLAY SYMBOLOGY

Intruder aircrafts are depicted using geometric symbols, depending on their threat status, as
follows:
• An unfilled cyan diamond, (not the same color as the own aircraft symbol), is used to
depict non-threat traffic.
• A filled cyan diamond, (not the same color as the own aircraft symbol), is used to
depict Proximate Traffic. Proximate Traffic is non-threat traffic that is within 6 nm
and 1200 ft from own aircraft.
• A filled yellow circle is used to display intruders that have caused a TA to be issued.
• A filled red square is used to display intruders that have caused an RA to be issued.
Figure 12.214: Traffic displayed during TCAS test mode (HSI rose)

Figure 12.215: Traffic displayed during TCAS test mode (HSI arc)
Each symbol is displayed on the screen according to its relative position to own aircraft.
Vertical speed information and altitude information are also provided for all displayed traffic
that are reporting altitude. Relative altitude is displayed in hundreds of feet above the symbol
if the intruder is above own aircraft and below the symbol if the intruder is below own aircraft.
When the intruder is above the own aircraft, the relative altitude information is preceded by
a + sign. When the intruder is below the own aircraft, a - sign precedes the relative altitude
information. In some aircraft, the flight level of the intruder can be displayed instead of its
relative altitude. The flight level is shown above the traffic symbol if the intruder is above
the own aircraft and below the traffic symbol is the intruder is below the own aircraft. If the
intruder is not reporting its altitude, no altitude information in shown for the traffic symbol.
The altitude information is displayed in the same color as the aircraft symbol.
An arrow is displayed immediately to the right of a traffic symbol when the target aircraft
is reporting its altitude and is climbing or descending at more than 600 fpm. An up arrow
is used for a climbing aircraft; a down arrow is used for a descending aircraft. The arrow is
displayed in the same color as the aircraft symbol.

RESOLUTION ORDERS
The RA display provides the pilot with information on the vertical speed to fly or avoid to
resolve an encounter. The RA display is implemented on a vertical speed tape that is part of
a Primary Flight Display (PFD). The implementations use red and markings to indicate the
vertical speeds to be avoided (red) and the desired vertical speed to be flown (green):
Figure 12.216: Resolution advisory display during TCAS test mode

12-19-7 AURAL ANNUNCIATIONS

Whenever the collision avoidance logic issues a TA or an RA, a voice alert is issued to ensure
that the pilots are aware of the information being displayed on the traffic and RA displays.
Table 12.61
TCAS Advisory Aural Annunciation

Traffic Advisory Traffic, Traffic
Climb RA Climb, Climb
Descend RA Descend, Descend
Altitude Crossing Climb RA Climb, Crossing Climb; Climb, Cross-
ing Climb
Altitude Crossing Descend RA Descend, Crossing Descend; De-
scend, Crossing Descend
Reduce Climb RA Adjust Vertical Speed, Adjust
Reduce Descent RA Adjust Vertical Speed, Adjust
RA Reversal to a Climb RA Climb, Climb, NOW; Climb, Climb
NOW
RA Reversal to a Descend RA Descend, Descend NOW; Descend,
Descend NOW
Increase Climb RA Increase Climb, Increase Climb
Increase Descent RA Increase Descent, Increase Descent
Maintain Rate RA Maintain Vertical Speed, Maintain
Altitude Crossing, Maintain Rate RA Maintain Vertical Speed, Crossing
(Climb and Descend) Maintain
Weakening of Initial RA Adjust Vertical Speed, Adjust
Preventive RA (No change in vertical Monitor Vertical Speed
speed required)
RA Removed Clear of Conflict

12-19-9 MFD warnings list

These following messages could be displayed on MFD warnings list system:
• TCAS OFF: Appears in amber when TCAS is manually set to OFF mode. This message
doesn’t generate a master caution.
• TCAS FAULT: Appears in amber when TCAS is failed. This message generate a master
caution.
12-19-10 HSI and navigation page messages

These following messages could be displayed bellow each HSI (on PFDs or MFD navigation
pages):
• NO TRAFFIC: Appears in white when TCAS mode is OFF, or TEST, or STDBY.

• TA ONLY: Appears in white when TCAS is manually or automatically set to TA mode.
• TRAFFIC FAIL: Appears in red when TCAS is failed.

(ATA 31) - WARNINGS Medium Jet
12-20 (ATA 31) - WARNINGS

The warning system provides information about aircraft state or malfunctions. There is two
categories of warning messages, according to their severity:
• cautions: information of which crew has to be aware.

• warnings: information to which crew has to react.
Some warning messages require acknowledgment by the crew. In this case, a sound is played
when a warning message appears: Single Chime (SC) for cautions and Continuous Repetitive
Chime (CRC) for warnings. To acknowledge these messages, the crew presses master caution
or master warning button.

12-20-2 WARNING MESSAGES LIST DESCRIPTION
Figure 12.217: Warning messages list
1. Warning: always at top of the list, displayed red, blinking if acknowledgment is required.
2. Caution: below warning list, displayed amber.
3. Scrolling arrows: indicate that the list contains more than the displayed messages.
The display list is sorted:
• The warnings are displayed at the top of the list. The messages are sorted from
most recent (top) to oldest (bottom).
• The cautions are displayed below the warnings. The messages are sorted from
most recent (top) to oldest (bottom).
When the warning messages list contains more than its display capacity, arrows
appear on both sides of the display list indicating that messages are hidden. The
direction of these arrows (up or down) indicates if hidden messages are below
and/or above the displayed messages.

To scroll, the crew presses the third LSK on either side of the MFD to select
scrolling mode and use EFIS knob to scroll the message list.
F L A P S
U P
A P P
D N
Figure 12.218: Warning messages on MFD
4. Warning list scroll LSK

The display list is scrolled automatically if needed when a new message occurs: the
list automatically scrolls up or down to the ensure that this new message is visible.

Figure 12.219: Warning messages on PFD
5. Backup full LSK

The display list is scrolled automatically if needed when a new message occurs: the
list automatically displays the last messages.

12-20-3 WARNING AND CAUTION MASTER BUTTONS

Two sets of master buttons are located on the flight deck, one for the pilot and one for the
copilot.
MASTER
WARNING
MASTER
CAUTION
Figure 12.220: Warning caution and master buttons
1. Master warning pb:

If a warning requests an acknowledgment, the master warning buttons blink red and
until either pilot or copilot press one of them.
2. Master caution pb:
If a caution requests an acknowledgment, the master caution buttons are lit amber
until either pilot or copilot press one of them.
Master buttons lights can be tested using the TEST pbs on each side of the flightdeck.
12-20-4 WARNING ACKNOWLEDGE PROCEDURE

When a warning is detected, the corresponding message appears at the top of the list, in red.
If the warning requires an acknowledgment, the warning message and the master warning
buttons blink and the CRC sound is played. A press on either master warning buttons lights
them off and stops the message blinking and the CRC sound.
12-20-5 CAUTION ACKNOWLEDGE PROCEDURE

When a caution is detected, the corresponding message appears just below the last warning
message, in amber.
If the caution requires an acknowledgment, the master caution buttons are lit, and the SC
sound is played. A press on either master caution buttons lights them off.

12-20-6 EVACUATION PROCEDURE
12-20-7 EVACUATION PROCEDURE
E VAC
HORN
COMMAND
SHUT OFF
EVAC
ON
1 2
Figure 12.221: Evacuation switches on overhead
1. COMMAND guarded pb-sw:

When pressed, evacuation alert starts. A evacuation sound signal is played continuously.
EVAC lights blinks during evacuation. ON lights is lit during evacuation.
When released, evacuation alert stops. Lights and sound also stop.
2. HORN SHUT OFF pb:
If an evacuation is running, pressing this button stops evacuation sound signal and
stops the blinking of EVAC light which remains lit.

(ATA 31) - WEATHER RADAR Medium Jet
12-21 (ATA 31) - WEATHER RADAR

Color displayed on weather page depends on the amount of radar echo returned by environ-
ment. So it depends on the intensity of the precipitation (droplets size and number) but also
on the type of precipitation (droplets composition). These following elements are ordered
from least reflective to most reflective:
• Drizzle
• Dry snow
• Ice crystals
• Dry hail
• Wet snow
• Rain
• Wet hail
• Ground clutter
CAUTION
The radar does not detect clouds, fog, wind, clear air
turbulence, windshear, sandstorms and lightning.
Weather radar is electrically supplied by the DC BUS 2.
Weather radar integrates theses following functions:
• Auto stabilization (+/-30° pitch and +/-30° roll)

• Auto gain control (always on)
• Self test function
• Manual tilt selection (from 15° pitch down to 15° pitch up)
• Manual range selection (5NM, 10NM, 20NM, 40NM, 80NM, 160NM or 320NM)
• Manual bearing selection (from 30° left to 30° right)
• Manual scan angle selection (20°, 40°, 80° or 120° of aperture)

12-21-2 SELF-TEST FUNCTION

Before to proceed self-test procedure, verify that alternators, avionic master and electrical
buses are in nominal use. Then follow this procedure:
• Place weather radar in test mode.

• Observe indicator display for correct display, colors and absence of blooming.
• View test pattern.
• Verify correct test pattern like this picture:
Figure 12.222: Weather radar self-test mode
• Observe scan throughout the entire range.
NOTE
During self-test procedure, no microwave energy is
emitted.

12-21-3 ANTENNA TILT

Antenna tilt should be adapted to the selected scan range. In most cases in flight, the
adequate antenna tilt setting shows some ground returns at the top edge of the weather
page:
Figure 12.223: Weather radar ground echos
However, at takeoff, or in climb, the tilt should be set up if adverse weather is expected above
the aircraft. The antenna tilt must be set adjusted as the flight progresses, in relation to the
aircraft’s altitude, the expected weather and the weather page range selection.
When flying towards a cell, the flight crew can get an estimate of the vertical expansion of
the cloud above/below the aircraft altitude with the following formula:
h ∼ d × T ilt × 100
(f eet) (N M ) (degrees)
For example, an echo disappearing at 40 NM with 1° tilt down has a top located 4,000 ft
below the aircraft level:

160 NM
40 NM
10 NM
1000 ft
4000 ft
1°
16000 ft
h
Figure 12.224: Height according distance and tilt
12-21-4 DISPLAY RANGE

To avoid a large storm, the pilot must make decision while still in safety distance before the
detected significant weather. Therefore, the pilot should select the adequate range on the
weather page.
Course changes to avoid adverse weather, should be determined using both higher and lower
ranges. This technique prevents the ’blind alley’ effect: A course change that may seem safe
when using a low scan range may reveal a blocked passage when observed at a higher scan
range.
As indicated in previous sub-section, antenna tilt should be adapted to range selection. To

cover the whole area shown on the weather instrument, the weather radar must have a slightly
negative antenna tilt in order to avoid overscanning. A correct setting whill show some ground
return at the top edge of the weather instrument.
A typical example of recommendations that could be provided, for radars not fitted auto-
tilt or auto-scanning function, is as follows:

Table 12.62
Phase Recommendations Remarks

Set scan range to 10 NM. Tilt down,
Radar check must be per-
Taxi then up: Check appearance / disa-
formed away from people.
pearance of ground returns.
Scan up to 15° UP for weather return,
Scan along the departure
Takeoff if significant weather is suspected.
path.
Select tilt at 4° UP for takeoff.
Select negative tilt, maintain ground Change tilt according to alti-
Climb returns on top of weather instrument tude and weather instrument
as the aircraft climbs. range.
Select negative tilt, maintain ground
returns on top of weather instrument.
No ground returns beyond line
Cruise As a rule of thumb: (range 320: tilt
of sight.
1 DN, range 160: tilt 1.5 DN, range
80: tilt 3.5 DN, range 40: tilt 6 DN).
Every 5,000 ft: Adjust tilt upward
to maintain ground returns on top
Descent
of weather instrument (like 1° each
5,000 ft).
Approach Select tilt at 4° UP. To avoid ground returns.

12-21-5 BEARING SELECTION

Manual bearing selection allows pilot to modify horizontal scan heading center reference. By
default horizontal reference centerline is aligned with aircraft longitudinal axis (i.e. aircraft
heading). Pilot can apply an offset (30° left or 30° right) around this centerline to inscrease
left side or right side radar scan area.
This feature, can typically be used, to anticipate left or right turns, or significant change
of aircraft trajectory.
Figure 12.225: Bearing set to 30° left
Figure 12.226: Default bearing

Figure 12.227: Bearing set to 30° right
12-21-6 AZIMUTH SCAN ANGLE SELECTION

Weather radar system offers the possibility to select azimuth scan aera. Selecting the re-
quired sector, restricts the radar beam’s scan to only 120°, 60°, 40°, or 20° and allows faster
updates on rapidly changing areas of weather. This provides the crew with possibility for
better concentration on the aera of interest on the display.
Table 12.63
Scan angle Time to scan aera

120° 5 sec
60° 2.5 sec
40° 1.67 sec
20° 1.25 sec

Figure 12.228: Scan angle set to 120° (default value), and 60°

Figure 12.229: Scan angle set to 40°, and 20°

12-21-7 RADAR ATTENUATION

Weather radar display depends on signal returns by ambiant weather precipitations. Heavy
precipitation reflects more microwaves, so the major part of the signal can be reflected by
the frontal part of the precipitation. The aft part returns weak signals, that are displayed as
green or black areas (also named shadows). This black hole behind a red area on a weather
radar display should always be considered as a zone that is potentially very active.
Figure 12.230: Weather radar attenuation

These following messages could be displayed on MFD warnings list system:
• WEATHER RADAR OFF: Appears in amber when weather radar is manually set to
OFF mode. This message doesn’t generate a master caution.
• WEATHER RADAR FAULT: Appears in amber when weather radar is failed. This
message generate a master caution.
• WEATHER RADAR STAB LIMIT: Appears in amber when weather radar auto stabi-
lization attains pitch or roll angle limitations. This message generate a master caution.

(ATA 32) - LANDING GEAR Medium Jet
12-22 (ATA 32) - LANDING GEAR

The landing gear system is a hydraulic system comprising 3 parts: right, left and nose.
Doors enclose the landing gear bays. Doors and gear are electrically controlled and hydrauli-
cally operated.
The extension and retracting times are about 12 seconds. The emergency extension time is
about 15 seconds.
12-22-2 PILOT DECK DESCRIPTION

The landing gear control is located on the lower right-hand part of the pilot’s deck.
GEAR
UP
DOWN
Figure 12.231: Landing Gear Control
The landing gear lever needs to be pulled out from the flight deck before it can be raised or
lowered.
The gear cannot be retracted on ground.
CAUTION
The landing gear lever is ’locked’ by default and
MUST be pulled OUT to release it before use. Failure
to do so and/or trying to force it may break the lever
mechanism.


The landing gear system is protected by a breaker located on the overhead breaker panel. If
the breaker is disengaged, moving the gear lever will not move the landing gear.
FLIGHT CONTROLS
PITCH LANDING FLAPS SPEED GEAR ANTI
TRIM GEAR BRAKES WARN SKID
1 2
Figure 12.232: Landing gear breakers
1. LANDING GEAR breaker: landing gear control unit breaker,

when pulled landing gear control unit is disconnected,
when pushed landing gear control unit is connected.
2. GEAR WARN breaker: ‘GEAR NOT DOWN’ warning breaker,
when pulled ‘GEAR NOT DOWN’ warning stops producing sound and flash,
when pushed ‘GEAR NOT DOWN’ warning has nominal behavior.

12-22-4 TGFD (Trim, Gear and Flaps Display) DESCRIPTION
Figure 12.233: Landing Gear on the TGFD (Trim, Gear and Flaps Display
1. left gear indicator (retracted).

2. Nose gear indicator (retracted).
3. Right gear indicator (retracted).
4. Green down arrow, indicates associated gear is down locked.
5. UNLK red label, indicates associated gear is not locked in selected position.

12-22-5 EMERGENCY LANDING GEAR OPERATION

The emergency gear lever is located on the lower part of the pedestal. It consists of a switch
protected by a cover to prevent accidental actuation of the lever.
EMERGENCY
GEAR
PULL UP
FOR GEAR
EXTENSION
Figure 12.234: Emergency Gear Control
Before engaging the emergency gear lever, make sure the gear lever is down. Then pull the
gear breaker. Finally lift the security cover and raise the switch.
NOTE
The gear cannot be raised by means of the emergency
gear lever.


• ALL DOWN LOCKED:
left gear down and not downlocked and right gear down and not downlocked and nose
gear down and not downlocked
• ALTITUDE TOO LOW:

radio altimeter 1 on and altitude <750 ft or radio altimeter 2 on and altitude <750 ft
• N1 TOO LOW:
ENGINE 1 running and ENGINE 2 running and ENGINE 1 N2 <75% and ENGINE 2
N2 <75 or ENGINE 1 running and ENGINE 2 not running and ENGINE 1 N2 <97%
or ENGINE 1 not running and ENGINE 2 running and ENGINE 2 N2 <97%

Ack.
GEAR NOT DOWN- LEFT GEAR DOWN and Warning Yes
LOCKED NOT DOWNLOCKED
OR
RIGHT GEAR DOWN
and NOT DOWN-
LOCKED
OR
NOSE GEAR DOWN and
NOT DOWNLOCKED
GEAR DOORS NOT LEFT GEAR DOOR NOT Caution Yes
CLOSED CLOSED
OR
RIGHT GEAR DOOR
NOT CLOSED
OR
NOSE GEAR DOOR
NOT CLOSED
LGCIU FAULT LANDING GEAR CON- Caution No
TROL UNIT FAIL DE-
TECTED


Ack.
GEAR NOT DOWN NOT ALL DOWN Warning Yes
LOCKED and RADIO
ALTITUDE TOO LOW
and N1 TOO LOW
OR
NOT ALL DOWN
LOCKED and RADIO
ALTITUDE TOO LOW
AND FLAPS ON TAKE
OFF
OR
NOT ALL DOWN
LOCKED and RADIO
ALTIMETERS FAILED
AND FLAPS ON TAKE
OFF

Landing gear X
Control Unit
12-22-8 HYDRAULIC SUPPLY

Green and blue hydraulic systems are used to operate landing gear and doors.

(ATA 32) - AUTO BRAKES & ANTI SKID Medium Jet
12-23 (ATA 32) - AUTO BRAKES & ANTI SKID

Auto brakes system is an automatic braking system based on green hydraulic system.
Blue system can be used if green system is no more available (engine 1 switch off for example)
This system is used to brake on landing with a constant deceleration.
Two modes are available:
• Normal: target acceleration is −1.7 m/s2

• Maximum: target acceleration is −3 m/s2
Anti skid system is used to avoid wheels going into a skid.

This system override braking forced commanded and regulate it when skid is detected (wheel
sliding rate over 20%).

1 2 3
AUTO BRAKES
NORMAL MAXIMUM A/SKID
DECEL DECEL FAULT
ON ON ON
1. NORMAL auto brakes mode pb:

Push this button to engage / disengage normal auto brakes mode. Engaging this mode
will disengage maximum auto brakes mode (if it was previously engaged).
DECEL is lit when aircraft acceleration is smaller than 80% of −1.7 m/s2 (targeted
acceleration in normal mode).
ON is lit when normal auto brakes mode is engaged (but not necessarily activated).
2. MAXIMUM auto brakes mode pb:
Push this button to engage / disengage maximum auto brakes mode. Engaging this
mode will disengage normal auto brakes mode (if it was previously engaged).
DECEL is lit when aircraft acceleration is smaller than 80% of −3 m/s2 (targeted
acceleration in maximum mode).
ON is lit when maximum auto brakes mode is engaged (but not necessarily activated).
3. A/SKID pb:
Push this button to engage / disengage anti skid system.
ON is lit when anti skid system is engaged.
FAULT is lit when anti skid system failure is detected.

4 5
AUTO ANTI
BRAKES SKID
4. AUTO BRAKES breaker: when pulled auto brakes are disconnected, when pushed auto
brakes are connected.
5. ANTI SKID breaker: when pulled anti skid is disconnected, when pushed anti skid is
connected.

Ack.
AUTO BRK FAULT FAILURE DETECTED Caution Yes
ON AUTO BRAKES
SYSTEM
ANTI SKID OFF ANTI SKID IS NOT EN- Caution Yes
GAGED
ANTI SKID FAULT FAILURE DETECTED Caution Yes
ON ANTI SKID SYSTEM


Auto brakes X X X X
Anti skid X X X X
12-23-5 HYDRAULIC SUPPLY

Green hydraulic system is used to operate braking.
If Green is no more available, Blue system is used.

(ATA 33) - LIGHTS Medium Jet
12-24 (ATA 33) - LIGHTS

Lights system consists in:
• Cockpit lights:
– A dome light provides the cockpit with shadow free illumination.

– Overhead panel back lighting.
– Dashboard back lighting.
– Flight deck annunciator lights.
– Reading lights at both sides of the cockpit.
• Exterior lights:
– Strobe lights.
– Beacon lights.
– Wing lights.
– Navigation lights.
– Landing lights.
– Taxi lights.
• Emergency lights (escape path, exit signs ...)

• Signs:
– No smoking lights.
– Seat belts lights.
Switching on / off lights from overhead panel have direct consequences to electric consumption on
the associated buses. Consumption consequences can be monitored on the MSD ELEC page.
12-24-2 SWITCHES OVERRIDING

If the cabin altitude goes above 11,300 ft, NO SMOKING, FASTEN SEAT BELTS and EXIT signs
come on regardless of NO SMOKING, SEAT BELTS and EMER EXIT LIGHTS selector switches.


COCKPIT LIGHTS
INT LIGHTS
OVHD
OFF ON
ANN.
1
TEST
3 DOME
HI
OFF
2
LO
Figure 12.235: Cockpit lights on the overhead
1. Overhead panel switch:
• ON: switch on the integral overhead panel illumination.

• OFF: switch off overhead panel illumination.
2. Dome switch:
• HIGH: switch on the cockpit dome lights on high illumination mode.

• OFF: switch off lights.
• LOW: switch on the cockpit dome lights on low illumination mode.
3. Annunciator test pb:

Pressing this pb illuminates all flight deck annunciator lights. Used for test purposes.

EXTERIOR LIGHTS
2 3
EXT LIGHTS
STROBE BEACON WING NAV
ON ON ON ON
1 4
OFF OFF OFF OFF
LAND TAXI
5 ON ON 6
OFF OFF
Figure 12.236: Exterior lights on the overhead
1. Strobe lights switch:

• ON: switch on three synchronized strobe lights, one on each wing tip and one below the
tail cone.
2. Beacon lights switch:
• ON: switch on two flashing red lights, one on the top and one on the bottom of the
fuselage.
3. Wing lights switch:
• ON: switch on two beam lights on each side of the fuselage.
4. Navigation lights switch:
• ON: switch on navigation lights on each wing tip and in the APU tail cone.
5. Landing lights switch:
• ON: switch on the left / right landing light.
• OFF: switch off the left / right light.

6. Taxi lights switch:

• ON: switch on the left / right runaway turn-off lights.
• OFF: switch off the left / right lights.
EMERGENCY LIGHTS
EMER EXIT LIGHTS

ON
ARM
OFF
Figure 12.237: Emergency lights on the overhead
Emergency exit switch:
1. ON: EXIT signs are switched on.

2. OFF: EXIT signs are switched off.
3. ARM: EXIT signs are automatically switched on if normal electrical power system fails or DC
ESS bus fails.
SIGNS
SIGNS
NO SMOKING SEAT BELTS
ON ON
1 2
OFF OFF
Figure 12.238: Signs on the overhead
1. No smoking switch:
• ON: NO SMOKING signs lights are switched on.
• OFF:NO SMOKING signs lights are switched off.

2. Seat belts switch:

• ON: FASTEN SEAT BELTS and RETURN TO SEAT signs lights are switched on.
• OFF: FASTEN SEAT BELTS and RETURN TO SEAT signs lights are switched off.

No MFD page is dedicated to the lights system.

None.

DC DC1 DC2 DC AC1 AC2 AC

BAT ESS ESS
Cockpit lights
Dome X X
Overhead X X
panel
Dashboard X
back light-
ing
Annunciator X X
Exterior lights
Navigation X X
Beacon X X
Strobe X
Wing X X
Landing left X
Landing X
right
Taxi left X
Taxi right X
Emergency lights
Exit X X
Signs
Smoking X X
Seat belts X X

(ATA 35) - OXYGEN Medium Jet
12-25 (ATA 35) - OXYGEN

The oxygen system consists in 2 separate oxygen supply systems:
• The crew oxygen supply system:

The crew masks are always supplied with air from the outside that may be mixed when
needed with pure oxygen. The crew oxygen supply system consists in a high-pressure
cylinder filled with oxygen and connected to a pressure regulator that delivers into
crew’s masks oxygen mixed with external air at a pressure suitable for users. The
delivery of oxygen is automatically engaged when cabin pressure exceeds 14,000 ft and
doesn’t stop until exhausted.
The two oxygen masks are stored on the hooks next to the pilot’s and copilot’s seats.
The masks can be connected to the intercom panel, but not to an oxygen supply.
• The passenger oxygen supply system consists in an electrical latching mechanism that
opens automatically to allow the passengers oxygen masks to drop if the cabin pressure
exceeds 14,000 ft.

OXYGEN
MASK
MAN
PASSENGER CREW
A
U ON ON OFF
T
O
1. Mask guarded pb-sw: press to open the cabin masks doors regardless of system auto-
matic behaviour. Lit once pushed.
2. Passenger indicator: lit on when cabin masks are dropped.
3. Crew guarded pb-sw: press to stop the oxygen delivery. Lit when crew delivery disabled.

12-25-3 MFD PRESSURE PAGE DESCRIPTION
• Oxygen supply value: indicates the value of the oxygen pressure in the high-pressure
cylinder for the crew. Green when higher than 500 PSI, amber lower than 500 PSI.
• Oxygen supply label: green, becomes amber when pressure is less than 500 PSI or
when crew push button is pressed.
• Cabin altitude value: indicates the cabin altitude in feet. Normally green, green pulsing
above 8,800ft (pulsing stops if cabin altitude gets lower than 8,600 ft), red when value
exceeds 9,500 ft.

Warning Mes- Condition Type Master

sage Button
Acknowl-
edgement
PASS MASK Cabin masks doors opening Warning Yes
DOOR FAULT requested and Cabin masks
doors not opened

Pressure regu- SHED
lator and auto-
matic control
for crew masks
MASK MAN X
ON light
PASSENGER X
ON light
CREW OFF X
light
Automatic SHED
control for
passengers
masks
Doors actua- SHED
tors masks

(ATA 49) - APU Medium Jet
12-26 (ATA 49) - APU

GENERAL DESCRIPTION
The Auxiliary Power Unit (APU) allows to provide air and electrical power to the aircraft.
It consists in a turbine compressor engine. The APU can be used on ground vice external
ground air supply and ground power unit. The APU can be used in flight to restart engines
in emergency procedures or to backup electrical system and bleed air system.
The APU uses DC Bat bus electrical power to start. Once started, it provides air bleed and
electrical power to the aircraft. APU gets fuel by left wing fuel system. If wings pumps
cannot supply the APU (left pumps inoperative and cross fuel valve closed or right pumps
inoperative), the APU uses its own fuel pump, directly connected to left fuel tank.

APU START
Start APU is used to:
• Backup bleed air system.

• Backup electrical power system.
• Start / restart engines.
Procedure to start APU:
• Switch on MASTER SW pb-sw.
MASTER SW
FAULT
ON
⇒ Blue ’ON’ light comes on

⇒ APU flap is opened (’FLAP OPEN’ appears in green in bottom of MFD APU page)
⇒ APU fuel valve is opened (valve position switch in MFD Fuel page)
• Switch on START pb-sw
START
AVAIL
ON
⇒ Blue ’ON’ light comes on

⇒ As soon as N reaches 95% (displayed in APU MFD page), green ’AVAIL’ indication
appears in top on APU MSD page. At this time, the APU is started.
To supply the aircraft with electrical power, on electrical part of overhead panel:
• Switch on APU generator pb.

APU
FAULT
OFF
• Check that BUS TIE pb is switched on.
BUS TIE
A
OFF U
T
O
To supply the aircraft with bleed air, switch on APU pb-sw in BLEED part of overhead panel.
BLEED AIR
APU
FAULT
ON

APU
MASTER SW START
FAULT AVAIL
ON ON
1. MASTER SW pb-sw: When switched ON, APU flap is opened, ON blue light comes
on, APU fuel valve is opened. When switched OFF, APU is shut down, flap is closed,
ON blue light goes off, APU fuel valve is closed. FAULT light in case of APU fire.
2. START pb-sw: When switched ON, ON blue light comes on, APU start sequence
is initialized if MASTER SW is ON. AVAIL light comes on to indicate that APU is
available (N >95 %).
3. APU GEN breaker: APU GEN breaker, when pulled APU generator is disconnected,
when pushed APU generator is connected. APU bleed air supply is not concerned by
this breaker, only the electrical generator is.
APU
APU
GEN

Figure 12.240: APU on MFD
1. APU Gen line connection indicator: appears green when "APU" generator pb-sw is on,
disappears when "APU" gen pb-sw is off.
2. APU generator indication: same as APU indications on electrical MSD page.
3. AVAIL label: appears in green when APU is available (N >95%), disappears otherwise.
4. APU bleed valve state: In line green when APU is running and APU bleed air valve is
opened. Cross line green when APU is not running and APU bleed air valve is closed.
In line amber when APU is not running and APU bleed air valve is opened. Cross line
amber when APU is running and APU bleed air valve is closed
5. Bleed pressure value: indicates the pressure of air supplied by the APU, always green.
6. N value and indicator: indicates RPM of APU engine, in %. Appears green when N
<= 102 %. Appears amber when N >102 %. Appears red when N >107 %.
7. EGT value and indicator: ejection gas temperature, in Celsius degrees. Appears green
when EGT <= 1000°C. Appears amber when EGT >1000°C. Appears red when EGT
>1033°C.

8. FUEL LO PRESS label: appears in amber when no fuel is available for APU. No fuel
is available for APU if:
• no fuel in left wing
and
• cross fuel valve closed or right pumps inoperative.
9. FLAP OPEN label: message appears in green as soon as MASTER SW pb-sw is ON
(disappears when MASTER SW pb-sw is OFF).
10. OIL LO LEVEL label: appears in amber when oil low pressure detected in APU and
APU is running (disappears otherwise).


No warning messages are specific to APU system.
Nevertheless, APU fire messages are handled by fire protection system and APU generator
messages are handled by electrical system.

STARTER X
MOTOR
MASTER X
SW ON light
MASTER X
SW FAULT
light
START ON X
light
START X
AVAIL light

(ATA 52) - DOORS Medium Jet
12-27 (ATA 52) - DOORS

Doors system provides information about aircraft doors state and report them on MFD.
Figure 12.241: Doors on the MSD
• In green: Door locked.

• In amber: Door unlocked.


For each door, if the door is unlocked a warning message (caution) appears on warnings
list. The corresponding door indicator switches to amber on MFD DOOR page and its label
appears beside the door. Master Caution buttons are lit, and a caution sound (single chime)
is played once.

Ack
BULK UNLOCK bulk unlocked Warning Yes
FWD AVIONICS Cockpit door unlocked Caution Yes
LEFT SIDE AVION- Cockpit door unlocked Caution Yes
ICS
RIGHT SIDE AVION- Cockpit door unlocked Caution Yes
ICS
FWD LEFT CABIN Forward cabin door unlocked Caution Yes
FWD RIGHT CABIN Forward cabin door unlocked Caution Yes
FWD L EMER EXIT Left emergency exit door unlocked Caution Yes
FWD R EMER EXIT Left emergency exit door unlocked Caution Yes
AFT LEFT CABIN Forward cabin door unlocked Caution Yes
AFT RIGHT CABIN Forward cabin door unlocked Caution Yes
AFT AVIONICS Rear cockpit door unlocked Caution Yes
AFT L EMER EXIT Left emergency exit door unlocked Caution Yes
AFT R EMER EXIT Right emergency door unlocked Caution Yes
AFT CARGO Rear cargo door unlocked Caution Yes
FWD CARGO Forward cargo door unlocked Caution Yes

Figure 12.242: Cockpit Door on the MSD

(ATA 70) - ENGINE Medium Jet
12-28 (ATA 70) - ENGINE

GENERAL DESCRIPTION
The ALX is equipped by two simulated high bypass ratio turbofan engines.
Figure 12.243: Alsim simulated turbofan description
• Fan: the fan pre-compress the air entering the engine. Air is also taken at this stage
(in the bypass) for cooling purposes by the bleed and air conditioning systems.
• Low Pressure (LP) compressor: the LP compressor is connected to the LP turbine.
The LP rotor speed is called N1. Hot air is taken at this compressor stage by the bleed
system.
• High Pressure (HP) compressor: the HP compressor is connected to the HP turbine.
The HP rotor speed is called N2. Hot air is taken at this compressor stage by the
bleed system. The electrical generator is driven at this stage by an Integrated Drive
Generator (IDG).
• Combustion chamber: the combustion chamber receives fuel and is fitted with igniters.
Igniters are used during the start phase and may be used after start to maintain
combustion (continuous ignition mode).

THROTTLES
Figure 12.244: Alsim Medium Jet throttle

There is one thrust lever for each engine. Pushing the thrust lever forward increases thrust to
CL or TOGA mode. The thrust lever can be pulled back until IDLE, where it will be blocked
by the reverse lever.
In order to obtain reverse thrust, pull up the reverse lever. Pulling back the thrust and reverse
levers increases reverse thrust.
There is a red button on the side of both thurst lever handles.
Pushing this button will
• disengange the autopilot

• display the flight director guidance bars for a 7° climb
The resistance of the levers can be adjusted by means of the friction control on the pedestal
right-hand side panel: turning the wheel forward (=clockwise) will increase friction, turning
it aft will reduce friction.

ENGINES
MODE NORM IGN
CRANK
START
MASTER 1 MASTER 2
ON ON
MAN MAN
START 1 START 2
OFF OFF
FIRE ON ON FIRE
FAULT FAULT
1. MODE selector enables to select engine mode:
• CRANK: this position is used to open start valve and evacuate gas.
• MODE NORM: used to turn on continuous ignition when engines running (Set
position to NORM and then to IGN START).
• IGN START: closes pack valve before start.
2. MASTER 1 switch:
• Push up (ON) to begin start sequence of engine 1.

• Push down (OFF) to stop engine 1.
3. MASTER 2 switch:
• Push up (ON) to begin start sequence of engine 2

• Push down (OFF) to stop engine 2.

4. MAN START 1 guarded push-button switch:
• When switched ON, enables manual start or crank procedure for engine 1.
• When switched OFF, enables automatic start procedure for engine 1.
5. MAN START 2 guarded push-button switch:
• When switched ON, enables manual start or crank procedure for engine 2
• When switched OFF, enables automatic start procedure for engine 2
6. FIRE / FAULT lights:
• When FIRE is on, engine 1 fire procedure is running.

• When FAULT is on, MASTER 1 is set to OFF or left HP Fuel valve fault is
detected.
7. FIRE / FAULT lights:
• When FIRE is on, engine 2 fire procedure is running

• When FAULT is on, MASTER 2 is set to OFF or right HP Fuel valve fault is
detected.
ENGINE
IGN IGN FIRE FIRE
L R DET L DET R
8. IGN L breaker: left igniter breaker, when pulled left igniter is disconnected, when
pushed, left igniter is connected.
9. IGN R breaker: right igniter breaker, when pulled right igniter is disconnected, when
pushed, right igniter is connected.
10. FIRE DET L breaker: left fire detector breaker, when pulled, left fire detector is dis-
connected, when pushed, left fire detector is connected.
11. FIRE DET R breaker: right fire detector breaker, when pulled, right fire detector is
disconnected, when pushed, right fire detector is connected.

Figure 12.247: Engines on the MSD
1. F. USED 1 value indicates fuel used by engine 1, in LBS

2. F. USED 2 value indicates fuel used by engine 2, in LBS
3. OIL QT: value and indicator indicate the oil quantity of engine 1, in quarts
4. OIL QT: value and indicator indicate the oil quantity of engine 2, in quarts
5. OIL PSI: value and indicator indicate the oil pressure of engine 1, in PSI
Value and indicator switch to red if pressure <16 PSI or pressure >90 PSI
6. OIL PSI: value and indicator indicate the oil pressure of engine 2, in PSI
Value and indicator switch to red if pressure <16 PSI or pressure >90 PSI
7. OIL°C: value indicates the oil temperature of engine 1, in Celsius degrees Value and
indicator switch to red if temperature >155°C
8. OIL°C: value indicates the oil temperature of engine 2, in Celsius degrees Value and
indicator switch to red if temperature >155°C
9. NAC°C: value indicates the nacelle temperature of engine 1, in Celsius degrees
10. NAC°C: value indicates the nacelle temperature of engine 2, in Celsius degrees

11. IGN: Ignition state of engine 1

12. IGN: Ignition state of engine 2

12-28-4 ENGINES START PREREQUISITES

SETUP POWER SUPPLY
On ground In flight
Use ground power Use APU gen
Set EXT PWR on Launch APU
ON is lit MASTER SW ON is lit
AVAIL is unlit MASTER SW FAULT is unlit
START AVAIL is lit
EXT PWR START ON is lit
AVAIL
MASTER SW START
ON
FAULT AVAIL
ON ON
Set bus tie on Set APU Gen

OFF is unlit OFF and FAULT are unlit
BUS TIE
APU
A FAULT
OFF U
T OFF
O
Set bus tie on

OFF is unlit
BUS TIE
A
OFF U
T
O

SETUP BLEED AIR SUPPLY
On ground In flight
Use ground air supply Use APU bleed air supply
To start engine 1, cross bleed valve position can be SHUT / AUTO / OPEN.
To start engine 2, cross bleed valve must be in position
– OPEN in case of ground air supply.
– AUTO or OPEN in case of APU air supply.
Launch APU
MASTER SW ON is lit
MASTER SW FAULT is unlit
START AVAIL is lit
START ON is lit
MASTER SW START
FAULT AVAIL
ON ON
Open APU bleed valve

APU ON is lit
APU FAULT is unlit
APU
FAULT
OFF

SETUP FUEL FEED
Engage fuel pumps on OHP. OFF and FAULT are unlit on each pump push button switch.
FUEL
ENG 1 ENG 2
X FEED
OPEN
1 PUMPS 2 1 PUMPS 2
ON
OFF OFF OFF OFF

APU
LEFT TANK RIGHT TANK
SETUP ELECTRICAL GENERATORS
Engage generators on OHP. OFF and FAULT are unlit on each pump push button switch.
GEN 1 GEN 2
FAULT FAULT
OFF OFF

12-28-5 AUTOMATIC START SEQUENCE

Automatic start sequence can be performed only after engines start prerequisites have been
achieved. Automatic start sequence is the default one.
The nominal automatic start sequence is:
• Start the engine 1.

• Start the engine 2.
Nevertheless, engine 2 may be started before engine 1 if engine 1 master switch is off while
engine 2 master switch is on.
START FIRST ENGINE

• Set the engine mode selector to IGN / START position.
Pack valve is opened and will be closed automatically after 30 seconds.
ENGINES
MODE NORM IGN
CRANK
START
• Set MASTER 1 (2) switch to ON.

LP fuel valve is opened (can be checked in fuel MSD page). Start valve is opened.
MASTER 1
ON
OFF

• Then:
On ground In flight
As soon as engine 1 (2) N2 reaches Igniter is immediately activated
16%, igniter is activated As soon as engine 1 (2) N2 reaches
As soon as engine 1 (2) N2 reaches 15 %, HP fuel valve is opened.
22 %, HP fuel valve is opened.
• As soon as engine 1 (2) N2 reaches 50%, engine 1 is started and start valve is closed.
START SECOND ENGINE
The second engine automatic start is the same as the first engine one but the bleed air supply
and electrical power of already running engine may be used instead of ground units or APU.
In this case, cross bleed valve must be OPEN and the the running engine bleed is used to
supply the second one.
X VALVE
AUTO
SHUT OPEN

12-28-6 MANUAL START

Manual start can be performed only after engines start prerequisites have been achieved.
Manual start is normally used in case of automatic start sequence fault.
In manual start, the nominal start sequence is:
• Start the first engine

• After first engine is started, start the second one.
START FIRST ENGINE

• Set the engine mode selector to IGN / START position.
Pack valve is opened and will be closed automatically after 30 seconds.
ENGINES
MODE NORM IGN
CRANK
START
• Set MAN START 1 (2) guarded pb to ON.

Start valve is opened.
MAN
START 1
ON
• Set MASTER 1 (2) switch to ON

As soon as engine 1 (2) N2 reaches 20%:

– LP fuel valve is opened (can be checked in fuel MSD page).

– HP fuel valve is opened.
– Igniter is activated.
As soon as engine 1 (2) N2 reaches 50% start valve is closed.
MASTER 1
ON
OFF
• Set MAN START 1 (2) guarded pb to OFF to stop engine manual start sequence.
MAN
START 1
ON

START SECOND ENGINE
The second engine manual start is the same as the first engine one but the bleed air supply
and electrical power of already running engine may be used instead of ground units or APU.
In this case, cross bleed valve must be OPEN and the the running engine bleed is used to
supply the second one.
CRANK START
• Set the engine mode selector to CRANK position.
ENGINES
MODE NORM IGN
CRANK
START
• Set MAN START 1 (2) guarded pb to ON.
MASTER 1
ON
OFF
Engine 1 (2) N2 reaches 8%:


Ack
ENG 1(2) OIL LO PR ENGINE 1(2) RUNNING Warning Yes
and OIL PRESSURE < 13
PSI
ENG 1(2) HP FUEL VALV ENGINE 1(2) HP FUEL Caution Yes
VALVE FAILURE
ENG 1(2) START VALVE ENGINE 1(2) START Caution Yes
FAULT VALVE FAILURE
ENG 1(2) OIL HI TEMP ENGINE 1(2) RUNNING Caution Yes
and OIL PRESSURE
>155°C
ENG 1(2) FAIL ENGINE 1(2) FAILURE Caution Yes
and ENGINE 1(2) MAS-
TER
SWITCH ON
and NOT ENG DUAL
FAILURE
ENG 1(2) IGN FAULT ENGINE 1(2) IGNITER Caution Yes
FAILURE
ENG DUAL FAILURE ENGINE 1&2 FAILURE Warning Yes
and ENGINE 1&2 MAS-
TER SWITCHES ON
ENG 1(2) IGN ON ENGINE MODE SELEC- Caution Yes
TOR: IGN/START
and ENGINE 1(2) MAS-
TER SWITCHES ON


MAN START 1 X
light
MAN START 2 X
light
FIRE / FAULT X
lights
Igniters X
HP valves X
LP valves X

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alx

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-3

1-5-3 MAXIMUM CONTINUOUS THRUST SETTING . . . . . . . . 1-7

2 Normal Procedures 2-1

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-4

2-4-3 CTR INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . 2-16

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-5

2-12 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-6

2-23-6 FLAPS OR GEAR CALLOUTS . . . . . . . . . . . . . . . . . . 2-73

3 Abnormal And Emergency Procedures 3-1

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-7

3-3-1 AUTOPILOT OFF . . . . . . . . . . . . . . . . . . . . . 3-18

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-8

3-6-8 ENGINE RELIGHT (In Flight) . . . . . . . . . . . . . . . . . . 3-33

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-9

3-9-15 TOO LOW TEMPERATURE LEFT FAULT . . . . . . . . . . . 3-64

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-10

3-13-3 GRAVITY EXTENSION . . . . . . . . . . . . . . . . . . . . . . 3-83

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-11

3-15-10 ILS 1(2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . 3-120

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-12

4-2-5 PRE-SETTINGS (N-1) . . . . . . . . . . . . . . . . . . . . . . 4-17

5 Flight Planning 5-1

6 Weight and Balance - Load and Trim Sheet 6-1

8 Configuration Deviation List 8-1

9 Minimum Equipment List 9-1

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-13

10 Survival And Emergency Equipment Incl. Oxygen 10-1

11 Emergency Evacuation Procedures 11-1

12 Aircraft Systems 12-1

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-14

12-5-3 MCDU DATA FORMAT . . . . . . . . . . . . . . . . . . . . . 12-156

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-15

12-11-1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 12-243

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-16

12-15-5 ELECTRICAL SUPPLY . . . . . . . . . . . . . . . . . . . . . . 12-289

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-17

12-20-1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 12-368

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-18

12-24-1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 12-394

Rev. 2.2 © 2018 ALSIM - All Rights Reserved -1-19

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0-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-3

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-1

© 2018 ALSIM - All Rights Reserved

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-2

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-3

0-2 REVISIONS LOG

Rev. No. Description Issue Date Page(s) Affected

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 0-4

0-3 SAFETY INSTRUCTIONS

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0-4 EMERGENCY STOP

TURN & PULL BEFORE

Figure 1: Emergency Stop

Have the problem solved before restarting the trainer.

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0-5 USING THIS MANUAL

DEFINITIONS OF WARNINGS, CAUTIONS AND NOTES

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This is not intended as a complete list of aeronautical terminology, but is an explanation of

AC: Alternating current