AFM ATR 72-500

P : 5J

JUN 05FAA

--

LIST OF TEMPORARY REVISIONS

AFM

0 01

1 093AIRPLANE FLIGHT MANUAL

L . T . R .

NoTR

EDITIONDATE DESTROYED INSERTION

DATENAME ORREMARKS

PAGE : 200

FEB 03DGACAPPROVED FOR FAA

–

AFM

0 02

DATE REASON FOR TEMPORARY REVISIONS CHAP INVOLVED

1

Model : 212 A

AIRPLANE FLIGHT MANUAL

R . T . R .

JUL 98 Modification of PEC FAULT procedure 5.04

NOV 98 Introduction of Mod 4406 : operations on 7.01.09narrow runways

Introduction of Mod 4439 : installation of a 2.02vertical fin with a carbon epoxy box

Introduction of Mod 4654 and 4885 : 2.05GNSS HT 1000 with B–RNAV capacity

FEB 99 Severe Icing : improvement of detection and 2.06 – 3.05 – 4.05procedures

NOV 00 DGAC AD 2000–448–053 (B) 7.01.12

DGAC AD 2000–437–052 (B) 3.06

FTR limitation 2.04

Dispatch without AFU 7.02.06 – 7.02.087.02.10

FAA AD 99–19–10 3.05

Dispatch cases 7.00.00 – 7.02.007.02.01

AUG 02 Use of rudder in case of large sideslip angles 2.03

AFM AIRPLANE FLIGHT MANUAL 0-04 page 1-093

ATR 72-212A

L.E.T.P. List of EffectiveTemporary Pages FAA OCT 07

You must hold in your manual the following pages Issue P CH SE Page Seq Date Label Modification expression Validity expression

REV10 0 01 001 093 FEB 01 L.T.R. 5J ALL REV10 0 02 001 200 FEB 03 R.T.R. ALL REV10 0 04 001 093 FEB 03 L.E.T.P. 5J ALL

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PAGE : 200

OCT 07FAA

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AFM

0 05

3

Model : 212 A


L . N . R .

LIST OF NORMAL REVISIONS

N0REV

INSERTEDDATE

DGAC APPROVED

08 JUN 05 EASA.A.A.01060

09 JUN 07 EASA.A.A.01220

10 OCT 07 EASA.A.A.01627

060

PAGE :

FEB 99

–

AFM1 200

Model : 212 A

FAA


R . N . R .

FEB 98

DATE REASON FOR NORMAL REVISIONS CHAP INVOLVED

FEB 98 Improvement of missed approach procedure 3.06

Procedure improvement 4.04

Minor changes 1.02 – 5.03 – 6.037.00.00 – 7.03.01

Editorial changes 4.04 – 4.05 7.02.09 – 5.02

5.04

Graph improvement 6.03

Graph labels change 7.01.03 – 7.03.01

FEB 99 Yellow pages to be turned to white (TR01 to TR03) 2.02 – 2.05 – 2.063.05 – 4.05 – 5.04

7.01.09

Introduction of mods :

5020:GNSS HT 1000 2.054890 + 5022:GPS KLN 90B 2.055040:Photoluminescent floor path marking system 2.05

TCAS procedures improvement 2.05 – 7.01.04

Procedures improvement 4.04– 5.047.03.01

Graph improvement 6.06 – 7.01.037.03.01

Minor changes 1.02 – 1.03– 2.002.05 – 2.06 – 4.04

5.04 – 6.03 –7.03.01

060

PAGE :FEB 00

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AFM2 200

Model : 212 A

FAA


R . N . R .

FEB 98

FEB 99

FEB 02 FEB 01


FEB 00 Procedures improvement 4.03 – 4.055.02 – 5.04

7.01.03 – 7.03.01

Pages to be deleted 5.02 – 5.04 7.02.11

Manual management about TCAS 2.05 – 7.01.04

Introduction of mod 69 : 7.01.03(use a CAT II approved AP down to (50 ft)

Introduction of mod 5150 : 2.02(Extension of the FWD CG limits)

Graphs improvements 6.06 – 7.03.01

Wording and layout, typing errors 1.01 – 2.05 7.00.00 – 7.01.12

7.03.01

FEB 01 Yellow pages to be turned white 2.04 – 3.05 – 3.067.00.00 – 7.01.12 7.02.00 – 7.02.01 7.02.06 –7.02.08

7.02.10Introduction of Mods :5021 : Install KLN 90 B on BUS provision 2.055176 : GNSS – Load software final baseline 2.055205 : ATC/TCAS – Acquire altitude via BUS 7.01.04ARINC 429

FEB 02 Take Off after use of type II or IV fluids 7.01.12

Improvement of Severe Icing Procedure 4.05

Harmonization : Emergency Descent Procedure 4.05

Abbreviation improvement 1.02

Graph improvement 6.03

Typing error 4.02 – 4.05

060

PAGE :

–

AFM3 200

Model : 212 A

FAA


R . N . R . JUL 04


FEB 03 Yellow pages to be turned whiteTR05 : Use of rudder in case of large sideslip 2.03

angles

Introduction of modifications 5377+5434 : 7.01.13Cockpit Door Locking System

Introduction of modification 5313 : 2.00 – 2.05EGPWS 3.07 – 4.05

Introduction of modification 5243: 2.05Dual GNSS HT1000

Improvement of Electrical Smoke Procedure 4.03

Adding of Cockpit Preparation checks : Trims 3.01

Steep Slope Approach prohibited 4.05 – 5–047.00 – 7.01.05

Flaps failure during CAT II approach : wording 7.01.03

JUL 04 Introduction of mod 5467 EGPWS 3.08

Use of JP4 is prohibited 2.04

Severe Icing Procedure Improvement 2.06 – 4.05

Limitations regarding TCAS Resolution Advisory 7.01.04

Securized Cockpit Door Jammed Procedure 7.01.13improvementIntroduction of mod 8330 and 5465

Towing with TOWBARLESS system is prohibited 2.05

TRIM checks improvement 3.01 – 3.02

Introduction of FUEL LEAK procedure 5.04

Abbreviations updating 1.02

Minor modifications 3.08 – 7.02

060

PAGE :

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AFM4 200

Model : 212 A

FAA


R . N . R . OCT 07

DATE REASONFORNORMALREVISIONS CHAP INVOLVED

JUN 05 Impact of EGPWS version Mod 5467 2.05 -- 4.05

Mod 8330 has no impact on Cockpit Door Locking 7.01.13System for ATR72--212A

Limitations of minimum fuel temperature : to 2.04ensure adequate relight

Deletion of P&WC SB references 2.04

Dispacth with brake removed is not possible 7.00 -- 7.02.007.02.04

JUN 07 EASA/DGAC Approval for FAA 1.01

Introduction of modification 5555 : 2.02MTOW increase to 22800 kg

Use of Jet B is prohibited 2.04

Cockpit Checks Preparation Trims’ Title 3.00

Introduction of modification 5561 : 6.05Messier--Bugatti Wheels and Brakes

TCAS new wording for Traffic Advisory case 7.01.04

Introduction of modification 5570 and 8431 : 7.01.16Enhanced Surveillance

Introduction of modification 5506 : 7.01.17ACARS

OCT 07 Fuels RT and TS1 acceptable 2.04

Part 4 Emergency Procedures Improvement 4

Appendix creation : Runway Slope Beyond 2% 7.01.10

Introduction of modification 8442 : MPC 7.01.15

New High Latitudes Operations 7.01.18


ATR 72-212A

L.E.N.P. List of Effective Normal Pages FAA OCT 07

You must hold in your manual the following normal pages M P CH SE Page Seq Date Label Validity expression

NORMAL REVISION N° 10 N 0 00 001 200 FEB 98

ALL N 0 01 001 093 FEB 01 L.T.R. 5J

ALL N 0 02 001 200 FEB 03 R.T.R.

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ALL N 0 09 001 093 OCT 07 L.O.M. 5J

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ATR 72-212A

L.O.M. List of Modifications FAA OCT 07

MODIF PARTS TITLE VALIDITY

3522 2 GENERAL - CERTIFY ATR 72 FOR 15 KT

TAILWIND LANDING ALL 3832 2 - 7 NAVIGATION - REPLACE COLLINS TCAS

COMPUTER ALL 4366 4 AUTOFLIGHT - MODIFY ELECTRICAL

POWER SUPPLIES ALL 4439 2 FUSELAGE - SECT 18 - INSTALL

VERTICAL FIN WITH CARBON EPOXY BOX

ALL 4671 2 - 7 GENERALITES - INCREASE MTOW TO

22500KGS & MZFW TO 20300KGS & MLW TO 22350KGS

ALL 5020 2 NAVIGATION - INSTALL HT1000 ON

GNSS/GPS BUS WIRING PROVISION ALL 5040 2 LIGHTS - EMERGENCY LIGHTING-

GROUND MARKING OF EVACUATION WAY IN PAX CABIN

ALL 5150 2 STRUCTURE - EXTENSION OF THE FWD

CG LIMITS ALL 5176 2 NAVIGATION - GNSS - LOAD SOFTWARE

FINAL BASELINE ALL 5205 7 NAVIGATION - ATC/TCAS - ACQUIRE

ALTITUDE VIA BUS ARINC 429 ALL

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ATR 72-212A

L.O.M. List of Modifications FAA OCT 07

MODIF PARTS TITLE VALIDITY

5313 2 - 3 - 4 NAVIGATION - EGPWS MKVIII - ENHANCED PART ACTIVATION

ALL 5377 7 EQUIPMENT/FURNISHINGS - WIRING FOR

COCKPIT ENTRANCE SECURISED ALL 5434 7 EQUPMENT/FURNISHINGS - INSTALL

DOOR ON ELECTRICAL PROVISION ALL 5465 7 EQUIPMENTS/FURNISHINGS -

SECURISED DOOR REPLACE FITTINGS ON STRUCTURE

ALL 5467 3 NAVIGATION - EGPWS - INSTALL EGPWS ALL 5567 7 INDICATING/RECORDING SYSTEM -

INSTALL AND ACTIVATE MPC ALL

End 5J


ATR 72-212A

C.R.T. Cross Reference Table FAA OCT 07

This table shows, for each delivered aircraft, the cross reference between : - the fleet serial number (F.S.N.) - the manufacturing serial number (M.S.N.) - the registration number

It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.

F.S.N. M.S.N. REGISTRATION

5J0051 0779 RP-C7250

End 5J

00

CONTENTS

1GENERAL

PAGE : 001

FEB 97

Eng : –

DGACAPPROVED FOR FAA

–

Model : 212 AMod : –

AFM1

A

1 . 00 – CONTENTS

1 . 01 – INTRODUCTION

1 . 02 – PARTICULAR EXPLANATIONS

DEFINITION OF WORDINGUNIT CONVERSIONGLOSSARY OF STANDARD NOMENCLATURE

1 . 03 – 3 VIEW DRAWING

01

INTRODUCTION

1GENERAL

PAGE : 001

JUN 07EASAAPPROVED FOR FAA

--

Model : 212 A

AFM1

FEB 97

R

R

FEB 00

The Airplane Flight Manual (AFM) is related to a specific airplane whosemodel is specified on the heading page. It is approved by : EASA on behalfand according to the requirements of US Federal Aviation Administration(FAA).

NOTE : “DGAC APPROVED FOR FAA” is kept on pages created/revisedbefore EASA creation. This mention is changed to “EASA APPROVEDFOR FAA” for all new or revised pages.

ORGANIZATION OF THE MANUAL

The AFM contents are divided into seven chapters :

1 -- General2 -- Limitations3 -- Normal procedures4 -- Emergency procedures5 -- Procedures following failure6 -- Performance7 -- Appendices and supplements

Preliminary pages include all approval references and define the updatingstatus of the list of effective pages :-- for the airlines manual-- for the envelope manual (covering all the airlines manuals).The pages are numbered per chapter and section

Applicability of each page is identifed at the bottom of the page by :-- engine-- model-- modification number (if any)

NOTE : Unless otherwise specified at the bottom of the page its content isvalid for all models mentioned on the heading page (0.00 page 1).

02

PARTICULAR EXPLANATIONS

1GENERAL

PAGE : 001


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Model : 212 A

AFM1

RR

FEB 97

1 . 02 . 01 – DEFINITION OF WORDING

Note : An operating procedure, technique etc... consideredessential to emphasize

CAUTION : An operating procedure, technique etc... which mayresult in damage to equipment if not carefully followed

WARNING : An operating procedure, technique etc... which mayresult in injury or loss of life if not carefully followed.

1 . 02 . 02 – UNIT CONVERSION

Weight 1 kg = 2.2046 lb 1 lb = 0.4536 kg

Length – AltitudeDistance 1 m = 3.2808 ft 1 ft = 0.3048 m

1 M = 39.3701 in 1 in = 0.0254 m

Pressure 1 HPa = 0.0145 psi 1 psi = 69 HPa

Temperature 1° C = ( 1° F – 32 ) x .555 1° F = 1° C x 1.8 + 32

02


1GENERAL

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1 . 02 . 03 – GLOSSARY OF STANDARD NOMENCLATURE

AAS Anti–icing Advisory SystemA/C AircraftAC Alternating CurrentACW Alternating Current Wild FrequencyADC Air Data ComputerADF Automatic Direction FindingADI Attitude Director IndicatorADU Advisory Display UnitAFCS Automatic Flight Control SystemA/FEATH Automatic FeatheringAFM Airplane Flight ManualAFT Rear PartAFU Auto Feathering UnitAGL Above Ground LevelAH Ampere – HoursAHRS Attitude and Heading Reference SystemAHRU Attitude and Heading Reference UnitAIR COND Air ConditioningALT Altitude ANN AnnunciatorAP Auto–Pilot APP Approach ARM Armed ASCB Avionics Standard Communications Bus ASD Acceleration Stop Distance ASI Air Speed Indicator ATC Air Traffic Control ATE Automatic Test Equipment ATPCS Automatic Take off Power Control System ATT Attitude ATTND Attendant AUTO Automatic AUX Auxiliary BARO Barometric BAT Battery BC Back Course BPCU Bus Power Control Unit BPU Battery Protection UnitBRK BrakeB–RNAV Basic Area NavigationBRT BrightBTC Bus Tie ContactorBTR Bus Tie Relay

02


1GENERAL

PAGE : 001


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Model : 212 A

AFM3

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FEB 97

BXR Battery Transfer RelayCAB CabinCAP Crew Alerting PanelCAPT CaptainCAS Calibrated Air SpeedCAT CategoryC/B Circuit BreakerCCAS Centralized Crew Alerting SystemCDI Course Deviation IndicatorCFC Constant Frequency ContactorCG Center of GravityCHC Charge ContactorCH ChargeCHG ChargerCL Condition LeverCLA Condition Lever AngleCLB ClimbCLR ClearCM Crew MemberCOM CommunicationCOMPT CompartmentCONFIG ConfigurationCONT ContinuousCORRECT CorrectionCPL Auto Pilot CouplingCR CruiseCRC Continuous Repetitive ChimeCRS CourseCRT Cathodic ray tubeCRZ CruiseCTL ControlCVR Cockpit Voice RecorderdB DecibelDC Direct CurrentDEC Declination DecreaseDELTA P Differential PressureDEV DeviationDFDR Digital Flight Data RecorderDG.C Celsius DegreeDGR DegradedDH Decision HeightDIFF DifferentialDIM Light DimmerDIST DistanceDME Distance Measuring Equipment

02


1GENERAL

PAGE : 001

JUL 04DGACAPPROVED FOR FAA

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Model : 212 A

AFM4

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DN DownDSPL DisplayEADI Electronic Attitude Director IndicatorEEC Electronic Engine ControlEFIS Electronic Flight Instrument SystemEGHR External Ground Handling RelayEHSI Electronic Horizontal Situation IndicatorELEC ElectricalELV ElevationEMER EmergencyENG EngineEPC External Power ContactorET Elapsed TimeETOPS Extended Twin OperationsEXT Exterior, ExternalEXC External Power/Service Bus ContactorFAIL Failed, FailureFD Flight DirectorFDAU Flight Data Acquisition UnitFDEP Flight Data Entry PanelFEATH or FTR Feather, FeatheringFF Fuel FlowFI Flight IdleFL Flight LevelFLT FlightF/O First OfficierFQI Fuel Quantity IndicationFT, ft Foot, FeetFU Fuel UsedFWD ForwardGA Go aroundGAL GalleyGC Generator ContactorGCU Generator Control UnitGD Gear DownGEN GeneratorGI Ground IdleGMT Greenwitch Mean TimeGND GroundGPS Global Positioning SystemGPU Ground Power Unit(E)GPWS (Enhanced) Ground Proximity Warning SystemG/S Glide SlopeGU Gear Up

02


1GENERAL

PAGE : 001


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AFM5

R

FEB 97FEB 99

HD Head DownHDG HeadingHF High FrequencyHI HighHLD HoldHMU Hydromechanical UnitHP High PressureHPa Hecto PascalHSI Horizontal Situation IndicatorHYD HydraulicIAF Initial Approach FixIAS Indicated Air SpeedIDT IdentIFR Instrument Flight RulesILS Instrument Landing SystemIN, in Inch, InchesINC IncreaseIND IndicatorIN/HG Inches of MercuryINHI InhibitINST InstrumentINT InterphoneINV InverterISOL IsolationITT Inter Turbine TemperatureKg KilogrammeKHZ Kilo – HertzKT, kt KnotK VSR Coefficient of VSRLB PoundLBA Lowest Blade AngleLDG LandingL/G Landing GearLH Left HandLIM LimitationL–NAV Lateral NavigationLO LowLOC LocaliserLO PR Low PressureLT LightLVL Levelm MeterMAC Mean Aerodynamic ChordMAN ManualMAP Ground MappingMAX Maximum

02


1GENERAL

PAGE : 001


–

Model : 212 A

AFM6

FEB 97

MBE Maximum Brake EnergyMC Master CautionMCT Maximum ContinuousMEA Minimum en Route AltitudeMFC Multi Function ComputerMGT ManagementMHZ MegahertzMIC MicrophoneMIN MinimumMKR MarkerMLW Maximum landing weightMM MillimeterMMO Maximum Operating Machmn MinuteMRW Maximum ramp weightMW Master WarningMTOW Maximum Take–off WeightMZFW Maximum zero fuel weightNAV NavigationNDB Non Directional BearingNEG NegativeNH High Pressure Spool Rotation SpeedNIL Nothing, No objectNM Nautical MileNORM NormalNP Propeller Rotation SpeedN/W Nose WheelOAT Outside Air TemperatureOBS Omni Bearing SelectorOCL Obstacle Clearance LimitOUTB OutboardOVBD OverboardOVHT OverheatOVRD OverrideOXY OxygenPA Passenger AdressPAX PassengerPB Push ButtonPCU Propeller control UnitPEC Propeller electronic controlPF Pilot FlyingPIT PitchPL Power LeverPLA Power Lever AnglePNF Pilot Non FlyingPNL PanelPOS PositionPR PressurePRESS Pressurization, Pressure

02


1GENERAL

PAGE : 001


–

Model : 212 A

AFM7

R

FEB 97FEB 99FEB 02

R

PRKG ParkingPROP PropellerPSI Pound per Square InchPT PointPTT Push to Talk, Push to TestPWR PowerQFU Runway HeadingQTY QuantityRA Radio AltitudeRAD/INT Radio/InterphoneRAIM Receiver Autonomous Integrity MonitoringRCAU Remote Control Audio UnitRCDR RecorderRCL RecallRCU Rudder releasable Centering UnitRECIRC RecirculationREF ReferenceREV ReverseRH Right HandRMI Radio Magnetic IndicatorRPM Revolution Per MinuteRQD RequiredRTO Reserve Take–offRUD RudderRWY RunwaySAT Static Air TemperatureSBY Stand BySC Single Chime, Starter ContactorSEL SelectorSGL SingleSGU Symbol Generator UnitSID Standard Instrument DepartureS/O or SO Shut OffSPD SpeedSSR Service Bus Select RelaySTAB StabilizerSTAR Instrument ArrivalSTBY Stand BySTR Service Bus Transfer RelaySTRG SteeringSVCE ServiceSW SwitchSYS SystemTAD Terrain Awareness DisplayTAS True Air SpeedTAT Total Air TemperatureTAWS Terrain Awareness Warning System

02


1GENERAL

PAGE : 001


–

Model : 212 A

AFM8

R

FEB 97

R

FEB 99

TBD To be DeterminatedTCAS Traffic alert and collision avoidance systemTCAS RA TCAS resolution advisoryTCAS TA TCAS traffic advisoryTCF Terrain Clearance FloorTCS Touch Control SteeringTEMP TemperatureTGT TargetTK TankTLU Travel Limitation UnitTO Take–offTOD Take–off DistanceTOR Take–off RunTOW Take–off WeightTQ TorqueTRU Transformer Rectifier UnitUBC Utility Bus ContactorU/F UnderfloorUHF Ultra High FrequencyUNDV UndervoltageUNLK UnlockUTLY UtilityVA Design Maneuvering SpeedVAPP Approach SpeedVC Calibrated AirspeedVENT VentilationVERT VerticalVFE Flaps Extended SpeedVFR Visual Flight RulesVFTO Final Take–off SpeedVGA Go around speedVHF Very High FrequencyVLE Landing Gear Extended SpeedVLO Landing Gear Operating SpeedVLOF Lift Off SpeedVMCA Minimum Control Speed in flightVMCG Minimum Control Speed on GroundVMCL Minimum Control Speed in Flight (Landing config).VMO Maximum Operating SpeedVMU Minimum Unstick SpeedVOR VHF Omni Directional Range

02


1GENERAL

PAGE : 001


–

Model : 212 A

AFM9

R

FEB 97FEB 98

VR Rotation SpeedVRA Rough Air SpeedVSR Stall SpeedVS Vertical SpeedVSI Vertical Speed IndicatorVU Visual UnitWARN WarningXFEED Cross FeedXFR TransferYD Yaw DamperZ AltitudeZA Aircraft AltitudeZCTH Theoretical Cabin AltitudeZFW Zero Fuel WeightZP Pressure AltitudeZPI Indicated Pressure AltitudeZRA Radio Altimeter Altitude�P Differential Pressure

03

3 VIEW DRAWING

1GENERAL

PAGE : 001


–

Model : 212 A

AFM1

R

FEB 97

10.772 m (424.095 in)

27.149 m (1068.859 in)

27.166 m (1069.528 in)

4.10 m

8.10 m (318.898 in)

27.05 m (1064.961 in)

2.362 m (92.992 in)

7.65

m (

301.

181

in)

7.31

m (

287.

795

in)

(161.417 in)

3.93 m (154.724 in)

WING

REFERENCE AREA 61 m2 ( 94550 in2 ). . . . . . . . . . . . . . . . . . . . . . . ROOT CHORD 2.574 m ( 101.339 in). . . . . . . . . . . . . . . . . . . . . . . . . ASPECT RATIO 11.995. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REFERENCE CHORD LA ( = MAC ) 2.303 m ( 90.669 in). . . . . . . . DISTANCE FROM MOMENT ORIGIN TO REFERENCECHORD LEADING EDGE 13.604 m ( 535.591 in). . . . . . . . . . . . . . .

HORIZONTAL TAIL

REFERENCE AREA 11.73 m2 ( 18182 in2). . . . . . . . . . . . . . . . . . . . . REFERENCE CHORD LH 1.636 m ( 64.409 in). . . . . . . . . . . . . . . . . ASPECT RATIO 4.555. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISTANCE FROM 25 % OF LATO 25 % OF LH 13.654 m ( 537.559 in). . . . . . . . . . . . . . . . . . . . . . .

VERTICAL TAIL

REFERENCE AREA 12.48 m2 ( 19344 in2). . . . . . . . . . . . . . . . . . . . . REF CHORD LV 2.851 m ( 112.244 in). . . . . . . . . . . . . . . . . . . . . . . . . ASPECT RATIO 1.6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISTANCE FROM 25 % OF LATO 25 % OF LV 12.484 m ( 491.496 in). . . . . . . . . . . . . . . . . . . . . . . .

00

CONTENTS

2LIMITATIONS

PAGE : 001


–

Model : 212 A

AFM1

FEB 97FEB 99

R

2 . 00 – CONTENTS

2 . 01 – GENERAL

INTRODUCTIONKINDS OF OPERATIONMINIMUM FLIGHT CREWPERFORMANCE CONFIGURATIONMAXIMUM OPERATING ALTITUDEMANEUVERING LIMIT LOAD FACTORSCONFIGURATION DEVIATION LISTNOISE CHARACTERISTICSMAXIMUM NUMBER OF PASSENGER SEATS

2 . 02 – WEIGHT AND LOADING

WEIGHTSCENTER OF GRAVITY ENVELOPELOADING

2 . 03 – AIRSPEED AND OPERATIONAL PARAMETERS

AIRSPEEDSOPERATIONAL PARAMETERS

2 . 04 – POWER PLANT

ENGINESPROPELLERSOIL SYSTEMSTARTERFUEL SYSTEM

2 . 05 – SYSTEMS

AIR - PRESSURIZATIONHYDRAULIC SYSTEMLANDING GEARFLAPSAFCSINSTRUMENTS MARKINGCARGO DOOR OPERATIONELECTRICALMFCCOMMUNICATIONSTCASGPSCABIN LIGHTINGEGPWS

2 . 06 – ICING CONDITIONS

01

GENERAL

2LIMITATIONS

PAGE : 001

FEB 97

Eng : –


–


AFM1

2 . 01 . 01 – INTRODUCTIONObservance of the limitations contained in this chapter is required by law.When operating in accordance with an approved appendix or supplement tothis manual, the limitations of this basic Airplane Flight Manual section apply,except as altered by such an appendix or supplement.

2 . 01 . 02 – KINDS OF OPERATIONThe airplane is certified in the Transport Category, JAR 25 and ICAO annex 16for day and night operations, in the following conditions when the appropriateequipment and instruments required by the airworthiness and operatingregulations are approved, installed and in an operable condition :

- VFR and IFR- Flight in icing conditions.- Reverse thrust taxi (single or twin engine)

2 . 01 . 03 – MINIMUM FLIGHT CREW2 pilots

2 . 01 . 04 – PERFORMANCE CONFIGURATIONRefer to 6.01.03 for airplane configuration associated with certifiedperformances.

2 . 01 . 05 – MAXIMUM OPERATING ALTITUDE25000 ft

2 . 01 . 06 – MANEUVERING LIMIT LOAD FACTORSGear and flaps retracted : + 2.5 to – 1 gGear and/or flaps extended : + 2 to 0 g

2 . 01 . 07 – CONFIGURATION DEVIATION LISTRefer to 7.01.02

2 . 01 . 08 – NOISE CHARACTERISTICSThe aircraft meets the requirements of ICAO annex 16, Chapter 3 with noweight restriction.Refer to noise characteristics in Appendix 7.01.01 of this manual for noiselevels.

2 . 01 . 09 – MAXIMUM NUMBER OF PASSENGER SEATS74 as limited by emergency exits configuration.

02

WEIGHT AND LOADING

2LIMITATIONS

PAGE : 050

FEB 97

Eng : –


–

Model : 212 AMod : 4671

AFM1

2 . 02 . 01 – WEIGHTS

STRUCTURAL LIMITATIONS

MAXIMUM WEIGHT KG LB

RAMP 22670 49978

TAKE–OFF 22500 49603

LANDING 22350 49273

ZERO FUEL 20300 44753

PERFORMANCE LIMITATIONS

Maximum take–off weight and maximum landing weight may be reduced byperformance requirements related to the following (see chapter 6) :

– climb performance (first and second segment, final take–off and en route, approach and landing climb)– available runway length (take–off and landing)– tyre limit speed– brake energy limit, observe BRK TEMP light extinguished for take–off– obstacle clearance (take–off and en route)– en route and landing weight

02

WEIGHT AND LOADING

2LIMITATIONS

PAGE : 070


–

Model : 212 AMod : (4439 or 5150) + 4671

AFM2 NOV 98

FEB 99

R

2 . 02 . 02 – CENTER OF GRAVITY ENVELOPE

For definition of reference (Mean Aerodynamic Chord (MAC) and momentsorigin) : see chapter 1

2 . 02 . 03 – LOADING

The airplane must be loaded in accordance with the loading instructions givenin the WEIGHT AND BALANCE manual.

03

AIRSPEED AND OPERATIONALPARAMETERS

2LIMITATIONSPAGE : 001


–

Model : 212 A

AFM1

FEB 03

FEB 97

R

AUG 02

2 . 03 . 01 – AIRSPEEDS

• MAXIMUM OPERATING SPEED VMO / MMO

This limit must not be intentionally exceeded in any flight regime

VMO = 250 kt CAS MMO = 0.55

• MAXIMUM DESIGN MANEUVERING SPEED VA

Full application of roll and yaw controls, as well as maneuvers thatinvolve angles of attack near the stall should be confined to speedsbelow VA.

VA = 175 kt CAS

CAUTION : Rapidly alternating large rudder applications incombination with large sideslip angles may result instructural failure at any speed.

• MAXIMUM FLAPS EXTENDED OR OPERATING SPEEDS VFE

FLAPS 15 185 kt CASFLAPS 30 150 kt CAS

• MAXIMUM LANDING GEAR EXTENDED OR OPERATING SPEEDS

VLE = 185 kt CASVLO lowering = 170 kt CAS

retracting = 160 kt CAS

03

AIRSPEED AND OPERATIONALPARAMETERS

2LIMITATIONSPAGE : 060

FEB 97

Eng : –


–

Model : 212 AMod : 3522

AFM2

2 . 03 . 02 – OPERATIONAL PARAMETERSENVIRONMENTAL ENVELOPE

Note : Refer to 2.04.05 for fuel temperature limitation.

TAKE–OFF AND LANDING

– Tail wind limit : 15 kt– Maximum mean runway slope : ± 2 %

04

POWER PLANT

2LIMITATIONS

PAGE : 001 NOV 00DGAC

APPROVED FOR FAA

–

Model : 212 A

AFM1

FEB 97

R

FEB 01

2 . 04 . 01 – ENGINES PRATT AND WHITNEY OF CANADA PW 127FOperating limits with no unscheduled maintenance action requiredBeyond these limits refer to maintenance manual

OPERATINGCONDITION

TIMELIMIT

TQ(%)

ITT(oC)

NH(%)

NL(%)

NP(%)

OILPRESS

(PSI)

OIL TEMP(oC) (2)

RESERVETAKE OFF 10 mn (6) 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125

NORMALTAKE OFF 5 mn 90 (1) (5) 101.9 101.4 101 55 to 65 0 to 125

MAXIMUMCONTINUOUS none (6) 90.9 (1) 800 103.2 104.2 101 55 to 65 0 to 125

GROUNDIDLE

66mini

40 mini(4) – 40 to 125

HOTELMODE 715 55 to 65 125

TRANSIENT 20 s 120 840 106.4 106.8 106(3) 40 to 100

5 s 120

20 mn 140

STARTING 5 s 950 –54 mini

1) Value linked to 100 % NP.2) Oil temperature must be maintained above 45o C to ensure protection for

the engine air inlet against ice accumulation.3) Permissible for completion of flight provided TQ does not exceed

75.2 % during climb and 73.13 % during cruise.4) Up to 75 % NH only.5) ITT limits depend on outside air temperature. Refer to 2.04 page 2.6) Single engine operation only, beyond 5 mn.

NOTE : Flight with an engine running and the propeller feathered is notpermitted.

04

POWER PLANT

2LIMITATIONS

PAGE : 001

FEB 97

Eng : –


–


AFM2

TAKE OFF

ITT LIMITATION AT NORMAL TAKE OFF RATING

04

POWER PLANT

2LIMITATIONS

PAGE : 001

FEB 97

Eng : –


–


AFM3

2 . 04 . 02 – PROPELLERS

TWO HAMILTON STANDARD HS 568 F – 1

GROUND OPERATION

� Engine run up must be performed into the wind.

� Avoid static operation between 41.6 % and 62.5 % NP.

� Avoid operation in feather above 66.6 % TQ.

GROUND OR FLIGHT OPERATION

� If a propeller is involved in an overspeed or in an engine overtorquerefer to the propeller maintenance manual.

FLIGHT OPERATION

� ATR airplanes are protected against a positioning of power leversbelow the flight idle stop in flight by an IDLE GATE device. It is reminded that any attempt to override this protection is prohibited.Such positioning may lead to loss of airplane control or may result inan engine overspeed condition and consequent loss of engine power.

04

POWER PLANT

2LIMITATIONS

PAGE : 001

OCT 07EASAAPPROVED FOR FAA

--

Model : 212 A

AFM4

R

R

R

2 . 04 . 03 -- OIL SYSTEM

SPECIFICATIONRefer to specification PWA 521 type II.

2 . 04 . 04 -- STARTER

3 starts with a 1 minute 30 seconds maximum combined starter running timefollowed by 4 minutes OFF.

2 . 04 . 05 -- FUEL SYSTEM

Acceptable fuels : JET A, JET A1, JP5 and RT, TS1.Use of JP4 and JET B is prohibited.

TEMPERATURE• For flight preparation, a minimum fuel temperature must be takeninto account to ensure adequate relight :--34oC for fuel types JET A, JET A1 and RT, TS1--26oC for fuel type JP5.

• Maximum temperature :57oC for fuel types JET A, JET A1, JP5 and RT, TS1.

REFUELINGMaximum pressure 3.5 bars (50 PSI)

USABLE FUELThe total quantity of fuel usable in each tank is : 2500 kg (5510 lbs)

NOTE : Fuel remaining in the tanks when quantity indicators show zero isnot usable in flight.

UNBALANCEMaximum fuel unbalance : 730 kg (1609 lbs)

FEEDING• Each electrical pump is able to supply one engine in the wholeflight envelope.

• One electrical pump and associated jet pump are able to supplyboth engines in the whole flight envelope.

05

SYSTEMS

2LIMITATIONS

PAGE : 001


–

Model : 212 A

AFM1

FEB 97

R

2 . 05 . 01 – AIR PRESSURIZATIONMaximum differential pressure 6.35 PSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum negative differential pressure – 0.5 PSI. . . . . . . . . . . . . . . . . . . . . Maximum differential pressure for landing 0.35 PSI. . . . . . . . . . . . . . . . . . . . Maximum differential pressure for OVBD VALVEfull open selection 1 PSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum altitude for one bleed off operation 20000 ft. . . . . . . . . . . . . . . . . .

2 . 05 . 02 – HYDRAULIC SYSTEMSpecification : Hyjet IV or Skydrol LD 4

2 . 05 . 03 – LANDING GEARTowing with TOWBARLESS system is prohibited.Do not perform pivoting (sharp turns) upon a landing gear with fully brakedwheels except in case of emergency.

2 . 05 . 04 – FLAPS

Holding with any flaps extended is prohibited in icing conditions (except forsingle engine operations).

2 . 05 . 05 – AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)– Minimum height for autopilot engagement on take off : 100 ft– NAV mode for VOR approach, using either autopilot or flight director isauthorized only if :

– a co–located DME is available, and– DME HOLD is not selected

– Minimum height for use of either autopilot or flight director :– Except during take off or executing an approach : 1000 ft– VS or IAS mode during approach : 160 ft– CAT 1 APP mode : 160 ft

Refer to 7.01.03 for CAT II operation

2 . 05 . 06 – INSTRUMENTS MARKINGRed arc or radial line : minimum and maximum limitsYellow arc : caution areaGreen arc : normal area

2 . 05 . 07 – CARGO DOOR OPERATIONDo not operate cargo door with a lateral wind component of more than 45 kt.

2 . 05 . 08 – ELECTRICALSingle DC GEN operation :– In flight, if OAT exceeds ISA + 25, flight level must be limited to FL200.

2 . 05 . 09 – MFCTake off with two or more failed MFC modules is prohibited

2 . 05 . 10 – COMMUNICATIONSNot applicable

05

SYSTEMS

2LIMITATIONS

PAGE : 100


–

Model : 212 AMod : 3832

AFM2

FEB 97

R

FEB 99

2 . 05 . 11 – TCAS

Refer to appendix 7.01.04.

05

SYSTEMS

2LIMITATIONS

PAGE : 360DGAC

APPROVED FOR FAA

–

Model : 212 AMod : 5176

AFM3

FEB 01

2 . 05 . 12 – GPS

1 – GENERALThe Honeywell/Trimble GNSS 1000 :- complies with TSO C 129 and TSO C115B,- is installed in compliance with FAA AC 20–129, AC 20–130A, AC 20–138 and

DGAC CRI S–9902,- has been demonstrated to meet the requirements of JAA TGL no2,REV1 and

FAA AC 20–138 and FAA Notice N8110–60.

2 – LIMITATIONS

Compliance with the above regulations does not constitute an operationalapproval/authorization to conduct operations. Aircraft operators must applyto their Authority for such an approval/authorization.- The HT1000 pilot’s guide must be available on board.- The system must operate with HT 1000–060 software version or any later

approved version.- The system must be used with an updated active data base and the

waypoints position must be cross–checked with official charts.- This equipment is approved for use as :

- primary navigation means for oceanic and remote operations when onlyone long range navigation system is required.

- supplemental navigation means, en route, in terminal area and for nonprecision approach operations until the missed approach point withrespect of the MDA.NOTE : Stand alone GPS approach is not approved. Conventional means

must be permanently cross–checked during the approach.- advisory VNAV means

NOTE : VDEV function must be permanently monitored.

3 – PROCEDURES- In the event of DGR alarm illumination the flight crew must cross–check the

aircraft position using conventional means or must revert to an alternativemeans of navigation.

- In addition, where the coupled DME option is not installed or if the coupled DME isnot operative, the following procedures apply for B–RNAV operations :(a) during the pre–flight planning phase, the availability of GPS integrity(RAIM) must be confirmed for the intended flight (route and time). Dispatchmust not be made in the event of predicted continuous loss of RAIM of morethan 5 minutes for any part of the intended flight.(b) Traditional navigation equipment must be selected to available aids so asto allow immediate cross–checking or reversion in the event of loss of GPSnavigation capability.

05

SYSTEMS

2LIMITATIONS

PAGE : 100DGAC

APPROVED

–

Model : 212 AMod : 5040

AFM4

FEB 99

2 . 05 . 13 – CABIN LIGHTING

The general cabin illumination system must be used during not less than 15minutes before each flight.

05

SYSTEMS

2LIMITATIONS

PAGE : 100EASA

��

–

Model : 212 A

AFM5

JUN 05

Mod : 5313 or 5467R

2 . 05 . 14 – EGPWS

1. Navigation is not to be predicated on the use of the terrain display.

NOTE : The Terrain display is intended to serve as a situational awarenesstool only. It does not have the integrity, accuracy or fidelity on whichto solely base decisions for terrain or obstacle avoidance.

2.To avoid giving nuisance alerts, the predictive TAWS functions must beinhibited when landing at an airport that is not included in the airportdatabase.

06

ICING CONDITIONS

2LIMITATIONS

PAGE : 001


–

Model : 212 A

AFM1

FEB 97

R

2 . 06 . 01 – ICING CONDITIONS

• Atmospheric icing conditions exist when– OAT on the ground and for take–off is at or below 5oC or when TAT in flight is at or below 7oC,– and visible moisture in any form is present (such as clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).

• Ground icing conditions exist when– OAT on the ground is at or below 5oC,– and surface snow, standing water or slush is present on the ramps taxiways and runways.

Take–off is prohibited when frost, snow or ice is adhering to the wings,control surfaces or propellers.

� Operation in atmospheric icing conditions :NP setting below 82 % is prohibited.Refer to 3.05.01 for associated procedures and 6.06.02 forperformance data.All icing detection lights must be operative prior to flight at night.NOTE :This supersedes any relief provided by the Master Minimum

Equipment List (MMEL).The ice detector must be operative.

� Operation in ground icing conditions :Refer to 3.05.01 for associated procedures and to FCOM part 3 and toAFM section 7.03 for advisory information on contaminated runwayspenalties.

.../...

06

ICING CONDITIONS

2LIMITATIONS

PAGE : 001


–

Model : 212 A

AFM2

R

FEB 97FEB 99

2 . 06 . 01 – ICING CONDITIONS (cont’d)� Severe icing :

WARNING :Severe icing may result from environmental conditions outside of those forwhich the airplane is certificated. Flight in freezing rain, freezing drizzle, ormixed icing conditions (supercooled liquid water and ice crystals) may resultin ice build–up on protected surfaces exceeding the capability of the iceprotection system, or may result in ice forming aft of the protected surfaces.This ice may not be shed using the ice protection systems, and mayseriously degrade the performance and controllability of the airplane.– During flight, severe icing conditions that exceed those for which the

airplane is certificated shall be determined by the following :

Visual cue identifying severe icing is characterized by ice covering all or asubstantial part of the unheated portion of either side window,

and / or

Unexpected decrease in speed or rate of climb,

and / or

The following secondary indications :. Water splashing and streaming on the windshield. Unusually extensive ice accreted on the airframe in areas not normally

observed to collect ice.. Accumulation of ice on the lower surface of the wing aft of the protected

area.. Accumulation of ice on the propeller spinner farther aft than normally

observed.

The following weather conditions may be conducive to severe in–flight icing :

. Visible rain at temperatures close to 0�C ambient air temperature (SAT)

. Droplets that splash or splatter on impact at temperatures close to 0�Cambient air temperature (SAT)

If one of these phenomena is observed, immediately request priorityhandling from Air Traffic Control to facilitate a route or an altitude change toexit the icing conditions. Apply procedure specified in the EmergencyProcedures chapter.

– Since the autopilot may mask tactile cues that indicate adverse changes inhandling characteristics, use of the autopilot is prohibited when the severeicing defined above exists, or when unusual lateral trim requirements orautopilot trim warnings are encountered while the airplane is in icingconditions.

00

CONTENTS

3NORMAL PROCEDURESPAGE : 001

JUN 07

Eng :

EASAAPPROVED FOR FAA

--

Model : 212 A

AFM1

Mod : --

FEB 97

R

R

3 . 00 -- CONTENTS

3 . 01 -- COCKPIT PREPARATION CHECKS

ENGINE FIRE PROTECTION

TRIMS

ENGINE

CVR / DFDR

3 . 02 -- DAILY CHECKS

ATPCS TEST

STICK PUSHER / SHAKER TEST

TRIMS

3 . 03 -- PASSENGERS BOARDING

DOORS -- LOCKING SYSTEMS

3 . 04 -- TAKE OFF

3 . 05 -- FLIGHT CONDITIONS

ICING CONDITIONS

SEVERE TURBULENCE

3 . 06 -- APPROACH AND LANDING

NORMAL LANDING

MISSED APPROACH

3 . 07 -- CONTAINER TRANSPORTATION

3 . 08 -- GPWS OR EGPWS

01

COCKPIT PREPARATION CHECKS

3NORMAL PROCEDURES

PAGE : 001


–

Model : 212 A

AFM1

FEB 97

R

FEB 03

3 . 01 . 01 – ENGINE FIRE PROTECTION

– Check ENG 2 (1) fire handle IN and latched– Extinguish any white lt– Depress SQUIB TEST pb and check both AGENT SQUIB lt illuminate– Select TEST sw on FIRE and check : . ENG FIRE red lt illuminates into associated fire handle . CCAS is activated (CRC + MW lt flashing red + ENG 2 (1) red lt on CAP)– Select TEST sw on FAULT and check : . both LOOP A and LOOP B FAULT lt illuminate . CCAS is activated (sc + MC lt flashing + LOOP amber lt on CAP)

3 . 01 . 02 – TRIMS

– Check PITCH, ROLL and YAW TRIM operation– Check STBY PITCH TRIM operation, check GUARDED SW in OFF position

See Daily Check in 3–02 page 1

3 . 01 . 03 – ENGINE

Turn ATPCS to ARM– CHECK ATPCS ARM green light illuminatesTurn ATPCS to ENG position– CHECK associated ENG UPTRIM light illuminates– 2.15 s later check ATPCS ARM light extinguishes.

3 . 01 . 04 – CVR / DFDR

– CVR Depress TEST pb : check pointer moves to a location between 8 and 10– DFDR Check STATUS amber lights not lit.

02

DAILY CHECKS

3NORMAL PROCEDURES

PAGE : 001


–

Model : 212 A

AFM1

FEB 97

R

3 . 02 . 01 – ATPCS TEST (autofeather and uptrim while engines run)Conditions : – Both CLs AUTO

– Both PLs at GI– ATPCS pb depressed. OFF extinguished.– PWR MGT selector on TO position

ARM positions – ARM light illuminates green– TORQUE indications increase– NP and NH indications decrease

ENG positions – Selected engine torque decreases below 18 %– Opposite engine :

– Torque doesn’t change– UPTRIM light illuminates– NP and NH increase slightly

– 2.15 seconds later :– concerned propeller is automatically feathered– ARM green light extinguishes.

CAUTION :Do not perform ENG TEST while taxiing as ACW is temporarily lostand consequently, both main hyd. pumps are temporarily lost aswell.

3 . 02 . 02 – STICK PUSHER / SHAKER TEST– Release gust lock– Push Control column in nose down position– Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES– depress and maintain PTT

– monitor stall cricket and stick shaker– after ten seconds delay, monitor . CHAN 1 and CHAN 2 illuminate green on LH maintenance panel . STICK PUSHER lights illuminate green on both pilots panel . stick pusher actuator operates.

3 . 02 . 03 – TRIMSFor the first flight of the day :–Check PITCH, ROLL and YAW TRIM operation as follows :

–Check the normal TRIM activation in both directions by depressingsimultaneously both control rocker switches

–For few seconds depress independently each single control rockerswitch and check the non–activation of the corresponding TRIM in bothpossible directions

–Reset TRIMS as required for take off

03

PASSENGERS BOARDING

3NORMAL PROCEDURES

PAGE : 001

FEB 97

Eng :


–

Model : 212AMod : –

AFM1

3 . 03 . 01 – DOORS – LOCKING SYSTEMS

The locks must be disengaged whenever passengers are on board.

04

TAKE OFF

3NORMAL PROCEDURES

PAGE : 001

FEB 97

Eng : –


–


AFM1

3 . 04 . 01 – TAKE OFF

– Anti–skid test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – Set flaps 15 and pitch trim as required– PWR MGT selectors TO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – CLs (both) AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� BOTH EEC’s ON– Advance PL to power lever notch.– At VR rotate to the required pitch attitude to maintain an airspeed at or

above V2.– When a positive vertical speed is confirmed, select landing gear up.– At safe height :

� accelerate up to at least VFTO (flaps 0)� retract flaps

05

FLIGHT CONDITIONS

3NORMAL PROCEDURES

PAGE : 001NOV 00DGAC

APPROVED FOR FAA

–

Model : 212 A

AFM1

FEB 97

R

R

FEB 99

FEB 01

3 . 05 . 01 – ICING CONDITIONS

• DEFINITIONRefer to 2 .06 .01

� Procedure for operation in atmospheric icing conditions :

• As soon as and as long as atmospheric icing conditions exist, thefollowing procedures must be applied :ANTI–ICING (propellers, horns, side–windows) ON. . . . . . . . . . . . . . . . MODE SEL AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum maneuver/operatingicing speed BUGGED AND OBSERVED. . . . . . . . . . . . . . . . . . . . . . . . . . ICE ACCRETION MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE :horns anti icing selection triggers the illumination of the ”ICINGAOA” green light, and lowers the AOA stall warning threshold.

• At first visual indication of ice accretion and as long as atmospheric icingconditions exist, the following procedure must be applied :– ANTI ICING (propellers, horns, side windows) CONFIRM ON. . . . . . – MODE SEL Confirm AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – ENG DE ICING ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – AIRFRAME DE ICING ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – Minimum maneuver/operating icing speed CONFIRM BUGGED AND OBSERVED. . . . . . . . . . . . . .

NOTE :Be alert to severe icing detection.In case of severe icing refer to Emergency Procedures 4.05.05.

• When leaving icing conditions, DE ICING and ANTI ICING may beswitched OFF.

• When the aircraft is visually verified clear of ice, ICING AOA caption maybe cancelled and normal speeds may be used.

NOTE :Experience has shown that the last part to clear is the iceevidence probe. As long as this condition is not reached the icingspeeds must be observed and the ICING AOA caption must notbe cancelled.

05

FLIGHT CONDITIONS

3NORMAL PROCEDURES

PAGE : 001

FEB 97

Eng : –


–


AFM2

• MINIMUM MANEUVER / OPERATING ICING SPEEDS :

Whenever ICING AOA light is lit, the following minimum icing speeds mustbe observed :

FLAPS MINIMUM MANEUVER / OPERATINGICING SPEED

MAXIMUM BANK ANGLE

0 1.40 VSR 15o

1.22 VSR T/O, 2nd segment 15o

1.27 VSR Final Take–off 15o

1.30 VSR En route 15o

15 1.35 VSR APPROACH 30o

1.24 VSR GO AROUND 15o

30 1.32 VSR 30o

CAUTION :For obstacle clearance, the en–route configuration with enginefailure is FLAPS 15 at a minimum speed of 1.30 VSR if iceaccretion is observed.

� Procedure for take–off with ground icing conditions but no atmospheric icing conditions :

• For take off the following procedure MUST BE APPLIED :PROP ANTI ICING ONLY ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : It is recommended when possible to cycle landing gear after takeoff.

• Minimum maneuver/operating speeds :The normal minimum maneuver/operating speeds are applicable.

Refer to FCOM part 3 and to AFM section 7.03 for advisory information oncontaminated runways penalties.

NOTE : Horns anti icing must not be selected ON to avoid lowering AOA ofthe stall warning threshold.

05

FLIGHT CONDITIONS

3NORMAL PROCEDURESPAGE : 001

FEB 97

Eng : –


–


AFM3

3 . 05 . 02 – SEVERE TURBULENCE

– SIGNS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintain the speed at or below VRA : 180 kt CAS.

06

APPROACH AND LANDING

3NORMAL PROCEDURES

PAGE : 001

NOV 00DGAC

APPROVED FOR FAA

–

Model : 212 A

AFM1

R

FEB 97

FEB 98FEB 01

3 . 06 . 01 – NORMAL LANDING

FLAPS 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG gear DOWN/3 GREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TLU GREEN LIGHT CHECK LIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PWR MGT TO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� After nose wheel touch downBoth PL GI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Both LO PITCH lights Check illuminated. . . . . . . . . . . . . . . . . . . .

CAUTION :If a thrust dissymmetry occurs or if one LO PITCH light isnot illuminated the use of any reverser is not allowed.

3 . 06 . 02 – MISSED APPROACH (both power plants operating)

- Depress Go around push button on PLs- Set Go around power.- Simultaneously retract flaps one notch and rotate to the required pitch

attitude.- Accelerate to or maintain Go around speed.- With positive rate of climb :

– Retract landing gear.

07

CONTAINER TRANSPORTATION

3NORMAL PROCEDURES

PAGE : 001

FEB 97

Eng : –


–


AFM1

3 . 07 . 01 – CONTAINER TRANSPORTATION

NOT APPLICABLE

08

GPWS

3NORMAL PROCEDURES

PAGE : 040


–

Model : 212 AMod : 5467

AFM1

3 . 08. 01 GROUND PROXIMITY WARNING SYSTEM : EGPWS

1. General

Following a EGPWS warning, the crew must immediately focus theirattention on terrain proximity.Positive action to alter the flight path or / and to change the configurationshould be initiated immediately.

2. Inputs

EGPWS is associated with the following systems :

• ADC 1• Radio altimeter• ILS 2• SGU 1 and 2• Flaps position• Landing gear position• GNSS (if installed) or EGPWS internal GPS card• AHRS 1• Weather radar

3. Outputs

3.1. Basic GPWS modes

- For modes 1 – 2 – 3 and 4

• Visual warning : red ”GPWS” lights illuminate.• Aural warning :

Mode 1”SINK RATE” “PULL UP”Mode 2 : ”TERRAIN” PULL UP”Mode 3 : ”DON’T SINK”Mode 4 : According to speed and / or flaps / gear setting :

”TOO LOW TERRAIN”or ”TOO LOW GEAR”or ”TOO LOW FLAPS”

- For mode 5

• Visual warning : amber ”GS” lights illuminate.• Aural warning : ”GLIDE SLOPE”

- For mode 6• Aural warning : ”MINIMUMS” ”MINIMUMS”.• Aural warning : “FIVE HUNDRED”• Aural warning : “BANK ANGLE, BANK ANGLE”

08

GPWS

3NORMAL PROCEDURES

PAGE : 040


–

Model : 212 AMod : 5467

AFM2

3 . 08 . 01 GROUND PROXIMITY WARNING SYSTEM : EGPWS(CONT’D)3.2. Enhanced modes

- For TCF mode (Terrain Clearance Floor)• Visual warning : red GPWS lights illuminate• Aural warning : “TOO LOW Terrain”

- For TAD (Terrain Awareness & Display) mode• Visual warning : red GPWS lights illuminate• Aural caution : “Terrain ahead – terrain ahead”

or “Obstacle ahead – Obstacle ahead” warning : “Terrain ahead – Pull Up” or “Obstacle ahead – Pull up”

• EFIS display : conflicting terrain in red or yellow.4 – Operation

- During normal operations GPWS sw should be always set on ”NORM”position and TERR pb must be depressed in.

- In case of emergency conditions GPWS sw and TERR pb may be turnedon ”OFF” position. Refer to chapter 4.05, Ditching and forced landing.

- In case of landing in abnormal flaps conditions GPWS sw may be turnedon ”OVRD” position, refer to chapter 5.04, flight controls.

- Terrain/Obstacle Awareness Caution. When a terrain awarenessCAUTION occurs, verify the aeroplane flight path and correct it ifrequired. If in doubt, perform a climb until the CAUTION alert ceases.

- Terrain/Obstacle Awareness Warning. If a terrain awareness WARNINGoccurs, immediately initiate and continue a climb that will providemaximum terrain clearance until all alerts cease. Only verticalmanoeuvres are recommended, unless operating in visualmeteorological conditions (VMC), and/or the pilot determines, based onavailable information, that turning in addition to the vertical escapemanoeuvre is a safer course of action.

Notes- All modes are inhibited by stall warning.- Mode 5 is active only when ILS2 is tuned on the correct frequency and

gear down.- GPWS or TERR FAULT illumination indicates that some or all basic or

enhanced modes are lost.In that case, the remaining alerts must be considered as valid andtaken into account.

- If the WX radar control is selected OFF, no terrain information will bedisplayed on the EHSI and TERR FAULT amber light will beilluminated.Even in case of a radar failure, select the STBY position.

00

CONTENTS

4EMERGENCY PROCEDURES

PAGE : 001


--

AFM1

Model : 212 A

R

R

4 . 00 -- CONTENTS

4 . 01 -- INTRODUCTION

4 . 02 -- POWER PLANT

ENG FIRE OR SEVERE MECHANICAL DAMAGEBOTH ENGINES FLAME OUT

4 . 03 -- SMOKE

SMOKEELECTRICAL SMOKEAIR COND SMOKEFWD SMOKEAFT SMOKEAUX AFT COMPT SMOKE

4 . 04 -- ELECTRICAL SYSTEM

DUAL DC GEN LOSS

4 . 05 -- MISCELLANEOUS

EMERGENCY DESCENTDITCHINGFORCED LANDINGON GROUND EMERGENCY EVACUATIONSEVERE ICING

01

INTRODUCTION


PAGE : 001

FEB 97

Eng : –


–


AFM1

– The following procedures have been established and recommended by theaircraft manufacturer and approved by the Airworthiness Authorities forapplication in the event of a serious failure.

– The framed items correspond to actions performed by memory by the crewwithin a minimum period of time.

– It is assumed that in general, all failures are indicated by the operation ofspecific system warnings and/or by direct observation.

– The actions recommended may result in the loss of certain systems notassociated with the failure.

– If actions depend on a precondition, a preceding black square � is used toidentify the precondition.

– Whenever a procedure calls for LAND AS SOON AS POSSIBLE, theseriousness of the situation as well as use of the nearest suitable airportshould be taken into consideration.

– However, whenever fire is encountered on the airplane, landing at the nearestsuitable airport is recommended.After conducting any fire suppression/smoke evacuation procedure, eventhough smoke has been dissipated, if it has not or cannot be visibly verifiedthat the fire has been put out, immediately land at the nearest suitable airport.

– Whenever a fire extinguisher is discharged in the cockpit, the crew should goto 100 % oxygen.

02

POWER PLANT


PAGE : 001


--

Model : 212 A

AFM1

R 4 . 02 . 01 -- ENGINE FIRE OR SEVERE MECHANICAL DAMAGE

PL affected side FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL affected side FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE HANDLE affected side PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F After 10 seconds

FIRST AGENT affected side DISCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOTE : On ground, do not wait 10 seconds before discharging the agent

J If fire after further 30 secondsSECOND AGENT DISCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LAND AS SOON AS POSSIBLE

02

POWER PLANT


PAGE : 001


--

Model : 212 A

AFM2

R

4 . 02 . 02 -- BOTH ENGINES FLAME OUT

PL 1 + 2 FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J If NH drops below 30% (no automatic relight)CL 1 + 2 FTR THEN FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : See engine relight envelope (chapter 5)

J If neither engine startsFORCED LANDING or DITCHING PREPARE. . . . . . . . . . . . . . . . . . . . . . . .

03

SMOKE


PAGE : 001


--

Model : 212 A

AFM1

R 4 . 03 . 00 -- SMOKE

CREW OXY MASKS ON / 100%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GOGGLES AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CREW COMMUNICATIONS ESTABLISH. . . . . . . . . . . . . . . . . . . . . . . . . . . . .RECIRC FANS 1 + 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AP ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SMOKE SOURCE IDENTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J If source not identified or electrical smoke suspected

NOTE: ELEC light may be activated by an air conditioning smoke sourceELECTRICAL SMOKE procedure (4.03.01) APPLY. . . . . . . . . . . . . . . . . .

J If air conditioning smoke identifiedAIR CONDITIONING SMOKE procedure (4.03.02) APPLY. . . . . . . . . . . .

J If FWD SMK illuminated or smoke in FWD zone of aircraftFWD SMOKE procedure (4.03.03) APPLY. . . . . . . . . . . . . . . . . . . . . . . . . .

J If AFT SMK illuminated or smoke in AFT zone of aircraftAFT SMOKE procedure (4.03.04) APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . .

J If AUX AFT COMPT SMK illuminated (depending on models)AUX AFT COMPT SMOKE procedure (4.03.05) APPLY. . . . . . . . . . . . . .

4 . 03 . 01 -- ELECTRICAL SMOKE

AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . . . . .AIR FLOW HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DC SVCE AND UTLY BUS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DC BTC ISOL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACW GEN 1 + 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SUSPECTED EQUIPMENT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J If smoke origin not identifedLAND AS SOON AS POSSIBLE

• When ∆ P < 1 PSIOVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS VENT EXHAUST MODE NORM. . . . . . . . . . . . . . . . . . . . . . . . .

03

SMOKE


PAGE : 001


--

Model : 212 A

AFM2

R4 . 03 . 02 -- AIR CONDITIONING SMOKE

PACK VALVE 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAX FL 200 / MEA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J If smoke persistsPACK VALVE 1 ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PACK VALVE 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINES PARAMETERS CAREFULLY MONITOR. . . . . . . . . . . . . . . . . . . . . .

J If any anomaly occurs such as :

-- amber engine warning illumination associated to local ITT alert-- total loss of NL indication-- engine abnormality clearly identified (NH, NL, ITT indications,

noise, surge...)

WARNING : Confirm which engine is showing signs of abnormaloperation in order to avoid shutting down the safeengine.

PL afffected side FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL afffected side FTR THEN FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . .SINGLE ENG OPER PROCEDURE APPLY. . . . . . . . . . . . . . . . . . . . . . . . .

03

SMOKE


PAGE : 001


--

Model : 212 A

AFM3

R4 . 03 . 03 -- FWD SMOKE

1) PASSENGERS VERSION

CABIN CREW (PA) ADVISE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . . . . . .AIR FLOW HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EXTRACT AIR FLOW LEVER CLOSED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE ANDKILL SOURCE OF SMOKE

FWhen ∆ P < 1 PSIOVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS VENT EXHAUST MODE NORM. . . . . . . . . . . . . . . . . . . . . . . . .

2) CARGO VERSION

CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CAB ALT MAX INCREASE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENG 2 BLEED (except when in single bleed operation) OFF. . . . . . . . . . . . .PACK VALVE 2 (except when in single pack operation) OFF. . . . . . . . . . . . .CAB VENT AIR FLOW OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FLIGHT COMPT TEMP SEL HOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CAUTION : LANDASAP -- If a quick landing is not possible : climb andmaintainminimum FL 160, FL 200 is recommended.

NOTE : Smoke alert may be generated during smoke evacuation process.

03

SMOKE


PAGE : 001


--

Model : 212 A

AFM4

R4 . 03 . 04 -- AFT SMOKE

1) PASSENGERS VERSION

CABIN CREW (PA) ADVISE FOR ACTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . .AIR FLOW HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2) CARGO VERSION

CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CAB ALT MAX INCREASE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENG 2 BLEED (except when in single bleed operation) OFF. . . . . . . . . . . . .PACK VALVE 2 (except when in single pack operation) OFF. . . . . . . . . . . . .CAB VENT AIR FLOW OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FLIGHT COMPT TEMP SEL HOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CAUTION : LANDASAP -- If a quick landing is not possible : climb andmaintainminimum FL 160, FL 200 is recommended.

NOTE : Smoke alert may be generated during smoke evacuation process.

03

SMOKE


PAGE : 001


--

Model : 212 A

AFM5

R 4 . 03 . 05 -- AUX AFT COMPT SMOKE (IF APPLICABLE)

AUX AFT COMPT AGENT DISCHARGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RECIRC FANS 1 + 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

04

ELECTRICAL SYSTEM


PAGE : 050


--

Model : 212 AMod : 4366

AFM1

R

4 . 04 . 01 -- DUAL DC GEN LOSS

DC GEN 1 + 2 OFF then ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J If no generator recoveredHYD GREEN PUMP OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TRU ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Make sure that TRU arrow illuminates and BAT arrows extinguish.MAN RATE KNOB 9 O’CLOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . .BAT SW OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ATC (VHF 1 or HF or HF 2) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIN CAB LIGHT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOTE :NAV lights switch set to ON is necessary to provide IEP illuminationSTICK PUSHER/SHAKER OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STICK PUSHER/SHAKER FAULT PROCEDURE APPLY. . . . . . . . . . . .SIDE WINDOWS ANTI--ICING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ADC SW SET TO ADC 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ATC SW SET TO ATC 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TLU MAN MODE LO SPD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FWhen TLU LO SPD illuminates

TLU AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CAUTION : Avoid large rudder input if IAS above 180 kt.

BUS EQPT LIST CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F Before descent

PAX INSTRUCTIONS USE PA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HYD X FEED ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F At touch downIDLE GATE LEVER PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

05

MISCELLANEOUS


PAGE : 001

OCT 07EASA

APPROVED FOR FAA

--

Model : 212 A

AFM1

R

4 . 05 . 01 -- EMERGENCY DESCENT

OXY MASKS / CREW COMMUNICATIONS AS RQD. . . . . . . . . . . . . . .GOOGLES AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DESCENT INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PL 1 + 2 FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL 1 + 2 100% OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OXYGEN PAX SUPPLY AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SPEED MMO / VMO (or less if structural damage is suspected). . . . . .SIGNS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ATC NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MEA CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

05

MISCELLANEOUS


PAGE : 001


--

Model : 212 A

AFM2

R4 . 05 . 02 -- DITCHING

F Preparation

ATC (VHF 1 or HF or HF 2) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SIGNS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TERR (If Enhanced GPWS installed) OFF. . . . . . . . . . . . . . . . . . . . . . . . .CABIN and COCKPIT PREPARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO PRESS -- LDG ELEVATION SET. . . . . . . . . . . . . . . . . . . . . . . . . . .

F ApproachJ If ∆P ≠ 0

AUTO PRESS DUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PACKS 1 + 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OVBD VALVE FULL CLOSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FLAPS (If available) 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LDG GEAR LEVER UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F 30 seconds before impact or 1250 ft above sea levelDITCH PB ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENG START ROTARY SELECTOR OFF / START ABORT. . . . . . . . . .CABIN REPORT OBTAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F Before ditching (200 ft)

MINIMIZE IMPACT SLOPEOPTIMUM PITCH ATTITUDE FOR IMPACT 90. . . . . . . . . . . . . . . . . . . . .BRACE FOR IMPACT ORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL 1 + 2 FTR THEN FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE HANDLES 1 + 2 PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL PUMPS 1 + 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : In case of night ditching, shutting down both engines may beperformed at captain discretion, immediately after the impact(avoiding loss of landing lights during flare out).

F After ditching

NOTE : After ditching, one aft door will be under the water line.

CABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EVACUATION INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F Before leaving aircraft

BAT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

05

MISCELLANEOUS


PAGE : 001


--

Model : 212 A

AFM3

R

4 . 05 . 03 -- FORCED LANDING

F Preparation

ATC (VHF 1 or HF or HF 2) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SIGNS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TERR (If Enhanced GPWS installed) OFF. . . . . . . . . . . . . . . . . . . . . . . . .CABIN and COCKPIT PREPARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO PRESS -- LDG ELEVATION SET. . . . . . . . . . . . . . . . . . . . . . . . . . .

F ApproachFLAPS (If available) 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LDG GEAR LEVER AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO PRESS DUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENG START ROTARY SELECTOR OFF / START ABORT. . . . . . . . . .CABIN REPORT OBTAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F Before impact (200 ft)

BRACE FOR IMPACT ORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL 1 + 2 FTR THEN FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE HANDLES 1 + 2 PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL PUMPS 1 + 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : In case of night forced landing, shutting down both enginesmay beperformed at captain discretion, immediately after the impact(avoiding loss of landing lights during flare out).

F After impact, when aircraft stopped

CABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AGENTS DISCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EVACUATION INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F Before leaving aircraft

BAT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

05

MISCELLANEOUS


PAGE : 001


--

Model : 212 A

AFM4

R

4 . 05 . 04 -- ON GROUND EMERGENCY EVACUATION

AIRCRAFT / PARKING BRAKE STOP / ENGAGE. . . . . . . . . . . . . . . . . . .ATC (VHF 1) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL 1 + 2 FTR THEN FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIN CAB LT ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE HANDLES 1 + 2 PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AGENTS AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENG START ROTARY SELECTOR OFF / START ABORT. . . . . . . . . . . .FUEL PUMPS 1+ 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EVACUATION INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F Before leaving aircraft

BAT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

05

MISCELLANEOUS


PAGE : 001


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Model : 212 A

AFM5

FEB 97

R

FEB 99

4 . 05 . 05 – SEVERE ICING

MINIMUM ICING SPEED INCREASE RED BUG by 10 kt. . . . . . . . . . . . . . . . . PWR MGT MCT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL / PL 100% / MCT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AP (if engaged) FIRMLY HOLD CONTROL WHEEL and DISENGAGE. . . . . . SEVERE ICING CONDITIONS ESCAPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If an unusual roll response or uncommanded roll control movement isobserved��

Push firmly on the control wheelFLAPS 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If the flaps are extended, do not retract them until the airframe is clear ofice

� ��

GPWS FLAP OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STEEP SLOPE APPROACH (�4.5�) PROHIBITED. . . . . . . . . . . . . . . . . . . APP/LDG CONF MAINTAIN FLAPS 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

with “REDUCED FLAPS APP/LDG icing speeds” + 5 kt. . . . . . . . . . . . . . . . . Multiply landing distance FLAPS 30 by 2.12.

.../...

05

MISCELLANEOUS


PAGE : 001


–

Model : 212 A

AFM6

FEB 97

FEB 99FEB 00

R

FEB 02FEB 03

4 . 05 . 05 – SEVERE ICING (Cont’d)

DETECTION

Visual cue identifying severe icing is characterized by ice covering all or asubstantial part of the unheated portion of either side window

and / or

Unexpected decrease in speed or rate of climb

and / or

The following secondary indications :

. Water splashing and streaming on the windshield

. Unusually extensive ice accreted on the airframe in areas not normallyobserved to collect ice

. Accumulation of ice on the lower surface of the wing aft of the protectedareas

. Accumulation of ice on propeller spinner farther aft than normallyobserved

The following weather conditions may be conducive to severe in–flight icing :

. Visible rain at temperatures close to 0�C ambient air temperature (SAT)

. Droplets that splash or splatter on impact at temperatures close to 0�Cambient air temperature (SAT)

00

CONTENTS

5PROCEDURES FOLLOWING FAILURES

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM1

5 . 00 – CONTENTS

5 . 01 – INTRODUCTION

5 . 02 – ENGINE

ENGINE FLAME OUTENG OIL LO PREEC FAULTENG RELIGHT ENVELOPEENG RESTART IN FLTENG NAC OVHT

5 . 03 – FLYING WITH ONE ENGINE INOPERATIVE

TAKE OFFAPPROACH AND LANDINGMISSED APPROACH

5 . 04 – SYSTEMS

FUELELECTRICAL SYSTEMHYDRAULIC SYSTEMFLIGHT CONTROLSLANDING GEARAIRICE AND RAIN PROTECTIONMFCAUTOPILOTPROPELLER CONTROLMISCELLANEOUS

01

INTRODUCTION


PAGE : 001

FEB 97

Eng : –


–


AFM1

– The procedures contained in this chapter have been established andrecommended by the aircraft manufacturer and approved by theAirworthiness Authorities as acceptable procedures for a proper use of theaircraft.

– They give information related to system and operational requirements andcover the actions to be followed in case of failures which are not considered asemergency cases (these cases are covered in chapter 4).

– If actions depend on a precondition, a preceding black square � is used toidentify the precondition.

– Only particular operations, which are considered useful to highlight arepresented. Those procedures which are considered to be “basic airmanship”are therefore not covered.

02

ENGINE


PAGE : 001


–

Model : 212 A

AFM1

R

FEB 97

5 . 02 . 01 – ENGINE FLAME OUTPL FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If NH drops below 30 % (no immediate relight)CL FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If damage suspectedFIRE HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 . 02 . 02 – ENG OIL LO PRPL FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If both OIL LO PR alert on CAP and local alert are activatedCL FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If local alert only is activatedCL FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Once engine is shut offCL FTR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If CCAS is activated after 30 s.CL FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG RESTART IN FLIGHT PROCEDURE APPLY. . . . . . . . . . . . . .

�If notCL FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SINGLE ENG OPERATION PROCEDURE APPLY. . . . . . . . . . . . . .

�If CCAS only is activatedDISREGARD AND INFORM MAINTENANCE

5 . 02 . 03 – EEC FAULTATPCS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If PL is out of green sectorDo not deselect affected EECWhen adequate, retard PL to green sector

�If PL is within green sectorAffected EEC RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If unsuccessfulEEC OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advance PL to restore power, handling throttle with careIn the following cases :– Icing conditions– Engine(s) flame out– Emer descent– Severe turbulence– Heavy rainMAN IGN ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� In final approach :CL both 100 OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� After landing :Taxi with the affected engine feathered

02

ENGINE


PAGE : 001DGAC

APPROVED FOR FAA

–

Model : 212 A

AFM2

FEB 98

FEB 97

R

5 . 02 . 04 – ENG RELIGHT ENVELOPE – PWC 127 F

5 . 02 . 05 – ENG RESTART IN FLT

FUEL SUPPLY CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PL FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG START rotary selector START. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC RESET IF NECESSARY OR DESELECT if FAULT persists.. . . . . . . . . START PB ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

•At 10 % NHCL FTR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELIGHT MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PL ADJUST TO OTHER ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG START rotary selector OFF START ABORT. . . . . . . . . . . . . . . . . . . . .

NOTE : After ATPCS sequence PWR MGT rotary selector must be set toMCT position before engine restart in order to cancel propellerfeathering.

02

ENGINE


PAGE : 001

FEB 97

Eng : –


–


AFM3

5 . 02 . 06 – ENG NAC OVHT

• During hotel mode operationPL GI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• During taxiAircraft STOP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increase slightly power

� If unsuccessful within 30 sPL GI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

03

FLYING WITH ONE ENGINEINOPERATIVE


PAGE : 001


–

Model : 212 A

AFM1

FEB 98

FEB 97

R

5 . 03 . 01 – TAKE–OFF

� REJECTED TAKE OFF (engine flame out before V1)Immediately and simultaneously :BRAKES MAXIMUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PL both GI / REVERSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� TAKE OFF WITH ENGINE FLAME OUT BETWEEN V1 AND V2.

– At VR rotate to the safe pitch attitude.

– With a positive vertical speed. retract landing gear. use rudder and control wheel to control aircraft heading maintaining aircraft wings essentially levelled.

– Climb at V2

– At acceleration altitude :. confirm both bleeds off. accelerate up to 1.18 VSR (flaps 0). retract the flaps. continue climb at this speed selecting MCT on the PWR MGT rotary selector on expiry of RTO power limiting time.

NOTE : For take off in icing conditions– accelerate up to1.27 VSR– maintain flaps 15

CAUTION : RTO POWER IS ONLY ALLOWED FOR 10 MINUTES

� ENGINE FLAME OUT DURING INITIAL CLIMB OUT

– Proceed as above however, if the flame out occurs above V2 it isrecommended to maintain the speed reached without exceeding V2 + 10 Kt.In any case the minimum speed must be equal to V2.

03

FLYING WITH ONE ENGINEINOPERATIVE


PAGE : 001

FEB 97

Eng : –


–


AFM2

5 . 03 . 02 – APPROACH AND LANDING

BLEED both OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select normal approach and landing configurations.

NOTE : At touch down, do not reduce below FI before nose wheel is on theground.

5 . 03 . 03 – MISSED APPROACH

Apply normal missed approach procedure (3.05.02).

At acceleration altitude proceed as for a take off with engine flame out betweenV1 and V2 (5.03 p 1).

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM1

FEB 97

R

5 . 04 . 01 – FUEL

� FEED LO PRPUMP associated CONFIRM ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE associated Monitor for possible run down. . . . . . . . . . . . . . . . . . . .

� If engine runs down or if fuel quantity decreases significantlyCL FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUMP associated OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� LO LVLAVOID EXCESSIVE AIRCRAFT ATTITUDES

� FUEL LEAK

��

��

�� !�"#$��%�� &��$��

!'#$��%�� (��

�(��%��&�� (��%��)��%��(#��

�� * ��%��$��

�� $��

��(��%�� %��#$��

��+��&�� )� ��%��#$��

��

� When a leak is confirmed

LAND ASAP

� Leak from engine (excessive fuel flow or feed spray from engine)PL (ON AFFECTED ENGINE) FI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL (ON AFFECTED ENGINE) FTR THEN FUEL SO. . . . . . . . . . . . . . . PUMP ASSOCIATED OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE HANDLE (ON AFFECTED ENGINE) PULL. . . . . . . . . . . . . . . . . . . SINGLE ENG OPERATION PROCEDURE APPLY. . . . . . . . . . . . . . . .

� If excessive fuel flow was identified before engine shutdown,FUEL X FEED valve can be opened

� In all other cases,FUEL X FEED valve must remain closed

� Leak not locatedFUEL X FEED MAINTAIN CLOSED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE :FUEL X FEED valve must remain closed to prevent the leakaffecting both sides

BEFORE LANDING, NOTIFY ATC

04

SYSTEMS


PAGE : 001

FEB 97

Eng : –


–


AFM2

5 . 04 . 02 – ELECTRICAL SYSTEM

� DC GEN FAULTDC GEN affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Taxi on both engines

� If OAT exceeds ISA + 25 MAX FL 200. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� DC BUS 1 OFFDC GEN 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF CM2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • At touch down

IDLE GATE LEVER PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� DC BUS 2 OFFDC GEN 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF CM1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF1 SELECT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADC SW SET TO ADC 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •Before descent

PAX INSTRUCTIONS USE PA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Taxi on both engines

� DC EMER BUS OFFLEAVE AND AVOID ICING CONDITIONSDESCENT TOWARD FL 100 / MEASTBY PITCH TRIM USED AS REQUIRED. . . . . . . . . . . . . . . . . . . . . . . . . . ADC SW Set to ADC 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYD X FEED ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If ice accretion builds up on airframeDE–ICING MODE SEL OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� In case of engine flame outOVRD RELEASE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PROPELLERS ANTI ICING FAULT PROC APPLY. . . . . . . . . . . . . . . . HORNS ANTI ICING FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . .

• Before landingNOSE WHEEL STEERING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTI–SKID OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTI–SKID FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingDIFFERENTIAL BRAKING USE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

04

SYSTEMS


PAGE : 001

FEB 97

Eng : –


–


AFM3

� CHG FAULTCHG OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� DUAL CHG LOSSMFC modules ONE AT A TIME OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . .

� If unsuccessful LAND ASAP If conditions permit, minimize use of VHF1.

� SVCE & UTLY BUS SHEDSVC & UTLY BUS AS REQUIRED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� AC BUS 2 OFFPF CM1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� ACW GEN FAULTACW GEN affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE AND AVOID ICING CONDITIONSTaxi on both engines

� ACW BUS OFFACW GEN affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Associated AIRSPEED IND MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYD X FEED ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE AND AVOID ICING CONDITIONSTaxi on both engines

� ACW TOTAL LOSSACW GEN both OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYD X FEED CHECK OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE AND AVOID ICING CONDITIONSAffected equipment OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capt and F/O AIRSPEED IND MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN HYD PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing gear normal EXT and normal BRK LOST. . . . . . . . . . . . . . . . . . . . LDG DIST Multiply by 1.5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� Before landingL/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLUE PRESSURE CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS As required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/G GRAVITY EXTENSION PROCEDURE APPLY. . . . . . . . . . . . . .

Taxi on both engines

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM4

FEB 97

R

5 . 04 . 03 – HYDRAULIC SYSTEM

� HYD TK COMPT LO LEVELPUMP (S) associated OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : � If blue system is affected– flaps– nose wheel steering– propeller brake– spoilers

are lost.For emergency / parking brake, the brake accumulator allows at least six applications of braking force at full braking pressure.� If green system is affected

– normal braking– landing gear normal extension/retraction

are lost.

� HYD LO PR / HYD OVHTPUMP affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X FEED ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� BOTH MAIN HYD PUMPS LOSSMAIN PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : Spoilers and landing gear extension and retraction are lost.

LDG DIST Multiply by 1.5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• Before landingL/G lever DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLUE PRESSURE CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 15 AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG GEAR GRAVITY EXT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 30 AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After touch downFULL REVERSE IF NECESSARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKE HANDLE EMER AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Taxi on both engines

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM5

FEB 03

FEB 97

R

FEB 98

5 . 04 . 04 – FLIGHT CONTROLS� REDUCED FLAPS LANDING

GPWS FLAP OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STEEP SLOPE APPROACH (>4.5�) PROHIBITED. . . . . . . . . . . . . . . . . .

FLAPSLDG DISTFLAPS 30

MULTIPLY BYAPP SPD

015

2.22

1.23 VSR (0) + 5 kt + wind effect1.23 VSR (15) + wind effect

� FLAPS UNLOCKED • During TO

• Before V1TAKE OFF ABORT INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After V1VR, V2 INCREASE BY 10 KT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• During approachGA POWER APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VGA INCREASE BY 10 KT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� FLAPS ASYM FLAPS CONTROL LEVER NEAR FLAPS PRESENT POSITION. . . . . . . REDUCED FLAP LANDING PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . .

�ELEVATOR JAMMINGCONTROL COLUMNS UNCOUPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AVOID ICING CONDITIONSMAX SPEED 180 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If one elevator is stuck to full down positionMAX SPEED 154 KT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

�If left elevator is jammedMINIMUM MANEUVER OPERATING SPEED INC BY 10 KT. . . .

�If elevator jamming occurs at take offMAX SPEED TO COMPLETE THE FLIGHT 161 KT. . . . . . . . . . . .

PITCH DISCONNECT PROCEDURE APPLY. . . . . . . . . . . . . . . . . . . . . . . �PITCH TRIM INOPERATIVE

Maintain existing configuration and speed as long as possible • For approach

EXTEND FLAPS AT VFE FOR EACH CONFIGURATIONLANDING SPEED INCREASE BY 10 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING DISTANCE MULTIPLY BY 1.13. . . . . . . . . . . . . . . . . . . . . . . . . .

� STICK PUSHER / SHAKER FAULT STICK PUSHER/SHAKER OFF MINIMUM MANEUVER OPERATING SPEED INCREASE BY 10 KT. . . . LANDING DISTANCE MULTIPLY BY 1.13. . . . . . . . . . . . . . . . . . . . . . . . . . . .

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM6

FEB 03

FEB 97

R

FEB 99

� PITCH DISCONNECTAvoid icing conditionsCheck both control columns freeMAX SPEED 180 kt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX LOAD FACTOR : 2 gBANK ANGLE must be restricted to 30o until flaps extensionSTEEP SLOPE APPROACH (>4.5�) PROHIBITED. . . . . . . . . . . . . . . . . . . . . Vapp INC BY 10 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING DISTANCE MULTIPLY BY 1.13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Land at airport with minimum crosswindReduce smoothly to flare

� TLU FAULT� If both ADC are lost

� IAS above 185 ktTLU HIGH SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� IAS below 185 ktTLU LOW SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Disregard TLU fault alert� If at least one ADC operates

� IAS above 185 ktTLU HIGH SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If TLU FAULT alarm persits

MAX SPEED 180 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TLU LOW SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� IAS below 185 KTMAX SPEED 180 KT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TLU LOW SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If TLU green light is not lit

VAPP INC BY 10 KT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING DISTANCE MULTIPLY BY 1.13. . . . . . . . . . . . . . . . . . Land at airport with minimum crosswind

NOTE : Maximum demonstrated cross wind on dry runway with TLU in highspeed position : 15 kt

� AILERON JAMMINGBANK ANGLE LIMIT 25o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLUE HYD PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Land at airport with minimum crosswindSelect blue hyd pump ON before flaps extension then select it OFF as well ashyd aux pumpDo not extend flaps in turn

• After touch downBLUE HYD PUMP and HYD AUX PUMP ON. . . . . . . . . . . . . . . . . . . . .

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM7

FEB 99

FEB 97

R

R

� SPOILER JAMMINGBLUE HYD PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Land at airport with minimum crosswindSelect blue hyd pump ON before flaps extension then select it OFF as well ashyd aux pump

• After touch downBLUE HYD PUMP and HYD AUX PUMP ON. . . . . . . . . . . . . . . . . . . . .

� RUDDER JAMMINGUse differential power to minimize side slip.Land at airport with minimum crosswind.

• At touch downNOSE DOWN BEFORE REDUCTION BELOW FI

� RUDDER RELEASABLE CENTERING UNIT FAILURE� If YD is available

YD ENGAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If YD is not available

KEEP THE FEET ON THE PEDALS

� PITCH TRIM ASYMPITCH TRIM INOPERATIVE PROCEDURE APPLY. . . . . . . . . . . . . . . . . . . .

NOTE : AP automatically disengages and cannot be reengaged.

04

SYSTEMS


PAGE : 001

Eng : –


–


AFM8

FEB 97

5 . 04 . 05 – LANDING GEAR

� L/G UNSAFE INDICATION• L/G selected DOWN

– GREEN LT OFF on one panel only UNSAFE INDICATION DISREGARD. . . . . . . . . . . . . . . . . – GREEN LT OFF on both panels L/G GRAVITY EXT APPLY. . . . . . . . . . . . . . . . . . . . . . . . .

• L/G selected UP– RED LT ON on one panel only UNSAFE INDICATION DISREGARD. . . . . . . . . . . . . . . . . – RED or GREEN LT ON on both panels MAX SPEED 160 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/G DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� L/G GRAVITY EXTL/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER EXT HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� L/G RETRACTION IMPOSSIBLEL/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX SPEED 185 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� ANTI SKID FAULTLANDING DISTANCE MULTIPLY BY 1.4. . . . . . . . . . . . . . . . . . . . . . . . . . .

• At touch downUSE FULL REVERSE if necessary.USE NORM BRK with care or BRK HANDLE EMER. . . . . . . . . . . . . .

� BRK TEMP HOT• Before take off

DELAY TAKE OFF• In flight

LEAVE L/G DOWN for 1 mn after take–off for cooling except in case ofemergency.

04

SYSTEMS


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Eng : –


–


AFM9

FEB 97

5 . 04 . 06 – AIR

� BLEED VALVE FAULT / BLEED VALVE OVHTPACK VALVE affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED VALVE affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX FL 200. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoid large quick power changes at high altitude

� BLEED LEAK PACK VALVE affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED VALVE affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX FL 200. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoid large quick power changes at high altitude

CAUTION : Do not restore the system in flight

� PACK VALVE FAULT PACK VALVE affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX FL 200. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoid large quick power changes at high altitude

� DUCT OVHT TEMP SEL affected MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPT TEMP SELECTOR associated COLD. . . . . . . . . . . . . . . . . . . . . .

� EXCESS CAB ALT OXY MASKS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CREW COMMUNICATIONS ESTABLISH. . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If rapid decompression

EMERGENCY DESCENT PROCEDURE APPLY. . . . . . . . . . . . . . . . .

� AUTO PRESS FAULT CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjust manually cabin pressure

� EXCESS CAB ∆ P CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN RATE KNOB INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If unsuccessful

DESCENT TO COMPATIBLE FL INITIATE. . . . . . . . . . . . . . . . . . . . . . .

04

SYSTEMS


PAGE : 001

Eng : –


–


AFM10

FEB 97

5 . 04 . 07 – ICE AND RAIN PROTECTION

� PROP ANTI ICING FAULTPROP ANTI ICING affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE AND AVOID ICING CONDITIONS

� If propeller unbalance due to ice becomes excessiveCL (both) MOVE TO 100 OVRD for 5 mn. . . . . . . . . . . . . . . . . . . . .

� HORNS ANTI ICING FAULTLEAVE AND AVOID ICING CONDITIONS

� In icing conditions, every 5 mnFLIGHT CONTROLS associated CHECK FREEDOM OF MOVEMENT. .

� ENG DE ICING FAULTLEAVE AND AVOID ICING CONDITIONSAssociated ENGINE PARAMETERS MONITOR. . . . . . . . . . . . . . . . . . . . .

� AIRFRAME AIR BLEED FAULTLEAVE AND AVOID ICING CONDITIONSAIRFRAME AIR BLEED OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If ENG DE ICING FAULT illuminates after 10 sENG DE ICING (affected) OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRFRAME AIR BLEED ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRFRAME FAULT CHECK EXTINGUISHED. . . . . . . . . . . . . . . . .

� If ENG DE ICING FAULT does not illuminate after 10 s.MINIMUM ICING SPEED INC BY 10 kt. . . . . . . . . . . . . . . . . . . . . . LANDING DISTANCE (icing conditions) Multiply by 1.13. . . . . . . .

� AIRFRAME DE ICING FAULTAIRFRAME DE ICING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE AND AVOID ICING CONDITIONSMINIMUM ICING SPEEDS INC BY 10 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING DISTANCE (icing conditions) Multiply by 1.13. . . . . . . . . . . . . . .

� MODE SEL AUTO FAULTADC sw MOVE to other side. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If failure persistsMODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE ICING AND ANTI ICING manual mode pbs :According to current SAT SELECT. . . . . . . . . . . . . . . . . . . . . . . . . .

� DE ICING MODE SEL FAULT (Guarded Pb)OVRD SELECT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE : monitor de–icing� In case of engine flame–out, OVRD RELEASE. . . . . . . . . . . . . .

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM11 FEB 97

R

5 . 04 . 08 – MFC

� MFC 1A FAULTAFFECTED MODULE OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� MFC 1B FAULTAFFECTED MODULE OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If failure during taxi outPACK 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• Prior take offPACK 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After take offPACKS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL CLOSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE L/G DOWN for cooling for 1 mn after take off except in case of emergency.

• After landingPACK 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If failure in flight or after landing


CAUTION : Before opening any door, Packs 1 and 2 must be selected OFFand cockpit communication hatch must be open.

04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM12

FEB 97

R

� MFC 2A FAULTAFFECTED MODULE OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . . .

� If failure during taxiOVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • After take off

IDLE GATE CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• At touch downIDLE GATE MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingOVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If failure in flight or after landing• At touch down

IDLE GATE MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingOVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� MFC 2B FAULTAFFECTED MODULE OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If failure during taxiPACK 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • Prior take off

PACK 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After take offPACKS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL CLOSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEAVE L/G DOWN for cooling for 1 mn after take off except in case ofemergency.


� If failure in flight or after landing• After landing

PACK 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


04

SYSTEMS


PAGE : 001

FEB 97

Eng : –


–


AFM13

� MFC 1A + 1B FAULTAFFECTED MODULES OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROP 1 ANTI–ICING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROP ANTI–ICING FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . DE-ICING MODE SEL OVRD (AS RQD). . . . . . . . . . . . . . . . . . . . . . . . . . . PACK 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED VALVE FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADAR OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• Before landingATPCS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingOVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


� MFC 1 A+ 2 A FAULTAFFECTED MODULES OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . TLU MAN MODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . . . GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADAR OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRFRAME FAULT amber alert is lost. When AIRFRAME DE–ICING isused monitor boots inflation.AP OFF ALERT is lost. Use of AP below 1000 ft AGL is prohibited.

• Before landingL/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER EXTENSION HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . .

• At touch downIDLE GATE MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


04

SYSTEMS


PAGE : 001

FEB 97

Eng : –


–


AFM14

� MFC 1A + 2B FAULTAFFECTED MODULES OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE-ICING MODE SEL OVRD (AS RQD). . . . . . . . . . . . . . . . . . . . . . . . . . .

• Before landingFLAPS CONTROL IS LOSTREDUCED FLAP LDG PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . L/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER EXTENSION HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingPACK 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


� MFC 1B + 2A FAULTAFFECTED MODULES OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE-ICING MODE SEL OVRD (AS RQD). . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . . .

• Before landingFLAPS CONTROL IS LOSTREDUCED FLAP LDG PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . L/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER EXTENSION HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . .

CAUTION : GEAR CANNOT BE RETRACTED

• At touch downIDLE GATE MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingPACK 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


04

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PAGE : 001

FEB 97

Eng : –


–


AFM15

� MFC 2A + 2B FAULTAFFECTED MODULES OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS VENT EXHAUST MODE OVBD. . . . . . . . . . . . . . . . . . . . . . . . . PROP 2 ANTI-ICING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROP ANTI-ICING FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . DE-ICING MODE SEL OVRD (AS RQD). . . . . . . . . . . . . . . . . . . . . . . . . . . PACK 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED VALVE FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• Before landingATPCS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• At touch-downIDLE GATE MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



� MFC 1B + 2B FAULTAFFECTED MODULES OFF / RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVERHEAD PANEL MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• Before landingNOSE WHEEL STEERING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTI SKID OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTI SKID FAULT PROC APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/G LEVER DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER EXTENSION HANDLE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . .

CAUTION : GEAR CANNOT BE RETRACTED• At touch down

IDLE GATE PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIFFERENTIAL BRAKING USE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

• After landingPACK 1 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PACK 2 OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HORNS ANTI-ICING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROBES HEATING OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD VALVE FULL OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


04

SYSTEMS


PAGE : 001


–

Model : 212 A

AFM16

R

JUL 98

FEB 99

5 . 04 . 09 – AUTOPILOT

� PITCH MISTRIMAP DISCONNECT HOLDING FIRMLY THE CONTROLS. . . . . . . . . . . . . FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.

� PITCH TRIM FAILAP DISCONNECT HOLDING FIRMLY THE CONTROLS. . . . . . . . . . . . . FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.

� If any unusual situations are observed such as :• excessive lateral trim required• illumination of the AILERON MISTRIM message on the ADU• abnormal flight characteristics of the airplane

AP DISCONNECT HOLDING FIRMLY THE CONTROLS . . . . . . . . . . . . AND FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS.The autopilot may be reengaged following adjustment of the lateral trims.

5 . 04 . 10 – PROPELLER CONTROL

� PEC SGL CH light illuminated Do not reset PEC in flight No special crew action, anticipate a PEC FAULT at landing Maintenance is required

� PEC FAULT

� If in short final approach (below 400 ft RA)GO AROUND PROCEDURE APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . • Then, above 400 ft :

CL (affected) 100 OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PEC (affected) RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If successful

CL (affected) AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If unsuccessful

PEC (affected) OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoid sudden PL movementsReverse is not available on affected engine. Taxi on both engines

� Other flight phases :CL (affected) 100 OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PEC (affected) RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If successful

CL (affected) AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � If unsuccessful

PEC (affected) OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoid sudden PL movementsReverse is not available on affected engine. Taxi on both engines

04

SYSTEMS


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Model : 212 A

AFM17 FEB 97

R

R

5 . 04 . 11 – MISCELLANEOUS

� ADC FAULT ADC SW non affected side. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF non affected side. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If both ADC’s are lostTLU MAN MODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INST USE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAB PRESS MODE SEL MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG PARAMETERS MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� ADC DISAGREEMENTINSTRUMENTS CROSS CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VALID ADC SELECTED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAULTY ADC OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� ADC SW FAULTADC sw Set to opposite ADC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� AHRS FAULTATT / HDG SWITCHING affected side ON. . . . . . . . . . . . . . . . . . . . . . . . . . Compare periodically remaining AHRS outputs to STBY INST.

� FIRE LOOP FAULTLOOP affected OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� OXYGEN LO PRMAIN SUPPLY OFF then ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If oxygen LO PR light remains litMAIN SUPPLY OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oxygen portable unit Use if required. . . . . . . . . . . . . . . . . . . . . . . . . . .

� ADU FAULTAP OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

04

SYSTEMS


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Model : 212 A

AFM18

FEB 97

R

R

� EFIS COMPARISONBOTH EADI, STBY HORIZON CROSS CHECK. . . . . . . . . . . . . . . . . . . . . WRONG IDENTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AHRS non affected SELECT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WRONG AHRS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� If AHRS 1 is WRONG, pull C/B ATT/HDG AHRS 1 “NORM SPLY” and “AUX SPLY”

� If AHRS 2 is WRONG, pull C/B ATT/HDG AHRS 2 “NORM SPLY” and“AUX SPLY FLT”

00

CONTENTS

6PERFORMANCE

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Eng : –


–


AFM1

6 . 00 – CONTENTS

6 . 01 – GENERAL

INTRODUCTIONSTALL SPEEDS – VSRAIRPLANE CONFIGURATIONCROSS WINDDETERMINATION OF WIND COMPONENTSCALIBRATION SPEED AND ALTITUDE

6 . 02 – ENGINE MANAGEMENT

6 . 03 – TAKE OFF

DEFINITIONPERFORMANCE DETERMINATIONDETERMINATION OF MAXIMUM TAKE OFF WEIGHT FOR A GIVENRUNWAYPERFORMANCE CHARTSALTITUDE – SPEED – BANK ANGLE – TURN RADIUS : RELATIONSHIPS

6 . 04 – SINGLE ENGINE CRUISE

DEFINITIONEN ROUTE NET GRADIENT

6 . 05 – LANDING

DEFINITIONPERFORMANCE DETERMINATION

6 . 06 – ATMOSPHERIC ICING CONDITIONS

INTRODUCTIONFLIGHT IN ATMOSPHERIC ICING CONDITIONS

01

GENERAL

6PERFORMANCE

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AFM1

6 . 01 . 01 – INTRODUCTION

In compliance with Airworthiness regulations, an aircraft is cleared to take offfrom any airport if the weight allows it to achieve the take off, “en route” andlanding performance included in this chapter.

The curves or tables approved by Airworthiness Authority must not beextrapolated.

Performance is related to VSR (see page 2)

Wind speed is measured at the height of 10 meters.

All weight, altitude, temperature and speed limits presented on section 2 – LIMITATIONS – must be observed for the utilization of the performancecharts.

01

GENERAL

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AFM2

6 . 01 . 02 – STALL SPEEDS – VSR

01

GENERAL

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AFM3

6 . 01 .03 – AIRPLANE CONFIGURATION

The take off and landing performances has been established on a smooth, dry,hard surfaced runway.

The performances have been established in the following configuration.

Single engine operation is considered.

FLAPS AIRCOND

ENG POWER

REMARKS

TAKE OFF 15 ON / OFF TO / RTO

ATPCS ONAccelerate stop distanceestablished using only

wheel normal braking sys-tem, antiskid ON, PL at GI.

FINAL TAKE OFF 0 OFF MCT

EN ROUTE 0 OFF / ON MCT

APPROACH 15 OFF For go aroundRTO

LANDING 30 OFFLanding distances

established with antiskidON, PL at GI

6 . 01 . 04 – CROSS WIND

The maximum demonstrated cross wind is 35 kt.

01

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AFM4

6 . 01 . 05 – DETERMINATION OF WIND COMPONENTS

01

GENERAL

6PERFORMANCE

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AFM5

6 . 01 . 06 – CALIBRATION SPEED AND ALTITUDE

CRUISE

No correction to be applied on altitude.

Correction to be applied on speed : ∆ V = IAS – CAS = 2 kt

TAKE OFF – APPROACH – LANDING

The following graphs give the correction to be applied when flaps are extended.

01

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AFM6

SPEED CORRECTION (FLAPS 15)PILOT & COPILOT ADC OUTPUT

ERROR IN GROUND EFFECT∆ V = IAS – CAS

SPEED CORRECTION (FLAPS 15)STAND BY STATIC SOURCEERROR IN GROUND EFFECT

∆ V = IAS – CAS

01

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AFM7

TAKE-OFF – GO AROUND (FLAPS 15)SPEED CORRECTION

PILOT & COPILOT ADCOUTPUT ERROR∆ V = IAS – CAS

TAKE-OFF – GO AROUND (FLAPS 15)SPEED CORRECTION

STAND BY SOURCE ERROR∆ V = IAS – CAS

01

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AFM8

SEP 89

FINAL APPROACH – LANDING (FLAPS 30)SPEED CORRECTION

PILOT & COPILOT ADC OUTPUT ERROR∆ V = IAS – CAS

01

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AFM9

FINAL APPROACH – LANDING (FLAPS 30)SPEED CORRECTION

STAND BY STATIC SOURCE ERROR∆ V = IAS – CAS

01

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AFM10

TAKE-OFF – GO AROUND (FLAPS 15)ALTITUDE CORRECTION

PILOT & COPILOT OUTPUT ERROR∆ Zp = Zpi – Zp

01

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AFM11

TAKE-OFF – GO AROUND (FLAPS 15)ALTITUDE CORRECTION

STAND BY STATIC SOURCE ERROR∆ Zp = Zpi – Zp

01

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AFM12

FINAL APPROACH – LANDING (FLAPS 30)ALTITUDE CORRECTION

PILOT & COPILOT OUTPUT ERROR∆ Zp = Zpi – Zp

01

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AFM13

FINAL APPROACH – LANDING (FLAPS 30)ALTITUDE CORRECTION

STAND BY SOURCE ERROR∆ Zp = Zpi – Zp

02

ENGINE MANAGEMENT

6PERFORMANCE

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AFM1 DATE

REVISIONANTERIEURE

TAKE OFF TORQUE COMPUTED FOR VC = 50. KTSAT (oC) PROPELLER SPEED 100 %

AIRCOND

NORMALAIR

HIGHAIR PRESSURE ALTITUDE (FT)

CONDOFF

AIRCOND

ON

AIRCOND

ON –1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.

– 40.– 10.– 8.– 6.– 4.

– 63.– 27.– 24.– 22.– 19.

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.089.788.7

90.089.788.787.886.8

– 2. 0. 2. 4. 6.

– 17.– 14.– 12.– 10.– 7.

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.089.388.387.2

87.786.785.784.783.6

85.884.983.982.981.9

8. 10. 12. 14. 16.

– 5.– 2. 0. 3. 5.

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.088.9

89.988.887.786.585.2

86.285.284.183.081.7

82.681.780.779.578.4

80.979.979.077.976.7

18. 20. 22. 24. 26.

8. 10. 13. 15.

18.

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.090.088.5

90.089.688.186.585.0

87.586.084.583.081.5

83.982.581.079.678.2

80.579.177.776.375.0

77.175.874.573.271.9

75.574.272.971.770.4

28.30.32.34.36.

20. 23. 25. 28. 30.

90.090.090.090.090.0

90.090.090.090.090.0

90.090.090.088.987.1

90.088.887.185.483.7

86.985.283.681.980.3

83.481.880.278.677.0

80.078.577.075.473.9

76.775.373.872.470.9

73.672.270.869.468.0

70.569.267.966.565.2

69.167.766.465.163.8

38.40. 42. 44. 46.

33. 36. 38.

41. 43.

90.090.088.886.985.0

88.987.185.383.581.6

85.483.681.980.178.4

82.080.378.676.975.3

78.777.175.473.872.2

75.573.972.470.869.3

72.470.969.468.0

69.568.066.6

66.665.2

63.8 62.5

48.50. 52. 54. 55.

46. 48. 51. 53. 54.

83.181.279.377.576.5

79.878.076.274.473.5

76.674.973.2

73.671.9

70.6

Note : Applicable for 0 � Vc � 60 kt

02

ENGINE MANAGEMENT

6PERFORMANCE

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FEB 97

Eng : –


–


AFM2 DATE

REVISIONANTERIEURE

MAXIMUM CONTINUOUS TORQUE COMPUTED FOR VC = 120. KT

TAT (oC) PROPELLER SPEED 100 %

AIRCOND

NORMALAIR

CO

HIGHAIR

CO

PRESSURE ALTITUDE (FT)CONDOFF

AIRCOND

ON

AIRCOND

ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000. 25000.

– 43.– 40.– 37.– 33.– 29.

– 56.– 52.– 48.– 44.– 40.

– 67.– 63.– 59.– 55.– 50.

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.989.788.0

86.885.484.082.681.0

79.978.677.376.074.6

73.872.671.470.268.8

67.966.865.664.563.3

62.361.360.359.258.1

59.758.757.756.755.6

– 25.– 21.– 17.– 13.– 10.

– 36.– 32.– 28.– 24.– 20.

– 46.– 42.– 38.– 33.– 29.

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.989.788.186.5

86.184.282.781.279.7

79.277.576.174.773.3

72.971.370.068.867.5

67.365.864.763.562.3

61.960.659.558.457.3

56.855.654.653.652.6

54.453.252.351.350.4

– 5.– 2. 1. 4. 8.

– 16.– 12.– 8.– 4. 0.

– 24.– 20.– 16.– 11.– 7.

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.388.786.984.5

84.983.281.880.177.9

78.276.775.373.871.8

71.970.669.367.966.1

66.265.063.862.560.8

61.160.058.957.756.1

56.255.254.253.151.6

51.650.649.748.747.4

49.448.547.646.745.4

11. 15. 18. 22. 25.

4. 8. 12. 16.

20.

– 2. 2. 7. 12. 16.

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.990.9

90.990.990.990.988.2

89.687.986.284.481.6

82.881.279.577.975.3

76.374.873.371.969.5

70.368.967.666.264.0

64.763.462.260.958.9

59.658.457.256.154.2

55.053.952.851.8

50.649.648.6

46.445.544.6

44.543.6

29.33.37.41.44.

24. 28. 32. 36. 40.

21. 25. 29. 33. 38.

90.990.990.990.990.9

90.990.990.988.585.8

90.988.084.782.279.7

84.981.678.676.374.0

78.675.572.770.668.4

72.569.767.165.1

66.964.361.9

61.659.2

56.7

48. 52. 56. 60. 64.

44. 48. 52. 56. 60.

42. 46. 50. 54. 58.

89.586.683.782.1

83.280.577.8

77.374.8

71.7

Note : Applicable for Vc � 125 kt. Add 0.8 % for each 10 kt above 125 kt without exceeding 90.9 % torque.

02

ENGINE MANAGEMENT

6PERFORMANCE

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FEB 97

Eng : –


–


AFM3 DATE

REVISIONANTERIEURE

GO AROUND TORQUE COMPUTED FOR VC = 100. KTTAT (oC) PROPELLER SPEED 100 %

AIRCOND

NORMALAIR

HIGHAIR PRESSURE ALTITUDE (FT)

CONDOFF

AIRCOND

ON

AIRCOND

ON –1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.

– 40.– 10.– 8.– 6.– 4.

– 63.– 27.– 24.– 22.– 19.

– 71.– 35.– 32.– 30.– 27.

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0 99.8 98.7

100.0 99.9 98.8 97.8 96.7

– 2. 0. 2. 4. 6.

– 17.– 14.– 12.– 10.– 7.

– 25.– 22.– 19.– 17.– 14.

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0 99.5 98.3 97.2

97.6 96.5 95.4 94.3 93.2

95.6 94.5 93.4 92.3 91.2

8. 10. 12. 14. 16.

– 5.– 2. 0. 3. 5.

– 12.– 9.– 7.– 4.– 1.

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0 99.0

100.0 98.9 97.7 96.4 95.0

96.0 94.9 93.7 92.5 91.1

92.1 91.0 89.9 88.7 87.4

90.1 89.1 88.0 86.8 85.5

18. 20. 22. 24. 26.

8. 10. 13. 15.

18.

2. 4. 7. 10. 13.

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0100.0 98.7

100.0 99.9 98.2 96.5 94.7

97.5 95.9 94.2 92.6 90.9

93.6 92.0 90.4 88.8 87.2

89.7 88.2 86.7 85.2 83.6

86.0 84.6 83.1 81.7 80.2

84.3 82.8 81.4 79.9 78.5

28.30.32.34.36.

20. 23. 25. 28. 30.

16. 18. 21. 24. 27.

100.0100.0100.0100.0100.0

100.0100.0100.0100.0100.0

100.0100.0100.0 99.2 97.2

100.0 99.0 97.1 95.2 93.3

96.9 95.1 93.2 91.4 89.6

93.0 91.2 89.5 87.7 86.0

89.2 87.5 85.9 84.2 82.5

85.6 84.0 82.4 80.7 79.1

82.1 80.5 79.0 77.4 75.9

78.7 77.2 75.7 74.3 72.8

77.1 75.6 74.2 72.7 71.2

38.40. 42. 44. 46.

33. 36.38

41. 43.

30. 32. 35. 38. 41.

100.0 100.0 99.0 96.9 94.8

99.2 97.1 95.1 93.1 91.1

95.2 93.3 91.3 89.4 87.5

91.4 89.6 87.7 85.8 84.0

87.8 86.0 84.2 82.4 80.6

84.2 82.5 80.8 79.1 77.4

80.8 79.2 77.5 75.9 74.2

77.5 75.9 74.4 72.8

74.3 72.8 71.3

71.3 69.8

69.8 68.4

48.50. 52. 54. 56.

46. 48. 51. 53. 54.

43. 46. 49. 52. 54.

92.7 90.6 88.5 86.4 84.4

89.1 87.1 85.0 83.0 81.0

85.5 83.6 81.7 79.7

82.1 80.3 78.4

78.8 77.0

75.7

Note : Applicable for Vc � 125 ktAdd 0.8 % for each 10 kt above 125 kt without exceeding 100 % torque.

03

TAKE–OFF

6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM1

FEB 97

R

R

6 . 03 . 01 – DEFINITIONSPEEDS– VMCG : Minimum control speed on ground from which a sudden failure

of the critical engine can be controlled by use of primary flightcontrols only. The other engine being set at RTO power.

– V1 : Speed at which the pilot must make the decision followingfailure of critical engine :. either to continue take–off. or to stop the aircraft

– VR : Speed at which rotation is initiated to reach V2 at 35 ft height.– V2 : Take off safety speed reached before 35 ft height with one

engine failed and providing second segment climb gradient not less than the minimum (2.4 %).

– VLOF : Lift off speed.– VMCA : Minimum control speed in flight at which aircraft can be controlled

with 50 bank, in case of failure of the critical engine the otherbeing set at RTO power (take off flaps setting and gear retracted).

– VFTO : Speed at the end of the take off path in the en route configuration which is not less than 1.18 VSR and provides the maneuvring

capability specified by regulations.DISTANCESAVAILABLE RUNWAY LENGTH

Length of the paved runway surface, able to accept aircraft weight in allnormal operating conditions.

STOPWAYExtension of runway, occasionally used for taxiing but adequate fordeceleration of the aircraft in case of aborted take–off.

CLEARWAYClear area at the end of the runway which can be taken into account fortake–off distance calculation.

AVAILABLE ACCELERATION STOP LENGTHSum of the available runway length and the stopway (if any).

TAKE OFF DISTANCE (TOD)Distance between brakes release and 35 ft height. It has to be equal orless than the sum of available runway length and allowable clearway (ifany).

TAKE OFF RUN (TOR)Distance between brakes release point and half of the segment betweenVLOF and 35 ft height.It has to be equal to or less than the available runway length.

NOTE : – Refer to AFM section 7.03 for non dry runways speeds and distances definitions.– Wind scales are not uniform on correction curves associated to take off distances.

03

TAKE–OFF

6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM2

FEB 97

R

V1 LIMITED BY VMCG (FLAPS 15)

OUTSIDE AIR TEMPERATURE (DG.C)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM3

MINIMUM CONTROL SPEED IN FLIGHT – VMCA (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM4

TAKE OFF FLIGHT PATH IN CASE OF ENGINE FAILURE

Note : Point zero indicates the 35 ft height point on the flight path.

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM5

6 . 03 .02 – PERFORMANCE DETERMINATION

Maximum take off weight is subordinated to the following conditions– at take-off :

. maximum design weight

. first, second and final TO segments limitations

. runway limitation

. tire speed limitation

. brake energy limitation

. obstacle clearance

– single engine cruise. obstacle clearance

– at landing. approach climb limitation. runway limitation

The following conditions are never limiting :. first segment climb gradient. tire speed. VMU

The following table defines the meaning of the distances and length taken intoaccount for take off.Performance is related to T� ISA – 300CIf T < ISA – 300C, calculate as follows : T = ISA – 300C .

RUNWAY WITH THE FOLLOWING CHARACTERISTICS

without clearwaywithout stopway

without clearwaywith stopway

with clearwaywithout stopway

with clearwaywith stopway

length TOR runway length runway length

to beused

TOD runway length runway length runway length+ clearway

runway length+ clearway

to enterthe manual

ASD runway length runway length+ stopway

runway length runway length+ stopway

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM6

6 . 03 . 03 – DETERMINATION OF MAXIMUM TAKE OFF WEIGHT FOR AGIVEN RUNWAY

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

Eng : –


–


AFM7 DATE

REVISIONANTERIEUREFEB 97

6 . 03 . 04 – PERFORMANCE CHARTS

SECOND SEGMENT

MAXIMUM WEIGHT AT BRAKES RELEASETAKE OFF GRADIENT (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE : R.T.O. POWERAIR CONDITIONING OFF – ANTI /DE ICING OFF– GEAR UP

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM8

FINAL TAKE OFF (FLAPS 0)

EQUIVALENT WEIGHT AT BRAKES RELEASE

ONE ENGINE MAX. CONTINUOUS POWER – ONE PROPELLER FEATHEREDAIR CONDITIONING OFF – ANTI/DE ICING OFF – GEAR UP

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

Eng : –


–


AFM9

FEB 97

TAKE OFF RUN (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE : R. T. O. POWER AFTER CRITICALENGINE FAILURE – AIR CONDITIONING OFF – ANTI/DE ICING OFF – NO RUNWAYSLOPE – NO WIND

03

TAKE–OFF

6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM10

FEB 02

FEB 97

R

REQUIRED TAKE OFF RUN (FLAPS 15)ALL ENGINES OPERATING

TWO ENGINES AT T/O POWERAIR CONDITIONING OFF – ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

ALL ENGINES TAKE OFF RUNV2/VSR

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM11

R

TAKE OFF RUN CORRECTIONS (FLAPS 15)

TAI L NOSE

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM12

TAKE OFF DISTANCE (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT R.T.O. POWER AFTER CRITICALENGINE FAILURE – AIR CONDITIONING OFF – ANTI /DE ICING OFFNO RUNWAY SLOPE – NO WIND

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM13

REQUIRED TAKE OFF DISTANCE (FLAPS 15)ALL ENGINES OPERATING

TWO ENGINES AT T/O POWERAIR CONDITIONING OFF – ANTI /DE ICING OFF – NO RUNWAY SLOPE – NO WIND

ALL ENGINES TAKE OFF DISTANCE X 1.15V2/VSR

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM14

TAKE – OFF DISTANCE CORRECTIONS (FLAPS 15)

TAI L

03

TAKE–OFF

6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM15 FEB 97

R

ACCELERATE STOP DISTANCE (FLAPS 15)

TWO ENGINES OPERATING OR ONE ENGINE FAILEDAIR CONDITIONING OFF – ANTI /DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM16

ACCELERATE STOP DISTANCE CORRECTIONS (FLAPS 15)

TAIL NOSE

03

TAKE–OFF

6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM17

R

FEB 97

DECISION SPEED LIMITED BY MAXIMUM BRAKE ENERGY (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

Eng : –


–


AFM18

FEB 97

ROTATION SPEED – VR (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE : R.T.O. POWEREFFECT OF AIR BLEED ON VR IS NEGLIGIBLE

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM19

TAKE OFF SPEED – V2 (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE : R.T.O. POWER

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM20

OBSTACLE CLEARANCE ON T/O (EXAMPLE) see chart page 22

Initial gradient : 3 % (associated to the weight limited by the runway condition)

Obstacle : 4000 ft at 21 km of the end of the runway. 10 kt nose wind.

NOTE : The obstacle height and distance with respect to reference zero mustbe determined. In the flight manual charts reference zero is thepoint 35 ft below the end of the TOD and the flight paths showninclude the 35 ft operational clearance. Where the TOD is greater(less) than the runway length the obstacle distance from end of therunway must be decreased (increased) by the difference betweenTOD and runway length.

1. Place the obstacle (point A). In this example the TOD is initially assumedequal to runway length.

2. Replace the obstacle according to the wind (point C) drawing a parallel tothe gross height lines.

3. The path intersects the obstacle in B.

4. Determine the gradient allowing the clearance taking into account thedecrease in TOD associated to the decrease in weight.This gives point D.

5. Follow the path up to the end of the 2nd segment.

6. The point E gives the second segment gradient which determinesmaximum weight allowing clearance of the obstacle.

7. To be precise, the take–off distance corresponding to this new maximumweight must be calculated.

8. Using this distance, replace the obstacle and check that it will be cleared, ifnot restart the calculation.

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM21

OBSTACLE CLEARANCE T.O. FLIGHT PATH (CLOSE OBSTACLES)

V2 / VSR = 1.13 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM22

FEB 97

R

OBSTACLE CLEARANCE T.O. FLIGHT PATH (REMOTE OBSTACLES)

V2 / VSR = 1.13 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM23


V2 / VSR = 1.20 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM24


V2 / VSR = 1.20 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM25


V2 / VSR = 1.27 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM26


V2 / VSR = 1.27 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM27


V2 / VSR = 1.35 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM28


V2 / VSR = 1.35 (FLAPS 15)

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM29

6 . 03 . 05 – ALTITUDE – SPEED – BANK ANGLE – TURN RADIUS :

RELATIONSHIPS

03

TAKE–OFF

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM30

BANK ANGLE EFFECT ON SINGLE ENGINE CLIMB GRADIENT (FLAPS 15)

04

SINGLE ENGINE CRUISE

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM1

6 . 04 . 01 – DEFINITIONS

The “En route” gradient given in this chapter are established by decreasing theavailable gradient at each point with a margin of 1.1 %.

The single engine cruise configuration is flaps 0.The speed to be maintained is 1.18 VSR.

The operative engine is set at MCT power.

Air conditioning is ON when aircraft is above 10000 ft.Air conditioning is OFF when aircraft is below 10000 ft.

04

SINGLE ENGINE CRUISE

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM2 DATE

REVISIONANTERIEURE

6 . 04 . 02 – EN ROUTE NET GRADIENT

V / VSR = 1.18 (FLAPS 0)

ONE PROPELLER FEATHERED – ONE ENGINE : MCT POWERAIR CONDITIONING OFF BELOW 10000 ft – ANTI/DE ICING OFF

05

LANDING

6PERFORMANCE

PAGE :

FEB 97

Eng :


–


AFM1 001

6 . 05 . 01 – DEFINITION

VMCL : Minimum flight speed at which aircraft can be controlled with 50

bank in case of failure of the critical engine, the other being set atGA power (landing flaps setting, gear extended) and whichprovides rolling capability specified by regulations.

FLAPS VMCL (CAS)

3015

98 kt98 kt

6 . 05 . 02 – PERFORMANCE DETERMINATION

– Landing climb performance (two engines at GA power, landing flaps setting) isnever limiting.

– The landing distance represents the distance from the 50 ft to complete stopon a level, smooth, dry, hard surfaced runway.Antiskid is operative.Engines are at GI.

– To determine the required runway length for landing, apply national operational regulations, when relevant.

05

LANDING

6PERFORMANCE

PAGE : 001

Eng :


–


AFM2

FEB 97

Approach speedsThe approach speed is at least 1.23 VSR in the configurations : – flaps 15– flaps 30or VMCL, whichever is higher.The regulations allows to take approach speed up to 1.4 VSR.The minimum final approach speed is the speed at 50ft height taken into accountfor landing distance computation.It is equal to 1.23 VSR in the landing configuration or VMCL, whichever is higher.

05

LANDING

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM3

APPROACH CLIMB GRADIENT

APPROACH CLIMB LIMITING WEIGHT (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE : GO AROUND POWERAIR CONDITIONING OFF – ANTI/DE ICING OFF – GEAR UP

05

LANDING

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM4

LANDING DISTANCE (FLAPS 30)INCREASE BY 15% ON FORESEEN WET RUNWAY

06

ATMOSPHERIC ICING CONDITIONS

6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM1


The following sub sections provide data for flight in atmospheric icingconditions.

Refer to chapter 3.05 for definition of the minimum maneuver/operating icingspeeds.

06


6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM2

6 . 06 . 02 – FLIGHT IN ATMOSPHERIC ICING CONDITIONS

MINIMUM MANEUVER / OPERATING SPEED

FLAPS/KVSR/GEAR/PHASE00/1.40/UP/CRUISE

15/1.35//UP/APPROACH

15/1.30/UP/EN ROUTE

15/1.24/UP/GO AROUND15/1.22/UP/TAKE OFF30/1.32/DOWN/FINAL APPROACH

WEIGHT (1000 KG)

WEIGHT (1000 LB)

IAS (KT)

06


6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–


AFM3

TAKE OFF FLIGHT PATH IN CASE OF ENGINE FAILURE

Note : Point zero indicates the 35 ft height point on the flight path.

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM4

15

16

17

18

19

20

21

22

23

24

33

35

37

39

41

43

45

47

49

51

53

15

16

17

18

19

20

21

22

23

24

33

35

37

39

41

43

45

47

49

51

53

(100

0 LB

)

(100

0 LB

)

(100

0 K

G)

(100

0 K

G)

NO

RM

AL

CO

ND

ITIO

NS

AT

MO

SP

HE

RIC

ICIN

G C

ON

DIT

ION

S

R

FEB 97

TAKE OFFEFFECT ON SECOND SEGMENT WEIGHT

V2 / VSR = 1.22 (FLAPS 15)

Note : Performance decrement applies to the maximum second segmentweight computed in normal conditions with V2 = 1.22 VSR (flaps 15)

06


6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM5

FINAL TAKE-OFF

EQUIVALENT WEIGHT AT BRAKES RELEASEV / VSR = 1.27 (FLAPS 15)

ONE ENGINE MAX. CONTINUOUS POWER – ONE PROPELLER FEATHEREDAIR CONDITIONING OFF – DE ICING ON – GEAR UP

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM6

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

NO

RM

AL

CO

ND

ITIO

NS

AT

MO

SP

HE

RIC

ICIN

G C

ON

DIT

ION

S

FEB 97

R

TAKE OFFEFFECT ON TAKE OFF RUNV2 / VSR = 1.22 (FLAPS 15)

NOTE : Performance decrement applies to– Take off run length computed in normal conditions with V2 = 1.22 VSR (flaps 15).

– OR –– required take off run length computed in normal conditions with V2 = 1.22 VSR (flaps 15) whichever is higher.

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM7

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

NO

RM

AL

CO

ND

ITIO

NS

AT

MO

SP

HE

RIC

ICIN

G C

ON

DIT

ION

S

FEB 97

R

TAKE OFFEFFECT ON TAKE OFF DISTANCE

V2 / VSR = 1.22 (FLAPS 15)

NOTE : Performance decrement applies to– Take off distance length computed in normal conditions with V2 = 1.22 VSR (flaps 15).

– OR –– required take off distance length computed in normal conditions with V2 = 1.22 VSR (flaps 15) whichever is higher.

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM8

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

NO

RM

AL

CO

ND

ITIO

NS

AT

MO

SP

HE

RIC

ICIN

G C

ON

DIT

ION

S

FEB 97

R

TAKE OFFEFFECT ON ACCELERATE STOP DISTANCE

V2 / VSR = 1.22 (FLAPS 15)

NOTE : Performance decrement applies to the acceleration stop distance lengthcomputed in normal conditions withV2 = 1.22 VSR (flaps 15).

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM9

FEB 97

R

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

0

100

200

300

400

500

600

700

800

900

1000

2.0

2.4

2.8

3.2

3.6

4.0

4.4

4.8

5.2

5.6

6.0

6.4

6.8

7.2 7.6 8.0

2ND SEGMENT GRADIENT

OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

END OF GEAR

RETRACTION

GROSS HEIGHT (400FT)

0

10

20

–10

–20

REF

OBSTACLE CLEARANCE T.O. FLIGHT PATH (CLOSE OBSTACLES)V2 / VSR = 1.22 (FLAPS 15)

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM10

R

FEB 97

0 5 10 15 20 25 30 35

0

1

2

3

4

5

6

7

2.0

2.4

2.8

3.2

3.6

4.0

4.4

4.8

5.2

5.6

6.0

6.4

6.8

7.2

7.6

8.0

POINT 10MN 2ND SEGMENT

GRADIENT %

OBSTACLE DISTANCE FROM THE REFERENCE ZERO (KM)

1000

1400

1800

2200

2600

3000

3400

3800

4200

4600

5000

5400

5800

6200

6600

7000

7400

7800

0

10

20

–10

–20

REF

OBSTACLE CLEARANCE T.O. FLIGHT PATH (REMOTE OBSTACLES)V2 / VSR = 1.22 (FLAPS 15)

06


6PERFORMANCE

PAGE : 001

FEB 97

Eng : –


–

Model : 212 AMod :

AFM11

EN ROUTE NET GRADIENT

V/VSR = 1.30 (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE : MCT POWERAIR CONDITIONING : OFF BELOW 10 000 ft – DE ICING ON.

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM12

FEB 99

15

16

17

18

19

20

21

22

23

24

33

35

37

39

41

43

45

47

49

51

53

15

16

17

18

19

20

21

22

23

24

33

35

37

39

41

43

45

47

49

51

53

(100

0 LB

)

(100

0 K

G)

(100

0 LB

)

(100

0 K

G)

NO

RM

AL

CO

ND

AN

D A

/C F

RE

E O

F IC

E (

ICIN

G A

OA

OF

F)

ICIN

G C

ON

D O

R R

ES

IDU

AL

ICE

ON

A/C

(IC

ING

AO

A L

IT)

FEB 97

R

EFFECT ON Approach climb gradient weight

V / VSR = 1.24 (FLAPS 15)

NOTE : Performance decrement applies to the maximum approach climb gradientlimiting weight computed in normal conditions withV = 1.24 VSR (flaps 15).

06


6PERFORMANCE

PAGE : 001


–

Model : 212 A

AFM13

DEC 96

FEB 97

FEB 97

1500

2000

2500

3000

3500

4000

4500

5000

400

500

600

700

800

900

1000

1100

1200

1300

1400

1500

2000

2500

3000

3500

4000

4500

5000

400

500

600

700

800

900

1000

1100

1200

1300

1400

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

NO

RM

AL

CO

ND

AN

D A

/C F

RE

E O

F IC

E (

ICIN

G A

OA

OF

F)

ICIN

G C

ON

D O

R R

ES

IDU

AL

ICE

ON

A/C

(IC

ING

AO

A L

IT)

R

EFFECT ON LANDING DISTANCEV / VSR = 1.32 (FLAPS 30)

NOTE : Performance decrement applies to the landing distance computed innormal conditions.

00.00

CONTENTS

7APPENDICES & SUPPLEMENTS

PAGE : 001


--

AFM1

Model : 212 A

OCT 07

R

R

7 . 00 . 00 -- CONTENTS

7 . 01 . 00 -- APPENDICES

01 External noise02 Configuration deviation list03 CAT II operation04 TCAS05 Steep Slope Approach06 (Reserved)07 (Reserved)08 (Reserved)09 Operations on narrow runways10 Runway Slope beyond 2%11 (Reserved)12 Take off after use of fluids Type II or IV13 Cockpit Door Locking System14 (Reserved)15 Aircraft Performance Monitoring APM16 SSR Mode S Enhanced Surveillance17 ACARS18 High Latitudes Operations

7 . 02 . 00 -- SUPPLEMENTS

00 Introduction01 Dispatch with one ACW generator channel inoperative02 Dispatch with spoilers control system inoperative03 Dispatch with flaps retracted04 Dispatch with one wheel brake deactivated05 Dispatch with anti skid system inoperative06 Dispatch with autofeather system inoperative07 Dispatch with one EEC OFF08 Dispatch with one AFU inoperative09 Dispatch with one TQ indicator inoperative10 Dispatch with ATPCS OFF11 Dispatch with landing gear down12 Ferry flight with pitch elevators disconnected

7 . 03 . 00 -- ADVISORY MATERIALS

01 Non dry runways- General- Take off- Landing

01.01

APPENDIX No 01

7 APPENDICES

PAGE : 100


–

AFM1

Eng : – Model : 212 AMod : 4671

EXTERNAL NOISE

NOISE CHARACTERISTICS

No determination has been made by the DGAC that the noise procedures andlevels in this manual are, or should be, acceptable or unacceptable foroperation at, into, or out of any airport.

NOISE LEVELS

Noise levels shown here after comply with ICAO annex 16 Chapter 3 noiserequirements and were obtained by analysis of approved data from approvednoise tests.See section 2 . 02 . 01 for identification of the maximum take off and landingweights applicable to a particular airplane.

NOISE CERTIFICATION PROCEDURES

Compliance with ICAO annex 16 included the following procedures :

- An all-engine take off at flaps 15 configuration was used with a constant climbspeed equal to V2 + 10 kt with all engines operating, air conditioning OFF, andgear retracted, with cutback.

- Landing approach at flaps 30 configuration on a three degree glide slope, at aspeed of at least 1.23 VSR was used with air conditioning ON and gearextended.

CONFIGURATION

Engines : Pratt & Whitney of Canada Ltd ; PW 127FPropeller : Hamilton Standard ; HS 568F–1

CERTIFICATED NOISE LEVELS

FLYOVER AT TAKE-OFF 79.7 EPNdBSIDE LINE AT TAKE OFF 83.2 EPNdBAPPROACH 92.2 EPNdB

01.02

APPENDIX No 02

7 APPENDICES

PAGE : 001


–

Mod : –

AFM

1

Date de révisionantérieure

Eng : – Model : 212 A

CONFIGURATION DEVIATION LIST

GENERAL

The configuration deviation list belongs to chapter 2 limitations of this airplaneflight manual. Flight with certain secondary airframe missing parts is possibleas indicated in this list. Any part not included in this list must be considered asnecessary.

Repairs or replacements must be done at the first station where appropriatefacilities are available, and in any case at the main base.

The sign ( – ) in NUMBER INSTALLED or NUMBER REQUIRED FORDISPATCH columns indicates that the quantity is variable.

Letter ( m ) against an item indicates that some maintenance action isnecessary to permit flight with these parts missing. Refer to the related sectionof the Maintenance Manual for this information.

LIMITATIONS

No more than one part for any one sub-system in this appendix may be missingunless specifically designated combinations are indicated herein.Unless otherwise specified herein, parts from different sub-systems may bemissing.

When missing part introduces additional limitation (s) this limitation is indicatedin “REMARKS or CONDITIONS“ column. This limitation comes in addition tolimitations of chapter 2 of Flight Manual. It must be clearly indicated by aplacard on the captain’s instrument panel.

PERFORMANCE

Performance penalties are indicated in “REMARKS or CONDITIONS” column.Performance penalties are cumulative unless specific penalties for particularcombinations of missing parts are indicated.

These take-off, en route and landing penalties apply to the most limitingcorresponding weight.

01.02

APPENDIX No 02

7 APPENDICES

PAGE : 001

FEB 97

Eng : –


–


AFM

ATA CHAPTER 1

ITEM

2 – NUMBER INSTALLED

3 – NUMBER REQUIRED FOR DISPATCH

4 – REMARKS OR CONDITIONS

2

23 – COMMUNICATIONS

1 – Static dischargers 25 17 Provided :a) each aileron is equipped with at least

4 operative static dischargers, and

b) rudder is equipped with at least 4operative static dischargers and

c) each elevator is equipped with atleast 2 operative static dischargers

d) tail cone is equipped with at least oneoperative static discharger.

01.02

APPENDIX No 02

7 APPENDICES

PAGE : 001

FEB 97

Eng : –


–


AFM

ATA CHAPTER 1

ITEM




3

27 – FLIGHT CONTROLS

1 – Flap hinge fairing 8 6 Provided aircraft is not operated intoknown or forecast icing conditions

2 – Flap lower surface 4 3trailing edge

3 – Inner / outer flaps coupling 2 0 Provided flaps are retracted, placardedsystem and considered inoperative.

01.02

APPENDIX No 02

7 APPENDICES

PAGE : 001

FEB 97

Eng : –


–


AFM

ATA CHAPTER 1

ITEM




4

32 – LANDING GEAR

1 – Main gear door 2 1 Provided aircraft is not operated intoknown or forecast icing conditionsMaximum speed : 200 kt

1 bis – Main gear 4 2 Provided missing parts are on the foldable doors same side

2 – Nose gear forward door 2 0 Flight with gear down(refer to 7 . 02 )

3 – Nose gear aft door 2 0 Maximum speed : 200 kt

4 – Cover wheels 2 0

01.02

APPENDIX No 02

7 APPENDICES

PAGE : 001

FEB 97

Eng : –


–


AFM

ATA CHAPTER 1

ITEM




5

52 – DOORS

1 – Access door to GPU 2 0connector (DC or ACW)

2 – Access door to refueling 1 0panel

3 – Access door to hydraulic 1 0bay

4 – Access door to water 1 0service panel

5 – Access door to toilet 1 0service panel

6 – Access door to tail cone 1 0 Maximum speed : 200 ktbay

7 – Access door to air 1 0 Maximum speed : 200 ktconditioning externalconnector

8 – Access door to refueling 1 0point

9 – Jacking point covers – 0

01.02

APPENDIX No 02

7 APPENDICES

PAGE : 001

FEB 97

Eng : –


–

Mod : –

AFM

ATA CHAPTER 1

ITEM




6

Model : 212 A

61 – PROPELLER

1 – Propeller spinner 2 1 Provided aircraft is not operated intoknown or forecast icing conditions

79 – OIL

1 – Engine oil cooler flap 2 0 Provided flap is removed

01.03

APPENDIX No 03

7 APPENDICES

PAGE : 001


–

Mod : –

AFM

1



CAT II OPERATION

NOT APPLICABLE

01.04

APPENDIX No 04

7APPENDICES

PAGE : 100


--

Mod : 3832

AFM

1

FEB 97

Model : 212 A

R

FEB 99FEB 00JUL 04

TCAS

1 -- GENERALThe general information in Section 1 are applicable.

2 -- LIMITATIONSThe limitations in Section 2 are applicable with the addition of thefollowing :

1. TCAS operation is approved for use in VFR meteorological conditions(VMC) and IFR meteorological conditions (IMC).

2. The pilot must not initiate evasive maneuvers using information from thetraffic display only or from a traffic advisory (TCAS) only.These displays and advisory are intended only for assistance in visuallylocating the traffic and lack the resolution necessary for use in evasivemaneuvering.

3. Compliance with TCAS resolution advisory is required unless the pilotconsiders it unsafe to do so.However maneuvers which are in the opposite direction of the resolutionadvisory (TCAS) are extremely hazardous and are prohibited unless it isvisually determinated they are the only means to assure safe separation.

CAUTION : Once a non crossing RA has been issued the vertical speedshould be accurately adjusted to comply with the RA, in orderto avoid negating the effectivenes of a co--ordinatedmaneuvre by the intruder.

WARNING : Non compliancewith a crossingRAby oneairplanemay resultin reduced vertical seperation. Therefore, safe horizontalseparation must also be assured by visual means.

4. Evasive maneuvring should be made with the autopilot disengaged, andlimited to the minimum required to comply with the RA. The pilot mustpromptly return to the previous ATC clearancewhen the TCAS “CLEAROFCONFLICT” voice message is announced.

5. Prior to perform RA’s climb or increase climb, the crew should select theappropriate engine power setting on the power MGT rotary selector and, ifnecessary, manually adjust CL’s.

6. When a climb or increase climb RA occurs with the airplane in the landingconfiguration or in the go--around phase, a normal procedure of go--aroundshould be followed including the appropriate power increase andconfiguration changes.

01.04

APPENDIX No 04

7 APPENDICES

PAGE : 100


–

Mod : 3832

AFM

2


FEB 99

Model : 212 A

R TCAS (cont’d)

7. Because of the limited number of inputs to TCAS for determination of aircraftperformance inhibits, there are instances where inhibiting RA’s would beappropriate, however it is not possible to do so. In these cases, TCAS maycommand maneuvers which may significantly reduce stall margins or resultin stall warning. Conditions where this may occur include operations with abank angle (wings level is assumed), weight altitude and temperaturecombinations outside those noted below, leaving aircraft in landingconfiguration during climb RA on approach, engine out operations, andabnormal configurations such as landing gear not retracted or stickpusher/shaker failure.

The table below entitled “Flight envelope in which climb resolution advisorycan be accomplished without stick pusher/shaker activation” outlines theparameters used in the development of the performance inhibits. This tabledoes not consider worst turboprop flight conditions especially operationsusing minimum operating airspeeds as are sometimes required (e.g.obstacle clearance, ATC constraints). In all cases, stall warning must begiven precedence over climb RA commands.

NOTE : TCAS is viewed as a supplement to the pilot who, with the aid of theATC system, has the primary responsibility for avoiding mid–aircollisions.

WARNING : Priority must be granted to increasing airspeed when reaching stall warning even when this requires deviation from an RA command issued by the TCAS.

01.04

APPENDIX No 04

7 APPENDICES

PAGE : 100


–

Mod : 3832

AFM

3


Model : 212 A

FEB 97

AIRSPEED

R TCAS (cont’d)

FLIGHT ENVELOPE IN WHICH CLIMB RESOLUTION ADVISORY CANBE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION

FLIGHTREGIME

WEIGHTALTITUDE

TEMPPOWER FLAPS GEAR

INITIAL MIN.

Take off FAR25/JAR25Climb limit

Take off 15 Up V2 + 20 1.13 Vsr

Approach FAR25/JAR25Climb limit

Spin up to goaround power

during maneuverfrom power for level

flight

15 Up 1.51 Vsr 1.13 Vsr

LandingTransitioningto go around

at RA

FAR25/JAR25Climb limit

Spin up to goaround power

during maneuverfrom power requiredfor 30 Glide Slope

Transi-tionfrom

30 to 15

DntoUp

Vapp + 10 1.13 Vsr

En route

CriticalWt / Alt giving1.3 G to Buffet

onset

Power for levelflight

increased to MaxContinuous

Up UpLong

RangeCruise

Higher of1.13 Vsrif Definedor buffet

onset

• Temperature range up to ISA + 270

• Altitude range – En route 0 25 000 ft– Take off 0 6 000 ft– Approach and landing 0 7 000 ft

* Wings level assumed

01.04

APPENDIX No 04

7 APPENDICES

PAGE : 100

FEB 00DGACAPPROVED

–

Mod : 3832

AFM

4

Model : 212 A

TCAS (cont’d)

8. Inhibition schemes

8.1 NON ICING CONDITIONS

CONFIGURATION RA CLIMB RA INCREASE CLIMB

FLAPS 0FLAPS 15 TOFLAPS 15 ApproachFLAPS 30

AUTHORIZEDAUTHORIZEDAUTHORIZEDAUTHORIZED

AUTHORIZEDINHIBITED

AUTHORIZEDINHIBITED

8.2 ICING CONDITIONS

CONFIGURATION RA CLIMB RA INCREASE CLIMB

FLAPS 0 Z < 20000 ft Z > 20000 ftFLAPS 15 TOFLAPS 15 ApproachFLAPS 30

AUTHORIZEDINHIBITED

AUTHORIZEDAUTHORIZED

INHIBITED

INHIBITEDINHIBITEDINHIBITEDINHIBITEDINHIBITED

NOTE 1 : Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS resolution advisory.

NOTE 2 : Maneuvers based solely on information displayed on the traffic display are not authorized.

01.04

APPENDIX No 04

7 APPENDICES

PAGE : 110


–

Mod : 3832 + 5205

AFM

5

Model : 212A

TCAS (cont’d)

3 – NORMAL PROCEDURES The normal procedures in Section 3 are applicable.

4 – EMERGENCY PROCEDURES The emergency procedures in Section 4 are applicable.

5 – PROCEDURES FOLLOWING FAILURES The procedures following failures are applicable with the addition of the following :

5.1 The TCAS must be turned TA ONLY in the following cases

• Engine out operations

• Stick pusher/shaker failure

• Flight with landing gear down

5.2 The TCAS must be turned STBY in the following cases

• ATC request

• Errors or differences between independant air data sources.

6 – PERFORMANCES The performances in Section 6 are applicable.

01.05

APPENDIX No 05

7 APPENDICES

PAGE : 001


–

AFM

1

Model : 212 A

STEEP SLOPE APPROACH(APPROACH SLOPE > 4.5�)

NOT APPLICABLE

01.09

APPENDIX No 09

7 APPENDICES

PAGE : 001


–

AFM1

Model : 212 A

NOV 98

OPERATIONS ON NARROW RUNWAYS

NOT APPLICABLE

01.10

APPENDIX No 10

7APPENDICES

PAGE : 001


--

AFM

1

Model : 212 A

7 . 01 . 10 -- RUNWAY SLOPE BEYOND 2%

NOT APPLICABLE

01.12

APPENDIX No 12

7 APPENDICES

PAGE : 001 NOV 00


–

Model : 212 A

AFM

1FEB 00

R

FEB 02 FEB 01

TAKE OFF AFTER USE OF FLUIDS TYPE II OR IV

This appendix applies only to aircraft de/anti iced before take off, using fluidstype II or type IV.

These types of fluids may lead to an increase in control forces necessary torotate, and then to a modification of take off performances.

Therefore this Flight Manual must be modified in compliance with one of thefollowing two methods :

COMPLIANCE METHOD 1

See 7.01.12 page 1A–001

COMPLIANCE METHOD 2

See 7.01.12 page 1B–001

NOTE :Compliance Method 2 requires dedicated crew training

01.12

APPENDIX No 12

7 APPENDICES

PAGE : 001


–

Model : 212 A

AFM

1A

FEB 02


COMPLIANCE METHOD 1

1. GENERALThe general information in Section 1 are applicable.

2. LIMITATIONSThe limitations in Section 2 are applicable.

3. NORMAL PROCEDURESThe normal procedures in Section 3 are applicable.

4. EMERGENCY PROCEDURESThe emergency procedures in Section 4 are applicable.

5. PROCEDURES FOLLOWING FAILURESThe procedures following failures in Section 5 are applicable.

6. PERFORMANCESThe performances in Section 6 for dry runways and in Section 7.03 for non dryrunways (advisory materials) are applicable with the addition of the following for take off computations :Determine VR for the lowest available V2Assume V1 = VRIncrease TOR, TOD, ASD by 25 %

7. APPENDICES AND SUPPLEMENTSData contained in Section 7 are available with the addition of the following :For the dispatch cases :

Apply take off penalties due to the system failure,Then apply take off penalties due to the use of fluids type II or IV.

Dispatch is not authorized in the following cases :Ferry flight with pitch elevators disconnectedTake off with flaps retracted.

01.12

APPENDIX No 12

7 APPENDICES

PAGE : 001


–

Model : 212 A

AFM

1B

FEB 02


COMPLIANCE METHOD 2CREW TRAINING REQUIRED

1. GENERALThe general information in Section 1 are applicable.

2. LIMITATIONSThe limitations in Section 2 are applicable.

3. NORMAL PROCEDURESThe normal procedures in Section 3 are applicable with the addition of thefollowing :The Captain must be the pilot flying and the pre–take off briefing must includethe following take off procedure (point 5).

4. EMERGENCY PROCEDURESThe emergency procedures in Section 4 are applicable.

5. PROCEDURES FOLLOWING FAILURESThe procedures following failures in Section 5 are applicable with the additionof the following :TAKE OFF SEQUENCEIn case of difficulties to rotate, the Captain should require the non flying pilotassistance.In that case, on CPT order, PNF pulls the control column until 5� pitch attitudeis reached, then PNF releases the controls.

6. PERFORMANCESThe performances in Section 6 for dry runways and in section 7.03 for non dryrunways (advisory materials) are applicable with the addition of the following :

Increase the TOD by 70m.

7. APPENDICES AND SUPPLEMENTSData contained in Section 7 are available with the addition of the following :For the dispatch cases :

Apply take off penalties due to the system failure,Then apply the take off penalty due to the use of fluids type II or IV.

Dispatch is not authorized in the following cases :Pitch elevators disconnected, even for ferry flightTake off with flaps retracted.

APPENDIX N� 13

APPENDICESPAGE : 100


7 – 01.13

AFM

1

JUN 05

Model : 212 AMod : 5434 or 5465

FEB 03

R

JUL 04

COCKPIT DOOR SECURITY SYSTEMLIMITATIONS

Cockpit door must be checked closed and locked before taxi.Perform daily the functional test of the cockpit door locking system :

See this appendix Normal Procedure part.

NORMAL PROCEDURESDaily Check

- COCKPIT DOOR LOCKING SYSTEM SW ON. . . . . . . . . . . . . . . . . . . . . .

On the DOOR CALL PANEL

- EMER PB PUSH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Check OPEN LIGHT flashes

In the cockpit :

- Check buzzer

- Check OPEN LIGHT flashes

If correct :

In the cockpit :

- TOGGLE SW on COCKPIT DOOR CONTROL PANEL DENY. . . . . . . .

- Check buzzer stops

- Check OPEN LIGHT extinguishes

On the DOOR CALL PANEL

- Check OPEN LIGHT extinguishes and DENIED LIGHT illuminates

If correct :

- TOGGLE SW OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- COCKPIT DOOR LOCKING SYSTEM SW OFF. . . . . . . . . . . . . . . . . . . . .

- FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTSBefore Taxi

- COCKPIT DOOR LOCKING SYSTEM SW ON. . . . . . . . . . . . . . . . . . . . . . Before leaving the aircraft

- COCKPIT DOOR LOCKING SYSTEM SW OFF. . . . . . . . . . . . . . . . . . . . .

.. / ..

APPENDIX N� 13



7 – 01.13

AFM

2

JUL 04

Model : 212 AMod : 5465

COCKPIT DOOR SECURITY SYSTEM(Cont’d)

EMERGENCY PROCEDURESElectrical Power Lost

- Move the manual lock bolts to CLOSE position

- Note : when the door is locked with the manual bolts, the emergencyaccess to the cockpit is unavailable. It is recommended that at leasttwo crew members remain in the cockpit during that time.

Cockpit Door Jammed

� When cockpit exit required

- COCKPIT DOOR LOCKING SYSTEM OFF. . . . . . . . . . . . . . . . . . . . .

- Disconnect PLUG on top of the door

- Remove the safety pins from the door

- Push and remove corresponding door panel

PROCEDURES FOLLOWING FAILURESCockpit Door Control Panel FAULT LIGHT illuminates

- Move the manual lock bolts to CLOSE position

- Note : when the door is locked with the manual bolts, the emergencyaccess to the cockpit is unavailable. It is recommended that at leasttwo crew members remain in the cockpit during that time.

DC ESS BUS Lost

- Apply Cockpit Door Control Panel FAULT LIGHT illuminates procedure

- Note : Cockpit Door Control Panel FAULT LIGHT is inoperative.

PERFORMANCE NO CHANGE

APPENDIX N_ 15



7 -- 01.15

Model : 212 A

AFM

1

OCT 07

R

Aircraft Performance Monitoring -- APMThis Appendix is applicable only for aircraft fitted with mod 5567 or 8392 or 8442.

LIMITATIONSInstallation of APM does not induce any specific limitations.

NORMAL PROCEDURES

Final Cockpit Preparation

APM WEIGHT ROTARY SELECTOR SELECT MINIMUM WEIGHT. . . .APM WEIGHT ROTARY SELECTOR SELECT TAKE OFF WEIGHT. . . .

Daily Check

Press the PTT PB and check dedicated lights, master caution illuminationand single chime

In Flight, Climb, Cruise and Descent

APM LIGHTS and CAUTION MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H CRUISE SPEED LOW light illuminatedAppears in cruise only, to inform the crew that an abnormal dragincrease induces a speed decrease of more than 10 kt comparedwith the expected speed

ICING CONDITIONS and SPEED MONITOR. . . . . . . . . . . . . . . . .

.. / ..

APPENDIX N_ 15



7 -- 01.15

Model : 212 A

AFM

2

OCT 07

R

Aircraft Performance Monitoring -- APM (Cont’d)This Appendix is applicable only for aircraft fitted with mod 5567 or 8392 or 8442.

ABNORMAL PROCEDURES AND PROCEDURES FOLLOWING FAILURE

" APM FAULT light illuminatedAPM OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

"DEGRADED PERF light illuminated with CAUTION and SINGLE CHIME

Mainly appears in level flight after CRUISESPEEDLOWor in climb to informthe crew that an abnormal drag increase induces a speed decrease or a lossof rate of climb.

The most probable cause is an abnormal ice accretion :AIRFRAME DE--ICING ON CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IAS > RED BUG + 10 KT MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . .AP (if engaged) FIRMLY HOLD CONTROL WHEEL and DISENGAGE. . .

H If SEVERE ICING conditions confirmed (unexpected decrease inspeed or rate of climb, visual cues)

orH If impossibility to maintain IAS > RED BUG + 10 kt in level flight

orH If abnormal aircraft handling feeling

SEVERE ICING procedure (4--05) APPLY. . . . . . . . . . . . . . . . . . . . .

H If notSCHEDULED FLIGHT CONTINUE. . . . . . . . . . . . . . . . . . . . . . . . . . . .ICING CONDITIONS and SPEED MONITOR. . . . . . . . . . . . . . . . . . .

" INCREASE SPEED light illuminated flashing with CAUTION andSINGLE CHIME

Appears after DEGRADED PERF to inform the crew that the drag isabnormally high and IAS is lower than RED BUG + 10 KT.

H If abnormal conditions confirmedIMMEDIATELY PUSH THE STICK TO INCREASE SPEED

TO RECOVER MINIMUM IAS = RED BUG + 10 KTSEVERE ICING procedure (4--05) APPLY. . . . . . . . . . . . . . . . . . . . .

APPENDIX N_ 16



7 -- 01.16

Model : 212 A

AFM

1

JUN 07

SSR Mode S Enhanced SurveillanceThis Appendix is applicable only for aircraft fitted with

mod 5570 (GNSS) or mod 8431 (KLN90B).

LIMITATIONSThe installed Mode S system satisfies the data requirements of ICAO Doc7030/4, Regional Supplementary Procedures for SSR Mode S EnhancedSurveillance in designated European airspace. The capability to transmit dataparameters is shown in column 2 :

Parameter Available/Not available

Magnetic Heading

Indicated Airspeed

Available

Mach No Available

Vertical Rate Available

Roll Angle Available

True Air Speed Available

True Track Angle Available only on aircraft fittedwih GNSS or GPS KLN90B

Groundspeed Available only on aircraft fittedwih GNSS or GPS KLN90B

Selected Altitude Available

Barometric Pressure Setting Available

To be inserted in the flight manual and record sheet amended accordingly

APPENDIX N_ 17



7 -- 01.17

Model : 212 A

AFM

1

JUN 07

ACARSMod 5506 not installed

APPENDIX N_ 18



7 -- 01.18

Model : 212 A

AFM

1

OCT 07

HIGH LATITUDES OPERATIONS

CONDITIONSAnomalous heading errors may occur on aircraft equipped with the HoneywellAH--600AHRSduringhigh latitudeoperations, where the earth’smagnetic lines offorce have inclinations of greater than 75 degrees.

PROCEDURES

--Take special care to keep the slip indicator centered in order tominimize headingerrors.--Crosscheck AHRS heading information with that of standby compass.

02.00

INTRODUCTION

7 SUPPLEMENTS

PAGE : 001


–

AFM

1

Model : 212 A

NOV 00

JUN 05

FEB 01

R


Following sections cover AFM amendments associated with MMEL dispatch.

No combination of the hereafter considered cases is allowed for dispatch :

01 Dispatch with one ACW generator channel inoperative

02 Dispatch with spoilers control system inoperative

03 Dispatch with flaps retracted

04 Dispatch with one wheel brake deactivated

05 Dispatch with anti skid system inoperative

06 Dispatch with autofeather system inoperative

07 Dispatch with one EEC OFF

08 Dispatch with one AFU inoperative

09 Dispatch with one TQ indicator inoperative

10 Dispatch with ATPCS OFF

11 Dispatch with landing gear down

12 Ferry flight with pitch elevators disconnected

02.01

SUPPLEMENT No 01

7 SUPPLEMENTS

PAGE : 001


–

AFM

1


Model : 212 A

NOV 00

FEB 97

R

FEB 01

7 . 02 . 01 – DISPATCH WITH ONE ACW GENERATOR CHANNELINOPERATIVE

LIMITATIONS

Not allowed for operation from / to contaminated runway.

NORMAL PROCEDURES

Avoid icing conditions

Taxi on both engines

EMERGENCY PROCEDURES

No change

PROCEDURES FOLLOWING FAILURE

� REJECTED TAKE OFF (ENGINE FAILURE BEFORE V1)BRAKES EMER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

� TAKE OFF WITH ENGINE FAILURE AFTER V1

CAUTION :Landing gear will not retract if the engine failed was driving the nonaffected ACW GEN.

PERFORMANCE

� TAKE OFF

� Check EMER BRAKING effect on ASD

� Check GEAR DOWN effect on 2nd segment climb (also valid for approachclimb)

� Check GEAR DOWN effect on final take off climb

� SINGLE ENGINE CEILING

� Apply a weight penalty (same as for final take off computation)

02.01

SUPPLEMENT No 01

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

2



EMERGENCY BRAKINGEFFECT ON ACCELERATE STOP DISTANCE

02.01

SUPPLEMENT No 01

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

3



EFFECT OF GEAR DOWN ON 2ND SEGMENT CLIMBAND APPROACH CLIMB

02.01

SUPPLEMENT No 01

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

4



EFFECT OF GEAR DOWN ON FINAL TAKE OFF CLIMB AND

WEIGHT PENALTY ON SINGLE ENGINE CEILING COMPUTATION

02.02

SUPPLEMENT No 02

7 SUPPLEMENTS

PAGE : 001


–

AFM

1


Model : 212 A

FEB 97

R

DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE

LIMITATIONS

Maximum demonstrated crosswind on dry runway is :20 kt for take off and landing

NORMAL PROCEDURES

Take off with fuel unbalance must be avoided


No change


No change

PERFORMANCE

Increase VMCA by 1 kt.

VMCL FLAPS 30 is 106 kt

02.03

SUPPLEMENT No 03

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

1



DISPATCH WITH FLAPS RETRACTED

NOT APPLICABLE

02.04

SUPPLEMENT No 04

7 SUPPLEMENTS

PAGE : 001


–

AFM

1

Model : 212 A

FEB 97

R DISPATCH WITH ONE WHEEL BRAKE DEACTIVATED

LIMITATIONS

Not allowed for operation from / to contaminated runway.

NORMAL PROCEDURES

No change


No change


No change

PERFORMANCE

� TAKE OFF

• Multiply ASD by 1.1

• Check V1 < 0.8 V1 max brake energy.

� LANDING

• Multiply LDG DIST by 1.1

02.05

SUPPLEMENT No 05

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

1



DISPATCH WITH ANTI SKID SYSTEM INOPERATIVE

LIMITATIONS

Not allowed for operation from / to contaminated runway

NORMAL PROCEDURES

No change


No change


No change

PERFORMANCE

� TAKE OFF

• Check ANTI SKID OFF effect on ASD

� LANDING

• Multiply LDG DIST by 1.4

02.05

SUPPLEMENT No 05

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

2



ANTI SKID SYSTEM INOPERATIVE

ANTI SKID OFF EFFECT ON ACCELERATE STOP DISTANCE (FLAPS 15)

02.06

SUPPLEMENT No 06

7 SUPPLEMENTS

PAGE : 001

NOV 00DGACAPPROVED FOR FAA

–

AFM

1


Model : 212 A

FEB 97

R

FEB 01

DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE :

Uptrim and AFU are considered operative. If not, refer to the connectedprocedure.

LIMITATIONS

No change

NORMAL PROCEDURES

No change


No change

PERFORMANCE

� TAKE OFF

� Increase V1 limited by VMCG by 5 kt.

� Increase VR by 2 kt.

� Increase VMCA by 3 kt. Check VR and V2

� Check effect on TOR

� Check effect on TOD

� Check effect on 2nd segment climb.

NOTE :In case of engine failure after V1 do not reduce PLs below 450 of PLA beforefeathering

� APPROACH

� Increase VMCL by 3 kt

02.06

SUPPLEMENT No 06

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

2



AUTOFEATHER INOPERATIVE EFFECT ON TAKE OFF RUN

02.06

SUPPLEMENT No 06

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

3



AUTOFEATHER INOPERATIVE EFFECT ON TAKE OFF DISTANCE

02.06

SUPPLEMENT No 06

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

4



AUTOFEATHER INOPERATIVE EFFECT ON 2nd SEGMENT

02.07

SUPPLEMENT No 07

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

1



DISPATCH WITH ONE EEC OFFLIMITATIONSNo changeNORMAL PROCEDURESCAUTION :Set MAN IGN to ON during the flight if the following cases are

encountered :– Icing conditions– Engine(s) flame out– Emer descent– Severe turbulence– Heavy rain

� ON GROUND :• For taxi and prolonged ground operations near idle feather the

affected engine to avoid prolonged use within prohibited range.• Keep operative EEC selected ON for taxi

NOTE :If taxi is supposed to be performed with significant tailwind component,affected engine will be started up at the end of taxi prior to take off.

� TAKE OFF :• Take off must be performed with BLEED VALVES OFF and ATPCS

OFF• In case of atmospheric or ground icing conditions

MAN IGN ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • Increase V1 limited by VMCG by 5 kt.• Increase VR by 2 kt• Increase VMCA by 3 kt. Check VR and V2• Check EEC OFF and ATPCS OFF effect on performances• Engine with operative EEC must be set to RTO power by pushing PL

up to the ramp.• Engine with inoperative EEC must be set to RTO power (� 2 %) by

adjusting PL• Release the brakes when both torques reach 40 %

NOTE :If acceleration stop has to be performed, EMER BRAKE must be usedand a one second stop must be observed at FI before setting PLs below.

� CLIMB SEQUENCE :• Reduce both torques by 10 % average• PWR MGT CLIMB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • BLEED VALVES ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • Set both PLs as to reach ENGINE TQ (automatic bug)

NOTE :In case of engine failure after V1 :– do not reduce PL below 45o of PLA before feathering– readjust RTO power upon reaching acceleration height.

� APPROACH : INCREASE VMCL BY 3 KT� FINAL APPROACH

• CL’s both 100 OVRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02.07

SUPPLEMENT No 07

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

2



ONE EEC OFFEFFECT ON TAKE OFF RUN

02.07

SUPPLEMENT No 07

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

3



ONE EEC OFFEFFECT ON TAKE OFF DISTANCE

02.07

SUPPLEMENT No 07

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

4



ONE EEC OFFEFFECT ON ACCELERATE STOP DISTANCE

02.07

SUPPLEMENT No 07

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

5



ONE EEC OFFEFFECT ON 2nd SEGMENT

02.08

SUPPLEMENT No 08

7 SUPPLEMENTS

PAGE : 001

NOV 00


–

AFM

1


Model : 212 A

FEB 97

R

FEB 01

DISPATCH WITH ONE AFU INOPERATIVE

CAUTION : A maintenance procedure is required. Refer to MMEL 1–77 page 1item 001.

Apply dispatch with ATPCS OFF procedure (supplement no10)

02.09

SUPPLEMENT No 09

7 SUPPLEMENTS

PAGE : 001


–

AFM

1


Model : 212 A

FEB 97

R

DISPATCH WITH ONE TQ INDICATOR INOPERATIVE

NOT APPLICABLE

02.10

SUPPLEMENT No 10

7 SUPPLEMENTS

PAGE : 001

NOV 00


–

AFM

1

Model : 212 A

FEB 97

R

JUL 04

FEB 01

DISPATCH WITH ATPCS OFF

AFU must be checked operative prior take off. If not, refer to theconnected procedure.

LIMITATIONS

No change

NORMAL PROCEDURES

�TAKE OFF :

- Select ATPCS OFF and BLEED VALVES OFF

- Increase V1 limited by VMCG by 5 kt.

- Increase VR by 2 kt

- Increase VMCA by 3 kt. Check VR and V2

- Check ATPCS inoperative effect on TOR, TOD and 2nd segment

- Apply RTO power by pushing both PLs up to the ramp

- After take off set both PLs into the notches, then CLIMB SEQUENCE

- BLEED VALVES ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE :In case of engine failure after V1 do not reduce PL below 450 of PLAbefore feathering

�APPROACH :

- Increase VMCL by 3 kt

02.10

SUPPLEMENT No 10

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

2



ATPCS OFFEFFECT ON TAKE OFF RUN

02.10

SUPPLEMENT No 10

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

3



ATPCS OFFEFFECT ON TAKE OFF DISTANCE

02.10

SUPPLEMENT No 10

7 SUPPLEMENTS

PAGE : 001


–

AFM

4

Model : 212 A

FEB 97

R

ATPCS OFFEFFECT ON 2nd SEGMENT

02.11

SUPPLEMENT No 11

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

1



FLIGHT WITH LANDING GEAR DOWN

LIMITATIONS• Not allowed for :

- extended overwater flighttake–off from contaminated runway with OAT below 5OC (41OF)- flight in icing conditions

• Maximum speed : 160 kt

NORMAL PROCEDURES

�TAKE–OFFDo not select TO INHI before take–off


�DESCENT IN CASE OF EMERGENCY SPEED 185 kt. . . . . . . . . . (or less if structural damage is suspected)


No change

PERFORMANCE

�TAKE–OFF• Check GEAR DOWN effect on 2nd segment climb• Check GEAR DOWN effect on final take–off climb

�SINGLE ENGINE CEILING• Apply a weight penalty (same as for final take–off computation)

�LANDING• Check GEAR DOWN effect on approach climb

(same than for 2nd segment computation).

02.11

SUPPLEMENT No 11

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

2



EFFECT OF GEAR DOWN ON 2nd SEGMENT CLIMBAND APPROACH CLIMB

02.11

SUPPLEMENT No 11

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

3



EFFECT OF GEAR DOWN ON FINAL TAKE OFFWEIGHT PENALTY ON SINGLE ENGINE CEILING COMPUTATION

02.12

SUPPLEMENT No 12

7 SUPPLEMENTS

PAGE : 001


–

Mod : –

AFM

1



FERRY FLIGHT WITH PITCH ELEVATORSDISCONNECTED

- For ONE FLIGHT WITHOUT PAX

- No operation into known or forecast icing conditions

- Check both control columns free

- Check CG is between 25 % and 32 %

- Max take–off weight : 18 T (39600 lb)

- Max crosswind at landing : 15 kt

- Performance computed with V2 = 1.21 VSR

- Max load factor : 2 g

- Max speed : 180 kt

For approach and landing

- Refer to FCOM 2.02.06 and AFM 5.04

03.01

ADVISORY MATERIAL No 1

7 ADVISORY MATERIALS

PAGE : 001


–

AFM

1


Model : 212 A

R

FEB 97

FEB 98NON DRY RUNWAYSGENERAL

This information has been prepared by the manufacturer and approved by theAuthority in the form of guidance material, to assist operators in developingsuitable guidance, recommandations or instructions for use by their flightcrews when operating on wet/contaminated runway surface conditions.Unless otherwise stated, this information does not in any way replace or amendthe operating limitations and performance information listed in other parts ofthis approved aeroplane flight manual.

A non dry runway may be :

- wet : well soaked but without significant areas of standing water.

NOTE : a runway is considered well soaked when there is sufficientmoisture on the runway surface to cause it to appear reflective.

- contaminated, if more than 25 % of the required area are covered by thecontaminant.

A runway may be contaminated by :

- standing water : depth higher than 3 mm (1/8 in)

- slush or loose snow, equivalent to more than 3 mm (1/8 in) of water.

- compacted snow

- ice

03.01



PAGE : 001

FEB 99DGACAPPROVED

–

AFM

1A


Model : 212 A

TAKE OFF

Slush and water have the same impact on aircraft performances

Loose snow is considered as slush. To determine the equivalent slush depth,multiply the loose snow depth by the actual loose snow density divided by 0.8.

Five cases have been considered :- wet- water 6.3 mn (1/4 in) applicable for depths between 3 and 6.3 mm of water or

less than 6.3 mm of slush or equivalent depth of loose snow- water 12.7 mm (1/2 in) applicable for depths between 6.3 and 12.7 mm of

water or slush or equivalent depth of loose snow- compacted snow- ice

The performance determination philosophy remains the same than in 6 . 03 . 02.Refer to 7.03.01 page 2 for V1 limited by VMCG data.For each runway condition are provided :

- take off run- take off distance (between brakes release and 15 ft height with one engine

inoperative).

NOTE : If 35 ft is required at the end of TOD :– apply TOR, TOD calculated on a dry runway for wet, compacted

snow and ice runways,– apply TOR, TOD corrections given pages 26 A and 26 B to the 15 ft

computation, for water covered runways.- accelerate stop distance. They are basically computed with the use of both

reversers. Additional pages are provided to supply data in case of no reverserand are to be used for flight preparation.Since the effect of asymmetrical reverse thrust is not predictable with asufficient accuracy on contaminated runways, it is therefore notrecommended to use single engine reverse thrust for accelerate stop.

- VR (for contaminated runway only – No change for wet runway).

These data are provided for atmospheric non icing conditions. In case ofatmospheric icing conditions, refer to 6.06 to combine both effects (runwayconditions + atmospheric icing conditions)

NOTE 1 :Wind and slope corrections are the same as for dry runways.

NOTE 2 :Operation on a wet or contaminated runway at a weight in excess of thatpermitted on an equivalent dry runway is not allowed.

03.01



PAGE : 001


–

AFM

2


Model : 212 A

FEB 97

RV1 LIMITED BY VMCG (FLAPS 15)

Refer to chapter 6.03 :

V1 limited by VMCG on DRY RUNWAYS

03.01



PAGE : 001


–

Model : 212 A

AFM3 DATE

REVISIONANTERIEURE

FEB 97

R

–40

–30

–20

–10

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5

AIRPORT PRESS ALT(X1000FT)V210–568F–ACD95–TOR––2W1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

TOR

WET RUNWAYTAKE OFF RUN (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O./R.T.O POWER – AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM4 DATE

REVISIONANTERIEURE

FEB 97

–40

–30

–20

–10

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5

AIRPORT PRESS ALT(X1000FT)

V210–568F–ACD95–TOD––2W1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

TOD

R

WET RUNWAYTAKE OFF DISTANCE (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O./R.T.O POWER – AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM5 DATE

REVISIONANTERIEURE

FEB 97

R

–40

–30

–20

–10

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–ASD––2W0WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

ASD

WET RUNWAYACCELERATE STOP DISTANCE (FLAPS 15)

TWO ENGINES OPERATING OR ONE ENGINE FAILED – AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

AFM

6


Model : 212 A

FEB 97

R

FEB 98

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

AC

TU

AL

DIS

TAN

CE

DIS

TAN

CE

WIT

HO

UT

RE

VE

RS

ER

WET RUNWAYACCELERATE STOP DISTANCE CORRECTIONS (FLAPS 15)

03.01



PAGE : 001


–

Model : 212 A

AFM7 DATE

REVISIONANTERIEURE

FEB 97

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOR––2I1WCJ1K2 WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

500

1000

1500

2000

2500

3000

3500

(M)

TOR

R

WATER COVERED RUNWAY : 6.3 mm (1/4 in)TAKE OFF RUN (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O/R.T.O POWERAIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM8 DATE

REVISIONANTERIEURE

FEB 97

R

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOD––2I1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

500

1000

1500

2000

2500

3000

3500

(M)

TOD

WATER COVERED RUNWAY : 6.3 mm : (1/4 in)TAKE OFF DISTANCE (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O/R.T.O. POWER –AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM9 DATE

REVISIONANTERIEURE

FEB 97

R

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–ASD––2I0WCJ1K2 WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

500

1000

1500

2000

2500

3000

3500

(M)

ASD

WATER COVERED RUNWAY : 6.3 mm : (1/4 in)ACCELERATE STOP DISTANCE (FLAPS 15)

TWO ENGINES OPERATING OR ONE ENGINE FAILED – AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

AFM

10


Model : 212 A

FEB 97

R

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

TH

EO

RE

TIC

AL

DIS

TAN

CE

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RS

ER

FEB 98WATER COVERED RUNWAY : 6.3 mm : (1/4 in)


03.01



PAGE : 001


–

Model : 212 A

AFM11 DATE

REVISIONANTERIEURE

FEB 97

R

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–VR–––2I1WCK2RS WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

1.15 1.25 1.35

V2/VSR

REF

–2 –1 0 1 2

DOWN UP

RUNWAY SLOPE (%)

REF

70

80

90

100

110

120

130

140

70

80

90

100

110

120

130

140

(KT)

CAS IAS

WATER COVERED RUNWAY : 6.3 mm (1/4 in)ROTATION SPEED VR (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT R.T.O POWERAIR CONDITIONING OFF– ANTI/DE ICiNG OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM12 DATE

REVISIONANTERIEURE

FEB 97

R

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5

AIRPORT PRESS ALT(X1000FT) V210–568F–ACD95–TOR––2J1WCJ1K2WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

500

1000

1500

2000

2500

3000

3500

(M)

TOR

WATER COVERED RUNWAY : 12.7 mm (1/2 in)TAKE OFF RUN (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O/R.T.O POWERAIR CONDITIONING OFF– ANTI/DE ICiNG OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM13 DATE

REVISIONANTERIEURE

FEB 97

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOD––2J1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

500

1000

1500

2000

2500

3000

3500

(M)

TOD

R

WATER COVERED RUNWAY : 12.7 mm (1/2 in)TAKE OFF DISTANCE (FLAPS 15)


03.01



PAGE : 001


–

Model : 212 A

AFM14 DATE

REVISIONANTERIEURE

FEB 97

R

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–ASD––2J0WCJ1K2 WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

500

1000

1500

2000

2500

3000

3500

(M)

ASD

FEB 99WATER COVERED RUNWAY : 12.7 mm (1/2 in)

ACCELERATE STOP DISTANCE (FLAPS 15) TWO ENGINES OPERATING OR ONE ENGINE FAILED – AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

AFM

15


Model : 212 A

FEB 97

R

FEB 98

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

TH

EO

RE

TIC

AL

DIS

TAN

CE

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RS

ER

WATER COVERED RUNWAY : 12.7 mm : (1/2 in)


03.01



PAGE : 001


–

Model : 212 A

AFM16 DATE

REVISIONANTERIEURE

FEB 97

R

0

10

20

30

40

50

60

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–VR–––2J1WCK2RS WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

1.15 1.25 1.35

V2/VSR

REF

–2 –1 0 1 2

DOWN UP

RUNWAY SLOPE (%)

REF

70

80

90

100

110

120

130

140

70

80

90

100

110

120

130

140

(KT)

CAS IAS

WATER COVERED RUNWAY : 12.7 mm (1/2 in)ROTATION SPEED VR (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT R.T.O POWERAIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM17 DATE

REVISIONANTERIEURE

FEB 97

R

COMPACT SNOW COVERED RUNWAYTAKE OFF RUN (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O/R.T.O POWER –AIR CONDITIONING OFF– ANTI/DE ICiNG OFF – NO RUNWAY SLOPE – NO WIND

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOR––2S1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

TOR

03.01



PAGE : 001


–

Model : 212 A

AFM18 DATE

REVISIONANTERIEURE

FEB 97

R

COMPACT SNOW COVERED RUNWAYTAKE OFF DISTANCE (FLAPS 15)


–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOD––2S1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

TOD

03.01



PAGE : 001


–

Model : 212 A

AFM19 DATE

REVISIONANTERIEURE

FEB 97

R

FEB 99COMPACT SNOW COVERED RUNWAY

ACCELERATE STOP DISTANCE (FLAPS 15) TWO ENGINES OPERATING OR ONE ENGINE FAILED – AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–ASD––2S0WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

ASD

03.01



PAGE : 001


–

AFM

20


Model : 212 A

FEB 97

R

FEB 98

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500(F

T)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

(FT

)

TH

EO

RE

TIC

AL

DIS

TAN

CE

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RS

ER

COMPACT SNOW COVERED RUNWAYACCELERATE STOP DISTANCE CORRECTIONS (FLAPS 15)

03.01



PAGE : 001


–

Model : 212 A

AFM21 DATE

REVISIONANTERIEURE

FEB 97

R

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–VR–––2S1WCK2RSWEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

1.15 1.25 1.35

V2/VSR

REF

–2 –1 0 1 2

DOWN UP

RUNWAY SLOPE (%)

REF

70

80

90

100

110

120

130

140

70

80

90

100

110

120

130

140

(KT)

CAS IAS

COMPACT SNOW COVERED RUNWAYROTATION SPEED – VR (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT R.T.O. POWER –AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001


–

Model : 212 A

AFM22 DATE

REVISIONANTERIEURE

FEB 97

R

ICE COVERED RUNWAYTAKE OFF RUN (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O/R.T.O POWER –AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOR––2G1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

TOR

03.01



PAGE : 001


–

Model : 212 A

AFM23 DATE

REVISIONANTERIEURE

FEB 97

R

ICE COVERED RUNWAYTAKE OFF DISTANCE (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT T.O/R.T.O POWER –AIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–TOD––2G1WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

TOD

03.01



PAGE : 001


–

Model : 212 A

AFM24 DATE

REVISIONANTERIEURE

FEB 97

R

ICE COVERED RUNWAYACCELERATE STOP DISTANCE (FLAPS 15)

TWO ENGINES OPERATING OR ONE ENGINE FAILED – AIR CONDITIONING OFF–ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–ASD––2G0WCJ1K2

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

0.8 0.9 1

V1/VR

REF

1.15 1.25 1.35

V2/VSR

REF

2000

4000

6000

8000

10000

12000

(FT)

0

500

1000

1500

2000

2500

3000

3500

(M)

ASD

03.01



PAGE : 001


–

AFM

25


Model : 212 A

FEB 97

R

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

2000

4000

6000

8000

10000

12000

500

1000

1500

2000

2500

3000

3500

(FT

)

(ME

TE

RS

)

(ME

TE

RS

)

(FT

)

TH

EO

RE

TIC

AL

DIS

TAN

CE

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RS

ER

FEB 98ICE COVERED RUNWAY


03.01



PAGE : 001


–

Model : 212 A

AFM26 DATE

REVISIONANTERIEURE

FEB 97

R

–40

–30

–20

–10

0

–1

0

1

2

3

4

5

6

7

8

8.5


V210–568F–ACD95–VR–––2G1WCK2RS

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

28 30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

1.15 1.25 1.35

V2/VSR

REF

–2 –1 0 1 2

DOWN UP

RUNWAY SLOPE (%)

REF

70

80

90

100

110

120

130

140

70

80

90

100

110

120

130

140

(KT)

CAS IAS

ICE COVERED RUNWAYROTATION SPEED – VR (FLAPS 15)

ONE PROPELLER FEATHERED – ONE ENGINE AT R.T.O POWERAIR CONDITIONING OFF– ANTI/DE ICING OFF – NO RUNWAY SLOPE – NO WIND

03.01



PAGE : 001

FEB 99DGACAPPROVED

–

Model : 212 A

AFM26A DATE

REVISIONANTERIEURE

2000

4000

6000

8000

10000

12000

14000

250

750

1250

1750

2250

2750

3250

3750

2000

4000

6000

8000

10000

12000

14000

250

750

1250

1750

2250

2750

3250

3750

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

15 F

EE

T H

EIG

HT

35 F

EE

T H

EIG

HT

TAKE OFF RUN CORRECTIONS (FLAPS 15)

WATER COVERED RUNWAY : 6.3 or 12.7 mm (1/4 or 1/2 inch)

03.01



PAGE : 001

FEB 99DGACAPPROVED

–

Model : 212 A

AFM26B DATE

REVISIONANTERIEURE

2000

4000

6000

8000

10000

12000

14000

250

750

1250

1750

2250

2750

3250

3750

2000

4000

6000

8000

10000

12000

14000

250

750

1250

1750

2250

2750

3250

3750

(FT

)

(ME

TE

RS

)

(FT

)

(ME

TE

RS

)

15 F

EE

T H

EIG

HT

35 F

EE

T H

EIG

HT

TAKE OFF DISTANCE CORRECTIONS (FLAPS 15)

WATER COVERED RUNWAY : 6.3 or 12.7 mm (1/4 or 1/2 inch)

03.01



PAGE : 001


–

AFM

27


Model : 212 A

FEB 97

R

FEB 99

LANDING

Three cases of contaminated runways have been considered :- water : applicable for depths between 3 mm (1/8 in) and 12.7 mm (1/2 in)

of water, or less than 12.7 mm (1/2 in) of slush or equivalent depth ofloose snow.

- compacted snow- ice

The landing distance is computed with and without the use of reversers.

Since the effect of asymmetrical reverse thrust is not predictable with asufficient accuracy on contaminated runways, it is therefore not recommendedto use single engine reverse thrust. The actual landing distances withoutreversers, only, are to be used for flight preparation.

The following data are provided for atmospheric non icing conditions.

In case of atmospheric icing conditions, refer to 6.06 to combine both effects(runway conditions + atmospheric icing conditions).

03.01



PAGE : 001


–

Model : 212 A

AFM28 DATE

REVISIONANTERIEURE

FEB 97FEB 98

R

FEB 99

V210–568F–ACD95–LD–––AJCWCI2WR

0 10 20 30 40 50

–1

1

3

5

6.5

7

8.5


OAT (DG.C)

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

30 32 34 36 38 40 42 44 46 48 50 (1000 LB)

REF

–10

TAIL

0 20 40

NOSE

WIND(KT)

2000

3000

4000

5000

6000

(FT)

400

600

800

1000

1200

1400

1600

1800(M)

LDG

TH

EO

RE

TIC

AL

DIS

TAN

CE

WIT

H T

WO

RE

VE

RSE

RS

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RSE

R

OPERATION ON WATER COVERED RUNWAY VALID UP TO 1/2 INCH DEPTH

LANDING DISTANCE (FLAPS 30)

03.01



PAGE : 001


–

Mod : –

AFM

29



OPERATION ON WATER COVERED RUNWAY VALID UP TO 1/2 INCH.

LANDING DISTANCE CORRECTIONS

03.01



PAGE : 001

FEB 97DGACAPPROVED

–

Mod : –

AFM

30



LEFT INTENTIONALLY BLANK

03.01



PAGE : 001


–

Model : 212 A

AFM31 DATE

REVISIONANTERIEURE

FEB 97

R

FEB 98FEB 99

V210–568F–ACD95–LD–––ASCWCI2WR

–1000 1000 3000 5000 7000

AIRPORT PRESSURE ALTITUDE(FT)

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

29 31 33 35 37 39 41 43 45 47 49 (1000 LB)

REF

–10

TAIL

0 20 40

NOSE

WIND(KT)

2000

3000

4000

5000

6000

(FT)

400

600

800

1000

1200

1400

1600

1800(M)

LDG

TH

EO

RE

TIC

AL

DIS

TAN

CE

WIT

H T

WO

RE

VE

RSE

RS

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RSE

R

OPERATION ON RUNWAY COVERED WITH COMPACT SNOW LANDING DISTANCE (FLAPS 30)

03.01



PAGE : 001


–

Mod : –

AFM

32



OPERATION ON RUNWAY COVERED WITH COMPACT SNOWLANDING DISTANCE CORRECTION

03.01



PAGE : 001

FEB 97DGACAPPROVED

–

Mod : –

AFM

33



LEFT INTENTIONALLY BLANK

03.01



PAGE : 001


–

Model : 212 A

AFM34 DATE

REVISIONANTERIEURE

FEB 97

R

FEB 98

FEB 99

V210–568F–ACD95–LD–––AGCWCI2WR

–1000 1000 3000 5000 7000

AIRPORT PRESSURE ALTITUDE(FT)

WEIGHT

REF

13 14 15 16 17 18 19 20 21 22 23

(1000 KG)

29 31 33 35 37 39 41 43 45 47 49 (1000 LB)

REF

–10

TAIL

0 20 40

NOSE

WIND(KT)

2000

3000

4000

5000

6000

(FT)

400

600

800

1000

1200

1400

1600

1800(M)

LDG

TH

EO

RE

TIC

AL

DIS

TAN

CE

WIT

H T

WO

RE

VE

RSE

RS

AC

TU

AL

DIS

TAN

CE

WIT

HO

UT

RE

VE

RSE

R

OPERATION ON ICY RUNWAYLANDING DISTANCE ( FLAPS 30)

03.01



PAGE : 001


–

Mod : –

AFM

35



OPERATION ON ICY RUNWAY LANDING DISTANCE CORRECTION

AFM ATR 72-500

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Transcript of AFM ATR 72-500