PRO.

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NORMAL SYSTEM USE .[Link]

NSU. NORMAL SYSTEM USE......................................................................................page 03

NSU.21 AIR CONDITIONING..............................................................................page 03
NSU.22 AUTO FLIGHT...................................................................................... page 06
NSU.23 COMMUNICATIONS..............................................................................page 12
NSU.24 ELECTRICAL POWER...........................................................................page 14
NSU.25 EQUIPMENT AND FURNISHINGS.......................................................... page 16
NSU.27 FLIGHT CONTROLS............................................................................. page 18
NSU.28 FUEL................................................................................................... page 22
NSU.32 LANDING GEAR................................................................................... page 31
NSU.34 NAVIGATION........................................................................................ page 36
NSU.52 DOORS................................................................................................page 47
NSU.70 POWER PLANT.................................................................................... page 52
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PAGE

INTENTIONALLY

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NSU NORMAL SYSTEM USE

NSU.21 AIR CONDITIONING
NSU.21.1 OVBD Valve Operation on Ground
_8717a3bd-7b0e-4ee1-989e-89bd027edbf1 13 NOV 2019
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When the OVBD VALVE CTL sw is set to AUTO mode, the extract fan runs continuously and
the OVBD valve is:
- Open as long as the engine 1 is not running (oil low PRESS signal),or
- Closed as soon as the engine 1 is running.
After boarding, when door is closed (engine 1 not running = OVBD valve open), if the
OVBD VALVE CTL sw remains in AUTO position the extract fan suction will create a very
noticeable pressurization change. This phenomenon becomes more important when operating
with GPU than in hotel mode due to absence of inlet air flow.
In order to avoid this not comfortable situation, when cockpit preparation is performed and, in
any case before closing the passengers door, the cockpit communication hatch must be
opened.
It will be closed after engine 1 start.
Note
Before closing, the temperature selectors can be set to FULL COLD position in order to limit
the packs air flow and therefore avoid a pressure shock.

NSU.21.2 Air Conditioning

_ef6c6e42-3570-40df-8f33-aed48e75765e 21 SEP 2017
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When operating from airfields with high OAT, it is essential to cool down the cabin before
boarding passengers: This is best achieved by the use of a ground conditioning unit, but can
also be done through the use of Hotel Mode.

cont'd…
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In that case the following instructions will be applied:

- As soon as OAT exceeds 22 °C and aircraft has remained exposed to direct sun, pre-
conditioning becomes necessary for passengers comfort, before boarding
- Enable a reasonable period of time for pre-conditioning, and use up to MAXIMUM
POWER AVAILABLE ON R/H ENGINE (GUST LOCK STOP) together with HI flow
selection.
Note
1) HI flow is very effective when R/H PL is advanced beyond GI.
2) Correct orientation of the aircraft on Parking area (wind blowing from 10 o’clock
ideally) during Hotel Mode pre-conditioning is more appropriate as it gives better
efficiency and enables to continue pre-conditioning during AFT CARGO loading
(hot air from RH engine exhaust blown away from service door).
- If for any reasons, it has not been possible to bring cabin temperature down to
comfortable values prior to boarding, the following instructions will apply:
o Packs operation during taxi should be performed with HI FLOW selected
o Switch FLOW selection to NORM before takeoff, but keep bleeds on, unless
performance limited
o As soon as CLB POWER is selected after takeoff, select HI flow and maintain HI
flow until comfortable cabin temp is obtained
o During cruise, monitor cabin temperature when operating in NORM flow: If cabin
temperature increases again above comfortable values, use HI flow as necessary.

NSU.21.3 TEMP Control

_b1b84166-d7c0-4930-8f9b-c9f8679c4733 06 MAY 2020
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Temperature control is normally achieved in AUTO MODE, which has all necessary protections
to avoid damage to packs turbine due to freezing.
In case of duct overheating, manual mode is recommended.
As manual mode has no protections against freezing, the following considerations must be
applied:
- Do not use temperature selector in manual mode unless auto mode is not operative
- To avoid pack freezing in manual mode, monitor duct temperature and maintain it
positive.

NSU.21.4 Air Pressurization

_e7fd17aa-42c9-4860-b008-d9fc4e2fc50e 21 FEB 2019
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1) AUTO Mode Operation
Since the pressure control is fully automatic, the flight crew action is limited to the setting of
the LANDING ELEVATION.

cont'd…
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In order to avoid pressure transients:

- When switching from AUTO to MAN operation:
1) Turn the MAN RATE knob to MAN position
2) Select MAN mode by using the CAB PRESS panel MODE SEL pb
3) Operate the MAN RATE knob as required to set cabin rate.
- When switching from MAN to AUTO operation:
1) Disengage MAN mode by using CAB PRESS panel MODE SEL pb
2) Turn the MAN RATE knob smoothly to NORM position.
2) Takeoff
Before takeoff, both bleed valves are selected ON or OFF based on engine operating
instructions. The regulation will start after takeoff when the bleed valves are selected ON.
If a failure occurs after T.O and the flight crew decides to return to that same airport before
reaching 3 500 ft above departure airfield elevation, the system memorizes the T.O altitude
and no flight crew action is required.
3) In-flight Control
The controller computes a theoretical cabin altitude function of:
- Landing elevation selected
- T.O elevation memorized
- Cabin pressure
- Aircraft altitude.
And adjusts cabin rate of climb to match current cabin altitude with this computed altitude or
the landing elevation whichever is higher.
The extreme values for cabin rate of change are:
- +550 ft/min during cabin climb (1) up to ZA = 20 000 ft
- +620 ft/min during cabin climb above ZA = 20 000 ft
- -400 ft/min during cabin normal descent
- -500 ft/min during cabin rapid descent (DESCENT RATE pb selected FAST).
(1) The Cabin Rate after TO can be from around +1 200 ft/min to +1 300 ft/min followed by
-500 ft/min (due to a transition phase of the Outflow valves position during few seconds just
after TO).
Then the airport altitude is maintained until 3 500 ft AGL to cover the air turn back. Finally,
after 3 500 ft AGL the cabin rate stabilizes around +550 ft/min as extreme value for cabin
rate up to ZA = 20 000 ft.

NSU.21.5 Depressurization
_bab8131f-7f21-465d-bada-d26041ecc7e6 17 AUG 2017
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Before landing, to avoid a cabin pressure shock at touchdown, the cabin altitude is
automatically maintained at selected landing elevation minus 300 ft.
After touchdown (landing gear absorber compressed), a depressurization signal is received by
the controller. The cabin rate of depressurization is controlled at +550 ft/min up to the full
opening of the outflow valves.
cont'd…
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ICN-XX-Y-210000-T-FB429-00032-A-01-N

- Fig. 1 : Reference Cabin Altitude Curve -

NSU.22 AUTO FLIGHT

NSU.22.1 GENERAL
NSU.22.1.1 General
_9d4cbca3-0bd8-479a-8f6e-c0a170208ede 17 AUG 2017
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The aircraft is equipped with a digital AUTOPILOT/FLIGHT DIRECTOR with advances control
laws.
Systematic use of AP/FD is highly recommended in order to:
- Increase the accuracy of guidance and tracking in al weather conditions, from early climb
out after takeoff down to landing minima
- Provide increased passenger comfort through SMOOTH AND REPEATABLE altitude and
heading changes in all atmospheric conditions
- Reduce flight crew workload and increase safety.
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NSU.22.2 MAIN RULES OF USE

NSU.22.2.1 Main Rules of Use
_ee01744b-ed03-49fa-97d5-7ee1d858932f 08 APR 2019
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- AP and YD cannot be engaged on ground: Any attempt to do it will result in the message
“NO ENGAGEMENT ON GROUND” being displayed on ADU
- FD is available on ground as soon as DC normal buses are powered, but FD bars are
displayed only if:
o One upper mode is selected on each axis (Green indication on ADU and EADI)
o FD ON/OFF sw (on flight crew panels) is ON
Note
- Select FD BARS sw OFF on one side, removes FD bars display on this side
without deselecting the active mode which remains available on the other
EADI
- STBY pb on AP control panel deactivates all active and armed upper
modes, which cause both FD bars to disappear on both EADI.
- There is only one AP/FD computer, but the references to be flown can be coupled to left
or right by the CPL pb. Changes of CPL side while coupled to VOR or LOC will drop the
lateral mode.
- Modes are engaged (GREEN indication on ADU and EADI) or armed (WHITE indication
on ADU and EADI) by action on the applicable pushbutton on AFCS control panel.
ADU or EADI must be monitored for current state of modes of AP/YD:
A second push on the pushbutton associated to a mode already engaged (or armed)
disengages (or disarms) it.
- ALT SEL mode is automatically armed as soon as the flight path is directed towards the
altitude set on ADU by the ALT knob. All altitudes clearance given by ATC must
systematically be set on ADU to ensure automatic level off when AP is engaged (or FD
followed in case of manual flight)
Note
If altimeter setting is changed on the coupled side after ALT mode has been engaged,
the AP will automatically bring back the aircraft to the altitude selected on ADU, based
on the new baro-setting.
If the flight crew modifies the ALT SEL knob position during ALT capture (ALT*), the AP/
FD reverts to a vertical basic mode.
- When HDG changes are performed with the HDG mode active, maximum bank angle
can be chosen by cycling the BANK pb for HI (27 °) or LO (15 °) limit as appropriate.
This enables AFCS maneuvering in all conditions, including early climb after takeoff or
go-around where speed can be down to Vmin LO BANK (VmLB).
Note
Following engine failure, autopilot can be used for climb out at V2min AFTER LATERAL
TRIMMING HAS BEEN ACHIEVED.

cont'd…
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- LATERAL TRIM with autopilot engaged

o Trim on ROLL axis is inhibited when there is no RETRIM ROLL request set on
ADU
o As there is no auto-trim on both ROLL and YAW axis, it is the flight crew duty to
maintain lateral trimming when speed or power is substantially changed.
this is primarily achieved by maintaining the slip indicator (ball) centered by use of
rudder trim
o The autopilot will indicate only roll out of trim, by a message (RETRIM ROLL L (OR
R) WING DN). When this message is displayed on ADU, and if the roll trim position
is at a normal setting (< ± 1 dot):
- Check and trim first if necessary yaw axis using small input technique
- Monitor the effect on ball for at least 10 s before any additional input
- If ADU message is still active when the ball is centered: trim roll axis,
monitoring carefully direction and duration of roll trim input. However, trim
input in the incorrect direction is inhibited.
o If excessive lateral trim is required or AILERON MISTRIM message is displayed on
ADU:
- DISCONNECT AP, HOLDING FIRMLY THE CONTROLS
- FLY MANUALLY BEFORE ADJUSTING LATERAL TRIMS
- The autopilot can be reengaged following adjustment of the lateral trims.
- AUTOPILOT/YD DISCONNECT
Autopilot can be disconnected by:
o QUICK DISCONNECT on each control column
o AP engage on AFCS panel
o GA mode activation
o NORM or STBY PITCH TRIM activation
o Stall warning
o Flight crew force on the control column (pitch axis) over 100 N (22 lb)
Yaw Damper and consequently AP can be disconnected by:
o YD engage on AFCS panel
o Flight crew input on rudder of 300 N (66 lb) or more
o At touchdown when landing.
CAUTION
Overriding the Autopilot on roll axis will not result in AP disconnect.
Note
If the flight crew OVERLOOK the fact that the autopilot is engaged and push or pull the
control column, normal reaction of the autotrim will oppose to the flight crew action in running
the pitch trim in the opposite direction, eventually to the stop.
Disconnecting the autopilot after such a FLIGHT CREW INDUCED APPARENT TRIM
RUNAWAY WOULD RESULT IN A LARGE OUT OF TRIM CONDITION.
The QUICK DISCONNECT pb is recommended all normal AP disengagement as it leaves the
YD operating.

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A second push on the QUICK DISCONNECT pb will also cancel both audio and visual
AUTOPILOT OFF warnings.
Note
Function of AP/YD are monitored on three axes.
When a monitored failure is detected, the AP/YD disengages and failure message are
displayed on ADU (AFCS invalid or AP invalid).When these CAUTION messages are cleared
by the flight crew (within 45 s), the AP computer attempts a “monitor recovery” in order to
reset itself to a valid configuration. When the AP computer power up test is completed, the
AP/YD can once again be engaged. If the failure condition upon engagement is still present,
the AFCS will again disengage. However, after the caution messages are cleared, the
recovery function will not prompt another automatic AP computer power up.
On ground, AP computer power up has to be performed, if needed, by cycling the C/B AFCS
CMPTR (on overhead panel).
Automatic AP computer power up is inhibited if:
- AP, YD, or AFCS control panel is lost, or
- Pitch trim fail alert is lost, or
- Any approach mode is engaged, or
- Go-around mode is engaged, or
- LOC or BC track mode is engaged.

NSU.22.3 TYPICAL AP-FD OPERATION

NSU.22.3.1 Task Sharing
_a555f62d-801c-4002-806f-55a8911d487a 16 JUN 2017
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- With AP engaged, PF will select references and modes
- With FD only (AP not engaged) PF will call for references and modes to be set by PM.

NSU.22.3.2 Before Takeoff

_21407422-b8bd-4932-91ea-2e11ebbbc66b 16 JUN 2017
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- Both FD ON
- First cleared altitude set on ADU
- HDG bug checked on RWY HDG
- HDG mode engaged
- BANK selector LO
- IAS mode engaged with V2 + 5 set on ADU.
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NSU.22.3.3 Takeoff
_30a33379-7703-48f8-b7cb-1580095a60c2 16 JUN 2017
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- As power is increased, the vertical guidance FD bar will move up and lateral guidance FD
bar remains centered as runway heading is maintained
- Rotation is initiated to the recommended value (ϴ ≃ 9 °) as indicated by FD vertical
guidance bar
- As soon as gear is retracted and above 100 ft, AP can be engaged: It synchronizes on
FD command and maintains HDG and IAS
- Turn can be initiated as required using HDG knob
- When acceleration altitude is reached, set climb speed on ADU by moving the pitch
wheel on AFCS control panel, and set CLB power based on standard “climb sequence.
BANK selector can be switched back to HI as needed.

NSU.22.3.4 Climb
_6544d41e-58ec-4fcb-b9a3-5837f8ce5a48 16 JUN 2017
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Use IAS with climb speed (or VS) with associated target values set by pitch wheel. IAS mode
should be preferred to VS mode, unless a vertical speed constraint is given by ATC.
CAUTION
The flight crew must always monitor IAS carefully, especially in VS and PITCH modes as well
as during ALT* phase.
Note
1) During climb in VS or PITCH mode with a rate exceeding the aircraft performance the
airspeed will continuously decrease
2) When climbing in turbulences and/or vertical wind gradient conditions, ALT* mode can
be engaged with a VS exceeding the aircraft performance capability, and then IAS may
significantly decrease before reaching the selected Altitude
3) In both case, AP will disengage automatically when stall alert is activated.

NSU.22.3.5 Level Off

_256624b2-4fe0-492e-8e12-736c5eac8ca0 16 JUN 2017
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- Level off is automatic when reaching the selected altitude
- Power must be adjusted to the new condition.

NSU.22.3.6 Resume Climb or Descent

_decbb8df-ccd5-422d-bc00-c246a6cc76cb 16 JUN 2017
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- First, the new cleared altitude must be set on ADU
- For descent, engage IAS or VS mode
- For climb, engage preferably IAS mode
- In both cases, adjust power as necessary.
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NSU.22.3.7 Navigation
_a737164d-f83c-43e9-8f53-bef02e899c45 09 AUG 2017
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HDG and NAV mode for VOR approach are used as required (Refer to AUTO PILOT - FLIGHT
DIRECTOR MODES).
- Accuracy of VOR indication is significantly enhanced when there is a DME associated
with the VOR.
Accuracy decreases if NAV VOR is engaged in HOLD mode
- The new CRS selection required over a VOR station should only be made when the ADU/
EADI indicates VOR*.

NSU.22.3.8 ILS Approach Mode

_7afbfd7b-292b-4e32-851f-a6515b84bdf9 REV 15 SEP 2023
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1) Before approach (assuming vector to final axis):
- Set approach course on CRS selector and tune ILS frequency
- Use HDG mode to intercept LOC as appropriate
- Arm both LOC and GS by pressing APP pb on AFCS panel.
Note
- LOC beam capture must be started (LOC* green on both EADI and ADU) before GS
capture can occur
- LOC beam capture may result in one initial overshoot when the capture conditions
are severe (Intercept Heading = RWY HDG ± 90 °, high IAS, reduced distance to the
ILS transmitter), but, provided the distance is at least 5 Nm at the standard
instrument capture speed of 180 kt, this initial overshoot will be followed by an
asymptotic capture without further oscillation, even with a 90 ° intercept angle
- During LOC capture, the bank angle limit is raised to 30 °.
2) When LOC beam capture is started (LOC* green on both EADI and ADU):
- Set RWY HDG with HDG bug
- Closely monitor G/S deviations
- Regularly cross check aircraft position with Final Approach Point altitude and distance
(based on approach charts).
Note
The flight crew should be prepared to take over control in the case of a spurious G/S*,
pitch movement or any flight path deviation.
3) When GLIDE beam capture is started (G/S* green on both EADI and ADU):
- Check glide slope capture (altitude versus distance with approach chart)
- Set go-around altitude.
4) In the case of spurious G/S*:
▶ AP ...................................................... ...................................................... OFF
▶ FD .......................................................................................................... STBY
▶ FLIGHT PATH........................................................................................ADJUST

cont'd…
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■ When back on the appropriate flight path

▶ AFCS .................................................. .................................................. SET
▶ AP ................................................ ................................................ AS RQRD

NSU.22.3.9 Non Precision Approach

_12002dd4-9cb0-43fd-b5cd-232577d14f24 05 APR 2019
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Use of autopilot is recommended with:
- VS mode for descent (VS pb on AFCS control panel)
- LNAV mode for GNSS approach (NAV pb on AFCS control panel)
- VOR mode for VOR approach (NAV pb on AFCS control panel)
- LOC mode for LOC approach (NAV pb on AFCS control panel)
- HDG SEL mode for NDB approach (HDG pb on AFCS control panel).

NSU.22.3.10 Go-around
_5845c228-4ea2-4185-a138-1408a7938173 05 APR 2019
ALL
When reaching decision height, or missed approach point after level off at MDA, and if required
visual references are not established, a go-around must be initiated.
Follow the Go-Around Procedure: Refer to [Link].22.1 Go-Around.
Note
GO-AROUND mode gives (as a FD mode only):
- On pitch axis, a target attitude compatible with single engine performance
- On roll axis, a steering command to maintain heading followed at GA engagement.
As soon as climb is firmly established, use of HDG / IAS mode (which will then be accepted
by AP) is recommended.

NSU.23 COMMUNICATIONS
NSU.23.1 ACP OPERATION
NSU.23.1.1 Operation
_9888c629-c219-41f9-8bd3-5856f38c43ae 17 MAY 2019
ALL
To communicate, the flight crew selects on the audio control panel the desired transmission
key and adjust the volume control knob.
Transmission can be performed:
- Using the hand microphone with integrated switch
- Using the boomset mike or the oxygen mask mike with:
o PTT selector on the control wheel, or
o RAD/INT selector on the audio control panel, or
o Switch on the nose wheel steering control handle (for CAPT only).

cont'd…
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Note
A switch on the oxygen mask box if in released position (oxygen - mask out), automatically
transfer transmissions from the boomset mike to the oxygen mask mike. Transmission with
hand microphone remains available regardless of transfer switch position.
Radio reception is not affected by the transfer switch position.

NSU.23.1.2 Interphone System

_3c9b393b-9352-4474-9c56-8438b02eadd0 21 MAY 2019
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1) To Interconnect All Stations
Ground crew stations + cockpit + cabin crew:
- Press INT transmissions key
- Use PTT pb.
2) Cockpit Crew Interphone
Using boom set or OXY mask:
- Set the RAD/INT selector INT position without use of PTT pb
- Set the PTT selector (control wheels) in the forward position regardless of the
RAD/INT selector position.
3) To Call Cabin Crew From the Cockpit
Press the ATTND pb (overhead panel).
A single chime is generated in the cabin and the CAPT white light comes on on the
cabin crew panel. As soon as the cabin crew selects INT, the CAPT light turns off.
4) To Call Cockpit From Cabin Crew Station
Press INT pb (besides the cabin crew panel). ATTND CALL light comes on blue on
overhead panel and a door bell is generated by the MFC. By pressing RESET pb, both
visual and aural calls will be cancelled.
5) To Call the Ground Crew From the Cockpit
Press MECH pb (overhead panel)
A horn call is generated in the nose gear bay.
6) To Call Cockpit From Ground Crew
In case of ground crew call MECH pb comes on blue on overhead panel and a door bell is
generated by the MFC. By pressing RESET pb, both visual and aural calls will be cancelled.
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NSU.23.2 FLIGHT RECORDERS

NSU.23.2.1 CVR Preservation
_9831c48d-d537-454f-b7d3-9cfd6eb2a75b 07 SEP 2022
ALL
Preservation of recorded SSCVR following an occurrence (incident or accident):
- Do not press the ERASE pb,
Note
Erase pb provides fast erasure of tape recordings when the landing gear shock
absorbers are compressed and parking brake is set (press in for 2 s to completely
erase).
- Pull the C/B 3RK CVR.

NSU.24 ELECTRICAL POWER

NSU.24.1 Use of a Weak DC GPU
_2adb2576-f34c-4365-b432-af4018139d7b 21 SEP 2020
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The specification of the DC GPU requires the ground unit to be able to provide a steady current
of 300 to 400 A under 28 V to ensure correct functioning of all electrical services before start
up.
For engine start, the GPU must be able to provide ADDITIONAL STARTER CURRENT of
1 000 A while keeping more than 12 V.
Experience shows that many “28 V DC” GPUs have a much lower power capability.
1) Ground Operation without Engines Running
If it becomes necessary to use an under-rated DC GPU, the following procedure is
recommended:
▶ Select DC GPU ON and check DC EXT PWR voltage on maintenance panel: With a
weak GPU, voltage will be significantly below 28 V
▶ Initiate LOAD SHEDDING of following equipment as needed, in order to recover as
much voltage as possible:
▶ PACKS VALVES (BOTH)................................ ................................ SELECT OFF
Load saving: 1 x 2 = 2 A
▶ FUEL PUMPS (BOTH).................................. .................................. SELECT OFF
Load saving: 10 x 2 = 20 A
▶ RECIRC FANS (BOTH)................................. ................................. SELECT OFF
Load saving: 28.5 x 2 = 57 A
▶ UPR PASS LIGHTS SWITCH............................. ............................. SELECT OFF
(On cabin attendant panel).
Load saving: 39 A

cont'd…
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CAUTION
▶ If DC EXT PWR voltage on maintenance panel is below 26 V despite the full load
shedding, the GPU MUST BE CONSIDERED AS COMPLETELY UNUSABLE.
■ If DC EXT PWR voltage on maintenance panel is above 26 V
The DC GPU may be used to maintain aircraft batteries charge whilst using all other
ground services normally (cargo door, refuelling, cabin lighting, etc...).
■ Before start up first engine
▶ DC GPU ........................................... ........................................... SELECT OFF
Start first engine on aircraft batteries after applying applicable normal check-list.

NSU.24.2 Load Survey with Weak Battery

_040468f8-2c77-417d-b62e-1e5763492de5 REV 07 SEP 2023
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- The battery is considered in good state of charge when the power is at or above 25 V
- It may occur that a battery is weak especially after a stop where external DC power
supply is not available and hotel mode is not used if:
o Refuelling is performed with battery switched ON
o Cargo door is operated several times
o Cargo door operating panel remains open too long
o Minimum cabin light is too much used.
In order to preserve batteries power, ATR recommends to minimize such actions.
- Immediately after starting engine 2 with a weak battery, the 600 A DC GEN load 2 min
duration limitation may be exceeded due to the charge current which alone may reach
300 A.
In that case, automatic protection engages which may result in:
o DC SVCE and UTLY BUS shedding
o DC BTC opening (and loss of DC BUS 1)
o DC GEN 2 isolation (and loss of DC BUS 2).
- In order to avoid this succession of disconnections, following procedure is recommended
after engine 2 start:
o Monitor DC GEN 2 load on the LH maintenance panel
o As required to stay within limits (practically to maintain DC GEN 2 load below
450 A), switch off as appropriate.
- DC SVCE and UTLY BUS (including both RECIRC fans control): ≈ 120 A
- LH FUEL PUMP: 10 A
- Both RECIRC fans: ≈ 50 A.
o Off loaded equipment may be turned ON again as charging current decreases and
consequently DC GEN load reduces.
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NSU.24.3 Use of External DC Electrical System

_83a8a4eb-4295-4032-8276-a893da0825f9 10 APR 2019
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This unit must be able to provide a steady current of 300 A plus an additional starter current of
1 000 A while keeping above 12 V (16 000 W instantaneous power)
If not possible: Refer to [Link].24.1 Use of a Weak DC GPU.

NSU.25 EQUIPMENT AND FURNISHINGS

NSU.25.1 VIDEO CABIN SYSTEM
NSU.25.1.1 General
_c372f573-cf10-4974-83f7-807bb2480f43 16 JUN 2017
0901-0913
This system has been demonstrated to meet the requirements of JAA TGL N° 17, “Passenger
and in-flight entertainment systems”.
For operation of the system see Users’s Guide published by VISION SYSTEMS named :
VIDEO CABIN SYSTEM USERS’S GUIDE 05/100-15 at its latest update.

NSU.25.2 EMERGENCY EQUIPMENT

NSU.25.2.1 Boomset-Micro Function Recovery on Oxygen Mask
_668f2958-833d-4e92-aa23-f42cb829f408 16 JUN 2017
ALL
■ If Oxygen mask is out of its container
▶ OXYGEN MASK CONTAINER DOORS........................... ........................... CLOSE
▶ TEST pb (in front of the container)................................................................PUSH
▶ TEST pb..............................................................................................RELEASE
Note
Yellow cross disappears.
The boomset/micro function is now recovered.
Note
For oxygen mask use and recover the mask micro, open oxygen mask container doors.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°17

NSU.25.2.2 Oxygen Mask Setting

_9991d3e2-7b43-4ce6-9d66-82bda587ea76 18 SEP 2017
ALL

ICN-XX-Y-350000-T-FB429-00007-A-02-N
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FCOM NORMAL SYSTEM USE Page n°18

NSU.27 FLIGHT CONTROLS

NSU.27.1 GENERAL
NSU.27.1.1 General
_d62cc57f-b7c2-485e-88e3-4b8b59f41163 19 SEP 2017
ALL
Aircraft is equipped with classical mechanical primary flight controls on all three axis.
CAUTION
In the case of an engine rotor burst, one or several primary control cables can be damaged.
In this case, if sufficient authority can not be obtained by use of the normal controls, the AP
should be immediately engaged to control the initial disturbance as well as the subsequent
return and landing.
Once the AP is engaged, keep in mind that the occurrence of stall warning would disconnect
it. Lateral trimmers are still available and have to be used as much as required to coordinate
the flight.

NSU.27.2 PITCH
NSU.27.2.1 Pitch
_0abd6b04-0a2b-44c7-994b-207886e992af 12 NOV 2019
ALL
In flight aggressive or large elevators input should be avoided. Such inputs may lead to high
loads and result in structural damage.
CAUTION
The aircraft must be controlled from one control column only. Dual input in opposite direction
may result in a pitch disconnect.
Both elevators are connected through a pitch uncoupling device, in order to leave sufficient
controllability in case of mechanical jamming of one control surface.
Activation of this device:
- Requires heavy forces (520 N / 114 lb) to be applied to the control columns, which
minimizes the risk of untimely disconnection
- Noticed to the flight crew through the red warning « PITCH DISCONNECT »
- Permits the flight to be safely continued after activation
- Once activated can only be reset by maintenance.
If pitch disconnect occurred on ground or during landing phase, PITCH RECONNECTION ON
GROUND procedure can be applied. Else maintenance action is required.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°19
cont'd…

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

NSU.27.3 ROLL
NSU.27.3.1 Roll
_c456fbd4-1159-4337-a3ab-015470396b64 19 SEP 2017
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1) Aileron Spring Tabs
Flight controls are connected to the ailerons through the spring tabs, therefore, maintaining
the flight controls to neutral on the ground would not prevent the ailerons from oscillating in
case of strong tailwind (> 30 kt).
Therefore, in strong wind conditions it is recommended:
- To disengage the gust lock only when necessary before takeoff
- After landing, to engage the gust lock before a turn that would expose the aircraft to a
tailwind component.
If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
2) Aileron Trim
Ailerons forces trimming is obtained by shifting the zero position of the left aileron spring tab:
This means that AILERON TRIM indicator is only representative of the differential loading of
the spring tab and not of the aileron position.

NSU.27.4 YAW
NSU.27.4.1 Yaw
_5c7e11bd-98c4-4c1e-be57-949d821588a2 20 FEB 2017
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The rudder incorporates several particular features.
1) The Releasable Centering Unit (Threshold Cam)
This threshold cam automatically synchronizes to actual rudder pedal position each time the
rudder trim switch is activated.
Therefore before takeoff, rudder trim setting to zero must be made with rudder pedals in
neutral position.
2) The Rudder Surface Damper
Structural protection of the rudder assembly against effect of wind gusts on ground is
ensured by a rudder surface damper, which is designed to prevent excessive speed of
deviations of the rudder surface.

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°20
cont'd…

When taxiing with strong winds, very large rudder forces would be required to control the
rudder surface: This is not necessary and rudder should be left « floating » in the wind as
the damper will effectively prevent any structural damage.
3) The Rudder Trim
Rudder forces trimming is obtained by shifting the zero position of the spring tab: this means
that « RUDDER TRIM INDICATIONS » are only representative of the differential loading of
the spring tab, AND NOT OF THE RUDDER POSITION.
Note
As speed increases, rudder trim deviation as large as 3 dots on the right may be noted
while rudder surface remains substantially at neutral.
4) The Yaw Damper
Yaw damper function is provided through the YAW CHANNEL of the AP and should always
be engaged in flight to enhance passenger comfort.
In order to let the rudder axis free for flight crew inputs (engine failure) without the need to
disconnect the YAW DAMPER, a force sensor has been implemented and any flight crew
force exceeding 300 N / 66 lb applied on rudder will cause the YD disengagement.
5) The TLU
This device limits pedals travel in order to prevent any damageable rudder travel when flying
at high speed.

NSU.27.4.2 Recommendations for Use

_66cfec70-2264-41ba-a511-73c06aae83d5 16 JUN 2017
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In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following
recommendations must be observed.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°21
cont'd…

1) The Rudder is Designed to Control the Aircraft in the Following Circumstances

1) In normal operations, for directional control
- During the takeoff roll, when on ground, especially in crosswind condition
- During landing flare with crosswind, for decrab maneuver
- During the landing roll, when on ground
- The rudder may be used as deemed necessary, for turn coordination to prevent
excessive sideslip.
2) To compensate thrust asymmetry
Full rudder authority can be used to compensate for the yawing moment of
asymmetric thrust.
Note
At high speed (i.e. flaps up), thrust asymmetry (i.e. due to an engine failure) has
relatively small effect on lateral control of the aircraft. The amount of rudder required
to compensate an engine failure and center the sideslip is small.
3) In some other abnormal situations
The rudder may also be used in some abnormal situations such as:
- Runaway rudder trim. The rudder pedals may be used to return the rudder to
neutral
- Aileron jam. The rudder may be used to smoothly control the roll
- Landing gear unsafe indication (gear not downlocked). When a main landing
gear is not downlocked, the rudder may be used to establish sideslip in an
attempt to downlock the landing gear by aerodynamic side forces
- Landing with landing gear not downlocked. The rudder can be used for
directional control on ground.
In all these normal or abnormal circumstances, correct rudder maneuvers will not
affect the structural integrity of the aircraft.
2) Rudder should not Be Used
- To induce roll, except in the previous case (Aileron jam), or
- To compensate roll, induced by any type of turbulence.
Whatever the airborne flight condition may be, aggressive, full, or nearly full, opposite rudder
inputs must not be applied. Such inputs can result in loads higher than the limit, or possibly
the ultimate loads and can result in structural damage or failure.
Note
Rudder reversals must never be inserted into airline policy, including so-called “aircraft
defensive maneuvers” to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action (if selected) or Releasable Centering
Unit (RCU) are sufficient to correctly stop dutch roll oscillations. The rudder should not be
used to complement the yaw damper action.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°22

NSU.28 FUEL
NSU.28.1 FUEL CROSSFEED
NSU.28.1.1 Fuel Crossfeed
_a3d32424-770c-4ce2-9f48-eb3c7f2d9fe4 08 FEB 2021
ALL

1 FUEL CROSSFEED
Enables feeding of 1 or 2 engines from either side tank, particularly for fuel balancing.

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

NSU.28.2 FUEL QUANTITY INDICATIONS

NSU.28.2.1 Fuel Quantity Indications
_33c730e1-9577-4cbe-9283-e739c5c00090 26 OCT 2021
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1) In Flight
Accurate readings require aircraft levelled without sideslip and pitch attitude close to zero
degree.
2) On Ground
Accurate readings should be made with aircraft static (not taxiing) and fuel pumps running
for more than 4 min.
This procedure should be applied each time a comparative reading before and after flight is
intended with correlation to fuel used.
3) Comments
- Fuel quantity indications are affected by excessive longitudinal and lateral attitudes
and accelerations
- Fuel quantity indications are affected by the level of fuel in the feed tank. With pumps
running, the feed tanks are filled within a few minutes. This is the normal flight case.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°23

NSU.28.3 FUEL LOADING

NSU.28.3.1 Refueling Panel
_c972d3e5-2004-42ad-8e93-255c3406f3a2 09 AUG 2017
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For Refueling panel details (5004 VU) Refer to DSC.28.2.2 Refueling Panel.
- During automatic refueling, both tanks receive fuel simultaneously
- With the tank filled to the maximum nominal total fuel capacity, there is sufficient space in
each tank to enable a 2 % thermal expansion of fuel without spillage through the vent
system
- The vent tank in each wing has a volume of 100 l (26 US gal)
- If necessary during refueling procedures, close related REFUEL VALVE to isolate
associated tank as required.

NSU.7.3.2 REFUELING PROCEDURE

General Refuel - Defuel Safety Precautions
_2ba3615a-0a09-4214-ba5b-1878e0ff0fad 17 MAY 2019
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Note
General refuel/defuel safety precautions are provided in the IATA Guidance Material on
Standard Into-Plane Fuelling Procedures and IATA Ground Operational Manual (IGOM).
The below recommendations are not the only one to be followed and each operator must
refer to the IATA and airport or local authority regulation prior to perform the refuel/defuel
operation.
- Ensure Fueling Safety Zone (FSZ) is established. At least 3 meters in any direction from
center-point of fuel vent exists, aircraft refuel couplings, fuel hoses, fuel tanks and fuel
truck.
This distance may be different depending to the local airport or national authority
regulation.
- Within the FSZ :
o Do NOT smoke
o Do NOT use any portable electronic devices including cells phones, portable music
players, game units, earpieces or headphones
o Only use approved radios, radio telephones, pagers, torches and lightning systems
o Ensure that evacuation routes and access for rescue are not obstructed
o Make sure that appropriate fire-fighting equipment is available and rapidly
accessible
o Make sure that safety personal and approved persons to use fire-fighting
equipment are present.
- Make certain that the tanker and aircraft are correctly grounded
- Avoid connection or disconnection of GPU while refuel/defuel operation takes place
- Do NOT refuel/defuel the aircraft within 30 m of radar or HF radio equipment that is
under test or operating in aircraft or ground installations.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°24

Refueling Procedure
_634102a0-6fd4-4823-8724-d9439c84d77d 03 APR 2019
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- Position access platform for access to refueling point if necessary.
- Observe the general refuel/defuel safety precautions
- Press FQI TEST pb and check all 8 digits are displayed on the FUEL QTY indicator.
Refer to DSC.28.2.2 Refueling Panel
Note
Refueling when RH engine is running in Hotel Mode is prohibited.

Automatic Refueling
_20508cca-99c9-462a-b83c-07a37a66d6ae 16 JUN 2017
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▶ REFUEL VALVES sw on NORM Position.................. .................. CHECK AND GUARDED
▶ PRESELECTED TOTAL FUEL QUANTITY ON THE SELECTED QTY indicator............SET
▶ MODE selector ............................................... ............................................... REFUEL
▶ REFUELING.................................................. .................................................. START

Manual Refueling
_3e6aa7b9-be08-4427-b252-9fb009d7428d 16 AUG 2017
ALL
▶ REFUEL VALVES sw ...................................... ...................................... OPEN GUARD
▶ ALL SWITCHES..................................................................................................SHUT
▶ MODE selector ............................................... ............................................... REFUEL
▶ APPROPRIATE REFUEL VALVES sw ................................. ................................. OPEN
▶ REFUELING.................................................. .................................................. START
▶ INDIVIDUAL TANK CONTENTS ON FUEL QTY indicator : MONITOR
▶ APPROPRIATE TANK REFUEL VALVES sw ............................ ............................ SHUT
As tank contents reach required fuel quantity.

Note
- Approximate refueling time at nominal pressure is 18 min
- As tank become full, fuel flow will be stopped by high level sensors and appropriate
tank HIGH LEVEL light will come on.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°25

NSU.28.3.3 Gravity Filling

_53ecc15b-c04c-4c0b-8494-101dc20f1d45 20 FEB 2017
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- Position access platform to access to overwing refueling caps and attach refueling hose
grounding cable to grounding connection at overwing refueling cap.
Remove overwing refueling cap.
- Start filling, monitor quantity of fuel delivered on FQI and observe the
HIGH LEVEL indicator lights on refueling panel. Stop filling when required fuel level is
reached or when HIGH LEVEL indicator light(s) come on.

NSU.28.3.4 Use of Manual (Magnetic) Indicators

_f37f864d-53f2-4dd6-adac-e950ca8a7a00 19 SEP 2017
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Each tank is equipped with two indicators:
- One in the inner part of the wing (between the engine and the fuselage)
- One in the outer part of the wing.
- Read and note roll aircraft attitude on clinometer in the hydraulic bay (LH landing gear
fairing).
Aircraft bank angle is positive for wing up, negative for wing down.
Note
Pitch attitude must be between -3 ° and +1 °. In this case pitch has no influence.
- Position access platform
- Unlock indicator rod with screwdriver and slowly withdraw rod until magnetic attraction
between rod and float magnets is felt
- Check rod freedom by pushing up both rod and float magnet
- Slowly withdraw rod down to floating level
- Note the graduation on rod which aligns with wing bottom surface
- Put back indicator and lock with screwdriver.
- If both gauges indications do not indicate extremum values (0 cm or 30 cm for inner
gauge, 0 cm or 19 cm for outer gauge), disregard clinometer indication. Fuel quantity is
determined thanks to internal and external indicator reading
Note
Clinometer indication is disregarded for accuracy purposes.
- If one gauge indicates an extremum value (0 cm or 30 cm for inner gauge, 0 cm or
19 cm for outer gauge), disregard this extremum value. Use clinometer indication and
the other gauge value.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°26
cont'd…

ICN-XX-Y-280000-T-FB429-00024-D-01-N

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°27
cont'd…

ICN-XX-Y-280000-T-FB429-00025-D-01-N

First example:
- Internal indicator reading: 17 cm
- External indicator reading: 0 cm
- Clinometer reading: 1 ° (High wing)

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°28
cont'd…

ICN-XX-Y-280000-T-FB429-00026-D-01-N

Second example:
- Internal indicator reading: 19 cm
- External indicator reading: 6 cm
- Clinometer reading: -30 ° (Low wing)

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°29
cont'd…

ICN-XX-Y-280000-T-FB429-00027-D-01-N

Third example:
- Internal indicator reading: 30 cm (strip up)
- External indicator reading: 14 cm
- Clinometer reading: 0 °
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°30

NSU.28.3.5 Conversion Quantity-Weight

_82674c26-25ac-4f6a-bfb5-3041e082248d 20 FEB 2017
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ICN-XX-Y-280000-T-FB429-00028-A-01-N

- Fuel quantity: 1 650 l

- Density: 0.77 kg/l
- Weight: 1 271 kg
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FCOM NORMAL SYSTEM USE Page n°31

NSU.32 LANDING GEAR

NSU.32.1 Runway Status
_bf2c6e44-87d2-419b-b4be-107ae2bdda32 14 JUN 2021
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Braking efficiency is affected by the Runway Status. 7 runway status are considered in takeoff
and landing performance:
- Dry
- Wet up to 3 mm depth
- Slush or water for depths between 3 mm and 6.3 mm
- Slush or water for depths between 6.3 mm and 12.7 mm
- Slush or water for depths between 3 mm and 12.7 mm
- Compact Snow
- Ice.
For recommended equivalence between Runway Surface Descriptor, RWYCC and Runways
Status, refer to PRO/SPO/CONTAMINATED RUNWAY/1. GENERAL (Refer to GENERAL).

NSU.32.2 Normal Taxi

_7fb45535-28f4-44a2-817e-739760ec8cf3 04 APR 2019
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CAUTION
If the blue hydraulic circuit is pressurized, switch off the Nose Wheel Steering (NWS) for
towing by a ground vehicle.
The aircraft can easily taxi forward or backward on one engine without limitations. Normal
Procedure is as follows:
1) ENG2 in HOTEL MODE before and during passenger embarkation
2) Initial taxi on ENG2 only (including backward taxi if required).
Note
- This procedure can be used because Ground Idle (GI) power on one engine is
sufficient to taxi (OUT and IN) and reduces taxi fuel consumption (significantly in large
airports)
- Use of the taxi procedure on one engine remains at operator’s discretion and taxi on
both engines is recommended.
CAUTION
Start up of engine 1 should be performed in a portion of taxi where captain workload is low
enough to allow an efficient monitoring of the start up.
To reduce the use of brakes during taxi, apply a small amount of reverse to decelerate, as
necessary
Turn radius with NWS is sufficient, and does not require any differential braking on the inner
wheels.
CAUTION
Brake pivot turn (sharp turn) is prohibited, except in emergency.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°32

NSU.32.3 Emergency Braking

_dec2d03b-541f-48a5-a628-a903ae6710d2 03 OCT 2017
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- Emergency braking has been made operationally easier by design of the
parking brake lever which incorporates an “EMER BRAKE” notch.
When the parking brake lever is set in this notch, the regulator provides a limited
pressure which:
o Enables the use of EMER BRAKING for abort takeoff at MAX V1 or at touchdown
for landings after GREEN pressure has been completely lost
o Provides repeatable, smooth deceleration whilst minimize the risk of blown up tires.
CAUTION
Use of EMER BRAKE beyond the EMER BRAKE notch above 60 kt must be avoided to
prevent wheels lock up and damages to wheels and tires.
Below 60 kt, a SMALL further travel (∼ 1 cm) is available without risks of damage when
maximum stopping performance is required.
- A deflated tire is not easily noticeable from the cockpit : NO TAKEOFF should be started
after EMER BRAKE has been used at speeds in excess of a maximum taxiing speed of
20 kt without prior visual inspection of the main landing gear tires.

NSU.32.4 Delayed Braking

_81299a58-bf88-47de-82c6-1dd598400f6e 07 SEP 2022
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Brake energy limitation at landing shall be checked for any flight prior to dispatch, and anytime
in flight in case of flaps failure. In order to mitigate Brake Energy limitation, when runway length
permits, delayed braking procedure can be applied.
1) Delayed braking:
Maximum braking is applied at fixed speed depending on Flaps configuration:
FLAPS DELAYED BRAKING SPEED
30 80 kt IAS
15 90 kt IAS
0 100 kt IAS

Note
For delayed braking, approach speed has no impact on landing brake energy.
Use of reverse is not recommended in case of delayed braking with one engine
inoperative.
In case of reduced flaps landing, landing distance shall be reassessed according to the
following table:

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°33
cont'd…

FLAPS LDG DIST FLAPS 30 MULTIPLY BY

0 2.2
15 2

2) Calculation example – Brake Energy limitation and Actual Landing Distances (ALD)
Landing at 22 T, dry runway, elevation 7 000 ft, ISA+20°C
Example:
Determination of the Brake Energy limitation
QRH / PER.6.2. Landing Brake Energy / FLAPS 30 / 1) Maximum Landing Weight limited by
Braking Energy

a) Normal Braking

NORMAL CONDITIONS FLAPS 30 - Vref - Dry or Wet Runway - no wind

(never exceed certified MLW)
Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C
elevation

8500 ft 23100 22600 22200 21800 21400 21000 20700 20300

7000 ft 23700 23200 22700 22300 21900 21600 21200 20800
5000 ft 24400 24000 23500 23100 22700 22300 21900 21500
The table is for illustrative purposes only
3000 ft 25200 24800 24300 23900 23500 23100 22600 22300
Do not use for operations
1000 ft 26100 25600 25100 24700 24300 23800 23400 23000
0 ft 26500 26000 25500 25100 24700 24200 23800 23400
-1000 ft 26900 26400 26000 25600 25100 24600 24200 23800

ICN-XX-Y-210000-T-FB429-00403-A-01-N

Normal braking: 21.6 T

b) Delayed Braking at 80 kt IAS

NORMAL CONDITIONS FLAPS 30 - Vref - Dry or Wet Runway - no wind

(never exceed certified MLW)
Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C
elevation
8500 ft 36600 34800 33300 31900 30600 29500 28400 27500
7000 ft 38700 36800 35100 33600 32200 31000 29900 28900
5000 ft 41800 39600 37800 36100 34600 33300 32000 30900
3000 ft 45300 42900The table
40800is for38900 37200
illustrative 35700only 34400
purposes 33100
1000 ft 49300 46500 Do not42000
44200 use for operations
40200 38500 37000 35600
0 ft 51500 48500 46000 43700 41700 40000 38400 36900
-1000 ft 54000 50800 48000 45600 43500 41600 39900 38300

ICN-XX-Y-210000-T-FB429-00403- B-01-N

Delayed braking: 31 T => Delayed braking procedure must be used

Example:
Determination of the ALD – Flaps 30°

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°34
cont'd…

QRH / PER.6.1. Landing Distance / Actual landing distance, Flaps 30

NORMAL CONDITIONS - FLAPS 30

WEIGHT (1000 KG) 13 14 15 16 17 18 19 20 21 22 22.5 23

DRY (normal braking) 530 530 530 530 530 550 570 590 610 630 640 660

DRY (delayed braking) 690 690 700 730 780 840 900 970 1050 1120 1160 1200

WET (normal braking) 690 690 690 690 700 730 760 780 810 840 850 860
RUNWAY STATUS

WET (delayed braking) 800 800 810 830 880 930 990 1060 1120 1190 1220 1250

WATER OR SLUSH
CONTAMINATED

640 680 710 750 780 820 860 900 940 980 1000 1020
< 1/2 in

The table is for illustrative purposes only

BY

COMPACT
690 720 760 790 830 860 900 930 970 1000 1020 1030
SNOW
Do not use for operations
ICE 1010 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530 1560

- Airport elevation:
o Dry or wet runway
- Add 3 % per 1 000 ft above sea level
o Contaminated runway
- Add 5 % per 1 000 ft above sea level.
ICN-XX-Y-210000-T-FB429-00403- C-01-N

Dry runway, delayed braking, normal conditions, 22 T: 1 120 m

Correction due to altitude effect (7 000 ft): 3% per 1 000 ft
Actual landing distance = 1120*1.21 = 1 355 m
The delayed braking speed is 80 kt IAS.
Example:
Determination of the Brake Energy limitation - Flaps 15°, following an in-flight event
QRH / PER.6.2. Landing Brake Energy / FLAPS 15 – Landing with in-flight failure that
affects landing distance / 1) Maximum Landing Weight Limited by Braking Energy

b) Delayed Braking at 90 kt IAS

NORMAL CONDITIONS FLAPS 15 - Vref - Dry or Wet Runway - no wind

(never exceed certified MLW)
Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C
elevation

8500 ft 34100 32500 31100 29800 28700 27700 26700 25800

7000 ft 36400 34600 33100 31700 30500 29400 28300 27400
5000 ft 39200 37300 35600 34000 32700 31400 30300 29300
3000 ft 42300 40200 38300 36600 35100 33700 32500 31300
1000 ft 45900 43400 The table is39400
41300 for illustrative
37700 purposes
36200 only
34800 33600
Do not use for operations
0 ft 47800 45200 42900 40900 39200 37600 36100 34800
-1000 ft 50000 47200 44700 42600 40700 39000 37500 36100

ICN-XX-Y-210000-T-FB429-00403- D-01-N

Delayed braking: 29.4 T

Example:
Determination of the ALD – Flaps 15°, following an in-flight event
QRH / Following failures – Flight control / “Reduced Flaps Landing” procedure
cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°35
cont'd…

LDG DIST FLAPS 30

FLAPS APP/LDG SPD
MULTIPLY BY
0 2.2 V mHB0
The table is for +illustrative
wind effectpurposes
+ 5 kt only
Do not use for operations
15 2 VmHB15
+ wind effect

ICN-XX-Y-210000-T-FB429-00403- E-01-N

Landing distance flaps 30 multiply by: 2

As previously determined, the ALD flaps 30, delayed braking is 1 355 m. Therefore:
Actual landing distance, flaps 15, delayed braking = 1 355 m x 2 = 2 710 m
The delayed braking speed is 90 kt IAS.
Example:
Determination of the Brake Energy limitation - Flaps 0°, following an in-flight event
QRH / PER.6.2. Landing Brake Energy / FLAPS 0 – Landing with in-flight failure that affects
landing distance / 1) Maximum Landing Weight Limited by Braking Energy

b) Delayed Braking at 100 kt IAS

NORMAL CONDITIONS FLAPS 0 - Vref + 5kt - Dry or Wet Runway - no wind

(never exceed certified MLW)
Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C
elevation

8500 ft 29600 28300 27100 26100 25200 24300 23500 22800

7000 ft 31200 29800 28600 27500 26400 25500 24700 23900
5000 ft 33400 31900 30500 29300 28200 27200 26300 25400
3000 ft 35800 34100 32700 31300 30100 29000 28000 27100
1000 ft 38500 The table is35000
36600 for illustrative
33600 purposes
32200 only
31000 29900 28900
0 ft 39900 38000
Do not use
36300
for operations
34700 33300 32100 30900 29900
-1000 ft 41400 39400 37600 36000 34600 33200 32000 30900

ICN-XX-Y-210000-T-FB429-00403- F-01-N

Delayed braking: 25.5 T

Example:
Determination of the ALD – Flaps 0°, following an in-flight event
QRH / Following failures – Flight control / “Reduced Flaps Landing” procedure

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°36
cont'd…

LDG DIST FLAPS 30

FLAPS APP/LDG SPD
MULTIPLY BY
0 2.2 V mHB0
The table is for +illustrative
wind effectpurposes
+ 5 kt only
Do not use for operations
15 2 VmHB15
+ wind effect

ICN-XX-Y-210000-T-FB429-00403- G-01-N

Landing distance flaps 30 multiply by: 2.2

As previously determined, the ALD flaps 30, delayed braking is 1 355 m. Therefore:
Actual landing distance, flaps 0, delayed braking = 1 355 m x 2.2 = 2 981 m
The delayed braking speed is 100 kt IAS.
CAUTION
Delayed braking is prohibited in the case of the following dispatch cases:
- One wheel brake deactivated (Refer to AFM - Dispatch with One Wheel Brake
Deactivated or Removed)
- Flaps retracted (Refer to AFM - Dispatch with Flaps Retracted)
- Ferry flight with pitch elevators disconnected (Refer to AFM - Flight with Pitch
Elevators Disconnected)
- Antiskid inoperative (Refer to AFM - Dispatch with Antiskid System Inoperative).
Methodology
The Maximum Weight Limited by Braking Energy tables are computed for normal and
delayed braking, depending on Flaps setting and landing cases.
Determine Maximum Weight Limited by Braking Energy for normal braking. In the case of
limitation and if runway length permits, consider the use of delayed braking. In order to
check the effect of delayed braking on landing distance, Refer to Actual Landing Distance -
Sea Level .

NSU.34 NAVIGATION
NSU.34.1 TCAS
NSU.34.1.1 General
_873e2405-18a5-45ce-9113-ff3d24ebcf8e 22 DEC 2017
ALL
TCAS is an airborne Traffic alert and Collision Avoidance System that requests ATC
transponders in nearby aircraft and generates appropriate aural and visual advisories to the
flight crew to provide adequate separation.
Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is
provided by mode S ATC transponder.

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°37
cont'd…

Note
1) TCAS system can only generate resolution advisories for intruders equipped with
operative mode S or mode C transponders (providing valid intruders altitude
information).
2) Traffic advisories can only be generated for intruders equipped with operative mode S,
C or A transponders (TCAS system provides no indication of aircraft without operative
transponders).
CAUTION
The TCAS equipment is viewed as a supplement to the flight crew who, with the aid of the Air
Traffic Control, has the primary responsibility for avoiding mid-air collisions.

NSU.34.1.2 Start Up and Test

_2eadc875-a7da-4a2c-acf7-58dfdedc1423 04 APR 2019
ALL
▶ TURN selector on ATC control box........................................................................ STBY
ATC 1 selected for mode S availability.
▶ TURN selector on TCAS control box.................................. .................................. STBY
▶ TEST pb on TCAS control box............................................................................PRESS
Check correct aural message and visual display.

NSU.34.1.3 Ground Operation

_e273a4eb-2bfa-4704-ac67-b1f5e85b15c0 03 OCT 2017
ALL
TCAS test should be done during cockpit preparation.
Unless otherwise instructed by ATC:
- KEEP selecting STBY mode on the TCAS Control box while taxiing for takeoff
- Just before takeoff select ALT mode and check ATC 1 selected on ATC transponder
control box. Then select AUTO Mode on TCAS Control box
- Select STBY mode on TCAS Control box immediately after clearing the runway following
landing.

NSU.34.1.4 Flight Procedures

_7c53e88d-8020-4056-b01c-4e36994b0c7b 05 AUG 2021
ALL
CAPT F/O
TRAFFIC - TRAFFIC
Procedure initiated by a TCAS Traffic
Advisory (TA)
▶ Decide tasksharing and announce :
TCAS, I (you) have the controls

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°38

PF PM
▶ Be minded for maneuver. Follow traffic ▶ Recall minimum safety altitude.
evolution on the TCAS indicator.
If a Resolution Advisory (RA) occurs
Note Note
▶ Some RA will only advise to monitor ▶ Some RA will only advise to monitor
vertical speed (preventive RA). Others vertical speed (preventive RA). Others
will advise to maneuver the aircraft. will advise to maneuver the aircraft.
▶ The following procedures should then ▶ The following procedures should then
apply depending on the sense of apply depending on the sense of
Resolution Advisory asking to Resolution Advisory asking to
maneuver. maneuver.

CAPT F/O
DESCEND
▶ Confirm We descend

PF PM
▶ AP ..................................DISCONNECT
▶ Descent at a rate in the green (fly to) arc
on TCAS VSI.
▶ Ask for eventual configuration changes.
▶ ATC .................... .................... ADVISE
▶ IAS : MONITOR
Compared to VLE, VFE, VMO pointer.

▶ AIRCRAFT ALTITUDE : MONITOR

Compared to minimum safety altitude.

CAPT F/O
CLIMB
▶ Confirm We climb

PF PM
▶ PWR MGT selector ................................
.................. SELECT CORRECT RATING
MCT en route or TO in other phases e.g.
takeoff, approach, and landing and set CL to
100 OVRD
▶ CL 1+2................. ................. AS RQRD
cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°39

PF PM
▶ AP ..................................DISCONNECT
▶ Apply roughly the bugged power
▶ Climb at a rate in the green (fly to) arc on
TCAS VSI.
▶ Ask for eventual configuration changes
▶ PL 1+2.................. .................. ADJUST
Follows TQ objectives
▶ ATC .................... .................... ADVISE
▶ IAS : MONITOR
Compared to VS
Note Note
▶ When a climb or increase climb RA ▶ When a climb or increase climb RA
occurs with the aircraft in the landing occurs with the aircraft in the landing
configuration or in the go-around configuration or in the go-around
phase, a normal go-around procedure phase, a normal go-around procedure
should be followed including the should be followed including the
appropriate power increase and appropriate power increase and
configuration changes. configuration changes.
CLEAR OF CONFLICT
After separation has become adequate
(range increasing)
▶ Return promptly to last assigned ATC ▶ Return promptly to last assigned ATC
clearance clearance

NSU.34.2 AHRS
NSU.34.2.1 AHRS
_5e6ed153-f946-4416-8fa8-ebdac72b09fa REV 15 SEP 2023
ALL
AHRS alignment sequence occurs as soon as the battery is switched ON, and it takes
nominally 3 min DURING WHICH AIRCRAFT MUST NOT BE MOVED.
To know the remaining time for AHRS alignment, depress AHRS FAST ERECT pb.
The heading which can be read on the associated EHSI indicate the time remaining (in
seconds) for AHRS alignment (example : heading 090 = 1 min and 30 s). Then release AHRS
FAST ERECT pb.
AHRS are not affected by electrical transients associated with engine start.
ON GROUND ONLY, if needed, AHRS reset can be performed by cycling all related C/B
OFF-ON.

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°40
cont'd…

Note
- The beginning of the 3 min alignment period can be observed as it is associated with a
brief display of horizon tilted 30 ° to the right without flag
- Nearby buildings during taxiing may generate magnetic disturbances that result in flux
valves discrepancy and generate an EFIS COMP alert. In this case, it is not
recommended to reset AHRS, the alert should disappear at holding point.
CAUTION
The reset of C/B AHRS in flight is not recommended as in flight realignment requires 3 min of
very stable flight (which may be impossible to get in turbulence) and possibility of pulling
the wrong C/B could result in complete AHRS failure unrecoverable for the rest of the flight.
CAUTION
Flight crew must be aware of possible induced attitudes and heading errors in case of
continuous turns, particularly in high latitudes countries. Therefore racetrack holding patterns
are to be flown rather than circles.

NSU.34.3 WEATHER RADAR

NSU.34.3.1 Weather Radar
_01886047-c2b3-46bd-a2d4-c7c923dadec8 12 NOV 2019
ALL
If the aircraft is airborne, the weather radar emits power when operating in any mode other than
STBY or OFF.
The weather radar contains a forced standby (FSBY) function that allows to force the radar into
standby automatically thanks to the WEIGHT ON WHEELS switch. So when the aircraft is on
ground, the weather radar transmissions are normally inhibited, even when TEST mode is
selected.
During all the Weather radar test duration, make sure that:
- On panel 702VU, WEIGHT ON WHEELS sw is on NORM position
- The aircraft is not on jacks
- On panel 8VU, on weather radar control box, STAB pb is not pressed.

NSU.34.4 GPS
NSU.34.4.1 Power Up
_56a827ff-b97c-4987-b2df-fae729892a20 16 JUN 2017
ALL
The HT 1000 is powered by the DC STBY BUS.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°41

NSU.34.4.2 Flight Planning

_4b396500-42b8-46d7-9906-68ac086e3bdd 20 FEB 2017
ALL
Two different routes can be prepared before each flight:
-RTE 1 can be used for the route from origin to destination and will be activated before
takeoff
- RTE 2 can be used for the route from destination to alternate and will then be activated
only in case of diversion.
Before creating a route, make sure that RTE 1 or RTE 2 pages have been completely erased.
Selecting or re-selecting the origin airport will automatically erase the associated route.
Details of the procedure to create a route are given in the Pilot’s Guide.
After activation of the route, the flight crew initializes entries via multifunction control system
(MCDU).

9 Navigation
General
_bc67cee7-640f-47d6-82c0-db866c8bb82b 16 JUN 2017
ALL
The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed,
deselected, or the satellite coverage is insufficient, the navigation automatically reverts to the
DME/DME mode or DR mode (based on the navigation solution hierarchy).
Note
This DME/DME mode is available only if aircraft is equipped with two DME receivers.

Displays
_a90e4f7d-d4ed-4bfa-9b5f-73255896ae52 16 JUN 2017
ALL
GNSS mode is selected by pressing the RNV pb on the EFIS control panel.
GNSS can be presented either in OBS mode or MAP mode. The selection is done by repetitive
action on the MAP pb of the EFIS control panel.
OBS mode presents conventional lateral guidance on the active leg. In this mode the desired
track selection is made by the HT 1000 (course selectors on glareshield panel are not
operative).
In MAP mode multiple WPT and/or additional symbols as holding pattern, DME arcs and
procedure turns will be presented.
Note
Symbols do not reflect the exact path but indicate the type of path to fly.
The “to wpt” is displayed in magenta, all other wpt are white, a white track line connects the
wpts. The symbol for a holding pattern is an oval associated with a H letter. The symbol for a
DME arc is a 90 ° arc with an arrowhead associated with a A letter.
The procedure turns is displayed with two lines indicating inbound and outbound leg.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°42

Guidance
_09d2a165-d55e-4107-834c-88abf2affe18 11 AUG 2017
ALL
1) Coupling of GNSS Navigation to AP/FD
- Select RNAV source on the EFIS control panel
- Select MAP mode on the EFIS control panel
- Adjust range using the WX radar range selector
- Check aircraft position related to flight plan
- If necessary, come back on track or perform a Direct to the active waypoint
- Select NAV mode on AFCS (LNAV comes on green).
Note
GNSS is not coupled to the AP/FD in vertical mode. The vertical deviation is advisory only
on the EFIS.
2) Navigation Monitoring
- Maintain HDG bug on actual aircraft heading
- Monitor the sequencing of the waypoints on the MCDU (ACT RTE 1/2 LEGS page)
and make sure that there is no discontinuity.
CAUTION
1) When flying over a WPT followed by a discontinuity, the AP will revert to the basic
lateral mode, maintaining the wings levelled. The message “CPL DATA INVALID” will
appear on the AFCS.
2) When in LNAV mode, switching of AP/FD between Captain and First Officer will
disengage the LNAV mode even if both sides are in GNSS mode. LNAV mode can
be reengaged.
3) Navigation with OFFSET
When a parallel offset has been activated OFS will be permanently displayed in cyan above
the aircraft symbol when in MAP mode or in the left upper part of the EHSI when in
ROSE/ARC mode. The leg presented on the MAP display is not the offset leg but the XTK
value presented below the aircraft symbol is related to the offset. Therefore it is normal, in
such a situation, to see the aircraft symbol aside the active leg with a XTK value showing
00.0 L/R.
4) ETOPS Operation
Before ETOPS operation, a Fault Detection and Exclusion (FDE) check must be performed
on the ground.
Refer to Pilot’s Guide for this procedure.
5) Return to Standard Display
- Check HDG bug on aircraft present heading
- Select HDG mode on AFCS
- Select V/L source on EFIS control panel
- Select bearing ○ and ◊ as required.
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°43

NSU.34.4.3 Procedures
_897b370f-7dcb-4477-a078-642ba8a82323 22 JAN 2021
ALL
- In the event of DGR alarm display the flight crew must X check the aircraft position using
conventional means or must revert to an alternative means of navigation
- In addition, where the coupled DME option is not installed or if the coupled DME is not
operative, the following procedures apply for RNAV 5 operations:
1) During the pre-flight planning phase, the availability of GPS integrity (RAIM) must
be confirmed for the intended flight (route and time). Dispatch must not be made in
the event of predicted continuous loss of RAIM of more than 5 min for any part of
the intended flight
2) Traditional navigation equipment must be selected to available aids so as to enable
immediate crosschecking or reversion in the event of loss of GPS navigation
capability.

NSU.34.5 GPWS - TAWS

NSU.34.5.1 GPWS - TAWS Warning
_8830b0a8-64a3-4c9a-8ebb-4e2d5e4cea42 21 APR 2020
0644-0672;0677-0684

Note
When flying under daylight VMC conditions, should a warning threshold be deliberately
exceeded or encountered due to known specific terrain at certain locations, the warning can
be regarded as cautionary and the approach can be continued.
A go-around shall be initiated in case warning cause cannot be identified immediately.

“ PULL UP" or “TERRAIN TERRAIN" or “TOO LOW TERRAIN"

■ If in landing configuration
▶ GO AROUND.......................................... .......................................... PERFORM
Note
Advance PLs to the Wall if necessary.
■ If not in landing configuration
▶ AP ..............................................................................................................OFF
▶ CLIMB ..................................................................INITIATE WITH CURRENT IAS
▶ MAX POWER............................................................................APPLY AS RQRD
Note
Advance PLs to the Ramp, or to the Wall if necessary.
▶ PWR MGT................................................. ................................................. MCT
▶ AIRCRAFT CONFIGURATION ..............................................................MAINTAIN
▶ IAS ........................ ........................ ADJUST TO BEST CLIMB GRADIENT SPEED

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°44
cont'd…

BEST CLIMB GRADIENT SPEED

CONF NORM ICING
Flaps 0 ° White Bug Red Bug
Flaps 15 ° White Bug -10 kt White Bug

Note
When workload permits, retract landing gear if extended.
● When flight path is safe and GPWS warning stops
Resume normal flight

“SINK RATE"
Increase pitch and power to make the warning cease.

“DON’T SINK"
Adjust pitch attitude and power to maintain level or climbing flight.

“TOO LOW GEAR" or “TOO LOW FLAPS"

Correct the configuration or perform a go-around.

“GLIDE SLOPE"
- Establish the aircraft on the glide slope, or
- Press one GPWS/GS pb if flight below glide slope is intentional (non precision
approach).
“BANK ANGLE"
Decrease bank angle.
Enhanced modes :
“TERRAIN AHEAD - TERRAIN AHEAD”
Verify the aircraft flight path, correct it if required, if in doubt, perform a maximum climb until
the caution alert stops.

“TERRAIN AHEAD - PULL UP” or “TOO LOW TERRAIN”

■ If in landing configuration
▶ GO AROUND.......................................... .......................................... PERFORM
Note
Advance PLs to the Wall if necessary.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°45
cont'd…

■ If not in landing configuration

▶ AP ..............................................................................................................OFF
▶ CLIMB ..................................................................INITIATE WITH CURRENT IAS
▶ MAX POWER............................................................................APPLY AS RQRD
Note
Advance PLs to the Ramp, or to the Wall if necessary.
▶ PWR MGT................................................. ................................................. MCT
▶ AIRCRAFT CONFIGURATION ..............................................................MAINTAIN
▶ IAS ........................ ........................ ADJUST TO BEST CLIMB GRADIENT SPEED
BEST CLIMB GRADIENT SPEED
CONF NORM ICING
Flaps 0 ° White Bug Red Bug
Flaps 15 ° White Bug -10 kt White Bug

Note
When workload permits, retract landing gear if extended.
● When flight path is safe and GPWS warning stops
Resume normal flight

_24a53a03-1333-4011-b550-90016218fccc 21 APR 2020

0676;0901-0913

Note
When flying under daylight VMC conditions, should a warning threshold be deliberately
exceeded or encountered due to known specific terrain at certain locations, the warning can
be regarded as cautionary and the approach can be continued.
A go-around shall be initiated in case warning cause cannot be identified immediately.

“PULL UP“ or “TERRAIN TERRAIN” or “ TOO LOW TERRAIN”

■ If in landing configuration
▶ GO AROUND.......................................... .......................................... PERFORM
Note
Advance PLs to the Wall if necessary.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°46
cont'd…

■ If not in landing configuration

▶ AP ..............................................................................................................OFF
▶ CLIMB ..................................................................INITIATE WITH CURRENT IAS
▶ MAX POWER............................................................................APPLY AS RQRD
Note
Advance PLs to the Ramp, or to the Wall if necessary.
▶ PWR MGT................................................. ................................................. MCT
▶ AIRCRAFT CONFIGURATION ..............................................................MAINTAIN
▶ IAS ........................ ........................ ADJUST TO BEST CLIMB GRADIENT SPEED
BEST CLIMB GRADIENT SPEED
CONF NORM ICING
Flaps 0 ° White Bug Red Bug
Flaps 15 ° White Bug -10 kt White Bug

Note
When workload permits, retract landing gear if extended.
● When flight path is safe and GPWS warning stops
Resume normal flight

“SINK RATE"
Increase pitch and power to make the warning cease.

“DON’T SINK"
Adjust pitch attitude and power to maintain level or climbing flight.

“TOO LOW GEAR" or “TOO LOW FLAPS"

Correct the configuration or perform a go-around.

“GLIDE SLOPE"
- Establish the aircraft on the glide slope, or
- Press one GPWS/GS pb if flight below glide slope is intentional (non precision
approach).
“BANK ANGLE"
Decrease bank angle.
Enhanced modes :
“TERRAIN AHEAD - TERRAIN AHEAD” or “OBSTACLE AHEAD - OBSTACLE AHEAD”
Verify the aircraft flight path, correct it if required, if in doubt, perform a maximum climb until
the caution alert stops.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°47
cont'd…

“TERRAIN AHEAD - PULL UP” or “OBSTACLE AHEAD - PULL UP” or “TOO LOW
TERRAIN”
■ If in landing configuration
▶ GO AROUND.......................................... .......................................... PERFORM
Note
Advance PLs to the Wall if necessary.
■ If not in landing configuration
▶ AP ..............................................................................................................OFF
▶ CLIMB ..................................................................INITIATE WITH CURRENT IAS
▶ MAX POWER............................................................................APPLY AS RQRD
Note
Advance PLs to the Ramp, or to the Wall if necessary.
▶ PWR MGT................................................. ................................................. MCT
▶ AIRCRAFT CONFIGURATION ..............................................................MAINTAIN
▶ IAS ........................ ........................ ADJUST TO BEST CLIMB GRADIENT SPEED
BEST CLIMB GRADIENT SPEED
CONF NORM ICING
Flaps 0 ° White Bug Red Bug
Flaps 15 ° White Bug -10 kt White Bug

Note
When workload permits, retract landing gear if extended.
● When flight path is safe and GPWS warning stops
Resume normal flight

NSU.52 DOORS
NSU.52.1 COCKPIT DOOR SECURITY SYSTEM
NSU.52.1.1 Cockpit Door Operation
_8c7574d8-76a8-4633-9df9-f8028c86abaa 16 JUN 2017
ALL
This procedure should be applied, if local authorities require that the cockpit door remain closed
throughout the entire flight.

Before Pushback or engine start

▶ COCKPIT DOOR LOCKING SYSTEM sw.............................. .............................. ON
▶ COCKPIT DOOR CLOSED..................................... ..................................... CHECK
With the cockpit door sw at CLOSE, the cockpit door is closed and locked.

cont'd…
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AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°48
cont'd…

After Engine Start

■ If routine access is requested from the cabin
The buzzer sounds in the cockpit for at least 2 s
Before unlocking the door, the flight crew should identify the person requesting entry.
■ If entry is not authorized by the flight crew
▶ COCKPIT DOOR sw....................................... ....................................... DENY
Emergency access, the buzzer, and the Door Call panel are inhibited for 3 min.
■ If entry is authorized by the flight crew
▶ COCKPIT DOOR sw....................................... ....................................... OPEN
The flight crew should pull the switch and maintain it on the OPEN position, until the
cabin crew opens the door.

Note
If the flight crew does not take any action after the routine cabin request, the cabin
crew will be able to open the door by using the emergency access procedure.
■ If the emergency access is initiated from the cabin
The buzzer sounds continuously in the cockpit for 30 s, and the OPEN light flashes on
the central pedestal’s COCKPIT DOOR panel.
Note
If the flight crew does not take any action, the door will unlock after 30 s.
■ If entry is not authorized by the flight crew
▶ COCKPIT DOOR sw....................................... ....................................... DENY
Emergency access, the buzzer, and the Door Call panel are inhibited for 3 min.
When the situation in the cockpit permits, the flight crew should identify the person
requesting entry before unlocking the door.
■ If entry is authorized by the flight crew
▶ COCKPIT DOOR sw....................................... ....................................... OPEN
The flight crew should pull the switch and maintain it on the OPEN position, until the
cabin crew opens the door.

Before leaving the aircraft

▶ COCKPIT DOOR LOCKING SYSTEM sw............................................................OFF
▶ FAULT LIGHT on Door Control panel..............................................................CHECK

NSU.52.1.2 Daily Check

_46d0a0eb-59c3-424d-9c13-e2924a000121 16 JUN 2017
ALL
▶ COCKPIT DOOR LOCKING SYSTEM sw................................. ................................. ON
In the Cargo Compartment, on the Door Call Panel
▶ EMER pb................................................... ................................................... PUSH

cont'd…
 [Link]
PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°49
cont'd…

Check OPEN LIGHT flashes.

In the Cockpit
Check buzzer.
Check OPEN LIGHT flashes.
■ If correct
In the Cockpit
▶ COCKPIT DOOR sw......................................... ......................................... DENY
Check buzzer stops.
Check OPEN LIGHT turns off.

In the Cargo Compartment, on the Door Call Panel

Check OPEN LIGHT turns off and DENIED LIGHT comes on.
■ If correct
▶ COCKPIT DOOR sw....................................................................................OPEN
▶ COCKPIT DOOR LOCKING SYSTEM sw............................ ............................ OFF
FUNCTIONAL CHECK OF THE MANUAL LOCK BOLT(S).

NSU.52.1.3 Opening the Cockpit Door from Cabin

_ba222349-001b-4e9e-9edf-3d6adab369e7 03 OCT 2017
ALL
▶ CABIN CREW ROUTINE ACCESS............ ............ REQUEST on the DOOR CALL PANEL
▶ CABIN CREW..........................................................................................PRESS CALL
▶ CABIN CREW.............................. .............................. STAND IN COCKPIT DOOR AXIS
The cabin crew should stand in the axis of the cockpit door.
A buzzer sounds in the cockpit.
■ If entry is not authorized by the flight crew
The flight crew denies the entry request via the COCKPIT DOOR sw.
The Door Call panel red light comes ON steady, and indicates that the door is locked.
The emergency access, the buzzer, and the Door Call panel are inhibited for 3 min.
■ If entry is authorized by the flight crew
The flight crew unlocks the door via the COCKPIT DOOR sw.
The Door Call panel green light comes ON steady, and indicates that the door is unlocked.
▶ CABIN CREW....................... ....................... PULL the DOOR RIGHT PANEL to OPEN
▶ CABIN CREW................... ................... UNLOCK the LEFT PANEL and PULL to OPEN
The door left panel is unlocked by moving the handle in the cockpit side on the door left
panel.

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°50
cont'd…

■ If there is no reaction from the flight crew

▶ CABIN CREW SECOND ACCESS .......... .......... REQUEST on the DOOR CALL PANEL
Repeat the above procedure.
■ If there is no reaction from the flight crew after a second request
▶ CABIN CREW..................................... ..................................... CALL THE COCKPIT
To establish contact with the flight crew and request access to the cockpit.
■ If there is no reaction from the flight crew after a cabin crew interphone call
▶ CABIN CREW..................................................................PRESS THE EMERGENCY
Rotate the protecting plate and press the EMER pb. A buzzer sounds continuously in the
cockpit for 30 s, and the green light flashes on the Door Call panel. After 30 s, the green
light comes ON steady and the cabin crew can then pull the door right panel to open and
the buzzer stops.
This indicates that the door is unlocked for 10 s.
▶ CABIN CREW....................... ....................... PULL the DOOR RIGHT PANEL to OPEN
▶ CABIN CREW................... ................... UNLOCK the LEFT PANEL and PULL to OPEN

NSU.52.2 CARGO DOOR

NSU.52.2.1 Cargo Door
_924d0c79-ad18-4f1c-ab62-73f47e8b8fd1 16 JUN 2017
0652-0913

To Open Cargo Door

- Push flap to grasp handle of the upper lever
- Press handle and pull the upper lever fully down
- Pull the lower lever fully down
- Open flap for access to cargo door control panel (green light comes on)
- Press selector to OPEN until door is completely opened
- Make sure selector returns to neutral position
- Lock folding strut.
To Close Cargo Door
- Unlock folding strut
- Open flap for access to cargo door control panel
- Press selector to CLOSE until door is completely closed
- Fold back the lower lever in its recess
- Press handle or the upper lever and fold it back in its recess
- Make sure blue light is ON (door locked in closed position) selector has returned to
neutral position and green light is OFF.
All the lights of the operating panel can be tested by pressing them.
As long as the cargo door is not closed and all hooks engaged, the CARGO UNLK lighted
amber on the cockpit overhead panel.

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°51
cont'd…

1) Manual Operating
In case of electrical actuator failure, it is possible to open or close the cargo door with a
hand crank, introduced in an adjusted shaft drive of the actuator.
_15cb891e-64fa-4a8e-93a8-ca702b36efaa 30 NOV 2017
0644-0648
1) Operating from Inside
INTERNAL DOOR OPERATING
INTERNAL
OPERATING PANEL
2

VENT DOOR
3

ICN-XX-Y-520000-T-FB429-00021-A-01-N

CARGO DOOR

OPEN

OFF

CLOSE

ICN-XX-Y-520000-T-FB429-00022-A-01-N

Opening
- Push upward handle 1 (Latch lock flap get free)
- Push downward handle 2 on the vent door (the door is unlocked)
- Rotate downward the handle 3 (Hooks are disengaged and the door is unlatched)
- Use the actuator selection guarded switch in the internal operating panel.
Closing
Use the actuator selection guarded switch in the internal operating panel.
Note
The locking and latching are not possible from inside. However, the latching position can
be inspected from inside through the view ports on the bottom part of the door.
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°52

NSU.52.3 ENTRY DOOR

NSU.52.3.1 Second Handrail Fixing Procedure
Second Handrail Fixing Procedure
_28528cb7-a982-43c2-91b2-5ae4e8a83bcd REV 15 SEP 2023
ALL
1 Open the door
2 Position the handrail parallel to the stairs
3 Open out the support on the bottom of the stairs
4 Fix the lower end-fitting on this support
5 Fix the free end-fitting on the door frame
Note
Make the conversed procedure before closing the door.

NSU.70 POWER PLANT

NSU.70.1 Start Up
_d19ffd53-6c66-48b8-bf94-908128448690 07 SEP 2022
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ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even days).
Before initiating start sequence EEC FAULT light must be OFF, if EEC FAULT is ON try to
reset. If unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored:
- Correct NH increase when starting the sequence
- Starter disconnection at 45 % NH
- Maximum ITT: during a battery start one or two ITT peaks not exceeding 800 °C can
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N° 1 on ground (engine 2 running)

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°53
cont'd…
NH %
Parameters 0 10 45 62
START 1 ON illuminated (ON extinguished)

STARTER/GENERATOR
Starter generator

CLA
FUEL S.O. * FTR

IGNITION

EEC EEC ON

MAIN BAT. (MAIN BAT.

ELECTRICAL SUPPLY OF
+ GEN 2)
STARTER/GENERATOR

PLA GI

* Passing from FUEL S.O. to FTR is possible between 10 and 19 % NH if ITT > 100° C.

ICN-XX-Y-700000-T-FB429-00947-A-04-N

ENG OIL LO PR alarm is 30 s time delayed to avoid untimely ENG OIL LO PR during engine
start. Refer to ADVERSE WEATHER for specific cold weather behavior.
Note
This alert is inhibited when affected CL is in FUEL S.O. position.

NSU.70.2 Use of Bleed Valves for Takeoff

_7c38ddc1-ae45-4051-9a44-46fc1ec9afff 22 SEP 2017
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The aircraft is fitted with an automatic bleed valve closing in case of engine failure at takeoff.
The closing signal is given by MFC’s when uptrim is triggered. BLEED FAULT light also comes
on on the operative engine. Engine bleed valves can be routinely selected ON (NORM FLOW)
for takeoff. However, performance decrement has to be considered for the ground phase. This
decrement is given in chapter Performances and can be computed by the FOS.

NSU.70.3 Power Set Up Procedure for Takeoff and Go-Around

_264988d3-cc3a-4f0f-8693-81bc02fc80a2 05 AUG 2021
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1) Takeoff
Engine control normally uses temperature, altitude and speed data from the selected ADC
but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered) corresponding
to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independent
from aircraft sources and compared to values displayed by torque bugs.
cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°54
cont'd…

Takeoff power is routinely obtained by setting the power levers and the condition levers into
the notches. CLs should be routinely stay into the notches. NP is automatically set at 100 %
provided PWR MGT selector is on TO position and PLA is sufficient.
2) Go-Around
The throttle movement (PF) is to be applied across the notch up to the ramp (beginning of
amber sector).
WARNING
OVERRIDING THE RAMP THRESHOLD UP TO THE ABSOLUTE FULL TRAVEL WILL
ENABLE 1.15 X RTO TQ (EEC ON). THIS SHOULD BE USED ONLY IS CASE OF
EMERGENCY.

NSU.70.4 Unfeathering after an Engine Restarts in Flight

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Unfeathering the propeller induces a limited lateral disturbance.

NSU.70.5 Engine Parameters Fluctuation

_a1ae6e6c-760e-484e-991b-b24c808c7786 13 SEP 2019
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The variation tolerances of engine parameters are shown in the table below. These tolerances
must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
FLUCTUATION AMPLITUDE +/-2 % +/-0.25 % +/-5 °C +/-2.5 %

NH fluctuation amplitude +/-0.25 % means that the maximum amplitude is 0.5 % between the
minimum and maximum NH values read by the crew.
In case of engine parameters fluctuation above tolerances, it can be helpful to select the
corresponding EEC OFF before shutting the engine OFF.
If this action solves the problem, the flight can be continued accordingly.

NSU.70.6 Ignition
Man Ignition
_fe77fd2a-313e-4223-8534-8c3bd03ee2f4 16 JUN 2017
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When one or both EEC(s) has (have) been deselected, the use of MAN ignition is required
when the aircraft enters into heavy precipitation or severe turbulence areas, when ice accretion
develops, or when using contaminated runway for takeoff or landing.

NSU.70.7 Adapted Flight Idle

_bf5bef59-7a32-42b9-981b-256f6ba09d58 16 JUN 2017
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Low flight idle rating is associated with a significant increase of aerodynamic drag profitable to
the descent performance (approach and landing).
cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°55
cont'd…

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

NSU.70.8 Propeller Brake Use

_b555cc06-88b2-43ab-81d9-ccec15f54c73 21 NOV 2019
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Propeller brake must be used only when READY light on propeller brake control panel is ON.
1) Braking Sequence (ENG 2 Running)
CREW ACTION PROP. BRAKE SYSTEM STATUS

RH CL... FTR OR FUEL S.O.

DC AUX
GUST LOCK... ON READY PUMP
RUNNING
BLUE HYD PRESS...
CHECK ABOVE 2900 PSI

PROP BRAKE SW... ON UNLK

7s
PROP
OFF BRK 15s

OFF OFF

ICN-XX-Y-710000-T-FB429-00001-A-02-N

Note
The DC AUX pump runs automatically as soon as
- Blue hydraulic pressure is below 1 500 psi, and
- Gear is down, and
- One engine is running
and stops 15 s after the end of PROP braking sequence (PROP BRK lights ON).

cont'd…
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°56
cont'd…

2) Releasing Sequence (ENG 2 in Hotel Mode)

CREW ACTION PROP. BRAKE SYSTEM STATUS

PROP
BRK

HYD AUX PUMP... PULSE

DC AUX
PUMP
RUNNING

READY

PROP BRAKE SW... OFF UNLOCK

PROP
BRK

UNLOCK

30s

15s

14, 0,
V13.2
4, 3
ICN-XX-Y-710000-T-FB429-00002-A-02-N L_CB_00000000_0000000_000_00_00

Note
A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for 30 s. Selecting
propeller brake sw to OFF position within this 30 s temporization enables to keep the DC
AUX PUMP running overriding the 30 s temporization, because when the brake is
completely released, the DC PUMP remains supplied for 15 s.

NSU.70.9 Reverse Phases

_edad2193-1297-4d1a-a679-82e8b8d8c303 16 JUN 2017
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NP is the parameter to be monitored during reverse phases. (NP is the only regulated
parameter in these phases).
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PROCEDURES

AH / 75 NORMAL OPERATIONS
FCOM NORMAL SYSTEM USE Page n°57

NSU.70.10 Operations Out of the Notch

_41dcd28d-270b-45d2-88aa-2852d7a81d80 06 MAY 2020
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Engines are trimmed to compensate for built-in discrepancies between left and right engines
and their associated controls. The trimming procedure is performed at two different positions of
the Power Levers (PL): at Flight Idle (FI), and in the notch. It ensures a similar torque on both
sides at those PL positions.
When the flight crew retards the PL out of the notch during descent and approach, the trim
efficiency is reduced and may no longer correct the left/right discrepancy. This may result in a
difference between the left and right TQ values of up to 8 % in stabilized conditions.
Such difference is acceptable. If required, the flight crew can compensate it by manually
adjusting the PL.

NSU.70.11 Boost Operation

_20a86cd9-5a99-4dcb-accb-9f64e0a335af 09 SEP 2022
0901-0913
In normal operation, flight crew select appropriate rating through ENG BOOST pb:
- Pressed-in for BOOST selection (PW127M rating, default engine power)
- Released-out to derate engine power (PW127F rating).
Once power levers reach FI, rating selection is latched. Changes in the pushbutton position
won’t be effective until power levers are retarded below FI.
This inhibition is cancelled in the case of engine failure. After engine failure during any flight
phase, crew can modify engine rating for single engine operation.
New selection is then latched until power levers are retarded below FI.