LIM.

FCOM

AH / 75 TOC
FCOM Table of Content Page n°01

LIMITATIONS
GENERAL LIMITATIONS LIM.1

. Introduction.................................................................................................. page 01

. Kinds of Operation........................................................................................ page 01

. Minimum Flight Crew.....................................................................................page 01

. Performance Configuration............................................................................page 01

. Maximum Operating Altitude......................................................................... page 01

. Maneuvering Limit Load Factors....................................................................page 02

. Dispatchability.............................................................................................. page 02

. Maximum Number of Seats............................................................................ page 02

WEIGHT AND LOADING LIM.2

1. WEIGHT............................................................................................................ page 01

2. CENTER OF GRAVITY........................................................................................page 01

3. LOADING.......................................................................................................... page 02

4. PASSENGERS BOARDING - DISEMBARKING..................................................... page 03

SPEEDS LIM.3

1. AIRSPEEDS.......................................................................................................page 01

2. STALL SPEEDS................................................................................................. page 02

3. MINIMUM CONTROL SPEEDS............................................................................ page 03

4. OPERATING SPEED...........................................................................................page 07

OPERATIONAL PARAMETERS LIM.4

1. ENVIRONMENTAL............................................................................................. page 01

2. WIND LIMITATION.............................................................................................. page 01

3. RUNWAY........................................................................................................... page 03

4. ICING CONDITIONS........................................................................................... page 03

 LIM.
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AH / 75 TOC
FCOM Table of Content Page n°02

SYSTEMS LIM.5

21. AIR CONDITIONING........................................................................................... page 01

22. AUTO FLIGHT....................................................................................................page 01

24. ELECTRICAL POWER........................................................................................ page 02

27. FLIGHT CONTROLS...........................................................................................page 02

29. HYDRAULIC POWER......................................................................................... page 02

30. ICE AND RAIN PROTECTION............................................................................. page 03

31. INDICATING AND RECORDING SYSTEMS.......................................................... page 03

32. LANDING GEAR................................................................................................ page 03

33. LIGHTS............................................................................................................. page 03

34. NAVIGATION......................................................................................................page 04

35. OXYGEN........................................................................................................... page 13

52. DOORS............................................................................................................. page 14

70. POWER PLANT..................................................................................................page 15

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AH / 75 GENERAL LIMITATIONS
FCOM Page n°01

1 Introduction
_7166e16e-c844-4707-82e4-0b99b2916a2b 0.1
ALL
This section includes the Airplane Flight Manual limitations required by regulations.
CAUTION
- The limitations of the Airplane Flight Manual (EASA basis) are clearly identified
- The additional limitations are defined in order to optimize aircraft operations
- All references to airspeed and altitude relate to indicated airspeed and pressure altitude,
unless otherwise noted.

2 Kinds of Operation
_39c36470-bd17-4491-9888-80a05bc67d9a 0.1
ALL
AFM DATA
The aircraft is certified in the transport category for day and night operations, in the following
conditions when the appropriate equipment and instruments required by the airworthiness and
operating regulations are approved, installed and in an operable condition:
- VFR and IFR
- Flight in icing conditions
- Reverse thrust taxi (single or twin engine).

3 Minimum Flight Crew

_4e716386-fd2a-4057-8be2-86720ae8d222 0.1
ALL
AFM DATA
2 Pilots.

4 Performance Configuration
_a5d7fe61-e842-49a8-9b72-151b89e0924d 1.1
ALL
Refer to PERFORMANCE for associated performances.
AFM DATA
Refer to AFM - PERFORMANCE - AIRCRAFT CONFIGURATION for aircraft configuration
associated with certified performances.

5 Maximum Operating Altitude

_5e0f199b-a433-4e46-8d33-496abde00c11 0.1
ALL
AFM DATA
Maximum Operating Altitude........................................ ........................................ 25 000 ft
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FCOM Page n°02

6 Maneuvering Limit Load Factors

_50f667d9-e2a5-4754-b6ff-2f59e971a16f 0.1
ALL
AFM DATA
Gear and flaps retracted................................................................................+2.5 g to -1 g
Gear and/or flaps extended....................................... ....................................... +2 g to 0 g

7 Dispatchability
_a958bded-609d-4f1a-93c4-5d12a50c5124 1.1
ALL
In the case of failed or missing equipment / part, refer to MMEL / CDL for aircraft dispatch.

8 Maximum Number of Seats

Maximum Number of Passenger Seats
_3aa06c79-256d-4522-a2ab-31c8d54cd9b6 0.1
ALL
AFM DATA
74 as limited by emergency exits configuration.
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AH / 75 WEIGHT AND LOADING

FCOM WEIGHT Page n°01

1 WEIGHT
1.1 Structural Limitations
_19fc371d-83fe-414b-8d19-700ac1ac82a9 REV 0.1
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MAXIMUM WEIGHT kg
TAXI 22 970
TAKEOFF 22 800
LANDING 22 350
ZERO FUEL 20 800

1.2 Performance Limitations

_d9fdcf93-3353-474a-b6fc-fbf2883a62e3 0.2
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Maximum takeoff weight and maximum landing weight may be reduced by performance
requirements related to the following (Refer to PERFORMANCE) :
- Climb performance (first and second segment, final takeoff and en route, approach and
landing climb)
- Available runway length (takeoff and landing)
- Tyre limit speed
- Brake energy limit, observe BRK TEMP alert for takeoff
- Obstacle clearance (takeoff and en route)
- En route and landing weight.

2 CENTER OF GRAVITY
2.1 Center of Gravity Envelope
_9d8f0447-10dd-4d19-bf3b-df20bf22ef35 REV 2.0
ALL
The limits of the center of gravity are given in percentage of the Mean Aerodynamic Chord
( MAC ), landing gear extended.
The MAC is 2.303 m long ( 90.67 in ).
Station 0 is 2.362 m ( 92.99 in ) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 13.604 m ( 535.59 in ).

cont'd…
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FCOM LOADING Page n°02
cont'd…

7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 %MAC
23

49
22
20.5

47
21

45

20

43

19
AIRPLANE GROSS WEIGHT (kg x 1000)

41
IT

18
IN G L IM

WEIGHT (lb x 1000)

39
D

17
D LAN

37
FF AN

16
35
T A K E -O
IMIT

IMIT

15
HT L

33
HT L
FLIG

FLIG

14 31

29
13

27
12
INDEX -40 -30 -20 -10 0 10 20 30 INDEX

MTOW 22 800 kg (50 265 lb)

MLW 22 350 kg (49 273 lb)

MZFW 20 800 kg (45 856 lb)

ICN-7X-Y-000000-T-FB429-00231-Q-01-N

3 LOADING
3.1 Loading Instructions
_2fbc5f8d-4e75-45f5-b4ac-b2c59220c55e 0.1
0652-0913
The aircraft must be loaded in accordance with the loading instructions given in the WEIGHT
AND BALANCE manual.
_7e17c5b2-6eaf-45e4-b176-d9776d955cbf 0.3
0644-0648
The aircraft must be loaded in accordance with the loading instructions given in the WEIGHT
AND BALANCE manual.

cont'd…
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AH / 75 WEIGHT AND LOADING

FCOM PASSENGERS BOARDING - DISEMBARKING Page n°03
cont'd…

CAUTION
Aft cargo must be totally unloaded and tail prop set in position before any container handling.

4 PASSENGERS BOARDING - DISEMBARKING

4.1 Tail Prop
_113cfa48-713d-4881-b5ed-fee98587279d 0.2
ALL
Before passenger boarding/disembarking:
- The tail prop must be installed
- A possible toppling over should be taken into account if more than 7 persons move near
the rear part of an unloaded aircraft.
 LIM.2
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AH / 75 WEIGHT AND LOADING

FCOM PASSENGERS BOARDING - DISEMBARKING Page n°04

PAGE

INTENTIONALLY

LEFT BLANK
 LIM.3
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AH / 75 SPEEDS
FCOM AIRSPEEDS Page n°01

1 AIRSPEEDS
1.1 Maximum Operating Speed VMO-MMO
_0613c62d-0749-4923-9da6-f48181657b54 1.0
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The flight crew shall not intentionally exceed this limit, in any flight phase.
VMO ........................................................... ........................................................... 250 kt
MMO ............................................................ ............................................................ 0.55

1.2 Maximum Design Maneuvering Speed VA

_7976f3cd-c549-490f-9788-7c483f8fdc3d 1.1
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Full application of roll and yaw controls should be limited to speeds below VA. Maneuvers
involving angles of attack near the stall should be limited to speeds below VA.
VA ............................................................ ............................................................ 175 kt
CAUTION
Rapid and large alternating controls inputs, especially in combination with large changes in
pitch, roll or yaw (e.g. large sideslip angles) may result in structural damage at any speed,
including below maneuvering speed VA.
CAUTION
When elevators are uncoupled, dual opposite inputs from left and right control columns are
strictly forbidden as it may result in structural damage at any speed, including below
maneuvering speed VA.

1.3 Maximum Flaps Extended Operating Speeds VFE

_970b3ab3-204a-4347-9164-bf6f0d405d38 0.2
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FLAPS 15....................................................... ....................................................... 185 kt
FLAPS 30....................................................... ....................................................... 150 kt

1.4 Maximum Landing Gear Extended and Operating Speeds VLE-VLO

_33ad4efb-76df-444e-92cd-5be45bc3063a 0.2
ALL
VLE ........................................................................................................................185 kt
VLO during extension................................................ ................................................ 170 kt
VLO during retraction................................................ ................................................ 160 kt
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FCOM STALL SPEEDS Page n°02

2 STALL SPEEDS
2.1 Stall Speeds
_01471656-d04b-48ab-83f3-c16b702a19e9 1.1
ALL

VSR - CAS (kt)

FLAPS / GEAR
120 0 / UP

115

110

105

15 / UP

100

95
30 / DOWN

90

85

80

75

70

65

WEIGHT (x 1000 kg)

60
12 13 14 15 16 17 18 19 20 21 22 23

26 28 30 32 34 36 38 40 42 44 46 48 50
WEIGHT (x 1000 lb)

ICN-7X-Y-000000-T-FB429-00011-C-03-N
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FCOM MINIMUM CONTROL SPEEDS Page n°03

3 MINIMUM CONTROL SPEEDS

3.1 V1 LIMITED BY VMCG
3.1.1 Flaps 15
_50707c0a-63a6-45d7-882d-7a0599a4c981 0.1
ALL

ICN-7X-Y-000000-T-FB429-00019-C-02-N
 LIM.3
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FCOM MINIMUM CONTROL SPEEDS Page n°04

3.1.2 Boost On
_6f6882aa-1740-417b-8ae8-c4cc654dae18 1.0
0901-0913

97

96

95

94

93

92

91

90

89

88

87

86

85

84

83

82

81

80

79

78

77

76

75

74

73

72
-40 -30 -20 -10 0 10 20 30 40 50 60

ICN-7X-Y-000000-T-FB429-00019-D-01-N
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FCOM MINIMUM CONTROL SPEEDS Page n°05

3.2 VMCA
3.2.1 Flaps 15
_3dda6612-2c46-4ee9-a6a4-0a5ae9723681 0.1
ALL

ICN-7X-Y-000000-T-FB429-00020-C-02-N
 LIM.3
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FCOM MINIMUM CONTROL SPEEDS Page n°06

3.2.2 Boost On
_4e742fac-b383-42e3-a3cf-6cac068aeadb 1.0
0901-0913

ICN-7X-Y-000000-T-FB429-00020-D-02-N
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FCOM MINIMUM CONTROL SPEEDS Page n°07

3.3 VMCL
3.3.1 Landing VMCL
_3d5fdee8-4cb3-4ad4-8e65-d58286e2248d 0.2
ALL
FLAPS 30........................................................ ........................................................ 98 kt
FLAPS 15........................................................ ........................................................ 98 kt

4 OPERATING SPEED
4.1 GENERAL
4.1.1 General
_1bfc4494-008c-469a-bb57-51af3b45f1c6 1.1
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Different speed types are used to operate an aircraft. Some of them enable the flight crew to
manage the flight while maintaining some margins from critical areas, whereas others are
mainly used for navigational and performance optimization purposes.
Operating speeds are built from limit speeds and margins application (multiplicator-coefficients)
to determine the flight envelope of the aircraft.

4.3 DEFINITION
4.3.1 Operating Speeds
_a3463c00-c4db-4f73-a10f-76655c0f3580 0.1
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V1 V1 is the maximum speed at which the flight crew
can decide to reject the takeoff and is ensured to
stop the aircraft within the limits of runway.
VLOF Speed at which the lift overcomes the weight.
VR Speed at which rotation is initiated to reach V2 at
35 ft height.
V2 Takeoff, safety speed reached at 35 ft height with
one engine failed and providing second segment
climb gradient not less than the minimum (2.4 %).
Vmin OPS Minimal flight speed based on flying conditions
and aircraft configuration.
VmLB Minimum maneuver speed, in Low Bank (15 °
MAX), depending on flaps configuration (VmLB0,
VmLB15….) and phase of flight.
VmHB Minimum maneuver speed, in High Bank (27 °
MAX), depending on flaps configuration (VmHB0,
VmHB15…) and phase of flight.

cont'd…
 LIM.3
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°08
cont'd…

VFTO Final Takeoff speed used during Final Segment

with one engine inoperative and providing climb
gradient not less than the minimum (1.2 %).
VREF Final approach reference speed for the
determination of the certified landing distance.
VAPP Final Approach speed is the operational speed
used during landing taking into account
corrections (Wind/Gust/Failure).
VGA Go-Around Speed
VFGA Final Go-Around Speed. Best climb gradient
speed after the go-around acceleration altitude.
The higher value between Final Takeoff (VFTO)
and Drift-down speed.

4.3.2 Limit Speeds

_ef0361cf-e190-4133-83c4-06f66ddaa4e8 1.0
ALL
VS Conventional stall speed, when the lift suddenly
collapses. At that moment, the load factor is
always less than one.
VS1g Stall speed which corresponds to the maximum lift
coefficient, just before the lift starts decreasing. At
that moment, the load factor is still equal to one.
VS = 0.94 x VS1g

VSR 1 g stall speed for a specified configuration. It is

function of the aircraft weight
VMO Maximum operating speed. Refer to LIM.3.2.1
Maximum Operating Speed VMO-MMO.
MMO Maximum operating mach. Refer to LIM.3.2.1
Maximum Operating Speed VMO-MMO.

cont'd…
 LIM.3
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°09
cont'd…

VA Maximum design maneuvering speed. Refer to

LIM.3.2.2 Maximum Design Maneuvering Speed
VA.
VMCG Minimum Control speed on the Ground from which
a sudden failure of the critical engine can be
controlled by use of primary flight controls only,
with the other engine operating at RTO power.
VMCA Minimum Control speed in flight at which the
aircraft can be controlled with 5 ° bank, in case of
failure of the critical engine with the other engine
at RTO power (takeoff flaps setting and gear
retracted.)
VMCL Minimum flight speed at which aircraft can be
controlled with 5 ° bank in case of failure of the
critical engine, the other being set at GA power
(landing flaps setting, gear extended) and which
provides rolling capability specified by regulations.
Refer to LANDING VMCL.
VFE Maximum speed for each Flaps Extended. Refer
to LIM.3.2.3 Maximum Flaps Extended Operating
Speeds VFE.
VLE Maximum speed with Landing gear Extended
Refer to LIM.3.2.4 Maximum Landing Gear
Extended and Operating Speeds VLE-VLO.
VLO Maximum speed to Operate Landing gears
(Lowering, Retracting). Refer to LIM.3.2.4
Maximum Landing Gear Extended and Operating
Speeds VLE-VLO.

4.4 MINIMUM MANEUVER SPEEDS (VMHB-VMLB)

4.4.1 Introduction
_53b197a2-08fe-43da-be76-fade6e9e00c1 1.2
ALL
Minimum maneuver operating speeds are defined in order to provide sufficient margin against
stall.
They will vary with:
- Normal or icing conditions
- Weight
- Configuration
- Type of maneuver (HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in Refer to LIM.3.2.1
Stall Speeds or by V2 when applicable.
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°10

4.4.2 Normal Conditions

_a64d53d1-1683-4f8a-b276-4a1051b97326 0.1
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FLAPS VmHB VmLB

0 1.18 VSR
1.23 VSR and not less than
15 V2
VMCL during approach
30 Not used

4.4.3 Icing Conditions

_ccbbe87d-0ee3-488b-b17e-1f4fdc093915 1.1
ALL
The minimum maneuver speeds defined for normal conditions must be increased and the new
value enforced whenever ice accretion:
- Is possible (flight in atmospheric icing conditions)
- Exists (ice accretion developing or residual ice).

FLAPS VmHB VmLB

0 1.46 VSR 1.40 VSR
1.22 VSR
T/O - 2nd segment
1.27 VSR
Final Takeoff
15 1.35 VSR
1.30 VSR
En-route
1.24 VSR
Go-around
30 1.32 VSR Not used

CAUTION
For obstacle clearance, the en-route configuration with engine failure is FLAPS 15 at a
minimum speed of 1.30 VSR if ice accretion is observed.
Note
Refer to SPEEDS for VSR and VMCL speed values.
In order to determine these speeds in a more pilot oriented manner, an operating data booklet
included in QRH is provided in which relevant minimum maneuver/operating speeds are
directly given for all weights.
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°11

4.4.4 Recommended Conservative Maneuvering Speed

_78a2408d-398f-45da-b54b-5ed74c5533ed 1.1
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When performance consideration does not decide use of minimum maneuver speeds, the
following conservative maneuvering speeds are recommended.
They cover all weight, for high bank operational maneuver, at all flight conditions (normal or
icing):
- FLAPS 0: 180 kt
- FLAPS 15: 150 kt
- FLAPS 30: 135 kt

4.5 TAKEOFF SPEEDS

4.5.1 TAKEOFF SPEEDS
_72559ece-cf71-4d08-91f3-0679f7d65eaf 0.1
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FCOM OPERATING SPEED Page n°12

4.6 V1 - VR - V2
4.6.1 V1 - VR - V2
_7885d21e-e762-4ffe-bb99-f0a9278466e4 1.6
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- Non Limiting (NL) V1 / VR / V2 are read from the QRH, matching conservative actual
TOW.

Note
Do not use example for operations.
- Else V1 / VR / V2 are read in relation with the method described in chapter Refer to
FCOM-PER-03 TAKEOFF, or FOS chart.

Note
Do not use example for operations.
Note
1) If the TOW is below the RTOW (limitation), you must read V1 / VR / V2 given by the
method used to determine the limitation (FOS or FCOM)
2) SPS (Single-point Performance Software) provides V1 / VR / V2 and VmLB considering
NL or limiting runway conditions.
cont'd…
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°13
cont'd…

The takeoff speeds are manually set by the flight crew on the Airspeed Indicator, Refer to DSC.
34.2.2.1 Airspeed Indicator.

4.7 VFTO
4.7.1 VFTO
_96adbf4c-2a3f-48f6-85fb-9500e1b81f30 0.2
ALL
The value of Final Takeoff speed is read from QRH based on prevailing normal conditions
(VmLB0) or icing conditions (VmLB15).

Note
Example not to be used for operations.

4.8 CRUISE SPEEDS

4.8.1 Minimum Speeds
_b88af25a-413e-4655-bc0d-3e6ad5171d7f 1.1
ALL
The minimum maneuver speed in flight is VmLB FLAPS 0 in normal conditions or VmLB FLAPS 0
in icing conditions.
The minimum maneuver in drift down operation is VmLB FLAPS 0 in normal condition or VmLB
FLAPS 15 in icing conditions.
This speed ensures the highest altitude versus distance in climb, and the best lift-to-drag ratio
speed during descent.
The value of mini en-route and drift down speed are read from QRH based on prevailing normal
conditions (VmLB0) or icing conditions (VmLB0 or VmLB15).

cont'd…
 LIM.3
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°14
cont'd…

Note
Do not use example for operations.

4.8.2 Recommended Cruise Speed

_868b01dc-2329-463e-b69f-c51a986a151e 0.4
ALL
The recommended value of cruise speed is read from QRH in relation with the flight level,
weight and Δ ISA and is manually set by the flight crew on the Airspeed Indicator, Refer to
DSC.34.2.2.1 Airspeed Indicator.

cont'd…
 LIM.3
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°15
cont'd…

Note
Example not to be used for operations

4.9 LANDING SPEED

4.9.1 Landing Speed
_f9d8d1b4-5345-440c-9e37-3e6d8e92486f 1.2
ALL
1) Final Approach Reference Speed (VREF)
VREF = MAX {VmHB30; VMCL}
2) Final Approach Speed (VAPP)
VAPP = VREF + Correction*

cont'd…
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°16
cont'd…

*Correction: The highest of

- Wind Factor
Or
- Following a failure.
3) Wind Factor
The highest of
- 1/3 of the headwind component
Or
- The gust reported.
With a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of windshear etc.
Null wind final approach speed is read from the QRH versus actual landing weight.
Here are two examples how to determine wind factor:
1) Landing RWY 24, expected wind 31024G30KT
Cross wind: 23 kt
Head wind: 8 kt
Gust: 30-24 = 6 kt
Wind Factor = Min [Max ((1/3*8), 6), 15] = Min [Max (3, 6), 15] = Min (6, 15) = 6
2) Landing RWY 24, expected wind 35010G21KT
Cross wind: 9 kt
Tail wind: 3 kt
Gust: 21-10 = 11 kt
Wind Factor = Min (11,15) = 11

Note
Do not use example for operations.
4) Landing Speed Bug
Landing speed bug manually set by the flight crew on the Airspeed Indicator, Refer to DSC.
34.2.2.1 Airspeed Indicator.
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°17

4.10 GO-AROUND SPEED (VGA)

4.10.1 Go-Around Speed (VGA)
_7e1770e0-9335-4275-a392-5eb71963bcb1 0.2
ALL
Normal conditions: VGA = 1.23 VSR (15 °) or 1.1 VMCA whichever is higher.
Icing conditions: VGA = 1.24 VSR (15 °) or 1.1 VMCA whichever is higher.
Go-around speed is read from the QRH versus actual landing weight.

Note
Example not to be used for operations.

4.11 MINIMUM SPEED FOR FLAPS RETRACTION

4.11.1 Minimum Speed For Flaps Retraction
_669c3cee-625b-499d-9561-c3481017c886 0.1
ALL
It is VmLB of the next flap setting.
Example:
- VmLB0: Minimum speed to retract flaps from 15 ° to 0 °.
 LIM.3
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AH / 75 SPEEDS
FCOM OPERATING SPEED Page n°18

PAGE

INTENTIONALLY

LEFT BLANK
 LIM.4
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AH / 75 OPERATIONAL PARAMETERS
FCOM ENVIRONMENTAL Page n°01

1 ENVIRONMENTAL
1.1 Environmental Envelope
_eaf91684-37c2-4227-896e-16b04214b80b 2.0
ALL
AFM DATA

ALTITUDE (ft)

25.000

20.000

ISA
15.000

FLIGHT
10.000
8.500

5.000
T/O & LANDING

0
-1.000

(°C)
-70 -50 -40 -30 -20 0 +20 +50
-54 -35

OUTSIDE AIR TEMPERATURE

ICN-XX-Y-000000-T-FB429-00021-D-01-N

Note
Refer to LIM.SYSTEMS.POWER PLANT.Fuel System for fuel temperature limitation.

2 WIND LIMITATION
2.1 Tailwind
_954f68ea-0c5c-446e-a3d7-d9b22f1e40ef 0.2
0901-0913
AFM DATA
Takeoff and Landing
Tailwind limit............................................................................................................15 kt
Note
The limitation for tailwinds greater than 10 kt reflects the capability of the aircraft as
evaluated in terms of airworthiness but does not constitute approval for operations under
tailwinds exceeding 10 kt in case such operational approval is required by the National
Authorities to the Operators.
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AH / 75 OPERATIONAL PARAMETERS
FCOM WIND LIMITATION Page n°02

_d16bbd31-37d2-4903-8892-75dc51b7593e 0.1
0644-0684
AFM DATA
Takeoff and Landing
Tailwind limit............................................................................................................10 kt

2.2 Crosswind
_a3a0d0c7-3579-4b2b-84b2-1d156cb6a349 0.1
ALL
AFM DATA
The maximum demonstrated crosswind is:
Takeoff....................................................................................................................35 kt
Landing FLAPS 30................................................. ................................................. 35 kt
Maximum Crosswind
Braking Action T.O LDG
(T.O and LDG)
GOOD 1 1 35 kt
GOOD/MEDIUM 2 2 28 kt
MEDIUM 3/6 6 22 kt
MEDIUM/POOR 4 5 16 kt
POOR 7 7 10 kt

Runway Status
1 Dry runway
2 Wet up to 3 mm depth
3 Slush or water from 3 to 6 mm depth
4 Slush or water from 6 to 12.7 mm depth
5 Slush or water from 3 to 12.7 mm depth
6 Compact snow
7 Ice
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FCOM RUNWAY Page n°03

3 RUNWAY
3.1 Runway Slope
_12c30841-cefa-466f-b78b-45bbe6fd7787 1.3
ALL
AFM DATA
Maximum mean runway slope......................................... ......................................... ±2 %
For operations on runways slope beyond 2 %, Refer to RUNWAYS SLOPE BEYOND 2 %.

4 ICING CONDITIONS
4.1 Ground Icing Conditions
_70b81fac-b235-4cc1-b62f-12ba722dc327 3.1
ALL
AFM DATA
● Ground Icing conditions exist when:
- OAT on the ground is at or below 5 °C and,
- Surface snow, standing water or slush is present on the ramps, taxiways and runways.
● Operation in ground icing conditions:
- For associated procedures Refer to ATMOSPHERIC ICING CONDITIONS.
- For advisory information on contaminated runways penalties Refer to CONTAMINATED
RUNWAY (ADVISORY MATERIAL) and Refer to FCOM.PERFORMANCES.

4.2 Atmospheric Icing Conditions

_09e3cbc1-f76c-4904-9f05-780a4032208b 3.0
ALL
AFM DATA
● Atmospheric icing conditions exist when:
- OAT on the ground and for takeoff is at or below 5 °C
- TAT in flight is at or below 7 °C
- Visible moisture in any form is present (such as clouds, fog with visibility of less than
one mile, rain, snow, sleet, and ice crystals).
● Operation in atmospheric icing conditions:
Takeoff is prohibited when frost, snow or ice is adhering to the wings, control
surfaces or propellers.
NP setting below 82 % is prohibited.
- For associated procedures Refer to PRO.NOR.ASOP.ADVERSE WEATHER.Icing
Conditions
- For performance data Refer to PER.Takeoff.
Some systems must be operative in icing conditions Refer to LIM.5.30.1 Ice and Rain
Protection.
 LIM.4
LIMITATIONS

AH / 75 OPERATIONAL PARAMETERS
FCOM ICING CONDITIONS Page n°04

4.3 Severe Icing Conditions

_d9df816a-de30-4524-8883-420eea0d990d 1.3
ALL
AFM DATA
WARNING
SEVERE ICING MAY RESULT FROM ENVIRONMENTAL CONDITIONS OUTSIDE OF
THOSE FOR WHICH THE AIRCRAFT IS CERTIFICATED.
FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE, OR MIXED ICING CONDITIONS
(SUPER COOLED LIQUID WATER AND ICE CRYSTALS) MAY RESULT IN ICE BUILD UP
ON PROTECTED SURFACES EXCEEDING THE CAPABILITY OF THE ICE PROTECTION
SYSTEM, OR MAY RESULT IN ICE FORMING AFT OF THE PROTECTED SURFACES.
THIS ICE MAY NOT BE SHED USING THE ICE PROTECTION SYSTEMS, AND MAY
SERIOUSLY DEGRADE THE PERFORMANCE AND CONTROLLABILITY OF THE
AIRCRAFT.
● The following weather conditions may be conducive to severe in-flight icing:
- Visible rain at temperatures close to 0 °C ambient air temperature (SAT)
- Droplets that splash or splatter on impact at temperatures close to 0 °C ambient air
temperature (SAT)
● During flight, severe icing conditions that exceed those for which the aircraft is
certificated are determined by the following:
- Ice covering all or a substantial part of the unheated section of either side window,
and/or
- Unable to reach or maintain target speed,
and/or
- The following secondary indications:
o Water splashing and streaming on the windshield
o Unusually extensive ice accumulated on the airframe in areas not normally
observed to collect ice
o Accumulation of ice on the lower surface of the wing, aft of the protected area
o Accumulation of ice on the propeller spinner farther aft than normally observed.
● Operations in severe icing conditions
If one of these fact is observed, immediately request priority handling from Air Traffic Control
to facilitate a route or an altitude change to exit the icing conditions. Apply procedure specified
in the Emergency Procedures chapter, Refer to EMERGENCY PROCEDURES.
The autopilot may mask tactile cues that indicate adverse changes in handling characteristics.
So, the use of the autopilot is prohibited when:
- Severe icing defined above exists, or
- Unusual lateral trim requirements are encountered while the aircraft is in icing
conditions, or
- Autopilot trim warnings are encountered while the aircraft is in icing conditions.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM AIR CONDITIONING Page n°01

21 AIR CONDITIONING
21.1 Pressurization
_a7fc672d-de27-491d-8c90-733fdeffaf65 0.1
ALL
AFM DATA
Maximum differential pressure....................................... ....................................... 6.35 psi
Maximum negative differential pressure................................. ................................. -0.5 psi
Maximum differential pressure for landing............................... ............................... 0.35 psi
Maximum differential pressure for OVBD VALVE full open selection................................1 psi
Maximum altitude for one bleed off operation ............................ ............................ 20 000 ft

22 AUTO FLIGHT
22.1 Automatic Flight Control System
_c3a644e5-340a-4955-91a4-0bf93333e57a 2.1
ALL

Note
For CAT II operation, Refer to CAT 2 APPROACH.
AFM DATA
Minimum height for AP engagement after takeoff........................... ........................... 100 ft
NAV mode for VOR approach with either AP or FD is authorized only if:
- A collocated DME is available
- DME HOLD is not selected.
Minimum height for use of either AP or FD:
- Except during takeoff or approach................................ ................................ 1 000 ft
- VS or IAS mode during approach .................................................................... 160 ft
- CAT I APP mode............................................................................................ 160 ft
For CAT II operation, Refer to CAT 2 APPROACH.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM ELECTRICAL POWER Page n°02

24 ELECTRICAL POWER
24.01 Electrical System
_685a8b87-304b-48c7-8770-8d6a0a20a2e2 0.1
ALL

SOURCE MAX LOAD TIME LIMIT

DC GEN 400 A NONE
600 A 2 min
800 A 8s
INV 500 VA NONE
575 VA 30 min
750 VA 5s
ACW GEN 20 KVA NONE
30 KVA 5 min
40 KVA 5s
TRU 60 A NONE
90 A 5 min

Single DC GEN operation:

● In flight, if OAT exceeds ISA + 25
Flight level must be limited to FL200.

27 FLIGHT CONTROLS
27.1 Flaps
_5c09e5c0-bfe3-475a-be09-71f985a08ec6 0.1
ALL
AFM DATA
Holding with any flaps extended is prohibited in icing conditions (except for single engine
operations).

29 HYDRAULIC POWER
29.1 Hydraulic Fluids
_7393315a-afcf-46f7-8eaf-6ccd588f53ef 1.1
ALL
AFM DATA
All hydraulic fluids compliant with technical specification : NSA 307110
Compliant fluids are listed in the AMM (Chapter 20, 20-31-30)
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM ICE AND RAIN PROTECTION Page n°03

30 ICE AND RAIN PROTECTION

30.1 Ice and Rain Protection
_1f431dc4-7cb1-44d2-a881-0c3321d4803d 0.2
ALL
1) Icing Conditions
AFM DATA
All icing detection lights must be operative before a night flight.
The ice detector must be operative.

31 INDICATING AND RECORDING SYSTEMS

31.1 Instrument Marking
_8f781152-545d-4e21-9284-22576d66108f 1.1
ALL
AFM DATA
Red arc or radial line : minimum and maximum limits.
Amber arc : caution area.
Green arc : normal area.

32 LANDING GEAR
32.1 Landing Gear
_556604ed-1220-4eba-8072-7bbbdf315916 0.2
ALL
AFM DATA
Do not perform pivoting (sharp turns) upon a landing gear with fully braked wheels except in
case of emergency.
In case of ground speed over 165 kt all tyres must be replaced.
Towbarless towing is prohibited, unless the towbarless towing operations are performed in
compliance with the appropriate operational requirements Refer to (JAR-OPS-1 for
Commercial Air Transportation) using towbarless towing vehicles that are designed and
operated to preclude damage to the aeroplane nose wheel steering system or which provide a
reliable and unmistakable warning when damage to the steering system may have occurred.
Towbarless towing vehicles that are specifically accepted for ATR aircraft are listed in ATR
Service Letter 72-09-6001.

33 LIGHTS
33.1 Cabin Lighting
_0cc722a5-4ccc-4aba-a025-0dc013e1dfa4 0.1
ALL
AFM DATA
Before each flight, use the general cabin lighting system for at least 15 min.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°04

34 NAVIGATION
34.1 GPS
34.1.1 General
_a6ed2a4b-d503-4283-809e-ffc0232f0e9a 0.1
0644-0684
The Honeywell/Trimble GNSS 1000:
- Complies with TSO C 129 and TSO C 115B
- Is installed in compliance with FAA AC 20-129, FAA AC 20-130A, FAA AC 20-138 and
DGAC CRI S-9902
- Has been demonstrated to meet the requirements of JAA TGL n°2, REV1, and FAA AC
20-138 and FAA Notice N8110-60.
_1864ac32-9d59-4e0d-8df9-85910fa89555 0.1
0901-0913
The Honeywell/Trimble GNSS HT1000:
- Complies with TSO C 129 and TSO C 115B
- Is installed in compliance with FAA AC 20-130A and FAA AC 20-138 for navigation use
- Is installed in compliance with FAA AC 20-129 for the advisory Baro-VNAV use
- Has been demonstrated to meet primary means of navigation in oceanic/remote areas in
accordance with FAA Notice N8110-60
- Has been demonstrated to meet the En-route continental B-RNAV requirements of JAA
TGL n°2, REV1 or equivalent in single HT1000 configuration
- Has been demonstrated to meet the P-RNAV requirements of JAA TGL n°10
- Has been demonstrated to meet the RNAV (GNSS) non-precision approach requirements
of AC 20-138 and RNP APCH specification in single HT1000 configuration.

34.1.2 Limitations
_2ceac016-0600-4470-8f8a-85c8efda4070 0.1
0644-0684
The operators must apply to their national authority to get an approval to conduct operations.

cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°05
cont'd…

- Honeywell / Trimble GNSS HT 1000 must operate with HT 1000-060 software version or
any later approved version
- The system must be used with an updated active database and the waypoints must be
cross-checked with official charts
- This equipment is approved for use as:
o Primary navigation means for oceanic and remote operations when only one long
range navigation system is required
o Additional navigation means, en route, in terminal area and for non precision
approach operations until the missed approach point with respect of the MDA
Stand-alone GPS approach is not approved. Appropriate functional ground based
navigation aids (VOR, VOR/DME, VORTAC, NDB, NDB/DME, ILS, LOC, LOC/
DME) must be continuously cross-checked during the approach.
o Advisory VNAV means.
VDEV function must be continuously monitored.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°06

_bc39a308-0eaa-4867-a73e-20be046b113a 0.3
0901-0913
The operators must apply to their national authority to get an approval to conduct operations.
- Honeywell / Trimble GNSS HT 1000 must operate with HT1000-060 software version or
any later approved version
- The approval of the system is based on the assumption that the navigation database has
been validated for intended use
- This system is approved in dual configuration for use for oceanic and remote operations
as a primary navigation means
- In single HT1000 configuration, the system is approved for use for oceanic and remote
operations when only one long range navigation system is required
- This system is approved for RNAV en route continental (B-RNAV) and RNAV terminal
area operations like RNAV SID/STAR (P-RNAV)
Note
This system is approved in any of the following configurations: AP coupling, FD only or
raw data (HSI information).
- This system is also approved as an additional navigation way for conventional en route
continental operations, conventional terminal operations (SID/STAR) and conventional
non-precision approach (e.g. NDB, VOR/DME, LOC,...) provided that:
o Approved navigation equipment, other than GNSS, required for the route to be
flown is installed and operational
o When the system is used to fly non-precision approach not promulgated as RNAV
(GNSS) approach or when procedure coordinates (SID/STAR, Approach) cannot be
guaranteed as WGS84, raw data (conventional navigation information) are
displayed to verify the correct RNAV (GNSS) guidance.
- Dual and single HT1000 configurations are approved for RNAV (GNSS) non-precision
approach provided that:
o The flight crew respects the published MDA (without VNAV credit)
o The published approach procedure is referenced to WGS84 coordinates or
equivalent
o Before starting the approach, the flight crew checks that for single configuration
GNSS is operating without DGR annunciation
o APP annunciation must be displayed in cyan on EHSI for final approach
Note
Flight crew must fly the full leg starting from IAF with RNP-APCH procedure in
the intended flight path. If not, the system will not switch to APP mode (RNP and
EHSI scale will remain at 1 Nm).
o RNAV (GNSS) non-precision approaches are performed only if a non-GNSS
approach procedure is available at destination or at alternate destination
o RNAV (GNSS) non-precision approaches must be rejected in case of DGR
annunciation on EHSI and/or UNABLE RNP message on MCDU affecting the
RNAV (GNSS) used for guidance

cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°07
cont'd…

o Approved navigation equipment, other than RNAV (GNSS), required for the
approach to be flown (at destination and at any required alternate airport) are
installed and operational.
ILS, LOC, LOC BC, LDA, SDF, and MLS approaches are not taken into account.
- The RNAV (GNSS) system is approved for use as advisory Baro-VNAV system.
VDEV function must be continuously cross-checked by appropriate functional ground
based navigation aids (VOR, VOR/DME, VORTAC, NDB, NDB/DME, ILS, LOC, LOC/
DME)
- If GNSS must be used in oceanic/remote area, B-RNAV (if DME are not available), P-
RNAV or for approach phases, the availability of the GPS integrity (RAIM or FDE
functions) must be checked by the operator using prediction tool available in the GNSS
during the preflight planning phase or any other approved tool.

34.3 TAWS
34.3.1 Limitations
EGPWS
_f6248407-0969-4483-b27c-4e22e6866881 0.2
0644-0672;0677-0913

EGPWS

-
1) Navigation is not to be predicted on the use of the terrain display.
Note
The Terrain display is designed to serve as a situational awareness tool only. It does
not have the integrity, accuracy or fidelity on which to solely base decisions for terrain
or obstacle avoidance.
2) To avoid giving nuisance alerts, the predictive TAWS functions must be inhibited when
landing at an airport that is not included in the airport database.

34.4 SSR MOD S ENHANCED SURVEILLANCE

34.4.1 SSR Mode S Enhanced Surveillance
_b02a05f9-c6fd-40fe-9c3d-df233e204284 2.0
ALL
The installed Mode S system satisfies the data requirements of ICAO Doc 7030/4, Regional
Supplementary Procedures for SSR Mode S Enhanced Surveillance in designated European
airspace. The capability to transmit data parameters is shown in column 2:

cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°08
cont'd…

Parameter Available/Not available

Magnetic Heading
Available
Indicated Airspeed
Mach No Available
Vertical Rate Available
Roll Angle Available
True Air Speed Available
True Track Angle Available
Groundspeed Available
Selected Altitude Available
Barometric Pressure Setting Available

34.6 PBN CAPABILITIES

34.6.1 PBN Capabilities
_2fa9ce7c-10bc-40e0-8cbf-a47776575199 NEW 0.4
0644-0684
PBN capability of Honeywell/Trimble GNSS 1000 operating with HT 1000-60 (or later) software
is RNAV5 .
Minimum required equipment to enter RNAV5 airspace is:
- 1 RNAV system, implying:
o 1 Current and valid navigation database
o 1 MCDU
o Navigation Source selection (on ECP)
o 1 VOR and 1 DME capable of VOR/DME and /or DME/DME position computation
or 1 GNSS receiver
- 1 EHSI
- 1 EADI.
_d5373898-ec99-4065-9839-c48a624176c9 NEW 0.4
0901-0913
PBN capability of Honeywell/Trimble GNSS 1000 operating with HT 1000-60 (or later) software
is RNAV5, RNAV2, RNAV1, RNP1, RNP APCH (LNAV).
Minimum Equipment Required:
Minimum required equipment to enter RNAV 5 airspace is:

cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°09
cont'd…

- 1 RNAV system, implying:

o
1 current and valid navigation database
o
1 MCDU
o
Navigation Source selection (on ECP)
o
1 VOR and 1 DME capable of VOR/DME and /or DME/DME position computation
or 1 GNSS receiver
- 1 EHSI
- 1 EADI.
Minimum required equipment to enter RNAV1/RNAV2 airspace is:
- 1 RNAV system, implying:
o
1 Current and valid navigation database
o
1 MCDU
o
NAV SOURCE selection
o
1 DME capable of DME/DME position computation or 1 GNSS receiver (GPS may
be required for RNAV1 terminal procedures)
- 1 CDI (NAV lateral deviation)
- 1 EHSI
- 1 EADI.
Minimum required equipment to enter RNP1 airspace is:
- 1 RNAV system, implying:
o 1 Current and valid navigation database
o 1 MCDU
o Navigation Source selection (on ECP)
o 1 DME capable of DME/DME position computation AND 1 GNSS receiver
- 1 CDI (NAV lateral deviation)
- 1 EHSI
- 1 EADI.
Minimum required equipment to start an RNP APCH (LNAV) operations:
- 1 RNAV system, implying:
o 1 Current and valid navigation database
o 1 MCDU
o Navigation Source selection (on ECP)
o 1 GNSS receiver
- 1 CDI (NAV lateral deviation)
- 1 EHSI
- 1 EADI
- 1 AHRS
- 1 ADC.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°10

34.9 TCAS
34.9.1 Limitations
_baf7140b-c97a-4f8a-8914-3901a73b77c3 2.1
ALL
The limitations in Section LIM are applicable with the addition of the following:
1) TCAS operation is approved for use in VFR meteorological conditions (VMC) and IFR
meteorological conditions (IMC).
2) The flight crew must not initiate escape maneuvers using information from the traffic
display only or from a traffic advisory (TCAS) only.
These displays and advisory are designed only for assistance in visually locating the
traffic and do not have the resolution necessary for use in evasive maneuvering.
3) Compliance with TCAS resolution advisory is required unless the flight crew considers it
dangerous to perform.
Maneuvers in opposite direction of the resolution advisory (TCAS) are extremely
hazardous and are prohibited unless it is visually determined that they are the only
means to ensure safe separation.
CAUTION
Once a non crossing RA has been issued the vertical speed should be accurately
adjusted to comply with the RA, in order to avoid negating the effectiveness of a
coordinated maneuver by the intruder.
WARNING
NON COMPLIANCE WITH A CROSSING RA BY ONE AIRCRAFT MAY RESULT IN
REDUCED VERTICAL SEPARATION. THEREFORE, SAFE HORIZONTAL
SEPARATION MUST ALSO BE ASSURED BY VISUAL MEANS.
4) Escape maneuvering should be made with the autopilot disengaged, and limited to the
minimum required to comply with the RA. The flight crew must immediately return to the
previous ATC clearance when the TCAS “CLEAR OF CONFLICT“? voice message is
announced.
5) Before performing RA’s climb or increase climb, the flight crew should select the
appropriate engine power setting on the power MGT selector and, if necessary, manually
adjust CL 1+2.
6) When a climb or increase climb RA occurs with the aircraft in the landing configuration or
in the go-around phase, a normal procedure of go-around should be followed including
the appropriate power increase and configuration changes.
7) Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RA’s would be appropriate,
however it is not possible to do so. In these cases, TCAS may command maneuvers
which may significantly reduce stall margins or result in stall warning. Conditions where
this may occur include operations with a bank angle (wings level is assumed), weight,
altitude, and temperature combinations outside those noted below, leaving aircraft in
landing configuration during climb RA on approach, engine out operation, and abnormal
configurations such as landing gear not retracted or stick pusher/shaker failure.
The table (Refer to LIM.5.34.9.2 Climb Resolution Advisory Flight Envelope) outlines the
parameters used in the development of the performance inhibits. This table does not
cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°11
cont'd…

consider worst turboprop flight conditions particularly operation using minimum operation
airspeeds as are sometimes required (e.g. obstacle clearance or ATC constraints). In all
cases, stall warning must be given in priority over climb RA commands.
Note
TCAS is viewed as a supplement to the flight crew who, with the aid of the ATC system,
has the primary responsibility for avoiding mid-air collisions.
WARNING
PRIORITY MUST BE GRANTED TO INCREASING AIRSPEED WHEN REACHING
STALL WARNING EVEN WHEN THIS REQUIRES DEVIATION FROM AN RA
COMMAND ISSUED BY THE TCAS.

34.9.2 Climb Resolution Advisory Flight Envelope

_35cac735-ad0d-4270-bf0f-b9cfb5327e40 0.2
ALL

FLIGHT ENVELOPE IN WHICH CLIMB RESOLUTION ADVISORY CAN BE ACHIEVED

WITHOUT STICK PUSHER / SHAKER ACTIVATION
FLIGHT WEIGHT POWER FLAPS GEAR AIRSPEED
REGIME ALTITUDE
INITIAL MIN.
TEMP
FAR25/
Takeoff JAR25 Takeoff 15 Up V2 +20 1.13 VSR
Climb limit
Spin up to
FAR25/ go-around power
Approach JAR25 during maneuver 15 Up 1.51 VSR 1.13 VSR
Climb limit from power for
level flight
Spin up to
Landing go-around power
FAR25/ Transition
Transitioning during maneuver Dn to
JAR25 from VAPP +10 1.13 VSR
to go-around from power Up
Climb limit 30 to 15
at RA required for 3 °
Glide Slope
Higher of
Critical Wt /
Power for level Long 1.13 VSR if
ALT giving
En route flight increased to Up Up Range defined or
1.3 g to Buffet
MCT Cruise buffet
onset
onset

cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM NAVIGATION Page n°12
cont'd…

Temperature range up to ISA +27 °C

Altitude range: En route 0 25 000 ft
Takeoff 0 6 000 ft
Approach
and 0 7 000 ft
landing
Wings level assumed

34.9.3 Inhibition Schemes

_be42621b-eaaf-46f7-80d4-c33e334b06fb 0.1
ALL

NON ICING CONDITIONS

CONFIGURATION RA CLIMB RA INCREASE CLIMB
FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 T.O AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED AUTHORIZED
FLAPS 30 AUTHORIZED INHIBITED

ICING CONDITIONS
CONFIGURATION RA CLIMB RA INCREASE CLIMB

FLAPS Z < 20 000 ft AUTHORIZED INHIBITED

0 Z >20 000 ft INHIBITED INHIBITED
FLAPS 15 T.O AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED INHIBITED
FLAPS 30 INHIBITED INHIBITED

Note
1) Flight crew is authorized to deviate from the current ATC clearance to the extent
necessary to comply with a TCAS resolution advisory.
2) Maneuvers based solely on information displayed on the traffic display are prohibited.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM OXYGEN Page n°13

35 OXYGEN
35.1 Minimum Bottle Pressure
_b1548a52-4009-454d-86e6-b4315a639249 2.1
ALL

TEMPERATURE CORRECTION REFERENCE BOTTLE PRESSURE AT 21° C (psi)

19
00

18 1900
00

RS

RS
1800

BE
17

BE
00

EM
EM

M
M
16 1700

EW
EW
00

CR
CR
15 1600

T
HT
00

H
BOTTLE PRESSURE (psi)

IG
IG

FL
1500

FL
14
00

2
3
13 1400
00

120 1300
0
1200
110
0
1100
100
0
1000
900
900
800
800
700
700

600
-10 0 10 20 30 40 0 50 100 150
REFERENCE TEMPERATURE (°C) TIME (minutes)
(= cabin temperature)

ICN-7X-Y-350000-T-FB429-00023-B-01-N

- Fig. 1 : Available Flight Time after Decompression -

Reference : Cabin Temperature or OAT, the highest one, on ground

Temperature
: Cabin Temperature, in flight

Minimum bottle pressure required to cover a cabin depressurization at mid-time of the flight, an
emergency descent from 25 000 ft to 13 000 ft within less than 4 min and a flight continuation at
an altitude below 13 000 ft.
A 25 % pax oxygen consumption is considered.
In the case of smoke emission, the system protects the flight crew members during 15 min.

cont'd…
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM DOORS Page n°14
cont'd…

Note
At dispatch, the computed flight time after decompression should be at least 1/2 of highest
time between estimated flight time to destination or flight time to the longest en route
alternate.
Provision covers:
- Unusable oxygen quantity
- Normal system leakage
- Reference temperature errors.

52 DOORS
52.1 Cargo Door Operation
_5c5010fd-2cbe-42d8-8139-ef06ea0c245c 0.1
ALL
AFM DATA
Do not operate cargo door with a lateral wind component of more than 45 kt.

52.2 Cockpit Door Security System

_6b9257f3-32a6-4fd3-b177-c4ff2ece2c99 0.1
ALL
AFM DATA
Cockpit door must be checked closed and locked before taxi.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM POWER PLANT Page n°15

70 POWER PLANT
70.1 ENGINES
70.1.1 Overtorque Limit
_09205204-58b7-40a3-a959-7f1dde5e7372 0.1
ALL

TQ (%)

120 REFER TO MAINTENANCE MANUAL

106.3

RECORD IN ENG LOG BOOK

(except when note below applies)

T
0 20 s 10 mn

ICN-7X-Y-000000-T-FB429-00026-C-01-N

Note
Operation up to 106.3 % torque is time unlimited when NP is below 94 %.
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM POWER PLANT Page n°16

70.1.2 Overtemperature Limit for Starting

_034fe4b3-04ba-4c55-93c1-413da6afebc0 0.1
ALL

ITT (°C)

REPORT TO MAINTENANCE

950

840

800

T
0 5 s 20 s

ICN-4X-Y-000000-T-FB429-00027-B-01-N
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM POWER PLANT Page n°17

70.1.3 ITT Limitation Engine Operating

_36cc6920-c573-4efd-9bd2-334771235d4b 0.1
ALL

ITT (°C)

900

REPORT TO MAINTENANCE
840

800

T
0 20 s

ICN-4X-Y-000000-T-FB429-00028-E-01-N
 LIM.5
LIMITATIONS

AH / 75 SYSTEMS
FCOM POWER PLANT Page n°18

70.1.4 ITT Limitation at Normal Takeoff Rating

_5e1a21d5-83a6-40e5-8655-9e656dc37a0d 0.1
ALL
AFM DATA

ITT T6 (° C)

780

765

760

740

720

-40 -30 -20 -10 0 10 15 30 40 50

OAT (° C)

ICN-4X-Y-000000-T-FB429-00025-F-01-N
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70.1.5 Engine Parameters

_38c14879-b55c-4771-8d82-5d43f535f5fa 2.3
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AFM DATA
Operating limits with no unscheduled maintenance action required.
Beyond these limits Refer to maintenance manual .
OIL
POWER TIME TQ ITT NH NL NP OIL TEMP
PRESS
SETTING LIMIT (%) (°C) (%) (%) (%) (°C)b
(PSI)
RESERVE
10 minf 100a 800 103.2 104.2 101 55 to 65 0 to 125
TAKEOFF
NORMAL
5 min 90a e 101.9 101.4 101 55 to 65 0 to 125
TAKEOFF
MAXIMUM
NONEg 90.9a 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS
GROUND 66 40
-40 to 125
IDLE minimum minimumd
HOTEL MODE 715 55 to 65 125
20 s 120 840 106.4 106.8 106c 40 to 100
TRANSIENT
5s 120
106c
OTHER
20 min 140
-54
STARTING 5s 950
minimum
a Value linked to 100 % NP.
b The flight crew must maintain the oil temperature above 45 °C in order to ensure protection for the engine air inlet against
ice accumulation.
c Authorized to achieve a flight provided that TQ does not exceed 75.2 % in CLB and 73.13 % in CRZ.
d Up to 75 % NH only.
e ITT limits depend on outside air temperature. Refer to LIM.5.70.1.3 ITT Limitation at Normal Takeoff Rating chapter.
f Time beyond 5 min is for single engine operations only.
g MCT rating is the MAX power certified for continuous use. Only for in-flight emergencies use the MCT.

Note
Flight with an engine running and the propeller feathered is not permitted.
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70.2 OIL SYSTEM

70.2.1 Oil System
_1d528ba4-ca6a-4f90-95e0-7aeda8c07461 1.1
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AFM DATA
Refer to specification PWA 521 type II .

70.3 STARTER
70.3.1 Starter
_a67b7d33-cb4f-458c-abea-8de9db88f2d8 0.1
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AFM DATA
3 starts within 1 min 30 s maximum combined starter running time followed by 4 min OFF.

70.4 FUEL SYSTEM

70.4.1 Anti Icing Additive
_b619741a-4859-4df4-8a79-29278462e540 0.1
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Approved anti-icing additives (maximum concentration allowed :0.15 % per volume):
- Philips PFA 55 MB
- MIL-I -27 686 D
- Ethylene Glycol Monomethyl Ether as defined in MIL-I -27 686 E.

70.4.2 Refueling
_dec9d2ab-9c2a-4037-85b7-0846c0f408df 0.1
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AFM DATA
Maximum pressure.......................................... .......................................... 3.5 bar (50 psi)

70.4.3 Usable Fuel

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AFM DATA
Total quantity of fuel usable in each tank ............................... ............................... 2 500 kg
Note
Fuel remaining in the tanks when quantity indicators show zero is not usable in flight.

70.4.4 Fuel Unbalance

_8d835b5d-9830-40b7-a357-9d68a2a82357 1.1
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AFM DATA
Maximum fuel unbalance........................................... ........................................... 730 kg
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70.4.5 Fuel Feeding

_0ee0db76-b99a-492f-b017-cdb704674acc 0.1
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AFM DATA
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.

70.4.6 Fuel
_23fd279d-e6f9-4dfb-beb6-9669a2b225c3 0.1
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AFM DATA
Acceptable fuels : Jet A, Jet A1, JP5 and RT, TS1.
Use of JP4 and Jet B is prohibited.

70.4.7 Fuel Temperature

_0243e85b-8bb4-4336-9028-4837871679b2 0.1
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AFM DATA
- For flight preparation, a minimum fuel temperature must be taken into account to ensure
adequate relight:
o -34 °C JET A, JET A1 and RT, TS1.
o -26 °C for fuel type JP5.
- Maximum temperature:
o 57 °C for fuel types JET A, JET A1, JP 5 and RT, TS1.

70.5 PROPELLERS
70.5.1 Propellers
_18888a3a-628d-4b3f-b358-0721a5904c7f 1.1
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AFM DATA
TWO HAMILTON STANDARD HS 568 F-1
1) Ground Operation
AFM DATA
- Avoid static operation between 41.6 % and 62.5 % NP
- Avoid use of feather above 66.6 % TQ
- Perform engine run up into the wind.
2) Ground or Flight Operation
AFM DATA
Refer to the propeller maintenance manual in case of propeller overspeed or overtorque.

cont'd…
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cont'd…

3) Flight Operation
AFM DATA
ATR aircraft are protected against a positioning of power levers below the flight idle stop
in flight by an IDLE GATE device.
Any attempt to override this protection is prohibited.
Such positioning may result in loss of aircraft control or may result in an engine
overspeed condition and consequent loss of engine power.
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PROCEDURE EXPLANATION .GEN.1

1. PROCEDURE EXPLANATION............................................................................. page 03

Introduction.................................................................................... page 03
Definition - Flight Crew.....................................................................page 03
Procedure Application......................................................................page 03
Procedures Initiation........................................................................page 03
5 Procedure Presentation.......................................................................... page 04

Emergency and Abnormal Procedure................................. page 04

Normal Procedure............................................................ page 06

Task sharing................................................................................... page 06
Failure Consequences Analysis........................................................ page 06
Takeoff Alert Inhibition..................................................................... page 07
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PAGE

INTENTIONALLY

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1 PROCEDURE EXPLANATION
1.1 Introduction
_76303464-b967-4783-abc5-9da2e043740e 0.1
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The procedures contained in this chapter have been established and recommended by the
aircraft manufacturer for a correct use of the aircraft. There are three main chapters cover in
this section:
- NNO: Emergency and Abnormal procedures.
- NOP: Normal procedures.
- SPO: Special operations.

1.2 Definition - Flight Crew

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CAPT Refers to Captain, occupying the left hand seat.
F/O Refers to First Officer, occupying the right hand
seat.
PF PF is the Pilot Flying.
PM PM is the Pilot Monitoring.

1.3 Procedure Application

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The Emergency and Abnormal Procedures represent the actions applicable in an event of
failures to ensure adequate safety for the completion of the flight.
They are applied based on the “Read and Do”? principle except for the memory items.
Generally, the associated alerts warn the flight crew of aircraft system failures:
- Master Warning + Continuous Repetitive Chime + local alert light.
- Master Caution + Single Chime + local alert light.
Normal Procedures consist of flight preparation, system test, and normal procedure by flight
phases. The normal procedure is used when all systems are operating normally, and that all
automatic functions are used normally.

1.4 Procedures Initiation

_2f7864eb-b1c1-46b3-b99e-b8d16473820f 1.0
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No action shall be initiated (apart from depressing MW pb):
-Until flight path is stabilized
-Under 400 ft above runway (except for propeller feathering after engine failure during
approach at reduced power if go-around is considered).
Before procedure initiation, flight crew must assess the situation as a whole, taking into
consideration the failures (when fully identified) and the constraints imposed.