NOTE: Vendor software fix available. Refer to AW for details.

On the EMS CDU:

1 - SYSTEM/COMM/DATALINK circuit breaker __________ RESET

------------------- END -------------------

NOTE: During APU operations, if the APU load is changed by either turning the ECS (Packs) to ON, Engine Start or Engine Crank, it is common to notice a slight RPM drop by few percent then back to 100%. The same applies when the load is removed: the APU RPM rises slightly above 100% then back down to 100%. This is normal and is due to the APU FADEC reacting to the load change and governing its fuel schedule to maintain its RPM at 100%.

To prevent a cold APU valve not opening fully due to rapid descent from very cold to very hot humid air, select the start switch to RUN for about 30 seconds prior to selecting START.

This will allow the APU BITE to take place, open the APU door and run some warm outside air around the APU.

BATTERY SWITCH:

Ensure that the Master Battery switch is selected to "OFF" not the "EMS" position. EMS position will drain the batteries.

BATTERY DRAINING:

To prevent battery drainage, ensure that both the Refuel / Defuel Control Panels are selected to OFF.

NOTE: Unlike most other systems, all Bleed-related failures automatically latch, which keeps the Failure message posted even after the problem has been isolated. The associated Bleed selector must be physically selected OFF (for a few seconds) to clear the indications.

1 - L (R) ENG BLEED SWITCH _______________________OFF

Wait 10 seconds.

2 - L (R) ENG BLEED SWITCH ______________________AUTO

NOTE: If the brakes have been exposed to moisture, flight crews are reminded to:

1. During taxi, use light brake applications to warm the brakes before take-off (until approx. 4 BTMS units).

2. When landing, carry out a positive landing to ensure initial wheel spin up and breakout of frozen brakes if icing has occurred.

3. During the landing roll and subsequent taxi, use brakes to prevent build-up of ice on the wheels and brakes.

NOTE: When performing a high speed landing at airspeeds above 155 knots, the wheelspeed transducer signals could degrade to a point where partial or complete brake capability could be lost momentarily. Initially use Thrust Reversers to decelerate and normal braking should start to work normally when wheelspeed decreases below 155 knots.

PROBLEM: Possible transfer of hydraulic fluid between systems

ACTION: Set and release the brakes in the SAME sequence. If you set them by pressing the brake pedals first then pulling on the Park brake handle, then release them the same way (press and hold the brake pedals then release the Park brake handle). It is recommended that crews come to an agreement on which way their aircraft brakes will be set.

ON: Ensure that both cockpit touch screens have completed their loading before selecting CABIN POWER.

OFF: Always make sure CABIN POWER is turned OFF on aircraft shutdown.

NOTE: On Collins CMS equipped aircraft, brief the flight attendant to wait approximately 15 minutes after CABIN POWER has been selected to ON to allow all functions to boot-up properly. Always make sure CABIN POWER is turned OFF on aircraft shutdown.

NUISANCE L (R) PACK FAULT : Some nuisance CAIMS messages may be posted as along with valid CAIMS fault messages and it is almost impossible to discriminate between them. Therefore during troubleshooting, it is recommended not using CAIMS in active mode while the packs are operating.

NOTE: Following a power-up sequence, if any 'unusual' CAS messages are posted, consider powering down the aircraft completely, allowing the systems to shutdown before powering up again and re-booting the computers. If the problems persist, as a last resort, power down again and disconnect both the APU and AVIONICS batteries. Wait a few minutes, reconnect the batteries and power-up again.

NOTE: If CES system does not power up properly, the aircraft will need to be shutdown and rebooted. Remove aircraft power and select battery master switch to OFF and wait for about 5 minutes. Then re-power the aircraft normally and let the CES system boot up.

If the CES control panel button gets stuck in the pressed position, it could freeze the CES system by overloading the databus.

NOTE: During high ambient air temperature operations, limit the Display unit use to 30 minutes when the cockpit or cabin temperatures are above 40 degrees Celsius. For continued operations, maintain the cockpit and cabin temperatures below 30 degrees Celsius by using either the aircraft air conditioning systems (PACKS) or by using forced cool air. If the display units are not required, it is recommended to turn them OFF.

1 - Affected SG switch ___________________________ALTN

NOTE: During normal and non-reverted operations:

SG 1 supplies the DU 1 & 2

SG 2 supplies the DU 5 & 6

SG 3 supplies the DU 3 & 4.

2 - Affected SG switch __________________________NORM

NOTE: Due to a potential conflict between the "MINIMUMS MINIMUMS" and the "100" Call-outs, especially during a CAT II approach with a DH setting of 100 feet which could lead to the MINIMUMS MINIMUMS Call-out not being heard, Service Bulletin 700-31-024 has been issued. For aircraft POST SB 700-31-024 the following EGPWS Call-outs will be in effect: "50" "30" & "10".

PRIOR TO AIRCRAFT SHUTDOWN:

1 - Potable water system (PWS) _____________________OFF

NOTE: A minimum of 5 seconds between the PWS shutdown and the cabin power shutdown should be observed for proper pump selector valve closure.

After 5 seconds MINIMUM:

2 - CABIN POWER _________________________OFF

IN FLIGHT:

NOTE: In the event of a loss of power for the PWS during flight, monitor and flush every hour the fwd and aft lavatory toilets for water overflow until landing.

NOTE:

PROBLEM: During an ILS approach, the crew noticed an unusually late AFCS capture and unstable tracking of the LOC beam. The discrepancy was due to the AFCS use of erroneous range-to-navaid data based on an incorrect navaid selection by the FMS out of the FMS database.

ACTION: For all AFCS coupled ILS approaches (Flight Director or Autopilot) to a facility without co-located DME, it is recommended that the VHF NAV radio tuning be accomplished by allowing the FMS to Autotune the appropriate ILS frequency, or alternatively by using the FMS Tune-By-Ident feature.

NOTE: During VNAV Capture descent, if the crew decides to alter the vertical path angle through the FMS CDU 2, there could be a momentary loss of A/T, Lat/Vert AFCS Modes (PTCH and ROLL reversion), FMS Reverting to Single Operation, and FMS CDU display blinking (warm start). All of the above observations can be reset. See Advisory Wire AW700-34-0190 for details.

Cycling the FMS button on the glareshield could cause FMS 3 (if installed) to become the selected NAV source. If this is the case, it is difficult to determine because the magenta color of the indication for FMS 1 is the same as for FMS 3. TOLD speeds may not be displayed in this case.

Notes: To load the FMS databases, ensure IRS are OFF. Ensure that FMS 3 (if installed) is not in AUTO mode. Load one FMS at a time

NOTES:

1 - Under the PERF INDEX page on the FMS CDU, when selecting the Performance Initialization (PERF INIT) page, use POUNDS of Fuel Reserve instead of NBAA or Minutes.

2 - If the FMS System continuously drops from FULL PERF to GS/FF, the vendor suggests reloading the Aircraft Database in all FMS.

3 - It is recommended to turn the SMART PERF LEARNING to ON until the crew is satisfied with the performance predictions (±3% fuel/time). Usually, the performance should be acceptable after approximately 10 hours of flight. Once the crew is satisfied with the performance predictions, turn SMART PERF LEARNING to OFF and ask maintenance to save the Customized ACDB to a disk so it can be reloaded if needed (IAC replacement for example).

NOTE: If the FMS Optimum Altitude is questionable, refer to the Cruise Altitude Selection chart in the Flight Planning and Cruise Control Manual (FPCCM) for Optimum Altitude confirmation.

As per the AFM LIMITATIONS Section 02-09 Navigation Systems - DEPARTURE, ARRIVAL AND APPROACH:

"The flight plans on the paired FMSs must be identical when conducting FMS approaches".

When a different FMS is selected to be part of the pair, that FMS begins operating in the selected mode without a cold start. The two FMSs which are operating as a pair determine the master based on the EFIS selection. The new slave then synchronizes its flight plan and performance initialization with the master. If the custom databases do not match, the pilot must transfer the custom database before going to DUAL or INITIATED XFER.

NOTE: The FMS pairing modes are DUAL, INITIATED XFER, INDEPENDENT and SINGLE. In order to have the FMS synchronized in either DUAL or INITIATED XFER, the following conditions have to be met:

1. NZ Software version identical
2. Navigation database and cycle identical
3. Custom database identical
4. FMS positions within 10 NM
5. Configuration pins identical

Should one of those conditions is not met when the pairing mode is selected, a PROBLEMS line select key will be prompted on the lower right corner of the FMS CDU. Pressing that LSK will display the reason for the aborted mode selection. The possible problems for a failed mode selection are as follow:

MODE DIFF:
Indicates one FMS is in a different operating mode than the other(s) FMS(s).

SW PROGRAM:
IAC do not have the same software.

PPOS DIFF:
FMS 1 & FMS 2 present positions differ by more than 10 NM.

CONFIG PIN:
Certain configuration pins do not match between FMS systems.

NAV DB:
Navigation Databases between NZs are not selected to the same cycle on the NAV IDENT page.

CUSTOM DB:
Custom Databases between NZs are not identical.

FMS x INOP:
FMS 1 INOP indicates that FMS 2 does can not "see" FMS 1.FMS 2 INOP indicates that FMS 1 does can not "see" FMS 2.

FMS TOLD data only reads brake temperatures from the left outboard and right inboard brake temperature sensors. If any other brake temperature is higher than that displayed in the FMS, that higher brake temperature must be used for TOLD calculations. This should be fixed in Batch 3.

NOTES:

1 - The following conditions could cause an INHIBIT message during AUTO refueling:

- Fuel load between 5000-7000 lbs and fuel in the CTR and/or AFT tank

- Pre-Selected fuel load between 32000 - 35000 lbs

- Any interruption during the AUTO refueling process between 13000-19000 lbs

- If the AUTO refueling is aborted, the INHIBIT message will be posted

On the RDCP (Refuel Defuel Control Panel)

1 - MANUAL/AUTO Mode selector ____________OFF

2 - MANUAL/AUTO Mode selector ____________AUTO

If unsuccessful:

3 - MANUAL/AUTO Mode selector ____________MANUAL

4 - Manual SOV switches __________________AS REQUIRED

------------------- END -------------------

NOTE: If aircraft power is removed during AUTO or manual ( à or ß ) wing to wing fuel transfer, the associated wing transfer shutoff valve (SOV) will remain opened, therefore creating a path for fuel to flow from the high fuel wing to the low fuel wing. The severity of the issue increases if the aircraft is parked on an unlevel surface.

Preventive actions:

Before removing aircraft power:

1 - CAS message list _____________________________REVIEW

Check for any Caution, Advisory or Status messages related to fuel transfer: <- ( -> )FUEL XFER ON

Make sure that the automatic wing-to-wing transfer is completed, i.e. when the advisory <- ( -> ) FUEL XFER ON message is no longer displayed.

If the manual wing-to-wing transfer is initiated, continue the transfer until the wing balance is achieved, and set the WING XFER rotary switch to AUTO before removing the aircraft power.

On the FUEL SYNOPTIC page:

2 - Both WING XFER SOV ____________CONFIRM CLOSED

------------------- END -------------------

NOTE: During automatic refueling system operation (SOV test), there is a possibility for fuel to enter and accumulate in the forward tank, even when no fuel is scheduled for this tank. If fuel is permitted to accumulate between refueling sessions, it could cause the RDCP to display FWD FAIL and INHIBIT messages and to possibly display CTR tank quantity indication on the EICAS. Refer to Advisory Wire AW700-28-0221 for recommended refueling instructions.

NOTE: The Radio Altimeters antennas are located aft of the rear bay access compartment door. Any contaminants (such as accumulated water or snow) or obstacles (such as declined slope, ditch, storm drain, concrete wall) under them will interfere with the Radio Altitude indications. The Radio Altitudes are part of the GLD test logic. Moving the aircraft over a flat and non-contaminated surface should rectify this issue.

NOTE: Possible "HDG FAIL" annunciation on PDF HSI display and MFD when the aircraft enters or exits the Northern Polar region between latitudes of 70 and 72.5 degrees N (and between 90 and 120 degrees W longitude).

On FMS CDU / MAINTENANCE / page 3/3:

1 - SELECTED HDG MODE ________________________TRUE

------------------- END -------------------

NOTE: If the HUD combiner glass is accidentally moved and locked into the crash position, to safely return it to the operational position, push the Crash Reset Button located at the top left of the locking handle.

NOTE: To prevent transfer of Hydraulic fluid between #2 and #3 hydraulic systems when setting the parking brake, apply toe brakes first and then set parking brake. Prior to releasing parking, first push on the toe brakes and then release the parking brake handle.

Refer to Advisory Wire and InfoService for the procedure on how to transfer hydraulic fluid from System 2 to System 3 or from System 3 to System 2.

When IRSs fail to align, try selecting 'Last Known Position' instead of 'GPS position'.

NOTE: Couple the FD to the non-reverted PFD.

NOTE: When replenishing the engine and/or APU oil (in the allowable time frame), if the system does not operate when depressing the PBA (left engine or right engine or APU on Remote Replenishment Panel) for 1 to 2 seconds, depress the PBA for several seconds (5 to 6) to ensure all contacts are made and the enable logic is satisfied.

NOTE: If you loose 115V power at all the outlets in the cabin, perform the following action in an attempt to reset the system.

On the RH Cockpit bulkhead (behind the Copilot Seat):

1 - OXYGEN TEST/RESET SWITCH _________HOLD IN RESET

Wait few seconds,

2 - OXYGEN TEST/RESET SWITCH ________RELEASE TO OFF

------------------- END -------------------

NOTE: Provided there is no associated Pack CAS messages, it is not unusual to observe a pack outlet temperature split of 40° Celsius between the left and right packs, Provided all the Zone temperature selected targets are reached, consider the pack split as a normal behavior, especially during hot and humid environments.

NOTE: The phone system defaults to the Iridium system. If you want to force the phone system to use the Inmarsat option, press "**" on the handset and then dial your number.

**00 + Country Code + Area/City Code + Number

NOTE: When logging an Event (whether caused by a Failure, Exceedance or Pilot Event Marker button), record the DATE, UTC TIME and flight conditions in order to help maintenance in their PMAT investigation.

AW SYNOPSIS:

When shutting down the PMAT, never press the "Green" button while power is on and applications are running and never abort an Auto Shutdown. The two methods of shutting down the PMAT are:

Auto Shutdown

Manual Shutdown

See the Advisory Wire for details

NOTE: If you start up the PMAT in flight, some EICAS messages related to IAC and AFCS could come up intermittently.

NOTE: Shutdown PMAT before selecting battery master to OFF.

NOTE: During an ILS approach, if an SG issue occurs before the localizer beam captures, couple the FD to the non-reverted PFD immediately with SG reversion. If the ILS approach has already been initiated using the reverted PFD, then after coupling to the non-reverted PFD and re-arming the APR mode (LOC & GS), the FD will capture and track the localizer with the next subsequent pass.

FAILURE: With the Monogram / Magair toilet, if you have a forward or aft toilet failure in flight, you can reset the controller and re-initiate the flush sequence simply by pushing and holding the flush switch for ONE second and then release. The flush button should turn back to green and you should be able to re-initiate a "FLUSH".

RECOMMENDATION: After servicing the Lav, add a pre-charge of 2 gallons to aid in keeping waste from sticking to Sensors, probes and the bottom of the tank.

PROBLEM: V Speeds are not posted prior to take-off.

ACTION: The VSPEEDS will only display on the PFD if ALL aircraft configuration conditions have been met and accepted. Review all FMS aircraft configuration entries and press the ACCEPT prompt again. If the conditions have not been accepted, the ACCEPT prompt will be displayed in inverse video.

Notes: The final fix to this issue is available through a vendor Service Bulletin upgrade of the Weather Radar RCVR/XMTR Antenna unit (RTA).

On the Weather Radar Control Panel:

1 - RADAR switch ________________SBY for 10 seconds then WX

NOTE: When the radar is in FSBY (Forced Standby) and the mode controller is in STBY (Standby) mode, you can no longer exit FSBY and go to STBY mode by pressing the STAB button 4 times. Perform the following procedure to over-ride the FSBY mode.

On the Weather Radar Control Panel:

1 - RADAR Switch ___________________WX, RCT, GMAP or FP

2 - STAB Button ___________________________Press 4 times