Pilot Reference Manual Dec 2018 Volume 2

CRJ200
Pilot Reference Manual

Volume 2
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Please note that this version of the CRJ200 Pilot Reference Manual 2 is subject to the
following terms and conditions:
Bombardier Inc., or its subsidiaries (collectively “Bombardier”), provides this information to its
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must therefore be treated as proprietary confidential information, and as such it must be
excluded from any request for access to a record pursuant to section 20 of the Access to
Information Act, RSC 1985, c A-1, or any other applicable statute with respect to access to
information. Public release of this information would be highly detrimental to Bombardier and
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the information other than for the above-stated training purposes.
CRJ200 Pilot Reference Manual Vol 2 are trademarks of Bombardier Inc. or its subsidiaries.
Copyright © 2002-2018, Bombardier Inc. or its subsidiaries. All rights reserved.
List of Changes
This package contains the List of Changes for the CRJ200
Pilot Reference Manual Volume 2, Revision 5 dated December 2018.
CHAPTER REVISION DATE CHANGES
Front Matter Rev 5, December Disclaimer text changed

2018
00 General Information Rev 5, December Date changed to Rev 5, December 2018
2018 Record of Revisions updated
(pge 0-3)
CRJ200 table updated (pge 0-4)
01 Limitations Rev 5, December Date changed to Rev 5, December 2018
2018
02 Normal Procedures Rev 5, December Date changed to Rev 5, December 2018
2018 Cleared to Start Check, numbering
changed from 10 onwards (pge 2-77)
Changed to (11) Ignition A or B and text
added (pge 2-80)
Changed to (12) Engines (pge 2-80)
Changed to (13) Fuel Feed check valve
test (2-81)
(14) removed (pge 2-81)
(1) Fuel/XFlow, text in second bullet
changed to Check MAN XFLOW status
message goes out (pge 2-139)
03 Abnormal and Rev 5, December Date changed to Rev 5, December 2018
Emergency Procedures 2018 Foot changed to ft (pge 3-8)
Vol changed to volume in figure title (pge
3-8)
Vol changed to volume in figure title (pge
3-9)
Changed to L ENG FIRE or R ENG FIRE
(pge 3-12)
Copyright © Bombardier Inc. List of Changes

Rev 5, December 2018
For Training Purposes Only LOC-1
CHAPTER REVISION DATE CHANGES
03 Abnormal and Rev 5, December If added to beginning (pge 3-13)
Emergency Procedures 2018 Changed to L ENG FIRE or R ENG FIRE
(continued) (pge 3-14)
Intentionally left blank page inserted
(pge 3-15)
Acronym AMM added after Airplane
Maintenance Manual (pge 3-32)
Text added for high bank angle landing
and bullets changed to numbers (pge 3-
33)
04 Performance Rev 5, December Date changed to Rev 5, December 2018
2018
05 Flight Planning Rev 5, December Date changed to Rev 5, December 2018
2018
06 Weight and Balance Rev 5, December Date changed to Rev 5, December 2018
2018
07 Loading Rev 5, December Date changed to Rev 5, December 2018
2018
08 Configuration Rev 5, December Date changed to Rev 5, December 2018
Deviation List 2018
09 Minimum Equipment Rev 5, December Date changed to Rev 5, December 2018
List 2018
10 Survival and Rev 5, December Date changed to Rev 5, December 2018
Emergency Equipment 2018
11 Emergency Evacuation Rev 5, December Date changed to Rev 5, December 2018
Procedures 2018
List of Changes Copyright © Bombardier Inc.

LOC-2 For Training Purposes Only
TABLE OF CONTENTS
Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
Volume Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Volume 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Volume 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-7
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
Page Header. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
Page Footer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
Notes, Cautions and Warnings . . . . . . . . . . . . . . . . . . . . 0-9
Units of Measurement. . . . . . . . . . . . . . . . . . . . . . . . . . . 0-10
ICAO Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-10
SI Units Used In ‘Metric’ Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-10
B.E.S. Units Used In ‘Imperial’ Aircraft . . . . . . . . . . . . . . . . . . . . . . 0-10
Unit Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
Conversion Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-12
Barometric Pressure Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
Abbreviations/Acronyms . . . . . . . . . . . . . . . . . . . . . . . . 0-14
Copyright © Bombardier Inc. General Information

For Training Purposes Only 0-i
TABLE OF CONTENTS
Page Intentionally Left Blank
General Information Copyright © Bombardier Inc.

0-ii For Training Purposes Only
GENERAL INFORMATION

For Training Purposes Only 0-1
Record of Revisions
Revisions to this manual are identified by their Issue Date. Each revision is
to be inserted promptly and registered in the Record of Revisions sheet.
ISSUE DATE INSERTED BY DATE INSERTED SIGNATURE
26 April 1999 Bombardier 26 April 1999 Original
15 December 1999 Bombardier 15 December 1999 Original

15 June 2000 Bombardier 15 June 2000 Original





June 2010 Bombardier June 2010 Original
December 2011 Bombardier December 2010 Original

June 2013 Bombardier June 2013 Original

0-2 For Training Purposes Only
ISSUE DATE INSERTED BY DATE INSERTED SIGNATURE
December 2013 Bombardier December 2013 Original
Rev 1, June 2016 Bombardier June 2016 Original

Rev 3, December 2017 Bombardier December 2017 Original
Rev 5, December 2018 Bombardier December 2018 Original

Foreword
The Pilot Reference Manual (PRM) is intended to provide students with a
summary of aircraft system descriptions and operating procedures. The
PRM is for training purposes only and as such the publications listed in the
table below take precedence.
The PRM contains information condensed from the following publications:
CRJ200 (CL-600-2B19)
TITLE IDENTIFICATION REVISION LEVEL

Airplane Flight Manual (AFM) CSP A-012 Rev 70, Jul 13/2018
Flight Crew Operating Manual Vol 1: Rev 68, Jul 13/2018

CSP A-013
(FCOM) Vol 2: Rev 70, Jul 13/2018
Quick Reference Handbook Vol 1: Rev 68, Jul 13/2018

CSP A-022
(QRH) Vol 2: Rev 70, Jul 13/2018


Volume Description
The manual is comprised of two volumes. Volume 1 includes a description
of aircraft systems. Volume 2 includes aircraft operating instructions.
General Information is the first section of each volume.
Volume 1
0. General Information: Record of Revisions, Foreword, Volume
Description, Pagination, Notes, Cautions and Warnings, Units of
Measurement, Unit Conversion and Abbreviations/Acronyms.
1. Aircraft General
2. Automatic Flight Control System
3. Auxiliary Power Unit
4. Communication
5. Doors
6. Electrical
7. Environmental Control System
8. Fire and Overheat Protection
9. Flight Controls
10. Flight Instruments
11. Fuel
12. Hydraulics
13. Ice and Rain Protection
14. Indicating and Recording System (EICAS)
15. Landing Gear
16. Aircraft Lighting
17. Navigation
18. Oxygen and Emergency Equipment
19. Pneumatics
20. Power Plant
21. Water and Waste

Volume 2
0. General Information: Record of Revisions, Foreword, Volume
Description, Pagination, Notes, Cautions and Warnings, Units of
Measurement, Unit Conversion and Abbreviations/Acronyms.
1. Limitations: AFM limitations.
2. Normal Procedures: Normal procedures and duties assigned to the
crew, including checklists, expanded checklists, standard callouts and
flight profiles.
3. Abnormal and Emergency Procedures: QRH protocol and general
procedures including crew duties. Expanded checklists for selected
procedures.
4. Performance: Quick reference performance data.
5. Flight Planning: Quick reference data and instructions for pre-flight
and in flight planning.
6. Weight and Balance: Weights and Definitions.
7. Loading: To Be Determined.
8. Configuration Deviation List: CDL as provided by Bombardier
Aerospace.
9. Minimum Equipment List: MEL as provided by Bombardier
Aerospace.
10. Survival and Emergency Equipment: Description of equipment based
on typical aircraft configuration.
11. Emergency Evacuation Procedures: Coordination procedures
between flight crew and between flight and cabin crew.

Pagination
Volume 1 begins with chapter 0 - General Information. The remaining 21
chapters are ordered alphabetically and each chapter is dedicated to a
specific aircraft system description.
Volume 2 is divided into 12 chapters that are sequenced numerically from
0 to 11.
Page Header
The page header provides the following information:
Aircraft Type Publication Title
Page Footer
The page footer provides the following information:
Chapter Title General Information

Date Issued Rev 5, December 2018
Chapter # - Page # 0-6
Intended Use For Training Purposes Only

Notes, Cautions and Warnings

Specific items requiring emphasis are expanded upon and ranked in
increasing order of importance in the form of a NOTE, CAUTION or
WARNING.
NOTE
Expands on information which is considered essential

to emphasize. Information contained in notes may also
be safety related.
CAUTION
Provides information that may result in damage to

equipment if not followed.
WARNING
EMPHASIZES INFORMATION THAT MAY RESULT

IN PERSONAL INJURY OR LOSS OF LIFE IF NOT
FOLLOWED.

Units of Measurement
Bombardier CRJ displayed units conform with ICAO standards. Weight
and barometric pressure are expressed in accordance with either the
International System of Units (SI) or the British Engineering System of
Units (B.E.S.).
ICAO Standards
• Distances: nautical miles (nm)
• Speed: knots (KIAS)
• Altitude: feet (ft)
• Time: day, hour, minute, second (d, h, min, s)
• Temperature: degree Celsius (°C)
• Electric current: ampere (A)
• Voltage: volts (V), volts DC (VDC), volts AC (VAC)
• Kilovolt amperes (kVA)
• Frequency: hertz (Hz)
SI Units Used In ‘Metric’ Aircraft

• Weight: kilogram (kg)
• Barometric pressure: hectopascal (hPa)
B.E.S. Units Used In ‘Imperial’ Aircraft

• Weight: pound (lb)
• Barometric pressure: inches of mercury (In Hg)

Unit Conversion
Conversion Factors
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

Centimeters 0.3937 Inch Km/hr 0.54 Knots
0.6214 Mph
Centimeters2 0.155 Inch2 Knots 1.151 Mph

1.852 Km/hr
Centimeters3 0.061 Inch3 kPa 0.145 PSI
Feet 0.0348 Meters Liters 0.2642 Gal (U.S.)

0.22 Gal (Imp)
Feet2 0.0929 Meters2 Meters 3.281 Feet
Feet3 0.0283 Meters3 Meters2 10.76 Feet2
Gal (Imp) 1.201 Gal (U.S.) Meters3 35.3115 Feet3

4.546 Liters
Gal (U.S.) 3.785 Liters Mile 5280 Feet
0.8327 Gal (Imp) 1.609 Kilometer
0.869 Nautical Mile
Inch 2.54 Centimeters Mph 1.609 Km/hr
0.869 Knots
Inch2 6.452 Centimeters2 Nautical Mile 1.151 Mile

1.852 Kilometer
Inch3 16.387 Centimeters3 Pound (lb) 0.45 Kilogram
Kilogram 2.205 Pound (lb) PSI 6.895 kPa
Kilometer 0.6214 Mile

0.54 Nautical Mile

Temperature Conversion
• °C to °F: (°C x 9/5) + 32 = °F
• °F to °C: (°F - 32) x 5/9 = °C
°C °F °C °F °C °F °C °F
-45 -49.0 -21 -5.8 3 37.4 27 80.6
-44 -47.2 -20 -4.0 4 39.2 28 82.4

-43 -45.4 -19 -2.2 5 41.0 29 84.2
-42 -43.6 -18 -0.4 6 42.8 30 86.0
-41 -41.8 -17 1.4 7 44.6 31 87.8

-40 -40.0 -16 3.2 8 46.4 32 89.6
-39 -38.2 -15 5.0 9 48.2 33 91.4
-38 -36.4 -14 6.8 10 50.0 34 93.2

-37 -34.6 -13 8.6 11 51.8 35 95.0
-36 -32.8 -12 10.4 12 53.6 36 96.8
-35 -31.0 -11 12.2 13 55.4 37 98.6

-34 -29.2 -10 14.0 14 57.2 38 100.4
-33 -27.4 -9 15.8 15 59.0 39 102.2
-32 -25.6 -8 17.6 16 60.8 40 104.0
-31 -23.8 -7 19.4 17 62.6 41 105.8
-30 -22.0 -6 21.2 18 64.4 42 107.6
-29 -20.2 -5 23.0 19 66.2 43 109.4
-28 -18.4 -4 24.8 20 68.0 44 111.2
-27 -16.6 -3 26.6 21 69.8 45 113.0
-26 -14.8 -2 28.4 22 71.6 46 114.8
-25 -13.0 -1 30.2 23 73.4 47 116.6
-24 -11.2 0 32.0 24 75.2 48 118.4
-23 -9.4 1 33.8 25 77.0 49 120.2
-22 -7.6 2 35.6 26 78.8 50 122.0

Barometric Pressure Conversion
0 1 2 3 4 5 6 7 8 9
HPA
INCHES OF MERCURY (IN HG)
940 27.76 27.79 27.82 27.85 27.88 27.91 27.94 27.96 27.99 28.02
950 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32
960 28.05 28.38 28.41 28.44 28.47 28.50 28.53 28.56 28.58 28.61
970 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91
980 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.15 29.18 29.20
990 29.23 29.26 29.29 29.32 29.35 29.38 29.41 29.44 29.47 29.50
1000 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.77 29.80
1010 29.83 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09
1020 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39
1030 30.42 30.45 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68
1040 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98
1050 31.01 31.04 31.07 31.09 31.12 31.15 31.18 31.21 31.24 31.27

Abbreviations/Acronyms
A
A/C air conditioning
A/I, A/ICE anti-ice
A/SKID anti-skid
AC advisory circular, alternating current
ACARS airborne communications addressing and reporting system
ACC acceleration
ACM air cycle machine, additional crew member
ACMP alternating current motor pump
ACP audio control panel

ACSC air-conditioning system controller
ACT active
ACU air-conditioning unit (pack)
ADC air data computer
ADF automatic direction finder
ADG air-driven generator
ADI attitude direction indicator
ADS air data system
ADSHC air data sensor heater controller
AECU audio electronic control unit
AEO all engines operating
AFCS automatic flight control system
AFM airplane flight manual
AGL above ground level
AHC attitude heading computer
AHRS attitude heading reference system
AIL aileron

AILC anti-ice leak controller
AIS audio integrating system
ALIGN aligning, alignment

ALT altitude, altimeter, altitude hold (PFD/FD)
ALT CAP altitude capture (PFD/FD)
ALT HOLD altitude hold

ALTN alternate
ALTS preselected altitude/altitude tracking mode (PFD/FD)
ALTS CAP preselected altitude captured (PFD/FD)

AM amplitude modulation
AMB ambient
AMI alpha margin indicator

AMM aircraft maintenance manual
amp ampere(s)
ANNUN annunciator
ANT antenna
AOA angle-of-attack
AP autopilot
APC auxiliary power control
APPR approach, approach mode (PFD/FD)
APPROX approximately
APR automatic performance reserve
APU auxiliary power unit
APV approach procedure with vertical guidance

ARINC aeronautical radio incorporated
ARP air data reference panel
ARR arrival
ASCU anti-skid control unit
ASI airspeed indicator

ASYM asymmetrical
ATA air transport association of america
ATC air traffic control

ATN B1 aeronautical telecommunication network baseline 1 controller pilot data link
CPDLC communications
ATS air turbine starter
ATT, ATTD attitude
ATTND attendant
AUTO automatic
AUTO XFER automatic transfer
AUX auxiliary
AV avionics
AVAIL available
AWM airworthiness manual
AWO all weather operations

AZ azimuth
1/2 BNK half bank mode (PFD/FD)

B/AIR bleed air
B/C back course
B/LEAK bleed leak
BARO barometric
BAT, BATT battery
BDI bearing distance indicator

BITE built-in test equipment
BLD bleed
BOOM headset microphone
BPSU brake position sensor unit
BRG bearing

BRK brake
BRT bright
BTL bottle
BTMS brake temperature monitoring system
BTMU brake temperature monitoring unit
BUTE bent up trailing edge

BYPS bypass
C cabin, caution, center

CAA civil aviation authority (UK)
CAAC civil aviation authority of China
CAIV cowl anti-ice valve
CALT cabin altitude
CAPT captain
CAS calibrated airspeed, crew alerting system

CAT category
CAT II category II
CB circuit breaker
CBP circuit breaker panel
CC cubic centimeter
CDL configuration deviation list

CDU control display unit
CG center-of-gravity
CH channel, chapter
CHAN channel
CIS commonwealth of independent states
CKPT cockpit
CLB climb
CLK clock

CLSD closed
CMD command
COM communication
COMP comparator, compressor
CONT contactor, continuous, control, controller
COOL cooling
CPAM cabin pressure acquisition module
CPC cabin pressure controller
CPCP cabin pressure control panel

CPDLC controller pilot data link communications
CPLT copilot
CRT cathode ray tube

CRZ cruise
CSD constant speed drive
CTR center
CVNAV vertical navigation (VNAV) capability – coupled
CVR cockpit voice recorder
DA drift angle
DBU data base unit
DC direct current
DCP display control panel
DCU data concentrator unit
DECEL decelerate(d)
DECR decrease
DEFL defuel
DEG degree
DEPRESS depressurize
DEPT departure

DES descent, descent mode (PFD/FD)
DEST destination
DET detector
DEV deviation
DFDAU digital flight data acquisition unit
DFDR digital flight data recorder

DG directional gyro
DH decision height
DiEGME diethylene glycol monomethyl ether

DIFF differential
DIM dimming
DIR direct
DIS distance (to way point)
DISA deviation from international standard atmosphere
DISC disconnect
DISCH discharge
DISP dispatch
DIST distance
DME distance measuring equipment
DN down
DOT department of transport, department of transportation

DR door
DSPLY display
EAS equivalent airspeed
EASA european aviation safety agency
ECAA egyptian civil aviation authority

ECP eicas control panel
ECS environmental control system

ECU electronic control unit
ED eicas display
EDP engine driven pump (engine primary hydraulic pump)

EFB electronic flight bag
EFIS electronic flight instrument system
e.g. exempli gratia (for example)

EGPWS enhanced ground proximity warning system
EGNOS european geostationary navigation overlay service
EGT exhaust gas temperature

EICAS engine indication and crew alerting system
ELEC electrical
ELEV elevator, elevation

ELT emergency locator transmitter
EMER emergency
ENG engine(s)
EPC external power contactor
EPNdB effective perceived noise
EQUIP equipment
ERP eye reference position
ESS essential
ET elapsed time
ETA estimated time of arrival
EVAC evacuation
EXH exhaust
EXTIN extinguish(ed)
F
F/CTL flight control(s)

FA flight attendant
FAA federal aviation administration (USA)

FACF final approach course fix
FAF final approach fix
FAIL failure
FAR federal aviation regulations
FCC flight control computer
FCOM flight crew operating manual

FCP flight control panel
FCU fuel control unit
FD flight director
FDAU flight data acquisition unit
FDCU flight data converter unit
FDR flight data recorder

FECU flaps electronic control unit
FEED feeder
FF fuel flow
FIDEEX fire detection and extinguishing
FIREX fire extinguisher
FL flight level
FLC flight level change
FLD field
FLT flight
FLX flex thrust (reduced takeoff thrust)
FMC flight management computer
FMS flight management system

FO first officer
FOD foreign object damage
FPCCM flight planning and cruise control manual

FPLN flight plan
fpm foot (feet) per minute

FREQ frequency
FS fuselage station
FSII fuel system icing inhibitor(s)

ft foot, feet
FUSE fuselage
FW firewall
FWD forward
g g force
G (±) receiver gain
G/S glide slope
GA go-around, go-around mode (PFD/FD)
GAGAN gps and geo-augmented navigation system
GAL gallon(s)
GCS ground clutter suppression

GCU generator control unit
GE general electric
GEN generator
GLD ground lift dumping
GMT greenwich mean time
GNSS global navigation satellite system

gpm gallons per minute
GPS global positioning system
GPWS ground proximity warning system

GRAD gradient
GRAV gravity
GRND ground
GS ground speed
GW gross weigh

HI indicated altitude
HP true pressure altitude
HDG heading, heading mode
HDG HOLD heading hold

HDG SEL heading select
HEAT heater
HF high frequency (3-30 mhz)
Hg mercury
HGS heads-up guidance system
HI high
HLDR holder
HOR, HORIZ horizontal
HP high pressure
hPa hectopascals
HSI horizontal situation indicator
HSTA horizontal stabilizer trim actuator
HSTCU horizontal stabilizer trim control unit
HTR heater
HUD heads-up display
HYD hydraulic
Hz hertz
I/C intercom
IAPS integrated avionics processing system
IAS indicated airspeed
ICAO international civil aviation organization

ICU interphone control unit
ID, IDENT identification

IDG integrated drive generator
i.e. id est (that is)
IFR instrument flight rules

IGN ignition
ILS instrument landing system
IM inner marker (ILS)

IMC instrument meteorological conditions
IMP imperial
in. inch(es)
in Hg inches of mercury
INBD inboard
INCR increase
IND indication, indicator, indicating
INDEP independent
INFLT in-flight
INHIB inhibit
INOP inoperative
INPH interphone
INIT initialize
INSP inspection
INST, INSTR instrument(s)

INT internal, integral, intersection
INT/SVC intercom/service
INTC intercept
INTEG integral
IRS inertial reference system
IRU inertial reference unit

ISA international standard atmosphere
ISI integrated standby instrument

ISO international standard organization
ISOL isolation, isolated
ITT inter turbine temperature

J
JAA joint aviation authorities
JAR joint aviation requirements

K
KCAS knots calibrated airspeed
kg kilogram(s)
kHz kilohertz
KIAS knots indicated airspeed
kPa kilopascals
kt, kts knot(s)
kVA kilovolt-amperes
kW(s) kilowatt(s)
L
l liter(s)
L left
L/T landing/taxi
L/V (SBAS) LNAV/VNAV
LAV lavatory
lb pound(s)
LCD liquid crystal display
LCN load classification number

LCV load control valve
LDA localizer-type directional aid
LDG landing
LDG GR landing gear
LDU lamp driver unit

LE leading edge
LED light emitting diode
LG landing gear
LGC landing gear controller
LGW landing gross weight
LH left hand
LIM limit
LK leak
LNAV lateral navigation

LO low
LOC localizer (ILS)
LOC-BC localizer back course

LOH level-off height
LOI loss of integrity
LOP low oil pressure

LP low pressure
LPV localizer performance with vertical guidance
lpm liter(s) per minute

LR long range
LRC long range cruise
LSB lower side band

LSK(s) line select key(s)
LTGWAIS low temperature ground wing anti-ice system
LTS lights
LW left wing
LWD left wing down
LWR lower
M
M mach number

MI indicated mach number
MMO maximum operating speed in mach number
MT true mach number
M, m meter(s)
MAA maximum authorized altitude
MAC mean aerodynamic cord
MAG magnetic
MAINT maintenance
MALF malfunction
MAN manual
MAP ground map (WXR)
MAX maximum
mb millibar(s)
MCA minimum crossing altitude
MCT maximum continuous thrust
MDA minimum descent altitude

MDC maintenance diagnostic computer
MEA minimum enroute altitude
MECH mechanic
MED medium
MEL minimum equipment list
MES main engine start

MFD multifunction display(s)
MFS multifunction spoiler(s)
MHz megahertz
MIC microphone
mil thousandth of an inch
MIN minimum, minute

MISCOMP miscompare
MKR marker
MLG main landing gear

MLS microwave landing system
MLW maximum landing weight
MM middle marker
mm millimeter(s)
MMEL master minimum equipment list
MNPS minimum navigation performance specifications

MOD module
MON monitor
MPH, mph miles per hour

MRW maximum ramp weight
MSG message
MSL mean sea level

MST master
MTG miles to go
MTOW maximum takeoff weight

MTW maximum taxi weight
MZFW maximum zero fuel weight
MISC
& and
°C degree(s) celsius
°F degree(s) fahrenheit
 delta
# number
% percent
N
N/A not applicable

N/W nosewheel
N normal
N1 low pressure rotor

N2 high pressure rotor
NAD north american datum
NATO north atlantic treaty organization

NAV navigation, nav mode (PFD/FD)
ND navigation display, nose down
NDB non-directional beacon

NEG negative
NICAD nickel-cadmium
NL nose left
NM, nm nautical mile(s)
No. number
NORM normal
NOTAM notice to all airmen
NTO normal takeoff
NU nose up
O
OAT outside air temperature
OB outboard
OBS observer
OBV operability bleed valve
OEI one engine inoperative

OEW operating empty weight
OM outer marker (ILS)
OUT outer
OUTBD outboard
OVBD overboard

OVHD overhead
OVHT overheat
OVLD overload
OXY, O2 oxygen
P/N part number
P/S pitot/static
P pressure
PA passenger address, pressure altitude
PAC path attenuation correction

PACK air-conditioning package
PASS, PAX passenger(s)
PBE protective breathing equipment

PCU power control unit
PDU power drive unit
PF pilot-flying
PFD primary flight display
PIT pitch, pilot initiated test, pitch attitude comparison message
PLA power lever angle
PLT pilot
PM pilot-monitoring
POS position
POS INIT position initialization
PPH pounds per hour
PRESS pressure, pressurization
PRI, PRIM primary
PRNAV precision area navigation
PROX proximity
PRSOV pressure regulating shutoff valve

PRV pressure regulating valve
PSEU proximity sensor electronic unit
PSI pounds per square inch

PSID pounds per square inch differential
PSIG pounds per square inch gauge
PSS proximity sensor system

PSU passenger service unit
PT2 engine inlet pressure
PTCH pitch vertical mode (PFD/FD)

PTT push-to-talk
PWR power
Q
QAR quick access recorder
QEC quick engine change
QFE local station pressure

QNE ISA, barometric pressure
QNH altimeter setting
QTY quantity
R
R right
RA radio altitude, resolution advisory

RAIM receiver autonomous integrity monitoring
RCCB remote controlled circuit breaker
RCDR recorder
RCVR receiver
RDR radar
REC receive, record

RECIRC recirculation
REF reference(s)

REFL refuel
Rev. revision
REV reverse, reverser

RH right hand
RMI radio magnetic indicator
RNAV area navigation

RNP required navigation performance
ROT rotation
RPM revolutions per minute

RT receiver-transmitter
RTE route
RTL rudder travel limiter

RTO rejected takeoff
RTU radio tuning unit
RUD rudder
RVR runway visual range
RVSM reduced vertical separation minimum
RVSR reverser
RW right wing
RWD right wing down
RWY runway
S
SAT static air temperature
SB service bulletin
SBAS satellite-based augmentation system
SCAV scavenge
SCID software configuration index drawings

SDF simplified directional facility
SEC second, secondary

SECS spoiler electronic control system
SECU spoiler electronic control unit
SEL select, selector

SELCAL selective calling
SENS sensitivity, sensor
SERV service
SFECU slat flap electronic control unit
SL sea level
SLD super-cooled large droplet

SMKG smoking
SOV shutoff valve
SP, SPD speed

SPEC specification
SPKR speaker
SPLR spoiler(s)
SPLRON spoileron
SPS stall protection system
SQL squelch
SSB single side band
SSCU spoiler stabilizer control unit
STA station
STAB stabilizer
STAT status
STBY standby
STRG steering
SW switch(es)
SYN synchronize
SYNC synchronous
SYS, SYST system

T
T/O, TO takeoff
T/R thrust reverser

T2 engine inlet temperature
TA traffic advisory
TAS true airspeed

TAT total air temperature
TC transport canada
TCAS traffic alert and collision avoidance system

TE trailing edge
TEMP temperature
TERR terrain
TFC traffic
TGL temporary guidance leaflet
TGT target
TOC top of climb
TOD top of descent
TOGA takeoff/go-around
TRB, TURB turbulence
TRK track
TRM trim
TRU transformer rectifier unit
TSS traffic surveillance system
TX transmit
TXFR transfer
U
UHF ultra high frequency

ULD underwater locator device
UNSCHD unscheduled

USB upper side band, universal serial bus
U.S. gal, USG united states gallon(s)
UTC universal time coordinated

UTIL utility
V Volt(s)
V_ V-speed (refer to Chapter 04, Performance – Definitions – Airspeeds)
V1 takeoff decision speed
V1MBE maximum V1 for brake energy
V1MCG minimum V1 limited by control on the ground
V2 takeoff safety speed
V2GA approach climb speed
VA design maneuvering speed
VEF critical engine speed
VENR climb speed during the enroute phase
VFE maximum flap extended speed
VFTO final takeoff speed
VLC climb speed during the landing climb
VLE maximum landing gear extended speed
VLO maximum landing gear operating speed
VMC minimum control speed
VMCA minimum control speed air
VMCG minimum control speed ground
VMCL minimum control speed landing
VMO maximum operating speed (in knots)
VR rotation speed
VREF landing reference speed

VS stalling speed
VS1G reference stall speed based on 1.0 G criteria
VSR reference stall speed
VAC volt alternating current

VALT vertical altitude
VALTS vertical altitude select
VALTV vertical altitude VNAV

VCLB vertical climb
VDC volt direct current
VDES vertical descent

VFR visual flight rules
VGP vertical glide path
VHF very high frequency
VIB vibration
VMC visual meteorological conditions
VNAV vertical navigation

VOL volume
VOR VHF omnidirectional range station
VPATH vertical path

VS vertical speed, vertical speed mode (PFD/FD)
VSI vertical speed indicator
W
W/C wind component
W/S windshear
W/W wheel well
WAAS wide area augmentation system
WARN warning
WBM weight and balance manual

WGS world geodetic system
WIND window
WL water line
WOW weight-on-wheels
WPT waypoint
WS wing station(s), second segment limited weight

WSHLD windshield
WT, wt weight
WX weather
WXR weather radar
XFER, XFR transfer

XFLOW cross-flow
XMIT transmit
XPDR transponder
XTK cross-track
XWC crosswind component
YD yaw damper, yaw damping
ZFW zero fuel weight

ZULU universal coordinated time


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Kinds of Aircraft Operation . . . . . . . . . . . . . . . . . . . . . . . 1-2
Crew Headsets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
ADS-B Airspace Operations. . . . . . . . . . . . . . . . . . . . . . . 1-4
Structural Weight Limitations . . . . . . . . . . . . . . . . . . . . . 1-5
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Altitude and Temperature Operating Limits . . . . . . . . . . . . . . . . . . . 1-6
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Rotation Rate and Pitch Attitude . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Pitch Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Takeoff Pitch Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Operation in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Cowl Anti-Ice System (Ground Operations). . . . . . . . . . . . . . . . 1-10
Cowl Anti-Ice System (Flight Operations) . . . . . . . . . . . . . . . . . 1-10
Wing Anti-Ice System (Ground Operations) . . . . . . . . . . . . . . . 1-10
Wing Anti-Ice System (Flight Operations) . . . . . . . . . . . . . . . . . 1-12
Thrust Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Super-Cooled Large Droplet Icing . . . . . . . . . . . . . . . . . . . . . . . 1-13
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Enhanced Takeoff Procedures and Winter Operations Training . . 1-16
Runway Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Tailwind Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Ozone Concentration <TC>< FAA><JCAB><AR> . . . . . . . . . . . . . 1-17
Operations Using QFE Altimeter Settings. . . . . . . . . . . . . . . . . . . . 1-18
Ground Operations in High Wind Conditions <SAAU> . . . . . . . . . . 1-18
Maximum Crosswind Component <SAAU> . . . . . . . . . . . . . . . . . . 1-18
Minimum Go-Around Altitude <SAAU>. . . . . . . . . . . . . . . . . . . . . . 1-19
Maximum Crosswind Component <AR>. . . . . . . . . . . . . . . . . . . . . 1-19
Copyright © Bombardier Inc. Limitations

TABLE OF CONTENTS
Systems Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Air Conditioning and Pressurization . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Automatic Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Bleed Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Permissible Loads on AC System . . . . . . . . . . . . . . . . . . . . . . . 1-22
Permissible Loads on DC System . . . . . . . . . . . . . . . . . . . . . . . 1-22
Circuit Breaker Reset (In-flight) . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Flight Controls - Lift/Drag Devices. . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Flight Spoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Mach Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Stall Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Nosewheel Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Wheel Brake Cooling Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Red Strobe Lights <FAA> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Minimum Descent Altitude <FAA> . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Traffic Alert and Collision Avoidance System . . . . . . . . . . . . . . . . . 1-26
Integrated Standby Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Configuration Deviation List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Enhanced Ground Proximity Warning System . . . . . . . . . . . . . . . . 1-27
Flight Deck Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
Aircraft Communications Addressing and Reporting System . . . . . 1-28
Hydraulic 3B Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Engine Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Engine Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
Engine Warn-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Aircraft Cold Soak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Continuous Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
Automatic Performance Reserve . . . . . . . . . . . . . . . . . . . . . . . . 1-33
Limitations Copyright © Bombardier Inc.

TABLE OF CONTENTS
Starter Cranking Limits (Ground and Air) . . . . . . . . . . . . . . . . . 1-34
Engine Relight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Fuel Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Fuel Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-39
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40
Fuel Crossflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
Oil Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
Engine Oil Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
Oil Replenishment System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Operating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
APU Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
APU Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
APU Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
Navigation System Limitations . . . . . . . . . . . . . . . . . . . 1-48
Flight Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
FMS-4200 Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . 1-48
Global Positioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
RNP-10 Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52

For Training Purposes Only 1-iii
TABLE OF CONTENTS
Operating Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Maximum Operating Speed and Mach Number . . . . . . . . . . . . . . . 1-53
Design Maneuvering Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
Maximum Flaps Operating Speed . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56
Maximum Flaps Extended Speed . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56
Maximum Landing Gear Operating Speed . . . . . . . . . . . . . . . . . . . 1-58
Maximum Landing Gear Extended Speed . . . . . . . . . . . . . . . . . . . 1-58
Tire Limit Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-58
Maximum Airspeed for ADG Operation . . . . . . . . . . . . . . . . . . . . . . 1-59
Dry ADG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Wet ADG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Turbulence Penetration Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Minimum Operating Limit Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Windshield Wiper (If Installed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Maneuvering Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
Maneuvering Limit Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
Side-Slip Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60

1-iv For Training Purposes Only
LIST OF FIGURES
Figure 1.1 Altitude and Temperature Operating Limits . . . . . . . . . . . 1-7
Figure 1.2 Allowable Reverse Thrust During Landing . . . . . . . . . . . 1-25
Figure 1.3 Engine Relight Limitations . . . . . . . . . . . . . . . . . . . . . . . 1-35
Figure 1.4 APU Starting and Operating Envelope . . . . . . . . . . . . . . 1-45
Figure 1.5 Maximum Operating Speed and Mach Number . . . . . . . 1-53
Figure 1.6 Design Maneuvering Speeds . . . . . . . . . . . . . . . . . . . . . 1-55

For Training Purposes Only 1-v
LIST OF FIGURES

1-vi For Training Purposes Only
LIMITATIONS

Introduction
The limitations included in this chapter contain items that are applicable to
the Bombardier CL-600-2B19 aircraft. Observance of these limitations is
mandatory.
The information presented in this chapter contains limitations that have
been extracted from the Airplane Flight Manual (AFM) and Flight Crew
Operating Manual (FCOM). The limitations in this chapter are not all
inclusive.
In addition, PRM limitations do not represent all aircraft configurations. For
a specific aircraft configuration consult the AFM or applicable airline
manual.
In the event of a disagreement between the PRM, QRH, FCOM or AFM,
the AFM takes precedence.
Kinds of Aircraft Operation

The aircraft is certified in the transport category for day and night
operations, in the following conditions when the 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
Effectivity:
Applicable to Japan Civil Aviation Bureau <JCAB> registered aircraft.
• Flight under IFR

• Instrument flight
• Instrument navigation flight
• VMC flight without instrument navigation
• Flight over land and water
• Flight in icing conditions
• Flight at high altitude

The aircraft is certified for ditching when the safety equipment specified by
the applicable regulations is installed.
The aircraft is certified capable of RVSM operations in accordance with the
FAA “Interim guidance material on the approval of operations/aircraft for
RVSM operations”, 91−RVSM, dated March 14, 1994 and JAA “guidance
material on the approval of aircraft and operations for flight in airspace
above FL290 where a 300 m (1000 ft) vertical separation minimum is
applied,” Temporary Guidance Leaflet, TGL No. 6, Revision 1. <0030>
NOTE
Compliance with these FAA and EASA RVSM

standards does not constitute an operational approval.
<0030>
RVSM operations must not be commenced or continued unless all the

required equipment specified in the RVSM required equipment list table is
operational: <0030>
RVSM REQUIRED EQUIPMENT LIST <0030>
EQUIPMENT REQUIREMENTS FOR RVSM

Autopilot Must be operational
Altitude alerting system Must be operational
Altitude reporting transponder (2) One (1) must be operational

Air data computers (2) Two (2) must be operational

Crew Headsets
Effectivity:
Aircraft 7004 through 7006, and 7008 through 7014 not incorporating SB 601R-23-004,
Communications – Audio Integrating – Installation of the Audio Electronic Unit; and
Aircraft 7003 through 7046 not incorporating SB 601R-34-013, Navigation – Independent
Position Determining – TCAS Aural Warning Level Adjustment.
All flight deck crew members must wear headsets at all times.
The headsets approved for use are as follows:
• Sennheiser HME-1410 KA, or
• Telex Airman 750
ADS-B Airspace Operations

Effectivity:
Aircraft incorporating SB 601R-34-149, Navigation – Mode S Transponder System –

Installation of the Mode S Transponder with Automatic Dependant Surveillance Broadcast
(ADS-B) OUT Capability.
The installed ADS-B OUT system meets Section 8 of EASA AMC 20-24,
dated 2 May, 2008.
NOTE
Compliance with the standards noted in this
supplement does not constitute an operational
approval.
ADS-B operations in non-radar areas (ADS-B NRA) cannot be
commenced or continued unless all of the required equipment specified
listed below are operational:
ADS-B OUT REQUIRED EQUIPMENTS LIST
EQUIPMENT REQUIREMENTS FOR ADS-B OUT
ATC/Mode S transponder Two (2) must be operational
Air data computer (ADC). Two (2) must be operational

Global positioning system (GPS) One (1) must be operational

Structural Weight Limitations

WEIGHT KG LB OPTION CODE
Maximum ramp weight (MRW) 21,636 47,700 –
22,108 48,741 <JAA> <0075>

23,109 50,945 <JAA> <0076>
23,247 51,250 <0002>
23,700 52,250 <0089>

24,154 53,250 <JCAB> <0004> <0099>
Maximum takeoff weight (MTOW) 21,523 47,450 –
21,995 48,491 <JAA> <0075

22,995 50,695 <JAA> <0076>
23,133 51,000 <0002>
23,587 52,000 <0089>

23,995 52,900 <JCAB> <0004>
24,040 53,000 <0009>
Maximum landing weight (MLW) 20,276 44,700 <baseline>

21,205 46,750 <0069>
21,319 47,000 –
Maximum zero fuel weight (MZFW) 17,917 39,500 <0066>

19,142 42,200 <baseline>
19,958 44,000 –
Minimum flight weight 13,608 30,000 –
NOTE
The MTOW and/or MLW may be further limited due to

performance considerations.

Operating Limitations
Altitude and Temperature Operating Limits
The altitude and temperature operating limits are as shown in Figure 1.1.
Maximum airport pressure altitude for takeoff and landing is 10,000 ft.
Maximum operating altitude is 41,000 ft.
Maximum ambient air temperature approved for takeoff and landing is
ISA + 35°C.
Minimum ambient temperature approved for takeoff is -40°C (-40°F).

PRMv2_01_001
Figure 1.1 Altitude and Temperature Operating Limits

Takeoff
Rotation Rate and Pitch Attitude
WARNING
EXCESSIVE ROTATION RATES (EXCEEDING

3°/SEC) OR OVER-ROTATIONS MAY LEAD TO
HIGH PITCH ATTITUDES AND ANGLES OF
ATTACK BEING ATTAINED WHILE THE AIRCRAFT
IS NEAR THE GROUND. THIS CAN REDUCE STALL
MARGINS SIGNIFICANTLY RESULTING IN STICK
SHAKER/PUSHER ACTIVATION AND
POTENTIALLY LOSS OF CONTROL. PILOTS MUST
ROTATE SMOOTHLY TOWARDS THE TARGET
PITCH ATTITUDE THEN TRANSITION TO SPEED
CONTROL.
Pitch Trim
WARNING
FAILURE TO SET THE PITCH TRIM APPROPRIATE

TO THE COMPUTED CENTER OF GRAVITY MAY
RESULT IN EXCESSIVE ROTATION RATE AT
TAKEOFF.
Pitch trim must be set according to the aircraft’s computed center of

gravity.

Takeoff Pitch Target
Effectivity:
Aircraft not incorporating the -904 or the -037 flight control computer.
The initial target for rotation is 10°.

If the flight director is used for takeoff, set the pitch target for 10°. (refer
to FCOM, Volume 2: SUPPLEMENTARY PROCEDURES – Automatic
Flight Control System – TAKEOFF).
Takeoff performance data in AFM, Chapter 6 remains applicable.

Operation in Icing Conditions
Cowl Anti-Ice System (Ground Operations)
The cowl anti-ice system must be ON when the OAT is 10°C (50°F) or
below and visible moisture in any form is present (such as fog with
visibility of 1500 meters (1 mile) or less, rain, snow, sleet and ice crystals).
The cowl anti-ice system must also be ON when the OAT is 10°C (50°F) or
below when operating on runways, ramps, or taxiways where surface
snow, ice, standing water, or slush is present.
Cowl Anti-Ice System (Flight Operations)
NOTE
Icing conditions exist in-flight at a TAT of 10°C (50°F)

or below, and visible moisture in any form is
encountered (such as clouds, rain, snow, sleet or ice
crystals), except when the SAT is -40°C (-40°F) or
below.
The cowl anti-ice system must be ON:

• When in icing conditions, or
• When ICE is annunciated by the ice detection system
Wing Anti-Ice System (Ground Operations)
NOTE
Icing conditions exist on the ground when the OAT is

5°C (41°F) or below and:
• Visible moisture in any form (such as clouds, fog or
mist), is present below 400 ft AGL, or
• The runway is wet or contaminated, or
• In the presence of any precipitation (such as rain,
snow, sleet or ice crystals)

The following two WARNINGs are applicable to Aviation Register <AR>
registered aircraft.
WARNING
1. WHEN THE OAT IS 5°C (41°F) OR BELOW USE

DE-ICING/ANTI-ICING TREATMENT BEFORE
TAKEOFF.
2. WHEN THE OAT IS 5°C (41°F) OR BELOW THE

WING ANTI-ICE SYSTEM MUST BE SELECTED
ON FOR TAKEOFF, JUST PRIOR TO THRUST
INCREASE FOR TAKEOFF.
The wing anti-ice system must be selected ON during final taxi prior to
takeoff if the OAT is 5°C (41°F) or below, unless Type II, Type III, or Type
IV anti-icing fluids have been applied. During single engine taxi operations,
final taxi prior to takeoff is defined as that period after the second engine is
started.
NOTE
1. If wing anti-ice is selected ON during taxi, L WING

A/ICE or R WING A/ICE caution messages may be
posted but must be verified out and WING A/ICE ON
advisory message posted prior to takeoff. If wing
anti-ice is not required for takeoff, it should be
selected OFF just prior to takeoff.
2. To prevent wing contamination from reverse jet

blast, operating the thrust reversers during taxi
operations on wet and contaminated surfaces
should be avoided.

The wing anti-ice system must be selected and confirmed ON for takeoff,
when the OAT is 5°C (41°F) or below and:
• Visible moisture in any form (such as clouds, fog or mist), is present
below 400 ft AGL, or
• In the presence of any precipitation (such as rain, snow, sleet or ice
crystals)
NOTE
If the wing anti-ice system is selected ON for takeoff,

the cowl anti-ice system must also be selected ON.
When Type II, Type III, or Type IV anti-icing fluids have been applied, the
wing anti-ice system must only be selected and confirmed ON just prior to
thrust increase for takeoff.
Refer to FCOM, Volume 2: SUPPLEMENTARY PROCEDURES - Cold
Weather Operations - Phase of Flight Procedures.
Wing Anti-Ice System (Flight Operations)
NOTE
Icing conditions exist in-flight at a TAT of 10°C (50°F)

or below, and visible moisture in any form is
encountered (such as clouds, rain, snow, sleet or ice
crystals), except when the SAT is -40°C (-40°F) or
below.
The wing anti-ice system must be ON:

• When ICE is annunciated by the ice detection system, or
• When in icing conditions and the airspeed is less than 230 KIAS

Thrust Settings
For takeoffs in icing conditions, from 0°C to 5°C OAT and at pressure
altitudes of 2000 ft and below, the takeoff thrust settings and associated
aircraft performance for 10th stage bleeds closed and engine cowl anti-
icing ON can be used with engine cowl and wing anti-icing ON.
Super-Cooled Large Droplet Icing
Continued operation in areas where super-cooled large droplet (SLD) icing

conditions exist is prohibited.
SLD icing conditions are indicated by ice accretion on the flight deck side
windows.
• The wing anti-icing system must be ON in SLD icing conditions
• The cowl anti-icing system must be ON in SLD icing conditions
• Leave icing conditions when side window icing occurs

Cold Weather Operations
WARNING
EVEN SMALL AMOUNTS OF FROST, ICE, SNOW

OR SLUSH ON THE WING LEADING EDGES AND
FORWARD UPPER WING SURFACE MAY
ADVERSELY CHANGE THE STALL SPEEDS,
STALL CHARACTERISTICS AND THE
PROTECTION PROVIDED BY THE STALL
PROTECTION SYSTEM, WHICH MAY RESULT IN
LOSS OF CONTROL ON TAKEOFF.
Takeoff is prohibited with frost, ice, snow or slush adhering to any critical
surface (wings, horizontal stabilizer, vertical stabilizer, control surfaces and
engine inlets).
Although the upper fuselage is not defined as a critical surface, it must
nonetheless be de-iced to remove contamination, other than allowable
frost, anytime the wing and tail surfaces require de-icing.
NOTE
1. Takeoff is permitted with frost adhering to:

• The upper surface of the fuselage; and/or
• The underside of the wing, that is caused by cold
soaked fuel, in accordance with the instructions
provided in the FCOM, Volume 2:
SUPPLEMENTARY PROCEDURES - Cold Weather
Operations - Pre-Flight Preparation, External Safety
Inspection.
2. Comprehensive procedures for operating in cold

weather are provided in the FCOM, Volume 2:
SUPPLEMENTARY PROCEDURES - Cold Weather
Operations.
In addition to a visual check, a tactile check of the wing leading edge, wing
forward upper surface and wing rear upper surface is required during the

External Walkaround inspection, to determine that the wing is free from
frost, ice, snow or slush when:
• The OAT is 5°C (41°F) or less, or
• The wing fuel temperature is 0°C (32°F) or less, or
• The atmospheric conditions have been conductive to frost formation
NOTE
Ice and frost may continue to adhere to wing surfaces

for some time even at outside air temperatures above
5°C (41°F).

Enhanced Takeoff Procedures and Winter Operations Training
The limitations in this paragraph are effective commencing 01 November,
2008.
No takeoff shall be conducted where the OAT is 5°C (41°F) or below,
unless the pilot-in-command has successfully completed specific training,
within the preceding 12 calender months, for takeoff procedures, ground
icing conditions and cold weather operations.
No takeoff shall be conducted by a pilot where the OAT is 5°C (41°F) or
below, unless that pilot has successfully completed specific training, within
the preceding 12 calender months, for takeoff procedures, ground icing
conditions and cold weather operations.
If neither of the preceding requirements has been complied with, the wing
anti-ice system must be selected ON for takeoff, just prior to thrust
increase for takeoff, if the OAT is 5°C (41°F) or below.
Completion of the following Bombardier Aerospace course will meet the
intent of this training requirement:
• Bombardier Aerospace Enhancement to Takeoff Operational Safety
Margins Training.
Runway Slopes
The maximum runway slopes approved for takeoff and landing are:
• +2% (uphill)
• -2% (downhill)
Tailwind Conditions
The maximum tailwind component approved for takeoff and landing is
10 kt.
Minimum Flight Crew

The minimum flight crew is one pilot and one copilot.

Cargo
Flight must be within 60 minutes of a suitable airport, if cargo is carried in
the cargo bay. <0053><0074>
Flight must be within 40 minutes of a suitable airport and both smoke
detectors must be operational, if cargo is carried in the cargo bay. <British
European>
Carriage of cargo is prohibited. <0057>

Items/articles required for ferry operation can be carried on board. <0057>
Effectivity:
Aircraft incorporating SB 601R-26-021, Fire Protection – Cargo Fire Extinguishing
System – Removal of the Cargo Fire Extinguishing Bottles and Related Components.
Carriage of cargo is prohibited.
Ozone Concentration <TC>< FAA><JCAB><AR>

Aircraft operations are prohibited on routes where ozone concentrations
will exceed the following limits:
• 0.25 ppm by volume, sea level equivalent, at any time above FL320,
and
• 0.1 ppm by volume, sea level equivalent, time-weighted average
during any 3 hour interval above FL270
NOTE
Sea level equivalent’ refers to conditions of 25°C and

760 mm of mercury pressure.
Data to determine flight altitudes and/or duration at altitude in compliance

with these requirements are given in the QRH, Volume 1A and 1B:
FLIGHT PLANNING – OZONE TABLES – Maximum Altitude.

Operations Using QFE Altimeter Settings
Aircraft operations using QFE altimeter settings must be conducted in
accordance with the AFM, Chapter 7: SUPPLEMENT 22 – Operations
Using QFE Altimeter Settings.
Ground Operations in High Wind Conditions <SAAU>

Effectivity:
Applicable to State Aviation Administration of Ukraine <SAAU> registered aircraft.
The maximum wind speed during ground operations is 40 kt (20 m/sec).
Maximum Crosswind Component <SAAU>

Effectivity:
The maximum crosswind component for takeoff and landing on a dry

runway is 27 kt (14 m/sec).
The maximum crosswind component for takeoff and landing on a wet
runway with water depth no more than 3.0 mm (0.125 in) is defined in
the following table for different values of the coefficient of friction:
REPORT COEFFICIENT OF FRICTION MAXIMUM CROSSWIND COMPONENT
0.3 (poor braking) 10 kt (5 m/sec)
0.4 (average braking) 15 kt (8 m/sec)
0.5 (good braking, equivalent to dry) 27 kt (14 m/sec)
The maximum crosswind component for takeoff and landing on a

contaminated runway is 10 kt (5 m/sec).
Operations on runways with a coefficient of friction of less than 0.3 is
prohibited.

Minimum Go-Around Altitude <SAAU>
Effectivity:
The demonstrated minimum altitude for an all engines go-around

without touching the ground is 15 m (50 ft) and for a single engine
go-around is 30.5 m (100 ft).
Maximum Crosswind Component <AR>

Effectivity:
Applicable to Aviation Register <AR> registered aircraft.
The maximum crosswind component for takeoff and landing is 27 kt

(14 m/sec).

Systems Limitations
Air Conditioning and Pressurization
The maximum positive differential pressure is 8.7 psi.
The maximum negative differential pressure is -0.5 psi.
During ground maneuvering, the pressure differential must not exceed
0.1 psi.
During initial landing (at touchdown), the maximum differential pressure
must not exceed 1.0 psi.
The aircraft must be completely depressurized prior to opening any of the
aircraft doors.
The cabin pressurization system must not be operated to -1500 ft when
the system is in manual mode.
Automatic Flight Control System
WARNING
DURING THE ALTS CAP MODE THE FLIGHT

GUIDANCE/AUTOPILOT MAY NOT MAINTAIN THE
SELECTED AIRSPEED. IF AN ENGINE FAILURE
OCCURS DURING A CLIMB WHILE IN ALTS CAP
OR JUST BEFORE ALTS CAP, THE AIRSPEED MAY
DROP SIGNIFICANTLY BELOW THE SAFE
OPERATING SPEED.
Operation with the autopilot engaged is prohibited at altitudes below

600 ft AGL, except when performing the following:
• For visual and non-precision approaches, the minimum autopilot use
height is 400 ft AGL
• For precision approaches, the minimum autopilot use height is
80 ft AGL <TC> <FAA>

Effectivity:
Aircraft incorporating the -404 or the -604 flight control computer.

60 ft AGL <JAA>
• Use of IAS mode (flight director or autopilot coupled) during
approach is not permitted
• APPR mode VOR approaches (flight director or autopilot coupled)
are not permitted
Effectivity:
Aircraft incorporating the -704 or the -037 flight control computer.

80 ft AGL <JAA>
• Use of DES submode (flight director or autopilot coupled) during
Effectivity:
Aircraft incorporating the -904 flight control computer <TC><FAA>.
• Use of DES submode (flight director or autopilot coupled) during

• The ADC source coupled to the active autopilot must be the same as
that coupled to the ATC transponder during flight in RVSM airspace
<0030>

Bleed Air Systems
The bleed air 10th stage valves must be closed for takeoff and landing if
the engine cowl and/or wing anti-ice systems have been selected ON.
Electrical Systems
Permissible Loads on AC System
Individual AC generator loading must not exceed the following values:
ALTITUDE LOAD LIMITATION (KVA)
(FT) MAIN GENERATOR (EACH) APU GENERATOR
0 to 35,000 30 kVA 30 kVA

35,001 to 37,000 25 kVA 30 kVA
37,001 and above 25 kVA 0 kVA
Permissible Loads on DC System
(1) Ground Operations

To protect the flight deck CRT displays, the maximum permissible time for
ground operations with DC power only is 5 minutes.
(2) Flight Operations

Maximum permissible continuous load on each TRU is 100 amp.
Circuit Breaker Reset (In-flight)
A circuit breaker must not be reset or cycled (opened or closed) unless

doing so is consistent with explicit procedures specified in the AFM or
unless, in the judgment of the pilot-in-command (PIC), that resetting or
cycling of the circuit breaker is necessary for the safe completion of the
flight.

Flight Controls - Lift/Drag Devices
Flaps
Enroute use of flaps is prohibited.
Flight with flaps extended at altitudes above 15,000 ft is prohibited.
Effectivity:
Aircraft 7904 and subsequent, or

Aircraft 7003 through 7067, 7069 through 7903 incorporating SB 601R-11-080, Placards
and Markings – Flight Compartment – Installation of the New Airspeed Limitation Placard
and Removal of the Flap Inspection Placard.
Except for touch-and-go training, takeoff flaps must be selected from the
0 detent.
Touch-and-go training is not permitted in cross-winds greater than 14 kt.
Flight Spoilers
Flight spoilers must not be extended in-flight below 300 ft AGL.

To ensure adequate maneuver margins, flight spoilers must not be
extended in-flight at airspeeds below the recommended approach speed
plus 17 KIAS (refer to AFM Chapter 6, PERFORMANCE - Landing
Performance).

Mach Trim
Effectivity:
Aircraft 7003 through 7112 not incorporating SB 601R-27-053, Replacement of the

Horizontal Stabilizer Trim.
Use of Mach trim is prohibited.

If the autopilot is disengaged or inoperative, speed must be restricted to
250 KIAS (0.7 Mach).
NOTE
Pending incorporation of Alert Service Bulletin
A601R-27-054, Flight Controls − Horizontal Stabilizer
Control System – Deactivation of the MACH TRIM
ENGAGE/DISENGAGE switch/light, the MACH
TRIM caution message will be displayed on EICAS
and the MACH TRIM ENGAGE/DISENGAGE
switchlight INOP light will be illuminated (on). The
EICAS message can be scrolled out of view prior to
takeoff, but the switch INOP light will remain on.
Ailerons
Effectivity:
Aircraft that do not comply with TC airworthiness directive CF-2002-35R2, Aileron

Stiffness, Part C – Termination of Control Checks.
When departing from a wet or contaminated runway:

• At 10,000 ft MSL, or when the SAT is less than or equal to 0°C,
whichever occurs later; the ailerons must be operated manually
every 5000 ft until the top of climb.
Stall Protection System

Both stall protection system switches must remain on for all phases of
flight.
Engine operation at or near shaker and pusher settings is predicated on
an operable auto-ignition system. <FAA>

Thrust Reversers
Thrust reversers are approved for ground use only.
The thrust reversers are intended for use during full stop landings. Do not
attempt a go-around maneuver after deployment of the thrust reversers.
Takeoff with any of the following thrust reverser lights on, icons, or EICAS
messages displayed is prohibited:
• THRUST REVERSER UNLK light
• REV icon on N1 gauge
• L REV UNLOCKED or R REV UNLOCKED caution message
During preflight check of the thrust reversers with the aircraft stationary,
reverse thrust must be limited to reverse idle.
The allowable use of the thrust reversers during landing is defined in the
figure below:
Reverse Thrust, % N1
MAX
PRM2v2_01_004
IDLE
0 60 100 TOUCHDOWN
KIAS SPEED
Figure 1.2 Allowable Reverse Thrust During Landing
Nosewheel Steering System

Towbarless towing is prohibited, unless the operation is performed in
compliance with the Aircraft Maintenance Manual (AMM) towbarless
towing requirements.
Taxi Lights
The taxi lights must be switched OFF whenever the aircraft is stationary in
excess of 10 minutes.

Wheel Brake Cooling Limitations
Brake cooling times must be observed between a landing or a rejected
takeoff (RTO) and a subsequent takeoff, to ensure that sufficient brake
energy is available to bring the aircraft to a complete stop, if the
subsequent takeoff is rejected (refer to QRH Volume 1).
Red Strobe Lights <FAA>

The red strobe lights are used for ground recognition only and must not be
used as anti-collision lights.
Minimum Descent Altitude <FAA>

When setting the MDA marker on the barometric altimeter using the
DH/MDA knob on the altitude reference panel, the next highest 10 foot
increment must be selected if the altitude is not at a 10 foot increment.
Traffic Alert and Collision Avoidance System

Pilots are authorized to deviate from their Air Traffic Control (ATC)
clearance in order to comply with a TCAS resolution advisory (RA)
command. <TC><FAA>
The use of TCAS must comply with the appropriate national operational
regulations. <JAA>
Integrated Standby Instrument

When NAV 1 is tuned to a valid ILS frequency, the ISI will display localizer
and glideslope deviation while on the backcourse approach. Use of the ISI
localizer and backcourse information is prohibited during backcourse
approaches.
Configuration Deviation List

If the aircraft is to be operated with certain secondary airframe and/or any
nacelle parts missing, operation must be in accordance with the limitations
specified in the basic AFM, and as amended by the CDL.

Enhanced Ground Proximity Warning System
Aircraft navigation must not be predicated upon the use of the terrain
display.
To avoid giving unwanted alerts, the terrain awareness alerting and display
functions must be inhibited on takeoff, approach or landing within 15 nm of
an airport not included in the EGPWS airport database.
The terrain database, terrain displays and alerting system do not account
for man-made obstructions, except for all known man-made obstructions
in Canada, the United States and Mexico.
CAUTION
1. For aircraft with GPS: If GPS is inoperative
(identified by NO GPS RAIM, GPS NOT
AVAILABLE, or GPS-FMS DISAGREE message
on the FMS CDU), the EGPWS may fail to alert
when a terrain threat exists, during ambient
surface temperatures below ISA, during non-
standard temperature lapse rates or if incorrect
barometric settings are set on the altimeter.
2. For aircraft with no GPS: The EGPWS may fail to

alert when a terrain threat exists, during ambient
surface temperatures below ISA, during non-
standard temperature lapse rates or if incorrect
barometric settings are set on the altimeter.

Flight Deck Door
The flight deck door must be kept closed and locked at all times during
flight except to permit access and egress in accordance with the approved
procedures for opening, closing and locking the door.
Any time the flight deck door is opened in-flight, a challenge and response
closing and locking verification must be used to verify that the door is
closed and locked.
Any time one of the required flight crew leaves the flight deck another crew
member must be present in the flight deck to ensure that the required crew
member is not locked out of the flight deck.
Aircraft Communications Addressing and Reporting System

The ACARS is approved for the transmission and receipt of messages that
will not create an unsafe condition if the message is improperly received.
An unsafe condition may exist if:
• The message or part of the message is delayed or not received
• The message is delivered to the wrong recipient, or
• The message content is corrupt
Crew actions based on messages such as pre-departure clearance, digital
automatic terminal information service, weight and balance, and takeoff
data (speeds, trim settings, runway distances), are prohibited, unless
approved operational procedures are used to verify that the message is
received by the intended recipient, that the message is valid and that the
content is not corrupted.

Hydraulic 3B Pump
Effectivity:
Aircraft incorporating SB 601R-29-031, Hydraulic Power – Hydraulic System No. 3 –
Deactivation and Removal of the Accumulator Assembly; and
Aircraft not incorporating SB 601R-29-034, Hydraulic Power – Hydraulic System No. 3 –

Installation in a New Location of the New Accumulator and the Nitrogen Pressure Gauge
of Hydraulic System No. 3.
The hydraulic 3B pump switch must be selected ON instead of AUTO for

all phases of flight.

Engines
Type: General Electric CF34-3B1, quantity two. <0005><0068>
Engine Operating Limits
ENGINE OPERATING LIMITS: CF34-3B1 <0005><0068>
CONDITION CORE RPM N2% FAN RPM N1% ITT °C

Start 20 – 900
Idle 56.5 to 68.0 [2] – –
Acceleration – – 900
Max Continuous 99.2 98.6 874
884 (5 min) [1]

Normal Takeoff 98.3 96.2 900 (2 min out of 5
total transient) [1]
900 (5 min) [1]

APR Thrust 99.4 98.6 928 (2 min out of 5
total transient) [1]
[1] Transient limits.

[2] Engine to engine N2 split at ground idle power should not be greater than 2% N2. If N2
is 57% or less with an OAT of -20°C or greater, do not accelerate above idle.
NOTE
If above 40,000 ft, one air conditioning unit or cowl

anti-ice must be selected ON for each engine.

Engine Indications
The engine limit display markings on EICAS must be used to determine
compliance with the maximum/minimum limits and precautionary ranges. If
EICAS markings show more conservative limits than those specified
below, the limit markings on the EICAS must be used.
NOTE
Red - Maximum and minimum limits.

Amber - Caution range.
Green - Normal operating range.
ENGINE INDICATIONS: CF34-3B1 <0005><0068>
INDICATION RED AMBER GREEN

N1% RPM 98.6 – 0 to 98.5
N2% RPM
99.3 0 to 77.9 78 to 99.2
Wing Anti-ice ON
N2% RPM
99.3 – 0 to 99.2
Wing Anti-ice OFF
ITT °C 900 (first 2 min) – 0 to 900

Normal Takeoff
Thrust 884 (next 3 min) – 0 to 884
ITT °C 928 (first 2 min) – 0 to 928

Go-around or APR
Thrust 900 (next 3 min) – 0 to 900
ITT °C 900 [1]

Maximum 874 to 900 [2] 874 to 900 [1] 0 to 874
Continuous Thrust 900 [2]
Oil Temp °C 163 150 to 162 -40 to 149
Oil Press PSI 0 to 25 116 to 156 26 to 115
[1] During MCT, amber band and red tick mark appear if ITT is greater than 874°C.
[2] During MCT, amber band becomes a red band if ITT remains above 874°C for more
than 30 seconds or if ITT is greater than 900°C. Red tick mark stays at 900°C.

Engine Warn-up
The engine must remain at IDLE until oil pressure reaches normal
operating range. During all starts, do not exceed 75% N1 for 2 minutes
after start, or until all operating indications are in the normal range,
whichever is longer.
Aircraft Cold Soak
Before the first flight of the day, when the aircraft is cold-soaked at an
ambient temperature of -30°C (-22°F) or below for more than 8 hours:
• The engines must be motored for 60 seconds and fan rotation must be
verified before engine start is initiated
• Thrust reversers must be actuated until the deploy and stow cycles
are less than 5 seconds
The minimum ambient temperature for starting a cold-soaked APU on the
ground is -40°C (-40°F).
Oil Temperature
Minimum for starting -40°C
Maximum continuous +155°C

Maximum permissible +163°C (15 min maximum)
Oil Pressure
Steady state idle 25 psi minimum
Takeoff thrust 45 psi minimum
Maximum continuous 115 psi maximum
Maximum transient after cold start 156 psi (130 psi at IDLE, 10 min maximum)
NOTE
After cold start, engine must remain at idle until oil

pressure returns to normal range.

Continuous Engine Ignition
Continuous engine ignition must be used during the following:
• Takeoffs and landings on contaminated runways
• Takeoffs with high crosswind components
• Flight through moderate or heavier intensity rain
• Flight through moderate or heavier intensity turbulence
• Flight in the vicinity of thunderstorms
Engine operation at or near stick shaker and pusher settings is predicated
on an operable auto-ignition system. <FAA>
Automatic Performance Reserve
If takeoff performance is predicated upon the use of automatic

performance reserve (APR), the APR system must be verified operative
prior to takeoff.

Starter Cranking Limits (Ground and Air)
Engine Start
The starter must not be engaged if indicated N2 rpm exceeds 55%.
START MAXIMUM TIME ON FOLLOWED BY
1 60 seconds 10 seconds OFF
2 60 seconds 10 seconds OFF

3 60 seconds 5 minutes OFF
4 and subsequent 60 seconds 5 minutes OFF
Associated Conditions
At initiation of thrust lever movement from SHUT OFF to IDLE:
• ITT must be 120°C or less for ground starts
• ITT must be 90°C or less for air starts
Dry-Motoring Cycle
The starter must not be engaged if indicated N2 rpm exceeds 55%.
The dry-motoring cycle (with the thrust levers at shutoff) may be used for
engine ground starts and engine starts.
2 and subsequent 30 seconds 5 minutes OFF

Engine Relight Limitations
Engine starting in-flight is only permitted within the envelope defined
below:
RELIGHT TYPE RELIGHT ENVELOPE (SEE FIGURE BELOW)
Altitude from 21,000 ft to 15,000 ft:

Speed from 300 KIAS to VMO/MMO, and from 12 to 55% N2.
Windmilling
Altitude less than 15,000 ft:
Speed from 300 KIAS to VMO/MMO, and from 9 to 55% N2.
Altitude from 21,000 ft to 15,000 ft:

Speed from 180 KIAS up to VMO, and from 0 to 55% N2.
Starter Assisted Cross
Bleed (>60 psi) Altitude less than 15,000 ft:
Speed from VREF up to VMO, and from 0 to 55% N2.
25,000
21,000 ft
20,000
W’mill
N2 12%
Altitude (ft)
15,000 335 KIAS
Starter Assist Required

10,000 (Fuel in at 28% N2)
8,000 ft
W’mill
5,000 N2 9% 330 KIAS
PRM2v2_01_002
0
0 50 100 150 200 250 300 350 400
KIAS
Figure 1.3 Engine Relight Limitations

Fuel
The maximum permissible fuel imbalance between the contents of the
main left tank and the main right tank is 363 kg (800 lb).
Fuel remaining in a tank when the appropriate fuel quantity indicator reads
zero is not usable.
The fuel quantities that follow are based on 6.75 lb/per U.S. gal, and
2.2046 lb/per kg conversion factors. The maximum usable fuel load for
each fuel tank is as follows:
PRESSURE REFUELING GRAVITY REFUELING
Left Main Tank 2159 kg (4760 lb) 2036 kg (4488 lb)

Right Main Tank 2159 kg (4760 lb) 2036 kg (4488 lb)
Center Tank 2267 kg (4998 lb) 2237 kg (4930 lb)
Total 6585 kg (14,518 lb) 6309 kg (13,906 lb)
Takeoff with a fuel load in excess of 227 kg (500 lb) in the center tank is
not permitted unless:
• Each main wing tank is above 1996 kg (4400 lb), or
• Each main wing tank is above 907 kg (2000 lb), and the allowable
zero fuel weight is reduced by the weight of the fuel in the center tank
in excess of 227 kg (500 lb) and the center of gravity (CG) in this
configuration is verified to be within the allowable CG envelope as
calculated from the Weight and Balance Manual (WBM).
The minimum fuel quantity for go-around is 202 kg (450 lb) per wing (with
the aircraft level) and assuming a maximum aircraft climb attitude of
10° nose up.


Fuel Temperature
Takeoff with engine fuel temperature indications below 5°C (41°F) is
prohibited.
Takeoff with bulk fuel temperature indications below the limits stated is
prohibited.
During flight, bulk fuel temperature must remain above the applicable bulk
fuel freezing point.
BULK FUEL TAKEOFF

BULK FUEL
FUEL TYPE LIMIT - MINIMUM
FREEZING POINT
TEMPERATURE
ASTM D1655 JET A -30°C -40°C

ASTM D1655 JET A1 -37°C -47°C
MIL-DTL-5624 JP-5 -36°C -46°C
MIL-DTL-83133 JP-8 -37°C -47°C

GB 6537-2006 No. 3 Jet -37°C -47°C
CIS TS-1 -43°C See NOTE below
CIS RT -40°C See NOTE below

Ukrainian TS-1 -42°C -52°C
Ukrainian RT -42°C -52°C
NOTE
1. Russian/CIS TS-1 and RT fuels with a freezing point
of not higher than -50°C are approved for use
wherein the ground level OAT is not below -30°C
during the 24 hours before departure.
2. Russian/CIS fuel with a freezing point of not higher

than -55°C (RT) and -60°C (TS-1) for use in low
temp regions are available at operator’s request.
3. The principle grade available in Russia (and

members of the CIS) is TS-1 (written as TC-1 in
Russian cyrillic script.
Use of wide-cut fuels is prohibited except for non-revenue ferry flights, with
the following fuel temperature limitations:
BULK FUEL BULK FUEL

BULK FUEL
TAKEOFF LIMIT MAXIMUM
FUEL TYPE FREEZING
MINIMUM OPERATING
POINT
TEMPERATURE TEMPERATURE
ASTM D1655 JET B -40°C +45°C -50°C
MIL-DTL-5624 JP-4 -48°C +45°C -58°C
Powered cross-flow is prohibited when using wide-cut fuel and the APU is
to be operated.
Fuel Grades
Fuels conforming to any of the following specifications are approved for

use. Mixing of fuels is permitted.
CIS/
CANADIAN AMERICAN BRITISH CHINESE NATO
UKRAINIAN
ASTM D1655
– – – –
JET A
CGSB-3.23
ASTM D1655 DEF STAN GB 6537-2006 RT
F-35
JET A1 91-91 No. 3 JET TS-1 [1]
MIL-DTL-83133 DEF STAN
– – F-34
JP-8 91-87
CGSB-3.24
MIL-DTL-5624 DEF STAN
– – F-44
JP-5 91-86
CIS/Ukrainian Fuels Inspection Requirement:
[1] Engine fuel system components must be inspected in compliance with SB 601R-73-
009, CF34-3A1 and CF34-3B1 – Russian Fuels Fleet Leader Sampling Program.

Fuel Additives
Alcohol-based anti-icing additives of fuel system icing inhibitors (FSII) type
Fluid I and Fluid I-M should not be used continuously. Russian/CIS fuel
containing (or pre-mixed with) alcohol-based additives of anti-icing FSII
type Fluid I and Fluid I-M should not be used continuously. Contact engine
manufacturer for details of impact on a reduced component inspection
program if continuous use has been determined.
Anti-icing additives Diethylene Glycol Monomethyl Ether (DiEGME) per
MIL-DTL-85470:
GEAE FUEL SPECIFICATION D50TF2 CLASS ADDITIVE MAXIMUM

AND FUEL DESCRIPTION CONCENTRATION
Class A: Aviation kerosene (Jet A) 0.15%
Class B: Wide-cut distillate (Jet B, JP-4) 0.15%
Class C: Low freeze kerosene (Jet A1, JP-8, No.3 Jet) 0.15%
Class D: High flash kerosene (JP-5) 0.15%
Class E: Low freeze kerosene (CIS RT) 0.20%
Kathon FP 1.5 biocide additive at a concentration of not more than 100

parts per million (ppm) by weight for the initial dose, to prevent the growth
of micro-organisms. Contact the additive manufacturer for specific use
instructions. The maintenance dose should be as per the additive
manufacturer’s instructions and should not exceed 50 ppm.
SOHIO Biobor JF biocide additive at a concentration of not more than 270
ppm (20 ppm elemental boron) by weight for the initial dose, to prevent the
growth of micro-organisms. Contact the additive manufacturer for specific
use instructions. The maintenance dose should be as per the additive
manufacturer’s instructions and should not exceed 135 ppm.
Anti-static additive STADIS 450 at a concentration of 3 g/m3 for the initial
dose. Maximum dosage should not exceed 5 g/m3.
Fuel system additive SIGBOL may be used in concentrations less than
0.0005% by weight. This additive should not be used continuously.
Contact engine manufacturer for details of impact on the component
inspection program.

Corrosion inhibitors listed in the table that follows are approved by the
concentrations indicated. It is recommended that corrosion inhibitors be
blended with the fuel to provide lubricity. The corrosion inhibitor must be
added after water removal and downstream of any clay filters (these
processes remove the inhibitor).
ADDITIVE MAXIMUM CONCENTRATION
Apollo PRI-19 23 g/m3
Octel DCI-4A 23 g/m3
Octel DCI-6A 6 g/m3
Hitec E-580 23 g/m3
Nalco 5403 23 g/m3
Nalco 5405 11 g/m3
Fuel Crossflow
Powered crossflow and gravity crossflow must be OFF for takeoff.

Oil
Oil Grades
NOTE
Mixing of different types of oils is prohibited.
MIL-L-23699 MIL-L-7808 CASTROL

COMPONENT
(TYPE II) (TYPE I) 4000
Engine   
Auxiliary power unit (APU)   
Integrated drive generator (IDG)   
Air cycle machine (ACM)   

Air turbine starter (ATS)   
Oil Consumption
Maximum oil consumption, on each engine, is 189 cubic centimeters per

hour (6.4 U.S. ounces per hour/0.05 U.S. gallon per hour).
Engine Oil Level
Engine oil levels must be checked as follows:

• The maximum duration without engine oil servicing is 16 operating
hours.
• For aircraft operations in excess of 16 operating hours (without engine
oil tank servicing), the engine oil level must be checked from the flight
compartment ENGINE OIL LEVEL panel within 3 minutes to 2 hours
after every engine shutdown.
NOTE
The engine oil level panel is used with the engines not
running. Erroneous indications will occur if utilized
during any other condition, as stated above.
Oil Replenishment System
If use of the oil replenishment system is required, then the engine(s)

should be replenished within 15 minutes to 2 hours after engine shutdown.
Maximum refill allowable is 1890 cubic centiliters (2 U.S. quarts) without
dry motoring the engine.
If the oil system has to be replenished to maximum capacity and the
replenishment period has been exceeded, the engine(s) must be dry
motored and the level rechecked.

Auxiliary Power Unit
Type
Garrett GTCP-36-150RJ.
Starting
Minimum ambient temperature for starting a cold-soaked APU on the

ground is -40°C (-40°F).
The following APU start cycles are permitted:
Using aircraft batteries on the ground or for normal in-flight start:
1 30 seconds –

3 30 seconds –
Using DC ground power:
1 15 seconds –

3 15 seconds –
NOTE
It is recommended that a 2-minute delay be observed

between cranking attempts to allow for cooling of
starter and start contactor and for APU drainage.

Operating Range
Maximum RPM: 107%
Maximum EGT:
• 743°C (normal operations)
• 974°C (not to be exceeded under any operating conditions)
APU starting and operation is permitted within the following operating
envelope:
45
40
Maximum Operating Altitude: 37,000 ft
35
Mmo=0.85
ALTITUDE × 1,000 ft
Maximum APU Start Altitude: 30,000 ft

30 Vmo=315 KIAS
Mmo=0.80
25
20
Vmo=335 KIAS
Maximum Altitude for Using APU Bleed Air: 15,000 ft
15
Maximum Altitude for Engine Starts using APU Bleed Air: 13,000 ft
10
5
PRM2_03_001
Vmo=330 KIAS
0
100 150 200 250 300 350
KIAS (KNOTS)
Figure 1.4 APU Starting and Operating Envelope

APU Bleed Air
APU BLEED AIR LIMITATIONS

SYSTEM / CONDITION LIMITATION
Air conditioning Bleed air extraction from the APU is not permitted above
15,000 ft.
Engine start during ground No bleed air extraction limitation.

operations Each engine may be started using the APU as a bleed air
source.
If both engines are to be started using the APU bleed air, then
the operating engine’s thrust must not exceed 70% N2.
Engine start during flight During single-engine operations, APU bleed air extraction for
an engine start is not permitted.
During double-engine failure conditions, APU bleed air
extraction for engine starts is permitted. However, APU bleed
air extraction is limited to 13,000 ft and below.
APU Generator
The maximum permissible load on the APU generator in-flight is 30 kVA.
APU Indications
The APU limit display markings on the EICAS must be used to determine
compliance with the maximum/minimum limits and precautionary ranges. If
EICAS markings show more conservative limits than those specified
below, the limit markings on the EICAS should be used.
NOTE
Red - Maximum and minimum limitations.

Amber - Caution range.
Green - Normal operating range.
INDICATION RED AMBER GREEN
APU EGT °C >743 713 to 742 0 to 712
APU RPM % >107 101 to 106 0 to 100


Navigation System Limitations
Flight Management System
Operating Data
The flight management system (FMS) must be operated in accordance

with the latest edition of the following:
• Airplane Flight Manual (AFM), and
• The following FMS Pilot Guide:
PUBLICATION NUMBER APPLICABILITY
<FMC-002> <FMC-006>
523-0778363 FMS-4200
<FMC-011> <FMC-013>
FMS-4200 Operating Limitations
Software Program Version:

• The FMS is approved for use only with the software program version
given in the following table:
SOFTWARE PROGRAM VERSION (SCID) APPLICABILITY
829-7739-008 <FMC-002>
829-7739-012 <FMC-006>
832-4119-012 <FMC-011>
829-7739-028 <FMC-013>
AC 20-130A:
• The FMS meets the enroute, terminal and non-precision approach
lateral performance/accuracy criteria of AC 20-130A

RNP-10 Operations <0024> <0025>:
• The dual FMS installation, when used in conjunction with the dual IRS,
meets the requirements of FAA Order 8400.12A, Rev. A, dated
January 2, 1998 - Required Navigation Performance (RNP-10)
Operational Approval, as a primary means of navigation for flights up
to 6.2 hours in duration, without updating. The determination of flight
duration starts when the system is placed in the navigation mode
NOTE
The demonstration of performance with the above

criteria does not constitute approval to conduct
RNP-10 operations.
AC 90-100A US Terminal and Enroute Area Navigation (RNAV)

Operations:
• When equipped with an operating FMS and GPS, the aircraft meets
the functional and the ±1 nm accuracy requirements of AC 90-100A
US Terminal and Enroute Area Navigation (RNAV) Operations
NOTE
Compliance with the standard noted above does not

constitute an operational approval.
TGL-10 PRNAV Operations:

• The FMS installation meets the airworthiness certification
requirements of JAA Temporary Guidance Leaflet No. 10,
Airworthiness and Operational Approval for Precision RNAV
Operations in Designated European Airspace
• Precision RNAV operations must not be conducted unless all of the
required equipment specified in the following PRNAV Required
Equipment List table is operational

PRNAV REQUIRED EQUIPMENT LIST
EQUIPMENT REQUIREMENTS FOR PRNAV
Flight management computer (FMC) One (1) must be operational
FMS control display unit (CDU) One (1) must be operational and controlling an
operational FMC
VHF NAV, DME, GPS One (1) VHF NAV and one (1) DME must be
operational, or one (1) GPS is operational
• The following messages are not displayed on any PFD or CDU:

• FMS DR
• IRS ONLY <0025>
• VOR/DME DIST >75 NM
• FMS NAV INVALID
• ILS, LOC, LOC-BC, LDA, SDF and MLS approaches using the FMS
are prohibited. The FMS does not provide automatic transition to ILS
• The FMS is approved for use only during enroute, terminal and non-
precision approach phases of flight
• FMS thrust, range, fuel management and altitude/speed capability
information is advisory only
• IFR enroute and terminal navigation is prohibited unless the pilot
verifies the currency of the database and verifies waypoints for
accuracy by reference to current publications
• Instrument approaches must be accomplished with instrument
approach procedures that are retrieved from the FMS database. The
FMS must incorporate the current update cycle. The pilot must verify
approach waypoints for accuracy by reference to current publications

NOTE
Altitude constraint(s) on the last waypoint of the STAR

corresponding to the first waypoint of the approach
procedure must be verified on the ACT LEGS page.
The flight crew must correct or delete the altitude
constraints as required to agree with charted
procedures.
• The approach must not be continued past the final approach fix if an
FMS “NO APPR” message is displayed on the PFD
• The VNAV system information is not temperature compensated. FMS
generated altitudes and V-paths are not corrected for non-ISA
conditions
• The performance database must be verified to be current and valid for
the appropriate engine model installed on the aircraft:
ENGINE MODEL PERFORMANCE DATABASE APPLICABLE

CF34-3A1 832-4359-001 or 832-4359-101 <without 0039>
CF34-3B1 (Basic) <0005> 832-4172-002 or 832-4172-102 <without 0039>
CF34-3B1 (Hot and High) <0068> 832-3110-004 or 832-3110-104 <without 0039>

CF34-3A1 (Basic and Intermix) 832-4359-002 <0039>
<0039>
CF34-3B1 (Basic) <0005> <0039> 832-4172-003 <0039>

CF34-3B1 (Hot and High) <0039> 832-3110-005 <FAA> <0039>
<0068> 832-9026-001 <TC> <JAA>
• The FMS calculated thrust setting must not be used if the pressure
altitude is greater than 36,000 ft. <0039>
• Editing of the fuel quantity on the fuel management page is prohibited.
<without 0039>
• Editing of the runway extension waypoint distance during a
synchronized visual approach is prohibited. (FMC-002 only) <0024>

Global Positioning System
General
Other approved navigation equipment appropriate to the route of flight

(enroute and terminal) must be installed and operating.
The GPS may only be used for approach guidance if the reference
coordinate data system for the instrument approach is WGS-84 or
NAD-83.
RNP-10 Operations
The dual GPS installation, when used in conjunction with the prediction
program 832-3443-005 or later applicable revision, and with two
operational FMS-4200 systems, has been found to comply with the
requirements of MNPS operations and as a primary means of navigation
in oceanic and remote airspace operations. Likewise, this compliance is
considered as meeting RNP-10 requirements, without time limitations.
NOTE
The demonstration of performance with these criteria

does not constitute approval to conduct MNPS,
oceanic/remote airspace or RNP-10 operations.

Operating Speeds
Maximum Operating Speed and Mach Number
Maximum operating limit speeds must not be deliberately exceeded in any
regime of flight unless a higher speed is specifically authorized for flight
test or training operations.
45
40
MMO= 0.85
35
30 V MO = 315 KIAS
Pressure Altitude (1000 ft)
M MO = 0.80
25
20
V MO = 335 KIAS
15
10
5
V MO = 330 KIAS
PRM2v2_01_005
0
250 260 270 280 290 300 310 320 330 340 350 360
Indicated Airspeed (KIAS)
Figure 1.5 Maximum Operating Speed and Mach Number

Design Maneuvering Speed
Full application of rudder and aileron controls, as well as maneuvers that
involve angles of attack near the stall, must be confined to speeds below
VA (refer to AFM).
CAUTION
Avoid rapid and large alternating control inputs,

especially in combination with large changes in
pitch, roll, or yaw (i.e. large side-slip angles) as
they may cause structural failure at any speed,
including below VA.

PRM2v2_01_006
Figure 1.6 Design Maneuvering Speeds

Maximum Flaps Operating Speed
Effectivity:
Aircraft incorporating SB 601R-11-090, Placards and Markings – Flight Compartment –
Installation of the New Maximum Flaps Operating Speed Placard.
The maximum speeds at which it is safe to extend the flaps are:

• FLAPS 0 to 8: 200 KIAS
• FLAPS 8 to 20: 200 KIAS
• FLAPS 20 to 30: up to VFE for FLAPS 30
• FLAPS 30 to 45: up to VFE for FLAPS 45
The maximum speeds at which it is safe to retract the flaps is VFE for the
initial flaps position.
Maximum Flaps Extended Speed

The maximum speeds at which the aircraft may be flown with the flaps
extended are:
• FLAPS 8: 230 KIAS
Effectivity:
Aircraft 7003 through 7067, 7069 through 7903 incorporating SB 601R-11-080, Placards
and Markings – Flight Compartment – Installation of the New Airspeed Limitation Placard
and Removal of the Flap Inspection Placard.
extended are:

Effectivity:
Aircraft 7003 through 7067, 7069 through 7903 not incorporating the following Service
Bulletins:
• SB 601R-11-071, Placards and Markings – Flight Compartment – Airspeed Limitation
Placard (Reduced Maximum Flap Extended Speed VFE) Installation, or
• SB 601R-11-076, Placards and Markings – Flight Compartment – Installation of an

Airspeed Limitation Placard for 53,000 lb MTOW Certification, or
• SB 601R-11-080, Placards and Markings – Flight Compartment – Installation of the New

Airspeed Limitation Placard and Removal of the Flap Inspection Placard.
extended are:
Effectivity:
Aircraft 7003 through 7067, 7069 through 7319 incorporating the following Service
Bulletins:
• SB 601R-11-071, Placards and Markings – Flight Compartment – Airspeed Limitation

Placard (Reduced Maximum Flap Extended Speed VFE) Installation, or
• SB 601R-11-076, Placards and Markings – Flight Compartment – Installation of an

Airspeed Limitation Placard for 53,000 lb MTOW Certification
extended are:

Maximum Landing Gear Operating Speed
The maximum airspeed at which it is safe to extend the landing gear is
250 KIAS.
The maximum airspeed at which it is safe to retract the landing gear is 200
KIAS.
Maximum Landing Gear Extended Speed

The maximum airspeed at which the aircraft may be flown with the landing
gear extended and locked is 250 KIAS.
Tire Limit Speed

Maximum tire limit speed is 182 kt ground speed.

Maximum Airspeed for ADG Operation
There are two types of air-driven generators (ADGs) available (Wet and
Dry).
Dry ADG
There are no airspeed limitations with the dry ADG (aircraft 7305 and
subsequent).
Wet ADG
Maximum airspeeds for continuous operation of the wet ADG (aircraft

7002 through 7304) are as follows:
PHASE OF OPERATION MAXIMUM AIRSPEED/TIME DURATION
After automatic/manual deployment 250 KIAS permitted for remainder of flight
Operational necessity (windmill starts) 330 KIAS for 12 minutes

331 to 335 KIAS for 4 minutes
Flight test or pilot training deployment 215 KIAS
Turbulence Penetration Speed

Maximum airspeed for turbulence penetration is 280 KIAS or 0.75 Mach,
whichever is lower.
Minimum Operating Limit Speed

Intentional speed reduction below the onset of stall warning, as defined by
stick shaker operation, is prohibited unless a lower speed is specifically
authorized for flight test or training operations.
Windshield Wiper (If Installed)

The windshield wiper must not be operated above 220 KIAS.
If the windshield wiper has failed in a non-parked position, the aircraft
speed must not exceed 220 KIAS.

Maneuvering Loads
Maneuvering Limit Load Factors
These load factors limit the permissible angles of bank in turns and the
severity of pull-up and pushover maneuvers:
• Flaps up: -1.0 G to 2.5 G
• Flaps down: 0.0 G to 2.0 G
Side-Slip Maneuvers
Avoid unnecessary and large side-slip maneuvers during low-speed,
high-altitude cruise.

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Types of Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Read and Do Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Challenge and Response Checklist . . . . . . . . . . . . . . . . . . . . . . . 2-3
Crew Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Flight Mode Annunciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Introduction to Phases of Flight . . . . . . . . . . . . . . . . . . . 2-8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Phase of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(1) Prior to Start: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(2) Prior to Takeoff: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(3) After Takeoff: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(4) Prior to Landing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
(5) After Landing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
(1) Prior to Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Safety Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
*APU FIRE DETECTION/FIREX MONITOR Test . . . . . . . . . . . 2-14
APU Starting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Establishing Air Conditioning (APU Bleed Air). . . . . . . . . . . . . . 2-18
FMS Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
External Walkaround. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Originating Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
FMS Departure and Route Programming . . . . . . . . . . . . . . . . . . . . 2-66
Takeoff Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Before Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70
Cleared to Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-82
Engine Start – APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-82
Engine Start – External Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-88
Engine Start – Cross Bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92
Engine Start – Battery/External Air . . . . . . . . . . . . . . . . . . . . . . 2-93
Copyright © Bombardier Inc. Normal Procedures

TABLE OF CONTENTS
(2) Prior to Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94
After Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-96
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
Nosewheel/Rudder Pedal Steering . . . . . . . . . . . . . . . . . . . . . 2-107
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Taxiing in Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-108
FMS Entries (On Ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-108
Takeoff Line-up Allowance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-108
Aircraft Turning Radius. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
Single Engine Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-110
Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-112
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-113
Before Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
Aircraft Geometry Considerations for Takeoff . . . . . . . . . . . . . . . . 2-126
Normal Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
Takeoff Procedure – High Altitude Airfield
Operations <0090> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-130
Maximum Performance Takeoff Procedure. . . . . . . . . . . . . . . . . . 2-134
Rolling Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-134
FMS Entries (In Flight) . . . . . . . . . . . . . . . . . . . . . . . . . 2-135
(3) After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-136
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-136
Climb Speed Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-136
Climb Speed Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-136
Climb Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-136
Maximum Angle Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . 2-137
Climb Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-138
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-144
Holding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-144
Holding Speeds - Recommended and Maximum. . . . . . . . . . . 2-145
Normal Procedures Copyright © Bombardier Inc.

TABLE OF CONTENTS
(4) Prior to Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
Descent Speed Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
Descent Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
Flight Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-147
Arrival Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-148
Approach Preparation (At or before
In Range/Descent Check) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-148
* FMS Arrival and Approach Programming . . . . . . . . . . . . . . . 2-148
Approach Navigation Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-150
Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-154
In Range Check/Descent Check. . . . . . . . . . . . . . . . . . . . . . . . . . 2-155
10,000 Foot Check/Approach Check . . . . . . . . . . . . . . . . . . . . . . 2-160
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
Maneuvering and Approach Speed . . . . . . . . . . . . . . . . . . . . . 2-164
Final Approach Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-165
Precision (ILS) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-166
Lateral Navigation Guidance Only (LNAV) Approach . . . . . . . . . . 2-174
LNAV With Step-Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-174
LNAV with Constant Descent Approach (CDA)
to Minimum Descent Altitude (MDA) . . . . . . . . . . . . . . . . . . . . 2-180
LNAV with Constant Descent Approach (CDA)
to Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-184
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-188
Standard Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-192
Before Landing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-196
Flow Pattern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-197
Go-Around Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-200
Touch-and-Go Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . 2-204
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-205
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-205

TABLE OF CONTENTS
(5) After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-208
Aircraft Geometry Considerations for Landing . . . . . . . . . . . . . . . 2-208
Full Stop Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-208
After Landing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-213
Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-216
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-217
Terminating Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-222
Operation on Wet and Contaminated Runways. . . . . 2-226
Distances. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-227
(1) Takeoff Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-227
(2) Takeoff Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-227
Runway Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-228
(1) Dry Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-228
(2) Wet Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-228
(3) Runway Contaminated by Standing Water
or Slush or Wet Snow or Dry snow . . . . . . . . . . . . . . . . . . . . . 2-228
(4) Runway Contaminated by Compacted Snow . . . . . . . . . . . 2-229
(5) Runway Contaminated by Ice . . . . . . . . . . . . . . . . . . . . . . . 2-229
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-230
Maximum Depth of Contaminant . . . . . . . . . . . . . . . . . . . . . . . 2-230
Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-230
Additional Requirements <AR> . . . . . . . . . . . . . . . . . . . . . . . . 2-233
Additional Requirements <SAAU> . . . . . . . . . . . . . . . . . . . . . . 2-233
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-233
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-233
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-234
Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-234
Hydroplaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-234
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-235
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-236
Crosswind Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-238
Use of Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239
Supplements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239

TABLE OF CONTENTS
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . 2-240
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-240
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-242
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-242
Contaminants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-242
Critical Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-244
Comparative Analysis Procedure . . . . . . . . . . . . . . . . . . . . . . 2-244
Holdover Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-244
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-246
Airframe Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-246
Clean Aircraft Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-246
Wet Aircraft and Temperatures >0°C (32°F)
but <5°C (41°F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-248
Clear Ice Due to Cold Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-248
Frost Due to Cold Soaked Fuel . . . . . . . . . . . . . . . . . . . . . . . . 2-249
Frost on the Upper Surface of the Fuselage . . . . . . . . . . . . . . 2-249
Engine Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-250
Preflight Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-250
Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-252
External Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-252
Cabin Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-254
Cabin/Flight Deck Preparation <SAAU> . . . . . . . . . . . . . . . . . 2-254
Airframe De-Icing, Anti-Icing and Inspection. . . . . . . . . . . . . . . . . 2-255
De-Icing/Anti-Icing Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-255
Infra-Red Energy De-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-258
De-Icing/Anti-Icing Procedures . . . . . . . . . . . . . . . . . . . . . . . . 2-259
Removal of Loose Contamination . . . . . . . . . . . . . . . . . . . . . . 2-260
Preparation for De-Icing/Anti-Icing. . . . . . . . . . . . . . . . . . . . . . 2-261
De-Icing/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-265
Aircraft Procedures During Gantry De-Icing . . . . . . . . . . . . . . 2-267

TABLE OF CONTENTS
Phase of Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-268
Pushback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-268
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-268
After Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-269
Taxi-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-272
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-274
Descent – Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-276
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-277
Taxi-in and Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-277
Leaving the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-278
Procedures to Prevent Freezing of Wheel Brakes . . . . . . . . . . . . 2-279
Super-Cooled Large Droplet Icing . . . . . . . . . . . . . . . 2-280
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-280
Cloud Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-280
Icing Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-280
Ice Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-281
Super-Cooled Large Droplet Icing Conditions . . . . . . . . . . . . . . . . 2-281
Recognition of Super-Cooled Large Droplet Icing Conditions . . . . 2-281
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-282
Hot Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . 2-284
Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-284
Taxi-out and Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-286
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-288
Brake Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-289

TABLE OF CONTENTS
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-290
Power Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-290
Display Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-290
Flat-Plate Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-293
Tilt Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-293
Operating Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-293
Autotilt (AUTO) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-295
Gain Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-295
Ground Clutter Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-296
Range Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-297
Transfer Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-298
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-298
Ground Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-298
Takeoff and Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-299
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-299
Middle Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-299
Higher Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-299
Tilt Control at Higher Altitudes (Above FL350) . . . . . . . . . . . . 2-300
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-300
Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-301

For Training Purposes Only 2-vii
TABLE OF CONTENTS

2-viii For Training Purposes Only
LIST OF FIGURES
Figure 2.1 External Walkaround . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Figure 2.2 Hydraulic Fluid Quantity vs. Fluid Temperature . . . . . . . 2-47
Figure 2.3 Takeoff Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Figure 2.4 Aircraft Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
Figure 2.5 Takeoff – Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-129
Figure 2.6 Takeoff – High Altitude Airfield
Operations <0090>. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-133
Figure 2.7 Precision (ILS) Approach <TC> or <FAA> . . . . . . . . . . 2-170
Figure 2.8 Precision (ILS) Approach <TC> or <FAA>
and <0006> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-171
Figure 2.9 Precision (ILS) Approach <JAA> . . . . . . . . . . . . . . . . . 2-172
Figure 2.10 Precision (ILS) Approach <JAA> and <0006> . . . . . . . 2-173
Figure 2.11 LNAV with Step-Down <0006> . . . . . . . . . . . . . . . . . . . 2-178
Figure 2.12 LNAV with Step-Down . . . . . . . . . . . . . . . . . . . . . . . . . 2-179
Figure 2.13 LNAV with CDA to MDA <0006> . . . . . . . . . . . . . . . . . 2-182
Figure 2.14 LNAV with CDA to MDA . . . . . . . . . . . . . . . . . . . . . . . . 2-183
Figure 2.15 LNAV with CDA to Runway <0006> . . . . . . . . . . . . . . . 2-186
Figure 2.16 LNAV with CDA to Runway . . . . . . . . . . . . . . . . . . . . . 2-187
Figure 2.17 Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-191
Figure 2.18 Standard Visual Approach . . . . . . . . . . . . . . . . . . . . . . 2-194
Figure 2.19 Standard Visual Approach <0006>. . . . . . . . . . . . . . . . 2-195
Figure 2.20 Go-Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-203
Figure 2.21 Touch-and-Go <JAA>. . . . . . . . . . . . . . . . . . . . . . . . . . 2-206

For Training Purposes Only 2-ix
LIST OF FIGURES
Figure 2.22 Touch-and-Go <TC> or <FAA>. . . . . . . . . . . . . . . . . . . 2-207
Figure 2.23 Aircraft Critical Surfaces . . . . . . . . . . . . . . . . . . . . . . . . 2-245
Figure 2.24 WXR-840 Color Levels . . . . . . . . . . . . . . . . . . . . . . . . . 2-292
Figure 2.25 Weather Radar Distance to Horizon Chart . . . . . . . . . . 2-294

2-x For Training Purposes Only
NORMAL PROCEDURES

Introduction
These Normal Procedures have been developed to provide guidance for
operation of the Bombardier CRJ in a standardized manner. These
procedures have been compiled from various sources and consist of
normal checklists, standard profiles and standard callouts. The reference
sources include the AFM, FCOM and experience gained from operating
the aircraft in a regional airline environment.
These Normal Procedures comply with the safety of flight issues dictated
by the AFM. For this reason, compliance with the procedures contained in
this chapter is compulsory unless the situation requires modification for
safety factors.
The Bombardier CRJ uses the ‘dark cockpit’ philosophy. This is defined as
normal flight with no EICAS messages displayed or switch/lights
illuminated. Normal flight is defined as an aircraft in smooth air, utilizing
normal bleed extraction, without malfunction and clear of icing.
Checklists
The following abbreviations and symbols are used to identify which crew
member is responsible for responding to a checklist challenge.
PLT ........................................................................................Pilot (Captain)
CPLT .......................................................................... Copilot (First Officer)
BOTH................................................................................. Pilot and Copilot
PF ...............................................................................................Pilot-Flying
PM .......................................................................................Pilot-Monitoring
* ...................................................................... First Flight of the Day Check
All checklists performed on the ground are initiated at the command of the
pilot.
All checklists performed in flight are initiated at the command of the pilot-
flying (PF). The captain, however, still retains final authority for all actions
directed or performed.
When a checklist is completed, the pilot reading the checklist will state the
name of the check and the word “complete”.
Example: “Before Takeoff Check - Complete”.
Some aircraft systems require operational verification prior to the first flight
of the day (FFD). An asterisk (*) in the checklist identifies these items. For
subsequent flights on the same day, these items can be omitted.
Types of Checklists
There are two types of checklists, the Read and Do checklist, and the
Challenge and Response checklist.
Read and Do Checklist
The Read and Do checklist is a silent checklist. The designated

crewmember will read the checklist item and carry out the appropriate
action. A Read and Do checklist is indicated by a dotted line between the
item and the action.
Challenge and Response Checklist
The applicable pilot shall respond to the challenge after having verified the
existing configuration. Both pilots shall cross-check whenever feasible, the
validity of the response. The pilot reading the checklist shall wait for the
response before proceeding with the next item. If the actual configuration
is not in accordance with the checklist requirement, corrective action shall
be initiated. A solid line between the item and the action identifies a
Challenge and Response checklist.
In some instances, the Challenge and Response checklist is first done as
a flow. The applicable items are completed from memory (recall) using a
flow pattern. Upon completion of the pattern the checklist is read aloud.
Checklist responses must be committed to memory. If a pilot incorrectly
responds to a challenge, the pilot reading the checklist will state the proper
response and then wait for the corrected response before proceeding.
Example: Challenge and Response.
CPLT _________________________________________ Parking brake
PLT_______________________________Set (Proper response is “ON”)
CPLT __________________________________________________ ON
PLT____________________________________________________ ON

Crew Communication
Flight Mode Annunciation
Reference to the flight mode annunciation (FMA) as well as a thorough
understanding of all armed and engagement indications is essential to the
successful operation of the autoflight system.
It is imperative to visually confirm all FMA changes and although not
mandatory, it is recommended that the pilot-flying state the active (green)
mode when a change has been made.
Standard Callouts
This section contains information pertaining to crew member responsibility
during various phases of aircraft operation.
Orders (callouts requesting a physical action) will be acknowledged by
repeating the order prior to initiating the action, to prevent incorrect
responses. This will be followed by a further acknowledgment when the
system has reached the desired position. Other callouts will be
acknowledged by the word “check”.
The following callout tables include the letter “X” in multiples within several
of the call rows. The “X” represents numerical values which are variable
based upon different aircraft configurations. Four lines (----) represent the
actual altimeter setting.

Callouts During Takeoff
CONDITION CALL CREW MEMBER
When PF has advanced thrust levers to the
“Set thrust” PF
TOGA detent
When takeoff thrust is set "Thrust - Set" PM
When PFD shows:
80 KIAS “80 knots” PM
at V1 "V1" PM
at VR "Rotate" PM
When takeoff is rejected (for any reason) "Reject - Max brakes” Pilot
When positive rate of climb is attained "Positive rate” PM
"Gear up" PF
At V2 +10 to 15 KIAS "Speed mode" PF
At 600 ft AGL (minimum) "Autopilot - ON" PF
Conditions for flaps retraction are fulfilled "FLAPS XX / UP" PF
Conditions for reduction to climb thrust are "Climb thrust,
PF
fulfilled climb check"
When climb thrust is set "Climb thrust - Set" PM
When CLIMB CHECK is complete "Climb check -
PM
Complete”
Callouts During Climb

Passing transition altitude “Transition, ----” PF
1000 ft before reaching clearance altitude or
"XXXX for XXXX" PM
flight level
Callouts During Descent

1000 ft before reaching clearance level or
"XXXX for XXXX" PM
altitude
Passing transition level “Transition, ----” PF

Callouts During Approach and Landing
Conditions for flaps extension are fulfilled "FLAPS XX" PF
When localizer course bar starts to move
“Localizer alive” PM
from full scale deflection
When glideslope pointer starts to move from
"Glideslope alive" PM
full scale deflection
When at the appropriate segment of the "Gear down,
PF
approach before landing check”
When BEFORE LANDING CHECK is "Before landing check -
PM
completed Complete"
At final approach fix (FAF) "Altitude” PF
“Name, altitude, Flaps,
GPS Approach PM
(if applicable)”
If maximum allowable localizer deviation is
"Localizer" PM
exceeded
If maximum allowable glideslope deviation is
"Glideslope" PM
exceeded
If maximum allowable speed deviation is
"Speed” PM
exceeded
If maximum allowable descent rate is
"Sink rate" PM
exceeded
If maximum allowable altitude deviation is
“Altitude” PM
exceeded
At 500 ft AGL (precision approaches) "500" PM
At 100 ft above decision height (DH), or
decision altitude (DA), or minimum descent "100 above” PM
altitude (MDA)
At decision height (DH), or decision altitude
"Minimums" PM
(DA), at minimum descent altitude (MDA)
At missed approach point (MAP) "Missed approach
Both
point”
When visual reference is established “Landing” PF
At pilots decision to become PF "I have control" Pilot
If minimum height for autopilot use
"Autopilot - Disengage" PM
(if still engaged)

NOTE
The pilot-monitoring (PM) will call “visual” (with clock

reference) at any time that the runway environment is
in sight.
Callouts During Go-Around

When a go-around is called for "Go-around" PF
When pilot has advanced thrust levers to the
Set thrust PF
go-around range
When go-around thrust is set “Thrust - Set” PM
While achieving go-around altitude and
"FLAPS XX" PF
thrust
When positive rate of climb is attained "Positive rate” PM
"Gear up" PF
Callouts During Landing Roll

At 90 KIAS “90 knots” PM
When pilot wants to take control "I have control" Pilot
NOTE
To avoid unnecessary cockpit communications during

the landing roll, the PM will callout system malfunctions
only.

Introduction to Phases of Flight
General
The following checklists comprise a consolidation of the aircraft ‘phase-of-
flight’ checks/procedures accomplished by the flight crew from the time the
aircraft is prepared for flight until the termination of the last flight of the day.
The checklists are supplementary to those checks arising from basic
airmanship and procedural practices common to the operation of any
modern transport category jet aircraft. The checklists are based on the
normal procedure of APU start before engine start.
Phase of Flight
The phases of flight fall under the following five (5) major categories, listed
consecutively:
(1) Prior to Start:
• Safety Check
• External Walkaround
• Originating Check
• Before Start Check
• Cleared to Start Check
(2) Prior to Takeoff:
• After Start Check

• Taxi Check
• Before Takeoff Check
(3) After Takeoff:
• Climb Check

(4) Prior to Landing:
• Descent Check (International)
• In Range Check (North American)
• Approach Check (International)
• 10,000 Foot Check (North American)
• Before Landing Check
• Go-Around Procedure
(5) After Landing:
• After Landing Check

• Shutdown Check
• Terminating Check
All the checks/procedures within a major ‘phase-of-flight’ category must be
accomplished prior to the next major ‘phase-of-flight’.

(1) Prior to Start
Safety Check
This is a Read and Do checklist.
This is a check to determine if aircraft systems are in a configuration to
safely apply AC electrical power to the aircraft buses.
These procedures should be performed on through flights (enroute stops)
if AC electrical power is removed from the aircraft, or if there is any doubt
that all safety aspects of the prevailing situation can be covered.
Completion of this check ensures that there will be no danger to the
aircraft and/or personnel when powering the systems. This check should
be executed prior to assuming normal crew position.

SAFETY CHECK
(1) Circuit breakers (panels 1-4) .................................. Closed PLT
(2) N/W STRG switch ...................................................... OFF PLT
(3) HYDRAULIC pumps................................................... OFF PLT
(4) LDG GEAR lever.......................................................... DN PLT
(5) FLIGHT SPOILER lever .................................................. 0 PLT
(6) FLAPS lever ................................................................. Set PLT
(7) Radar ......................................................................... OFF PLT
(8) ADG manual deploy handle .................................. Stowed PLT
(9) BATTERY MASTER switch .......................................... ON PLT
(10) APU/AC electrics....................... As required/Established PLT
(11) AHRS....................................................................... MAG PLT
(11) IRS <0025> ................................................................. NAV PLT
(12) Emergency equipment ...................................... Checked PLT
(13) Gear and safety pins ........................................ On board PLT
(14) Aircraft documents ............................................ Checked PLT
When flight controls and nosewheel area confirmed clear:
(15) HYDRAULIC 3A pump ............................................... ON PLT
Effectivity: Aircraft incorporating SB A601R-29-031, Hydraulic Power –
Hydraulic System 3 – Deactivation and Removal of the Accumulator Assembly.
(15) HYDRAULIC 3A and 3B pumps ................................. ON PLT

(16) FMS initialization .............................................. Complete PLT

(1) Circuit breakers (panels 1-4).................................. Closed PLT
Circuit breakers (CBs) should be either in (closed) or out (open) and

collared.
NOTE
Bombardier Aerospace philosophy and policy with

respect to the resetting of tripped circuit breakers (in
flight/on ground) is given in the FCOM Volume 2,
Introduction – General – Circuit Breaker Reset.
(2) N/W STRG switch ...................................................... OFF PLT
(3) HYDRAULIC pumps .................................................. OFF PLT
(4) LDG GEAR lever.......................................................... DN PLT
(5) FLIGHT SPOILER lever...................................................0 PLT
Verify that the FLIGHT SPOILER lever is in the 0 position.
(6) FLAPS lever................................................................. Set PLT
Lever and flaps surface positions should agree. If not, reposition FLAPS
lever to the actual surface position.

(7) Radar..........................................................................OFF PLT
Verify that both control panels, if applicable, are selected OFF.
(8) ADG manual deploy handle................................... Stowed PLT
(9) BATTERY MASTER switch ..........................................ON PLT
With BATTERY MASTER switch selected ON, verify on DC ELECTRICAL

page that both batteries indicate 22 VDC minimum and that no CHARGER
message is displayed.
NOTE
1. Flight deck integral standby lights come on when the
BATT BUS is powered, normal AC power is off, and
the integral light switches are on.
2. The air conditioning PACKs or the low pressure

ground conditioned air supply must be operating
when the flight deck or cabin temperatures are
above 30°C (86°F) to prevent a display shutdown.
3. EICAS display cooling is not available when the

BATT BUS is powered and normal AC power is off
or when the BATT BUS is powered and the APU is
in the service configuration.
4. If the above condition (3), continues for more than

5 minutes, the EICAS PRIM DSPL, EICAS SEC
DSPL circuit breakers (2Q6, 2Q7) should be
opened.
5. If an ENG TYPE MISCOMP status message is

displayed, do not start the APU and the engines
<0005> <0068>.

(10) APU/AC electrics .......................As required/Established PLT
AC power can be obtained from a ground power unit (GPU) or the APU.
Prior to starting the APU on the first flight of the day, carry out the APU
portion of the FIRE DETECTION/FIREX MONITOR test.
*APU FIRE DETECTION/FIREX MONITOR Test
CAUTION
Before commencing the fire test, ensure that there

is no APU FIRE FAIL caution message displayed on
the primary page.
FIRE DETECTION/FIREX MONITOR Panel

(a) APU switch .................................................................. Select to BOTH
(b) TEST switch...................................................................Hold at WARN
The following indications should occur:
• Fire bell, triple chime, “JETPIPE OVERHEAT” aural
On the primary page, verify:
PRM2v2_02_002
(c) TEST switch.............................................................................Release

(d) APU BOTTLE switch ...................................................... Hold at TEST

On the status page, verify:
PRM2v2_02_003
• After 5 seconds, the messages disappear and the APU fire horn
sounds from the aft equipment bay
(e) APU BOTTLE switch ............................................................... Release
• Horn sound stops and after 5 seconds the APU SQUIB 1 and
APU SQUIB 2 advisory messages on momentarily, then out

APU Starting Sequence
Before starting the APU on the ground, ensure that:
• APU GEN switch is OFF
• APU LCV switch/light is selected out (closed)
NOTE
1. The APU PWR/FUEL switch/light must be selected

OFF between each APU start. The APU PWR/FUEL
switch/light should be firmly pressed once only. If
pressed twice, an immediate shutdown will occur.
2. In flight, the APU PWR/FUEL switch/light and APU

START/STOP switch/light must be pressed in rapid
succession (no more than 5 seconds interval). This
will ensure that the APU start contactor is not
inhibited, due to APU ECU logic.
3. To prolong APU life, allow APU rpm to stabilize at

100% for 2 minutes minimum before applying bleed
air load except when the APU is used for emergency
or abnormal conditions.
(a) APU PWR/FUEL switch/light .................................................. Select in

On the status page, note:
• APU SOV OPEN status message on
• APU IN BITE status message on momentarily
• APU RPM and EGT gauges displayed
• DOOR OPEN status message on
• APU IN BITE status message out
(b) APU START/STOP switch/light .............................................. Select in
• START portion of switch/light (white) illuminates

On the status page, note:
• APU START status message on
• At 50% N2 rpm, START light out and APU START status message out
• At 99% rpm +4 seconds (approx) - green AVAIL light on which
indicates that the APU is available for bleed air extraction
NOTE
If 30 seconds after APU start completion the APU

generator is not selected ON, APU GEN OFF caution
message appears.
(c) APU GEN switch ............................................................................. ON

• Select the AC ELECTRICAL page to verify that voltage, frequency and
load indications are normal and all AC BUSES are powered
• Select the DC ELECTRICAL page to verify that TRU voltage and load
indications are normal and all DC BUSES are powered

Establishing Air Conditioning (APU Bleed Air)
(a) APU LCV switch/light.......................................................Select OPEN
(b) 10TH STAGE ISOL switch/light .......................................Select OPEN
(c) L 10TH STAGE SOV switch/light................................ Select CLOSED
(d) R 10TH STAGE SOV switch/light ............................... Select CLOSED
On the overhead panel, note:
BLEED AIR
NORM
14TH STAGE
TEST LOOP A
DUCT DUCT
LOOP B FAIL FAIL
OPEN
CLOSED CLOSED
PRM2v2_02_004
L ISOL R
10TH STAGE
DUCT
MON
DUCT FAIL DUCT
FAIL FAIL
OPEN
CLOSED OPEN CLOSED
L APU LCV ISOL R
(e) L and R PACK switch/lights ..................................................Select ON

APU LCV OPEN

PRM2v2_02_005
10TH ISOL OPEN

L 10TH SOV CLSD
R 10TH SOV CLSD

(11) AHRS.......................................................................MAG PLT
NOTE
AHRS initialization may take between 30 to 70

seconds.
(11) IRS <0025> ................................................................. NAV PLT
NOTE
IRS initialization may take between 7 to 16 minutes

depending on outside air temperature. <0025>

(12) Emergency equipment ...................................... Checked PLT
Check the following:

• Escape rope - Open rope storage access panel and check rope is
secured to structure
• Escape hatch - Physically check that the escape hatch is closed and
locked (two (2) green witness marks are correctly aligned)
• Flashlights (2)
• Crash ax
• First aid kit - Check condition of seal
• Portable oxygen cylinder
• Clean agent portable fire extinguisher - Check for general condition
and safety of installation
• Smoke hood (PBE) - Check condition of seal and expiry date
• Life vests (under seats) - Availability and condition
• Oxygen masks/smoke goggles (3) - Check condition
(13) Gear and safety pins.........................................On board PLT
Ensure landing gear pins (3) and ADG safety pin (1) are on board.

(14) Aircraft documents.............................................Checked PLT
Check the maintenance log and ensure that all other required documents
are on board.
WARNING
ENSURE THAT THE NOSE LANDING GEAR AREA

IS CLEAR BEFORE TURNING ON THE NO. 3
PUMP(S). NOSE LANDING GEAR DOORS WILL
CLOSE AUTOMATICALLY WITH INTRODUCTION
OF HYDRAULIC SYSTEM 3 PRESSURE WHEN THE
NOSE DOOR SWITCH, ON THE EXTERNAL
SERVICE PANEL IS AT THE FLT/NORM POSITION.
When flight control surfaces and nosewheel area confirmed clear:
(15) HYDRAULIC 3A pump ...............................................ON PLT
Effectivity: Aircraft incorporating SB A601R-29-031, Hydraulic Power – Hydraulic System

3 – Deactivation and Removal of the Accumulator Assembly.
(15) HYDRAULIC 3A and 3B pumps .................................ON PLT
NOTE
When ambient temperatures are greater than 40°C

(104°F), avoid prolonged ground operations with any
hydraulic system(s) operating.

(16) FMS initialization.............................................. Complete PLT
FMS Initialization
NOTE
For dual FMS, the IRS, VOR and GPS must be verified
ENABLED on both CDUs.
STATUS Page
On the STATUS 1/2 page confirm:
• NAV DATA BASE name
• ACTIVE DATA BASE validity period
• UTC and DATE
On the STATUS 2/2 page confirm:
• PERF DATA BASE on page 2
INDEX Page
On the INDEX page select:
FMS CTL:
• Select LEFT/RIGHT MFD DATA (single FMS only)

• Ensure that the FMS COORD MODE is in SYNC (dual FMS only)
GPS CTL:
• Ensure that GPS is ENABLED

• Up to eight (8) GPS satellites can be inhibited
VOR CTL:
• Ensure that the VOR AND DME usage line is ENABLED

• Up to eight (8) VORs can be inhibited

IRS CTL (IF INSTALLED):
• Ensure that the IRSs are ENABLED
POS INIT:
• Enter the airport ICAO identifier in the scratchpad

• Press the airport line key and verify that the FMS airport reference
position is correct by referring to the lat and long coordinates on the
airport chart
• Press the airport reference position (lat and long) line key
• Press the SET POS line key
NOTE
If this position disagrees by more than 40 nm from the

position last known by the FMS, the message RESET
INITIAL POSITION is displayed on the FMS
annunciator line. Verify the entry and re-enter the
position.
----------END----------

External Walkaround
The external walkaround is primarily a visual check to ensure that the
overall condition of the aircraft and its visible components and equipment
are safe for all phases of flight.
The word ‘CHECK’ is used throughout this walkaround procedure to
describe a visual examination that will detect obvious unsatisfactory
condition/discrepancies.
NOTE
The external walkaround may be omitted if qualified

maintenance personnel have performed this
inspection.
Prior to each flight, the flight crew or maintenance staff shall verify that the
aircraft condition is acceptable for flight.
WARNING
KEEP HANDS CLEAR OF THE HYDRAULICALLY

OPERATED FLIGHT CONTROLS SURFACES, AS
THIS MAY RESULT IN PERSONAL INJURY.
Even though not noted individually, the aircraft and its visible components
must be checked for the following:
• Proximate area is free of potential FOD items
• Passenger walkway and boarding stairs are safe and clear
• Flight control surfaces are unobstructed and free from ice, frost or
snow
• All vents, ports, intakes and exhausts are unobstructed
• Tire condition and pressure are acceptable
• All covers, plugs, picket/mooring lines are removed
• Pay particular attention to any evidence of fluid leaks from
components, drains, panels, aircraft skin and in ground vicinity

• Condition of skin (visible damage) on radome section, fuselage,
wings, nacelles, pylons, and empennage
• All access panels and doors not actually involved in maintenance, are
secured
• Pitot static probes for evidence of freezing, severe discoloration,
condition and security
CAUTION
1. Clear ice can form on the upper surface of the

wings if visible moisture is present and the
ambient temperature is at or below freezing, or
at ambient temperatures above freezing, with
subfreezing temperature fuel (0°C or below) in
contact with the underside of the upper wing
skin. Any condensation, fog, drizzle or rain
contacting the chilled upper wing surface
quickly freezes to the exterior surface.
2. Clear ice accumulation on the wing upper

surface is very difficult to detect. Clear ice
cannot be seen during a walkaround, particularly
if the wing is wet. If the fuel temperature is 0°C
or below and a high humidity condition exists, or
visible moisture in any form is present, pilots
must ensure that the wing upper surface is free
of clear ice by means of a tactile (touch) check.
During cold weather operations, the flight crew must ensure that the
fuselage, wings and tail surfaces are free from ice, snow or frost.
Start at the top of the boarding stairs, proceed in the direction indicated in
the external walkaround sequence illustration (Figure 2.1), and terminate
at the bottom of the passenger stair unit.

Left Forward Fuselage
(1) Passenger door emergency light ................................................. Check

(2) Alternate static port ........................................................................ Clear
(3) AOA vane..................................................................................... Check
(4) Standby pitot probe ........................................................................ Clear
(5) Ice detector probe .......................................................................... Clear
(6) Pitot-static probe ............................................................................ Clear
• The pitot-static probes must be unobstructed, with no abnormal
discoloration and the fuselage skin in the vicinity of each static source
must be free of damage.
(7) Windshields, Windows ................................................................. Check
(8) Wipers (2)..................................................................................... Check
Nosewheel and Gear
(1) Wheel chocks............................................................................ Installed

(2) Nose landing lights....................................................................... Check
(3) Oleo extension ............................................................................. Check
(4) Nosewheel scissors ............................................................. As required
WARNING
HYDRAULICALLY OPERATED NOSE DOORS

OPEN AND SHUT RAPIDLY. STAY CLEAR WHEN
DOORS ARE OPERATED.
(5) NOSE DOOR switch .................................................................... OPEN

(6) Downlock safety pin .................................................................. Remove
(7) ADG safety pin .......................................................................... Remove
(8) Bay maintenance light..................................................................... OFF

Nosewheel
And Gear
Left
Forward
Fuselage
START
Entering
Aircraft Right
Forward
Fuselage
Left
Main
Gear
Right
Main
Gear
Right
Wing
Left
Wing
Left Right
Rear Rear
Fuselage Fuselage
APU Exhaust
Area
PRM2v2_02_001
Empennage
Figure 2.1 External Walkaround

Right Forward Fuselage
(1) NOSE DOOR switch ............................................................ FLT/NORM

(2) External AC power service door........................................... As required
(3) Pitot-static probe ............................................................................ Clear
• The pitot-static probes must be unobstructed, with no abnormal
discoloration and the fuselage skin in the vicinity of each static source
must be free of damage.
(4) Ice detector probe .......................................................................... Clear
(5) TAT probe ...................................................................................... Clear
(6) AOA vane..................................................................................... Check
(7) Oxygen blowout plug......................................................................Intact
(8) Alternate static port ........................................................................ Clear
(9) Galley service door emergency light ............................................ Check
(10) Antennae.................................................................................... Check
(11) Beacon light <0021> ..................................................................... Check
(12) Wing inspection lights ................................................................ Check
(13) Landing/taxi lights ...................................................................... Check
(14) Overwing emergency lights (3) .................................................. Check
(15) Overwing emergency exit........................................................ Secured
Right Main Gear
(1) Wheel chocks....................................................................... As required

(2) Oleo extension ............................................................................. Check
(3) Downlock safety pin ................................................................ Removed
(4) Dust cover .....................................................................................Lower
NOTE
The orientation of the dust cover (UP/CLOSED or

DOWN/CLOSED) has no effect on function and either
is acceptable.

Right Wing
NOTE
1. Past experience has shown that aircraft without

leading edge devices may be more susceptible to
loss of lift due to wing leading edge contamination.
2. Past experience has also shown that windshield

contamination may be indicative of leading edge
contamination. In circumstances where the
windscreen has required cleaning, particular care
should be taken in assessing the level of wing
leading edge contamination, and it should be
cleaned if necessary.
(1) Leading edge .........................................Check (and clean if necessary)

(2) Navigation and strobe lights .........................................................Check
(3) Winglet..........................................................................................Check
(4) Static dischargers .........................................................................Check
NOTE
Ensure proper clearance of all flight control surfaces

from all ground equipment or other obstructions and
ensure that surfaces are clear of any contaminants.
(5) Aileron ..........................................................................................Check

(6) Lower wing surface.......................................................................Check
(7) Spoileron ......................................................................................Check
(8) Flaps .............................................................................................Check
(9) Ground spoilers ............................................................................Check
(10) Upper wing surface.....................................................................Check
(11) Wing anti-slip surface .................................................................. Intact

Right Rear Fuselage
(1) Engine cowls ................................................................................ Check

• Check cowl anti-ice blowout plug is flush with skin and cowl leading
edge for evidence of discoloration or deformation.
(2) Thrust reverser............................................................................Stowed
(3) Right pylon ................................................................................... Check
(4) Antennae...................................................................................... Check
Empennage
(1) Horizontal stabilizer...................................................................... Check
NOTE

(2) Elevators ...................................................................................... Check

(3) Static dischargers......................................................................... Check
(4) Navigation and strobe lights......................................................... Check
(5) Antennae...................................................................................... Check
Left Rear Fuselage
(1) Left pylon...................................................................................... Check

(2) Thrust reverser............................................................................Stowed
(3) Engine cowls ................................................................................ Check
• Check cowl anti-ice blowout plug is flush with skin and cowl leading
edge for evidence of discoloration or deformation.


Left Wing
NOTE

(1) Wing anti-slip surface.....................................................................Intact

(2) Upper wing surface ...................................................................... Check
(3) Ground spoilers............................................................................ Check
(4) Flaps ............................................................................................ Check
(5) Spoileron ...................................................................................... Check
(6) Aileron .......................................................................................... Check
(7) Lower wing surface ...................................................................... Check
(8) Static dischargers......................................................................... Check
(9) Winglet ......................................................................................... Check
(10) Navigation and strobe lights....................................................... Check
(11) Leading edge ...................................... Check (and clean if necessary)
NOTE

2. Past experience has also shown that windshield

contamination may be indicative of leading edge
contamination. In circumstances where the
windscreen has required cleaning, particular care
should be taken in assessing the level of wing
leading edge contamination, and it should be
cleaned if necessary.

(12) Landing/taxi lights .......................................................................Check
(13) Wing inspection light...................................................................Check
(14) Overwing emergency lights (3) ...................................................Check
(15) Overwing emergency exit ........................................................Secured
Left Main Gear
(1) Wheel chocks .......................................................................As required

(2) Oleo extension..............................................................................Check
(3) Downlock safety pin.................................................................Removed
(4) Dust cover .................................................................................... Lower
NOTE
The orientation of the dust cover (UP/CLOSED or

DOWN/CLOSED) has no effect on function and either
is acceptable.
Entering Aircraft
(1) Stairs ............................................................................................Check

(2) Door area security .........................................................................Verify
----------END----------

Originating Check
This is normally a flow-patterned Challenge and Response checklist that
includes tests that must be completed on the aircraft’s first flight of the day,
or any time the captain is unsure of the aircraft condition.
The responses to this checklist are based on the following guidelines:
• If the challenge is for panel status, the response is “Checked”
• If the challenge is for a switch, state the position of the switch (i.e.,
“ARMED”)
• If the challenge ends with the word “Test”, the response is “Complete”
The pilot performs the flow but some portions require the copilot’s
participation. The copilot monitors the pilot unless directed to do other
tasks.
The copilot will then read out the Originating Check and both pilots ensure
that all challenge and response items are complete.
ORIGINATING CHECK
(1) Internal and external preflight checks _______ Complete BOTH
(2) Pedals, seats and harness ________________ Adjusted BOTH
Effectivity: Aircraft 7003 through 7890.
(3) Selector valves _________________________ Checked BOTH

(4) *Crew oxygen and masks <TC><EASA> ____Checked (Qty) BOTH
Effectivity: Aircraft equipped with the (-503) HGS Computer.
(5) HGS combiner __________________ Deployed/Checked PLT

(6) AUDIO WARNING panel __________________ Checked CPLT
(7) ELECTRICAL POWER panel ______________ Checked PLT
(8) *FIRE DETECTION/FIREX MONITOR test ___ Complete PLT
(9) EXTERNAL LTS panel____________________ Checked PLT
(10) FUEL panel ___________________________ Checked PLT
(11) BLEED AIR panel __________________ *Checked/Set PLT

ORIGINATING CHECK (CONTINUED)

(12) APU panel __________________________ As required PLT
(13) Start panel ____________________________ Checked PLT
(14) HYDRAULIC panel _____________________ Checked PLT
(15) ELT switch <Type Spec> or <0092> _________ ARM/RESET PLT
(15) ELT switch <0016> ________________________ AUTO PLT
(16) CABIN PRESS panel ___________________ Checked PLT
(17) AIR CONDITIONING panel _______________ Checked PLT
Effectivity: Aircraft incorporating SB 601R-30-034, Ice and Rain Protection –
Introduction of Low Temperature Ground Wing Anti-icing.
(18) *COWL switches _______________________ Checked PLT

(19) *Ice detector test _______________________ Complete PLT
(20) WSHLD switches _________________________ LOW PLT
(21) EMER LTS switch _________________________ ARM PLT
(22) Standby compass ______________________ Checked PLT
(23) *STALL test ___________________________ Complete PLT
(24) *EGPWS test__________________________ Complete PLT
(25) N/W STRG switch __________________________ OFF PLT
(26) Clocks ____________________________________ Set BOTH
(27) EFIS control panels _____________________ Checked BOTH
(28) Instrument panels ______________________ Checked BOTH
(29) EICAS and standby instrument ____________ Checked PLT
(30) SUPP GND WING ANTI-ICE panel_________ Checked PLT

(31) *MLG BAY OVHT test ___________________ Complete PLT
(32) Upper pedestal ________________________ Checked PLT

ORIGINATING CHECK (CONTINUED)

(33) Thrust lever quadrant____________________ Checked PLT
(34) Avionics ______________________________ Checked PLT
(35) ENG SPEED switches _______________________ ON PLT
(36) Trims ________________________________ Checked PLT
(37) YAW DAMPER________________________ ENGAGE PLT
(38) Source select panel ____________________ NORMAL PLT
(39) HGS control panel ___________________ Set/Checked PLT

(40) Lower pedestal ________________________ Checked PLT

(1) Internal and external preflight checks________ Complete BOTH
(2) Pedals, seats and harness _________________ Adjusted BOTH
(a) Rudder pedals ............................................................................ Adjust

• To allow full travel when the knees are straightened
(b) Seat ............................................................................................ Adjust
• Set to full aft position.
• Fasten lap belt and shoulder harness. Using hand hold, adjust seat
position with appropriate levers to obtain optimum eye reference
position (using eye position indicator on center windscreen post).
(c) Optimum eye reference seat position......................................... Check
• The correct eye reference position is obtained by adjusting the seat so
that the white ball appears to cover the orange ball. The resulting eye
level should be approximately in the center of the forward windshield.
• Check that seat position is not restrictive when moving the control
column full forward and aft
(d) Sunvisors, chart holders and map lights ................. Adjust as required
(e) Headset/boom microphone ..................................... Adjust as required
Effectivity: Aircraft 7003 through 7890.
(3) Selector valves __________________________Checked BOTH

(4) *Crew oxygen and masks <TC> <EASA> ___ Checked (Qty) BOTH
Check pilot and copilot positions.

Check observer position (when occupied).
NOTE
For all U.S. operators, the oxygen mask test is not a

first flight of the day test. The test is conducted during
the Before Start Check. <FAA>
(a) INT/SVC switch........................................................................... Select

• Adjust volume for oxygen flow test
(b) I/C-R/T switch ....................................................................... Select I/C
• Ensure the microphone switch is selected to I/C
(c) SPKR switch ............................................................................... Select
(d) BOOM/MASK switch........................................................Select MASK
(e) Regulator flow selector ..................................................... Set to 100%
(f) PRESS TO TEST AND RESET lever ................................. Push down
• Listen for oxygen flow sound through speaker, check that the flow
indicator shows a yellow cross, then turns black and that the bag
inflates
(g) MASK/BOOM switch....................................................... Select BOOM
• Maintain PRESS TO TEST AND RESET lever pushed
(h) Emergency flow control switch .....................................................Push
• Check that flow indicator shows a yellow cross
(i) Emergency flow control switch ................................................Release
• Check that flow indicator turns black. Maintain PRESS TO TEST AND
RESET lever pushed.

(j) Mask operating levers (red).................................................... Squeeze
• Check harness inflation and observe flow indicator shows yellow cross
(k) PRESS TO TEST AND RESET and mask operating levers ... Release
(l) Oxygen pressure ........................................................................ Check
• Check EICAS for oxygen system pressure (See FCOM Volume 1:
EMERGENCY EQUIPMENT - OXYGEN)
(5) HGS combiner __________________Deployed/Checked PLT
Prior to HGS operations, the pilot’s sun visor should be moved to the
side window area and stowed to avoid interference with the break-away
feature of the HGS combiner.
At night, in unrestricted visibility, the manual brightness should be

adjusted to provide adequate contrast against brightly illuminated
airport areas.
See FCOM, Volume 1: Flight Instruments – Head-up Guidance System.
(6) AUDIO WARNING panel __________________Checked CPLT
(a) DCU switches.......................................................... Guarded, no lights

(7) ELECTRICAL POWER panel ______________ Checked PLT
(a) DC SERVICE switch......................................................................OFF

(b) BATTERY MASTER switch .............................................................ON
(c) IDG 1 and IDG 2 DISC switch/lights ........................Guarded, no lights
(d) AC ESS XFER switch/light ...........................................Flush, no lights
(e) APU GEN switch.................................................................As required
(f) GEN 1 and GEN 2 switches .............................................OFF/RESET
(g) AUTO XFER switch/lights.............................................Flush, no lights
(h) DC TIE 1, TIE 2 and ESS TIE switch/lights ..................Flush, no lights
(8) *FIRE DETECTION/FIREX MONITOR test ___ Complete PLT
NOTE
Ensure that the APU FIRE FAIL caution message is not

displayed. If the message is displayed because a false
fire has been detected and the FAIL TEST switch is
selected, the APU will shut down, and the fire bottle will
automatically discharge.

FIRE DETECTION Panel
(a) LOOP switches (5) ..................................................................... BOTH

(b) TEST switch .................................................................. Hold at WARN
The following indications occur:
• Fire bell, triple chime, “JETPIPE OVERHEAT” aural
PRM2v2_02_006
Pilot’s Glareshield Copilot’s Glareshield
(c) TEST switch ............................................................................ Release

• All fire detection indications are removed
(d) TEST switch ..................................................................... Hold at FAIL
• Single chime
PRM2v2_02_008
(e) TEST switch ............................................................................ Release

• All fire detection indications are removed

FIREX MONITOR Panel
(f) ENGINE BOTTLE 1 and 2 switches ............................... Hold at TEST

PRM2v2_02_009
(g) ENGINE BOTTLE 1 and 2 switches ........................................Release

• All FIREX advisory messages out
(h) CARGO BOTTLE switch.............................................. Hold at TEST 1
• Triple chime, “SMOKE” aural
On the primary and status pages, verify:
PRM2v2_02_032
On the CARGO FIREX panel (lower pedestal), verify:
CARGO FIREX
NORMAL STANDBY
PRM2v2_02_033
BOTTLE
CARGO ARMED CARGO
SMOKE PUSH TO SMOKE
PUSH DISCH PUSH

(i) CARGO BOTTLE switch ......................................................... Release
• All cargo smoke indications are removed
(j) CARGO BOTTLE switch .............................................. Hold at TEST 2
• Triple chime, “SMOKE” aural
PRM2v2_02_034
On the CARGO FIREX panel (lower pedestal), verify:
CARGO FIREX
NORMAL STANDBY
PRM2v2_02_035
BOTTLE
CARGO CARGO ARMED
SMOKE SMOKE PUSH TO
PUSH PUSH DISCH
(k) CARGO BOTTLE switch........................................................... Release

• All cargo smoke indications are removed

(9) EXTERNAL LTS panel ___________________ Checked PLT
(a) NAV switch ......................................................................................ON

(b) BEACON switch <0021> ..................................................................OFF
(c) STROBE switch .............................................................................OFF
(d) LOGO switch <0020> ............................................................As required
(e) WING INSP switch..............................................................As required
(f) LANDING LTS (LEFT, NOSE and RIGHT) switches.....................OFF
(g) RECOG/TAXI LTS switch ..............................................................OFF
(10) FUEL panel ___________________________ Checked PLT
(a) All switch/lights ...................................................................... Off/Flush

• Check that INOP amber lights are on, and fuel tank quantities on the
EICAS primary page are normal

(11) BLEED AIR panel ___________________ *Checked/Set PLT
*Bleed Leak Detection Test
(a) DUCT MON switch .......................................................... Hold at TEST

• Triple chime, “BLEED AIR DUCT” aural
PRM2v2_02_011
PRM2v2_02_010
On the BLEED AIR and ANTI-ICE control panels, verify:
BLEED AIR ANTI-ICE

14TH STAGE
NORM WING
DUCT DUCT LH
TEST LOOP A FAIL FAIL OVHT
OPEN STBY
LOOP B CLOSED CLOSED OFF DUCT OFF
PRM2v2_02_012
NORM FAIL ON
L ISOL R TEST
10TH STAGE
DUCT
MON DUCT
FAIL DUCT
FAIL FAIL
OPEN
CLOSED OPEN CLOSED
L APU LCV ISOL R
(b) DUCT MON switch .................................................................... NORM

• All bleed air duct overheat (red) indications are out
(c) 14TH STAGE L and R switch/lights ....................................Selected in
• Verify L and R 14TH ARM CLSD status messages are out
(d) 14TH STAGE ISOL switch/light........................................ Selected out
(e) 10TH STAGE L and R switch/lights ................................. Selected out

(12) APU panel__________________________ As required PLT
(13) Start panel ____________________________ Checked PLT
(a) L and R ENG START switch/lights ........................................ Off/Flush

• Check that L and R START lights are out
(b) IGNITION, A, B and CONT switch/light ................................. Off/Flush
• Check that IGNITION A, B and CONT ON lights are out
(14) HYDRAULIC panel _____________________ Checked PLT
WARNING
ENSURE THAT ALL FLIGHT CONTROL SURFACES

ARE CLEAR, BEFORE POWERING ANY
HYDRAULIC SYSTEM.
(a) EICAS, HYDRAULIC page ......................................................... Select

(b) PUMP 3A switch ............................................................................OFF
(c) PUMP 1, 3B and 2 switches ............................................................ON
• Check that pressures, quantities and temperatures for hydraulic
systems 1, 2, and 3 are normal
NOTE
The hydraulic fluid quantity readout below 45% is

acceptable depending on fluid temperature conditions.

HYDRAULIC SYSTEM NO. 1 HYDRAULIC SYSTEM NO. 2

45% 45%
Fluid Qty (%)

Fluid Qty (%)
Hydraulic Fluid % Hydraulic Fluid %
40% 40%
acceptable acceptable
Servicing Servicing
35% 35%
Required Required
30% 30%
1 16 32 48 19 38 56 74
Fluid Temp (Celsius) Fluid Temp (Celsius)
HYDRAULIC SYSTEM NO. 3

45%
Fluid Qty (%)
PRM2791v2_02_001
Hydraulic Fluid %
40%
acceptable
Servicing
35%
Required
30%
12 27 43 60
Fluid Temp (Celsius)
Figure 2.2 Hydraulic Fluid Quantity vs. Fluid Temperature
(d) PUMP 1, 3B and 2 switches....................................................... AUTO

• Check that no HYD PUMP caution messages come on
(e) PUMP 3A switch.............................................................................. ON
• Check that pressures, quantity and temperature for hydraulic system 3
are normal
(f) EICAS, STATUS page ............................................................... Select
(15) ELT <Type Spec> or <0092> ______________ ARM/RESET PLT
On the same panel verify PASS OXY switch/light is OFF/guarded and the
light is out.
(15) ELT <0016> ______________________________ AUTO PLT
On the same panel verify PASS OXY switch/light is OFF/guarded and the
light is out.

(16) CABIN PRESS panel ___________________ Checked PLT
(a) MAN ALT switch selector..............................................Center position

• Check cabin differential pressure of zero, cabin altitude at
approximately field elevation and cabin rate of climb of zero
(b) EMER DEPRESS switch/light............................. Off/guarded, light out
(c) PRESS CONT switch/light..................................AUTO/Flush, light out
(d) MAN RATE switch ............................................................... Full DECR
(17) AIR-CONDITIONING panel ______________ Checked PLT
(a) L and R PACK switch/lights ................................................As required

(b) RAM AIR switch/light .......................................... Off/guarded, light out
(c) Temp control MAN switch/lights .................................AUTO, lights out
(d) CARGO switch....................................................................As required
(e) Cabin and duct temperatures .....................................................Check
Effectivity: Aircraft incorporating SB 601R-30-034, Ice and Rain Protection – Introduction

of Low Temperature Ground Wing Anti-icing.
(18) *COWL switches _______________________ Checked PLT
(a) ANTI-ICE, LH and RH COWL switches ............ Select ON
• Check that the L COWL A/ICE and R COWL A/ICE caution

messages are displayed after 45 seconds
(b) ANTI-ICE, LH and RH COWL switches .......... Select OFF
• Check that the L COWL A/ICE and R COWL A/ICE caution

messages go out

ANTI-ICE Control Panel
(a) ANTI-ICE, WING switch ................................................................ OFF

(b) ANTI-ICE, COWL LH and RH switches......................................... OFF
(19) *Ice detector test_______________________ Complete PLT
(a) DET TEST switch/light .................................................Select and hold

Depending on actual wing temperature, one of the following will come on:
• ICE caution message and ICE light on <TC> or <JAA>
• ICE caution message and ICE light on <0039>
• ICE warning message, “ICE” aural, and ICE light on <FAA>
• ICE status message on
• ICE advisory message on <0039>
NOTE
1. Failure to display one of these ICE messages

indicates an inoperative ice detector.
2. During operation with intermixed ice detectors,

ICE DET 1 FAIL and ICE DET 2 FAIL status
messages may also be displayed during the test
sequence.
(b) DET TEST switch/light ............................................................ Release

• ICE caution or ICE advisory message out

(20) WSHLD switches _________________________ LOW PLT
(a) LH and RH WSHLD switches .......................................................LOW

(b) LH and RH PROBES switches ......................................................OFF
Miscellaneous Lights Panel
(a) DOME LIGHT switch ..........................................................As required

(b) STBY COMP switch............................................................As required
(c) OVHD switch ......................................................................As required
Passenger Signs Panel
(a) NO SMKG/NO PED switch ..................................................... ON/OFF

(b) SEAT BLTS switch ........................................................................OFF
(21) EMER LTS switch __________________________ARM PLT
(a) EMER LTS switch......................................................................... ARM
(22) Standby compass ______________________ Checked PLT
Compare headings with pilot and copilot HSIs on the PFDs and MFDs.
Ensure the compass correction card is in place.
NOTE
Heading information may be affected by magnetic

disturbances created by ground equipment.
Glareshield
(a) ROLL SEL, PLT and CPLT switch/lights ................................ No lights


(23) *STALL test ___________________________ Complete PLT
WARNING
BOTH STALL PTCT PUSHER SWITCHES MUST

REMAIN ON FOR ALL PHASES OF FLIGHT.
NOTE

2. To ensure a successful test, all items within the

following test must be verified to have occurred in
the sequence indicated.
(a) FLAPS lever........................................................................................ 0

(b) STAB TRIM position ......................................................... 6 ± 0.2 units
(c) EICAS control panel (ECP)................................................ Select HYD
• Ensure that hydraulic system 3 pressure is normal (3000 psi)
(d) EICAS control panel (ECP).............................................. Select F/CTL
• Ensure the FLIGHT CONTROLS page is displayed
(e) EICAS reversionary panel (pilot or copilot)........Select STATUS page:
(f) STALL PTCT, PUSHER switches.........................................Select ON
(g) STALL switch/light ................................................. Select momentarily
Check for the following events:
• Pilot’s stick shaker is activated
• CONT, ON light on
• CONT IGNITION status message on
• Copilot’s stick shaker is activated

• Stick pusher is activated and STALL switch/lights flash
• On FLIGHT CONTROLS page, R/H elevator surface pointer indicates
full travel or copilot control column is against forward stop
• Stick pusher is de-activated and STALL switch/lights out
• Pilots stick shaker stops
• Copilots stick shaker stops
• CONT, ON light out
• CONT IGNITION status message out
(24) *EGPWS test _________________________ Complete PLT
*EGPWS Short Test (minimum required)
(a) PULL UP/GND PROX switch/light (either) .............Select momentarily

• TERRAIN TEST and TERRAIN DISPLAY FAIL messages and terrain
display self-test pattern come on
• GPWS FAIL, TERRAIN FAIL and WINDSHEAR FAIL status
messages come on
• GLIDESLOPE aural warning and GND PROX light come on (mode 5
operational)
• PULL UP and TERRAIN aural warnings and PULL UP light come on
(mode 1 through 4 operational)
• “WINDSHEAR” aural warnings, WINDSHEAR warning and
WINDSHEAR caution messages on PFDs come on (mode 7
operational)
Flight Control Panel (FCP)
(a) AP DISC switch-bar................................................................ Engaged

(a) Side LIGHTING panel switches ..........................................As required

(b) WIPER selector .................................................................. OFF/PARK
(26) Clocks ____________________________________ Set BOTH
Ensure the time/date is accurate.
(27) EFIS control panels........................................... Checked BOTH
(a) Display control switches .....................................................As required

• BRG - remove pointers displayed on the PFD
• FORMAT-RANGE - set as required
• RDR/TERR - set as required
• NAV SOURCE - set to FMS on the PFD
(b) Air data reference switches ................................................As required
• DH - remove from PFD
• MDA - remove from PFD
• RA TEST - select and verify 50 ft radar altitude on PFD
(c) BARO switch....................................................................................Set
• Set barometric readout on the PFD to station pressure
(d) Display reversionary selector..................................................... NORM
NOTE
In the event of a 5 screen operation, ensure that the

EICAS primary display and secondary display are both
displayed.

(28) Instrument panels _______________________Checked BOTH
NOTE
Ensure that display brightness is adjusted properly

(using respective BRT/DIM switches) for the existing
lighting conditions.
(a) Primary flight display (PFD)........................................................ Check

• Check that no flags or annunciations are displayed
• Cross-check ADIs and RMIs
(b) Altimeter readout .............................................................. Cross-check
• Cross-check between pilot’s and copilot’s PFDs
(c) Multifunction display (MFD ......................................................... Check
• Ensure there are no flags displayed
(d) Cockpit voice recorder TEST switch ... Press and hold (for 5 seconds)
• Verify that the green TEST light comes on
COCKPIT VOICE
RECORDER
HOLD
5 SEC
PRM2v2_02_015
TEST HEADSET ERASE
NOTE
If the CVR has a recording independent power supply

(RIPS), the test also confirms that the RIPS battery is
charged. If the test fails soon after the aircraft is
powered, the RIPS battery may not be adequately
charged. Wait 15 minutes and repeat the test.

(29) EICAS and standby instrument ____________ Checked PLT
(a) EICAS primary display................................................................Check

• Check that no warning and/or caution messages are displayed
• Check that all other indications are normal
Effectivity:
• Aircraft 7891 and subsequent, or
• Aircraft 7003 through 7890 incorporating the following Service Bulletins:
• SB 601R-34-139, Navigation – Integrated Standby Instrument System (ISIS) – Replace

the Standby Attitude Indicator (SAI) and the Standby Altimeter/Indicated Airspeed (SA/
IAS) Indicator with the Integrated Standby Instrument (ISI), or
• SB 601R-34-137, Navigation – Integrated Standby Instrument System (ISIS) –

Installation of the Thales Standby Instruments (ISI).
(b) Standby altimeter/airspeed indicator..............Cross-check
• Altitude readout with pilot’s and copilot’s altimeters
• Airspeed indicator reads 40 KIAS
Effectivity: Aircraft 7003 through 7890 not incorporating SB 601R-34-139, Navigation –

Integrated Standby Instrument System (ISIS) – Replace the Standby Attitude Indicator
(SAI) and the Standby Altimeter/Indicated Airspeed (SA/IAS) Indicator with the Integrated
Standby Instrument (ISI).
(b) Standby altimeter ...........................................Cross-check
• Altitude readout with pilot’s and copilot’s altimeters
(c) Standby airspeed indicator..................................... 0 KIAS
(d) EICAS secondary display............................................................ Check

• Check annunciations/messages
• Check all other indications are normal


(30) SUPP GND WING ANTI-ICE panel _________Checked PLT
(a) SYS switch/light............................................................ On
• Press out switch/light, check that OFF light is out
(b) TEST switch/light.......................................................... Off
• Press out switch/light, check that TEST ON and TEST OK lights are
out

(31) *MLG bay overheat test _________________ Complete PLT
(a) MLG BAY OVHT switch................................ Select to OVHT and hold

• Triple chime
• “GEAR BAY OVERHEAT” voice message
PRM2v2_02_016
(b) MLG BAY OVHT switch...........................................................Release

• MLG BAY OVHT warning message goes out
(c) OVHT TEST WARN FAIL switch .........Select to WARN FAIL and hold
• Single chime
PRM2v2_02_017
(d) OVHT TEST WARN FAIL switch .............................................Release

• MLG OVHT FAIL caution message goes out

(32) Upper pedestal _________________________Checked PLT
(a) FMS.............................................................................. Set as required

• Check that no messages are displayed
(b) Brake temperature...................................................................... Check
• Check that the BTMS readouts are in the normal green range
(c) ANTI-SKID switch.................................................................... ARMED
(d) HORN MUTED switch/light ..............................OFF/guarded, no lights
(e) LDG GEAR lever ............................................................................. DN
(f) IND LTS switch................................................................... As required
(g) GRND PROX TERRAIN switch/light ................OFF/guarded, no lights
(h) GRND PROX FLAP OVRD switch/light............OFF/guarded, no lights

(33) Thrust lever quadrant ___________________ Checked PLT
(a) PITCH and ROLL DISC handles ...........................................In/stowed

(b) GND LIFT DUMPING switch ...................................................... AUTO
(c) LH and RH THRUST REVERSER switches............................ ARMED
(d) EMER STOW switch/lights .............................. OFF/guarded, no lights
PRM2v2_02_018
(e) FLIGHT SPOILER lever...................................................................... 0

(f) Thrust levers ....................................................................... SHUT OFF
(g) GPWS FLAP OVRD switch .........................................NORM/guarded
(h) FLAPS selector...........................................................................Check
• FLAPS position, on the FLIGHT CONTROLS synoptic page, should
agree with the FLAPS selector setting


(34) Avionics______________________________ Checked PLT
(a) Radio tuning units (both)................... Check normal and no messages

*TCAS Test
(a) Display control panel ....................................... Select TFC pushbutton

• This will display the TCAS map on the MFD
(b) RTU TCAS line key..................................................................... Select
• This will allow access to the TCAS main level page on the RTU
(c) TEST line key ............................................................................. Select
• Verify the following on the PFD and MFD:
RADAR OFF
PRM2v2_02_019
TRAFFIC 2 4 UTC 06:19 TAS 0 GS 0 SAT 15°C TAT 15°C

TCAS 1 TCAS OFF
TEST
0.0
10NM
TCAS TEST
1 2 4
PRM2v2_02_020
• Successful completion of the TCAS test is indicated by the aural

“TCAS SYSTEM TEST OK"
• TCAS system test failure is indicated by “TCAS SYSTEM TEST FAIL”
aural and TCAS FAIL caution message on PFDs/MFDs
(d) ALT line select key..............Select, to turn ON altitude reporting mode
• ATC page indicates ALT ON
• Displayed altitude corresponds with the current airfield altitude

(e) Display control panel .......................................................... Select TFC
• This will return the MFD format to the original display before the test
Audio Control Panel
(a) All receive and transmit switches ....................................... As required

(b) VOICE/BOTH switch .................................................................. BOTH
(c) MASK/BOOM switch ................................................................. BOOM
(d) EMER/NORM switch ................................................................. NORM
Public Address System Test
(a) ACP transmit selector............................................................Select PA

(b) Interphone control unit ....................................... Select PA switch/light
• Verify the following (PA switch/light remains in green):
PA CHIME CALL EMER

PRM2v2_02_021
(c) Test message................................................... Transmit to cabin crew

• Ensure that the public address test message is heard by the cabin
crew
Weather Radar Panel
(a) Weather radar mode selector switch (both if applicable) .............. OFF
Backup Tuning Panel
(a) RTU 1 and RTU 2 INHIB PUSH switch/lights................... Selected out

(b) FMS TUNE INHIBIT switch ..............................................................Up
(c) ATC SEL knob ............................................................................ STBY
(d) Mode selector knob ..................................................................... STBY
• Verify frequencies displayed are same as COM 1 and NAV 1 on RTU

STAB TRIM and MACH TRIM
NOTE
Disengage the STAB TRIM and MACH TRIM before

starting test.
PRM7v2_02_018
STAB TRIM
MACH TRIM
(a) STAB TRIM CH 1 and CH 2 ..................................................ENGAGE

(b) MACH TRIM ..........................................................................ENGAGE
• Verify that all STAB TRIM and MACH TRIM messages are out
Display/ARINC Fans
(a) DSPLY FAN and ARINC FAN switches..................................... NORM
(35) ENG SPEED switches _______________________ ON PLT
(36) Trims ________________________________ Checked PLT
(a) AIL TRIM and RUD TRIM ........................................................... Select

• On the status page, verify free movement in both directions, then set
to neutral (green) position
Lighting Panel
(a) LIGHTING...........................................................................As required

(37) YAW DAMPER ________________________ ENGAGE PLT
(a) YD 1 and YD 2 ...................................................................... ENGAGE

• On both PFDs, verify amber YD indication is removed
• On the primary page, verify YAW DAMPER caution message out
• On the status page, verify YD 1 INOP and YD 2 INOP status
messages are out
(38) Source select panel ____________________ NORMAL PLT
(a) ATT HDG selector ..................................................................... NORM

(b) AIR DATA selector .................................................................... NORM
(c) EICAS selector .......................................................................... NORM
(d) DSPL CONT selector ................................................................ NORM
(39) HGS control panel __________________ Set/Checked PLT
See FCOM, Volume 1: Flight Instruments – Head-up Guidance System.
(40) Lower pedestal _________________________Checked PLT
(a) Observer’s ACP.................................................................. As required

(b) PARKING BRAKE .............................................................. As required
(c) LANDING GEAR MANUAL RELEASE handle......................... Stowed
(d) ADG manual deploy handle ..................................................... Stowed
----------END----------

FMS Departure and Route Programming
FMS departure and route programming are normally performed by the PF
upon receipt of the ATC clearance. Workload may dictate otherwise. FMS
programming must be verified before execution.
Departure navaid setup (RTU, course, NAV source) is normally done prior
to the FMS programming.
FPLN
(1) Enter the applicable data into the following data line prompts/dashes:
(2) ORIGIN (originating airport identifier)
(3) DEST (destination airport identifier)
(4) ALTN (alternate airport identifier)
(5) FLT NO (flight number)
(6) Insert route (manually or company route)
DEP/ARR
(7) Runway and SID with applicable transition

LEGS
(8) Verify each leg of the route by first selecting the MFD PLAN MAP and
then by using the arrow keys.
NOTE
The PF calls out the waypoints from the LEGS page

and the PLAN MAP presentation. At the same time, the
PM confirms the flight plan route by referring to a hard
copy of the route.
(9) Select FMS MAP format on DCP

FLPN
(10) Verify total distance

(11) Confirm then EXEC flight plan
(12) COPY ACTIVE

(13) Select PERF INIT prompt
PERF INIT
(14) Enter the CRZ ALT to destination

(15) Enter the ALTN CRZ ALT to alternate
(16) Enter the FUEL and ZFW, and confirm GWT against load sheet
(17) On page 2, enter CLIMB, CRUISE and DESCENT winds
(18) Confirm then EXEC FMS performance
NOTE
APU fuel burn is not calculated by the FMS

performance database.
PERF
(19) On THRUST LIMIT page enter OAT. (If a FLX takeoff is planned
enter assumed FLX temp and ensure FLX is active)
PERF MENU
(20) ADVISORY VNAV, ENABLE (both sides ENABLED for dual FMS)
If fuel is not in the PREDICTED performance mode as indicated on the
MFD window, carry out the following steps:
• Select FUEL MGMT
• Select PREDICTED performance mode
MFD MENU
(21) Select PF window to VNAV

(22) Select PM window to ON
(23) Select SPEED, ALTITUDE and RNG TO ALT, this allows for any
constraints in the flight plan to appear on the MFD
RADIO
(24) AUTOTUNE

Takeoff Briefing
The takeoff briefing is a review of crew callouts and a description of the
departure flight path with emphasis on anticipated track and altitude
restrictions. Additional briefing points may be required when an element of
the takeoff and departure is different from those routinely used. The
briefing should be accomplished at the gate prior to start up and amended
as required prior to takeoff.
NOTE
Each pilot on the first leg of the day must carry out the
complete takeoff briefing. On subsequent takeoffs, it
may be sufficient to state “standard briefing”, SID
requirements and specific requirements.
This will be a FLAPS 8(20) takeoff on runway _____
Call “THRUST SET”

“80 knots”
“V1“
“Rotate”
In case of EMERGENCY before V1
Call the EMERGENCY
PILOT COPILOT
I will call “REJECT, MAX BRAKES” and Call “REJECT, MAX BRAKES” and you will
carry out the reject procedure carry out the reject procedure
In case of a malfunction after V1, call out the malfunction, no actions will be taken until
stabilized in the second segment
REQUIREMENTS
SID, ANTI-ICE, IGNITION, RADAR, SPECIAL ENGINE-OUT PROCEDURE
Figure 2.3 Takeoff Briefing


Before Start Check
This is a Challenge and Response checklist.
BEFORE START CHECK

(1) Crew oxygen and masks <FAA> _________Checked (Qty) BOTH
(2) PASS SIGNS _________________________ As required PLT
(3) LDG ELEV _________________________________ Set PLT
(4) Altimeters______________________________ (----) Set BOTH
(5) ANTI-SKID test ________________________ Complete PLT
(6) FMS ______________________________________ Set PLT
(6) FMS/IRS <0025> _____________________________ Set PLT
(7) Radios and navaids ________________ Set for departure PLT
(8) Takeoff briefing ________________________ Complete PLT
(1) Crew oxygen and masks <FAA> _________ Checked (Qty) BOTH
Check EICAS for oxygen pressure. Oxygen supply for crew must comply
with minimum requirements. (See Originating Check, *Crew oxygen and
masks <TC> <EASA> for procedure).
(2) PASS SIGNS ________________________ As required PLT
(a) NO SMKG switch.............................................................................ON

• Check NO SMOKING status message on
(b)NO PED switch <0095> ...........................................................As required
• Set switch to ON if electronic devices have to be turned off, otherwise
leave switch OFF
(c) SEAT BLTS switch ..........................................................................ON
• Check SEAT BELTS status message on

(3) LDG ELEV _________________________________ Set PLT
Set LDG ELEV to standard airfield elevation at destination.

If destination field elevation is greater than 8000 ft, select 8000 ft or lower
for the duration of climb and cruise, and set standard airfield elevation at
the beginning of the descent.
(4) Altimeters ______________________________ (----) Set BOTH
Pilot sets and cross-checks the left and center altimeter readings and
barometric settings.
Copilot sets and cross-checks the right altimeter reading and barometric
setting. Both compare indicated altitude, max difference: ±50 ft <ICAO> or
±75 ft <FAA>.
Example:
(a) Pilot ....................................................... 3001/480 ft set left and center
(b) Copilot ...................................................................3001/480 ft set right

(5) ANTI-SKID test _________________________ Complete PLT
(a) PARKING BRAKE .........................................................................OFF

• Ensure PARKING BRAKE ON advisory message is out
(b) ANTI-SKID, ARMED switch ...................................... Select to ARMED
(c) ANTI-SKID, TEST switch................................................ Hold at TEST
PRM2v2_02_024
(d) ANTI-SKID, TEST switch.........................................................Release

• Check that the A/SKID OUTBD and A/SKID INBD caution messages
are removed after approximately 6 seconds
NOTE
If either caution message fails to come on or if after

releasing the ANTI-SKID TEST switch, either caution
message remains on, the anti-skid system must be
assumed to have failed.
(6) FMS ______________________________________ Set PLT
Ensure FMS flight plan procedures are complete.

(6) FMS/IRS <0025> __________________________Set/IRS PLT
Ensure FMS flight plan procedures are complete. Verify that IRS alignment
is complete.
On subsequent flights: <0025>
(a) IRS 1 and IRS 2 ......................................................................... Select
• Select LRN POS for display and 5 nm range on FMS MAP
If either IRS position is not inside the 2.5 nm range ring, rapid align
the IRS:
(a) IRS 1 and IRS 2 ............................ OFF (for not more than 5 seconds)
(b) IRS 1 and IRS 2 ............................................................................ NAV
(c) FMS.............................................................. Re-enter present position
NOTE
Rapid IRS alignment time is approximately

40 seconds.
Effectivity: Aircraft 7390 and subsequent, and aircraft equipped with FMS-4200: FMC
822-0783-011 (SCID 832-4119-012).
If FMS reference setting for takeoff is desired:
(a) FMS THRUST MGMT page.......................................................Enter
• OAT and activate TO mode
or
(b) FMS THRUST MGMT page.......................................................Enter
• OAT and FLX TEMP and activate FLX mode

Effectivity: Aircraft equipped with FMS-4200: FMC 822-0783-002 (SCID 829-7739-008) or

FMC 822-0783-006 (SCID 829-7739-012)
NOTE
FMS thrust setting data is not provided for takeoff
and/or go-around (TO/GA).
(7) Radios and navaids _______________ Set for departure PLT
All navigation radios and course bars are set for departure.
NOTE
Communications (ATC) will be conducted using

COM 1. COM 2 will be used for company, ATIS, etc.
(8) Takeoff briefing _________________________ Complete PLT
An adequate crew briefing covering the important aspects of a particular

takeoff is a must and cannot be overemphasized.
It is the responsibility of the pilot to ensure that the flight crew is familiar
with the pertinent takeoff and departure procedures and any emergency
which may arise.
NOTE
If the copilot is the PF, select the XFR switch so that

flight director 2 is active (arrow points to the right).
----------END----------


Cleared to Start Check
This is a Challenge and Response checklist.
When all passengers are on board and the final load has been obtained,
the weight and balance forms are completed. The cabin attendant will
check with the Captain before closing the passenger door.
The pilot and copilot review the load sheet and make any necessary
adjustments to the performance values, in the FMS, and V-speeds.
When the aircraft is ready for engine start, complete the “Cleared to Start”
checklist to the line. The copilot then calls ATC to obtain a pushback/start
clearance, if required. Once clearance is obtained, the captain advises the
ramp crew to start the pushback. When the ramp crew advises that all is
clear for start, the “Cleared To Start” checklist is completed below the line.
The engines can be started during the pushback. The pilot normally
performs the engine starts.

CLEARED TO START CHECK

(1) Personal electronic devices ____________________ Off BOTH
(2) APU/AC electrics_____________________ On/Checked PLT
(3) Papers________________________________ On board PLT
(4) Takeoff data_________________________________ Set PLT
(5) Doors_____________________________Closed/Locked PLT
(6) BEACON <0021> _____________________________ ON PLT
(7) Fuel pumps and quantity _________________ On/Check PLT
Effectivity: Aircraft incorporating SB 601R-29-031, Hydraulic Power –
Hydraulic System 3 – Deactivation and Removal of the Accumulator.
(8) HYDRAULIC pumps ____________________ AUTO/ON PLT

Effectivity: Aircraft incorporating SB 601R-29-034, Hydraulic Power –
Hydraulic System 3 – Installation in a New Location of the New Accumulator
and Nitrogen Pressure Gauge of Hydraulic System 3.
(8) HYDRAULIC pumps ____________________ AUTO/ON PLT

Effectivity: Aircraft 8105 and subsequent, or aircraft 7003 through 8104
incorporating SB 601R-34-146, Navigation – Transponder System – Wire
Strapping Changes for Operation of Transponder when the Aircraft is on the
Ground.
(9) Transponder _________________________ As required PLT

(10) PARKING BRAKE ____________________ As required PLT
------------------------------------------------------------------ ----
(11) IGNITION A or B __________________________ ARM PLT

(12) Engines __________________________________ Start PLT
(13) *Fuel feed check valve test _______________ Complete PLT

(1) Personal electronic devices ____________________ Off PLT
(2) APU/AC electrics _____________________On/Checked PLT
Verify that the APU has been started, the APU generator is ON and
external power is disconnected.
Ensure the APU LCV switch/light is selected in and on the status page,
note:
• APU LCV OPEN status message on
(3) Papers________________________________ On board PLT
Prior to start ensure that all necessary papers (load sheets, dispatch flight
release, fuel slip, customs clearance, etc.) are on board.
(4) Takeoff data_________________________________ Set PLT
The copilot will ensure that the V-speeds and takeoff N1 are set and
displayed. Speed bug is set to 200 KIAS. Verify the performance weights
are set in the FMS and set the STAB TRIM for takeoff. For a flex (FLX)
takeoff, enter the assumed temperature in the FMS and ensure the FLX
thrust setting is posted on the primary page.
(5) Doors ____________________________Closed/Locked PLT
Check that no door messages are displayed, the crew escape hatch is
secure, the green witness marks aligned, locked flag in view and the
handle stowed.
Ensure that the flight deck entry door is closed and locked.

(6) BEACON <0021> _____________________________ ON PLT
(7) Fuel pumps and quantity _________________ On/Check PLT
(a) L and R BOOST PUMP switch/lights .............................................. ON

• Check that the L and R BOOST PUMP ON lights come on
• On the status page, verify that the L BOOST PUMP and R BOOST
PUMP advisory messages come on
(b) Fuel quantity............................................................. State the quantity
• Pilot and copilot will confirm that fuel quantity is within flight plan
minimum and that fuel contents are properly balanced
• Check that fuel temperature is within normal limits L FUEL TEMP LO
or R FUEL TEMP LO caution message is not displayed)
Effectivity: Aircraft incorporating SB A601R-29-031, Hydraulic Power – Hydraulic System

3 – Deactivation and Removal of the Accumulator Assembly.
(8) HYDRAULIC pumps _____________________AUTO/ON PLT
HYDRAULIC pumps 1 and 2 are selected to AUTO, and HYDRAULIC

pumps 3A and 3B are selected to ON.
Effectivity: Aircraft incorporating SB 601R-29-034, Hydraulic Power – Hydraulic System

3 – Installation in a new location of the New Accumulator and the Nitrogen Pressure
Gauge of Hydraulic System 3.
(8) HYDRAULIC pumps _____________________AUTO/ON PLT
HYDRAULIC pumps 1, 3B and 2 are selected to AUTO, and HYDRAULIC

pump 3A is selected to ON.

Effectivity: Aircraft 8105 and subsequent, or aircraft 7003 through 8104 incorporating SB
601R-34-146, Navigation – Transponder System – Wire Strapping Changes for Operation
of Transponder when the Aircraft is on the Ground.
NOTE
At airports where transponder operation on ground
is required, the flight crew should select the
assigned Mode A (squawk) and activate the
transponder when required by ATC.
(9) Transponder _________________________ As required PLT
(10) PARKING BRAKE ____________________ As required PLT
NOTE
Release parking brake and turn off nosewheel steering

if push-back is required. Audio or visual
communications with the ground crew must be
maintained at all times during push-back.
--------------------At The Line--------------------
(11) IGNITION A or B ___________________________ARM PLT
(a) IGNITION A or B switch/light ........................................................ ARM

• Use IGNITION A on even days and B on odd days
• IGNITION A ARM or IGNITION B ARM light comes on
(12) Engines __________________________________ Start PLT

(13) *Fuel feed check valve test_______________ Complete PLT
Refer to Engine Starting in this chapter. <TC> or <FAA>

Refer to FCOM Volume 2, SUPPLEMENT 21 – Fuel Feed Check Valve
Test. <JAA>
----------END----------

Engine Starting
Engine Start – APU
NOTE
If the engines are to be started during push-back,

ensure that the parking brake is released before
commencing the Engine Starting procedure.
(1) Thrust levers (both) ................................ Check at SHUT OFF position
CAUTION
1. When starting engines in close quarters,

consideration should be given to jet blast.
2. If both engines are to be started using APU

bleed air, the operating engine’s thrust must not
exceed 70% N2.
3. Always allow the engine to completely shutdown

before initiating a subsequent ground start.
(2) L and R PACKs .............................................................................. OFF

• L and R PACK OFF lights come on
• L PACK OFF and R PACK OFF status messages come on
With APU running:
(3) APU LCV switch.......................................................................... OPEN
• APU LCV OPEN light comes on
• APU LCV OPEN status message comes on

For engine to be started:
NOTE
1. If ITT is greater than 120°C prior to start, engine

must be dry-motored for a maximum of 90 seconds,
with ignition off and affected thrust lever at SHUT
OFF, in order to lower the ITT below 120°C.
2. The copilot starts the clock when the L ENGINE

START or R ENGINE START status message
comes on.
(4) L or R ENG ...............................START (press and hold for 2 seconds)

• Applicable START light comes on
• IGNITION A ON or IGNITION B ON light comes on
• IGNITION A or IGNITION B advisory message comes on
• L ENGINE START or R ENGINE START status message comes on
NOTE
1. If difficulty is experienced in starting an engine under

tailwind conditions, reposition the aircraft into a
headwind and repeat engine starting procedure.
<0090>
2. If difficulty is experienced in starting a cold engine

using the APU due to slow acceleration, start the
other engine and perform a cross bleed start on the
affected engine. <0090>

When N2 reaches 20% RPM and ITT is below 120°C:
(5) Left or right thrust lever .............................................. Advance to IDLE
• Fuel flow increasing
(6) Engine instruments ................................................... Check indications
• Starter disengages at approximately 55% N2
• IGNITION A or IGNITION B advisory message goes out
• L ENGINE START or R ENGINE START status message goes out
• Engine parameters stabilize
CAUTION
DO NOT accelerate the engine above idle if N2 is

57% or below when the OAT is above -20°C (-4°F).
Damage to the compressor can occur.
NOTE
Idle N2 speed changes approximately 1% for every

10°C OAT.
Before starting the other engine:

(7) *Fuel feed check valve test ....................................................Complete
• To verify fuel system check valve operation:
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages on
• L BOOST PUMP ON and R BOOST PUMP ON lights on
(a) FUEL, L and R BOOST PUMP switch/lights ................................... Off
• L FUEL LO PRESS or R FUEL LO PRESS caution message on for
the non-started engine

If after 2-minutes and the L FUEL LO PRESS or R FUEL LO PRESS
caution message is still not displayed for the non-started engine:
(b) Non-started engine ........................ Dry-motor (30 seconds maximum)
• The applicable L FUEL LO PRESS or R FUEL LO PRESS caution
message should be displayed during motoring as the residual fuel
pressure is reduced
NOTE
Absence of the L FUEL LO PRESS or R FUEL LO

PRESS caution message is an indication that the fuel
feed check valve has failed in the open position,
operation of the engine is not recommended with this
failure.
(c) FUEL, L and R BOOST PUMP switch/lights................................... ON

• L BOOST PUMP ON and R BOOST PUMP ON light come on
• L BOOST PUMP INOP and R BOOST PUMP INOP lights go out
• L FUEL PUMP ON or R FUEL PUMP ON advisory message comes on
• L FUEL LO PRESS or R FUEL LO PRESS caution message goes out
(8) Other engine .................................................................................. Start
If the other engine is to be started using APU bleed air:
(9) Thrust lever (operating engine) .....................................................IDLE

NOTE


comes on.
(10) L or R ENG............................. START (press and hold for 2 seconds)

(11) Left or right thrust lever ............................................ Advance to IDLE
(12) Engine instruments ................................................. Check indications
(13) APU EGT indications .................................Check within normal limits
----------END----------


Engine Start – External Air
CAUTION


(1) AC external power...................................................................Establish

(2) External air supply................................................................Connected
(3) L and R PACKs .............................................................................. OFF
• L and R PACK OFF status messages come on
• L and R PACK OFF lights come on
NOTE
The external air source should be capable of supplying

a minimum of 45 psi manifold pressure at the initiation
of start, however, lower pressure units, dependent
upon altitude and flow, have been proven satisfactory.
(4) APU LCV...................................................................................... Close

• APU LCV OPEN light goes out
• APU LCV OPEN status message goes out
(5) External air supply............................Check PSI on ECS synoptic page
(6) Thrust levers (both) ................................ Check at SHUT OFF position

NOTE


comes on.

(8) Left or right thrust lever...............................................Advance to IDLE
CAUTION


NOTE

10°C OAT.
Before starting the other engine:

(10) *Fuel feed check valve test ..................................................Complete
• To verify fuel system check valve operation:
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages on
• L BOOST PUMP ON and R BOOST PUMP ON lights on
(a) FUEL, L and R BOOST PUMP switch/lights ................................... Off
• L FUEL LO PRESS or R FUEL LO PRESS caution message on for
the non-started engine
If after 2-minutes and the L FUEL LO PRESS or R FUEL LO PRESS
caution message is still not displayed for the non-started engine:
(b) Non-started engine.........................Dry-motor (30 seconds maximum)
• The applicable L FUEL LO PRESS or R FUEL LO PRESS caution
message should be displayed during motoring as the residual fuel
pressure is reduced
NOTE
Absence of the L FUEL LO PRESS or R FUEL LO

PRESS caution message is an indication that the fuel
feed check valve has failed in the open position,
operation of the engine is not recommended with this
failure.
(c) FUEL, L and R BOOST PUMP switch/lights ...................................ON

• L BOOST PUMP ON and R BOOST PUMP ON light come on
• L BOOST PUMP INOP and R BOOST PUMP INOP lights go out
• L FUEL PUMP ON or R FUEL PUMP ON advisory message comes on
• L FUEL LO PRESS or R FUEL LO PRESS caution message out
(11) Other engine) ............................................................................... Start
If starting other engine using external air:
(12) L or R ENG .............................................................................. START
(13) Left or right thrust lever.............................................Advance to IDLE
(14) Engine instruments ................................................. Check indications
(15) GEN 1 and GEN 2 ......................................................................... ON
• GEN 1 OFF and GEN 2 OFF caution messages go out
(16) External air supply ................................................................. Remove
(17) External AC power................................................................. Remove
If starting other engine using cross bleed:
(12) External air supply ................................................................. Remove
(13) GEN 1 or GEN 2 ............................................................................ ON
• GEN 1 OFF or GEN 2 OFF caution message goes out
(14) External AC power................................................................. Remove
(15) Cross bleed engine start procedure.................................. Accomplish
• Refer to Engine Start – Cross Bleed
----------END----------

Engine Start – Cross Bleed
CAUTION
1. This procedure requires the use of higher than

normal thrust settings on the ground. Ensure
that intake and exhaust areas of the operating
engine are secure and the airplane is not
connected to a tow vehicle.


(1) Thrust lever (for engine to be started)................................. SHUT OFF

(2) L and R PACKs ...................................................................Check OFF
(3) APU LCV...................................................................................... Close
• APU LCV OPEN light goes out
• APU LCV OPEN status messages goes out
(4) 10TH STAGE bleed valve (on operating engine) ......................... Open
(5) ECS synoptic page.................................................. Select and monitor
(6) Thrust lever (for operating engine).......................................... Advance
• Advance as required to achieve a minimum of 60 psi bleed air
pressure, to a maximum of 85% N2
NOTE

in order to lower the ITT below 120°C.

comes on.
(8) Left or right thrust lever...............................................Advance to IDLE
CAUTION
NOTE
10°C OAT.
(10) Thrust levers (both) .....................................................................IDLE
----------END----------
Engine Start – Battery/External Air
Refer to FCOM, Vol 2: Power Plant – Engine Start – Battery/External Air.
----------END----------

(2) Prior to Takeoff
After Start Check
This is normally a flow-patterned Challenge and Response checklist. The
items above the line are completed using the flow pattern indicated below.
The items below the line are completed using the checklist and only after
the nosewheel area is clear. It contains two (*) First Flight of the Day
checks that must be completed when applicable.
NOTE
1. A high vortex noise may occur during stationary

engine run-up to high power in crosswind or tailwind
conditions. This phenomenon is not harmful to the
engines and may be ignored.
2. Do not accelerate engine until oil pressure has

stabilized below 116 psi.

AFTER START CHECK

(1) GEN 1 and GEN 2____________________________ ON PLT
(2) Bleeds/PACKs ____________________________Set/ON PLT
(3) IGNITION __________________________________ Off PLT
(4) APU________________________________ As required PLT
Effectivity: Aircraft not incorporating SB 601R-30-034, Ice and Rain Protection
– Introduction of Low Temperature Ground Wing Anti-icing.
(5) *ANTI-ICE _____________________________ Checked PLT

(5) *ANTI-ICE/SUPP GND WING ANTI-ICE, SYS _ Checked PLT

(6) ANTI-ICE____________________________ As required PLT
(7) PROBES ___________________________________ ON PLT
(8) APR_______________________________ *Tested/ARM PLT
(9) Electrics_______________________________ Checked PLT
------------------------------------------------------------------ ----
(10) Rudder ______________________________ Checked PLT

(11) N/W STRG_____________________________ ARMED PLT
incorporating SB 601R-34-146, Navigation – Transponder System – Wire
Strapping Changes for Operation of Transponder when the Aircraft is on the
Ground.
(12) Transponder ________________________ As required PLT

Flow Pattern
PILOT COPILOT
(1) GEN 1 and GEN 2 (2) Bleeds/PACKs

(3) IGNITION (5) *ANTI-ICE
(4) APU – As required (7) PROBES
(6) ANTI-ICE
(8) APR (*Tested)
(9) AC and DC ELECTRICAL pages
(10) Rudder
(11) N/W STRG
(12) transponder
(1) GEN 1 and GEN 2 ___________________________ ON PLT
(a) GEN 1 and GEN 2 switches .................................................Select ON

• Ensure GEN 1 OFF and GEN 2 OFF caution messages are out
(2) Bleeds/PACKs____________________________Set/ON CPLT
(a) L PACK and R PACK switch/lights .......................................Select ON

• Ensure L PACK OFF and R PACK OFF status messages are out
(3) IGNITION __________________________________ Off PLT
(4) APU________________________________ As required PLT

Effectivity: Aircraft not incorporating SB 601R-30-034, Ice and Rain Protection –

(5) *ANTI-ICE______________________________Checked PLT

(5) *ANTI-ICE/SUPP GND WING ANTI-ICE, SYS__Checked PLT
CAUTION
1. Temperature, visual moisture criteria and

conditions for the use of wing anti-ice during
ground and flight operations are given in the
AFM and PRM Volume 2, Limitations chapters.
2. When on the ground, do not rely on airframe

visual icing cues or the ice detector system
before turning the engine cowl anti-ice system
ON.
3. Delaying the use of cowl anti-ice until ice

buildup is visible from the flight deck may result
in ice ingestion, and possible severe engine
damage and/or flameout.
NOTE
Both L and R 14TH STAGE bleed air SOVs must

remain open throughout the normal operation of the
aircraft.

*Wing/Cowl Anti-Ice and 14th Stage Valve Check
The following is conducted by the copilot on each *first flight of the day.
(a) L and R 14TH STAGE BLEED AIR switch/lights ................... CLOSED
• L CLOSED and R CLOSED lights come on
• L 14TH SOV CLSD and R 14TH SOV CLSD status messages come
on
(b) L and R 14TH STAGE BLEED AIR switch/lights ......................... Open
• L CLOSED and R CLOSED lights go out
• L 14TH SOV CLSD and R 14TH SOV CLSD status messages go out

(c)SUPP GND WING ANTI-ICE, SYS switch/light..............................Off
• Press in switch/light, check that OFF light comes on and remains

illuminated
(d) ANTI-ICE, LH and RH COWL switches ...........................................ON

• Check that both engines ITT indications increase
NOTE
There is no requirement to wait until L COWL A/ICE

and R COWL A/ICE caution messages go out during
this check.
(e) ANTI-ICE, WING switch............................................................. NORM

• Check that both engines ITT indications increase
• N2 gauges change color to indicate ANTI-ICE, WING switch is ON
(addition of amber range)

NOTE
There is no requirement to wait until L WING A/ICE
and R WING A/ICE caution messages go out during
this check.
(f) 14TH STAGE ISOL switch/light.................................................. OPEN

• ISOL OPEN light comes on
• 14TH ISOL OPEN status message come on
NOTE
A slight increase in thrust may be required to make
sure the 14TH ISOL OPEN status message comes on.
(g) 14TH STAGE ISOL switch/light................................................... Close

• ISOL OPEN light goes out
• 14TH ISOL OPEN status message goes out

(h)SUPP GND WING ANTI-ICE, SYS switch/light..............................On
• Press out switch/light, check that OFF light is out
• SUPP GND WING ANTI-ICE, TEST switch/light..........................ON
• Press in switch/light and check the following:
• TEST ON light comes on, and after 2 minutes, TEST OK

light comes on
NOTE
Make sure the FAIL HI and FAIL LO light stays off.
• SUPP GND WING ANTI-ICE, TEST switch/light...........................Off
• Press out switch/light and check TEST ON and TEST OK lights

are out

(6) ANTI-ICE____________________________ As required PLT
(a) ANTI-ICE, WING switch......................................................As required

• If selected OFF, check the following:
• N2 gauges change color to indicate ANTI-ICE, WING switch is
OFF (amber range is removed)
• WING A/ICE ON advisory message is out
The wing anti-ice system must be selected ON during final taxi prior to
takeoff if the OAT is 5°C (41°F) or below, unless Type II, Type III, or
Type IV anti-icing fluids have been applied. During single-engine taxi
operations, final taxi prior to takeoff is defined as that period after the
second engine is started.
NOTE
1. If wing anti-ice is selected ON during taxi, L WING

A/I or R WING A/I caution messages may be posted
but must be verified out and WING A/ICE ON
advisory message posted prior to takeoff. If wing
anti-ice is not required for takeoff, it should be
selected OFF just prior to takeoff.
2. To prevent wing contamination from reverse jet

blast, operating the thrust reversers during taxi
operations on wet and contaminated surfaces
should be avoided.
The wing anti-ice system must be selected and confirmed ON for takeoff
when, the OAT is 5°C (41°F) or below and:
• Visible moisture in any form (such as clouds, fog or mist), is present
below 400 ft AGL, or
• In the presence of any precipitation (such as rain, snow, sleet or ice
crystals).

NOTE
If the wing anti-ice system is selected ON for takeoff,

the cowl anti-ice system must also be selected ON.
(b) ANTI-ICE, LH and RH COWL switches.............................. As required

• If copilot selects COWL ANTI-ICE switches to OFF, verify ITT
decrease on both engines
• The pilots checklist response is “ON” or “OFF” (after checking switch
position), as required
NOTE
1. The cowl anti-ice system must be ON when the OAT

is 10°C (50°F) or below and visible moisture in any
form is present (such as fog with visibility of 1500 m
(1 mile) or less, rain, snow, sleet, and ice crystals).
2. The cowl anti-ice system must also be ON when the

OAT is 10°C (50°F) or below when operating on
runways, ramps, or taxiways where surface snow,
ice, standing water, or slush is present.
(7) PROBES___________________________________ ON PLT
(a) PROBES, LH and RH switches..............................Copilot selects ON.

(8) APR_______________________________ *Tested/ARM PLT
*APR System Test
(a) ENG SPEED switches ................................................ Check both ON.

(b) Right APR switch ......................................................................TEST 1
• APR TEST 1 OK advisory message comes on
(c) Right APR switch ......................................................................TEST 2
• APR TEST 2 OK advisory message comes on
(d) Right APR switch ...........................................................................OFF
• APR INOP caution message comes on
(e) Left APR switch ............................................................................ ARM
• APR INOP caution message goes out
CAUTION
If an APR INOP caution message is displayed,

select the ENGINE CONTROL, APR switch to OFF
and use APR-off performance. Refer to
ABNORMAL PROCEDURES – Power Plant – APR
INOP.

(9) Electrics _______________________________Checked PLT
(a) AC ELECTRICAL page .......................................... Select and monitor

• Check that the generators are powering their respective buses
• Frequencies, voltages and loads are within their normal ranges
• No GEN 1 OFF and/or GEN 2 OFF caution message(s) on EICAS
(b) DC ELECTRICAL page .......................................... Select and monitor
• Check that the TRUs are powered
• Voltages and loads are within their normal ranges
• TIE 1, TIE 2 and ESS TIE symbols indicate tie open
--------------------At The Line--------------------
WARNING
ENSURE THAT THE PARKING BRAKE IS SET, THE

TOW BAR IS DISCONNECTED AND CLEAR, AND
THE RUDDER AREA IS CLEAR. INSTRUCT THE
GROUND PERSONNEL TO DISCONNECT, AND
REVERT TO HAND SIGNALS. ONLY AFTER
RECEIVING THE ALL CLEAR SIGNAL SHOULD
THE AIRCREW PROCEED BELOW THE LINE.
(10) Rudder _______________________________Checked PLT
(a) N/W STRG .................................................................................... OFF

• STEERING INOP caution message comes on
(b) FLIGHT CONTROLS page..................................... Select and monitor
• Pilot will apply rudder through its full range ensuring that there is no
binding, and will verify indication of maximum deflection on the
FLIGHT CONTROLS page
When rudder check is completed:
(c) STATUS page ............................................................................ Select

(11) N/W STRG ____________________________ ARMED PLT
(a) N/W STRG............................................................................... ARMED

• STEERING INOP caution message goes out
Effectivity: Aircraft 8105 and subsequent, or aircraft 7003 through 8104 incorporating SB
601R-34-146, Navigation – Transponder System – Wire Strapping Changes for Operation
of Transponder when the Aircraft is on the Ground.
(12) Transponder ________________________ As required PLT
NOTE
1. At airports where runway structural repair or debris

is known to exist, use thrust reversers with extreme
caution to preclude the possibility of foreign object
damage (FOD) from occurring.
2. Manual pressurization mode needs to be checked

when QNH is used at the departure airport and QFE
is planned to be used at the destination airport.
Refer to AFM, SUPPLEMENT 22 – Operations
Using QFE Altimeter Settings – PRIOR TO
TAKEOFF – After Start Check.
----------END----------


Taxi
Pilots should allow time for aircraft response to each thrust change.
To begin taxi, release the brakes and smoothly increase thrust to the
minimum required for the aircraft to roll forward. Once taxi has
commenced, idle thrust is more than adequate for most conditions. Do not
start a turn until sufficient forward speed has been attained to allow the
aircraft to turn at idle thrust. (Nosewheel should not be turned when
aircraft is static).
Thrust use during ground operation demands sound judgment and
techniques. The air blast effects at relatively low thrust can be destructive
and cause injury. Be aware of aircraft behind you and likewise avoid
following other aircraft too closely. Jet blast is a major cause of foreign
object damage (FOD).
The tendency is to taxi faster than desired, especially during runway
turnoff after landing. The appropriate taxi speed will depend on turn radius
and surface condition. Nosewheel scrubbing indicates excessive steering
angle and/or excessive taxi speed for surface condition. The normal
straight-ahead taxi speed should not exceed 20 kt. When approaching a
turn, adjust speed for the surface conditions.
At some taxi speeds, usually between 10 and 20 kt, an increase in aircraft
vibration can occur. If this occurs, a slight increase or decrease in speed
will reduce or eliminate the vibration, increasing passenger comfort.
Do not be diverted from the primary task of safely taxiing the aircraft. The
flight crew should avoid all unnecessary activity and duties (including
paperwork) that can be accomplished at another time.
Taxi Lights
RECOG/TAXI lights are used to taxi (day and night) and care should be
exercised to ensure they do not distract other taxiing aircrew and/or
ground personnel. RECOG/TAXI lights are normally selected ON when the
taxi commences and OFF if stationary for more than 10 minutes
(RECOG/TAXI light stationary limit).

Nosewheel/Rudder Pedal Steering
During a turn, maintain positive pressure on the nose steering tiller to
prevent the nose gear from returning to center abruptly. Straight-ahead
steering and large radius turns should be accomplished with rudder pedal
steering only. Avoid stopping the aircraft in a turn, as excessive thrust will
be required to start taxiing again. After completing a turn, and prior to
stopping, center the nosewheel and allow the aircraft to roll straight ahead
for short distance.
Brakes
The CRJ200 steel brake wear is directly proportional to the energy

absorbed by the brakes. Maximum steel brake life can be achieved during
taxi by using a number of small, light brake applications. If taxi speed is
too high, reduce the speed with a light steady brake application until the
desired taxi speed is reached and then release the brakes allowing some
time for cooling between applications. Avoid riding the brakes to control
taxi speed as steel brakes build up heat rapidly.

Taxiing in Adverse Weather
Taxiing in adverse weather conditions requires awareness of surface
conditions. If the taxiways and runways are covered with snow, slush, or
ice, taxi out with the flaps up.
Select takeoff flaps when entering the holding bay. Complete the Taxi and
Before Takeoff checklists.
When taxiing on a slick surface at reduced speeds, the use of differential
engine thrust may assist in maintaining aircraft trajectory through a turn.
Differential braking may be more effective than nosewheel steering on
very slick surfaces. Reduce speed prior to initiating a turn.
FMS Entries (On Ground)
The copilot will make any FMS entry during taxi, executing only after
confirmation by the pilot.
Takeoff Line-up Allowance
The aircraft is assumed to taxi from the taxiway centerline to the runway
centerline following the markings. Generally, the guidance markings on
most airports can be tracked by using only half of the maximum steering
angle of the aircraft.
The amount of runway length used to align the aircraft on the runway for a
180° turnaround is 23 m (75 ft).
The amount of runway length used to align the aircraft on the runway for a
90° entry is presented in the following table:
90° ENTRY LINE-UP ALLOWANCE

TAXIWAY WIDTH HALF OF MAXIMUM
MAXIMUM STEERING ANGLE
STEERING ANGLE
20 m (66 ft) 15 m (49 ft) 26 m (85 ft)
30 m (98 ft) 20 m (67 ft) 31 m (102 ft)
40 m (131 ft) 25 m (82 ft) 36 m (118 ft)
50 m (164 ft) 30 m (98 ft) 41 m (135 ft)
60 m (197 ft) 35 m (115 ft) 46 m (151 ft)

Aircraft Turning Radius
MAXIMUM STEERING ANGLE 68°

(WITH SLIP OF 3°)
16.3 M
(53’ 6”)
12.57 M
(41’ 3”)
14.54 M TURN
(47’ 7”) CENTER
15.7 M
PAVEMENT (51’ 5”)
WIDTH FOR
180° TURN
NOTE 22.9 M
Maximum steering (75’)
6\PPHWULFDOWKUXVW
PRM2_01_003
1RGLIIHUHQWLDOEUDNLQJ
6ORZFRQWLQXRXVWXUQ
$IWFHQWHURIJUDYLW\
0D[LPXPJURVVZHLJKW
'U\UXQZD\
Figure 2.4 Aircraft Turning Radius

Single Engine Taxi
General
Consider all existing conditions when deciding whether or not to perform
single engine taxi, with or without the APU generator ON, including the
following:
• Ramp size and congestion (increased jet blast associated with single
engine taxi)
• Ramp and taxiway surface conditions (slipperiness, snow/slush
accumulation, dust/dirt, FOD, etc)
• Anti-icing requirements
• Brightness/lighting/visibility conditions (collision avoidance; except for
the emergency lights, all external lights require AC power)
• Taxi duration
• When performing single engine taxi with the engine as bleed source,
only the pack associated with the operating engine will be operating
(passenger comfort)
• If a cross-bleed start is to be carried out while the aircraft is moving
additional consideration should be given to operational conditions,
including taxiway contamination, width of the taxiway, wind, brake
temperature and distance to other aircraft or obstacles

Taxiing
NOTE
1. It is the crew’s responsibility to have all checklist

items completed and to respect all aircraft/engine
limitations to ensure safe operations.
2. Single engine taxi should normally be conducted

with the right engine operating so that hydraulic
system 2 provides pressure to the outboard brakes.
If taxiing with the left engine only, hydraulic 2B pump
should be selected ON prior to aircraft movement.
3. Radio communications with ATC should be via

VHF 1 (backup tuning unit synchronized).
4. The fuel boost pump for the inoperative engine

should be deselected to prevent fuel imbalance
during prolonged taxi.
5. During single engine taxi operations in icing

conditions with the wing anti-ice system selected
ON, the 14TH STAGE ISOL valve must be selected
OPEN. Immediately before starting the other engine
the 14TH STAGE ISOL valve must be selected
CLOSED.
----------END----------

Taxi Check
This is normally a flow-patterned Challenge and Response checklist.
When clear of congested areas the pilot calls for the flaps and taxi check.
(Example: “FLAPS 8, Taxi Check”).
NOTE
1. At those airports where known localized magnetic

anomalies or proximate ground equipment may
cause compass anomalies that result in the
presentation of the HDG flag and associated
triggering of the EFIS COMP MON caution
message, or may cause a dual compass deviation
that does not initiate the flag and caution message, it
is recommended that the crew compare aircraft
heading to a known source, such as a runway
heading. If the compass heading error is excessive,
accomplish rapid and/or manual alignment
procedures of the affected compass system(s) as
required prior to takeoff.
2. A possible GLD UNSAFE caution message due to

radio altimeter (RAD ALT) fluctuations while the
aircraft is on the ground may be induced by external
contributing factors. The GLD UNSAFE caution
message should extinguish when the conditions are
removed. Perform a RA test and, if successful,
continue normal operations.

TAXI CHECK
(1) FLAPS_____________________________ (--) Indicating PLT
(2) Flight controls __________________________ Checked CPLT
(3) Trims _____________________________Green and (-.-) PLT
(4) THRUST REVERSERs ____________________ ARMED PLT
(5) Flight instruments _______________________ Checked BOTH
(5) Flight instruments/HGS <0026> _____________ Checked BOTH
(6) FMS radio tuning ______________________ As required CPLT
(7) BRAKE TEMP __________________________ Checked PLT
Flow Pattern
PILOT COPILOT
(1) FLAPS
(2) Flight controls
(1) FLAPS ____________________________ (--) Indication PLT
The copilot moves the FLAPS lever to the requested position and verifies
the position indicator on the primary page.

(2) Flight controls __________________________ Checked CPLT
(a) FLIGHT CONTROLS page ..................................... Select and monitor

• Copilot will apply aileron and elevator through full range while
checking for proper indications and freedom of movement on the
FLIGHT CONTROLS page
• During the aileron check, verify that the spoileron indications
correspond with the aileron displacement and that the PLT ROLL
CMD and CPLT ROLL CMD advisory messages are not displayed
NOTE
1. If a FLUTTER DAMPER FAIL is displayed, the

affected flight control (elevator/aileron) remains
operative.
2. If a FLUTTER DAMPER status message is

displayed, the affected flight control (elevator/
aileron) remains operative. <0039>
3. Hydraulic fluid level in the affected flutter damper

(see FLIGHT CONTROL synoptic page) is
approximately 20% of the normal level.
4. Flight may continue, but maintenance on the

affected flutter damper must be carried out within
one flight day.

NOTE
1. A difference of up to 3° between the left and right

elevator indications on the FLIGHT CONTROLS
synoptic page is allowed. With the horizontal
stabilizer set to neutral (2 units on EICAS) the
elevator indication on EICAS should be in the
neutral position (0 ±0.5°). A tolerance of ±1.0° in the
indication is allowed. With the horizontal stabilizer
set to 15 units, the elevator indications on EICAS
could be as high as 7 (±1.0°).
2. Aileron position indication may disappear from the

FLIGHT CONTROLS synoptic page when the
aileron is moved to full travel. When this occurs at
full travel, there are no operational restrictions and
the anomaly should be disregarded.
(b) STATUS page ............................................................................ Select

(3) Trims _____________________________Green and (-.-) PLT
(a) Aileron and rudder trims ................................ Green and set to neutral
NOTE
To avoid nuisance CONFIG AILERON or CONFIG

RUDDER warning messages during the takeoff roll, it
is recommended that the aileron and rudder trims be
centered.
(b)STAB TRIM, CH 1 and CH 2 switch/lights ...............................ENGAGE

• Check STAB CH 1 INOP and STAB CH 2 INOP status messages and
STAB TRIM caution message are out
(c) MACH TRIM switch/light........................................................ENGAGE
• Check MACH TRIM caution message is out
(d) STAB TRIM......................................... Set to correct takeoff CG range
STABILIZER TRIM SETTING

CG
9 10 12 14 16 18 20 22 24 26 28 30 32 34 35
%MAC
TRIM 8.2 8.0 7.7 7.4 7.1 6.7 6.4 6.1 5.8 5.4 5.1 4.8 4.5 4.2 4.0
(4) THRUST REVERSERs____________________ ARMED PLT
(a) THRUST REVERSER switches.................................... Select ARMED

• On the status page, verify the L REV ARMED and R REV ARMED
advisory messages are on

(5) Flight instruments ________________________Checked BOTH
The pilot reads out:

• V-speeds on PFD
• Altimeter settings and indicated altitudes on PFD and standby
altimeter
• Preselected altitudes on PFD (set to initial clearance altitude)
Copilot verifies:
• V-speeds and right PFD
• Altimeters, altitudes on right PFD
NOTE
Cross-check the altimeters by setting them to the local

(QNH) setting. They should display a known elevation
such as the published runway elevation. The difference
between the published runway elevation and the
altimeter display should not exceed 75 ft (23 m). If the
difference is greater than 75 ft (23 m), flight within
RVSM airspace is prohibited. <0030>

(5) Flight instruments/HGS <0026> _____________ Checked BOTH
Select PRI mode and align the selected course symbol with the runway
centerline, as far away from the airplane as visibility permits.
The pilot reads out:
• V-speeds on PFD
• Altimeter settings and indicated altitudes on PFD and standby
altimeter
• Preselected altitudes on PFD (set to initial clearance altitude)
Copilot verifies:
• V-speeds and right PFD
• Altimeters, altitudes on right PFD
NOTE
Cross-check the altimeters by setting them to the local
(QNH) setting. They should display a known elevation
such as the published runway elevation. The difference
between the published runway elevation and the
altimeter display should not exceed 75 ft (23 m). If the
difference is greater than 75 ft (23 m), flight within
RVSM airspace is prohibited. <0030>
(6) FMS radio tuning______________________ As required CPLT
Aircraft equipped with a functioning GPS, select MAN on the FMS RADIO
TUNING page.
Aircraft not equipped with GPS or if the GPS is unavailable, select AUTO
on the FMS RADIO TUNING page.

(7) BRAKE TEMP __________________________Checked PLT
Verify BTMS indicators are green.
----------END----------

Before Takeoff Check
NOTE
Before commencing this checklist ensure that the
Flight Attendant has reported, "Cabin Secure".
BEFORE TAKEOFF CHECK

(1) Lights and strobes _____________________ As required PLT
(2) FUEL/XFLOW __________________________ MAN/Off PLT
(3) IGNITION____________________________ As required PLT
(4) Flight attendant __________________________ Advised PLT
(5) Transponder/TCAS _________________ On/As required PLT
(6) Radar _______________________________ As required PLT
(7) Terrain display <0040> ___________________ As required PLT
(8) SUPP GND WING ANTI-ICE panel __________ Checked PLT

(9) ANTI-ICE, WING and COWL switches _____ As required PLT
(10) CAS _______________________ Checked and cleared BOTH
(11) Runway heading ________________________ Verified BOTH
Flow Pattern
PILOT COPILOT
(1) Lights and strobes (2) FUEL/XFLOW

(7) SUPP GDN WING ANTI-ICE (3) IGNITION
(8) ANTI-ICE, WING and COWL (4) Flight attendant advised
(5) Transponder/TCAS
(6) Radar/Terrain

(1) Lights and strobes _____________________As required PLT
(a) STROBE switch............................................................................... ON

• The pilot turns the STROBE lights ON when entering the active
runway
(b) LANDING LTS switches .................................................................. ON
When takeoff clearance is received, as follows:
• Nose light only for day operations
• All lights for night operations
NOTE
Recognition lights are required for all operations

conducted below 10,000 ft, as long as their use does
not create a distraction to the flight crew. Strobe lights
are required for all flight operations as long as their use
does not create a distraction to the flight crew.
(2) FUEL/XFLOW___________________________ MAN/Off PLT
The copilot presses in the XFLOW AUTO OVERRIDE switch/light.

The pilot confirms the following:
• MAN XFLOW status message comes on
• GRAV XFLOW OPEN advisory message out
• L XFLOW ON or R XFLOW ON status message(s) out

(3) IGNITION ___________________________ As required PLT
The copilot selects the IGNITION as briefed for takeoff.
NOTE
Continuous engine ignition must be used during the

following:
• Takeoff and landing on contaminated runways
• Takeoff with high crosswind components
• Flight through moderate or heavier intensity rain
• Flight through moderate or heavier intensity
turbulence
• Flight in the vicinity of thunderstorm(s)
(4) Flight attendant __________________________ Advised PLT
The copilot advises the flight attendant of the imminent takeoff by cycling
the NO SMKG switch OFF then ON slowly (2 chimes).
NOTE
Both pilots must positively confirm and cross-check the

aircraft’s location at the assigned departure runway
before crossing the hold short line for takeoff.
(5) Transponder/TCAS _________________ On/As required PLT
The copilot selects the transponder to match the side the flight director
(FD) is coupled to.
The pilot checks on the RTU to confirm that the required transponder is
selected and that TCAS is selected as required and overlaid on an MFD.
(6) Radar/Terrain display <0040> ______________As required PLT
If required, the RADAR is turned ON, displayed and set to an appropriate

tilt for the range selected.

(7) SUPP GND WING ANTI-ICE panel __________Checked PLT
(a) SYS switch/light.................................................... ........On
• Check that OFF light is out
(a) TEST switch/light.......................................................... Off
• Check that TEST ON and TEST OK lights are out
CAUTION
1. Do not rely on airframe visual icing cues or ice

detector, before turning the engine cowl and
wing anti-ice system on. Use the temperature
and visual moisture criteria specified in Vol 2,
Chapter 01 – LIMITATIONS. Delaying the use of
engine cowl anti-ice until ice build-up is visible
from the flight deck may result in ice ingestion,
and possible severe engine damage and/or
flameout.
2. Clear ice could build up on the upper surface of

the wings if visible water is present and the wing
surface temperature is at or below freezing.

(8) ANTI-ICE, WING and COWL switches _____ As required PLT
The copilot selects the ANTI-ICE, as briefed for takeoff.
NOTE
1. The wing anti-ice system must be ON for takeoff

when, the OAT is 5°C (41°F) or below and visible
moisture in any form (such as clouds, fog or mist), is
present below 400 ft AGL.
2. The wing anti-ice system must also be ON for

takeoff when OAT is 5°C (41°F) or below and the
runway is contaminated with surface snow, slush of
standing water.
3. When Type II, Type III or Type IV anti-icing fluids

have been applied, the wing anti-ice system must
only be selected ON, if required, just prior to thrust
increase for takeoff.
4. The cowl anti-ice system must be selected ON when

the OAT is 10°C (50°F) or below and visible
moisture in any form is present (such as fog with
visibility of 1500 m (1 mile) or less, rain, snow, sleet
and ice crystals).
5. The cowl anti-ice system must also be selected ON

when the OAT is 10°C (50°F) or below when
operating on runways, ramps, or taxiways where
surface snow, ice, standing water, or slush is
present.
6. When the cowl anti-ice system is selected ON, the

L COWL A/ICE or R COWL A/ICE caution
message(s) may be posted indicating a low pressure
condition. The message(s) should disappear when
the engine thrust is increased.
(9) CAS ________________________ Checked and cleared BOTH
(a) Copilot .................................................................................... Checked

• The copilot checks the EICAS messages to ensure that all displayed
messages are normal for the current operational configuration of the
aircraft. The copilot responds by saying “Checked”.
(b) Pilot ..........................................................................................Cleared
• The pilot also makes a final scan of the EICAS messages and advises
the copilot to clear the messages by stating “Cleared”
• Before calling the checklist complete, both pilots must verify that the
T/O CONFIG OK advisory message is on
NOTE
At very cold temperatures, if the aircraft is properly

configured for takeoff and the T/O CONFIG OK
advisory message is not posted and the IDG symbol is
white, the crew should increase the N2 slightly till
above 57% and verify that the T/O CONFIG OK
advisory message is now posted and the IDG symbol
is green. With all other required parameters being
normal, the crew may then continue with the takeoff.
(10) Runway heading_________________________ Verified BOTH
----------END----------

Takeoff
Aircraft Geometry Considerations for Takeoff
With the main landing gear on or very close to the runway the following
pitch and bank angles must be observed:
• Bank angles in excess of 9° may result in a wing tip strike
• Pitch angles in excess of 9° may result in a tail strike
NOTE
The wing tip and the tail bumper will always contact the
ground before the flap at any flap setting.
----------END----------
Normal Takeoff Procedure

The normal takeoff procedure can be used in any crosswind.
(1) Brakes ............................................................................................Apply
(2) TOGA switch ................................................................................. Press
Effectivity: Aircraft not incorporating the -904 or the -037 flight control computer
• The initial target for rotation must be 10°

• Do not use vertical takeoff mode. Use pitch mode with a target
of 10°
• To obtain pitch mode, select TO as normal, then rotate the FCP
VS pitch wheel to set the FD command to 10°
NOTE
The VS pitch wheel will adjust the FD command in
0.50° steps.

(3) Thrust ....................................................................................... Advance

• Advance smoothly to at least 70% N1 and check thrust indications
stable
(4) Brakes .......................................................................................Release
(5) Thrust .............................. Set thrust levers to approximately takeoff N1
• PM to set takeoff N1 prior to 60 KIAS
• APR ARM advisory message comes on above 79% N1
At VR:
WARNING
EXCESSIVE ROTATION RATES (EXCEEDING 3°

PER SECOND) OR OVER-ROTATIONS MAY LEAD
TO HIGH PITCH ATTITUDES AND ANGLES OF
CONTROL.
(6) Aircraft ......................................................................................... Rotate

• Rotate smoothly towards the target pitch attitude in one continuous
motion
NOTE
The FD guidance represents an initial target for rotation

only and does not guarantee that the recommended
climb speed will be achieved or maintained under all
conditions. Pilots must transition to speed immediately
after initial rotation.

(7) Pitch attitude .................................................................................Adjust
• Adjust to achieve an initial airspeed of not less than V2 +10 KIAS
NOTE
Stall margins may be improved by reducing the initial

pitch attitude.
When a positive rate of climb is achieved:
(8) Landing gear ............................................................................... Retract

• Check that all landing gear are up and locked
NOTE
1. Intermittent A/SKID INBD and PARK BRAKE SOV

caution messages may appear (for approximately 4
seconds) during landing gear up transition.
2. When these messages go out, there are no

operational restrictions and the anomaly should be
disregarded.
3. Following landing gear retraction, white EICAS

hydraulic system 3 quantity indications may be
observed in flight. In the absence of any other
system anomalies, it is not necessary to request
hydraulic system 3 servicing, unless hydraulic
quantity indications with landing gear retracted are
over 95%.
(9) Airspeed ......................................... Maintain not less than V2 +10 KIAS
----------END----------

NORMAL TAKEOFF
PF:
• Brakes - Apply PF:
• Press TOGA switch
• Set N1 Thrust to min 70% • “Climb Thrust”
• Brakes - Release • “Climb Check”
PF:
• Set N1 Thrust to TO
• “Set Thrust” • Speed 200 KIAS
3,000 ft AAE
PF:
Copyright © Bombardier Inc.

• Call Flaps
PF: PF: on schedule
For Training Purposes Only

PF: • Not less than • Call Lateral Mode
• “Check” V2 + 10 to 15 as required
• “Speed Mode”
PF:
PF:
• “Autopilot On”
• Rotate PF:
towards FD Acceleration ALT • Accelerate
to 250 KIAS
PF:
• “Gear Up”
600 ft AGL
Figure 2.5 Takeoff – Normal

Rolling Takeoff:
• Do NOT hold brakes
PM:
Max Performance:
• “Positive Rate”
PM: PM: • HOLD brakes until Takeoff N1
• “V1” • “Rotate” is achieved.
PM:
• “80 kt” Max Performance Crosswind:
PM:
• HOLD brakes until Takeoff N1
• “Thrust Set” by 60 kt minus 5%.
PRM2v2_02_055
2-129
Normal Procedures
Takeoff Procedure – High Altitude Airfield Operations <0090>
(1) Brakes ..........................................................................Apply and HOLD
(2) TOGA switch ................................................................................. Press
Effectivity: Aircraft not incorporating the -904 or the -037 flight control computer.
• The initial target for rotation must be 10°

• Do not use vertical takeoff mode. Use pitch mode with a target
of 10°
• To obtain pitch mode, select TO as normal, then rotate the FCP
VS pitch wheel to set the FD command to 10°
NOTE
The VS pitch wheel will adjust the FD command in
0.50° steps.
(3) Thrust ........................................................................................Advance

• Advance smoothly until takeoff N1 minus (-) 5% is achieved
(4) Brakes ....................................................................................... Release
(5) Thrust ...........................................................................Set to takeoff N1

At VR:
WARNING
EXCESSIVE ROTATION RATES (EXCEEDING 3°

PER SECOND) OR OVER-ROTATIONS MAY LEAD
TO HIGH PITCH ATTITUDES AND ANGLES OF
CONTROL.
(6) Aircraft ......................................................................................... Rotate

• Rotate smoothly towards the target pitch attitude in one continuous
motion
NOTE

climb speed will be achieved or maintained under all
(7) Pitch attitude ................................................................................. Adjust

• Adjust to achieve an initial airspeed of not less than V2 +10 KIAS
NOTE
Stall margins may be improved by reducing the initial

pitch attitude.

(8) Landing gear ............................................................................... Retract

• Check that all landing gear are up and locked
NOTE
1. Intermittent A/SKID INBD and PARK BRAKE SOV

caution messages may appear (for approximately 4
seconds) during landing gear up transition.
2. When these messages go out, there are no

operational restrictions and the anomaly should be
disregarded.
(9) Airspeed ......................................... Maintain not less than V2 +10 KIAS
----------END----------

TAKEOFF – HIGH ALTITUDE AIRFIELD OPERATIONS
PF:
PF:
• Brakes - Apply and HOLD
until takeoff N1 minus (-) 5% is • “Climb Thrust”
achieved • “Climb Check”
PF:
• Brakes - Release
• “Set Thrust” • Speed 200 KIAS
3,000 ft AAE
PF:

• Call Flaps
PF: PF: on schedule

PF: • Not less than • Call Lateral Mode
• “Check” V2 + 10 KIAS as required
• “Speed Mode”
PF:
PF: • “Autopilot On”
• Rotate towards PF:
+12° pitch
Acceleration ALT • Accelerate
to 250 KIAS
PF:
• “Gear Up”
600 ft AGL
PM:
PM: PM:
• “V1” • “Rotate”
PM:
• “80 kt”
Figure 2.6 Takeoff – High Altitude Airfield Operations <0090>

PM:
• Set N1 Thrust to TO N1
• “Thrust Set”
PRM2v2_02_054
2-133
Normal Procedures
Maximum Performance Takeoff Procedure
When a maximum performance takeoff procedure is required, HOLD the
brakes until takeoff N1 is set. Release the brakes and continue as per
normal takeoff procedure.
NOTE
When the crosswind component is greater than 10 kt

and a maximum performance takeoff is required,
HOLD the brakes until takeoff N1 minus (-) 5% is
achieved, release the brakes, advance the thrust to
takeoff N1 and proceed as per normal takeoff.
Rolling Takeoff Procedure

For a rolling takeoff, proceed as per the normal takeoff procedure but DO
NOT hold the brakes during the initial application of thrust. The
corresponding takeoff distance penalties must be applied (refer to the
AFM, Chapter 06, Section 03; PERFORMANCE – TAKEOFF
PERFORMANCE).
The rolling takeoff procedure can be used in any crosswind situation.

FMS Entries (In Flight)
Normally, the PF will request that the PM make the FMS entry in flight.
Under low workload conditions, with the autopilot ON, the PF may make
FMS entries.
In order to maximize crew coordination and awareness, pilots are
reminded to operate the FMS in a manner that guarantees that one pilot is
always alert to flight path control and traffic awareness. When the PF or
PM edits the FMS, they must confirm the accuracy of the modification
before executing the change.
In order to maximize crew alertness and situational awareness, FMS
editing should be kept to a minimum during the approach phase.

(3) After Takeoff
Climb
Climb Speed Schedule
The climb speed schedule that follows presents three climb speeds above
10,000 ft. The speed selected would be determined by the operational
requirements.
ALTITUDE CLIMB SPEED
MSL to 10,000 ft 250 KIAS
Long Range Climb: 250 KIAS/0.70 M

10,000 ft and above Normal Climb: 290 KIAS/0.74 M
High Speed Climb: 320 KIAS/0.77 M
Climb Speed Determination
Maintain flaps-up maneuvering speed until clear of obstacles or above

minimum safety altitudes.
If there are no altitude or airspeed restrictions, accelerate to the desired
climb speed schedule.
If considerable maneuvering is required during the departure, the flaps-up
maneuvering speed is recommended until the maneuvering phase is
complete and the aircraft is enroute toward the destination.
Climb Thrust
With all engines operating, set initial N1 climb thrust in accordance with
the FMS thrust limit page.
The FMS will automatically change the thrust values based on the altitude,
temperature and speed.

Maximum Angle Climb Speed
Maximum angle climb speed is normally used for obstacle clearance or to
reach a specified altitude/flight level in a minimum distance. Maximum
angle climb speed varies with gross weight and is approximately the same
as the single-engine climb speed (VFTO).

Climb Check
This is a Read and Do checklist.
CLIMB CHECK (North American)

(1) FUEL/XFLOW............................................................ Auto PM
(2) Bleeds and APU .......................................................... Set PM
(3) Lights and PASS SIGNS................................. As required PM
(4) THRUST REVERSERs...............................................OFF PM
(5) CAS .................................................Checked and cleared PM
CLIMB CHECK (International)

(Int) Altimeters........................................................... (----) Set BOTH
(1) FUEL/XFLOW............................................................ Auto PM
(2) Bleeds and APU .......................................................... Set PM
(4) THRUST REVERSERs...............................................OFF PM
(5) CAS .................................................Checked and cleared PM
(Int) Altimeters ........................................................... (----) Set BOTH
Just after passing transition altitude, change altimeter settings to

1013 HPA.
The pilot sets and cross-checks the left and center altimeter readings and
The copilot sets and cross-checks the right altimeter readings and

(1) FUEL/XFLOW.............................................................Auto PM
(a) XFLOW AUTO OVERRIDE switch/light .....................Select out (Auto)

• Check MAN light is out
• Check MAN XFLOW status message goes out
(b) Fuel quantity/distribution .. Monitor for evidence of abnormal operation
(2) Bleeds and APU ...........................................................Set PM
If the takeoff was done with the APU bleed supplying the ECS, transfer the
bleeds to the engines. The crew can initiate the transfer at any time after
1500 ft AGL but prior to 15,000 ft.
(a) PACKs..........................................................Transfer to engine bleeds
NOTE
The following steps need to be done one after the other

without delay to avoid PACKs going off line
inadvertently between steps.
• 10TH STAGE, ISOL switch/light..................................................Close

• 10TH ISOL OPEN status message goes out
• R 10TH STAGE BLEED switch/light............................................Open
• R 10TH SOV CLSD status message goes out
• APU LCV switch/light...................................................................Close
• APU LCV OPEN status message goes out
• L 10TH STAGE BLEED switch/light.............................................Open
• L 10TH SOV CLSD status message goes out

(b) APU START/STOP switch/light ....................................................... Off

(c) APU PWR/FUEL switch/light ........................................................... Off
NOTE
When the APU START/STOP switch/light is selected to

STOP, the fuel solenoid SOV closes. As the RPM
winds down, the intake door is commanded closed and
the ECU initiates a 60 second BITE test. The APU
cannot be restarted until the test is complete. The APU
PWR/FUEL switch/light can be deselected when the
green AVAIL light goes out.
(3) Lights and PASS SIGNS ................................. As required PM
(a) LANDING LTS switches ................................................................OFF

(b) RECOG TAXI LTS switch ...................................................As required
• Recognition lights are required during flight below 10,000 ft
(c) SEAT BLTS switch ...................................... AUTO if conditions permit
(d) NO PED switch <0095> ........................................................As required
(4) THRUST REVERSERs.............................................. OFF PM
(a) LH and RH THRUST REVERSER switches..................................OFF

• L REV ARMED and R REV ARMED advisory messages go out

Effectivity: Aircraft not incorporating SB 601R-31-022, Indicating and Recording – EICAS

2000 Avionics System Upgrade (CSUs, DCPs, DCUs, EFDs, IOCs, FMC, and MDC).
NOTE
When operating in icing conditions, do not clear the
status messages when the ICE message is
displayed.
(5) CAS ................................................. Checked and cleared PM
The PM checks the EICAS messages to ensure that all displayed

messages are normal for the current operational configuration of the
aircraft.
Effectivity: Aircraft 7002 through 7394 not incorporating SB 601R-22-014, Auto – Flight
Control Computer – Installation of the New FCC 4000 With Improved Control Laws.
NOTE
If it is elected to climb using the long range speed
schedule, correct the preselected Mach number from
0.69M to 0.70M when the autopilot transitions to
Mach mode at FL316.

Operating in Icing Conditions
NOTE
1. Flaps should not be extended in icing conditions

except as required for takeoff, approach and
landing. However, if flaps are deployed in icing
conditions for extended periods or in severe icing,
light to moderate buffet may be encountered. No
handling difficulties will result and normal landing
flaps can be used.
If the buffet is alleviated by reducing the flap setting,
a landing in this configuration may be made at the
discretion of the pilot. Refer to ABNORMAL
PROCEDURES – FLIGHT CONTROLS – FLAPS
FAILURE, for factors to be applied to approach
speed and landing distance.
2. Higher than normal engine vibration of a fluctuating

nature may be experienced in icing conditions. If the
FAN VIB gauge indicates higher than normal, refer
to ABNORMAL PROCEDURES – POWER PLANT.
3. During single engine operation in icing conditions

with the wing anti-ice system on, open the bleed air
isolation valve to prevent asymmetric anti-icing. N2
rpm in excess of 78% may be required to prevent an
ICE caution.
4. Use of cowl and wing anti-ice systems affects

engine and aircraft performance. Refer to the AFM,
PERFORMANCE, for the applicable factors.
5. Once airborne if the anti-ice system is required,

select the wing anti-ice prior to the cowl anti-ice to
prevent the overpressure relief valve from opening.

6. If the aircraft flies out of icing conditions and the ice
detector system senses no ice present, the ICE light
and ICE caution message go out (after 60 seconds).
7. The N2 gauges will continue to indicate wing anti-ice

on for as long as the ANTI-ICE, WING switch is ON.
8. Even small accumulations of ice on the wing leading

edge can change the stall speed, stall
characteristics or warning margin provided by the
stall protection system.
9. Do not reduce speed below VREF or land with visible

ice on the wing except under failure conditions.
Refer to ABNORMAL PROCEDURES – ICE AND
RAIN PROTECTION and EMERGENCY
PROCEDURES – ICE AND RAIN PROTECTION.
----------END----------

Holding
Holding Procedure
Prior to entering the hold, it is assumed that a holding clearance and all
other pertinent data have been acquired. All other necessary items (entry
procedures, timing, fuel, etc.) relevant to the hold and its regulatory
agency, as well as the subsequent approach should also have been
determined.
(1) Airspeed .........................................................FLAPS 0 speed +30 KIAS
• Reduce the aircraft speed prior to arrival at the holding fix
• Review the performance data for thrust setting if a prolonged holding
is expected
Upon receipt of a holding clearance, the crew should:
(2) Request:
a. Estimated approach time
b. Type of approach in use
(3) Check:
a. Minimum diversion fuel
b. Weather at the destination and at the alternate
c. Endurance speed
(4) Procedure:
a. Determine entry procedure
b. Brief pilot-monitoring (PM)
Holding patterns must be entered and flown at or below the airspeed set
by the regulatory agencies. Air Traffic Control (ATC) must be advised if it is
impossible to comply with the appropriate maximum holding airspeed due
to turbulence or if it is impossible to accomplish any part of the holding
procedure.
----------END----------

Holding Speeds - Recommended and Maximum
Recommended Holding Speeds
ALTITUDE RECOMMENDED SPEED
0 to 6000 ft 200 KIAS
Above 6000 to 14,000 ft As per Holding VMD Table, not to exceed 230 KIAS
Above 14,000 ft As per Holding VMD Table
Maximum Holding Speeds (ICAO and FAA)

The initial outbound leg should be flown for 1 minute or 1½ minutes, as
required for the altitude. Timing for subsequent outbound legs should be
adjusted as necessary to achieve the proper inbound leg timing. The
maximum speeds are included in the following tables:
MAXIMUM HOLDING SPEEDS (ICAO)
ALTITUDE MAX SPEED TIMING
Up to and including 14,000 ft 230 KIAS 1 minute

Above 14,000 ft 265 KIAS 1½ minutes
MAXIMUM HOLDING SPEEDS (FAA)
ALTITUDE MAX SPEED TIMING

0 to 6000 ft 200 KIAS 1 minute
Above 6000 to 14,000 ft 230 KIAS 1 minute
Above 14,000 ft 265 KIAS 1½ minutes

(4) Prior to Landing
Descent
Descent Speed Schedule
The descent speed schedule in the table below follows presents three
descent speeds above 10,000 ft. The speed selected would be determined
by the operational requirements.
ALTITUDE DESCENT SPEED

Long Range Descent: 0.70 M/250 KIAS
10,000 ft and above Normal Descent: 0.74 M/290 KIAS
High Speed Descent: 0.77 M/320 KIAS
Below 10,000 ft 250 KIAS
Descent Planning
Good descent planning is necessary to arrive at the desired altitude at the

correct speed and configuration. The distance required for the descent is
approximately 3 miles per 1000 ft of altitude.
From a typical cruise altitude, the top-of-descent point should be advanced
by 2 miles for each 10 kt of tailwind during the descent, and by 2 miles for
each 1000 ft of anti-ice use.
The descent should be planned to arrive at 10,000 ft AGL, 30 miles from
the airport at a speed of 250 KIAS.
The crew should maintain an awareness of the destination weather and
traffic situation and consider the requirements of a potential diversion. A
review of the airport approach charts for the approach and landing should
be conducted. The approach briefing should be completed as soon as
practical, preferably before arriving at the top of descent point, so the crew
may give full attention to aircraft control.

Flight Spoilers
Whenever using the flight spoilers, the PF should keep a hand on the
FLIGHT SPOILER lever to avoid forgetting that the flight spoilers are
extended. The flight spoilers should be retracted before adding thrust.

Arrival Planning
Approach Preparation (At or before In Range/Descent Check)
PF PM
“Prepare for approach”
Get ATIS
Set landing data: VREF, **V2GA, VT
Preset approach frequencies on RTUs

Select bearing pointers (if applicable)
Set final course
Set MDA or DH
Test Radio Altimeter (for CAT II/III)
* Program the FMS
Transfer control to PM, Take control

do not transfer flight director
Brief approach and verify FMS
Take control Transfer control to PF
** For aircraft without the FLAPS 8 setting, set V2 for FLAPS 20.
* FMS Arrival and Approach Programming
(1) Select the star and approach and their respective transitions. Make
any obvious amendments necessary on the LEGS page.
(2) Insert VREF as a speed constraint on the LEGS page abeam the
runway or missed approach point, depending on the approach flown.
(3) With PF concurrence, execute the FMS modification if appropriate.

NOTE
1. It is mandatory that both pilots verify all FMS lateral

and vertical programmed information against the
current published procedures.
2. If a discrepancy exists between the FMS and the

published procedure, the published procedure must
be used. The FMS data may be modified to conform
to the published information. It is not authorized to
modify that portion of the FMS data from the Final
Approach Fix inbound when the FMS is to be used
as the NAV source for the approach.
3. As a general rule, any time the NAV data is selected

to FMS (white needles) the respective radio should
be in AUT (autotune).

Approach Navigation Setup
The recommended method of switching to green NAV data from FMS is as
follows:
(a) Heading bug ............................................................................... SYNC
(b) Heading mode ............................................................................ Select
(c) RTU ........................................................ Select appropriate frequency
(d) NAV source................................................................... Green needles
(e) FCP................................................................Select appropriate mode
NOTE
All radio navigation aids used for final approach

guidance must be identified. If the NAV SOURCE block
on the PFD displays the identifier, there is no need to
aurally identify the navaid. If the identifier does not
appear in the NAV SOURCE block, the navaid must be
identified.
The following table depicts typical navigation setups for approaches:
APPROACH NAV SOURCE FCP SELECTION

ILS LOC APPR
LOC LOC 1
APPR or NAV
LDA LOC 2
APPR or NAV
B/C LOC B/C

3, 4, 5
VOR FMS NAV
6
VOR VOR NAV
7, 8NDB FMS NAV
9
NDB --- HDG
10
GPS FMS NAV

1 APPR mode is recommended if the GS indication is flagged red.
2 APPR mode if the GS is available and operating or, as per 1NOTE.
3
With an operating GPS, and with the VOR approach retrieved from the
FMS database, lateral navigation using the FMS is permitted. For
additional safeguard, the PM-side VOR bearing pointer should be
displayed during the approach (see NOTE below).
4
With the VOR approach retrieved from the FMS database but without an
operative GPS, lateral navigation using the FMS is permitted, provided the
PM-side VOR bearing pointer is displayed at all times during the
approach.
NOTE
Ensure that the PM-side RTU is tuned to the

appropriate approach frequency and AUT (autotune) is
NOT selected.
5 With the VOR approach retrieved from the FMS database, either or both
pilot(s) may still use VOR as the NAV source if desired.
6 VOR approaches must be flown using raw data if the approach is not
retrieved from the FMS database.
7 With an operating GPS, and with the NDB approach retrieved from the
FMS database, lateral navigation using the FMS is permitted. For
additional safeguard, the NDB bearing pointers should be displayed during
the approach.
8
With the NDB approach retrieved from the FMS database but without an
operative GPS, lateral navigation using the FMS is permitted, provided the
NDB bearing pointers are displayed at all times during the approach.
9
NDB approaches must be flown using raw data if the approach is not
retrieved from the FMS database.
10
Stand alone or Overlay GPS approach must be retrieved from the FMS
database. No other GPS approaches are authorized.

GPS Approaches
In accordance with the AFM, the FMS 4200 with GPS is authorized for
non-precision approaches. Therefore, as per the FAA Advisory Circular
AC90-94, neither the aircraft traditional avionics, nor the ground station
navaid(s) need be operational or monitored to fly non-precision
approaches when the approach is extracted from the approved database
and RAIM is providing integrity for the duration of the approach.
RAIM is the primary means of assuring GPS integrity. In order to have
RAIM integrity for different phases of flight, the accuracy guidelines are:
• Oceanic/Remote - 4.0 nm
• Enroute - 2.0 nm
• Terminal - 1.0 nm
• Approach - 0.3 nm
When the destination (DEST) airport is entered on the FPLN page, the
airport identifier is automatically reproduced on the GPS CONTROL page.
Predicted RAIM availability is based upon the ETA for the destination
airport and can be monitored on the GPS CONTROL page. Predicted
RAIM availability messages are:
• AVAILABLE indicates GPS approach RAIM is available for the stated
conditions
• UNAVAILABLE indicates GPS approach RAIM is not available for the
stated conditions
• REQ PENDING indicates RAIM status is being evaluated
• INIT GPS indicates RAIM status cannot be evaluated because GPS is
not initialized
LRN STATUS page:
• RAIM DETECTED ERROR indicates the satellite signals sufficiently
disagree and the source of the disagreement cannot be isolated to
one satellite
Visual Approaches
The visual approach database for a particular runway will default to a 5 nm
extension. This distance can be adjusted by tenths of a mile. i.e., 2.3 nm
extension.

GPS-FMS (CDU/PFD) Messages
CDU PFD
DESCRIPTION
MESSAGE MESSAGE
GPS estimate is different from the FMS. Message is
displayed when differences are greater than or equal to:
GPS-FMS
MSG 2.0 nm - oceanic, remote or enroute area
DISAGREE
1.0 nm - terminal area
0.3 nm - approach area
Aircraft distance within 30 nm of defined airport, also
indicates lateral and vertical deviation are being displayed
TERM
on PFD at GPS “terminal” sensitivity (±1 nm). TERM also
appears when GA is selected.
Crew has deselected the usage of all GPS data on the
GPS
GPS CONTROL page. Message is only displayed on the
DISABLE
messages page.
GPS sensor is enabled but GPS measurements are not
being used in the FMS position solution for:
GPS NOT
MSG 5 minutes in oceanic/remote and enroute area
AVAILABLE
2 minutes in terminal area
30 seconds in approach area
The FMC is using solely the GPS sensor for position
GPS ONLY GPS ONLY
estimate.
GPS Dual GPS installation only. Both GPS sensors are enabled
MSG
REVERTED and onside sensor is not used by the FMC.
GPS integrity (RAIM) is not valid for more than 5 minutes
NO GPS in either oceanic/remote, enroute or terminal area. For the
MSG
RAIM approach phase the RAIM is not valid and FAF has
sequenced.
GPS approach is activated and the aircraft is within 2 nm
GPS APPR of FAF until the MAP. Lateral sensitivity change to
±0.3 nm.
GPS approach active in the FMS flight plan.
NO APPR
MSG Approach is enabled and aircraft in arrival terminal area.
GPS RAIM
Predictive RAIM status at destination is UNAVAILABLE.
Indicates that the aircraft is within 30 nm of the FAF for the
APPR FOR
MSG selected airport and the approach is not qualified for use
REF ONLY
by the FMS as primary approach guidance.

Approach Briefing
Comprehensive planning and a thorough briefing are key ingredients to a
safe and professional approach. The following table is a suggested format.
“This will be a _____ approach at _____
Plate # _____ dated _____
MSA is _____
Transition level is _____
LOC/VOR/NDB frequency _____ preset/active (both)
ADF 1 set to _____, ADF 2 set to _____ (if applicable)

Bearing pointer 1 on _____, bearing pointer 2 on _____ (both) (if applicable)
Identify all navaids during final NAV setup
Final course set to _____ (both)

GS check altitude is _____, or step down altitudes are _____
Minimums are _____
MDA set to _____ (both), or

DH set to _____ (both), Radio Altimeter tested (both) (for Cat II/III)
MAP is _____ (if applicable)
Call me 500’ AAE, 100’ above Minimums, Minimums and MAP, or Visual
At Minimums, I will call Landing, or go-around (at the MAP)
In the event of a go-around I will _____
Approach lighting is _____

I will use full/idle reverse
Runway exit point will be _____
Requirements: APU, Anti-ice, Ignition, Radar, Terrain, Special considerations
Any questions?”
PM: “I will call 500, 100 above, Minimums and Visual”

In Range Check/Descent Check
This is a Challenge and Response check.
A thorough and comprehensive planning is essential to ensure smooth
transitions from one phase of flight to another. Prior to commencing
descent, the following procedures should be performed to ensure that the
aircraft is properly configured and the various aircraft systems set-up for
the subsequent phase of flight. The pilot-monitoring (PM) will see to it as
well that the pertinent operational data and information required for
descent, possible holding and approach to landing have been acquired.
IN RANGE CHECK (North American)

(1) LDG ELEV__________________________________ Set PF
(2) Fuel __________________________________ Checked PF
(NA) Altimeters _____________________________(----) Set BOTH
(3) TCAS <0040> _________________________ As required PF
(4) Radar <0040> _________________________ As required PF
(5) Terrain display <0040> __________________ As required PF
(6) CAS____________________________Checked/Cleared BOTH
(7) Landing data ________________________________ Set BOTH
(8) Approach briefing _______________________ Complete PF

DESCENT CHECK (International)

(1) LDG ELEV _________________________________ Set PF
(2) Fuel __________________________________ Checked PF
(4) Radar <0040> _________________________ As required PF
(5) Terrain display <0040> ___________________ As required PF
(6) CAS ________________________ Checked and Cleared BOTH
(7) Landing data _______________________________ Set BOTH
(8) Approach briefing_______________________ Complete PF

(1) LDG ELEV _________________________________ Set PF
The PF checks to ensure pressurization system is operating normally and

on-schedule and that the destination airport landing field elevation is set.
If destination field elevation is greater than 8000 ft, select 8000 ft or lower
for the duration of the climb and cruise, and set destination field elevation
at the beginning of the descent.
At the top of descent: <0090>
(a) LDG ELEV.................................................................................. Check
• Set LDG ELEV to standard airfield elevation at destination
NOTE
1. The NO SMOKING status message will be posted

when the cabin altitude goes above 10,000 ft.
2. 21,000 ft, the cabin altitude will climb towards the

LDG ELEV selected. The pressurization control
system will stay in the descent mode with the cabin
altitude rising to the LDG ELEV until the aircraft’s
subsequent climb above 22,500 ft. This hysteresis is
provided to avoid the cabin altitude from being
driven up and down if the airplane is flying at, or
close to, 21,000 ft.
3. It is recommended not to descend below 21,000 ft

unless a landing is assured in order to reduce the
time for oxygen use.
(b)Oxygen masks .....................Don when cabin altitude is above 10,000 ft

(2) Fuel __________________________________ Checked PF
The PF cross-checks all the readouts in the fuel system, the EICAS fuel
quantity readouts and fuel used readouts. Checks the fuel balance and
determines the actual fuel on board and notify the PF of fuel status.
(NA) Altimeters _____________________________ (----) Set BOTH
Set standby altimeter to QNH upon receipt of information.

Both pilot and copilot altimeters should be left at QNE (29.92 IN or 1013
HPA) until passing through transition altitude, or upon leaving the cruise
altitude, whichever is lower.
Cross-check pilot and copilot altitude readouts after resetting altimeters to
QNH.
Example (In Range Check only):
• The PF states “Transition 29.98 - 17,500”
• The PM responds “29.98 - 17,500”
At the transition altitude: <0090>
(a) Altimeter setting ............... Set to the landing field barometric pressure
The pilot checks on the RTU to confirm that TCAS is selected as required
and overlaid on an MFD.
(4) Radar display <0040> ___________________ As required PF
Radar is independently selected as briefed. If required, set appropriate tilt

for the range selected.

(5) Terrain display <0040> ___________________As required PF
(5) CAS _______________________ Checked and Cleared BOTH
The PM verifies EICAS messages and says “Checked”. The PF checks

EICAS and says “Cleared”. The PM clears the messages.
(6) Landing data________________________________ Set BOTH
ATIS information and ATC clearance should have been acquired.

The PM sets the following:
• VT bug to VFTO
• V2 bug to V2GA
• VREF speed in the FMS
• Go-around N1 in the MENU page
• Radio and NAV equipment for the approach
(7) Approach briefing _______________________ Complete PF
NOTE
The PF will hand over the controls to the PM when

conducting the approach briefing, and will resume
control after the completion of the briefing.
----------END----------

10,000 Foot Check/Approach Check
This is a Read and Do checklist. The Approach Check is accomplished
following transition.
10,000 FOOT CHECK (North American)

(1) APU and bleeds........................................................... Set PM
APPROACH CHECK (International)

(Int) Altimeters........................................................... (----) Set BOTH
(1) APU and bleeds........................................................... Set PM
(Int) Altimeters ........................................................... (----) Set BOTH
Set standby altimeter to QNH upon receipt of information.

Both pilot and copilot altimeters should be left at QNE (29.92 IN or
1013 HPA) until passing through transition altitude, whichever is lower.
Cross-check pilot and copilot altitude readouts after resetting altimeters to
QNH.
Example (Approach Check only):
• The PF states “Transition 1009 - 4800”
• The PM responds “1009 - 4800”

(1) APU and bleeds............................................................Set PM
(a) APU .................................................................................... As required

• If required, start the APU (Ensure that operating limitations/envelope
is considered if the APU is to be started)
NOTE
In-flight, the APU PWR/FUEL and APU START/STOP

switch/lights must be pressed in rapid succession (no
more than a 5 second interval between) to avoid APU
windmilling at speed greater than 8% rpm.
(b) PACKs............................................................... Transfer to APU bleed
NOTE
The following steps need to be done one after the other

without delay to avoid PACKs going off line
inadvertently between steps.
• L 10TH STAGE BLEEDs..............................................................Close

• L 10TH SOV CLSD status message comes on
• APU LCV switch/light...................Select to open the load control valve
• APU LCV OPEN status message comes on
NOTE
The 10th stage engine bleeds must be closed for

landing when the cowl and/or wing anti-ice systems are
in use.

• R 10TH STAGE BLEEDs.............................................................Close
• R 10TH SOV CLSD status message comes on
• 10TH STAGE ISOL switch/light.........Select to open the isolation valve
• ISOL OPEN status message comes on
NOTE
The 10th stage engine bleeds must be closed for

landing when the cowl and/or wing anti-ice systems are
in use.
(2) Lights and PASS SIGNS ................................. As required PM
The RECOG/TAXI LTS and the PASS SIGNS are recommended to be

selected ON when passing through 10,000 ft.
The PF may elect to have the PASS SIGNS turned ON earlier due to
weather, turbulence, or any other consideration.
NOTE
When operating the flight spoilers, do not release the

FLIGHT SPOILER lever until normal extension or
retraction of the flight spoilers is ascertained.
----------END----------

Approach
Approach Procedure
It is assumed that all the necessary preparations for the approach have
been accomplished prior to reaching the terminal control zone. Plan the
descent such that the aircraft will be at the traffic pattern altitude at FLAPS
0 maneuvering speed, at about 12 miles (19 km) out when proceeding
straight-in, or at about 8 miles (13 km) out when entering the pattern
abeam.
The In-Range Check should have been initiated prior to the start of the
descent and completed before arriving at the terminal area. <TC> or <FAA>
The Descent Check should have been initiated prior to the start of the
descent and completed before arriving at the terminal area. <EASA>
As a rule-of-thumb, the descent should be planned so as to arrive at the
following conditions:
(1) Altitude (AGL) ..........................................................................10,000 ft
(2) Distance from the airport 30 miles (48 km)
(3) Airspeed ................................................................................ 250 KIAS
(4) Differential pressure <0090> ............................... Not more than 1.0 psid
CAUTION
PFD negative barometric altitude is indicated by a
small white minus (-) sign within the coarse tape
area of the barometric altitude tape.
----------END----------

Maneuvering and Approach Speed
The following example tables indicate the minimum approach reference
speeds with respect to various flaps settings and aircraft weights.
The minimum maneuvering speeds are obtained by adding 10 KIAS to the
speeds given in the table. The 10 KIAS additive provides adequate margin
to stick shaker actuation for an inadvertent 15° overshoot beyond the
normal 30° bank, when recommended procedures are followed.
CF34-3B1 <0005> OR <0068> AND <METRIC>
FLAPS 45 FLAPS 30 FLAPS 20 FLAPS 0

WEIGHT (KG)
VREF - (KIAS) SPEED (KIAS) SPEED (KIAS) SPEED (KIAS)
15,400 120 128 132 150
16,000 122 130 134 152

17,000 126 134 138 156
18,000 130 138 142 160
19,000 133 141 145 163

20,000 137 145 149 167
21,000 140 148 152 170
21,319 141 149 153 171

22,000 144 152 156 174
23,000 147 155 159 177
24,000 151 159 163 181

CF34-3B1 <0005> OR <0068> AND <IMPERIAL>

FLAPS 45 FLAPS 30 FLAPS 20 FLAPS 0
WEIGHT (LB)
VREF - (KIAS) SPEED (KIAS) SPEED (KIAS) SPEED (KIAS)
34,000 120 128 132 150

36,000 123 131 135 153
38,000 127 135 139 157
40,000 130 138 142 160
42,000 133 141 145 163
44,000 136 144 148 166
46,000 140 148 152 170

47,000 141 149 153 171
48,000 143 151 155 173
50,000 146 154 158 176
51,000 148 156 160 178
52,000 149 157 161 179
53,000 151 159 163 181
Final Approach Speed
Final approach is normally flown at VREF.

When operating in gusty wind conditions:
(1) Airspeed ..................................VREF +1/2 the gust (maximum of 10 kt)
Example:
For winds of 15 kt gusting 35 kt:
• Gust = 20 kt
• 1/2 the gust = 10 kt
• Approach speed = VREF +10 kt
----------END----------

Precision (ILS) Approach
Precision approaches utilizing the autopilot and/or the flight director are
essentially the same.
NOTE
1. Ensure that both flight directors are displayed.
2. All speeds are recommended procedural speeds

and NOT necessarily minimum maneuvering
speeds.
When appropriate:
(1) Speed ..................................................................................... 200 KIAS
When further speed reduction is required:
CAUTION
1. When making a flap selection, the FLAPS lever
must be moved without stopping between
selections and without delay.
2. Do not rest your hand on the FLAPS lever.
(2) FLAPS <0006> .........................................................8 (speed 180 KIAS)

(2) FLAPS..................................................................20 (speed 170 KIAS)

When within 90° of the final course:
CAUTION
To avoid possible false localizer captures, do not
arm approach until the aircraft is close to, or
established on an inbound localizer course.
(3) FCP mode ...................................................................................APPR

• Verify LOC1(2) and GS armed indications on both PFDs
NOTE
On AHRS equipped aircraft, the course input is used

by the FCC to dampen lateral corrections. Therefore,
an incorrect course setting will affect the localizer
capture and tracking effectiveness. Changing this
setting while established on the localizer will have an
immediate impact on the lateral flight path.
At glideslope capture:
(4) Landing gear.................................................................................... DN
(5) FLAPS ................................................................. 30 (speed 160 KIAS)
(6) Before Landing Check ........................................Accomplish to the line
(7) ALT preselector................................................................... Set to MAA
Not lower than 1500 ft AGL:

(8) FLAPS ........................ 45 (speed VREF +1/2 the gust, maximum 10 kt)
(9) Before Landing Check .................................... Complete below the line

Final approach fix (FAF):
(10) Fix name, altitude and flags ...................................................... Check
• Fix name, indicated altitude and presence or absence of flags will be
stated
(11) Autopilot (if used) .............................................................. Disconnect
• At not less than 80 ft AGL <TC> or <FAA>
• At not less than 60 ft AGL <EASA>
Effectivity: Aircraft 7390 and subsequent, and aircraft 7003 thru 7067, 7069 through 7389
incorporating SB 601R-22-014, Auto Flight – Flight Control Computer – Installation of the
New FCC 4000 With Improved Control Laws.
(11) Autopilot (if used) <EASA> ............................... Disconnect

• At not less than 80 ft AGL
CAUTION
----------END----------


PRECISION (ILS) APPROACH NOTE
2-170
All speeds are recommended procedural speeds,
NOT minimum maneuvering speeds.
This approach can be flown via vectors or straight-in.
PF: • Straight-in: Flaps 20 – Speed 170 KIAS
• “Flaps 20” - Speed 170 KIAS
Approaching Fix:
• Speed 200 KIAS
Normal Procedures
PM at FAF: PM:
PF: • Name, • “500” PM:
On Intercept Course: Altitude, (TDZE)
• “100 Above”
• Green needles – (Flags)
Engage APPR mode PM:
• “Minimums”
PF:
• “Landing” or
“Go-Around”
AP must be
disengaged by
80 ft AGL.
PF: PF at FAF:
• “Set Missed • “Altitude xx”
Approach Altitude” Decision Height/Altitude (DH/DA)
Figure 2.7 Precision (ILS) Approach <TC> or <FAA>

PF:
At Glideslope Capture:
• “Gear DN” PF: PM:
• “Flap 30” - Speed 160 KIAS Not lower than 1,500 ft AGL (Established on GS)
• Verify spoilers
• “Before Landing Check - To the Line” • “Flaps 45” - Speed VREF + 1/2 the gust (maximum 10 kt) • “90 kt”
• “Before Landing Check - Below the Line”
PRM2v2_02_038

All speeds are recommended procedural speeds, NOT
minimum maneuvering speeds.
This approach can be flown via vectors or straight−in.
PF: Straight−in: Flaps 20 − Speed 170 KIAS
PF: Approaching Fix:

Speed 200 KIAS


PM:
PM at FAF:
PF: Name, PM:
On Intercept Course: Altitude,
Green needles − (Flags)
Engage APPR mode
PM:
PF:
AP must be
disengaged by
80 feet AGL.
PF: PF at FAF:
Decision Height/Altitude (DH/DA)

PF:
Figure 2.8 Precision (ILS) Approach <TC> or <FAA> and <0006>

PF:
PM:
Not lower than 1,500 feet AGL (Established on GS):
PRM2v2_02_039
2-171
Normal Procedures
2-172
Approaching Fix:
• Speed 200 KIAS
Normal Procedures
PM at FAF: PM:
PF: • Name, • “500” PM:
• “100 Above”
• “Minimums”
PF:
“Go-Around”
AP must be disengaged
by 60 ft AGL. <JAA>
Airplanes with – 704 FCC:
PF: by 80 ft AGL.
PF at FAF:
Figure 2.9 Precision (ILS) Approach <JAA>

PF:
• Verify spoilers
PRM2v2_02_040


• “Flaps 8” - Speed 180 KIAS <0006> • Speed 200 KIAS

PM at FAF: PM:
PF: • Name, • “500” PM:
• “100 Above”
• “Minimums”
PF:
“Go-Around”
by 60 ft AGL. <JAA>
Airplanes with – 704 FCC:
PF: by 80 ft AGL.
PF at FAF:
Figure 2.10 Precision (ILS) Approach <JAA> and <0006>

PF:
• Verify spoilers
PRM2v2_02_041
2-173
Normal Procedures
Lateral Navigation Guidance Only (LNAV) Approach
LNAV With Step-Down
Non-precision approaches utilizing the autopilot and/or the flight director

are essentially the same.
NOTE
All speeds are recommended procedural speeds and

NOT necessarily minimum maneuvering speeds.
When appropriate:
(1) Speed ..................................................................................... 200 KIAS
CAUTION
(2) FLAPS <0006> .........................................................8 (speed 180 KIAS)

(2) FLAPS..................................................................20 (speed 170 KIAS)
When tracking altitude:

(3) ALT preselector ................................... Set to the next required altitude
• ALT (green) and ALTS (white) indications (armed) on both PFDs
When approaching the descent point (waypoint flashing):

(4) FCP mode ..........................................................................VS at the fix
• Using the pitch wheel, set vertical speed (VS) as required
• Adjust thrust to maintain the desired speed
(5) For all altitude changes, repeat steps (3) and (4), each time
At approximately 3 to 5 miles before the FAF:
(6) Landing gear.................................................................................... DN
(7) FLAPS ................................................................. 30 (speed 160 KIAS)
(8) Before Landing Check ........................................Accomplish to the line
NOTE
If a circling approach is planned, maintain FLAPS 30

and FLAPS 30 speed +10 KIAS.
(10) Before Landing Check .................................. Complete below the line

(11) Fix name, altitude and flags ...................................................... Check
stated
(12) Continue descent, as per steps (3) and (4) on the previous page
(13) Chronometer............................................................. Start as required
(14) Autopilot (if used)................... Disconnect at not less than 400 ft AGL
When tracking the MDA (ALTS CAP): or

MDA is captured (as indicated by amber MDA alert and flashing cyan
MDA pointer on both PFDs):
(15) ALT preselector................................................................. Set to MAA

When the runway is in sight:
(16) Landing .................................................................... Continue visually
• Continue the approach on a nominal 3° glide path
(17) Flight director ................................................................................. Off
CAUTION
----------END----------


NOTE
LNAV with STEP-DOWN All speeds are recommended procedural speeds,
2-178
When performing straight-in approach:
• Select flaps in shown sequence
PF: • Ensure stable FLAPS 30 speed of 160 KIAS before
• “Flaps 20” - Speed 170 KIAS 3 to 5 miles from FAF
• “Flaps 8” - Speed 180 KIAS <0006> • Speed 200 KIAS
Normal Procedures
PM:
PM at FAF: • “100 Above” Minimum Descent Altitude (MDA)
• Name, PM:
Altitude,
(Flags) • “Minimums”
“GPS APPR” PF:
Timing
• “Set Missed Approach Altitude”
PF:
• “Landing, FD Off” or
“Go-Around”
PF:
(3 to 5 miles from FAF) AP must be
disengaged by
• “Gear DN” 400 ft AGL.
Figure 2.11 LNAV with Step-Down <0006>

• “Flap 30” - Speed 160 KIAS
• “Before Landing Check - PF:
To the Line” PF at FAF:
• ALTS CAP -
PF: • “Altitude xx” Preselect next Missed Approach
(1 to 2 miles from FAF) altitude* Point (MAP)
• “Flaps 45” - Speed - VREF + factor PM:
• “Before Landing Check - Runway in sight*
* PF may request PM • Verify spoilers
Below the Line” • Continue descent on • “90 kt”
PRM2v2_02_042 to make selection nominal 3° glide path

NOTE
LNAV with STEP-DOWN All speeds are recommended procedural speeds,
Approaching Fix:

• Speed 200 KIAS

PM:
PM at FAF: • “100 Above” Minimum Descent Altitude (MDA)
• Name, PM:
Altitude,
(Flags) • “Minimums”
“GPS APPR” PF:
Timing
• “Set Missed Approach Altitude”
PF:
“Go-Around”
PF:
(3 to 5 miles from FAF) AP must be
Figure 2.12 LNAV with Step-Down

disengaged by
• “Gear DN” 400 ft AGL.
• “Flap 30” - Speed 160 KIAS
To the Line” PF at FAF:
• ALTS CAP -
PF: • “Altitude xx” Preselect next Missed Approach
(1 to 2 miles from FAF) altitude* Point (MAP)
• “Flaps 45” - Speed - VREF + factor PM:
• “Before Landing Check - Runway in sight*
• Verify spoilers
Below the Line” * PF may request PM • Continue descent on • “90 kt”
PRM2v2_02_043 to make selection nominal 3° glide path
2-179
Normal Procedures
LNAV with Constant Descent Approach (CDA) to Minimum Descent
Altitude (MDA)
LNAV guidance only approaches utilizing the autopilot and/or the flight
director are essentially the same.
NOTE

When appropriate:
(1) Speed ..................................................................................... 200 KIAS

(2) FLAPS <0006> .........................................................8 (speed 180 KIAS)
(2) FLAPS..................................................................20 (speed 170 KIAS)

(3) ALT preselector ..................................................... Set to the next MDA


(5) Landing gear .................................................................................... DN
(6) FLAPS..................................................................30 (speed 160 KIAS)
(7) Before Landing Check........................................ Accomplish to the line

At approximately 1 to 2 miles before the FAF or not lower than 1500 ft
AGL:
NOTE
If a circling approach is planned, maintain FLAPS 30

and FLAPS 30 speed +10 KIAS.

(10) Fix name, altitude and flags...................................................... Check
stated
(11) Chronometer ............................................................. Start as required
When tracking the MDA (ALTS CAP): or

MDA is captured (as indicated by amber MDA alert and flashing cyan
MDA pointer on both PFDs):
When the runway is in sight:

(15) Flight director ..................................................................................Off
CAUTION
----------END----------

NOTE
2-182
LNAV with CDA to MDA NOT minimum maneuvering speeds.
PF:
• Ensure stable FLAPS 30 speed of 160 KIAS before
PF:
Approaching Fix:
• “Flaps 8” - Speed 180 KIAS <0006>
Normal Procedures
• Speed 200 KIAS

Minimum Descent Altitude (MDA)
PM at FAF:
PF: • Name, PM:
(3 to 5 miles from FAF) Altitude, • “Minimums”
• “Gear DN” (Flags)
• “Flap 30” - Speed 160 KIAS “GPS APPR” PF:
• “Before Landing Check - Timing • “Set Missed Approach Altitude”
To the Line” PM:
• “100 Above”
PF:
“Go-Around”
AP must be
disengaged by
400 ft AGL.
Figure 2.13 LNAV with CDA to MDA <0006>

PF at FAF:
• “Altitude xx”
PF: Missed Approach
(1 to 2 miles from FAF) or Point (MAP)
(Not lower than 1500 ft AGL)
Runway in sight PM:
• “Flaps 45” - Speed VREF + factor
• “Before Landing Check - Below the Line” • Continue descent on • Verify spoilers
PRM2v2_02_044 nominal 3° glide path • “90 kt”

NOTE
LNAV with CDA to MDA NOT minimum maneuvering speeds.
PF:
• Ensure stable FLAPS 30 speed of 160 KIAS before
Approaching Fix:

• Speed 200 KIAS

Minimum Descent Altitude (MDA)
PM at FAF:
PF: • Name, PM:
(3 to 5 miles from FAF) Altitude, • “Minimums”
• “Flap 30” - Speed 160 KIAS “GPS APPR” PF:
• “Before Landing Check - Timing • “Set Missed Approach Altitude”
To the Line” PM:
• “100 Above”
PF:
“Go-Around”
AP must be
Figure 2.14 LNAV with CDA to MDA

disengaged by
400 ft AGL.
PF at FAF:
PF: Missed Approach
(1 to 2 miles from FAF) or Point (MAP)
(Not lower than 1500 ft AGL)
Runway in sight PM:
• “Flaps 45” - Speed VREF + factor
• “Before Landing Check - Below the Line” • Continue descent on • Verify spoilers
PRM2v2_02_045 nominal 3° glide path • “90 kt”
2-183
Normal Procedures
LNAV with Constant Descent Approach (CDA) to Runway
CAUTION
Only authorized operators may use navigation
DH/DA in lieu of MDA(H).
LNAV guidance only approaches utilizing the autopilot and/or the flight
director are essentially the same.
NOTE

When appropriate:
(1) Speed ..................................................................................... 200 KIAS

(2) FLAPS <0006> .........................................................8 (speed 180 KIAS)
(2) FLAPS..................................................................20 (speed 170 KIAS)

(3) ALT preselector .............................................................Set to the MDA


(5) Landing gear .................................................................................... DN
(6) FLAPS..................................................................30 (speed 160 KIAS)

At approximately 1 to 2 miles before FAF or not lower than 1500 ft
AGL:

(10) Fix name, altitude and flags...................................................... Check
stated
(11) Chronometer ............................................................. Start as required
Not lower than 10,000 ft AGL:

• The VS mode will change to pitch
(14) FCP mode ......................................................................................VS
• Verify VS (green) indication on both PFDs
At MDA = 50 ft, and landing is feasible:

CAUTION
----------END----------

NOTE
2-186
LNAV with CDA to Runway NOT minimum maneuvering speeds.
PF:
Approaching Fix:
Normal Procedures
• “Flaps 8” - Speed 180 KIAS <0006>
• Speed 200 KIAS

PM at FAF:
PF: • Name,
(3 to 5 miles from FAF) Altitude,
• “Flap 30” - Speed 160 KIAS “GPS APPR”
• “Before Landing Check - Timing (MDA) + 50 ft
PM:
To the Line” PM:
• “100 Above”
• “Minimums”
PF:
“Go-Around”
AP must be
disengaged by
400 ft AGL.
Figure 2.15 LNAV with CDA to Runway <0006>

PF at FAF:
PF: PF:
(1 to 2 miles from FAF) or (Not lower than 1500 ft AGL)
(Not lower than 1500 ft AGL) • Set to missed Approach Altitude
• “Flaps 45” - Speed VREF + factor • Engage VS mode - Verify VS (green) PM:
• “Before Landing Check - Below the Line” indication on both PFDs • Verify spoilers
PRM2v2_02_046 • Set VS as required • “90 kt”

NOTE
LNAV with CDA to Runway NOT minimum maneuvering speeds.
3 to 5 miles from FAF

Approaching Fix:
• Speed 200 KIAS

PM at FAF:
PF: • Name,
(3 to 5 miles from FAF) Altitude,
• “Flap 30” - Speed 160 KIAS “GPS APPR”
• “Before Landing Check - Timing (MDA) + 50 ft
PM:
To the Line” PM:
• “100 Above”
• “Minimums”
PF:
“Go-Around”
AP must be
disengaged by
Figure 2.16 LNAV with CDA to Runway

400 ft AGL.
PF at FAF:
PF: PF:
(1 to 2 miles from FAF) or (Not lower than 1500 ft AGL)
(Not lower than 1500 ft AGL) • Set to missed Approach Altitude
• “Flaps 45” - Speed VREF + factor • Engage VS mode - Verify VS (green) PM:
• “Before Landing Check - Below the Line” indication on both PFDs • Verify spoilers
PRM2v2_02_047
• Set VS as required • “90 kt”
2-187
Normal Procedures
Circling Approach
When performing a circling approach, maintain the aircraft configuration
from the FAF onwards (FLAPS 30, landing gear down and Before Landing
Check accomplished to the line). When the circling MDA is captured, set
the missed approach altitude (MAA). With the airport environment in sight
and within the maneuvering airspace, commence circling to place the
aircraft in a position, allowing for wind correction, where a normal landing
can be executed.
(1) Circling MDA ............................................................................Maintain
• Altitude preselector set to MAA
• Minimum FLAPS 30 speed +10 KIAS when maneuvering
When in position for landing:

(2) Descend ..............................Initiate (establish a nominal 3° glideslope)
Prior to 500 ft AGL:
CAUTION
NOTE
Anticipate ballooning when FLAPS 45 is selected.
(3) FLAPS............................................................................................... 45
• Speed VREF +10 KIAS, if still maneuvering
• Speed VREF +1/2 the gust (maximum 10 kt), once on final
(4) Before Landing Check.....................................Complete below the line
(5) Autopilot (if used) .....................Disconnect at not less than 400 ft AGL
(6) Flight director ................................................................................... Off
CAUTION

area of the barometric tape.
----------END----------


PF:
Prior to 500 ft AGL CIRCLING APPROACH
• “Flaps 45” -
Speed VREF + 1/2 the gust
PF:
(maximum 10 kt)
• “Before Landing Check - When in position for landing
Below the Line” *Descent - Initiate

Once within Maneuvering
Airspace, commence Circling.

Circling MDA
Maintain MDA until in

position for landing.
Figure 2.17 Circling Approach

PF:
Prior to 400 ft AGL: Configuration on Entry:
• “AP Off, FD Off” • Gear DN
PF: • Flaps 30
• Flaps 30 Speed + 10 KIAS
• Maintain nominal 3° • Before Landing Check -
glideslope to landing To the Line completed
• Missed Approach Altitude
preselected
PRM2v2_02_048
2-191
Normal Procedures
Standard Visual Approach
Enter the visual pattern according to the prescribed regulatory
procedures.
(1) Altitude ......................................... As required (nominally 1500 ft AGL)
CAUTION
(2) FLAPS <0006> .........................................................8 (speed 180 KIAS)

(2) FLAPS..................................................................20 (speed 170 KIAS)
(3) Landing gear ............................ DN (just prior to turning onto base leg)
At the desired position, commence a base turn towards final:

(4) Descent .............................. Initiate (to match a nominal 3° glide slope)
(5) FLAPS..................................................................30 (speed 160 KIAS)
At not less than 500 ft on final:
CAUTION
(7) FLAPS............................................................................................... 45
• Speed VREF +10 KIAS, if still maneuvering
• Speed VREF +1/2 the gust (maximum of 10 kt), once on final
(8) Before Landing Check.....................................Complete below the line

(9) Autopilot (if used)...................... Disconnect at no less than 400 ft AGL
(10) ALT preselector........................................................... Set as required
----------END----------

STANDARD VISUAL APPROACH
PF:
2-194
PF:
• “Flaps 30” - At desired position: PF:
Speed 160 KIAS • Commence turn Abeam Threshold
• “Before Landing Check - toward final • “Flaps 20” -
To the Line” • “Gear DN” Speed 170 KIAS
Normal Procedures
Nominally 1,500 ft AGL
NOTE
All speeds are recommended
1 to 1.5 miles
procedural speeds,
Figure 2.18 Standard Visual Approach

PF:
Turning Final
Prior to 500 ft AGL PF:
• “Flaps 45” - Prior to 400 ft AGL: PF:
Speed VREF + 1/2 the gust • “AP Off, FD Off” • Maintain nominal 3°
(maximum 10 kt) glideslope to landing
• “Before Landing Check -
Below the Line”
PRM2v2_02_049

STANDARD VISUAL APPROACH
PF: PF:
• “Flaps 30” - At desired position: PF:
Speed 160 KIAS • Commence turn Abeam Threshold PF:
• “Before Landing Check - toward final • “Flaps 20” - • “Flaps 80” -
To the Line” • “Gear DN” Speed 170 KIAS Speed 180 KIAS <0006>


NOTE
1 to 1.5 miles
procedural speeds,
PF:
Turning Final
Figure 2.19 Standard Visual Approach <0006>

Prior to 500 ft AGL PF:
• “Flaps 45” - Prior to 400 ft AGL: PF:
Speed VREF + 1/2 the gust • “AP Off, FD Off” • Maintain nominal 3°
(maximum 10 kt) glideslope to landing
• “Before Landing Check -
Below the Line”
PRM2v2_02_050
2-195
Normal Procedures
Before Landing Check
NOTE
1. Icing conditions exist in flight at a TAT of 10°C

(50°F) or below, and visible moisture in any form is
encountered (such as clouds, rain, snow, sleet, or
ice crystals), except when the SAT is -40°C (-40°F)
or below.
2. The engine cowl anti-ice system must be ON when

in icing conditions or when ICE is annunciated by
the ice detection system.
3. The wing anti-ice system must be ON when ICE is

annunciated by the ice detection system or when in
icing conditions and the airspeed is less than
230 KIAS.
BEFORE LANDING CHECK

(1) Flight attendant __________________________ Advised PF
(2) PASS SIGNS _________________________ As required PF
(3) THRUST REVERSERs ____________________ARMED PF
(4) LDG GEAR _________________________________DN PF
------------------------------------------------------------------- ----
(5) FLAPS _____________________________(--) Indicating PF

Flow Pattern
PILOT-FLYING (PF) PILOT-MONITORING (PM)
(1) Flight attendant - Advised

(2) PASS SIGNS
(3) Thrust reversers
(1) Flight attendant__________________________ Advised PF
PM cycles the NO SMKG switch OFF then ON slowly (2 chimes). During

the checklist, the PF confirms that the double chime was heard.
(2) PASS SIGNS _________________________As required PF
(a) NO PED switch <0095> ..................................................................... ON

• Turn off electronic devices
(b) NO SMKG switch ............................................................................ ON
• NO SMOKING status message on
(c) SEAT BLTS switch .......................................................................... ON
• SEAT BELTS status message on
(3) Thrust reversers _________________________ ARMED PF
(a) LH and RH THRUST REVERSER switches ................ Select ARMED

• Confirm that the L REV ARMED and R REV ARMED advisory
messages are on

(4) LDG GEAR _________________________________ DN PF
PM selects LDG GEAR lever to the DN position when directed by the PF.
The PF confirms that three amber dash marks are displayed on the EICAS
primary page, indicating that the landing gear is in transit, followed by
three green DN indications, indicating that the landing gear is down and
locked.
--------------------At The Line--------------------
(5) FLAPS_____________________________ (--) Indicating PF
Final flaps configuration may have to be delayed as required. If this is the

case, the PM must ensure that this procedure has been completed before
calling out “Before Landing Check Complete”.
Check that the flap indications are displayed as selected.
----------END----------


Go-Around Procedure
The following procedures are recommended in the event of a missed
approach or any other situation which would necessitate making a
go-around maneuver, with the aircraft in the landing configuration. It is
assumed that the flight instruments, radios and navigation aids have been
previously set-up for the missed approach.
WARNING
IF UNRELIABLE AIRSPEED SUSPECTED,

DISREGARD ALL REFERENCES IN THIS
PROCEDURE TO AIRSPEED, SPEED MODE AND
TOGA.
CAUTION
1. If unreliable airspeed is suspected, do not use

TOGA switch.
2. A go-around maneuver should NOT be

attempted after the thrust reversers have been
deployed.

NOTE
1. The minimum fuel quantity for go-around is 202 kg

(450 lb) per wing (with the aircraft level) and
assuming a maximum aircraft climb attitude of 10°
noseup.
2. If an alternate destination is required after a

go-around, the LDG ELEV must not be set to the
alternate airport elevation until the CABIN ALT
WARN HI advisory message is out. <0090>
3. Selecting an alternate airport elevation below the

current cabin altitude would cause the CABIN ALT
caution or warning message to be posted. <0090>
From a gear-down, FLAPS 45 approach:

At the MAP, DH, DA or during circling, and a decision to go-around
was made:
(1) Thrust levers/TOGA switch........................................... Advance/Press
• Advance the thrust levers to the normal go-around N1 thrust setting
while pressing the TOGA switch
(2) Aircraft ........................................................................................ Rotate
• Rotate smoothly towards the flight director target pitch attitude of +10°
to arrest the descent
(3) FLAPS <0006>.......................................................................................8
(3) FLAPS ...............................................................................................20
• When selecting flaps for go-around, ensure that the back face of the
FLAPS lever is pushed without any downward pressure. This ensures
that the correct flap position is selected for go-around

NOTE

climb speed will be achieved/maintained under all
(4) Pitch attitude ............................................................................... Adjust

• To achieve an airspeed of not less than:
• V2GA (FLAPS 8) +10 KIAS as the FLAPS are retracted to 8 <0006>
• V2GA (FLAPS 20) +10 KIAS as the FLAPS are retracted to 20

(5) LDG GEAR lever.............................................................................. UP
(6) Airspeed ...................................................................................Maintain
• Not less than:
• V2GA (FLAPS 8) +10 KIAS <0006>
• V2GA (FLAPS 20) +10 KIAS
(7) Normal climb out procedures ..............................................Accomplish
----------END----------

GO-AROUND
PF:
• “Go-Around”
• Press TOGA Switch
• Thrust levers to GA power

PF: PF:
• Rotate toward FD PF:

• “Climb Thrust”
• “Flaps 8” <0006> • Call Flaps • “Climb Check”

• “Flaps 20” on schedule
PM:
PF:
PF: PF:
Acceleration ALT • Accelerate
• “Gear Up” • “Autopilot On” as required
PF:
• V2 + 10 to 15
• “Speed Mode” 600 ft AGL
PF:
Figure 2.20 Go-Around

• Speed 200 KIAS
PF:
• Call Lateral Mode
as required
PRM2v2_02_051
2-203
Normal Procedures
Touch-and-Go Landing Procedure
Touch-and-go landing maneuvers are only intended for use during flight
training, primarily for approach and landing practice, and should not be
utilized as part of the normal takeoff and landing procedures.
NOTE
1. For touch-and-go landings, the SPOILERS, GND
LIFT DUMPING switch may be left at AUTO.
2. The APR should be left armed at all times during

touch-and-go landings.
3. The landing gear may be left extended throughout

the whole exercise, if required for brake cooling.
Effectivity: Aircraft 7002, 7066 and subsequent, or aircraft 7003 through 7065
incorporating SB 601R-27-018, Flight Controls – Spoilers – Replacement of the Spoiler
Electronic Control Unit (SECU).
4. IB GND SPLR FAULT and OB GND SPLR FAULT status messages

may come on and stay on, indicating that the ground spoiler BITE
check was inhibited during the touch-and-go landing. This is a
normal indication and no further action is required.
When stabilized on the downwind leg:

(1) V-speeds ......................... Recompute and set speed bugs accordingly
----------END----------

Approach
Accomplish the pattern and approach procedure as per the Touch-and-Go
profile. The landing gear may remain extended throughout the maneuver
for brake cooling, but be prepared to retract the landing gear if an actual
engine failure occurs during go-around. Select the FLIGHT CONTROLS
(F/CTL) synoptic page on final approach in order to monitor ground lift
dumping (GLD) operation on the runway.
Landing
Accomplish the final approach and landing as described in the Landing

section of this chapter. At touchdown, reduce the thrust to idle, lower the
nosewheel to the runway and maintain directional control of the aircraft.
The PM selects FLAPS 20, sets stabilizer trim, advances the thrust levers
to 70% N1, and ensures that the GLDs have retracted. When the engines
have stabilized and the aircraft is correctly configured, the PM advances
the thrust levers to the takeoff thrust setting and announces “Rotate” when
at VREF.
WARNING
IF REVERSE THRUST HAS BEEN INITIATED, A
FULL-STOP LANDING MUST BE MADE.

NOTE
TOUCH AND GO
2-206
PF: procedural speeds,
• “Flaps 30” - NOT minimum maneuvering speeds.
Speed 160 KIAS PF:
• “Before Landing Check - At desired Position:
To the Line” PF:
• Commence turn • “Flaps 20” - Speed 170 KIAS
toward final • “In Range Check”
• “Gear DN”
Normal Procedures
PF: PM: PF:

• At VREF, “Rotate” • Climb at 170 KIAS
• “AP Off, FD Off” • “Climb Check”
1 to 1.5 miles PF:
• Rotate
Figure 2.21 Touch-and-Go <JAA>

PF:
Turning Final: PM: PM:
Prior to 500 ft AGL: • Select FLT CT • Select
PF: Status Page
• “Flaps 45” - Synoptic page PM:
Speed VREF + factor • “Gear Up”
After Touchdown:
• Set Flap 20, reset Trim PM:
Below the Line” • Maintain nominal 3°
• Thrust Levers to 70% • “Positive Rate”
glideslope to landing
• Verify GLDs down
• Thrust Levers to TOGA detent
PRM2v2_02_052

NOTE
TOUCH AND GO
PF: procedural speeds,
• “Flaps 30” - NOT minimum maneuvering speeds.
Speed 160 KIAS PF:
• “Before Landing Check - At desired Position:
To the Line” PF:
• Commence turn • “Flaps 20” - Speed 170 KIAS
toward final • “In Range Check”

• “Gear DN”

PF: PM: PF:

• At VREF, “Rotate” • Climb at 170 KIAS
• “AP Off, FD Off” • “Climb Check”
1 to 1.5 miles PF:
• Rotate
PF:
Turning Final: PM: PM:
Figure 2.22 Touch-and-Go <TC> or <FAA>

Prior to 500 ft AGL: • Select FLT CT • Select
PF: Status Page
• “Flaps 45” - Synoptic page PM:
Speed VREF + factor • “Gear Up”
After Touchdown:
• Set Flap 20, reset Trim PM:
Below the Line” • Maintain nominal 3°
• Thrust Levers to 70% • “Positive Rate”
glideslope to landing
• Verify GLDs down
• Thrust Levers to TOGA detent
PRM2v2_02_053
2-207
Normal Procedures
(5) After Landing
Aircraft Geometry Considerations for Landing
With the main landing gear on or very close to the runway the following
pitch and bank angles must be observed:
• Bank angles in excess of 9° may result in a wing tip strike
• Pitch angles in excess of 9° may result in a tail strike
NOTE
The wing tip and the tail bumper will always contact the
ground before the flap at any flap setting.
Full Stop Landing Procedure

The procedures outline below are done simultaneously or in quick
succession, as the situation requires.
Approach through 50 ft height point at VREF (refer to the AFM,
Performance – Landing Performance) on a stabilized glideslope of 3°, with
the landing gear down and FLAPS 45.
Thrust reversers may be used after touchdown to supplement the use of
wheel brakes. At airports where runway structural repair or debris is
known to exist, use thrust reversers with extreme caution to preclude the
possibility of foreign object damage (FOD) from occurring.
NOTE
Carry out normal visual flare during landing. <0026>
CAUTION
Application of brakes before nosewheel

touchdown may generate loads sufficient to cause
nose gear and/or nose gear bay structural damage.

NOTE
To avoid possible aircraft structural damage upon nose

gear touchdown:
1. It is imperative that touchdown occur at VREF or

less.
2. Touchdowns that occur at speeds greater than VREF

may result in a nose gear first landing which,
depending upon the rate of descent, may result in a
porpoising bounce which can generate loads
sufficient to cause nose gear structural damage.
3. After main gear touchdown, smoothly fly the

nosewheel onto the runway by relaxing aft control
column pressure. Do not use full nose-down
elevator.
(1) Thrust levers ..................................................................................IDLE

• Move thrust levers to IDLE at or below 50 ft AGL
(2) Aircraft attitude......................................................................... Maintain
• Maintain aircraft attitude until close to the runway. Perform partial flair,
and touchdown without holding off
• Lower the nosewheel gently onto the runway
(3) Spoilers ........................................................................Check deployed
• GND SPLR DEPLOY advisory message comes on
CAUTION
Landing brake energy levels are generally greater

during high altitude operations. To preclude fuse
plug release, use of maximum reverse thrust
immediately after touchdown is highly
recommended. <0090>

NOTE
Do not apply brakes until after the nosewheel is on the

ground.
(4) Brakes .......................................................................................... Apply

• Apply brakes as appropriate for landing and runway conditions
(5) Thrust reversers ......................................................................... Deploy
• Raise the piggy-backs to the locks. When the solenoid locks are
released, apply reverse thrust, as required
NOTE
1. Light-weight aircraft with aft CG may experience

nose-up pitching tendency when deploying thrust
reversers at a high thrust reverse setting. This
tendency is controllable with elevator and may be
minimized when nose wheel touchdown is achieved,
by applying forward elevator, before increasing
reverse thrust.
2. If cowl anti-ice is selected ON when thrust reversers

are deployed, L COWL A/ICE and R COWL A/ICE
caution messages will be posted on EICAS.

3. If cowl anti-ice is selected ON when thrust

reversers are deployed, FAIL LO indication on the
SUPP GND WING ANTI-ICE panel may illuminate.
(6) Directional control ....................................................................Maintain

• Use rudder and aileron as required

(7) Localizer deviation <0026>........................................................Monitor

• Monitor to aid directional control during roll-out
NOTE
Use of localizer deviation guidance is prohibited
during roll-out after a back course approach.
(8) Engine instruments and airspeed ..............................................Monitor
NOTE
1. During landing, full reverse thrust may be used.
2. To better anticipate the need to reduce N1 below the

applicable target, start reducing reverse thrust at
90 KIAS.
3. Reduce reverse thrust to idle or stow prior to

60 KIAS.
4. Thrust reversers will stow if piggy-back levers are

pushed firmly and fully down.
5. When reducing reverse thrust, carefully move thrust

levers to prevent an inadvertent stowing of thrust
reversers.
6. To maintain a stabilized taxi speed, use one or both

thrust reverser(s) at idle thrust.

(9) Thrust reversers ................................................................ IDLE/STOW
CAUTION
Under normal circumstances the engines must not

be shut down until the affected thrust reverser is
confirmed stowed:
• The thrust reverse levers are at the stowed
position, and
• The REV icon at N1 gauge goes out
• The REV UNLOCKED caution message goes out
NOTE
1. Reverse thrust idle is 25% to 30% N1.
2. Thrust reverser (piggy-back) levers must be pushed

firmly and fully down in order to do the following:
• Achieve thrust reverser stow, and
• Ensure that the main thrust lever mechanical lock
is disengaged
(10) Nosewheel steering...........................................................As required
----------END----------

After Landing Check
This is a Read and Do checklist performed when the aircraft is clear of the
runway, at a safe taxi speed with the engines stabilized at forward thrust.
AFTER LANDING CHECK

(1) APU................................................................. As required CPLT
incorporating SB A601R-34-146, Navigation – Transponder System – Wire
Strapping Changes for Operation of Transponder when the aircraft is on the
Ground.
(2) Transponder .................................................... As required CPLT

Effectivity: Aircraft 7003 through 8104 not incorporating SB A601R-34-146,
Navigation – Transponder System – Wire Strapping Changes for Operation of
Transponder when the aircraft is on the Ground.
(2) Transponder ............................................................. STBY CPLT

(3) Radar ......................................................................... OFF CPLT
(4) FLAPS............................................................................. 0 CPLT
(5) Lights and strobes ........................................... As required CPLT
(6) PROBES .................................................................... OFF CPLT
(7) Bleeds .......................................................................... Set CPLT
(1) APU .................................................................As required CPLT
Start the APU if required.

Effectivity: Aircraft 8105 and subsequent, or aircraft 7003 through 8104 incorporating
SB A601R-34-146, Navigation – Transponder System – Wire Strapping Changes for
Operation of Transponder when the aircraft is on the Ground.
NOTE
At airports where required, after landing, the flight
crew must maintain the transponder on continuously
until the aircraft is fully parked on stand. The
transponder shall be switched to STBY immediately
after parking.
(2) Transponder.................................................... As required CPLT
Effectivity: Aircraft 7003 through 8104 not incorporating SB A601R-34-146, Navigation –

Transponder System – Wire Strapping Changes for Operation of Transponder when the
aircraft is on the Ground.
(2) Transponder............................................................. STBY CPLT
(3) Radar ......................................................................... OFF CPLT
(4) FLAPS..............................................................................0 CPLT
NOTE
It may be necessary to leave the flaps in the landing
configuration if the approach was made in icing
conditions or if the runway is covered with slush or
snow. Otherwise retract the FLAPS to 0.

(5) Lights and strobes ...........................................As required CPLT
(a) LANDING LTS switches ................................................................ OFF

(b) STROBE switch........................ OFF (when leaving the active runway)
(c) RECOG/TAXI LTS switch................................................... As required
NOTE
1. Turn off BEACON light when the last engine is shut
down. <0021>
2. Leave NAV and LOGO light ON at night. <0020>
(6) PROBES.....................................................................OFF CPLT
NOTE
Wing and cowl anti-ice may be required during cold

weather operations. Otherwise, select OFF.
(7) Bleeds...........................................................................Set CPLT
If the APU was started after landing, check that the green AVAIL light on
the APU START/STOP switch/light is illuminated and then transfer the
bleeds from the engines to the APU.
(a) APU LCV and 10TH STAGE ISOL switch/lights ............. Select OPEN
• APU LCV OPEN and 10TH ISOL OPEN status messages come on
(b) L and R 10TH STAGE BLEED switch/lights................Select CLOSED
• L and R 10TH SOV CLSD status messages come on
----------END----------
Shutdown Check
This is normally a pilot actioned, flow-patterned Challenge and Response
checklist with one *First Flight of the Day (FFD) item.
CAUTION
Inform ground crew of ‘Hot’ brakes condition as

soon as possible.
SHUTDOWN CHECK
(1) Chocks and brakes ____________________ As required PLT
incorporating SB A601R-34-146, Navigation – Transponder System – Wire
Strapping Changes for Operation of Transponder when the aircraft is on the
Ground.
(2) Transponder _____________________________ STBY PLT

(3) SEAT BLTS switch ___________________________OFF PLT
(4) Electrics/GEN 1 and GEN 2________________ Set/OFF PLT
(5) *Fuel feed check valve test _______________ Complete PLT
(6) Thrust levers _________________________ SHUT OFF PLT
(7) ANTI-ICE __________________________________OFF PLT
(8) Fuel pumps _________________________________ Off PLT
(9) HYDRAULIC 3A and 3B pumps __________ As required PLT
(10) BEACON switch <0021> ______________________OFF PLT
(11) N/W STRG switch __________________________OFF PLT
(12) HGS ____________________________ Stow combiner PLT

Flow Pattern
PILOT COPILOT
(1) Chocks and brakes
(2) Transponder
(3) SEAT BLTS
(4) Electrics/GEN 1 and GEN 2
(5) *Fuel feed check valve test
(6) Thrust levers
(7) ANTI-ICE
(8) Fuel pumps
(9) HYDRAULIC 3A and 3B pumps
(10) BEACON <0021>
(11) N/W STRG
(12) HGS
(1) Chocks and brakes_____________________As required PLT
Set parking brake once the aircraft has come to a full stop and leave ON if
chocks are not available.
Ensure that chocks are in place before releasing parking brake.
Effectivity: Aircraft 8105 and subsequent, or aircraft 7003 through 8104 incorporating
SB A601R-34-146, Navigation – Transponder System – Wire Strapping Changes for
Operation of Transponder when the aircraft is on the Ground.
(2) Transponder ______________________________ STBY PLT
CAUTION
If the aircraft is to be moved again under its own

power or otherwise, before all the passengers have
deplaned, then the SEAT BELTS signs must be
turned back on and all the passengers confirmed
seated with their seat belts fastened before any
further aircraft movement.

(3) SEAT BLTS switch __________________________ OFF PLT
(4) Electrics/GEN 1 and GEN 2 ________________ Set/OFF PLT
Ensure that either external AC electrical power or APU electrical power is

available prior to shutting down the engines.
To establish external AC power the external AC PWR AVAIL switch/light
must be selected when available prior to selecting GEN 1 and GEN 2 OFF.
If external AC power is desired with the APU operating and not supplying
electrical power, select the APU GEN switch OFF.
NOTE
1. Prior to engine shutdown, operate the engines at or

near IDLE for a minimum of 2 minutes to dissipate
heat and stabilize internal operating temperatures.
2. Taxi time at a stabilized 80% N2 or below may be

credited in the 2 minute cool down period.
3. If ITT rises above 350°C and is increasing rapidly

following engine shutdown, carry out an engine
motoring cycle immediately to reduce ITT.
(5) *Fuel feed check valve test ________________ Complete PLT
On the first shutdown of the day, the pilot performs the *Fuel feed check
valve test.
(a) Engine that was started first................................................ Shut down
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages come
on
• L BOOST PUMP ON and R BOOST PUMP ON lights come on

(b) L and R BOOST PUMP switch/lights...............................................Off
• L BOOST PUMP ON and R BOOST PUMP ON lights go out
• L BOOST PUMP INOP and R BOOST PUMP INOP lights come on
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages go out
• L FUEL LO PRESS or R FUEL LO PRESS caution message comes
on for the non-operating engine
NOTE
Absence of the applicable L FUEL LO PRESS or R

FUEL LO PRESS caution message is an indication
that the fuel feed check valve has failed in the open
position.
(c) Other engine ........................................................................Shut down
NOTE
1. Prior to engine shut down, the thrust reverser lever

must be verified in the stowed position.
2. The engine may be shut down with the following

indications present, however maintenance action is
required after shutdown to stow the reverser prior to
subsequent start.
• REV icon in the N1 gauge(s)
• L REV UNLOCKED or R REV UNLOCKED caution
message is posted
(6) Thrust levers__________________________ SHUT OFF PLT

(7) ANTI-ICE__________________________________ OFF PLT
(a) WING switch ..................................................................................OFF

(b)LH and RH COWL switches.............................................................OFF
(8) Fuel pumps _________________________________ Off PLT
(a) L and R BOOST PUMP switch/lights............................Select out (Off)

• L FUEL LO PRESS and R FUEL LO PRESS caution messages on
• L BOOST PUMP INOP and R BOOST PUMP INOP lights come on
(9) HYDRAULIC 3A and 3B pumps __________ As required PLT
If not required, after the parking brake is selected ON and chocks are
installed, turn OFF hydraulic pumps 3A and 3B.
(10) BEACON switch <0021> ______________________ OFF PLT
(12) HGS ____________________________ Stow combiner PLT

NOTE
1. For enroute stops, proceed to the BEFORE START

CHECK when ready to start the engines.
2. For termination of the flight or if the aircraft is to be

handed over to maintenance personnel, carry out
the TERMINATING CHECK.
----------END----------

Terminating Check
This is a Read and Do checklist that can be done by either pilot.
TERMINATING CHECK
(1) Chocks and brakes ................................................... In/Off PLT
(2) IRS <0025> ...................................................................OFF PLT
(3) THRUST REVERSER switches..................................OFF PLT
(4) Standby attitude indicator ....................................... Caged PLT
(5) EMER LTS switch .......................................................OFF PLT
(6) WSHLD heat switches ................................................OFF PLT
(7) CARGO switch............................................................OFF PLT
(8) PACKs ........................................................................OFF PLT
(9) Bleeds...................................................................... All Off PLT
(10) HYDRAULIC pumps .................................................OFF PLT
(11) EXTERNAL LTS switches .........................................OFF PLT
(12) APU GEN..................................................................OFF PLT
(13) APU START/STOP switch/light................................... Off PLT
(14) APU PWR/FUEL switch/light ...................................... Off PLT
(15) DC SERVICE switch.................................................OFF PLT
(16) BATTERY MASTER switch ......................................OFF PLT
(17) DOME LIGHT switch ................................................OFF PLT
(18) Boarding lights ............................................................ Off PLT

(1) Chocks and brakes................................................... In/Off PLT
Confirm that chocks are in place before releasing PARKING BRAKE.
(2) IRS <0025> ...................................................................OFF PLT
(3) TRUST REVERSER switches ....................................OFF PLT
(4) Standby attitude indicator ...........................................OFF PLT
(5) EMER LTS switch.......................................................OFF PLT
EMER LTS OFF caution message comes on.
(6) WSHLD heat switches................................................OFF PLT
(7) CARGO switch ...........................................................OFF PLT
After CARGO FAN switch is selected OFF, wait 10 seconds, then check
that the CARGO SOV FAIL status message is out.
(8) PACKs ........................................................................OFF PLT

(9) Bleeds ......................................................................All Off PLT
10TH STAGE BLEED, ISOL, APU LCV and 14TH STAGE BLEED
switches selected off.
(10) HYDRAULIC pumps ................................................ OFF PLT
(11) EXTERNAL LTS switches ........................................ OFF PLT
NOTE
When powering down during the Terminating Check

and the aircraft is on battery power only, the CABIN
ALT (caution or warning, depending upon the airport
elevation) will be posted. <0090>
(12) APU GEN................................................................. OFF PLT
(13) APU, START/STOP switch/light..................................Off PLT
Monitor for decreasing RPM and EGT and that the green AVAIL light is
out.

(14) APU, PWR FUEL switch/light ..................................... Off PLT

• APU SOV OPEN status message goes out
• APU GEN OFF caution message goes out
• DOOR CLSD indication (white) on status page comes on
(15) DC SERVICE switch.................................................OFF PLT
(16) BATTERY MASTER switch ......................................OFF PLT
(17) DOME LIGHT switch ................................................OFF PLT
(18) Boarding lights............................................................ Off PLT
NOTE
When leaving the aircraft with no maintenance

personnel in attendance, the doors must be closed.
----------END----------

Operation on Wet and Contaminated Runways
This section contains information and procedures for operation on
runways contaminated by standing water, slush, wet snow, dry snow,
compacted snow or ice.
This information has been prepared by the manufacturer and approved as
guidance material, to assist operators in developing suitable guidance,
recommendations or instructions for use by their flight crews when
operating on contaminated runway surface conditions.
The data have been prepared using reasonable estimates of the effects of
contaminated runway surface conditions on the accelerating ground roll
and the braking ground roll. The effects of actual conditions may differ
from those used to establish the data.
The level of safety is decreased when operating on contaminated
runways, therefore, every effort should be made to ensure that the runway
surface is clearly adequate of any significant precipitation.
Contaminated runway performance data were estimated assuming that
the runway is completely contaminated, with the contaminant (standing
water, slush or snow) to be of uniform depth and density.
The provision of performance data for contaminated runways should not
be taken as implying that ground handling characteristics on these
surfaces will be as good as can be achieved on dry or wet runways, in
particular, in cross-winds and when using reverse thrust.
Experience with operations conducted from wet or contaminated runways
has shown that standing water, slush, snow or ice cause a deteriorating
effect on take-off and landing performance. Braking effectiveness is
reduced due to low tire-to-runway friction and is further reduced if tire
hydroplaning occurs.
During takeoff on a contaminated runway, aircraft acceleration is reduced.
Energy normally available for acceleration is dissipated in compression or
displacement of the contaminant and the resulting impingement of the
contaminant onto the aircraft can aggravate this energy loss.
Landing on a contaminated runway increases the stopping distance of the
aircraft and may present directional control difficulties.

Distances
(1) Takeoff Distance
The takeoff distance on a contaminated runway is the greater of the

following:
(a)The distance from the start of the takeoff roll to the point where the
aircraft attains a height of 15 ft above the takeoff surface, with a
failure of the critical engine at VEF.
(b)115% of the distance from the start of the takeoff roll to the point at
which the aircraft attains a height of 35 ft above the takeoff surface,
with all engines operating.
(2) Takeoff Run
The takeoff run on a contaminated runway is the greater of the following:

(a)The horizontal distance along the takeoff path from the start of the
takeoff to the point equidistant between the point at which lift-off is
achieved and the point at which the aircraft is 15 ft above the takeoff
surface, assuming that the critical engine fails at VEF.
(b)115% of the distance from the start of the takeoff roll to the mid point
between lift-off and the point at which the aircraft attains a height of
35 ft above the takeoff surface, with all engines operating.

Runway Conditions
(1) Dry Runway
A runway is considered to be dry when the runway surface is not “wet” or

“contaminated”.
(2) Wet Runway
A runway is considered to be wet when there is sufficient moisture on the

runway surface to cause it to appear reflective, but without significant
areas of standing water.
NOTE
A runway with standing water would be a contaminated

runway.
(3) Runway Contaminated by Standing Water or Slush or Wet Snow

or Dry snow
A runway is considered to be contaminated, when more than 25% of the

runway surface area (whether in isolated areas or not), within the required
length and width being used, is covered by more than 3.0 mm (1/8 in) of
standing water or its equivalent in slush or wet snow.
The following table gives the equivalent depths of slush or wet snow
corresponding to the various depths of standing water:
DEPTH OF EQUIVALENT DEPTH

STANDING
WATER SLUSH WET SNOW DRY SNOW
3.2 mm (0.125 in) 3.8 mm (0.15 in) 6.4 (0.25 in) 24.1 (0.95 in)
6.4 mm (0.25 in) 7.6 mm (0.30 in) 12.7 mm (0.50 in) 48.3 mm (1.90 in)
12.7 mm (0.50 in) 12.7 mm (0.50 in) 25.4 mm (1.00 in) 76.2 mm (3.00 in)
Standing water is accumulated water on the runway surface caused by

heavy rainfall or by poor drainage.

Slush is partly melted snow or ice with high water content such that it
cannot significantly resist compression.
Wet snow is snow wherein water can be squeezed out when compacted
by hand.
Dry snow is fresh snow with relatively little water content such that water
cannot be squeezed out when compressed by hand.
(4) Runway Contaminated by Compacted Snow
A runway is considered to be contaminated by compacted snow when

covered by snow which has been compacted into a solid mass which
resists further compression and will hold together or break into lumps if
picked up.
Wet snow will easily stick together and tend to form a snowball if
compacted by hand. It has a density of approximately 400 kg per cubic
meter (25 lb per cubic foot).
(5) Runway Contaminated by Ice
A runway surface condition where braking action is expected to be very

low, due to the presence of ice.
Dry ice will give the runway a dull weathered appearance. The
temperature range is from -40°C to -5°C (-40°F to 23°F).
Wet ice will give the runway a shiny wet appearance. The temperature
range is from -5°C to 4°C (23°F to 40°F).

Limitations
The limitations in Chapter 2 of the FCOM Volume 2 are applicable, with
the addition of the following:
Maximum Depth of Contaminant
• The maximum depths of runway contaminants covering an

appreciable part of the runway are:
CONTAMINANT TAKEOFF LANDING

Standing Water 12.7 mm (0.50 in) 19.1 mm (0.75 in)
Slush 12.7 mm (0.50 in) 22.4 mm (0.88 in)
Wet Snow 25.4 mm (1.00 in) 38.1 mm (1.50 in)
Dry Snow 76.2 mm (3.00 in) 95.3 mm (3.75 in)
• When operating on runways contaminated with ice, both thrust

reversers must be operative prior to dispatch.
Recommendations
The recommendations that follow are applicable to all runway and taxiway
conditions described in the Runway Conditions of this supplement:
(1) Taxiing
• Taxiing on contaminated runways and taxiways requires more
diligence than in dry conditions
• Taxi slowly and avoid speeds in excess of 15 kt
• Whenever possible follow the taxiway markings
• Avoid making sharp turns
• Take into account that low braking coefficients increase braking
distance. Perform light to moderate but continuous brake application
to bring the aircraft to a smooth and safe stop. Do not drag the brakes

NOTE
Use of symmetric braking is recommended, to ensure

uniform brake heating and prevent freezing of the
wheel brakes.
(2) Takeoff
• Take into account that low braking coefficient increases takeoff
distance
• During the takeoff roll maintain the runway centerline whenever
possible. Make small and smooth corrections to return to the
centerline
• In the event of aborted takeoff all emergency procedures are
applicable
(3) Landing
• When landing, carry out a positive landing to ensure initial wheel spin
up and brake-out of frozen brakes if icing has occurred
• During the landing roll and subsequent taxi, use the brakes to prevent
progressive build up of ice on the wheels and brakes
• Following landing or takeoff on water, snow or slush covered runways
or taxiways, tires should be inspected for flat spotting prior to the next
flight

NOTE
1. Icing conditions exist when the SAT on the ground

and for takeoff is 10°C or below, and visible moisture
in any form is present (such as clouds, fog with
visibility of one mile or less, rain, snow, sleet, or ice
crystals).
2. Icing conditions also exist when the SAT on the

ground and for takeoff is 10°C or below when
operating on ramps, taxiways or runways where
surface snow, ice, standing water, or slush is
present.
3. Icing conditions exist in flight when annunciated by

the ice detectors.
4. Icing conditions can be anticipated in flight when

SAT is 5°C or below and visible moisture is present
(such as clouds, fog with visibility of one mile or less,
rain, snow, sleet, or ice crystals).

Additional Requirements <AR>
During taxi, do not use thrust reversers if movement area surfaces are
covered with slush, ice, standing water or snow except in the interest of
safety.
The maximum crosswind component for take-off and landing on a wet
runway with water depth no more than 3.00 mm (0.125 inch) is defined in
the following table for different values of the reported runway coefficient of
friction:
REPORTED RUNWAY COEFFICIENT OF

MAXIMUM CROSSWIND COMPONENT
FRICTION
0.3 (poor braking) 10 kt (5 m/sec)
0.4 (average braking) 15 kt (8 m/sec)
0.5 (good braking, equivalent to dry) 27 kt (14 m/sec)
The maximum crosswind component for takeoff and landing on a

contaminated runway is 10 kt (5 m/sec).
Operation on runways with a coefficient of friction less than 0.3 is
prohibited.
Additional Requirements <SAAU>
The required landing distance for contaminated runways must not be less
than 1.43 times the landing distance derived in Supplement 3, Operation
on Wet and Contaminated Runways.
Emergency Procedures
The emergency procedures in AFM and FCOM Volume 2, Chapter 03 are

applicable.
Normal Procedures
The normal procedures in AFM and FCOM Volume 2, Chapter 04 are

applicable.

Abnormal Procedures
The abnormal procedures in AFM and FCOM Volume 2, Chapter 05 are
applicable.
Performance
The performance tables for operation on a contaminated runway are found

in the QRH, Volume 1.
Hydroplaning
Hydroplaning can occur on runways contaminated with standing water or

slush and results when hydrodynamic lift forces generated between the
tires and the contaminant are sufficient to lift the tires and aircraft clear of
the runway surface. In this condition, the tires are no longer capable of
providing directional control or effective braking.
Hydroplaning does not normally occur in water depths of less than 1/5 in
(5.0 mm), although under some conditions the minimum depth may be as
low as 1/10 in (2.5 mm). Once hydroplaning has commenced, it can be
sustained over areas where the water depth is less than required to initiate
hydroplaning and to speeds lower than that required for initiation.
Initiation of hydroplaning is calculated to be at the following ground
speeds:
CONTAMINANT TIRE PRESSURE (PSI) HYDROPLANING GROUND SPEED (KTS)

Standing Water Main: 168 117
( = 1.00)
Nose: 146 109
Slush Main: 168 127

( = 0.85)
Nose: 146 118
Wet Snow Main: 168 165

( = 0.50)
Nose: 146 154
Dry Snow Main: 168 261

( = 0.20)
Nose: 146 243
1. Tire pressures are determined with the aircraft on the ground.

2.  = Specific gravity of contaminant.

Takeoff
Runway contamination in the form of standing water, slush, snow and ice
have a negative impact on the accelerate-stop distance and the ground
run portions of the takeoff run, and take off distance values. Under these
conditions, corrections have to be applied to the take-off speeds and
distances, which would consequently affect takeoff performance values.
Takeoff field length is the greater of the distance required to accelerate to
the critical engine failure recognition speed V1 and then come to a full
stop, or the distance required to accelerate to V1 and then continue
acceleration with an engine failed to a height of 15 ft above the runway
surface. Braking coefficients used during the braking phase of a rejected
takeoff are based on analysis.
The takeoff procedures mentioned in the Cold Weather Operation section
of this chapter may be used, as applicable.
For the appropriate takeoff data and takeoff performance, refer to the
AFM.

Landing
Landing on an icy runway is not recommended. If landing is unavoidable
under such conditions, it is recommended that reverse thrust be used as
soon as possible after touchdown. For dry runways the most effective
means of stopping the aircraft are the brakes. However, for icing
conditions and contaminated runway operations the thrust reversers were
found to be the most effective deceleration device.
DO NOT try to offset a poor runway braking condition by landing short. It is
equally important not to land long. However, landing short can have far
more serious consequences than overrunning the far end of the runway at
low speed. The desired touchdown point is always about 1000 ft from the
approach end of the runway.
Maintain close control over approach speeds and maintain the
recommended speed for the existing condition. The recommended wind
additives (plus 1/2 gust factor to a maximum of 10 kt) should provide
adequate safety margins for both the approach and the landing roll.
Control the glide slope path to accomplish a touchdown on the desired
touchdown point. Fly the aircraft firmly toward the runway, keeping the aim
point, even if the approach speed will be overshot. If an unsatisfactory
approach will result in a touchdown far down the runway, go around and
make another approach.
CAUTION
Once the aircraft has landing and the deceleration

effort commenced, attempting a go-around is not
recommended.

NOTE

gear touchdown:
1. It is imperative that touchdowns occur at VREF or

less. Touchdowns that occur at speeds greater than
VREF may result in a nose gear-first landing which,
depending on the rate of descent, may result in a
2. After main gear touchdown, smoothly fly the nose

wheel onto the runway by relaxing aft control column
pressure. Do not use full down elevator.
If the wing anti-ice system is inoperative and large ice formations remain
on the wing leading edge, 30 kt must be added to the reference speed to
maintain normal handling characteristics. (Refer to FCOM, Chapter 5;
ABNORMAL PROCEDURES - ICE AND RAIN PROTECTION).

Crosswind Landings
A slippery runway and a crosswind are obviously a bad combination.
When landing on a wet runway, a 27 kt crosswind is generally considered
maximum. If the runway is known to be slippery (snow or ice covered), a
crosswind component of 15 kt should be the maximum.
In crosswind conditions, the crosswind crab angle should be maintained
for as long as possible until prior to touchdown. Aim for the center line or
slightly on the upwind side and avoid touching down on the downwind side
of the runway because of the possibility of the aircraft weathervaning
towards the wind after touchdown, and drifting toward the downwind side
of the runway.
After touchdown, the early employment of all means of decelerating the
aircraft (particularly the thrust reversers) cannot be overemphasized. The
use of rudder pedals for steering at high speeds is recommended and low
speeds use the nosewheel steering tiller with great care. Apply a slight
forward pressure on the control column to increase main gear loading and
improve directional control.
If the aircraft starts to skid or drift gradually, it may be necessary to move
the thrust levers out of reverse thrust and to go to forward idle thrust to
recover the centerline. It may also be necessary to reduce the brake
pressure to regain control and re-establish alignment with the centerline.
For additional procedures and techniques during the landing roll, refer to
the applicable procedures mentioned in the Cold Weather Operations
section of this chapter.
NOTE
Pilots should seat themselves so as to ensure that they

can achieve maximum braking with full rudder pedal
deflection in either direction.

Use of Reverse Thrust
The intensity and duration of reverse thrust used at low speeds should be
minimized. Using reverse thrust at low speeds on snow and ice covered
runways can cause foreign object damage (FOD) to engines, possibly
leading to loss of forward visibility due to ‘whiteout’, as well as increase the
possibility of ice buildup on the wings and empennage section, which
could cause considerable delays, especially during quick turnaround
schedules.
It should be realized however that maximum reverse thrust may be used
up to a full stop during emergency situations or if the safety of the aircraft
will be jeopardized.
The use of reverse thrust during crosswind conditions may aggravate
possible directional control problems encountered during such conditions.
If the aircraft is allowed to weathervane into the wind, the reverse thrust
side force component will add to the crosswind component, drifting the
aircraft towards the downwind side of the runway at a faster rate than
normal. To correct the situation, it will be necessary to reduce the reverse
thrust to reverse idle and release the brakes. In extreme conditions, it may
even be necessary to move the thrust levers out of reverse thrust and go
to forward idle thrust. Use rudder, steering and differential braking as
required to prevent over-correcting past the runway centerline. When re-
established on the runway centerline, re-apply steady brakes and reverse
thrust as required to stop the aircraft.
Do not attempt to turn off from a slippery runway until the speed is
reduced to a safe level to prevent skidding. Anticipate low friction when
approaching the touchdown zone at the far end of the runway. The
touchdown zone may be very slippery when wet due to heavy rubber and
oil deposits.
For the corrected landing distance and performance data, refer to the
AFM.
Supplements
The supplementary data given in AFM and FCOM Volume 2, Chapter 07

are applicable.

General
The winter season presents additional challenges to aircraft operations
resulting from low temperatures, the potentially hazardous effects of
precipitation contaminating the aircraft and the aircraft movement area.
Removal of contaminants on runway surfaces, taxiways, aprons, holding
bays and other areas, is the responsibility of the administration of the
airports concerned, based on flight safety and schedule considerations.
However, it is the ultimate responsibility of the pilot-in-command to make
sure that the aircraft is in a condition for safe flight prior to takeoff. Use of
the ATIS or other means to acquire accurate ambient temperature and
other pertinent meteorological conditions cannot be overemphasized. The
indicated SAT on EFIS cannot be used before takeoff since the TAT probe
gives inaccurate readings on the ground when the aircraft is static or at
low forward speed.
Adherence to the procedures in this section ensures an aerodynamically
clean aircraft before takeoff. When operating in such conditions, these
procedures account for operational hazards associated with frozen
contamination.
In all cases, it is assumed that the decision to operate is based on the
general rules of good airmanship applicable in cold weather operations
and on the assurance that the operational and system limitations will not
be exceeded (refer to the AFM, Chapter 2 - LIMITATIONS). Under these
provisions, the procedures given in the following section have been
provided to supplement the normal operating procedures with the goal of
enhancing flight safety and assisting in obtaining maximum performance
from the aircraft. In no circumstances, however, do they warrant
operations in conditions imposing demands beyond the capabilities of the
aircraft or its flight crew.


Definitions
Cold weather operations refer to ground handling, takeoffs and landings

conducted on surface conditions where frozen moisture is present or
conditions are conducive to moisture freezing. These conditions are
commonly encountered when the surface temperature is at or below 0°C
(32°F), although frozen moisture may be present and persist for a
significant time at higher temperatures. Examples of this latter condition
are the penetration of heavy frozen precipitation to ground level when
surface temperature is near freezing and the formation of frozen
condensation on airframe surfaces in contact with cold fuel.
Cold soaking is the effect cold fuel in the tanks may have on the wing
surface resulting in moisture present in the air surrounding the wing to
freeze on the upper and lower surface if fuel temperature is 0°C (32°F) or
below. It is possible to have clear ice or frost form on the wing even with
the ambient air temperatures above freezing.
Contaminants
(1) Slush: Slush is snow saturated with water which displaces with a
spatter when stepped on firmly. It is encountered at temperatures up to
5°C (41°F).
(2) Wet Snow: Wet snow will easily stick together and tends to form a
snowball if compacted by hand.
(3) Dry Snow: Dry snow is loose and can easily be blown. If compacted
by hand, it will readily fall apart again.
(4) Frost: Frost forms from the slow deposition of ice crystals on cold
surfaces, directly from water vapor in the air. The frost forming surface
must be below freezing temperatures for frost to form even though the
ambient temperature may be above freezing. Frost appears as a white
crystalline deposit that usually develops uniformly on exposed surfaces
during below freezing, calm and cloudless nights with a high ambient
dewpoint. The deposit is thin enough for surface features underneath,
such as paint lines, markings and lettering, to be distinguished.

(5) Ice: Two types of ice, rime ice and clear ice, commonly affect aircraft
operations:
a. Although rime ice is more commonly found in flight, it may occur on
the ground when conditions are favorable. Rime ice may occur on the
ground in low temperatures with a low concentration of small super-
cooled water droplets and moderate winds. It appears as an opaque
and rough ice surface that adheres to surfaces exposed to wind. It
can easily be detected and is easily removed by application of
de-icing/anti-icing fluids.
b. Clear ice can occur in flight or on the ground. It forms at temperatures
at or just below 0°C (32°F) with a high concentration of large super-
cooled water droplets. Clear ice is hard, and appears as a smooth
and glassy coating that can be very difficult to detect without a tactile
inspection. Clear ice may not be seen during a walkaround,
particularly if the wing is wet or during night time operations. Clear ice
adheres firmly to surfaces and is difficult to remove, requiring special
care during de-icing/anti-icing.
(6) Dehydrated De-Icing/Anti-Icing Fluids: If de-icing/anti-icing fluid is

allowed to dry on aircraft surfaces, this same fluid can become a
contaminant. De-icing, and especially anti-icing fluids are designed to
adhere to aircraft surfaces and shear off at speeds approaching takeoff
speeds.
If left on aircraft surfaces for long periods of time (overnight), they may
dehydrate and form a gel or dried deposit that will not shear off, even at
high speeds. This contaminant will severely affect aircraft performance
and lift.

Critical Surfaces
Critical surfaces of the aircraft are defined as the wings, horizontal
stabilizer, vertical stabilizer, control surfaces, and engine inlets.
(Refer to Figure 2.23).
Although the upper fuselage is not defined as a critical surface, it must
nonetheless be de-iced to remove contamination, other than allowable
frost, anytime the wing and tail surfaces require de-icing. Contamination of
the upper surface of the fuselage with ice, snow or frost through which
surface features and markings can be distinguished is considered
allowable.
Comparative Analysis Procedure

The upper surface of the horizontal stabilizer may not be visible from the
ground. A comparative analysis of the non-visible horizontal stabilizer
upper surface may be used to validate the condition of this surface. The
upper surface of the wing should be used as the comparative surface. If
the inspection of the wing surface dictates that there is a requirement to
de-ice/anti-ice, then the horizontal stabilizer surface/elevator must also be
de-iced/anti-iced. Conversely, if the inspection of the wing surface dictates
that there is no requirement to de-ice/anti-ice, then the horizontal stabilizer
surface need not be de-iced/anti-iced. It is the ultimate responsibility of the
pilot-in-command (PIC) to ensure that the aircraft is in a safe condition for
flight operations prior to all takeoffs. If the PIC has any doubt as to the
cleanliness of the aircraft, then the aircraft must be de-iced/anti-iced.
Holdover Time
Holdover time is the published estimated time that an application of an

approved de-icing/anti-icing fluid is effective in preventing frost, ice or
snow from adhering to treated surfaces. Holdover time is calculated as
beginning at the start of the final application of an approved de-icing fluid,
after this time the fluid is no longer effective. The fluid is considered to be
no longer effective when its ability to absorb more precipitation has been
exceeded.

Do not spray de-icing/anti-icing

fluid on wheel brake assemblies
Do not spray
de-icing/anti-icing
fluid in APU inlet
PRM2v2_02_037
Figure 2.23 Aircraft Critical Surfaces

Limitations
Refer to the Airplane Flight Manual (AFM), Chapter 2 - Limitations.
Airframe Contamination
Cold weather operations present specific challenges in keeping an aircraft
free of contaminants.
Clean Aircraft Concept

The clean aircraft concept (aerodynamically clean) prohibits takeoff when
frost, ice, snow, or other contaminants are present on critical surfaces of
the aircraft.
The performance data for this aircraft are based on the clean aircraft
concept. This means that all performance values are based on the aircraft
being aerodynamically clean prior to takeoff. Failure to remove
contaminants from critical surfaces will result in adverse effects on aircraft
performance and flight characteristics. These adverse effects can include
the following:
• Decrease thrust
• Decreased lift
• Increased drag
• Increased stall speeds
• Trim changes
• Altered stall characteristics
• Altered handling qualities
The removal procedures for frost, ice and snow from surfaces of the
aircraft prior to takeoff, as described in this section, depend upon the
de-icing/anti-icing facilities, methods and types of fluid available at the
airports involved. De-icing/anti-icing must be accomplished at the last
possible time prior to takeoff to maximize the time that anti-icing will be
able to provide protection (holdover time).

The following general precautions must be observed in cold weather
operations:
1. It must never be assumed that an apparently dry and loose form of
frozen moisture, for example, dry snow, will be removed by the
slipstream during the initial takeoff roll. For instance, on an aircraft
removed from a warm hanger, a dry snowfall that remains free and
uncompacted on the ground may melt and later refreeze to form ice
that sticks to the surface of the aircraft.
2. Before each flight, a thorough inspection of critical surfaces must be
made to determine the extent of contamination on them. This
inspection must be made by the pilot-in-command (PIC) or by other
trained and approved personnel qualified to report its results directly
to the PIC. De-icing and anti-icing are part of flight operations and
remain under the authority of the PIC.
3. After de-icing, another inspection, subject to the same qualifications
mentioned in paragraph 2 above, must be made to confirm that all
contamination is removed.
4. If during the period between the completion of de-icing and takeoff
there is the possibility that the critical surfaces may again become
contaminated, anti-icing protection, usually in the form of de-icing/
anti-icing fluid, must be provided. The period of effective anti-icing,
known as holdover time, must be longer than the period between
de-icing and takeoff. Holdover times start at the beginning of the
anti-icing procedure.
5. If during the conditions described in paragraph 4 above, takeoff
cannot be started prior to the expiration of the holdover time, the
aircraft must again be inspected and de-iced and anti-iced again, if
necessary, before attempting takeoff.

If ice, snow or frost is found on the aircraft, accomplishing a one-step
de-icing/anti-icing procedure will remove the contamination and provide
limited anti-ice protection. When visible precipitation continues to fall,
extended anti-ice protection is required. In such cases, the application of
de-icing/anti-icing fluids must be accomplished in two separate steps
which will provide adequate protection in most environmental conditions.
The characteristics of the various de-icing/anti-icing fluids used in carrying
out these operations are described later in this section.
Wet Aircraft and Temperatures >0°C (32°F) but <5°C (41°F)
Consideration of the following should be made as to whether a wet aircraft

should be de-iced/anti-iced:
1. Conditions such as wind and forecast temperature. If temperatures
are dropping or are forecast to drop, treatment with Type I fluid
should be considered.
2. When an aircraft is wet due to light rain or mist and the AFM icing
definition of visible moisture and less than 5°C (41°F) is satisfied. In
such a situation, the AFM limitations require the use of wing anti-ice
for takeoff.
3. If the aircraft is wet because it has been cleaned with hot water but
there is no visible moisture in the air, then the wing is at the same risk
of being contaminated as if the aircraft was taxiing in slush or pooled
water on taxiways/runways. The use of wing anti-ice is required for
such conditions.
Clear Ice Due to Cold Fuel
Pilots must be aware of the effect that cold fuel in the tanks may have on
moisture present on the wing upper and lower surfaces. If fuel temperature
is 0°C (32°F) or below, it is possible to have clear ice on the wing with the
outside air temperature above freezing.
If left or right wing fuel content exceeds 1042 kg (2297 lb), the fuel will be
in contact with the upper wing skin. If the fuel temperature is 0°C (32°F) or
below and a high humidity condition exists or visible moisture in any form
is present, pilots must ensure that the wing upper and lower surfaces are
free of clear ice by means of a tactile (touch) check. Clear ice must be
removed.

Frost Due to Cold Soaked Fuel
Wing frost caused by cold soaked fuel can form on the upper and lower
surfaces of the wing even at outside air temperatures significantly above
freezing. Frost on the upper surface of the wing must be removed.
Takeoff with the following accumulation of frost, due to cold soaked fuel,
on the underside (bottom) of the wing fuel tank area is permissible to a
maximum 1/8 in (3 mm) layer of frost.
Frost on the Upper Surface of the Fuselage
Frost on the upper fuselage surface is not required to be removed if it is

possible to distinguish surface features (markings and lines). Frost in
excess of this must be removed from the fuselage.

Engine Contamination
Preflight Considerations
A thorough and vigilant preflight inspection of the engines is required

during cold weather operations. Operators equipped with engine cowl
covers and inlet plugs should use them to protect from ice, sleet and snow
contamination. While the use of covers and plugs is recommended, this
equipment does not totally eliminate contamination of the engine inlet.
Seepage from ice or snow melting on a warm but otherwise protected
engine can cause contamination to form inside the inlet or on the fan
blades once the ambient temperature causes the water to freeze again.
The procedures that follow are designed to complement both regulatory
and operational procedures during cold weather operations.
A thorough preflight should also include examination of the ramp
conditions and whether or not de-icing procedures are in effect. The flight
crew should determine if ramp conditions permit engine starting while
parked (at the gate) or during push back
CAUTION
1. A thorough preflight should also include

examination of the ramp conditions and whether
or not de-icing procedures are in effect. The
flight crew should determine if ramp conditions
permit engine starting while parked (at the gate)
or during push back.
2. Under no circumstance is it permissible to use

de-icing/anti-icing fluid to remove frozen
precipitation from the spinner, fan, inlet or other
engine components.

Before the first flight of the day, when the aircraft is cold-soaked at an
ambient temperature of -30°C (-22°F) or below for more than 8 hours, the
engine must be motored for 60 seconds and fan rotation must be verified
on the N1 indicator before an engine start is initiated.
Do not remove ice and snow by chipping and scrapping. The only
acceptable practice is the use of heated air on engine components or
de-icing fluid on the exterior engine cowling only.
NOTE
De-icing/anti-icing fluids that are ingested into the

engine can have a corrosive and contaminating effect.
This effect may degrade fan blade lubricants (causing
increased N1 vibrations), resulting in increased
maintenance costs. Care should be exercised when
applying de-icing/anti-icing fluid in the vicinity of the
engine inlet. Consideration should be given to reducing
engine water (compressor) wash intervals during cold
weather operations.
De-icing/anti-icing fluid shall not be sprayed directly into or applied on the

engine inlet, the APU inlet or exhaust, engine thrust reverser, strut
mounted probes, scoops, vents, drains or the engine bleed ducts any time.
The bottom (6 o’clock) position of the engine inlet may require a
maintenance stand or the assistance of maintenance personnel to inspect
for contamination by frozen precipitation not visible from the ground.
For ice removal on other engine surfaces, for personal safety, engines
should not be operating. However, if necessary, this may be accomplished
with the engines operating at IDLE speed using a low pressure stream of
glycol-based de-icing fluid (either Type I or Type II) exercising care to
avoid spraying fluids directly into the engine inlet (use indirect method).

Preflight Preparation
The removal of contaminants from the aircraft is a maintenance function;
however, the flight crew should be diligent during the preflight preparation
to inspect areas where adherence and accumulation of frost, ice and snow
could seriously affect normal systems operations.
External Safety Inspection
(1) All protective covers ...............................................................Removed

• Probe covers (pitot and static, TAT, ice detector, AOA vane, and fuel
NACA vent covers)
• Wheel covers (nose and main landing gear)
• Intake and exhaust covers (engines, APU, ram air scoop, and air
conditioning packs)
(2) Pitot and static probes.................................................................. Clear
(3) AOA vanes ................................................................... Free movement
(4) Windshield and wipers .........................................Free of ice and snow
(5) Aircraft critical surfaces ...............................Free of frost, ice and snow
NOTE
1. During snowfall, freezing rain and drifting snow, it is

possible for snow and melting ice to penetrate into
hinges, operating linkages, drainage openings and
vents, and then refreeze. The above mentioned
areas should be checked with diligence.
2. Takeoff is permitted with frost on the upper surface

of the fuselage through which it is possible to
distinguish surface features.
3. Takeoff is permitted with frost adhering to the

underside of the wing that is caused by cold soaked
fuel. Maximum 1/8 in (3 mm) layer of frost.

(6) Nosewheel and main landing gear area ............................ Free of frost
• Latching and operating mechanisms are free and clear of any
accumulation (uplocks/downlocks)
• Check electrical components (connectors, cables and micro-switches)
for evidence of water ingress
• Gear doors are free from accumulations
• Tire pressure is acceptable and wheels are not frozen to the ground
(7) APU/air conditioning intake/exhaust areas Clear of frost, ice and snow
(8) Engine inlet and cowlings .......................... Clear of frost, ice and snow
• Check fan rotation as applicable
• Drain lines are clear
(9) Fuel tanks and hydraulic components ...... Check for evidence of leaks
(10) Water systems and drain masts ......... Check for evidence of freezing
• Check that potable water system has been refilled (could have been
drained as part of a Terminating Check)
• Check that lavatory system has been serviced and recharged
(11) APU and MAIN aircraft battery............... Check installed and charged
• Precautionary measures for extremely low temperatures may have
entailed overnight removal of the aircraft batteries
----------END----------

Cabin Preparation
In case of cold soak at temperatures below -20°C (-4°F), it is
recommended that the cabin be warmed up before dispatching the aircraft
to ensure proper operation of all exits.
(1) CABIN temperature control switches ............................................ HOT
• To warm up the cabin to a comfortable level approximately 10°C
(50°F) or higher before the passengers board aircraft
(2) All doors and exits....................................................... Check operation
• Check that the main passenger door and the galley service door can
be opened properly; and
• Check that there are no messages on the DOORS synoptic page
Cabin/Flight Deck Preparation <SAAU>
In case of cold soak at temperatures below -20°C (-4°F), it is

recommended that the cabin be warmed up before dispatching the aircraft
to ensure proper operation of all exits.
(1) CABIN temperature control switches ............................................ HOT
• To warm up the cabin to a comfortable level approximately 10°C
(50°F) or higher before the passengers board aircraft
(2) All doors and exits....................................................... Check operation
• Check that the main passenger door and the galley service door can
be opened properly; and
• Check that there are no messages on the DOORS synoptic page
(3) Integrated standby instrument (ISI)............................. Check operation
• Check that the LCD readouts are properly displayed

Airframe De-Icing, Anti-Icing and Inspection
De-Icing/Anti-Icing Fluids
The application of de-icing/anti-icing fluid is the most common means of

ground de-icing and anti-ice protection. These fluids are water/glycol
solutions, broadly classified as Type I, Type II, Type III and Type IV.
NOTE
Both Society of Automotive Engineers (SAE) and

International Standards Organization (ISO) issue
specifications defining the composition and
characteristics of aircraft de-icing/anti-icing fluids. For
the practical purposes of flight operations, these
respective specifications are identical. In North
America, fluids other than Type I through Type IV have
been used extensively and may still be available.
These are de-icing fluids comparable but not identical
to fluids described below. The characteristics of these
and other fluids are summarized in the De-icing/Anti-
icing General Characteristics table. Unless otherwise
noted, the use of SAE/ISO Type I, Type II, Type III and
Type IV fluids is assumed in what follows.
(1) Type I Fluids

In concentrated form, these fluids contain glycols to a minimum
concentration of 80%, but with no thickening agents. Their resulting low
viscosity and very short holdover time provide very limited anti-icing
protection.
It is apparent that except for the case of frost or freezing fog, the duration
of anti-icing protection provided by Type I fluid is inadequate unless takeoff
can be made almost immediately after de-icing. Therefore, if conditions
require effective ground anti-icing, it is imperative that Type II, Type III and
Type IV fluids be available for use.

(2) Type II and Type IV Fluids
These fluids contain glycols to a minimum concentration of 50% as well as
thickening agents. Their relatively high viscosity permits the application of
a layer of fluid that is effective in anti-icing and persists for a significant
holdover time to provide anti-icing. During takeoff, the slipstream imparts a
shear stress to the fluid layer causing it to flow off the surface to which it
was applied.
Anti-icing effectiveness, however, is subject to many more variables than
are usually present in de-icing. Of fundamental concern to the aircrew is
the calculation of the anti-ice holdover time available after de-icing given
prevailing conditions and use of a particular fluid. To provide some
assistance in this regard, the tables located in the Quick Reference
Handbook (QRH), Volume 1, Supplementary Procedures section, are
provided to show holdover times for Type I, Type II, Type III, and Type IV
fluids, as influenced by the kind of freezing precipitation present. The
following points must be considered when referring to these tables:
• These tables do not account for all factors that influence holdover
time. Diverse and individually variable factors such as fluid
temperature, relative humidity, wind direction and speed, can
significantly shorten the holdover times shown in these tables.
(3) Type III Fluids

Type III fluid is a thickened fluid which has properties that lie between
Types I and II. Therefore, it provides a longer holdover time than Type I
but less than Type II. On the basis of acceptance criteria, Type III fluid
qualifies according to Annex B of AMS 1428D standard for use on large
transport type jet aircraft in the following temperature range above
-29°C (-20°F) in case of undiluted fluid.

CAUTION
1. For all types of de-icing fluid, the time of

protection will be shortened in heavy weather
conditions, heavy precipitation rates or high
moisture content. High wind velocity or jet blast
may reduce holdover time below the lowest time
stated in the range. Holdover time may also be
reduced when aircraft skin temperature is lower
than OAT. The only acceptable decision criteria
is to use the shortest time within the stated
range.
2. When ice pellet precipitation occurs after the

application of de-icing/anti-icing fluid, the
de-icing/anti-icing fluid dilutes which results in
rapid wing contamination.
3. Fluids used during ground de-icing are not

intended for and do not provide ice protection
during flight.
NOTE
1. De-icing fluid holdover time tables for SAE Type I,

Type II, Type III and Type IV fluids are located in the
QRH, Volume 1, SUPPLEMENTARY
PROCEDURES section.
2. Guidelines for holdover times and de-icing fluid

application are revised every year according to the
Transport Canada TP 14052 and associated
holdover time guidelines document. The current
documents are available at your country authorities
website.

Infra-Red Energy De-icing
De-icing using infra-red energy is an alternative procedure for removing
frozen precipitation. It is accomplished through heat that breaks the bond
of adhering frozen contamination. The application of infra-red energy may
be continued to melt and evaporate frozen contamination.
CAUTION
1. When using infra-red energy to de-ice, wet

surfaces will require an application of heated
de-icing fluids to prevent refreezing after the
removal of the infra-red energy source.
2. When required, for operation other than frost or

leading edge ice removal, and when the OAT is
at or below 0°C (32°F), an additional treatment
with hot de-icing fluids must be done within the
infra-red de-icing facility to prevent refreezing of
water, which may remain in hidden areas.
3. If the aircraft requires de-icing again and

de-icing/anti-icing fluids had been applied before
flight, conventional de-icing/anti-icing with fluids
must be done.
When using infra-red energy to de-ice, refer also to the following FAA
Advisory Circulars for procedures and precautions:
• FAA Advisory Circular No. 150/5300-14 Appendix A
• FAA Advisory Circular No. 120-89

De-Icing/Anti-Icing Procedures
De-icing is the removal of snow, ice or frost from aircraft surfaces using
mechanical means, hot water or a heated mixture of water and de-icing/
anti-icing fluid.
Anti-icing is the application of de-icing/anti-icing fluid with a useful
holdover time to prevent the accumulation of snow, ice or frost on aircraft
surfaces after de-icing.
Current practice prescribes the following general methods for effecting
de-icing/anti-icing:
(1) Mechanical Removal of Loose Contamination

If a significant amount of loose snow is on the aircraft, the expenditure of a
relatively large amount of de-icing fluid can be avoided if the snow is
removed mechanically. Subject to the results of an inspection (Removal of
Loose Contamination), this may achieve complete de-icing of the aircraft.
(2) One-Step De-Icing/Anti-Icing

Fluid is applied in one step to remove frozen contamination and apply
limited anti-ice protection. In this process the residual fluid film, regardless
of the type of fluid used, will provide only a very limited duration of anti-
icing protection.
(3) Two-Step De-Icing/Anti-Icing

Two fluid applications are made: the first to de-ice using hot water or a
water/fluid mixture; the second to anti-ice, using undiluted (100%) fluid or
a water/fluid mixture. This method ensures that the full anti-icing holdover
time available from the fluid will be obtained.
NOTE
An insufficient amount of anti-icing fluid, especially in

the second step of a two-step procedure, may cause a
substantial loss of holdover time. This is particularly
true using a Type I fluid for the first step.

Removal of Loose Contamination
If significant amounts of loose snow are on the aircraft:
(1) FLAPS lever ............................................... Remain in present position
• Moving the flaps may contribute to contamination of the actuators
(2) Snow ............................. Remove from the following areas and inspect
for the presence of adhering ice, frost or snow:
• Wings – leading edges, upper and lower surfaces
• Upper fuselage
• Vertical and horizontal stabilizers – leading edges, upper/lower
surfaces and side panels
• Flaps, flap tracks and flap drives
• Ailerons, elevators, rudder, spoilers and spoilerons
• Air data probes/sensors, AOA vanes
• Antennas
• Fuel drains and NACA vent scoops
• Engine and APU intakes, APU exhaust
• Landing gear and landing gear bays
• Windshields, windows, door sills and surrounds
(3) Tactile check........................................................................Accomplish
If de-icing/anti-icing is not planned:

(4) Limitations ..............Review (Refer to AFM Chapter 2 – LIMITATIONS)
If frozen contamination is found adhering to critical surfaces:

(5) Perform one-step or two-step de-icing/anti-icing.

Preparation for De-Icing/Anti-Icing
NOTE
It is recommended that the application of

de-icing/anti-icing fluid be carried out with the engines
and APU off. If this is not possible, steps (2) to (6) that
follow must be observed.
Before fluid is applied (If engines/APU are off):

(1) Proceed to step (7)
Before fluid is applied (If engines/APU are operating):

(2) Thrust levers ............................ IDLE (for the duration of the operation)
• If the APU is running, ensure that personnel carrying out the fluid
application are aware of the location of the APU air intake and have
been instructed to avoid fluid spray that can be ingested by the APU
(3) L and R PACK switch/lights ........................................................... OFF
(4) BLEED AIR, L and R 10TH STAGE switch/lights ...................CLOSED
(5) ANTI-ICE, WING switch ................................................................ OFF
(6) ANTI-ICE, LH and RH COWL switches ......................................... OFF
(7) BLEED AIR, L and R 14TH STAGE switch/lights ...................CLOSED
(8) WIPERS ..............................................................................OFF/PARK
(9) Stabilizer trim .................................................................. Set for takeoff
(10) FLAPS lever ............... As required, or leave flaps at present position

(11) Pilot is to advise the de-icing operator to avoid direct spraying of the
anti-ice fluid jet, to prevent damage, to:
• Windshields, side windows and cabin windows
• Pitot-static and TAT probes
• AOA vanes
• Static pressure ports
• Engine air intake (to prevent ingestion)/engine exhaust, APU inlet, and
APU exhaust
• Antennas
• Vents and drains
• Winglets
• Wheels and brakes (to prevent thermal damage)
CAUTION
Application of de-icing/anti-icing fluid on wheel

brake assemblies will seriously degrade braking
performance.
NOTE
A spray trajectory of 10 ft (3 m) is recommended to

ensure that direct spray does not damage aircraft
surfaces.
(12) Aircraft....................................................... Head into wind, if possible
CAUTION
Under no circumstances should spray be directed

at the trailing edges of control surfaces. Such
spray may force partially melted contamination into
hinge mechanisms and under control shrouds with
risk of later refreezing.

(13) Application of fluid should follow the sequence below:
(a) Horizontal stabilizer
(b) Vertical stabilizer
(c) Top of fuselage
(d) Sides of fuselage
(e) Wings
NOTE
On flight control surfaces, application should always be

from leading edge to trailing edge and from outer
panels to inner panels.
After de-icing/anti-icing fluid spraying:

(14) Inspect the areas listed below, to confirm complete de-icing:
• Wings – upper and lower surfaces, pay particular attention to the
leading edges
• Upper fuselage
• Vertical and horizontal stabilizers – leading edges, upper/lower
surfaces and side panels
• Flaps, flap tracks and flap drives
• Ailerons, elevators, rudder, spoilers and spoilerons
• Air data probes/sensors, AOA vanes
• Antennas
• Fuel drains and NACA vent scoops
• Engine and APU intakes, APU exhaust
• Landing gear and landing gear bays
• Windshields, windows, door sills, and surrounds

If Engines/APU are operating:
(15) Thrust ....... Increase to 60% N1, for 20 seconds to clear residual fluid
NOTE
Wait at least 1 minute before opening the 10th stage

bleed air valves and 3 minutes before turning the packs
on to avoid contaminating the air conditioning system
with de-icing/anti-icing fluid. Contamination will cause
objectionable fumes (causing throat irritation) and
odors to enter the aircraft.
(16) BLEED AIR, L and R 14TH STAGE switch/lights...................... OPEN

(17) ANTI-ICE, WING switch ....................................................As required
(18) ANTI-ICE, LH and RH COWL switches ............................As required
(19) BLEED AIR, L and R 10TH STAGE switch/lights...................... OPEN
(20) L and R PACK switch/lights............................................................ON
(21) WIPERS (if applicable)......................................................As required
(22) Takeoff configuration ............................................................. Recheck
• Check that T/O CONFIG OK advisory message is on

De-Icing/Anti-Icing
CAUTION
1. Under no circumstances can an aircraft that has

been anti-iced, receive another coat of Type II,
Type III or Type IV fluid on top of the existing
film. If the holdover time is exceeded, surfaces
must first be de-iced with a mixture of hot water
and de-icing fluid, before another application of
Type II, Type III or Type IV fluid is made.
2. Type II, Type III or Type IV fluid must never be

applied to the windshields and side windows.
3. Application of de-icing/anti-icing fluid on wheel

brake assemblies will seriously degrade braking
performance.
4. With the APU operating, ingestion of

de-icing/anti-icing fluid will contaminate the air
conditioning system and cause objectionable
fumes (causing throat irritation) and odors to
enter the aircraft. This may also cause erratic
operation and possible damage to the APU.
5. Under no circumstances should spray be

directed at the trailing edges of control surfaces.
Such spray may force partially melted
contamination into hinge mechanisms and under
control shrouds with risk of later re-freezing.

The two-step procedure is accomplished by first applying de-icing fluid,
consisting of heated pure water or a heated mixture of water and Type I,
Type II, Type III, or Type IV fluid, then applying a mixture of water and
Type II or Type III fluid, or undiluted Type I or Type III fluid.
NOTE
1. If heated pure water is used for the first step, the

second step must be completed before refreezing
occurs; as a general rule within 3 minutes of the
beginning of the de-icing step. This short period
makes it necessary to de-ice/anti-ice relatively small
areas of the aircraft successfully.
2. Considering the nature of the precipitation present

and the likely duration of the delay between the
completion of the anti-icing step and takeoff, use
tables in the QRH Volume 1, Supplementary
Procedures section (as applicable), to determine the
fluid/water mixture that will provide the most
effective anti-ice protection.
3. A spray trajectory of 10 ft (3 m) is recommended to

ensure that direct spray does not damage aircraft
surfaces.
4. On flight control surfaces, application should always

be from leading edge to trailing edge and from outer
panels to inner panels.

Aircraft Procedures During Gantry De-Icing
WARNING
FOR PERSONAL SAFETY AND TO AVOID

OCCURRENCE OF INCIDENTS CAUSED BY
ENGINE SUCTION OR BLAST, ENGINES MUST BE
RUN AT IDLE.
CAUTION
The gantry should be programmed to avoid direct

impingement on engine intakes, windshields and
cabin windows, AOA vanes, pitot heads, static
vents, wheels and brakes. If the aircraft is de-iced
using manual direct spray jets, the above areas
should be avoided.
NOTE
Direct spraying is defined as anti-ice fluid jet impact

due to spray velocity which may cause mechanical
damage. If direct spraying occurs to the engine(s), the
pilot should request a wash of both engines on the
aircraft’s return to base.

Phase of Flight Procedures
NOTE
For all de-icing/anti-icing procedures, refer to Airframe
De-icing, Anti-icing, and Inspection in this chapter.
Pushback
When the parking position is covered with ice or snow, the tow truck may
not be capable of developing normal traction to effect a push back due to
reduced friction. It is recommended, therefore, to delay engine start until
push back or towing is completed. The flight crew must be aware that in
extreme conditions, the application of the parking brake may not be
sufficient to restrain the forward motion of the aircraft, with the engines at
idle thrust.
Engine Start
Accomplish normal engine start procedures:

• Refer to Normal Procedures – Engine Starting
• It may be necessary to use ground heating to warm the starter valve,
fuel control unit and ignition system if the engines fails to start
normally
• If ground heating was used to remove ice build-up from the fan, start
the engine immediately to prevent refreezing
Observe engine instruments for normal operation:
• During cold weather starts, initial oil pressure response may be slow
and is not unusual. The oil pressure indication may then indicate
higher than normal range and should progressively reduce to normal
readings as the engine achieves normal operating temperatures (130
psi at idle, 10 minutes maximum).
CAUTION
No oil pressure indicated by the time idle rpm is
achieved requires an immediate engine shutdown.
----------END----------

After Engine Start
Transfer electrical power to generators:

• Expect generators to be slow in producing steady power due to cold
oil in the IDGs. Five (5) minutes may be required for the IDGs to
stabilize sufficiently
Select the ANTI-ICE, WING and COWL switches as required.
WARNING
WHEN TYPE II, TYPE III, OR TYPE IV ANTI-ICING

FLUIDS HAVE BEEN APPLIED, USE OF WING
ANTI-ICE HEAT PRIOR TO TAKEOFF CAN COOK
THE FLUID ONTO THE LEADING EDGES OF THE
WING CREATING CONTAMINATION.
NOTE
If snow, ice or frost is detected in any amount on the

wings and tail surfaces of the aircraft then the aircraft
must be de-iced prior to takeoff.
WARNING
GROUND USE OF THE WING ANTI-ICE SYSTEM IS

INTENDED TO COMPLEMENT, AND NOT
REPLACE, GROUND DE-ICING/ANTI-ICING AND
INSPECTION PROCEDURES. CLOSE INSPECTION
IS STILL REQUIRED TO ENSURE THAT NO FROST,
SNOW OR ICE IS ADHERING TO CRITICAL
SURFACES.

Monitor the engine instruments:
• Do not operate engines above idle power until engine indications have
returned to normal. Make thrust lever movements cautiously
• If a sudden unexplainable rise in ITT occurs, shutdown engine
immediately
• When moderate to severe icing conditions are present during
prolonged ground operation, periodic engine run-ups to as high a
thrust setting as practical are recommended. This run-up should be
done for a minimum of 15 seconds each at 10 minute intervals and
within 5 minutes prior to takeoff. This action is effective in dissipating
fan blade icing
• Do not increase to takeoff thrust until normal engine operation has
been achieved and indications are stabilized
NOTE
The following considerations may be experienced

during ice shedding on the ground:
• Vibrations may increase during the ice shedding

process
• Colder ambient conditions may increase the time
required to shed ice
• Ice shedding may be characterized by a sharp
metallic noise as ice impacts the side of the nacelle
• An airframe vibration and a change in engine noise
may occur during the ice shedding process

CAUTION
At temperatures below -20°C (-4°F), the

condensation and freezing of moisture in thrust
reverser components may degrade the
performance of the thrust reversers. The risk of
this occurrence is highest when aircraft hangared
in relatively warm ambient conditions are readied
for flight in freezing conditions.
NOTE
To clear thrust reversers of frozen moisture during the

above described conditions, it is recommended that the
thrust reversers be actuated until the deploy and stow
cycles are less than 5 seconds.
----------END----------

Taxi-out
The following considerations for ground handling during cold weather
operations apply:
CAUTION
Single engine taxi is not recommended in freezing

precipitation due to the potential for ice FOD on
engine start.
• Avoid large nosewheel steering inputs

• Always taxi at a manageable speed (10 kt maximum is recommended)
• Maintain a greater distance than normal between aircraft especially
when slush, standing water, ice or snow is present on surfaces of the
movement area
• Application of brakes should be kept to a minimum during turns
• Do not shutdown an engine during ground operations in icing
conditions unless no significant precipitation (snow, sleet or freezing
rain) is occurring that potentially could adhere to or collect in the
engine inlet
• Remain alert when running up engines in the vicinity of aircraft
undergoing de-icing/anti-icing procedures to avoid contaminating or
becoming contaminated by jet blast from your or other aircraft.
During taxi, use light brake applications to warm brakes before takeoff.
Monitor BTMS during taxi:
• Be aware of increased residual thrust at cold temperatures
• Be aware of increased stopping distances, engine exhaust of the
aircraft ahead, obscured runway, taxiway or ramp markings,
snowbanks and crosswind conditions
• DO NOT use thrust reversers if movement area surfaces are covered
with slush, ice, standing water or snow except in the interest of safety
• If taxiways are contaminated, delay flap extension and taxi checklist
until prior to takeoff

Check the nosewheel steering:
• Nosewheel steering should be exercised in both directions during taxi
Check the flaps:
• Closely monitor the associated indicator and annunciators for positive
movement when operating the flaps during low temperatures. In the
event of stoppage in a detented position, immediately place the
FLAPS lever in the same position as indicated
Prior to positioning for takeoff on the active runway, make certain:
• The TAXI checklist has been completed
• The aircraft is properly configured for takeoff
CAUTION
If takeoff cannot be started prior to the expiration

of the holdover time, the aircraft must again be
inspected, and de-iced if necessary, before
attempting takeoff. Takeoff is not recommended:
1. When the depth of contaminants on the runway

surface exceeds the published runway
contaminant depths in the Performance section
of the AFM.
2. During extreme weather conditions

(freezing rain).
3. When braking action is reported to be poor.
4. When crosswind component exceeds 15 kt and

the runway is slippery.
----------END----------

Takeoff
WARNING
WHEN TYPE II, TYPE III, OR TYPE IV FLUIDS HAVE

BEEN APPLIED, USE OF THE WING ANTI-ICE
HEAT DURING TAXI CAN COOK THE FLUID ONTO
THE LEADING EDGES OF THE WING CREATING
CONTAMINATION.
CAUTION
Operating on ramps or taxiways which are

contaminated with surface snow, slush or standing
water when the OAT is 5°C (41°F) or below, can
cause the wing leading edge to become
contaminated with ice, from nosewheel splashing
or jet blast spray. Just prior to takeoff, select the
wing anti-ice system ON and advance the thrust
levers, as required, until L WING A/ICE and R WING
A/ICE caution messages are extinguished, to
remove any leading edge ice contamination that
may have accumulated during taxi.

Takeoff considerations:
• Ensure all engine bleed and runway condition penalties have been
considered in takeoff performance calculations
• Power application should be done as symmetrically as possible to
avoid yawing moments during engine acceleration
• Ensure that the cleared runway width available is sufficient
• If the aircraft starts to creep or slide on the ice or snow during thrust
application, release the brakes and begin the takeoff roll. Anticipate
lag in nosewheel steering response and nosewheel skidding and
apply corrections as necessary
• Consider delaying gear retraction following takeoffs from slush or
snow covered runways
• If the aircraft tends to pitch-up or roll-off once airborne, immediately
reduce the pitch to reduce the angle of attack and simultaneously
apply maximum thrust. Be prepared to accept altitude loss to recover
the aircraft. Use ailerons as required to level the wings
• If the decision is made to reject the takeoff, normal rejected takeoff
procedures are applicable. In addition the following should be
considered:
• Anticipate the possibility of skidding on contaminated runways and
be prepared to make the necessary corrections
• If a loss of directional control occurs, reduce reverse thrust to idle
reverse and if necessary, return the engines to idle forward thrust
to return to the centerline. Regain the centerline with nosewheel
steering, rudder and/or differential braking
• Once airborne if the anti-ice system is required, select the wing
anti-ice prior to the cowl anti-ice to prevent the overpressure relief
valve from opening
----------END----------

Descent – Approach
Considerations:
• Anticipate wing anti-icing requirements during descent. This may
require increased thrust settings and associated lower rate of descent.
Descent planning should be adjusted accordingly
• Ensure all engine bleed and runway condition penalties have been
considered in landing/go-around performance calculations
• Avoid holding in icing conditions for longer than is necessary
• Ensure that the cleared runway width available is sufficient
• Take note of pilot reports (PIREPS) on braking conditions
A diversion should be considered:

• During extreme weather conditions (freezing rain)
• When braking action is reported to be poor
• When crosswing components exceeds 15 kt and runway is slippery
A diversion should be executed:

• When the depth of contaminants on the runway surface exceeds the
published runway contaminant depths in the Performance section of
the AFM (refer to the AFM, Chapter 6 - PERFORMANCE)

Landing
Considerations:
• Carry out a positive touchdown to ensure initial wheel spin up and
breakout of frozen brakes if icing has occurred
• Lower the nosewheel immediately
• Anticipate skidding and hydroplaning to occur, and be prepared to
make the necessary corrections
• Use maximum reverse thrust as soon as possible after touchdown.
Thrust reversers are most effective at high speed. Maximum reverse
thrust may be used to a complete stop in case of an emergency
situation
• If a loss of directional control occurs, reduce reverse thrust to idle
reverse and if necessary, return the engines to forward idle thrust to
return to the centerline. Regain the centerline with nosewheel
steering, rudder and/or differential braking
• DO NOT pump the brakes as this will only diminish braking
effectiveness. Apply brakes normally with steady increasing pressure,
allowing the anti-skid system to modulate brake pressures to obtain
maximum braking
Taxi-in and Parking
Considerations:
• DO NOT retract the FLAPS to less than 20 if the landing occurred on a
contaminated runway, to avoid possible damage to the structure and
mechanism by frozen slush and/or snow
• A ground crew check should be performed and flap retraction
completed only when the ground crew has confirmed that there is no
significant amount of ice, slush or snow in the flaps mechanisms
• Anticipate that movement areas may be slippery and the use of
reverse thrust may be necessary to stop the aircraft

Leaving the Aircraft
Considerations:
• If able, park on a clear or sanded spot
• Park into wind, if possible
• In addition to the normal procedures for securing the aircraft, the flight
crew must ensure that ground personnel provides for special servicing
of the aircraft, specially for prolonged or overnight stops
• The APU may be operated and air conditioning packs used to provide
for heating of the aircraft interior and essential compartments to
preclude freezing of the battery or water containers
At airports where normal support is not available, the flight crew should
make certain that the following procedures are performed:
(1) Wheel chocks................................................................ Check in place
(2) Parking brake ................................................................................... Off
• Wheel chocks must be in place and parking brake off to eliminate the
possibility of the brakes freezing
(3) All protective covers .................................................................Installed
(4) Water, lavatory and waste systems.....................................As required
• If adequate aircraft interior heating cannot be provided, the water,
lavatory and waste systems must be drained
(5) Batteries ...............................................................Removed, if required
• When the APU battery is removed, the battery charger AC circuit
breaker (2E5) must be opened to prevent damage to the battery
charger
• When the MAIN battery is removed, the battery charger AC circuit
breaker (1C5) must be opened to prevent damage to the battery
charger
----------END----------

Procedures to Prevent Freezing of Wheel Brakes
When operating from wet, snow covered or slush covered runways or
taxiways, or following overnight parking in known icing conditions, the
following steps are applicable in order to prevent freezing of the wheel
brakes:
(1) During taxi, use light brake applications to warm brakes before takeoff.
Monitor BTMS during taxi.
(2) Delaying gear retraction following takeoff from slush or snow covered
runways.
(3) When landing, carry out a positive landing to ensure initial wheel spin
up and brake out frozen brakes.
(4) During the landing roll and subsequent taxi, use the brakes to prevent
progressive build-up of ice on the wheels and brakes. Monitor BTMS
during taxi.
Following takeoff or landing on wet, snow covered or slush covered
runways and taxiways, tires should be inspected for flat spotting prior to
the next flight.
----------END----------

Super-Cooled Large Droplet Icing
Icing Conditions
Icing conditions exist when the total air temperature is below 10°C (50°F)
and visible moisture is present in any form. This includes cloud, fog, mist,
snow, sleet and ice crystals. Regardless of visible ambient moisture and
temperature clues, icing conditions also exist when there are visible signs
of ice accumulation on the aircraft or when the ICE caution message is
displayed.
Cloud Forms
In discussion of icing, cloud types can be categorized into two general
classifications; stratiform (layer type clouds) or cumuliform (rising
thunderstorm) clouds. The certification requirements define icing
envelopes conforming to these cloud types corresponding to continuous
(stratiform) icing and intermittent (cumulus) icing types.
Icing Process
Icing results from super-cooled water droplets that remain in a liquid state
at temperatures below freezing. In general, leading edge structures
passing through such conditions will cause a certain number of these
droplets to impact the leading edge surface and freeze. A relatively large
or bluff body will generate a large pressure wave ahead of the leading
edge which forces the air and many of the smaller droplets around it. Only
droplets with sufficient mass and inertia will impact the surface and freeze.
Conversely, a narrow leading edge radius generates a smaller pressure
wave and so collects more of the lower mass inertia droplets. Ice will thus
tend to accumulate at a greater rate on the (smaller narrower) tail leading
surfaces. Ice will also tend to accumulate in greater quantities and cover a
larger part of the leading edge if the ambient liquid water droplets are
relatively large.

Ice Form
Three recognizable ice forms exist; rime ice (opaque), clear ice and frost.
It is also common to observe mixed form icing comprising of mixed glaze
and rime ice forms:
• Rime ice is rough and opaque in appearance and generally forms a
pointed or streamlined shape on the leading edge.
• Clear ice is transparent and often produces a wedge shape or
concave ice shape with double horns. This is caused by partial run
back of the impinging water droplets to positions aft of the stagnation
point. Ice initially forms here as a thin layer of sandpaper ice which
then grows to form the glaze horns.
• Frost may form as a thin layer of crystalline ice on all exposed aircraft
surfaces. Frost is generally associated with ground operations.
Super-Cooled Large Droplet Icing Conditions

Super-cooled large droplet conditions are distinct from the icing described
above because of the propensity for the ambient liquid water to be
contained in droplets of relatively large mass and inertia. This causes a
larger proportion of the water to impact the leading edge surfaces. In
addition, the droplets impacting the surface will do so further aft than
smaller droplets.
Recognition of Super-Cooled Large Droplet Icing Conditions

It is known that super-cooled large droplet (SLD) icing may be prevalent in
pristine atmospheres typical of coastal maritime environments, however,
there are no defined means for prior indication of SLD icing conditions or
for differentiating SLD from other icing conditions.
The presence of SLD can be only determined by observation of the
resulting ice accumulation on unprotected surfaces.
The indicator for differentiating SLD icing is observation of ice
accumulation on the flight compartment (cockpit) side windows. Any ice
accumulation on the side windows should be taken as the indication that
SLD icing conditions are present.

Procedures
Observation in SLD icing conditions is prohibited. Following recognition of
SLD icing conditions by observation of side window icing, the engine cowl
and wing anti-ice systems must be activated. Even with anti-ice systems
being active, it is necessary to leave SLD icing conditions immediately.
After leaving SLD icing conditions, the wing leading edges should be
observed for signs of ice formation on the slat trailing edges or aft of the
slat on the unheated wing surface. If ice is observed on or aft of the slats,
then the Ice Dispersal Procedure should be accomplished. (Refer to
ABNORMAL PROCEDURES - ICE AND RAIN PROTECTION - ICE
DISPERSAL).


Hot Weather Operation
Extremely high temperature conditions present problems to aircraft
operations of a different nature than those associated with cold weather
operations. The main concerns focus primarily on passenger and crew
comfort and the significant decrease in aircraft performance which high
ground temperatures can effect. The following recommended procedures
have been provided to supplement the normal operating procedures and
should be observed, as applicable.
Preflight Preparation
NOTE
During aircraft operations when the flight deck and
cabin temperatures are above 30°C (86°F), the
air conditioning packs or the low-pressure ground
conditioned air supply must be operating in order to
maintain display temperatures within a range that
prevents a display shutdown. Consideration should be
given to the ground conditioned air as the preferred
source.
The importance of keeping the interior of the aircraft as cool as possible

cannot be overemphasized. All entrances and access doors to the aircraft
should be kept closed as much as possible, and the cargo bay door
should not be left open any longer than is necessary. Every effort to
reduce the heat being generated in the flight compartment while the
aircraft is on the ground should be made.
The flight crew should ensure that the following procedures are performed:
If a ground air source is available:
WARNING
WHEN USING AIR CONDITIONING ON THE
GROUND, ENSURE THE PASSENGER DOOR
HANDLE IS UNLATCHED, TO PREVENT
INADVERTENTLY PRESSURIZING THE AIRCRAFT.

(1) Low-pressure ground air <0007> ................................................. Connect
(2) APU LCV switch/light.................................................................. CLOSE
(3) Ground power cart <0007> .......................................................... Connect
If APU is the only air source available:
(1) APU bleed air pressure ................................................................ Check

(2) APU LCV switch/light.................................................................... OPEN
Then:
(3) 10TH STAGE ISOL switch/light ............................................ As required

(4) L and R 10TH STAGE switch/lights............................................ CLOSE
(5) L and/or R PACK switch/light(s) ........................................................ ON
NOTE
Both air conditioning packs should be used for

maximum cooling, if possible.
For single pack usage, position ISOL valve as required:

(a) For left PACK, 10TH STAGE ISOL switch/light.........CLOSE
(b) For right PACK, 10TH STAGE ISOL switch/light.........OPEN
(6) CKPT and CABIN temperature controls ........................................COLD
(7) CARGO switch ..........................................................FAN or COND AIR
(8) DSPLY FAN switch.......................................................................NORM
(9) ARINC FAN switch .......................................................................NORM
(10) LH and RH WSHLD switches ............................................. Check OFF

NOTE
Normally, the LH and RH WSHLD switches are
selected to LOW prior to taxi. It is recommended
however, that when ambient temperatures are above
30°C (86°F), to delay selection of the WSHLD switches
to LOW until after takeoff (during the AFTER TAKEOFF
check). The L WSHLD HEAT, R WSHLD HEAT and/or
WINDOW HEAT caution messages may still come on
momentarily.
(11) Weather radar ................................................................................ OFF

(12) Non-essential avionics equipment ................................................. OFF
(13) All air outlets and gaspers............................................................ Open
(14) Cabin gaspers (flight attendants) ................................................. Open
(15) Window shades (flight attendants) ............................................. Closed
• On the sun-exposed side of the passenger cabin
If cooling air is available from an external source, the supply should be
connected immediately after engine shutdown and should not be removed
until just prior to engine start.
Special attention should be given to and prompt action taken in the event
of inadvertent unscheduled pressurization of the aircraft.
----------END----------
Taxi-out and Takeoff

Taxi-out
Operation in areas of high ambient temperatures may cause brake

temperature limits to be exceeded. This condition would lead to the fusible
plug(s) melting, resulting in the deflation of the tire(s) involved. When
operating on runways and taxiways exposed to high temperatures,
considerations for brake cooling should always be taken into account.
These areas usually maintain temperatures well above the ambient,
therefore, excessive use and riding of brakes should be avoided to allow
ample time for cooling in between applications.

The recommended technique is to allow the aircraft to accelerate, then
brake to a very slow taxi speed and release the brakes completely.
Reverse thrust may be used, at the pilot’s discretion, to control the taxiing
speed of the aircraft without the use of braking. The use of single (or both)
reverse thrust should be considered when operating under the following
conditions:
• High ambient temperatures
• Heavy braking after landing
• Downslope taxi
• Tailwinds
• Light gross weight
• Any combination of the above
The application of reverse thrust should be done with caution, taking into
account the surface condition of the movement area. The use of thrust
reversers during taxi on airports with contaminated runways and taxiways
(i.e. dirt, dust, loose debris, etc.) is no recommended.
Takeoff
High ambient temperatures in combination with short runways or high-

elevation airports could cause substantial penalties to aircraft
performance. These penalties should be taken into account early in the
preflight preparation and the limiting effects to the payload which can be
carried, seriously considered. The use of alternate takeoff procedures (i.e.
Zero-Bleeds Takeoff, etc.) may be necessary under such conditions.
Review the various aircraft, power plant and fuel temperature limitations in
the applicable sections of the AFM. Use the longest runway available, if
possible.
----------END----------

Landing
NOTE

gear touchdown:
1. It is imperative that touchdown occur at VREF or

less. Touchdowns that occur at speeds greater than
VREF may result in a nose gear-first landing which,
depending upon the rate of descent, may result in a
2. After main gear touchdown, smoothly fly the nose

wheel onto the runway by relaxing aft control column
pressure. Do not use full down elevator.
The landing phase of flight during high ambient temperature conditions is

not as demanding as with cold weather operations. It should be noted that
runway conditions, particularly at the touchdown area could be slick due to
the heavy deposits of rubber and oil which have melted. The occurrence of
hydroplaning is not remote, and the procedures mentioned in the ‘Landing’
portion of the ‘Operation on Wet and Contaminated Runways’ section of
this chapter can be used.
This condition also holds true at the opposite approach area at the end of
the runway in use, therefore, slow down to a manageable speed before
turning off from the runway to preclude skidding and departing from the
intended path.
Always opt for the longest runway available for landing, if possible.
----------END----------

Brake Cooling
For quick turnaround operations, remember that the energy absorbed by
the brakes following each landing is cumulative. This could prove
detrimental and may cause considerable delays at stops, if it results in
overheating of the brakes and the possible melting of the wheel fusible
plug(s) resulting in the deflation of the tire(s) involved.
The brake cooling times established in TAKEOFF PERFORMANCE,
Maximum Allowable Brake Temperature and Takeoff section of the AFM
must be adhered to.
Every effort to maintain cool brakes should be attempted. Early extension
of the landing gear prior to the approach is recommended. Additional in-
flight cooling for every segment of the route should be sufficient enough to
cool the brakes and the tires before landing.
The recommended deceleration technique after landing should be
adhered to. Excessive braking should be avoided and the thrust reversers
should be used to their full advantage.

Weather Radar
The primary function of the WXR-840 Weather Radar System is to aid
pilots in the detection and avoidance of areas of precipitation in and
around thunderstorms.
The WXR-840 cannot detect clear air turbulence, windshear, clouds or
lightning. However, rain, wet hail, moderate to heavy wet snow - and in
some cases, possible icing conditions - can be detected by the system.
The WXR-840 can also be used to map-read the terrain.
The basic characteristics of this X-band radar system are:
• Low-power transmitter (25 W)
• Flat-plate antenna
• Digital processing
• Relatively narrow beam width, and
• Color-screen imagery
This new-technology solid-state radar requires different operating
techniques when compared to older parabolic-antenna radar.
Power Output
The WXR-840 Weather Radar System uses digital-signal processing
which has allowed transmitter power requirements to be reduced to 25 W.
The use of digital-signal processing and low power optimizes the
performance of the radar system.
Display Calibration
The colors on this radar represent variations in rainfall rate and create a
display which is easier to interpret than the older monochrome sets.
Detectable weather appears as one of five colors - least reflective to most
reflective: Black, Green, Yellow, Red and Magenta.
Another significant difference is the way the picture is painted on the
screen. In previous analog weather radar, new returns were added by
each sweep of the antenna while the old returns gradually bled away.
The new radar display is generated in the same way as a TV screen; each
new sweep is a totally new picture - the old picture is completely erased.

Thus, color changes can occur quickly if a return is close to the threshold
between rainfall-rate categories.
Digital weather radar incorporates hypersensitive receivers and sensitivity
time control (STC) circuitry to present a true or calibrated image within a
range of approximately 60 miles. Therefore, a yellow storm-return at
60 miles will still be yellow at 10 miles.
WARNING
SUNGLASSES WITH POLARIZED LENSES OR

LENSES THAT ARE DESIGNED TO FILTER
SPECIFIC COLORS/FREQUENCIES OF LIGHT MAY
ADVERSELY AFFECT A PILOT’S ABILITY TO SEE
SOME COLORS SHOWN ON RADAR AND EFIS
DISPLAYS. SOME ELEMENTS ON THE DISPLAY
COULD BE COMPLETELY INVISIBLE WHILE
WEARING THESE TYPES OF SUNGLASSES.
Also, the color of some elements may be changed. For example, some
blue light filtering lenses can change magenta to red. For a radar target,
this represents a reduction in the actual level of intensity of the target.

Storm VIP* Precipitation Rate

Category Color
Level in/hr mm/hr
Less Less
Black
than 0.03 than 0.8
Weak 1 1 0.03 to 0.07 0.8 to 1.8 Green
Moderate
2
2 0.07 to 0.2 1.8 to 5.1 Yellow
3
Strong 3
4 0.2 to 0.52 5.1 to 13.2 Red
Very Strong 4
5
Intense 5 0.52 & 13.2 &
Magenta
Extreme
6
6 greater greater
* Video Integrated Processor

1
Weak Storm - light to moderate turbulence, lightning possible
PRM279v2_02_002
2
Moderate Storm - light to moderate turbulence
3
Strong Storm - severe turbulence, lightning possible
4
Very Strong Storm - severe turbulence, lightning likely
5
Intense Storm - severe turbulence, lightning, wind gusts, hail
6
Extreme Storm - severe turbulence, large hail, lightning, extensive wind gusts
Figure 2.24 WXR-840 Color Levels

Flat-Plate Antenna
Some energy from the older parabolic antennas was lost in the side lobes.
This resulted in more ground clutter at low altitudes and more close-range
weather returns around the periphery of the main beam. The flat-plate
antenna transmits a narrow-focus long-range beam which greatly reduces
the side lobes and focuses much more energy into the main lobe.
With the loss of the side lobes, tilt control becomes more critical. As you
approach storms and reduce the range, the tilt must be adjusted
downward to avoid overscanning significant returns.
When using a flat-plate antenna for the first time, some pilots have
expressed doubts about the lack of weather targets displayed, pointing out
that they could see clouds that were not shown on the radar. Since radar
display of clouds is dependent upon moisture content, clouds with low
moisture may not have enough reflectivity to be displayed. This
misunderstanding has been aggravated by use of flat-plate antenna.
The flat-plate antenna exhibits characteristics different from the parabolic
antenna. A great reduction in side-lobe energy results in the tilt setting
being very sensitive, and its adjustment is critical to effective weather
detection. It is recommended that the PM coordinate tilt and range
selections with the PF to detect and avoid weather.
Tilt Control
The TILT control allows the radar beam to be moved up +15° or down -15°
to aid the pilot in interpreting storm activity. Proper use of the TILT control
allows the pilot to achieve the best picture of storm-cell size, height, and
relative direction of movement. Procedures for adjusting the TILT control
vary depending on user requirements. Proper use requires experience and
practice.
Operating Tip
Maximum rainfall rates in a thunderstorm usually occur about mid-level in

the storm. This is normally the area that will paint the strongest returns. If
the aircraft is below that altitude, some antenna up-tilt will be needed.
Conversely, if the aircraft is above that altitude, some degree of down tilt
will be needed.

The amount of TILT needed varies with the estimated distance to the
storm, the closer the storm, the more TILT required. In either instance, it is
good practice to periodically move the TILT control throughout its range to
reduce the possibility of missing close-in targets.
When operating over land, the best general guideline is to select a range
that is within the line-of-sight distance to the horizon and adjust the
antenna tilt until a small amount of ground clutter appears at about the
outer third of the display.
An aircraft at 10,000 ft AGL, with the 300 nm range selected, will not be
able to paint ground clutter much beyond 123 nm. A better range selection
at this altitude may be the 100 nm setting.
Once weather activity is identified, it is important to keep the radar beam
pointed to the liquid portion of the cell. As discussed earlier, ice crystals
reflect less energy than liquid precipitation. Tilting the beam above the
freezing level may result in an underestimation of the cell’s intensity. Move
the TILT control up and down to determine the most reflective portion of
the cell.
TO FIND DISTANCE TO HORIZON IN NAUTICAL MILES:

AIRCRAFT ALTITUDE AGL (THOUSAND FEET)
DISTANCE (NMI) = 1.23 AIRCRAFT ALT AGL (FT)
60
50
40
30
20
10
PRM279v2_02_001
0
50 100 150 200 250
123 174 213 246 275 301

DISTANCE TO HORIZON (NAUTICAL MILES)
Figure 2.25 Weather Radar Distance to Horizon Chart

Autotilt (AUTO) Switch
Autotilt is designed to reduce pilot workload by automatically adjusting the
antenna tilt angle to maintain the ratio tilt/angle following altitude or range
changes.
Autotilt is selected with the PUSH AUTO switch (push ON/push OFF). On
the weather radar mode line, active autotilt is indicated by a suffix ‘A’ at the
angle readout.
When autotilt is selected ON, manual tilt commands from the TILT control
remain operational.
Gain Control
The gain control is a seven-position switch that allows manual gain control
of the radar system when operating in the MAP and WX modes. When
placed in the NORM position, the gain is preset to a value that allows the
radar receiver to calibrate its operation to the actual reflectivity level.
To aid pilots in making correct weather judgments, the GAIN control may
be adjusted to higher or lower gain settings. The higher settings (+1, +2,
+3) may be chosen to identify the lightest levels of precipitation, while the
lower settings (-1, -2, -3) may be temporarily chosen to allow a more in-
depth study of the most intense weather targets.
Each of the minus settings (-1, -2, -3) reduces the sensitivity of the radar
system below that of the NORM setting by approximately one color level.
Each of the plus settings (+1, +2, +3) increases the sensitivity of the radar
system through a combination of lengthening the transmitted pulse-width
and increasing the receiver gain. The effective gain increase with each
setting can be as much as one color level when the target is in close (out
to approximately 65 nm) and less than one color level at longer ranges.
The greatest utility offered by the plus gain settings is the ability to display
light precipitation that otherwise would be just under the green level
threshold on the NORM setting. In many cases, these light levels still
cause turbulence and can be avoided by use of the plus gain feature.
Proper use of the GAIN control allows a pilot, with weather radar operating
experience, to estimate rainfall rates greater than a VIP level 3 (red) or 5
(magenta) return. Targets that show in a reduced gain condition indicates
that severe turbulence, hail and very heavy rainfall is likely.

CAUTION
Although proper use of the gain control can

provide added knowledge of the targets being
displayed, the pilot should always return the gain
control to the NORM position when finished
analyzing the display. Failure to do so may result in
missing significant targets at any range when
operating in one of the minus settings (-1, -2, -3).
Ground Clutter Suppression

Ground clutter suppression (GCS) is operable only in the WX mode. When
selected, GCS reduces the intensity of ground returns and makes the
precipitation returns easier to interpret. When selected, “GCS” is
annunciated in cyan in the upper left corner of the MFD.
GCS should only be used to identify ground clutter. Continuous operation
with the GCS feature turned on is not recommended because some
precipitation returns may also be reduced in intensity or eliminated from
the display.
If the antenna is excessively tilted down and GCS is turned on, a
phenomenon known as a “GCS wedge” may occur. This wedge is
represented as a black area (an area showing no return) located
approximately ±10° of the aircraft’s nose, and of the same depth as the
area of ground return that was being painted prior to turning on GCS. To
eliminate the wedge, turn GCS off or raise the tilt angle until the wedge
disappears.

Range Control
The RANGE control is a rotary switch that is used to select the maximum
display range. For all of the selectable ranges, one cyan or white (white for
MAP mode only) half-range arc shows in the center of the MFD.
Extending outward from the aircraft symbol is a blanked range area. The
size of this blanked range area equals 1/8th of the selected range. The
pilot should remember that the area between the aircraft symbol and
perimeter of the blanked range does not show any targets. The selectable
ranges, range-arc annunciation and blanked range are shown on the
MFD.
HALF-RANGE ARC
SELECTED RANGE (NM) BLANKED RANGE (NM) [1]
ANNUNCIATION
5 2.5 0.6
10 5 1.2
20 10 2.5
40 20 5
80 40 10
160 80 20
320 160 40
640 320 80
[1] The blanked range is equal to 1/8th of the selected range.
NOTE
The pilot must always keep in mind the blanked area of

the radar display during and after aircraft maneuvers in
the presence of potential weather. If one of the longer
ranges is selected during and after aircraft maneuvers,
it is possible for weather targets to slip within the
blanked range area and therefore not show on the
display. The shortest practical range should be
momentarily selected both during and following aircraft
maneuvers to ensure close-in weather shows on the
display.

Transfer Mode
In dual-radar control installations, the radar works in the split-scan mode.
In the split-scan mode, the radar display on one side can be completely
different from the one on the other side, except for the scan width (SEC).
Selecting the XFR switch will cause the system to operate as if it was a
single-radar installation.
In single-radar installations, the XFR pushbutton determines which display
control panel (DCP) has control of the radar range. If both sides have
selected the radar format on the multifunctional display and the ranges are
the same, the display mileage on the side controlling the radar range will
be white; it will be yellow on the side not in control. A push on the XFR
switch will cause the other DCP to assume control of the radar range.
When the radar range is different than the one on the MFD, the
annunciation “RADAR NOT AT THIS RANGE” will be displayed.
Operation
Ground Operation
The description of operation that follows has been derived from the
vendor’s Pilot’s Guide. For a complete description of operation, refer to the
Collins WXR-840 Weather Radar System, Pilot’s Guide-Operation.
Switch the system to STBY mode when on the ground, unless you are
using WX mode to check the terminal area prior to departure.
WARNING
THE SAFE DISTANCE FOR HUMAN EXPOSURE TO

RADAR RADIATION OF THE WXR-840 WEATHER
RADAR SYSTEM IS 2 FT (.61 M). USERS SHOULD
TAKE NECESSARY AND REASONABLE
PRECAUTIONS TO ENSURE THAT PERSONNEL
AND EQUIPMENT SENSITIVE TO MICROWAVE
RADIATION ARE KEPT SAFELY BEYOND THIS
DISTANCE WHILE WITHIN THE ILLUMINATION
PATTERN OF AN OPERATING WEATHER RADAR
SYSTEM.

Takeoff and Climb
Prior to takeoff, a short range selection such as 20 nm scale should be
used. Tilt the antenna up to approximately +5° to scan for weather along
the departure path. Select autotilt to compensate for the initial altitude and
range changes during climbout. As the aircraft climbs, the tilt should be
gradually decreased to aim at the regions of maximum precipitation while
avoiding ground clutter, and the range should be increased. To reduce
pilot workload, the use of autotilt during ascents and descents is
encouraged.
Cruise
For cruise, the tilt should be adjusted so that ground returns are barely
visible at the outer edge of the screen. Ground returns are displayed in
arcs, paralleled to range marks. They merge together as the tilt is brought
down and cause shadowing behind prominent features. They are
generally smaller, sharper, and more angular than weather returns. To
avoid overscanning, the tilt will have to be adjusted more frequently as
storms are approached or range is changed.
Having once adjusted the tilt setting, pilots should not be content with just
an occasional glance at the screen. Failure to periodically down-tilt leads
to disappearing targets.
Middle Altitudes
Antenna tilt for aircraft flying at 20,000 ft should be set near 0° or slightly
down.
Higher Altitudes
This radar detects only liquid moisture in the form of raindrops, wet hail or
wet snowflakes. Unless the beam is aimed at or below the freezing level of
weather cells, there may not be sufficient moisture to paint a return on the
display.

Tilt Control at Higher Altitudes (Above FL350)
The tilt used for the middle altitudes is not effective for flights above
35,000 ft. Typically, at high altitudes, a longer range is selected and the tilt
is adjusted slightly down. When selecting the operating range, keep in
mind the line-of-sight distance to the horizon. When operating at the
higher altitudes, it is particularly easy to scan over the top of significant
storm cells.
Do not attempt to overfly targets. It is possible that dry hail (which
generally cannot be detected) and severe turbulence may be present far
above the (radar) top of any areas of detected precipitation. The pilot
should always remember that the Weather Radar System is an avoidance
tool. It is strongly recommended that pilots never attempt to overfly,
underfly, or penetrate storm cells or squall lines. For safest operation, it is
suggested that the pilot plan ahead to establish a flight path that avoids all
returns by the distance established by your flight operations department.
Descent
Antenna tilt has to be raised approximately 1° per 10,000 ft of descent

down to 15,000 ft, then 1° per 5000 ft below 15,000 ft. Range should be
adjusted as necessary to scan the arrival route adequately. In heavy
weather, the longest appropriate range should be used to plan a safe
storm avoidance route; then selection of shorter ranges will show greater
details as you enter the affected area. Remember that more tilt adjustment
will be required each time the range is switched. Only very small
corrections will be required when using autotilt.

Summary
Experience enables the pilot to properly analyze various types of storm
displays. The key to avoiding detected weather is to first determine the
heading-change needed to bypass a storm safely. Establish the aircraft on
the appropriate heading and then recheck the weather radar display to see
if further heading changes are required. The pilot should remember that
the Weather Radar System was designed as a weather avoidance tool.
The pilot has the sole responsibility to decide how close to approach the
various types of storms shown on the displays. Most convective weather
systems in North America travel from south/southwest to north/northeast.
The areas ahead of these storms (north/northeast) can then be expected
to contain gust fronts, turbulence, heavy rain, and possibly hail. It is
suggested that these areas be avoided by no less than the minimum
distance established by your flight operations department.


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Quick Reference Handbook – Volume 2 . . . . . . . . . . . . . 3-4
Approach Speed/Landing Distance Corrections . . . . . . 3-6
Approach Speed Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Landing Data (Dry)F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Approach Speed Correction ( VREF) . . . . . . . . . . . . . . . . . . . . . 3-7
Landing Distance Correction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Landing Data (Dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Landing Distance Factor/Correction . . . . . . . . . . . . . . . . . . . . . . 3-7
Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Normal Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Flaps Failed at 3° Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Pilot Incapacitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Checklist Dialogue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
L ENG FIRE or R ENG FIRE or Severe Engine
Damage (In Flight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
L ENG FIRE or R ENG FIRE or Severe
Engine Damage (On Ground) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Unpressurized Takeoff and Landing Procedure . . . . . 3-16
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Rejected Takeoff Before Achieving V1 . . . . . . . . . . . . . 3-18
Engine Failure at/after V1 . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Initial Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Acceleration Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Single-Engine Approach. . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Engine Failure on Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Copyright © Bombardier Inc. Abnormal and Emergency Procedures

TABLE OF CONTENTS
Balked/Rejected Landings . . . . . . . . . . . . . . . . . . . . . . . 3-30
Recovery Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Overweight/Hard Landing . . . . . . . . . . . . . . . . . . . . . . . 3-32
Bounced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Overspeed Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Enhanced Ground Proximity Warnings . . . . . . . . . . . . 3-36
Enhanced Ground Proximity Cautions. . . . . . . . . . . . . 3-37
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Precautionary Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Avionics Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
Windshear Aural/Visual Alert System. . . . . . . . . . . . . . . . . . . . . 3-42
Windshear Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Windshear Warning During Takeoff . . . . . . . . . . . . . . . . . . . . . . 3-44
Windshear Warning During Approach and Landing . . . . . . . . . . 3-48
Windshear Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Windshear Caution During Takeoff . . . . . . . . . . . . . . . . . . . . . . 3-51
Windshear Caution During Approach and Landing . . . . . . . . . . 3-51
Traffic Alert and Collision Avoidance System . . . . . . . 3-52
TCAS Resolution Advisory During Flight. . . . . . . . . . . . . . . . . . . . . 3-52
TCAS Traffic Advisory During Flight . . . . . . . . . . . . . . . . . . . . . . . . 3-53
No Bearing Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
Interrupted Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
Hot Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
Starter Fails to Cut Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-55
APU Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-55
Aileron PCU Runaway . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
Aileron System Jammed . . . . . . . . . . . . . . . . . . . . . . . . 3-56
Abnormal and Emergency Procedures Copyright © Bombardier Inc.

TABLE OF CONTENTS
Elevator System Jammed. . . . . . . . . . . . . . . . . . . . . . . . 3-56
Engine Overboost (Firewall). . . . . . . . . . . . . . . . . . . . . . 3-57
Stall Recovery Procedure. . . . . . . . . . . . . . . . . . . . . . . . 3-58
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
Aerodynamic Stall Characteristics and Aircraft Design. . . . . . . . . . 3-58
Certification Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
Factors Affecting the Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59
Stall Recovery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Low-Speed Cue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Low-Speed Awareness Cue <FAA> . . . . . . . . . . . . . . . . . . . . . 3-60
High Altitude Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61
Engine Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61
Stick Shaker or Pusher Recovery . . . . . . . . . . . . . . . . . . . . . . . 3-62
Stall Recovery Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Zero Flaps/Flaps Inoperative Approach . . . . . . . . . . . . 3-66
Ditching and Forced Landing. . . . . . . . . . . . . . . . . . . . . 3-68
Emergency Evacuation (Passenger Evacuation) . . . . . 3-68
Circuit Breaker Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
In-Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70

TABLE OF CONTENTS

LIST OF FIGURES
Figure 3.1 QRH Volume 2 -  VREF/Actual Landing
Distance Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Figure 3.2 QRH Volume 1 - Actual Landing Distance . . . . . . . . . . . . 3-9
Figure 3.3 Rejected Takeoff Before Achieving V1 . . . . . . . . . . . . . . 3-19
Figure 3.4 Takeoff - Engine Failure After V1 . . . . . . . . . . . . . . . . . . 3-23
Figure 3.5 Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Figure 3.6 Approach - Precision (Single-Engine) . . . . . . . . . . . . . . 3-27
Figure 3.7 Approach - Non-Precision (Single-Engine). . . . . . . . . . . 3-28
Figure 3.8 Go-Around - Single-Engine . . . . . . . . . . . . . . . . . . . . . . 3-29
Figure 3.9 ADI Windshear Indications . . . . . . . . . . . . . . . . . . . . . . . 3-43
Figure 3.10 Approach - Flaps Zero . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
Figure 3.11 Passenger Evacuation Procedure . . . . . . . . . . . . . . . . . 3-69

LIST OF FIGURES

ABNORMAL AND EMERGENCY PROCEDURES

Introduction
During abnormal/emergency situations it is imperative that the crew not
only understand and complete the applicable procedures, but also ensure
that effective communication is maintained. The latter is perhaps the most
challenging. Dealing with the “human factor” is subjective and has many
variables. It is therefore imperative that we, as operators, reduce the
possibility of communication errors by eliminating individual interpretations
of what is being said. The standardization of calls and actions removes the
unexpected and enhances communication.
The following actions are standard and shall be performed for each
abnormal/emergency situation:
• PM will reset the MASTER WARNING/MASTER CAUTION
switch/lights and call out the EICAS message exactly as it appears.
• After having assessed the situation, the PF will then direct the PM to
the appropriate checklist, while selecting the applicable EICAS
synoptic page. The PF shall then take control of the radios, thus
permitting the PM to focus on the procedure.
Good CRM dictates that both pilots maintain the global picture. In order for
this to occur each crew member must remember that simply by virtue of
the situation, the potential for confusion exists. As the PM reads and
actions the QRH checklist items, the PF must be kept in the loop. The PM
shall, therefore, read all items aloud (except during an emergency
descent). In an attempt to eliminate inadvertent switch selections, the PM
is required to confirm certain items before repositioning. In all cases when
airborne, the following shall be confirmed by the PF before the PM actions
them:
• Thrust levers
• Engine fire push switch/lights
• Generator switches
• Fuel boost pump switch/lights
• All other guarded switches, switch/lights
Normal checklists can be delayed in order to accomplish a QRH
procedure. Once the QRH procedure is complete, it is the responsibility of
the PF to call for any outstanding normal checklists.


Quick Reference Handbook – Volume 2
Red warnings are followed by boxed items, for which immediate action
must be taken to ensure continued flight safety. The delay involved in
referring to the applicable checklist is potentially dangerous, therefore, the
flight crew must be able to carry out the applicable “boxed” procedure.
These “boxed” items are considered immediate action items.
Amber cautions are items for which future action may be required to
ensure aircraft safety.
A flow pattern concept is used throughout the QRH as applicable, utilizing
the “decision” (rhomb) symbol.
Yes
No
This decision symbol indicates a flow pattern which points to two or more
possible courses of action. The procedure is completed once the (- END -)
symbol is reached.
When several alternative actions point to a common procedure or to
return/proceed to a specific step, a ‘return’ symbol is used.
An ‘arrowhead’ symbol is used to indicate that the procedure is not

completed and continues on to the next page.
The end symbol (---------- END ----------) indicates the end of the complete
procedure.
The procedures contained in the QRH assume that certain actions listed
below are accomplished by the crew:
• Normal procedures have been properly accomplished
• MASTER WARNING/MASTER CAUTION switch/lights are reset
• Obvious corrective action (if any) is taken for crew awareness items
Immediate Action Items have been inserted at the beginning of the QRH
as a learning and teaching aid for pilot training.
Diversion terms used within the QRH emergency and abnormal
procedures are as follows:
• “Land immediately at the nearest suitable airport” - Land without delay
at the nearest airport where a safe approach and landing is
reasonably assured
• “Land at the nearest suitable airport” - Landing airport and duration of
the flight are at the discretion of the pilot-in-command (PIC). Extended
flight beyond the nearest suitable airport is not recommended
• “Suitable airport” - Suitable airport is defined as the airport where a
safe approach and landing is assured

Approach Speed/Landing Distance Corrections
Nonstandard operating conditions such as single-engine operations or
flaps failure require that VREF be corrected to ensure adequate margin
above VSO on approach. In addition, the resulting higher VREF or a
condition such as contaminated runway or a malfunction of the aircraft
brakes or ground lift dumping systems will increase the actual landing
distance required to bring the aircraft to a complete stop.
In most cases of nonstandard aircraft configuration single VREF and
landing distance correction factors are provided. These correction factors
take into account the combined effects of the mechanical malfunction
referred to in the QRH Volume 2, and they must be applied to the charted
VREF value for the aircraft weight and the actual landing distance shown in
the QRH Volume 1 for the aircraft weight and pressure altitude. If the
scenario is further complicated by a contaminated runway or second
aircraft malfunction, a second set of corrections must be applied to the
already-adjusted VREF and actual landing distance.
Approach Speed Correction

VREF is 1.25 VSO in order to ensure adequate stick shaker protection at 25
degree bank angle with 15 degree overbank protection at 1-G. Should a
malfunction such as a flaps failure or single-engine operations be required
(flaps 20 approach configuration), a correction must be applied to the flaps
45 VREF to maintain this safety margin (see Figure 3.1).
Landing Data (Dry)F
QRH Volume 1 - PERFORMANCE - LANDING (see Figure 3.2):

(1) Aircraft weight (landing)......................................................... 46,000 lb
(2) Landing elevation (PA) .............................................................. 2000 ft
(3) VREF (Flaps 45) ..................................................................... 140 KIAS
(4) Actual landing distance (dry) ..................................................... 2989 ft

Approach Speed Correction ( VREF)
QRH Volume 2 - ABNORMAL, Flight Controls, FLAPS FAIL message

(see Figure 3.1):
(1) Flaps failed position ............................................................................ 3
(2) Approach speed (VREF) is increased by .................. 30 KIAS ( VREF)
(3) Corrected VREF .......................................... 140 + 30 KIAS = 170 KIAS
Landing Distance Correction

Landing distance can be affected by numerous conditions. Corrected VREF
will result in a longer landing distance. In the case of the example below,
the resulting corrected VREF causes the actual landing distance to be
corrected by a factor of (see Figure 3.1):
• 1.70 (70% increase) without thrust reverser(s)
• 1.65 (65% increase) with two thrust reversers
Landing Data (Dry)
QRH Volume 1 - PERFORMANCE - APPR & LDG - LANDING DATA

(see Figure 3.2):
(1) Aircraft weight (landing) ......................................................... 46,000 lb
(2) Landing elevation (PA) .............................................................. 2000 ft
(3) VREF (flaps 45)....................................................................... 140 KIAS
(5) Thrust reversers ............................................................ Two operative
Landing Distance Factor/Correction
QRH Volume 2 - FLAPS FAIL caution message (see Figure 3.1):

(2) Landing distance correction................................................ 1.65 (65%)
(3) Corrected actual landing distance ...................... 2989 x 1.65 = 4932 ft
Should a subsequent malfunction or contaminated runway condition be
encountered, further corrections to the above landing data will be required.

Summary
It becomes readily apparent that nonstandard aircraft configurations,
combined with contaminated runway operations have a significant impact
on VREF and landing distance.
Normal Operations
46,000 lb aircraft, 2000 ft landing elevation:

(1) VREF (flaps 45) ...................................................................... 140 KIAS
Flaps Failed at 3° Position
46,000 lb aircraft, 2000 ft landing elevation:

(1) Corrected VREF...................................................................... 170 KIAS
(2) Corrected actual landing distance (dry)..................................... 4932 ft
FINAL RUNWAY SURFACE

FLAPS
APPROACH
POSITION WET OR
SPEED DRY
(DEGREES) CONTAMINATED
 VREF (KT)
1-7 30 1.65 (65%) 1.70 (70%)

WITH TWO 8 - 19 18 1.50 (50%) 1.55 (55%)
THRUST
REVERSERS 20 - 29 12 1.22 (22%) 1.25 (25%)
30 - 44 8 1.18 (18%) 1.20 (20%)

1-7 30 1.70 (70%) 1.70 (70%)
WITHOUT 8 - 19 18 1.55 (55%) 1.55 (55%)
THRUST
REVERSER(S) 20 - 29 12 1.25 (25%) 1.25 (25%)
30 - 44 8 1.20 (20%) 1.20 (20%)
Figure 3.1 QRH Volume 2 -  VREF/Actual Landing Distance Factors

LANDING DATA
ACTUAL LANDING DISTANCE
(LANDING GEAR DOWN - FLAPS 45)
PRESSURE ALTITUDE (FT X 1000)

WEIGHT VREF*
0 2 4 6 8 10
(LB) (KIAS)
ACTUAL LANDING DISTANCE** (FT)
34,000 120 2313 2408 2509 2623 2747 2884
36,000 123 2406 2506 2612 2732 2862 3007
38,000 127 2498 2603 2715 2840 2978 3131
40,000 130 2590 2699 2817 2949 3094 3257

42,000 133 2681 2796 2919 3059 3212 3384
44,000 136 2772 2892 3022 3169 3331 3513
46,000 140 2863 2989 3126 3281 3451 3645
48,000 143 2954 3086 3231 3394 3574 3798
50,000 146 3046 3187 3342 3516 3713 3969
52,000 149 3148 3300 3465 3651 3881 4158

53,000 151 3204 3360 3531 3724 3972 4261
* VREF = Speed at 50’ Screen Height (KIAS), Flaps 45.

** Actual Landing Distance = Dry Landing Field Length x 0.6.
Wet Landing Field Length = Dry Landing Field Length x 1.15.
Figure 3.2 QRH Volume 1 - Actual Landing Distance

Diversion
Diversion from the approved flight plan may be necessary for reasons of
flight safety. The captain, when faced with an emergency situation, must
decide whether it is prudent to continue to destination or land at another
airport. The following is offered as guidance in making that decision. In all
cases, flight safety is the first consideration.
Landing at the nearest suitable airport should be accomplished in the
event of:
• Any fire, overheat or smoke indication, which cannot be immediately
and positively determined to be eliminated, or extinguished
• One-engine-inoperative (OEI)
• Loss of a complete hydraulic system
• One AC power source remaining (engine or APU generator)
• Any other situation determined by the crew to present significant
adverse effect on safety if the flight is continued

Pilot Incapacitation
Pilot incapacitation occurs in all age groups and during all phases of flight.
Incapacitation has many forms, ranging from sudden death to partial loss
of mental or physical performance.
The key to recognition of pilot incapacitation is to ensure all crewmembers
comply with standard procedures. Routine adherence to these procedures
and associated profiles can aid in detecting a problem. Gross or subtle
incapacitation should be suspect when a crew member does not respond
to verbal communication, especially when associated with a significant
deviation advisory.
Crew Action
In case of pilot incapacitation, the following are general guidelines.
The unaffected pilot shall take over the flight controls, declare an
emergency and:
• Ensure autopilot is engaged
• Call flight attendant to the flight deck
• Check that incapacitated pilot does not interfere with flight controls. It
is preferable to have the incapacitated pilot removed from the flight
deck
• If unable to remove the incapacitated pilot, instruct flight attendant to
lock shoulder harness of incapacitated pilot and move seat fully
rearwards
• If an immediate landing is imperative, obtain advice on most suitable
airport where medical assistance can be readily rendered
• Check on possibility of obtaining assistance from pilots who may be
traveling as passengers on board the aircraft

Checklist Dialogue
L ENG FIRE or R ENG FIRE or Severe Engine Damage (In
Flight)
The following dialogue depicts the responsibilities of the pilots for a
L ENG FIRE warning message in flight:
PM ............................................................ Resets the MASTER WARNING
PM states .......................................................................... Left Engine Fire
PF states ................ I have the radios; Left Engine Fire Immediate Actions
PM states .................................................................... You have the radios
PM .................................................Commence the Immediate Action Items
At a safe altitude, the affected engine Immediate Action Items are handled
in the following manner:
PM states ......................................... Left thrust lever CONFIRM and IDLE
PF.................................................................................. Visual confirmation
PF states ..................................................................... CONFIRMED, IDLE
PM ................................................................Moves left thrust lever to IDLE
NOTE
If the engine is still operating, retard the thrust lever

slowly to ease yawing tendency.
PM states ............................... Left thrust lever CONFIRM and SHUT OFF

PF states ........................................................... CONFIRMED, SHUT OFF
PM ......................................................Moves left thrust lever to SHUT OFF
PM .............................. Places finger on LH ENG FIRE PUSH switch guard
PM states .............. Left ENG FIRE PUSH switch CONFIRM and SELECT
PF states ............................................................... CONFIRMED, SELECT

PM ........................... Lifts guard, SELECTS switch and commences timing
PM ...............................................Places finger on L BOOST PUMP switch
PM states ......... Left FUEL BOOST PUMP, CONFIRM and SELECT OFF
PF states ...................................................................... CONFIRMED, OFF
PM ................................................... Select left FUEL BOOST PUMP, OFF
If after 10 seconds L ENG FIRE warning message persists:
PM .................................................SELECTS affected engine bottle switch
PM states ................................................... Left engine BOTTLE, SELECT
If after another 30 seconds L ENG FIRE warning message still persists:
PM ..................................................... SELECTS other engine bottle switch
PM states ................................................ Other engine BOTTLE, SELECT
NOTE
After the second bottle is selected (discharged), or if

the fire goes out prior to completion of the Immediate
Action Items, the PM will state, “Immediate Action
Items complete”, give status of the fire, and wait for
further direction from the PF.
PM ........................................Completes the QRH when directed by the PF

The PM reviews the Immediate Action Items in the QRH and then
continues by completing the remaining checklist items. Upon completion of
all checklist items:
PM states ....... L ENG FIRE or Severe Engine Damage checklist complete
----------END----------

L ENG FIRE or R ENG FIRE or Severe Engine Damage (On Ground)
This checklist is performed by the Captain (pilot) and closely resembles
the “L ENG FIRE or R ENG FIRE or Severe Engine Damage (In flight)”
checklist, however when the aircraft is on the ground, the pilot performs
the Immediate Action Items without the need for confirmation by the
copilot.


Unpressurized Takeoff and Landing Procedure
The procedures outlined below are recommended when performing a no-
engine bleed takeoff and landing, with the APU inoperative or selected
OFF for performance reasons.
When the engine bleeds cannot be used for takeoff (due to hot ambient
temperature - short runway combination, etc.) and the APU is inoperative,
the following procedures are recommended:
Before Takeoff
(1) PRESS CONT switch ................................................................. AUTO
(2) EMER DEPRESS ............................................................................ON
(3) L and R PACK switches ................................................................ OFF
(4) 10TH STAGE, ISOL .................................................................. Closed
(5) 10TH STAGE, L and R BLEED AIR ...................................... CLOSED
(6) RAM AIR switch.......................................................................... OPEN
----------END----------
At a safe altitude, preferably between 1500 to 3000 ft above field

elevation:
After Takeoff
(1) RAM AIR switch........................................................................... Close
(2) 10TH STAGE, L and R BLEED AIR ........................................... OPEN
(3) L and R PACK switches .................................................................. On
(4) EMER DEPRESS ............................................................................ Off
NOTE
If an engine failure occurs, delay turning on the bleeds

until after obstacle clearance is assured.
----------END----------

Landing
The following procedures are recommended if engine bleeds are not to be
used during landing, with the APU inoperative or selected OFF for
performance reasons.
When below 10,000 ft AGL:
(1) PRESS CONT switch ................................................................. AUTO
At the turn to final approach:
(2) L and R PACK switches ................................................................ OFF
(3) 10TH STAGE, L and R BLEED AIR ...................................... CLOSED
(4) RAM AIR switch.......................................................................... OPEN
(5) Landing elevation ............. Set to 3000 ft above landing field elevation
NOTE
1. Avoid high rates of descent for passenger comfort.
2. After landing, ensure that the aircraft is completely

depressurized prior to opening any aircraft doors.
----------END----------

Rejected Takeoff Before Achieving V1
A rejected takeoff is a maneuver performed during the takeoff roll to
expeditiously stop the aircraft on the runway.
As the aircraft accelerates, energy increases rapidly. At low speeds, up to
approximately 100 KIAS, the energy developed is not sufficient to cause
difficulty in stopping the aircraft.
As airspeed approaches V1, on a balanced field, the effort required to stop
the aircraft in the event of a rejected takeoff approaches maximum. The
decision to reject the takeoff must therefore be made so that the maneuver
can be initiated no later than V1.
CAUTION
On a balanced field, making a decision to reject a

takeoff after V1 may result in the aircraft not being
able to stop safely on the runway remaining.
QRH Procedure (see figure 3.3)

Either pilot states the emergency.
Pilot (Captain) calls “reject, max brakes” and simultaneously starts the
Immediate Action Items. The remaining checklist items are completed
after the aircraft has been safely brought to a stop.
Copilot (First officer) notifies ATC of emergency condition, intentions and
requirements.

EMER 1-2
Rev. 59, Mar 21/2012
Rejected Take-off Before Achieving V1
Simultaneously:
(1) Thrust levers ........................................................................IDLE
(2) Wheel brakes ................................. MAXIMUM until a safe stop.
(3) Thrust reverser(s) (operating
engine[s]) ..........................................MAXIMUM, consistent with
directional control.
After the airplane has been safely brought to a stop:

(4) PARKING BRAKE ................................................................. ON
Take-off was rejected due to an engine fire or severe damage:
Yes
(5) L ENG FIRE or R ENG FIRE
or Severe Engine Damage
(On Ground) procedure ...............................ACCOMPLISH
(Refer to EMER 1-4)
í(1'í
No
Evacuation required:
Yes
(5) Passenger Evacuation
procedure ....................................................ACCOMPLISH
(Refer to EMER 8-2)
í(1'í
No
(5) Passengers ........................................ADVISE to remain in their
seats
NOTE
After a rejected take-off, a minimum brake
cooling time of 15 minutes must be observed
between a rejected take-off and the subsequent
take-off. If a brake overheat warning is displayed
on EICAS, an inspection of the wheel fuse plugs
is required before the next take-off.
———— EN' ————

PRM2v2_03_RTO
QUICK REFERENCE
+$1'%22. POWER PLANT
CSP A-022
Figure 3.3 Rejected Takeoff Before Achieving V1

Engine Failure at/after V1
Engine failure due to turbine failure or other internal causes usually results
in the same yawing moment as an engine flameout. Vibration and noise
from the affected engine, however, may be more apparent and the onset
of yaw may be more rapid.
An engine failure at/after V1 will initially affect yaw much like a crosswind
would.
If an engine fails between V1 and lift-off, maintain directional control by
smoothly applying rudder, proportionate with thrust decay to maintain the
runway center line. The rotation should be executed smoothly with one
continuous motion up toward the single-engine target pitch attitude (10-
degrees) at 3-degrees per second. Use the required amount of rudder to
keep the wings level.
To counter the thrust asymmetry of an engine failure, maintain wings level
with the rudder. Flying with lateral control wheel displacement or with
aileron trim decreases single-engine performance.
The control wheel will be centered when the proper amount of rudder is
applied. Full lateral control will be available in both directions.
Engine-out controllability is excellent during the takeoff roll and after lift-off.
Minimum control speed in the air (VMCA) is well below VR.
Initial Climb
Retract the landing gear after attaining a positive rate of climb. Hold a
minimum of V2 to the acceleration altitude.
Indicated airspeed is the primary reference for pitch control after the initial
climb has been established. The initial climb attitude should be
immediately adjusted to maintain a minimum speed of V2. If an engine
fails at an airspeed between V2 and V2 + 10, climb at the airspeed at
which the failure occurred, provided climb performance at that speed is
satisfactory for obstacle clearance. If an engine failure occurs above
V2 + 10, increase pitch attitude in order to reduce airspeed to V2 + 10 and
maintain until the acceleration altitude.

Obstacle clearance or departure instructions may require a turn shortly
after takeoff. Climb performance is slightly reduced while turning but is
accounted for in the departure procedure. Typically, a special airport
procedure is published if there are any obstacles present.
If maneuvering below a speed of V2 + 10 kt, 1/2 BANK is required to
ensure adequate stall protection. Once the aircraft speed has been
increased above V2 + 10 kt, 1/2 BANK is no longer required.
Acceleration Altitude
Level off at the acceleration altitude. For a flaps 8 takeoff, at V2 + 12,
select flaps up. For a flaps 20 takeoff, at V2 + 12, select flaps 8 and at
V2 + 20, select flaps up.
After flap retraction, accelerate to VFTO, set maximum continuous thrust
(MCT) and continue climb at VFTO.
All performance requirements are met whether conducting a normal rated
takeoff or a reduced thrust takeoff. If desired, the operating engine may be
increased to normal rated thrust to improve performance.
Indications of fire, impending engine breakup, etc., should be actioned as
soon as the aircraft is under control and at a safe altitude, but in no case
below 400 ft AGL. Accomplish the L ENG FIRE or R ENG FIRE or Severe
Engine Damage Immediate Action Items after the aircraft is under control,
gear has been retracted and a safe altitude has been attained. Complete
the checklist when established in the climb at VFTO.


Climb at VT
“Max Continuous Thrust”
“----QRH”
“Climb Check”
Flaps 20

“Half Bank” when speed < V2 + 10 V2+12 “Flaps 8”
V2+20 “Flaps Up”

Flaps 8

V2+12 “Flaps Up”
“What’s the
problem?” Engage ALT
“Immediate
Call Lateral Mode Actions”
as required Acceleration Alt Set MCT
“Thrust Set”
“Autopilot Immediate Actions
V2 On”
“Speed Mode” Identify Malfunction “----QRH Complete”
600’ AGL Retract Flaps “Climb Check
“Max Thrust” Complete”
“Gear Up”
Engage Autopilot
Rotate
Towards FD
Engage CLB Sub Mode
Figure 3.4 Takeoff - Engine Failure After V1

Select Gear Up
“V1” “Rotate” PF Duties
PM Duties
Verify APR Set
State Malfunction “Positive Rate”
PRM2v2_EngFailV1

3-23
Abnormal and Emergency Procedures
Emergency Descent
The emergency descent maneuver is designed to descend the aircraft
smoothly to a safe cabin altitude in the minimum amount of time with the
least possible passenger discomfort.
If the descent is performed because of a rapid loss of cabin pressure,
oxygen masks are donned and crew communication is established at the
first indication of a pressurization problem.
The autopilot should remain engaged to accomplish the descent. Although
a turn is not required when initiating an emergency descent, it may be
performed using heading mode.
NOTE
If cabin pressure is verified to be uncontrollable and the

aircraft structural integrity is in doubt, airspeed should
be limited as much as possible. In this case, it is
preferable to maintain at or below the existing speed
and avoid high maneuvering loads.
The copilot will check the minimum enroute altitude, notify ATC and obtain
the local altimeter setting (QNH). Level-off altitude should be based upon
the passenger oxygen system capacity or the lowest safe altitude,
whichever is higher. Lowest safe altitude is the minimum enroute altitude,
minimum obstruction clearance altitude, or any other altitude based on
terrain clearance, navigation aid reception or other appropriate criteria.
When turbulent air is encountered or expected, the airspeed should be
reduced to the maximum turbulent air penetration speed (280 KIAS or
0.75 M, whichever is lower).
If descending into icing conditions, cowl and wing anti-ice are used as
required.
Once reaching level-off altitude, the pressurization system should be
rechecked and the situation re-evaluated. When removing oxygen masks,
the captain will direct the FO to remove his mask first. When the FO is
ready, control to the aircraft is transferred to the FO and the captain
removes his own mask. Establish communication with the flight attendant
for passenger/cabin status.
Captain Duties
First Officer Duties
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3-25
Single-Engine Approach
Comprehensive planning is the key to a safe, unhurried, professional
approach. Every attempt should be made to complete the approach
preparations before arrival in the terminal area.
Adequate thrust and normal maneuvering margins are available, if the
approach is flown in accordance with the standard profile.
The single-engine approach profile is the same as for two engines except
that the flaps are held at 20 with approximately 5% higher N1 thrust on the
operating engine. When the landing gear is selected down, set the final
approach speed. The landing flare is reduced due to the flatter approach
attitude.
Engine Failure on Approach

The PF should establish, as quickly as possible, the single engine
approach configuration. If able to complete a stabilized approach from this
position, continue. If not, carry out a go-around.

“Flaps 8” Speed 180 KIAS Speed 200 KIAS Prior to APPR:
On Intercept Course Set VT and
Green Needles “Flaps 20” Speed 170 KIAS V2GA on PFD
Engage APPR Mode Vref in FMS

Select Flaps 20 Select Flaps 8
GS Capture
“Gear DN”

“Check” “Speed xx” Flaps 20 + 1/2 Gust (Max 10 Knots)
“Before Landing Check”
“Check”
“Set Missed Approach Altitude”

“Localizer
Alive”
“Glidescope “Altitude xx” at:
Alive” Select Gear DN
Complete Before
Landing Check “Check” “Landing”
“Check” or
“Go Around”
“Before Landing “500” (TDZE)

Check Complete”
Set Missed Approach Altitude at: “100 Above”
Name
Altitude “Minimums” Verify Spoilers
(Flags) “90 Knots”
Figure 3.6 Approach - Precision (Single-Engine)

All speeds are recommended Refer to AFM for autopilot PF Duties
procedural speeds, NOT minimum disengagement altitudes. PM Duties
maneuvering speeds
PRM2v2_SE_Prec_Appr_Prof

3-27
3-28
PF Duties “Flaps 8” Speed 180 KIAS Prior to APPR:
PM Duties Speed 200 KIAS
Set VT and
“Flaps 20” Speed 170 KIAS V2GA on PFD
Vref in FMS
Select Flaps 20 Select Flaps 8

3 to 5 mi from:
“Gear DN”
“Speed xx” Flaps 20 + 1/2 Gust (Max 10 Knots)
“Altitude xx” at: “Check”

“Set Missed Approach Altitude”
ALTS CAP
Preselect next Altitude “Landing”
“FD Off”
“Check” or

Select Gear DN “Go Around”
Before Landing Check at:
Name
Altitude
(Flags) “100 Above”
“Before Landing Check Complete” “GPS APPR”
Timing “Minimums” Turn FD Off
Verify Spoilers
All speeds are recommended Set Missed Approach Altitude “90 Knots”
procedural speeds, NOT minimum
maneuvering speeds “Runway In Sight
(and Location)”
“Missed Approach Point”
Figure 3.7 Approach - Non-Precision (Single-Engine)

AP must be disengaged by 400 ft
PRM2v2_SE_NonPrec_Appr_Prof

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3-29
Balked/Rejected Landings
It is a common belief that an aircraft can successfully complete a go-
around from any point during the approach or landing phase. This is
definitely not the case. In general, no aircraft is certified to successfully
complete a go-around without ground contact once it has entered the low-
energy landing regime.
In this flight regime, the aircraft is in a state of very low kinetic and
potential energy. The hazardous situation is compounded by the fact that
turbofan engines can require up to 8 seconds to accelerate from idle to full
go-around power.
The low-energy regime occurs when the following conditions are met:
• Landing gear and flaps set for landing
• Aircraft is descending
• Thrust is stabilized in the idle range
• Airspeed is decreasing
• Aircraft is 50 ft or less
The decision to place an aircraft into the low-energy regime is a decision
to land. If there are any doubts regarding the probability of completing a
safe landing, a go-around must be initiated prior to entry into the low-
energy regime.

Recovery Maneuver
When a balked/rejected landing is initiated:
• Fly the aircraft - disconnect the autopilot
• Set maximum thrust and retract flight spoilers
• Ensure that the aircraft is not stalled - respect the stick shaker
• Orient the lift vector, use ailerons and rudder to level and to maintain
wings level
• Rotate smoothly to arrest the descent while respecting the stick
shaker - continue the rotation as the aircraft begins to accelerate
• Be aware that the aircraft may make ground contact
• Be aware of a possible loss of lift leaving ground effect
• Do not change configuration until a positive climb and acceleration are
achieved
• Do not overcontrol in pitch - stay just above shaker
• When clear of obstacles, lower the nose and transition to a standard
go-around flight profile

Overweight/Hard Landing
Overweight landings up to maximum takeoff weight may be safely
accomplished by using normal landing procedures and techniques. There
are no adverse handling characteristics associated with heavier than
normal landing weights. Compute the landing distance required to ensure
that the runway length is adequate for the higher threshold speed.
Observe flap placard speeds and do not maintain excess airspeed on
final. This technique is especially important when landing with flaps 20
during an engine inoperative or other abnormal condition.
A smooth landing is desirable but avoid the tendency of a long flare, as
this will considerably increase the landing distance. Apply maximum
reverse thrust promptly after touchdown to help prevent brake
temperatures from becoming excessive.
An overweight landing is defined as a landing at more than MLW.
Overweight landings should be avoided. However, no inspection is
required provided neither a hard landing nor a hard de-rotation occurred.
Following a hard landing or hard de-rotation at any weight, it is possible
that damage may have occurred to the aircraft structure and systems. This
damage may be visible or hidden. In this instance, it is strongly
recommended that the aircraft be inspected for damage, prior to the next
flight, in accordance with the Hard/Overweight Landing checks contained
in Chapter 5 of the Airplane Maintenance Manual (AMM).

A hard landing is described as:
1. A landing at a vertical descent rate greater than 600 ft/min or
10 ft/sec when the aircraft gross weight is less than or equal to the
maximum landing weight (MLW)
2. A landing at a vertical descent rate greater than 360 ft/min or 6 ft/sec
when the aircraft gross weight is greater than the maximum landing
weight (MLW), but less than or equal to the maximum takeoff weight
(MTOW)
3. A landing where the aircraft lands with an uncontrolled sideways skid
or continues to move from the prepared surface to a runway surface
that is not prepared
4. A landing where the aircraft touches the ground with one or more
landing gear on a surface other than the prepared surface
5. A landing where the aircraft nose landing gear touches the ground
before both main landing gear have touched the ground
6. A landing where the aircraft nose landing gear touches the ground at
the same time as one of the main landing gear touches the ground
7. A landing where the aircraft bounces or skips after initial impact and
the ground spoilers subsequently deploy while the aircraft is still in
the air
8. High bank angle landing:
• Aircraft roll >3°/sec and aircraft is on one main landing gear only
for a minimum of 0.25 seconds and AGW ≤ MLW and rate of
descent at touchdown is >7 ft/sec (420 ft/min), or
• Aircraft roll >3°/sec and aircraft is on one main landing gear only
for a minimum of 0.25 seconds and AGW > MLW and rate of
descent at touchdown is >4.2 ft/sec (252 ft/min)
9. A touchdown that results in a burst tire
Factors contributing to a hard de-rotation are:
1. Application of brakes before the nose landing gear touches the
ground resulting in an unchecked, high de-rotation rate
2. Full or nearly full nose-down elevator applied before the nose landing
gear touches the ground
3. Forward column pressure applied, following main gear touchdown,
resulting in an unchecked, high de-rotation rate
Bounced Landing
The ground lift dumping (GLD) system is very effective in preventing
bounced landings. Its automatic deployment requires that the thrust levers
be at IDLE prior to touchdown, as they should be for all landings.
If the pilot believes that thrust must be added and maintained until
touchdown to salvage a landing, then a balked/rejected landing should be
executed.
If the aircraft bounces on landing, a balked/rejected landing should be
executed. Go-around thrust should be set and the normal landing attitude,
or slightly higher, should be maintained. Aircraft configuration should not
be changed at this time. Once the aircraft is accelerating above VREF and
climbing through a safe height, the go-around maneuver should be
continued.
Improper landing technique (thrust levers not at IDLE) may result in a
shallow bounce. If the pilot decides not to execute a balked/rejected
landing, then the normal landing attitude should be maintained and the
thrust levers reduced to IDLE. Be aware that following the bounce the
GLD may deploy as soon as the thrust levers are set to IDLE, even if the
aircraft is still in the air.
A poorly executed approach and touchdown with a high rate of descent
can generate a high, hard bounce that can quickly develop into a hard
landing accident. A balked/rejected landing should always be executed
following such a bounce.

Overspeed Warnings
Overspeed warnings are indicated as follows:
• The Mach/airspeed warning clacker sounds until airspeed is reduced
below VMO/MMO or VFE
Procedure:
(1) Airspeed ...............................Reduce until less than VMO/MMO or VFE
----------END----------

Enhanced Ground Proximity Warnings
Enhanced ground proximity warnings are indicated as follows:
• Red PULL UP switch/light flashes, accompanied by the following aural
warnings:
• “WHOOP, WHOOP, PULL UP”
• “TERRAIN, TERRAIN, PULL UP”
• “OBSTACLE, OBSTACLE, PULL UP”
Procedures:
• If a ground proximity warning occurs, disconnect the autopilot,
immediately initiate a pull-up and advance thrust levers to maximum
thrust, ensure that the flight spoilers are fully retracted, ascend at the
best climb angle, respecting stick shaker, until all alerts cease and it is
confirmed that a safe ground clearance exists.
NOTE
Always respect stick shaker and use as the upper limit

for pitch attitude. Control pitch attitude in a smooth
steady manner to avoid overshooting the attitude at
which stall warning is initiated.

Enhanced Ground Proximity Cautions

Enhanced ground proximity cautions are indicated as follows:
• Amber GND PROX switch/light flashes, accompanied by the following
aural warnings
• “TERRAIN, TERRAIN”
• “CAUTION TERRAIN, CAUTION TERRAIN”
• “CAUTION OBSTACLE, CAUTION OBSTACLE”
• “TOO LOW TERRAIN”
• “TOO LOW GEAR”
• “TOO LOW FLAPS”
• “SINKRATE, SINKRATE”
• “DON’T SINK, DON’T SINK”
• “GLIDESLOPE”
Procedures:
• When an enhanced ground proximity caution occurs, adjust aircraft
flight path until the alert ceases
• “TOO LOW FLAPS” alerts may be canceled by pressing the GND
PROX FLAP OVRD switch/light when the following approved
procedures which specify landing with flaps selected to other than 45
• “GLIDESLOPE” alerts may be canceled by pressing the
PULL UP/GND PROX switch/light

Windshear
General
Windshear is a sudden change in wind speed and/or direction over a short
distance. Severe windshear is a rapid change in wind speed and/or
direction causing airspeed changes greater than 15 kt or vertical speed
changes greater than 500 ft/min. Most windshear occurs horizontally, but
under certain conditions such as thunderstorms and strong frontal
systems, windshear can travel vertically, creating a downburst. The
downburst is the most hazardous type of windshear and in that category,
the microburst is the most dangerous.
A microburst is an extremely violent downward blast of air that radiates
outward from the center upon reaching the ground. The microburst
downdraft is typically a few hundred to a few thousand feet across. When
it reaches the ground, it spreads out horizontally and may form one or
more horizontal vortex rings around the downdraft. The outflow is typically
1 to 2 nm across and the vortex ring may rise to 2000 ft above the ground.
The duration of microbursts, from the initial downburst to dissipation
seldom exceeds 15 to 20 minutes, with the maximum shear intensity
lasting for about 2 to 4 minutes. Multiple microbursts have been known to
occur in the same general area and tend to take a line structure such that
the downburst activity could last much longer. Once microburst activity
starts, be prepared for further windshear encounters.
Detection
There is no sure method of predicting when and where windshear will
occur. However, the following conditions can indicate the possible
existence of windshear along the flight paths:
1. Thunderstorms accompanied by heavy rain (where the air is very
humid)
2. The presence of virga (rain that evaporates before reaching the
ground)
3. Strong frontal activity
4. Low level jet stream, and
5. A combination of the following conditions:

• Extreme variations in wind speed and/or direction in a relatively short
time
• Evidence of a gust front, such as blowing dust over the airport surface
• Surface temperatures higher than 30°C (86°F), and
• Dew point spread of 4°C (7.2°F) or more
Strong microbursts can also occur without precipitation, even during sunny
weather conditions. Windshear can also be caused by strong surface
winds in the vicinity of small hills or large buildings and by sea breeze
fronts.
Finally, to better ascertain if windshear activity is probable:
• Be aware of windshear PIREPs
• Use the weather radar to locate thunderstorm cells in the approach or
takeoff areas
• Use the Low Level Windshear Alerting System (LLWAS), if available,
and
• Maintain frequent flight instruments scanning

Precautionary Actions
Avoidance is still the best course of action to take if windshear is known or
suspected in the area. Stay clear of thunderstorm cells, heavy
precipitation, virga and areas of known windshear.
Flight crew awareness, preparation and coordination cannot be
emphasized enough. A thorough knowledge of and familiarity with the
phenomenon and the various meteorological conditions indicative of
windshear activity is necessary of one is to be prepared for the possibility
of an inadvertent encounter.
When Windshear Activity is Known or Suspected at Departure

Airport:
1. Delay the takeoff until conditions are favorable;

2. Use the longest and most favorable runway available;
3. Select the minimum flap setting acceptable for the field length
available;
4. Use full takeoff thrust (no FLX);
5. During the takeoff roll, the PM should carefully monitor the flight
instruments to detect, at the earliest possible time, airspeed
fluctuations which are indicative of windshear;
6. Rotate the aircraft at the normal rate to achieve the desired speed. A
thorough knowledge of the normal takeoff indications of the flight
instruments is essential, in particular those pertaining to vertical flight
path;
7. Obstacle clearance permitting, consider using an increased initial
climb speed;
8. Be familiar with the normal (all-engine) initial climb pitch attitude;
9. During the initial climb, the PM should closely monitor the flight
instruments. Any deviation from the normal values of airspeed,
airspeed build-up, attitude, vertical speed, or altitude trend should be
immediately called-out; and
10. Be prepared for windshear encounters.

When Windshear Activity is Known or Suspected at Arrival Airport:
1. Delay the approach until conditions are favorable, or divert to another

airport;
2. Use the longest and most favorable runway available;
3. Add an appropriate wind correction to the final approach speed;
4. Establish crew coordination and awareness procedures, especially at
night or in marginal weather conditions, and be alert for the possibility
of an inadvertent encounter;
5. Fly a normal approach and consider using the autopilot to allow for
more monitoring and recognition time;
6. Be aware of the normal values of the flight instruments during the
approach and constantly cross-check flight director commands with
the vertical flight path instruments;
7. The PM should closely monitor the flight instruments, paying
particular attention to the vertical flight path instruments (vertical
speed, altitude, glideslope and airspeed) and call out any deviation
from normal;
8. Do NOT make large thrust reductions or trim changes to correct rapid
increases in airspeed for they could vary from an increase to a
decrease in a very short time;
9. If a significant reduction or increase in rate of descent is experienced,
consider executing a go-around; and
10. Anticipate windshear activity along the flight path.

Avionics Equipment
General
The Regional Jet is equipped with a windshear detection and escape

guidance system coupled with the enhanced ground proximity warning
system (EGPWS). The system detects windshear conditions during the
approach and takeoff phases of flight and is active between 10 and 1500 ft
radio altitude. It provides aural and visual alert messages and displays
pitch and low speed cue symbology as guidance to escape/recover from
the windshear encounter.
During a windshear warning, command bars and alpha margin indicator
(pitch limits) appear automatically on both PFDs. The command bar is
dynamic and is set taking into consideration pitch and low speed limits for
that configuration. The positions of the command and other cues are
calculated using angle-of-attack data.
Following the flight director commands will provide the most effective and
expeditious recovery from the windshear encounter.
Windshear Aural/Visual Alert System
Windshear warning and escape guidance is indicated as follows:

• Brief siren followed by “WINDSHEAR, WINDSHEAR, WINDSHEAR”
aural
• WINDSHEAR warning message and alpha margin indicator displayed
on the PFDs
• Flight director on PFDs with TO/WS or GA/WS mode active
• WINDSHEAR warning message and alpha margin indicator displayed
on the HGS combiner (HGS equipped aircraft)
• Solid guidance cue displayed on the HGS with TO/WS or GA/WS
mode active (HGS equipped aircraft)
• De-clutter of the HGS combiner [HSI removed] (HGS equipped
aircraft)

NOTE
1. TO/WS will appear if the active vertical mode is TO

when the windshear is detected. In all other cases,
such as if SPEED mode has been selected, or if the
aircraft took off in PITCH mode, or with no vertical
speed mode selected, GA/WS will be displayed.
2. The autopilot will automatically disconnect within 2

seconds after a windshear warning.
Windshear caution is indicated as follows:

• WINDSHEAR caution message and alpha margin indicator displayed
on the PFDs
• WINDSHEAR caution message and alpha margin indicator displayed
on the HGS combiner (HGS equipped aircraft)
PRMv2_03_004
Figure 3.9 ADI Windshear Indications

Windshear Warning
WARNING
A WINDSHEAR ENCOUNTER ON THE RUNWAY

WILL NOT ACTIVATE THE WINDSHEAR ALERT
SYSTEM. CLOSE MONITORING OF THE AIRSPEED
TREND DURING THE TAKEOFF ROLL IS CRITICAL
FOR DETECTION.
Windshear Warning During Takeoff

Windshear encounters during takeoff that cause a reduction in airspeed
require prompt and definite corrective action. In such a situation, the pre-
determined values of the takeoff speeds for that particular balanced field
length are no longer applicable. At recognition of windshear, the following
procedures should be accomplished immediately:
Before V1
• REJECT the takeoff
After V1
If sufficient runway is available to reject the takeoff:
• REJECT the takeoff
If sufficient runway is NOT available to reject the takeoff:
(1) Thrust levers........................................................................... Advance
• PF/PM advance thrust levers forward to MAX thrust
WARNING
IF GROUND OR OBSTACLE CONTACT IS

IMMINENT, USE ALL AVAILABLE THRUST.
(2) Aircraft ........................................................................................Rotate

• Rotation should commence no later than 2000 ft before the end of the
runway, even if the airspeed is below VR
• Higher than normal stick effort may be necessary to lift the aircraft off

(3) Configuration .......................................................................... Maintain
• Do NOT change flap, landing gear or trim position until positively out
of windshear condition
(4) Escape guidance ........................................................................Follow
• PM shall ensure that TO/WS or GA/WS is displayed on both PFDs
• Escape guidance commands override all other FD modes
(FDs on or off)
• Escape guidance commands override all other HGS modes
(HGS equipped aircraft)
• Follow commands presented on the PFD, taking care not to exceed
the alpha margin indicator (AMI)
• Follow commands presented on the HGS combiner or PFD, taking
care not to exceed the AMI (HGS equipped aircraft)
• Escape guidance may command pitch angles up to but not
exceeding the AMI
• AMI position is coincident with stick shaker initiation
• Accurate flight control inputs are required
• Control pitch in a smooth and steady manner in order to avoid
excessive over/under-shoot of the commanded attitude
WARNING
1. STICK SHAKER MUST BE RESPECTED.

REDUCE PITCH AS REQUIRED TO STOP
SHAKER.
2. IF GROUND OR OBSTACLE CONTACT IS


5. Flight instruments ..................................................................... Monitor

• The PM shall closely monitor the vertical flight path instruments and
ensure proper thrust setting
• The PM shall call out any significant variations in airspeed, airspeed
trend, rate of climb, pitch, thrust and altitude
• The PM shall make directive commentaries as appropriate, for
example:
• ‘Altitude decreasing - speed increasing - pull the nose up’
• Accept a lower than normal indicated airspeed, up to intermittent stick
shaker
When clear of the windshear encounter, recovery is indicated by a
significant improvement in aircraft performance, accompanied by the
disappearance of the AMI.
NOTE
TO/WS or GA/WS will remain as the active mode until

another selection is made by the crew.
• Establish a normal climb pitch attitude

• Reduce thrust as required
• Select speed mode
• Reconfigure the aircraft as appropriate, and
• Resume the normal climb profile
NOTE
Always be prepared for further encounters since

windshear has been known to occur in groups.

Report the encounter to ATC as soon as possible, including:
• Location where windshear was encountered
• Altitude when windshear was encountered
• Airspeed fluctuations experienced (speed gained or lost), and
• Type of aircraft
----------END----------

Windshear Warning During Approach and Landing
It is important to achieve a stabilized approach as early as possible no
later than 1000 ft above ground level. If windshear is inadvertently
encountered, recovery must be promptly initiated especially if flight path
control becomes marginal. Recognition of marginal flight path control
depends upon the flight crew’s assessment of the existing conditions.
Indications of marginal flight path control are characterized by uncontrolled
changes in excess of the following (±):
• 15 KIAS
• 500 ft/min vertical speed
• 5° pitch attitude
• 1 dot displacement from the glideslope
• 10° variation from normal heading
• Unusual thrust lever position for a significant period of time
If windshear warning is encountered and/or flight path control becomes
marginal:
(1) Thrust levers/TOGA switch........................................... Advance/Press
• PF/PM advance thrust levers forward to MAX thrust
• PM shall ensure GA/WS is displayed on both PFDs
• Escape guidance commands override all other FD modes
(FDs on or off)
• Escape guidance commands override all other HGS modes
(HGS equipped aircraft)
WARNING
IF GROUND OR OBSTACLE CONTACT IS

2. Flight spoilers ............................................................................Retract

3. Configuration ...........................................................................Maintain
• Do NOT change flap, landing gear or trim position until positively out
of windshear condition

4. Escape guidance ........................................................................Follow
• Follow commands presented on the PFD, taking care not to exceed
the alpha margin indicator (AMI)
• Follow commands presented on the HGS combiner or PFD, taking
care not to exceed the AMI (HGS equipped aircraft)
• Escape guidance may command pitch angles up to but not
exceeding the AMI
• AMI position is coincident with stick shaker initiation
• Accurate flight control inputs are required
• Control pitch in a smooth and steady manner in order to avoid
excessive over/under -shoot of the commanded attitude
WARNING
1. STICK SHAKER MUST BE RESPECTED.

REDUCE PITCH AS REQUIRED TO STOP
SHAKER.
2. IF GROUND OR OBSTACLE CONTACT IS

5. Flight instruments ..................................................................... Monitor

• The PM shall call out any deviation from the normal values of
airspeed, airspeed trend, rate of climb, pitch, thrust and altitude
• The PM shall make directive commentaries as appropriate, for
example:
• Altitude decreasing - speed increasing - pull the nose up
• Accept a lower than normal indicated airspeed, up to intermittent stick
shaker

When clear of the windshear encounter, recovery is indicated by a
significant improvement in aircraft performance, accompanied by the
disappearance of the AMI.
NOTE
TO/WS or GA/WS will remain as the active mode until

another selection is made by the crew.
• Establish a normal climb pitch attitude

• Reduce thrust as required
• Select speed mode
• Reconfigure the aircraft as appropriate, and
• Resume the normal climb profile
NOTE
Always be prepared for further encounters since

windshear has been known to occur in groups.
Report the encounter to ATC as soon as possible, including:

• Location where windshear was encountered
• Altitude when windshear was encountered
• Airspeed fluctuations experienced (speed gained or lost), and
• Type of aircraft
----------END----------

Windshear Caution
Windshear Caution During Takeoff
(1) Flight instruments ..................................................................... Monitor

WARNING
BE PREPARED FOR THE WINDSHEAR CAUTION

TO BE FOLLOWED BY A WINDSHEAR WARNING.
----------END----------
Windshear Caution During Approach and Landing
An increasing performance windshear, indicated by a windshear caution,

may well be an indication of an impending windshear warning. Serious
consideration should be given to executing a go-around.
(1) Flight instruments ..................................................................... Monitor
WARNING
BE PREPARED FOR THE WINDSHEAR CAUTION

TO BE FOLLOWED BY A WINDSHEAR WARNING.
----------END----------

Traffic Alert and Collision Avoidance System
TCAS Resolution Advisory During Flight
Resolution advisories (RAs) are indicated as follows:
• Vertical maneuver commands (red/green arc) on vertical speed
indicator
• Threat level symbology (red square symbol) on multifunction display,
including closure rates and relative altitude, and
• Vertical maneuver voice aurals
CAUTION
Compliance with a TCAS resolution advisory (RA)

is necessary unless the pilot considers the
maneuver unsafe to accomplish, or unless the pilot
has accurate information about the cause of the RA
and can maintain safe separation from a nearby
aircraft.
NOTE
Pilots must respond promptly to all resolution

advisories.
During Flight:
(1) Autopilot.............................................................................. Disconnect
(2) Applicable maneuver ..........................................................Accomplish
immediately, adjusting engine thrust as required. If an additional
maneuver is indicated (e.g., a reversal), it also must be accomplished
immediately.
CAUTION
Once an RA maneuver has been initiated, the

maneuver must be continued until a “CLEAR OF
CONFLICT” aural.

Stabilized in Approach - Yes:
(1) Autopilot.............................................................................. Disconnect

(2) Go-around ................................................................................. Initiate
Stabilized in Approach - No:

RA is accompanied with a GPWS or STALL warning:
(1) Applicable RA maneuver ................................................... Discontinue
(2) Applicable recovery procedure (EGPWS or STALL) ..........Accomplish
When TCAS “CLEAR OF CONFLICT” aural comes on:
(3) Aircraft ................................................. Reposition to assigned altitude
----------END----------
TCAS Traffic Advisory During Flight

Traffic advisories (TAs) are indicated as follows:
• Threat level symbology on multifunction display, including closure
rates and relative altitude symbols, and
• “TRAFFIC - TRAFFIC” voice aurals
NOTE
1. The pilot should not initiate evasive maneuvers

using information from the traffic display only or on a
TA without visually sighting the traffic.
2. These displays and advisories are intended only for

assistance in visually locating the traffic and lack the
flight path trends necessary for use in evasive
maneuvering. However, while climbing or
descending, modest changes in vertical speed
based on traffic display information are not
considered evasive maneuvering.
(1) Display control panel, TFC switch ............................................... Press

to select TCAS traffic display on MFD.

No Bearing Advisory
When the TCAS computer detects an intruder but does not receive valid
bearing information, a traffic symbol will not be generated. This ‘No
Bearing’ advisory however, will be shown in the ‘No Bearing Table’, which
is a two-line textual display, at the bottom of the TCAS traffic page on the
MFD.
The first two RA or TA intruders with no valid bearing information are listed
in this table with the type (RA or TA), followed by the range and altitude. A
slash separates the range from the altitude in a similar fashion to the
TCAS traffic display. A vertical speed trend arrow will also be displayed if
the trend is more than 500 ft/min. The display (entire line) is shown in red if
the intruder is an RA and yellow if the intruder is a TA.
The ‘No Bearing Table’ will remain blank if all intruders detected have valid
bearing information.
NOTE
Pilots must respond promptly to all resolution

advisories.
Interrupted Starts
Hot Start
During an engine start, the HOT icon (ITT gauge) appears when ITT
rapidly increases at 200°C per-second. Should the HOT icon appear,
immediately move the thrust lever to SHUT OFF.
If the starter engagement time limit has not been exceeded, continue to
motor engine until starter engagement time limit to ensure ITT decreases
below 120°C. If the hot start procedure is begun after starter cutout (55%
N2), re-engagement of the starter motor will be required.
Refer to Volume 2, Chapter 1 - Limitations, for engine starter limitations.
A hot start can occur without the HOT icon. Monitor ITT closely during start
to avoid an overtemperature. Always be vigilant of the peak ITT.

Starter Fails to Cut Out
It is imperative that starter cutout be observed at 55% N2.
The NO STARTER CUTOUT caution message appears if the starter does
not cut out. The resultant high speed of the starter turbine could cause
mechanical damage.
Pressing the applicable ENG STOP switch/light should be all that is
required to close the start valve and stop airflow to the air turbine starter
(ATS).
On the ground, should the ENG STOP action not resolve the problem, you
must shut down the engine and turn off the air source (APU, external air or
the other engine bleed).
CAUTION
During an engine start using external air,

coordination with ground personnel will be
required to shut off the external air source during a
NO STARTER CUTOUT condition.
APU Fire
On the ground, when an APU FIRE condition is detected, the APU shuts
down automatically. Five seconds later, the APU fire bottle automatically
discharges Halon into the APU compartment.
In flight, when an APU FIRE condition is detected, the APU will
automatically shut down, but without automatic fire extinguishing. Fire
extinguishing must always be initiated by the pilots through the APU
BOTTLE ARMED PUSH TO DISCH switch/light on the copilots
glareshield.
On ground or in flight, it is required that the APU FIRE Immediate Action
Items, followed by the QRH APU FIRE procedures be carried out to
ensure shutdown and extinguishing agent discharge.

Aileron PCU Runaway
Spoileron control transfer is automatic in the event of a PCU runaway. The
green PLT ROLL or CPLT ROLL light on the glareshield indicates the pilot
with the operative aileron.
Disconnecting the roll torque tube isolates the faulty aileron and prevents
further mechanical damage.
Aileron System Jammed

If the autopilot is engaged, the first indication could be an amber 'A' on the
ADI. This indicates that the autopilot is encountering higher-than-normal
force loads on the control surface. If the situation permits, investigate
further using the FLIGHT CONTROLS synoptic page.
Disconnecting the roll torque tube isolates the ailerons and the control
columns on the roll axis. Determine the operable side before pulling the
ROLL DISC handle.
Selecting the applicable PLT ROLL or the CPLT ROLL switch/light allows
spoileron control transfer.
Elevator System Jammed

If the autopilot is engaged, the first indication could be an amber 'E' on the
ADI. This indicates that the autopilot is encountering higher than normal
force loads on the control surface. If the situation permits, investigate
further using the FLIGHT CONTROLS synoptic page.
Disconnecting the pitch torque tube isolates the elevators and the control
columns on the pitch axis. Determine the operable side before pulling the
PITCH DISC handle.
It is important to remember that the autopilot will remain available after the
ROLL DISC and/or PITCH DISC handles have been pulled, isolating the
operative side. However, the autopilot servos can only control the left
elevator or right aileron. If the left elevator or right aileron are jammed the
autopilot will appear to be connected (both FCC lights on) but will be
unable to move the jammed control surface. If not monitored closely an
aircraft unusual attitude or upset condition can result.

Engine Overboost (Firewall)

The aircraft has a significant thrust overboost capability, which could
possibly be used to advantage in emergency situations. This overboost
capability should only be considered during emergency situations.
Overboosting the engines when the situation is not sufficiently serious will
unnecessarily shorten engine life.
In an emergency situation if ground contact is imminent, “firewalling the
thrust lever(s)” should be considered.
CAUTION
Overboosting the engines could result in an engine

overtemperature or overspeed condition with ITT
and N1 indications well over the red line.

Stall Recovery Procedure
Introduction
The goal of stall recovery training is to ensure that flight crew recognizes
the indications of an approach to stall and apply the appropriate recovery
actions to prevent the aircraft from entering a stall or upset.
Aerodynamic Stall Characteristics and Aircraft Design

The wing stalls when it reaches its critical angle-of-attack (AOA), where
airflow separation results in a loss of lift. An aircraft can be stalled at any
attitude, at any thrust setting and at any airspeed.
On some aircraft types, airflow separation may start before the
aerodynamic stall is reached, and this is often indicated by airframe
buffeting and a reduction in controllability of the aircraft. The greater
amount of airflow separation at the aerodynamic stall may result in
increased level of buffeting, a pronounced loss of lift (G-break) and/or
uncommanded rolling motion. On the CRJ Series aircraft, stall warning is
provided via a stick shaker system. Should the pilot not initiate the
appropriate stall recovery procedure at the stick shaker and if the AOA
continues to increase, the stick pusher will abruptly pitch the aircraft nose
down, reducing the AOA and initiating recovery from the stall. Pusher
activation is considered to identify the stall.
Certification Requirements
Aircraft certification testing verifies that a stall warning system with
sufficient margin to prevent inadvertent stalling is present. Inherent to the
certification requirements is the assumption that the pilot will take the
correct actions to prevent a stall from occurring.
For an aircraft equipped with a stick pusher system, certification testing
also verifies that activation of the stick pusher, accompanied by the pilot
taking the correct actions to complete the stall recovery, will prevent a
hazardous flight condition from occurring.

Factors Affecting the Stall
The stall AOA is normally constant for a given configuration. However, for
swept wing turbojet aircraft the stall angle generally reduces as altitude
increases due to the Mach effect.
The stall AOA increases when flaps are extended.
The stall AOA is reduced in ground effect.
The stall AOA is reduced in a sideslip.
WARNING
ON ALL AIRCRAFT, THE STALL AOA IS REDUCED

SIGNIFICANTLY WHEN THE WING,
PARTICULARLY THE LEADING EDGE, IS
CONTAMINATED.
The stall protection system (SPS) considers the variations in aerodynamic

stalling behavior according to the configuration effects previously
described. The pusher AOA, which is used to define stall speeds, varies
so as to account for the change in the aerodynamic stall AOA.
WARNING
THE STALL PROTECTION SYSTEM (SPS) IS

UNABLE TO DETECT OR COMPENSATE FOR
WING CONTAMINATION. UNDER SUCH
CIRCUMSTANCES, AN AERODYNAMIC STALL
MAY OCCUR BEFORE THE SPS IS ABLE TO
PROVIDE ANY WARNING OF IMPENDING STALL.
IF CHARACTERISTICS TYPICAL OF AN
AERODYNAMIC STALL ARE IDENTIFIED, SUCH AS
AIRFRAME BUFFET OR UNCOMMANDED
ROLLING, THE STALL RECOVERY MUST BE
INITIATED WITHOUT WAITING FOR SPS SHAKER
OR PUSHER ACTIVATION.

The speed at which an aircraft stalls is not constant, but is a function of the
aircraft’s weight and the maneuvering load factor. Increased weight and
load factors will increase stall speeds for a given stall AOA.
Loading the aircraft means increasing the load factor by the aft movement
of the control column. Conversely, unloading means decreasing the load
factor by forward movement of the control column.
Turbulence can cause an abrupt increase in AOA due to the change in
direction of airflow relative to the wing.
Stall Recovery
General
The primary pitch control (elevator) is the most effective control for
recovery from an approach to stall. It should be used to reduce the AOA
under all approach to stall conditions.
In all cases, flight crew must be prepared to move the control column
forward rapidly and sufficiently to obtain a prompt reduction in wing AOA.
A deliberate and sometimes significant, loss of altitude may be required in
order to restore the aircraft to a normal energy state and prevent an
aerodynamic stall from occurring.
Low-Speed Cue
The low speed cue (alternating red and black checkerboard cue) provides
an indication of the speed margin to stick shaker during normal low speed
maneuvers and approaches to stall. The top of the low-speed cue
corresponds to 1.05 times the computed stick pusher speed. Therefor the
stick shaker speeds will be equal to or above the low-speed cue.
Low-Speed Awareness Cue <FAA>
The purpose of the low-speed awareness cue or green line is to promote a

visual awareness indication on the PFD speed tape that is 1.26 times
(26% margin) above the stick shaker activation based on the current flight
conditions. The green line is calculated through flap angle, AOA and
Mach.

High Altitude Stalls
During high altitude operations, situational awareness must be maintained
at all times. If the nose attitude is excessively high, (large increase of
induced drag), performance may be so limited that the aircraft will not be
capable of maintaining altitude and the airspeed may be lost. Under these
circumstances, a descent must be initiated immediately (trading altitude
for airspeed) to prevent a stall from occurring.
Turbojet engines may experience surging or compressor stall possibly
leading to loss of thrust or even flameout at excessive AOA because of the
disturbed airflow entering the engine inlet.
Engine Thrust
In some circumstances, an increase in engine thrust can be used to

accelerate the aircraft from a low speed condition. Thus minimizes the
altitude loss required, especially at lower altitudes. At angles of attack
associated with a stall warning, the aerodynamic drag is high and engine
acceleration (spool up) may take up to 8 seconds at low altitudes and
significantly more at high altitudes to achieve maximum thrust from idle
thrust, thus extending the recovery.
Other circumstances, where engines are already developing maximum or
close to maximum thrust such as takeoff, go-around or high altitude
operations, there will be little additional thrust available to aid in stall
recovery.
In all cases, flight crew must be prepared for a more pronounced or
prolonged nose down pitch input as necessary leading to a significant
altitude loss during recovery.

Stick Shaker or Pusher Recovery
When approaching a stall, either stick shaker or stick pusher. Recovery
should always be initiated as soon as the conditions are identified. In
either case, the pilot is to ensure having positive control of the aircraft by
reducing the AOA, using the control column (elevator), simultaneously roll
wings level and applying maximum thrust as this will help to minimize the
amount of altitude lost.
Flight crew must ensure the aircraft energy needs to be re-established by
sacrificing significantly more altitude until a positive stall recovery has
been assured, thus the goal of minimizing altitude loss becomes a
secondary consideration.
Stall Recovery Procedure
Indication: Aircraft buffet, uncommanded roll, stick shaker activated and/or

stall warbler on:
(1) Autopilot.......................................................Disengage, if required

(2) Pitch attitude........................Lower nose to reduce angle of attack
(3) Thrust levers..........................................Advance to MAX POWER
(4) Roll attitude...................................................................Wings level
(5) FLIGHT SPOILER lever..................................................RETRACT
After airspeed increases and stall warning is extinguished:

(6) Pitch attitude........................................ Adjust to minimize altitude loss
(7) Thrust levers and aircraft configuration ................... Adjust as required

NOTE
1. It is essential that the AOA be immediately reduced,

even if this means a loss of altitude.
2. Avoid abrupt or aggressive pitch control inputs

during recovery. Inappropriate recovery inputs can
result in a secondary stall.
3. Height loss resulting from high AOA recovery,

especially at cruise altitude and/or low initial thrust
conditions, can be significant.
----------END----------

Steep Turns
The objective of the steep turn maneuver is to familiarize pilots with the
aircraft handling characteristics and improve the instrument panel scan.
Steep turns will be done with autopilot and flight director off.
Entry:
• Stabilize aircraft at 250 KIAS
• Smoothly roll the aircraft into a 45° bank turn
• Increase N1 by approximately 2 to 3%
• Use approximately 3° noseup pitch to maintain altitude
Recovery:
• 15° prior to desired heading, start rollout and reduce thrust as
necessary to maintain 250 KIAS


Zero Flaps/Flaps Inoperative Approach
The following procedures should be used when carrying out a zero flaps/
flaps inoperative approach and landing:
• If necessary, burn off fuel to reduce landing weight
• A straight-in precision approach, using autopilot, is recommended
• Select the longest runway available, considering wind and braking
action, preferably with an ILS or VASIS
• Complete appropriate QRH procedures
Use standard terminal area speeds and establish final approximately 10
miles from the runway. This will allow time to extend the gear and
decelerate to the target speed while in level flight. Attempt to be in the
landing configuration prior to descending on the glideslope. Due to the
higher energy on approach, ensure accurate flight path and speed control.
If necessary, the flight spoilers are authorized for use above 300 ft AGL.
Landing will tend to be firmer than normal as very little flare is desired.
Allowing the aircraft to float in ground effect will greatly increase landing
distance, which could be critical on a short runway. Verify landing distance
requirements and compare to runway available.
After main gear touchdown, gently lower the nose to the runway. Apply
brakes only after nosewheel touchdown.
NOTE
Improper landing technique during flaps failure can

generate loads on the nose gear sufficient to cause
structural damage.

Speed 200 KIAS
On Intercept Course
Slow Aircraft to Flaps 0 Maneuvering Speed
If IMC, this procedure is superimposed

onto the approach profile being flown.
GS Capture
“Gear DN”

“Speed xx” Flaps 0 + 1/2 Gust (Max 10 Knots)
If available, use ILS or VASIS/PAPI

Select Gear DN to establish 3° Glideslope
Complete Before Landing Check
Do not use Flight Spoilers

below 300 ft AGL
Figure 3.10 Approach - Flaps Zero

Verify Spoilers
All speeds are recommended “90 Knots”
procedural speeds, NOT minimum
maneuvering speeds
PF Duties
PM Duties
PRM2v2_Zero_Flap_Appr_Prof

3-67
Ditching and Forced Landing
Refer to QRH Volume 2, EMER 7-1, Ditching and Forced Landing:
• Recommended Configuration
• Ditching or Forced Landing Imminent
• Planned Ditching
• Forced Landing
Emergency Evacuation (Passenger Evacuation)

The passenger evacuation procedure (figure 3.11) contains the steps
required to prepare for passenger evacuation and is initiated when a
condition potentially endangering life or physical well-being of passengers
and crew exists.
In the majority of cases, this procedure will follow another QRH procedure.
This requires a great deal of coordination on the part of the crew
members.
Time permitting, brief flight attendant(s):
• Nature of emergency
• Evacuation signals
• Specific directions regarding exits to be used
This checklist secures the aircraft against movement of any sort and
therefore allows for a safe evacuation.
If the captain chooses to evacuate the passengers by a particular exit, the
captain should state the exit first, followed by the evacuate command.

Passenger Evacuation
This procedure contains the steps required to prepare for passenger

evacuation and is initiated when a condition potentially endangering
life or physical well-being of passengers and crew exists.
Pilot:
(1) PARKING BRAKE ................................................................. ON
(2) Evacuation ................................................................COMMAND
(3) GND LIFT DUMPING ...........................................MAN DISARM
(4) Thrust levers .............................................................SHUT OFF
(5) Evacuation ........................................ INITIATE using PA system
(6) APU, LH ENG and RH ENG FIRE
PUSH ............................................................................SELECT
(7) BATTERY MASTER ............................................................ OFF
Copilot: On evacuation command

(8) Air Traffic Control ....................................NOTIFY of emergency
conditions and intent to
evacuate
NOTE
If ditching, disregard step (9).
(9) EMER DEPRESS .................................................................. ON

(10) EMER LTS (coincident with PA) ............................................ ON
(11) Appropriate exits .............................................................. OPEN

(12) Passenger evacuation .............................. ASSIST and DIRECT
passengers away from the
PRM_PASS_EVAC.ai
airplane
(13) Airplane ............................................ABANDON by any suitable
exit
———— END ————
Figure 3.11 Passenger Evacuation Procedure
Circuit Breaker Reset
The following paragraphs summarize Bombardier Aerospace philosophy
and policies with respect to resetting of tripped circuit breakers.
General
There is a latent danger in resetting a circuit breaker tripped by an
unknown cause because the tripped condition is a signal that something
may be wrong in the related electrical circuit.
Until it is positively determined what has caused a circuit breaker trip to
occur, flight crews, maintenance personnel, or aircraft ground servicing
personnel usually have no way of knowing the consequences of resetting
a tripped circuit breaker.
Resetting a circuit breaker tripped by an unknown cause should normally
be a maintenance function conducted on the ground.
In-Flight
A circuit breaker must not be reset or cycled (i.e., opened or closed)
unless doing so is consistent with explicit procedures specified in the AFM
or unless, in the judgement of the Pilot-in-Command, that resetting or
cycling the circuit breaker is necessary for the safe completion of the flight.
A logbook write-up is required for an in flight circuit breaker reset/cycle.
On Ground
A circuit breaker tripped by an unknown cause may be reset on the ground
after maintenance has determined the cause of the trip and has
determined that the circuit breaker may be safely reset.
If the Master Minimum Equipment List (MMEL) or the Dispatch Deviation
Guide (DDG) contain procedures that allow a tripped circuit breaker to be
reset, then the same cautions identified above also apply.
A circuit breaker may be cycled (tripped or reset) as part of a
troubleshooting procedure documented in the AMM, unless doing so is
specifically prohibited for the conditions existing.

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Takeoff Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Climb Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Gradient to Rate Tables . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Percent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Feet Per Nautical Mile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Balanced Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Accelerate-Stop With All Engines Operating . . . . . . . . . . . . . . . . . 4-12
Accelerate-Stop With One Engine Inoperative . . . . . . . . . . . . . . . . 4-12
Takeoff Distance With All Engines Operating x 115% . . . . . . . . . . 4-13
Takeoff Distance With One Engine Inoperative . . . . . . . . . . . . . . . 4-14
Balanced Field Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Speed Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Reduced Thrust (FLEX) . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Calculation Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Assumed Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Flex Thrust V-speed Calculations . . . . . . . . . . . . . . . . . . . . . . . 4-22
Flex Thrust Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Copyright © Bombardier Inc. Performance

TABLE OF CONTENTS
Wet and Contaminated Operations. . . . . . . . . . . . . . . . 4-24
Damp and Wet Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Regulatory Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Flex Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Dispatch Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Contaminated Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Regulatory Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Flex Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Applying V1 Correction (Wet and Contaminated Takeoff) . . . . . . . . 4-26
One-Engine-Inoperative Performance . . . . . . . . . . . . . 4-27
Driftdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Minimum Time Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Performance Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 4.1 Balanced Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Figure 4.2 Speed Book Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Figure 4.3 CRJ200 Speed Book (Imperial) . . . . . . . . . . . . . . . . . . . 4-18
Figure 4.4 CRJ200 Speed Book (Metric) . . . . . . . . . . . . . . . . . . . . . 4-19

LIST OF FIGURES

PERFORMANCE

Introduction
The data presented in this chapter is derived from the CRJ200 Airplane
Flight Manual (AFM), associated Quick Reference Handbooks (QRH), and
other related training material. The material was compiled to assist the
student in understanding various CRJ performance-related concepts but
its intended use is “For Training Purposes Only”.
Definitions
The following definitions are for terms commonly used throughout the
manual. Items not commonly used will be defined in the respective
sections where they apply.
Airspeeds
IAS Indicated airspeed - Airspeed indicator reading corrected for instrument
error.
CAS Calibrated airspeed - IAS corrected for static source position error.
EAS Equivalent airspeed - CAS corrected for compressibility.
TAS True airspeed - EAS corrected for density.
MI Indicated Mach number - Machmeter reading corrected for instrument error.
MT True Mach number - Machmeter reading corrected for both instrument and
static source position errors.
V1 Takeoff decision speed (formally designated as critical engine failure

recognition speed) - The speed used as a reference at which, due to engine
failure or other causes, the pilot may elect to stop or continue the takeoff.
V1MBE Maximum V1 for brake energy - The maximum speed on the ground from
which a stop can be accomplished within the energy capabilities of the
brakes.
V1MCG Minimum V1 limited by control on the ground - The takeoff decision speed
following an engine failure at VMCG. V1 may not be less than V1MCG.
V2 Takeoff safety speed - Target climb speed to be attained at or before a

height of 35 ft above the runway during a continued takeoff, following an
engine failure.
V2GA Approach climb speed (also known as V2 GO-AROUND) - Target climb

speed to be attained during a go-around with one engine inoperative.

Airspeeds
VA Design maneuvering speed - The maximum speed at which application of
full available aileron, rudder or elevator will not overstress the aircraft.
VEF Critical engine failure speed - The speed at which, if the critical engine fails,
the engine failure is recognized at V1.
VFE Maximum flaps extended speed - The highest speed permissible with the
wing flaps in a prescribed extended position.
VFTO Final takeoff climb speed - The speed attained at the end of the flight path
acceleration segment during a continued takeoff following an engine failure,
and is the climb speed scheduled for the final takeoff climb.
VLE Maximum landing gear extended speed - The maximum speed at which the
aircraft can be safely flown with the landing gear extended.
VLO Maximum landing gear operating speed - The maximum speed at which the
landing gear can be safely extended or retracted.
VMO / MMO Maximum operating limit speed/Mach number - The maximum operating
limit speed (airspeed or Mach number) is the speed that may not be
deliberately exceeded in any regime of flight (climb, cruise, or descent)
unless a higher speed is authorized for flight test or pilot training operations.
VMCA Minimum control speed air - Minimum flight speed at which the aircraft is
controllable with a maximum of 5° bank, when the critical engine suddenly
becomes inoperative, with the remaining engine at maximum takeoff thrust.
VMCG Minimum control speed ground - Minimum speed on the ground at which
control can be maintained and the takeoff continued using aerodynamic
controls alone, when the critical engine suddenly becomes inoperative, with
the remaining engine at maximum takeoff thrust.
VMCL Minimum control speed during landing approach - Minimum flight speed at
which the aircraft is controllable with a maximum of 5° bank, when the
critical engine suddenly becomes inoperative, with remaining engine at
maximum takeoff thrust.
VR Rotation speed - Speed at which rotation is initiated during takeoff.
VREF Approach speed - The landing reference speed at a height of 50 ft above

the runway threshold in the normal landing configuration.
VS Stalling speed.
Temperature
ISA International standard atmospheric conditions.

Temperature
OAT Outside air temperature - The free air temperature, obtained either from
in-flight temperature indications or ground meteorological sources.
SAT Static air temperature (in flight, SAT = OAT).
TAT Total air temperature - Static air temperature plus adiabatic compression
(ram) rise.
Distances
Takeoff The takeoff distance on dry runways is the longer of (1) and (2), defined as
Distance follows:
The takeoff distance on wet and contaminated runways is the longer of (3)
or the takeoff distance on dry runways as established from (1) or (2).
(1) The distance from the start of the takeoff roll to the point where the
aircraft attains a height of 35 ft above the takeoff surface, with a failure of
the critical engine at VEF.
(2) 115% of the distance from the start of the takeoff roll to the point where
the aircraft attains a height of 35 ft above the takeoff surface, with all
engines operating.
(3) The distance from the start of the takeoff roll to the point where the
aircraft attains a height of 15 ft above the takeoff surface, with a failure of
an engine at VEF.
Takeoff Run The takeoff run on dry runways is the longer of (1) and (2), defined as
(with follows:
clearway) The takeoff run on wet and contaminated runways is the longer of (3) or
the takeoff run on dry runways as established from (1) or (2).
(1) The distance from the start of the takeoff roll to the midpoint between
liftoff and the point at which the aircraft attains a height of 35 ft above the
takeoff surface, with a failure of the critical engine at VEF.
(2) 115% of the distance from the start of the takeoff roll to the mid point
between liftoff and the point where the aircraft attains a height of 35 ft
above the takeoff surface, with all engines operating.
(3) The horizontal distance along the takeoff path from the start of the
takeoff to the point equidistant between the point at which liftoff is achieved
and the point at which the aircraft is 15 ft above the takeoff surface,
assuming that an engine fails at VEF.
Takeoff Run If the takeoff distance does not include a clearway, the takeoff run is equal
(without to the takeoff distance.
clearway)

Distances
Accelerate - The accelerate-stop distance is the longer of (1) and (2), defined as
Stop Distance follows:
(applicable to (1) The sum of the distances necessary to:
dry, wet and (a) Accelerate the aircraft from a standing start to VEF with all engines
contaminated operating;
runways) (b) Accelerate the aircraft from VEF to V1 assuming the critical engine fails
at VEF; and
(c) Come to a full stop from the point reached at the end of the
acceleration period prescribed in paragraph (1)(b), assuming that the pilot
does not apply any means of retarding the aircraft until that point is
reached; plus
(d) A distance equivalent to 2 seconds at constant V1.
(2) The sum of the distances necessary to:
(a) Accelerate the aircraft from a standing start to V1 with all engines
operating;
(b) Come to a full stop at the end of the period prescribed in paragraph
(2)(a), assuming that the pilot does not apply any means of retarding the
aircraft until that point is reached; plus
(c) A distance equivalent to 2 seconds at constant V1.
Clearway An area beyond the runway, not less than 500 ft wide, centrally located
about the extended centerline of the runway, and under the control of the
airport authorities. The clearway is expressed in terms of a clearway plane,
extending from the end of the runway with an upward slope not exceeding
1.25% above which no object nor any terrain protrudes. However,
threshold lights may protrude above the plane if their height above the end
of the runway is 26 in or less and if they are located to each side of the
runway.
Stopway An area beyond the takeoff runway at least as wide as the runway and
centered upon the extended centerline of the runway, able to support the
aircraft during an aborted takeoff without causing structural damage to the
aircraft, and designated by the airport authorities for use in decelerating
the aircraft during an aborted takeoff.
Actual Actual landing distance is the distance from a 50 ft height at VREF with the
Landing flaps in the normal landing configuration, to a full stop on a smooth, dry,
Distance level, hard-surfaced runway and ISA temperature.
Landing Field Operational rules which require the use of 60% of the available runway in
Length determining landing field length requirements. The required landing field
length on a dry runway is the actual landing distance divided by 0.6.
The landing field length required under wet runway conditions is equal to
115% of the dry runway landing field length.

Takeoff Path
Takeoff Path The takeoff path begins from a standing start and ends at 1500 ft above
the takeoff surface or at the point where transition from takeoff to enroute
configuration is completed, whichever is higher.
Takeoff Flight The takeoff flight path begins at the end of the takeoff distance and at a
Path height of 35 ft above the takeoff surface, and ends at 1500 ft above the
takeoff surface, or at the point where transition from takeoff to enroute
configuration is completed, whichever is higher. This is also known as the
Gross Takeoff Flight Path.
Net Takeoff The net takeoff flight path is the gross takeoff flight path diminished by
Flight Path 0.8% climb gradient capability (or equivalent reduction in acceleration
along that part of the takeoff flight path at which the aircraft is accelerated
in level flight). The net takeoff flight path must clear all obstacles in the
takeoff area by at least 35 ft vertically.
Climb Gradient
Climb The ratio of the change in height, during a portion of a climb, to the
Gradient horizontal distance traversed in the same time interval.
Gross Climb gradient expressed as a percentage ratio, obtained using the

Gradient following formula:
(change in height  horizontal distance traveled) x 100.
The gradients are based on true (not pressure) rates of climb.
Net Gradient The gross gradient reduced by the required margins.
First The first segment starts from the 35 foot height and extends to the point
Segment where the landing gear is fully retracted, at a constant V2 speed and flaps
in the takeoff position.
Second The second segment starts at the point where the landing gear is fully
Segment retracted up to at least 400 ft above the runway, flown at V2 speed and
flaps in the takeoff position.
Acceleration The acceleration segment is the part of the takeoff flight path that begins at
Segment the end of the second segment and extends horizontally over the distance
required to retract flaps to zero, and accelerate to final takeoff climb speed.
Final The final segment starts from the end of the acceleration segment and
Segment extends to the end of the takeoff flight path, flown at the final segment
climb speed, flaps up.

Miscellaneous
APR Automatic performance reserve - In the event of an engine failure during
takeoff, the APR function will increase the thrust rating of the remaining
engine.
Center of The point at which the aircraft would balance if suspended. The CG
Gravity (CG) distance from the reference datum is found by dividing the total moment by
the total weight of the aircraft.
GW Gross weight - The maximum weight to which the aircraft is certified.

MLW Maximum landing weight - The maximum aircraft weight approved for the
landing touchdown.
MRW Maximum ramp weight - The maximum possible aircraft weight allowed for
ground handling and taxiing.
MTOW Maximum takeoff weight - The maximum aircraft weight approved for the
start of takeoff.
MZFW Maximum zero fuel weight - The maximum weight allowed before usable
fuel is loaded into the aircraft.

Gradient to Rate Tables
Percent
This table provides a rate of climb or descent in feet per minute (FPM)
below the GROUND SPEED IN KNOTS for the gradient shown in
PERCENT (%) at the left. This table is for use in climbs, descents from
altitude and non-precision instrument approach procedures. Table
accuracy is within one foot per nautical mile. This table does not consider
the earths curvature as a factor. The earths curvature is considered when
using fixed glideslope (ILS/PAR). Procedures utilizing a fixed glideslope
have slightly higher figures to reflect the earths curvature.

GRADIENT GROUND SPEED IN KNOTS
% 70 75 90 110 120 140 150 160 180 200 250 300
2.6 184 197 237 263 316 369 395 421 474 527 658 790
2.8 196 213 255 284 340 397 425 454 510 567 709 851
3.0 213 228 273 304 365 425 456 486 547 608 760 911
3.2 227 243 292 324 389 454 486 519 583 648 810 972
3.4 241 258 310 344 413 482 516 551 620 689 861 1033
3.6 255 273 328 365 437 510 547 583 656 729 911 1094
3.8 269 289 346 385 462 539 577 616 693 770 962 1155
4.0 284 304 365 405 486 567 608 648 729 810 1013 1215
4.2 298 319 383 425 510 595 638 681 766 851 1063 1276
4.4 312 334 401 446 535 624 668 713 802 891 1114 1335
4.6 326 349 419 466 559 652 699 745 839 932 1165 1398
4.8 340 365 437 486 583 681 729 778 875 972 1215 1458
5.0 354 380 456 506 608 709 760 810 911 1013 1266 1519
5.2 369 395 474 527 632 737 790 843 948 1053 1317 1580
5.4 383 410 492 547 656 766 820 875 984 1094 1367 1641
5.6 397 425 510 567 681 794 851 907 1021 1134 1418 1701
5.8 411 441 529 587 705 822 881 940 1057 1175 1468 1762
6.0 425 456 547 608 729 851 911 972 1094 1215 1519 1823
6.2 440 471 565 628 753 879 942 1005 1130 1256 1570 1884
6.3 447 479 574 638 766 893 957 1021 1148 1276 1595 1914
6.4 454 486 583 648 778 907 972 1037 1167 1296 1620 1944
6.5 461 494 592 658 790 922 987 1053 1185 1317 1646 1975
6.6 468 501 602 668 802 936 1003 1069 1203 1337 1671 2005
6.7 475 509 611 679 814 950 1018 1086 1221 1357 1696 2036
6.8 482 516 620 689 826 964 1033 1102 1240 1377 1722 2066
6.9 489 524 629 699 839 978 1048 1118 1258 1398 1747 2096
7.0 496 532 638 709 851 992 1063 1134 1276 1418 1772 2127
7.2 510 547 656 729 875 1021 1094 1167 1312 1458 1823 2187
7.4 525 562 674 749 899 1049 1124 1199 1349 1499 1873 2248
7.6 539 577 693 770 924 1078 1154 1231 1385 1539 1924 2309
7.8 553 592 711 790 948 1106 1185 1264 1422 1580 1975 2370
8.0 567 608 729 810 972 1134 1215 1296 1458 1620 2025 2430
8.2 581 623 747 830 996 1163 1246 1329 1495 1661 2076 2491
8.4 595 638 766 851 1021 1191 1276 1361 1531 1701 2127 2552
8.6 610 653 784 871 1045 1219 1306 1393 1568 1742 2177 2613
8.8 624 668 802 891 1069 1248 1337 1426 1604 1782 2228 2674
9.0 638 684 820 911 1094 1276 1367 1458 1641 1823 2279 2734
9.2 652 699 839 932 1118 1304 1398 1491 1677 1863 2329 2795
9.4 666 714 857 952 1142 1333 1428 1523 1713 1904 2380 2856
9.6 681 729 875 972 1167 1361 1458 1556 1750 1944 2430 2917
9.8 695 744 893 992 1191 1389 1489 1588 1786 1985 2481 2977
10.0 709 760 911 1013 1215 1418 1519 1620 1823 2025 2532 3038
10.2 723 775 930 1033 1240 1446 1549 1653 1859 2066 2582 3099
10.4 737 790 948 1053 1264 1474 1580 1685 1896 2106 2633 3160
10.6 751 805 966 1073 1288 1503 1610 1718 1932 2147 2684 3220
10.8 766 820 984 1094 1312 1531 1641 1750 1969 2187 2734 3281
11.0 780 835 1003 1114 1337 1560 1671 1782 2005 2228 2785 3342
11.2 794 851 1021 1134 1361 1588 1701 1815 2042 2268 2836 3403
11.4 808 866 1039 1154 1385 1616 1732 1847 2078 2309 2886 3463
11.6 822 881 1057 1175 1410 1645 1762 1880 2115 2349 2937 3524
FEET PER MINUTE

Feet Per Nautical Mile
This table provides a rate of climb or descent in fpm below the GROUND
SPEED IN KNOTS for the gradient shown in FEET PER NAUTICAL MILE
at the left. This table is for use in climbs, descents from altitude and non-
precision instrument approach procedures. Table accuracy is within one
foot per nautical mile. This table does not consider the earths curvature as
a factor. The earths curvature is considered when using fixed glideslope
(ILS/PAR). Procedures utilizing a fixed glideslope have slightly higher
figures to reflect the earths curvature.
NOTE
In the 100 knot Ground Speed column, dividing the

Rates-of-Climb by 100 approximates the climb gradient
in percent.
Example: 300 ft per nm @ 100 kt = 500 fpm, or 5%
climb gradient.

GRADIENT GROUND SPEED IN KNOTS

FEET PER
70 75 90 100 120 140 150 160 180 200 250 300
NM
160 187 200 240 267 320 373 400 427 480 533 667 800
180 210 220 270 300 360 420 450 480 540 600 750 900
200 233 250 300 333 400 467 500 533 600 667 833 1000
220 257 275 330 367 440 513 550 587 660 733 917 1100
240 280 300 360 400 480 560 600 640 720 800 1000 1200
260 303 325 390 433 520 607 650 693 780 867 1083 1300
280 327 350 420 467 560 653 700 747 840 933 1167 1400
300 350 375 450 500 600 700 750 800 900 1000 1250 1500
320 373 400 480 533 640 747 800 853 960 1067 1333 1600
340 397 425 510 567 680 793 850 907 1020 1133 1417 1700
360 420 450 540 600 720 840 900 960 1080 1200 1500 1800
380 443 475 570 633 760 887 950 1013 1140 1267 1583 1900
400 467 500 600 667 800 933 1000 1067 1200 1333 1667 2000
420 490 525 630 700 840 980 1050 1120 1260 1400 1750 2100
440 513 550 660 733 880 1027 1100 1173 1320 1467 1833 2200
460 537 575 690 767 920 1073 1150 1227 1380 1533 1917 2300
480 560 600 720 800 960 1120 1200 1280 1440 1600 2000 2400
500 583 625 750 833 1000 1167 1250 1333 1500 1667 2083 2500
520 607 6s0 780 867 1040 1213 1300 1387 1560 1733 2167 2600
540 630 675 810 900 1080 1260 1350 1440 1620 1800 2250 2700
560 653 700 840 933 1120 1307 1400 1493 1680 1867 2333 2800
580 677 725 870 967 1160 1353 1450 1547 1740 1933 2417 2900
600 700 750 900 1000 1200 1400 1500 1600 1800 2000 2500 3000
620 723 775 930 1033 1240 1447 1550 1653 1860 2067 2583 3100
640 747 800 960 1067 1280 1493 1600 1707 1920 2133 2667 3200
660 770 825 990 1100 1320 1540 1650 1760 1980 2200 2750 3300
680 793 850 1020 1133 1360 1587 1700 1813 2040 2267 2833 3400
700 817 875 1050 1167 1400 1633 1750 1887 2100 2333 2917 3500
720 840 900 1089 1200 1440 1680 1800 1920 2160 2400 3009 3600
FEET PER MINUTE

Balanced Field
The regulations identify separate conditions that must be considered when
planning the takeoff:
• Accelerate-stop with all engines operating (AEO)
• Accelerate-stop with one engine inoperative (OEI)
• Takeoff distance with all engines operating (AEO) x 115%
• Takeoff distance with one engine inoperative (OEI)
The balanced field method of calculation addresses these conditions. The
takeoff distance that can satisfy both the worst case takeoff and the worst
case rejected takeoff scenarios defines the balanced field length. The
V-speeds found in the QRH and the speed book assume that the takeoff is
not limited by balance field length.
V1MCG, V1, and VR are the V-speeds that affect the balanced field
calculation.
V1 must not be less than V1MCG, nor greater than VR, therefore V1 must
occur in the range between these two values.
Accelerate-Stop With All Engines Operating

If V1 and VR are equal, the decision to reject for other than engine failure
is made at high speed. The distance needed to stop the aircraft is directly
related to speed. The higher the speed the longer the stopping distance.
When V1 is less than VR a corresponding shorter stopping distance is
needed for the rejected takeoff.
Accelerate-Stop With One Engine Inoperative

The calculation is based upon the assumption that the aircraft is quickly
accelerated with AEO up to the engine failure speed and the engine failure
is recognized at V1.
If V1 and VR are equal, the stopping distance will be correspondingly long.
When V1 is less than VR a shorter stopping distance will be needed.

Takeoff Distance With All Engines Operating x 115%
In this situation it is assumed that a normal AEO takeoff will occur. The
aircraft is quickly accelerated with AEO up to the VR speed.
A lower or higher V1 have no impact on distance because acceleration is
made with AEO up to VR. For this reason, the runway distance
requirement is presented in the graphic below as a constant.
SPEED
Accelerate-Go (AEO) Accelerate-Stop

(OEO)
Accelerate-Stop
(AEO)
VR
V1
R
A
N
G
E
PRM2v2_04_001
V 1MCG Accelerate-Go (OEO)
Balanced Field
Figure 4.1 Balanced Field

Takeoff Distance With One Engine Inoperative
If V1 = VR, the aircraft is quickly accelerated, engine failure is recognized
at V1 = VR and the takeoff is continued. The total takeoff distance
requirement is relatively short.
When V1 is less than VR, the takeoff distance required becomes longer to
compensate for the single engine acceleration from engine failure through
V1 to V2 (35 foot height).
In an AEO/OEI accelerate-stop comparison, the OEI distance is shorter
because of a slower acceleration rate between engine failure and
recognization of the failure (no later than V1). Also, during the
deceleration, only one engine is producing forward thrust.
In an AEO/OEI accelerate-go comparison, the OEI distance is longer than
AEO. However, when V1 approaches VR, the AEO distance becomes
longer. This is because the regulations require that the AEO distance must
be multiplied by a factor of 115%.
Balanced Field Summary

For accelerate-stop, a lower V1 is desirable while the opposite is true for
the continued takeoff. The V1 speed which offers the best compromise is
used to calculate the shortest distance (balanced field). The point on the
graphic (Figure 4.1) represents the V1 speed at which all four
requirements are met.


Speed Book
The Bombardier CRJ200 speed book was designed as a single source
document, from which the pilot can obtain takeoff, driftdown and landing
speed data for the particular aircraft weight. Although the data is based
upon certified AFM data, the speed book’s intended use is “For Training
Purposes Only” here at BATC. It remains the flight crew’s responsibility to
ensure that the correct performance data is used for flight operations.
Each page is divided into three sections: Takeoff, Single Engine Driftdown
and Landing. There are imperial and metric versions of each speed book.

Baseline V-Speeds
- All Speeds in
Knots
- Sea Level, ISA
Conditions
Final Take-Off
Speed
- Gear Up, Flaps
Up, MCT
Rating
- Valid up to
10000 ft MSL
Single Engine
Drift Down
Speed
- Flaps Up, MCT
Rating
- Provided for
Various Flight
Levels
Flaps 8o Go-Around Speed
Landing Reference Speed

- Provided for All Flaps V-Speeds Corrections
Settings - All Corrections in Knots
- This Section is Shaded if - Corrections for Altitude and
Aircraft Weight is Above Temperature to be Added to
Maximum Landing Weight Baseline Values
Notes
PRM2v2_04_002
- V1 and VR Data are for a Balanced Field Length

- V1 and VR Data are Based on 0 Runway Slope and 0 Wind
- V1 Must Not Be Less Than V1MCG Nor Greater Than V1MBE
- Speed Increment with Packs On Engine Bleed is Negligible
- -- : Data is not available for interpolation
Figure 4.2 Speed Book Legend

OE7$.(í2))
Add 1 knot to V1 & VRIRU:LQJ &RZO$QWLí,FH21RU$352)),123
)ODSV <0006> )ODSV
2AT AltitudH X 1000 ft 2AT AltitudH X 1000 ft
o o
C SL 4 6 10 C SL 4 6 10
0 0 1 4 5 0 0 1 4 7 9 13
V1 0 0 1 3 4 7 9 V1 0 0 1 5 10 íí
30 1 3 4 6 9 30 1 4 7 9 íí íí
149 13
40 3 4 6 7 íí 40 4 6 íí íí íí
50 4 6 7 7 íí íí 50 6 6 íí íí íí íí
0 0 1 1 3 4 6 0 0 1 3 5 6 10
VR 0 0 1 3 5 7 VR 0 0 1 3 5 7 íí
30 1 3 4 6 7 30 1 4 6 íí íí
151 141
40 3 4 5 6 íí 40 3 5 íí íí íí
50 3 4 5 5 íí íí 50 3 3 íí íí íí íí
0 0 0 0 0 1 0 0 0 1 3 3 6
V 0 0 0 0 0 1 V 0 0 0 1 3 3 íí
30 0 0 0 0 1 30 0 0 1 3 íí íí
15 146
40 0 0 0 0 1 íí 40 0 0 1 íí íí íí
50 0 0 0 0 íí íí 50 0 0 íí íí íí íí
)/ 6/í 300 350 410
V)729(15
.,$6 190
OE/$1',1* 29(5:(,*+7
)/$36 0o o o 30o V5() 45o V*$o
V$335 0 16 16 15 150

&5-B45+BWDNHRIIBEDVLFBLPSB-XQBSV!
Figure 4.3 CRJ200 Speed Book (Imperial)

24000 kg TAKE−OFF
Add 1 knot to V1 & VR for Wing & Cowl Anti−Ice ON or APR OFF/INOP
Flaps 8 <0006> Flaps 20
OAT Altitude X 1000 ft OAT Altitude X 1000 ft
o o
C SL 2 4 6 8 10 C SL 2 4 6 8 10
0 0 1 2 3 5 7 0 0 1 4 7 9 13
V1 20 0 1 3 4 7 9 V1 20 0 1 5 8 9 −−
30 1 3 4 6 8 9 30 1 3 7 8 −− −−
149 138
40 3 4 6 7 8 −− 40 4 5 7 −− −− −−
50 4 6 6 7 −− −− 50 5 6 −− −− −− −−
0 −1 0 1 2 4 6 0 0 1 3 4 6 10
VR 20 0 1 2 3 5 7 VR 20 0 1 3 5 6 −−
30 0 2 3 4 6 7 30 1 2 4 5 −− −−
151 141
40 2 3 4 5 6 −− 40 2 2 4 −− −− −−
50 3 4 4 5 −− −− 50 2 3 −− −− −− −−
0 0 0 0 0 1 2 0 0 0 1 2 3 6
V2 20 0 0 0 0 1 2 V2 20 0 0 1 2 3 −−
30 0 0 0 0 1 2 30 0 0 1 2 −− −−
158 146
40 0 0 0 0 1 −− 40 0 0 1 −− −− −−
50 0 0 0 0 −− −− 50 0 0 −− −− −− −−
FL SL − 100 200 250 300 350 410
VFTO / VENR
KIAS 188 190 200 210 222 237
24000 kg LANDING (OVERWEIGHT)
FLAPS 0o 8o 20o 30o VREF 45o V2GA 8o
VAPPR 180 168 162 158 150 158

<CRJ200_QRH_takeoff_basic_met_Jun09_24000.ps>
Figure 4.4 CRJ200 Speed Book (Metric)

Reduced Thrust (FLEX)
Gas-powered turbine engines suffer cumulative deterioration in proportion
to turbine operating temperature. The highest turbine temperatures are
most often experienced when normal-rated thrust is used and
consequently, the greatest cumulative damage occurs during takeoff. Any
takeoff procedure that promotes an ITT reduction greatly extends engine
operating life and reduces its overall operating cost. The use of reduced
thrust for takeoff is called flex thrust and is labeled as “FLX” on EICAS.
Additional savings can also be achieved by using flex thrust:
• Flex thrust burns less fuel than normal-rated thrust. While the fuel
saving per takeoff cycle is in itself small, the cumulative effect of fleet
operations over time, provides significant fuel cost savings.
• Flex thrust reduces takeoff noise. Although the CRJ variants easily
meet the most stringent of the regulatory noise requirements, any
decrease in takeoff thrust results in a further reduction of the noise
footprint.
The pilot can elect to use flex (reduced) thrust if environmental conditions
are favorable and the aircraft can, at the reduced thrust setting, meet all
runway, obstacle and climb gradient requirements. Flex thrust may also be
used on wet runways provided wet runway performance data is used.
The flex thrust takeoff procedure must not be used:
• On runways contaminated with standing water, slush, snow or ice
• When windshear or downdraft warnings are in effect
• When wing and/or cowl anti-icing is selected ON
• With an engine that cannot achieve full takeoff (normal-rated) thrust,
the operator must establish a means to verify the availability of full
takeoff thrust to ensure that engine deterioration does not exceed
authorized limits
• When normal takeoff fan speed is less than 85% N1 for the CF34-3A1
and CF34-3B1 <0005> engines
• When normal takeoff fan speed is less than 83.5% N1 for the
CF34-3B1 <0068> engine

Calculation Procedures
Assumed Temperature
The assumed temperature method of determining flex thrust is based

upon the fact that available thrust decreases with increasing ambient
temperature. If a hotter OAT is assumed for the thrust calculation, less N1
takeoff thrust is produced. Correspondingly, the ITT and fuel flow values
will be decreased.
As previously stated, flex thrust takeoff must meet all runway, obstacle and
climb gradient requirements. Obviously a reduction in thrust will have a
significant impact on takeoff performance. To understand the
consequences of using flex thrust for takeoff, a quick review of the
balanced field (performance weight) calculation is necessary. Balanced
field operation is addressed in another section of the chapter.
To calculate assumed temperature:

For the actual aircraft takeoff gross weight, determine the maximum
permissible ambient temperature (assumed temperature) for each of the
following requirements from the applicable AFM performance charts or
from your airline approved runway analysis.
NOTE
When calculating reduced thrust for takeoff, the N1 flex

thrust value cannot be less than 85% N1 for the
CF34-3A1 and CF34-3B1 <0005> engines or less than
83.5% N1 for the CF34-3B1 <0068> engine.
• Runway length available

• Climb requirements
• Obstacle clearance
• Maximum tire speed
FMS Computation Method

Enter the assumed temperature on the PERF MENU page of the FMS.

QRH Computation Method
Reduced thrust can be computed by using the QRH Volume 1 reduced
thrust tables. Because of the nature of the printed tabular data,
interpolation of pressure altitude, actual and assumed temperature will be
required.
Pressure Altitude Interpolation

The reduced thrust charts are based on PA in 1000 foot. increments.
• If the pressure altitude at the airfield is less than 4000 ft, round up the
pressure altitude to the next highest altitude
• If pressure altitude is greater than 4000 ft, round down to the next
lower altitude table
Actual and Assumed Temperature Interpolations

• The actual temperature to be used in determining the reduced thrust
setting must be rounded up to the next higher assumed temperature
value in the table
• The assumed temperature to be used in determining the reduced
thrust setting must be rounded down to the next lower assumed
temperature value in the table
Flex Thrust V-speed Calculations
V1, VR and V2 takeoff speeds are calculated in the same manner as for
normal-rated takeoff but with one exception. Instead of using OAT, the
assumed temperature is used for all three calculations.
Flex Thrust Summary
The assumed temperature method is a very conservative and safe method

of calculating reduced thrust. For example, if the actual OAT was 15°C
and an assumed temperature of 40°C was used for the flex thrust
calculation, the actual thrust produced by the engine would be greater at
the assumed temperature than if the actual OAT was 40°C.
In addition, the TAS values of V1, VR and V2 are lower at 15°C than at
40°C so the actual accelerate-stop and accelerate-go distances are all
shorter at the lower temperatures.


Wet and Contaminated Operations
Damp and Wet Runway
Regulatory Definition
A runway is damp when it is not perfectly dry, and when the water on the
runway does not have a shiny appearance. There are no performance
penalties on a damp runway.
A runway is considered wet when there is sufficient moisture on the
surface to cause it to appear reflective. There should be no significant
areas of standing water. Standing water is accumulated water on the
runway surface caused by heavy rainfall or by poor drainage.
Thrust Reversers
For takeoff from wet runways, the use of thrust reversers is factored into
the accelerate-stop distance.
For landing on wet runways, the use of thrust reversers is not factored into
the landing distance.
Flex Thrust
Flex thrust is permitted on wet runways, provided that wet runway data is
used.
Dispatch Requirements
The landing field length required for dispatch under wet runway conditions
is equal to 115% of the dry runway landing field length.
Takeoff Performance
Flaps 8 and 20 are approved for takeoff from a wet runway however V1
and/or takeoff weight reductions may apply. Consult the WET and CONT
section of QRH Volume 1 for the appropriate corrections.
If climb performance is the key factor, flaps 8 normally provides better
climb performance than flaps 20. If available runway length is the primary
factor in determining takeoff, flaps 20 generally provides the shorter
takeoff distance.
Contaminated Runway
Regulatory Definition
A runway is considered contaminated, when more than 25% of the runway

surface is covered by depths of:
• More than 1/8 in (3.0 mm) of standing water or its equivalent in slush
or wet snow (equivalency data is provided at the top on the various
QRH Volume 1 - WET & CONT tables)
• Dry snow at a depth of 4/5 in (20 mm) or greater
A runway is also contaminated, when covered with compacted snow or
ice. However, percentage of runway surface or depth of contaminant are
not part of the description.
Operating from runways that are covered with compacted snow or ice
should be avoided whenever possible.
Thrust Reversers
For takeoff from contaminated runways, the use of thrust reversers

is factored into the accelerate-stop distance.
For landing on contaminated runways, the use of thrust reversers
is factored into the landing distance.
Flex Thrust
Flex thrust is not permitted when operating from contaminated runways.
Takeoff Performance
Flaps 8 and 20 are approved for takeoff from a contaminated runway

however V1 and/or takeoff weight reduction may apply. Consult the WET
and CONT section of QRH Volume 1 for the appropriate corrections.
If climb performance is the key factor, flaps 8 normally provides better
climb performance than flaps 20. If available runway length is the primary
factor in determining takeoff, flaps 20 generally provides the shorter
takeoff distance.

Applying V1 Correction (Wet and Contaminated Takeoff)
V1 must not be less than V1MCG nor greater than V1MBE. If the V1 obtained
after applying the V1 reduction from the QRH tables is less than V1MCG,
set V1 = V1MCG.
V1MCG is dependant upon rudder travel; the greater the rudder travel the
lower the value of V1MCG. Rudder travel for earlier model CRJ200 Series
aircrafts was set at ±33°, the more recent and earlier aircraft with the
modification have rudder travel set at ±25°.
• 33° rudder travel: V1MCG = 90 KIAS
• 25° rudder travel: V1MCG = 96 KIAS

One-Engine-Inoperative Performance
This data is extracted from the one-engine-inoperative (OEI) performance
chapter of the Flight Planning and Cruise Control Manual (FPCCM). The
FPCCM is used by the dispatchers and may not be part of the aircraft’s
publication inventory.
Based on air worthiness regulations, the net flight path should clear the
obstacles on the climb part by 1000 ft and on the driftdown part by 2000 ft.
If the selected flight level and gross weight do not allow to clear enroute
obstacles, a point of no return (PNR) should be determined. If the engine
failure occurs before the PNR, the aircraft will have to turn back. If the
engine failure occurs after the PNR, the aircraft should driftdown.
Since the remaining flight to an alternate could be affected by an obstacle
or time constraints, two procedures are presented:
• Driftdown procedure
• Minimum time procedure
The performance data presented in the FPCCM is based on the use of
maximum continuous thrust with air conditioning on (one ACU in high
mode) and anti-ice off. Maximum continuous thrust setting tables are
provided in the AFM. Additional drag due to the APU door open has been
accounted for in the performance calculations, however, fuel flow values
do not include APU fuel consumption. Under normal operations, APU fuel
burn is approximately 120 lb/hr (54 kg/hr).
Driftdown Procedure
In the event of an engine failure during cruise, a descent to a lower altitude
must be expected. In order to maintain the highest possible altitude level,
the driftdown procedure should be selected. This requires maximum
continuous thrust (MCT) on the remaining engine and a speed close to
best lift over drag ratio dependent upon aircraft weight and altitude.
If having reached the driftdown ceiling altitude an obstacle problem exists,
the driftdown procedure is maintained to fly an ascending cruise. If after
driftdown no obstacle problem exists, the subsequent cruise should be
made using either the long range cruise (LRC) by adjusting speed as a
function of aircraft weight or by maintaining the speed at the start of the
cruise.

Minimum Time Procedure
For a flight where the maximum diversion time is a limiting factor or in a
situation requiring minimum time to landing, the following procedure may
be used providing no obstacle problem exists:
• At the engine failure point, select MCT on the operative engine and
start the descent at 0.80 M
• Maintain this Mach number until 335 KIAS is reached, then continue
the descent at this speed
• The cruise speed is set according to the N1 data given in the
maximum cruise speed control tables with MCT (see FPCCM)

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Altitude Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Short Range Trip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Long Range Trip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Simplified Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Alternate Flight Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Sector Flight Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Copyright © Bombardier Inc. Flight Planning

TABLE OF CONTENTS
Flight Planning Copyright © Bombardier Inc.

FLIGHT PLANNING

Introduction
The following charts are not intended to replace dispatch or be used solely
for flight planning, but as a tool for quick reference.
The charts have been derived and simplified from information in the Flight
Planning and Cruise Control Manual. A certain amount of interpolation
error may be expected and where evident the data has been adjusted to
err on the safe side.
Altitude Selection
Cruise altitudes are presented for short and long range trips.
Short Range Trip

Cruise altitudes are tabulated based on fixed takeoff weights for stage
lengths between 75 to 275 nm. For short-range operation, the cruise
altitude is generally limited by the total distance covered by the aircraft in
the climb and descent. Minimum cruise distance is 10% of the stage
length. Long range cruise (LRC) and ISA temperature have been assumed
for reasons of simplicity and to allow alternate route planning with
minimum fuel burn.
Long Range Trip

Cruise altitude selection is governed by either 300 ft/min ceiling limit
altitude or maximum altitude (optimum) with maximum cruise thrust. The
optimum altitude table shows the maximum altitude attainable with
maximum cruise thrust and does not include the climb ceiling limitation.
Recommended cruise altitude ensures a maneuver load factor of 1.3 G
before buffet onset. Optimum cruise altitudes are given for LRC, 0.74 M,
0.77 M and 0.80 M for ISA, ISA + 10 and ISA + 20.
Best fuel mileage for a given cruise speed is achieved at optimum altitude.
Normal air conditioning on and anti-ice off conditions are assumed.

SHORT RANGE TRIP
NORMAL ACUS CL600-2B19

ANTI-ICE OFF CF34-3B1 FLIGHT LEVEL
25% CG LRC
DIST TAKEOFF WEIGHT X 1000 LB
NAM 34 36 38 40 42 44 46
75 200 190 180 180 170 170 160
100 250 240 220 220 210 210 200
125 290 280 260 260 250 250 240
150 310 310 290 290 270 270 270
175 350 330 310 310 310 300 300
200 370 370 350 350 330 330 310
225 390 390 370 370 350 350 330
250 410 410 390 390 370 370 350
275 410 410 390 390 390 370 370


OPTIMUM ALTITUDE
NORMAL ACUS
CL600-2B19
ANTI-ICE OFF ALTITUDE
CF34-3B1
25% CG
INITIAL CRUISE SPEED
WEIGHT ISA LRC 0.74 M 0.77 M 0.80 M
ISA 41000 41000 41000 41000
34000 +10 41000 41000 39400 37700
+20 40600 38400 36400 -------
ISA 41000 41000 41000 40900
36000 +10 41000 40700 39250 37100
+20 39750 37700 ------- -------
ISA 41000 41000 41000 39700
38000 +10 40700 41000 38600 36500
+20 38900 37100 ------- -------
ISA 41000 41000 41000 39000
40000 +10 39800 39300 38000 35500
+20 38050 36500 ------- -------
ISA 40250 40500 40500 38500
42000 +10 39000 38500 37350 -------
+20 37400 35600 ------- -------
ISA 39400 39800 39800 37900
44000 +10 38200 37800 36700 -------
+20 36600 33700 ------- -------
ISA 38600 39100 39100 37400
46000 +10 37400 37200 36100 -------
+20 35750 31400 ------- -------
ISA 38400 38400 38400 36700
48000 +10 38700 36500 34750 -------
+20 34700 ------- ------- -------
ISA 38200 37800 37800 36100
50000 +10 35400 35800 33300 -------
+20 34700 ------- ------- -------
ISA 38500 37100 37100 35000
52000 +10 35000 34700 31500 -------
+20 32500 ------- ------- -------

Simplified Flight Planning
The simplified flight planning charts are provided for cruise speeds of
0.74 M and 0.77 M at a constant altitude to determine trip fuel and time
from brake release to touchdown. The mission profile starts at brake
release and includes takeoff and acceleration to en route climb speed,
climb, cruise, descent, approach and landing.
The charts provide data for 200 to 1400 nm trip distances at a fixed Mach.
The charts are based on ISA temperature with normal air conditioning on
and anti-ice off. The charts assume 0 wind, and include 20 minutes of taxi
time as well as 20 minutes of APU run time fuel.
Takeoff and approach segment distances are not included in the trip
distance to be conservative. Cruise distance is a minimum of 30% of the
trip distance. The total fuel that is required to fly a given sector is the sum
of the trip fuel plus alternate and reserve fuel.
FUEL BURN (RULES OF THUMB)

APU fuel 120 lb/hr (55 kg/hr)
Taxi fuel 13 lb/min (6 kg/min)
ISA + 10°C 2% increase in fuel burn

ISA - 10°C 2% decrease in fuel burn
Cowl Anti-ice ON 3% increase in fuel burn
Cowl and Wing Anti-ice ON 8% increase in fuel burn
3% for 2000 ft OFF
OFF Optimum Altitude 7% for 4000 ft OFF
12% for 6000 ft OFF

Alternate Flight Planning
Alternate flight planning data is based on the following:
• Climb 250 KIAS/0.70 M
• Cruise 0.70 M
• Descent 0.70 M/250 KIAS
• ISA
• Flight to alternate at the optimum short-range altitude
• Alternate landing weight of 42,000 lb
Sector Flight Planning

Data is based on:
• ISA
• Landing weight of 47,000 lb
Required trip fuel is the sum of:
• Alternate fuel
• Plus sector fuel
• Plus required reserve fuel

SIMPLIFIED FLIGHT PLANNING 0.74 M
NORMAL ACUS 250/290/0.74 M

CL600-2B19
ANTI-ICE OFF 0.74 M CRUISE
CF34-3B1
25% CG 0.74 M/290/250
DIST ALTERNATE DIST SECTOR
NAM FUEL/TIME NAM FUEL/TIME
100 1000 lb 200 2060 lb

0:28 0:39
200 1750 lb 400 3110 lb

0:47 1:07
300 2300 lb 600 4160 lb

1:07 1:35
400 2750 lb 800 5210 lb

1:17 2:03
500 3150 lb 1000 6260 lb

1:30 2:31
600 3800 lb 1200 7310 lb

1:51 2:59
1400 8360 lb
3:27
INCLUDES 20 MIN TAXI AND 20 MIN APU RUN TIME

SIMPLIFIED FLIGHT PLANNING 0.77 M
NORMAL ACUS 250/290/0.74

CL600-2B19
ANTI-ICE OFF 0.74 M CRUISE
CF34-3B1
25% CG 0.74 M/290/250
DIST ALTERNATE DIST SECTOR
NAM FUEL/TIME NAM FUEL/TIME
100 1000 lb 200 2060 lb

0:28 0:37
200 1750 lb 400 3060 lb

0:47 1:04
300 2300 lb 600 4110 lb

1:07 1:30
400 2750 lb 800 5260 lb

1:17 1:55
500 3150 lb 1000 6310 lb

1:30 2:25
600 3800 lb 1200 7360 lb

1:51 2:50
1400 8560 lb
3:15
INCLUDES 20 MIN TAXI AND 20 MIN APU RUN TIME


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Weights and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Copyright © Bombardier Inc. Weight and Balance

TABLE OF CONTENTS
Weight and Balance Copyright © Bombardier Inc.

WEIGHT AND BALANCE

Introduction
The necessary information for weight and balance is contained in the
Load Manifest or the Mass and Balance document. It must demonstrate
conformity to the maximum allowable weights as well as the
center-of-gravity (CG) limits in all phases of flight. It is the responsibility
of the pilot-in-command (PIC) to confirm accuracy of the information.
Weights and Definitions

Operational Weight Empty (OWE): The manufacturer ’s weight with
operational items including pilots and flight attendants.
Payload: The weight of passengers, baggage, cargo and any additional

load.
Zero Fuel Weight (ZFW): The Operational Weight Empty plus the
payload (OWE + Payload = ZFW).
Maximum Zero Fuel Weight (MZFW): The maximum weight before the
usable fuel is loaded.
Maximum Ramp Weight (MRW): The maximum weight at which an

aircraft can move safely on the ground. It includes fuel for taxi.
Maximum Takeoff Weight (MTOW): The maximum weight at which an

aircraft can start a takeoff run.
Maximum Landing Weight (MLW): The maximum approved weight at

which an aircraft can land.
Additional Crew Member (ACM): T h i s c r e w m e m b e r o c c u p i e s t h e

jumpseat in the flight deck. The weight of the ACM is not accounted for in
the OWE.
ARM: The ARM is the horizontal distance in reference to the datum line.
Ballast: Ballast is used to move the center-of-gravity forward or aft.

Center-of-Gravity (CG): The imaginary point from which the aircraft
could be suspended and remain balanced.
Forward Fuel Point Limit (FFPL): The FFPL is the most forward point
during fuel burn. It is used as a quick reference to determine if the aircraft
loading conforms to forward center-of-gravity limits.
Index: The index is the moment divided by a constant for simplicity in

weight and balance calculations.
Load Manifest: The load manifest is the Mass and Balance document
produced before each flight and contains all necessary calculations on
center-of-gravity and weight and balance.
Mean Aerodynamic Chord (% MAC): Center-of-gravity is described as a

percentage of the Mean Aerodynamic Chord. The CG% MAC is used to
determine the stabilizer trim setting for takeoff (displayed on EICAS).
Moment: Weight x Arm = Moment. A heavy object loaded in an aft

location will have a greater moment than the same object in a forward
location.


LOADING
TO BE DETERMINED
Copyright © Bombardier Inc. Loading

Loading Copyright © Bombardier Inc.

TABLE OF CONTENTS
Configuration Deviation List . . . . . . . . . . . . . . . . . . . . . . 8-2
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Copyright © Bombardier Inc. Configuration Deviation List

TABLE OF CONTENTS
Configuration Deviation List Copyright © Bombardier Inc.

CONFIGURATION DEVIATION LIST

Configuration Deviation List
General Limitations
The Configuration Deviation List (CDL) contains additional limitations for
operation without certain secondary airframe and/or nacelle parts. The
limitations in the Airplane Flight Manual (AFM) are applicable except as
amended in the CDL - APPENDIX.
The associated limitations must be listed on a placard affixed in the flight
deck on the instrument panel in clear view of both pilots.
The pilot-in-command (PIC) will be notified of each operation with a
missing part(s) by listing the missing part(s) in the flight or dispatch
release.
The operator will list in the aircraft logbook an appropriate notation
covering the missing part(s) on each flight.
If an additional part is lost in flight, the aircraft may not depart the airport at
which it landed following this event until it again complies with the
limitations of the CDL - APPENDIX. This, of course, does not preclude the
issuance of a ferry permit to allow the aircraft to be flown to a point where
the necessary repairs or replacements can be made.
An asterisk (*) against a part indicates that only one flight is permitted to
an airport where the necessary repairs or replacement can be made. This
flight must not be carried out in known, forecast or anticipated lightning
conditions.
A pointing hand symbol against a CDL item indicates that there is
additional information applicable. This information must be read to have a
complete understanding of the CDL effect. This information may be in the
form of a specific aircraft serial number applicability or part number
applicability, etc.
No more than one part for any one sub-system in the CDL - APPENDIX
may be missing unless specifically designated combinations are indicated.
Unless otherwise specified, parts from different systems may be missing.
The performance penalties are cumulative unless specifically designated
penalties for combination of missing parts are indicated.

Where performance penalties are listed as negligible, no more than three
negligible items may be missing for takeoff unless the following
performance penalties are applied for each additional negligible item:
Takeoff and landing weight Reduce by 15 lb (6.7 kg)
Enroute climb limited weight Reduce by 65 lb (29.2 kg)
Cruise Increase fuel used by 0.2%
Definitions
Takeoff performance decrements are applicable to takeoff gross weights
which are limited by field length, first segment climb, second segment
climb, final segment climb, or takeoff flight path. The actual takeoff weight
must not exceed the normal takeoff weight limit minus the CDL takeoff
weight penalty.
Enroute performance decrements are applicable to operations which are
limited by enroute, one-engine-inoperative climb performance as governed
by the applicable operational requirements (FAR 121.191 for operations
under FAA jurisdiction).
Landing performance decrements are applicable to landing gross weights
which are limited by landing field length, landing climb, or approach climb.
The maximum allowable landing weight must not exceed the normal
landing weight limit minus the CDL landing weight penalty.
The numbering and designation of systems in the CDL- APPENDIX is
based on ATA 100 specification. The parts within each system are
identified by functional description and, when necessary, by part numbers.
References
• CRJ200 (CL-600-2B19) Airplane Flight Manual (CSP A-012),
APPENDIX 1, Configuration Deviation List.


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Copyright © Bombardier Inc. Minimum Equipment List

TABLE OF CONTENTS
Minimum Equipment List Copyright © Bombardier Inc.

MINIMUM EQUIPMENT LIST

Introduction
Multi-engine aircraft are designed and certified with a significant amount of
system redundancy. Although it is desirable to operate the aircraft with all
equipment fully functional, experience has proven that the operation of
every aircraft system or component is not necessary when the remaining
operative instruments and equipment provide the required level of safety.
Therefore, certain deviations from standard configuration are authorized to
permit continued or uninterrupted operation of the aircraft.
Policy
When operating with MEL dispatch relief, the operator is responsible for
maintaining the required level of safety. No aircraft shall be dispatched
with multiple MEL items inoperative without first determining that any
interface between inoperative systems or components will not result in a
degradation in safety and/or undue increase in crew workload.
Description
The MEL permits the dispatch release of the aircraft with inoperative
equipment. The MEL lists the equipment that may be inoperative and
identifies conditions and limitations such as placards, maintenance
procedures, crew operation procedures and any other restrictions deemed
necessary.
The MEL does not include items such as wings, engines and landing gear
that are always required; nor is reference made to equipment such as
passenger convenience and entertainment items which when inoperative
obviously do not affect airworthiness.
NOTE
Any item which is related to the airworthiness of the

aircraft and which is not included in the MEL is always
required to be operative before a flight is dispatched.

For each item, the MEL states a limit on the period of flight time for which
the item may remain inoperative. It is not the purpose of the MEL to allow
defects of other than optional items to remain unrectified indefinitely. The
operational flexibility which is provided under the MEL policy is justified
only within the framework of a controlled sound program of repairs,
replacement and servicing.
Reference
• Master Minimum Equipment List (MMEL)


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Oxygen Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Crew Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Ground Servicing Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Crew Oxygen Masks and Mask Containers. . . . . . . . . . . . . . . . 10-8
Minimum Flight Crew Oxygen Pressure . . . . . . . . . . . . . . . . . 10-12
Crew Oxygen Consumption Data (as per FAR 121.333). . . . . 10-14
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Mask Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Chemical Oxygen Generators . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Portable Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Portable Oxygen Bottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Protective Breathing Equipment . . . . . . . . . . . . . . . . . . . . . . . 10-22
Fire Fighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Fire Protection Gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Portable Halon Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Portable Water Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . 10-28
Emergency Locator Transmitter . . . . . . . . . . . . . . . . . 10-29
Over Water Emergency Equipment . . . . . . . . . . . . . . . 10-30
Life Vests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Life Rafts (If Fitted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-31
Flight Deck and Cabin Emergency Equipment. . . . . . 10-32
Flashlights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
Crash Ax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Escape Rope (Flight Deck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Safety Lines (Overwing Exits). . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Megaphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Copyright © Bombardier Inc. Survival and Emergency Equipment

TABLE OF CONTENTS
Survival and Emergency Equipment Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 10.1 Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Figure 10.2 Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Figure 10.3 Mask Stowage Container . . . . . . . . . . . . . . . . . . . . . . . 10-10
Figure 10.4 Crew Oxygen Masks (Full Face/Smoke Goggles) . . . . 10-11
Figure 10.5 Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . 10-17
Figure 10.6 Portable Oxygen System . . . . . . . . . . . . . . . . . . . . . . . 10-21
Figure 10.7 Protective Breathing Equipment (Puritain) . . . . . . . . . . 10-22
Figure 10.8 Protective Breathing Equipment (Essex) . . . . . . . . . . . 10-23
Figure 10.9 Protective Breathing Equipment (Drager). . . . . . . . . . . 10-24
Figure 10.10 Protective Breathing Equipment (Scott) . . . . . . . . . . . . 10-25
Figure 10.11 Portable Halon Fire Extinguisher . . . . . . . . . . . . . . . . . 10-27
Figure 10.12 Portable Water Fire Extinguisher . . . . . . . . . . . . . . . . . 10-28
Figure 10.13 ELT Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-29
Figure 10.14 Life Vest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Figure 10.15 Life Vest Operating Instructions . . . . . . . . . . . . . . . . . . 10-31
Figure 10.16 Flight Deck Emergency Equipment . . . . . . . . . . . . . . . 10-33

LIST OF FIGURES

SURVIVAL AND EMERGENCY EQUIPMENT

Introduction
This chapter describes the systems and equipment which are essential to
the safety of the passengers and crew during a fire, rapid decompression,
ditching and emergency evacuation. The emergency equipment consists
of the following:
• Oxygen systems
• Fire fighting equipment
• Emergency locator transmitter (ELT)
• Over water emergency equipment
• Flight deck and cabin emergency equipment
Placards containing symbols are used to indicate the location of the
emergency equipment.
NOTE
Not all aircraft configurations are represented. For a

specific aircraft configuration, consult the FCOM or
applicable airline manual.

PRM2791v2_10_004
Figure 10.1 Placard

Oxygen Systems
The aircraft oxygen systems supply oxygen to the flight crew and
passengers in emergencies such as depressurization, decompression,
smoke, fumes, first aid and during ditching and emergency evacuation.
The oxygen systems consist of two independent oxygen systems. One
system supplies stored oxygen to the flight compartment crew and the
other system supplies generated oxygen to the passengers and flight
attendants. In addition, portable oxygen bottles are provided in specific
areas throughout the passenger cabin.
The aircraft oxygen systems include the following:
• Crew oxygen system
• Passenger oxygen system
• Portable oxygen system
Crew Oxygen System

The crew oxygen system supplies oxygen to the flight crew during
emergencies or abnormalities related to pressurization, such as rapid
depressurization, emergency descents, unpressurized flights above
certain altitudes and ferry flights. System status and fault indications are
displayed on the EICAS primary and status pages.
The crew oxygen system consists of the following components:
• Crew oxygen cylinder
• Ground servicing panel
• Three quick donning masks and mask containers
Crew Oxygen Cylinder
The crew oxygen cylinder contains 50 cubic ft (1419 liters) of oxygen and
is located in the forward fuselage underfloor area. Normal cylinder charge
pressure is 1850 psi at 21°C (70°F).

The cylinder assembly includes the following components:
• Shutoff valve
• Pressure gauge
• Regulator
• Pressure transducer
• Pressure switch
• High pressure-relief valve and discharge indicator
(1) Shutoff Valve

The shutoff valve on the cylinder head is used to manually turn the oxygen
on or off.
(2) Pressure gauge

The pressure gauge is attached to the cylinder head and displays the
cylinder pressure.
(3) Regulator
The pressure regulator is part of the cylinder valve head. It receives the
cylinder pressure at 1050 psi and regulates the output pressure range to
between 60 and 85 psi. If the output exceeds 94 psi, a low pressure-relief
valve opens, venting the oxygen. The cylinder is protected from
overpressure by a frangible high pressure-relief valve. If the cylinder
pressure reaches 2500 to 2775 psi, the valve ruptures and the oxygen is
vented overboard through the high-pressure discharge indicator on the left
side of the forward fuselage.
NOTE
If the OXY LO PRESS caution message is displayed,

the crew should refer to the dispatch requirements
charts.

(4) Pressure Transducer
The pressure transducer monitors the cylinder pressure and supplies the
data to the DCU for the oxygen pressure display on the EICAS status
page. If the outlet pressure decreases below 1410 psi (optional 960 psi),
the OXY LO PRESS caution message will be displayed on the primary
page and the indication on the status page will turn amber.
(5) Pressure Switch

The pressure switch monitors the output pressure from the regulator. If the
pressure decreases below 45 psi, an OXY LO PRESS caution message
will be displayed on the EICAS primary page.
(6) High Pressure-Relief Valve and Discharge Indicator

The high pressure-relief valve is part of the cylinder pressure regulator
assembly and is connected to the high-pressure discharge indicator. The
high-pressure discharge indicator is installed on the lower right side of the
fuselage, forward of the passenger door. It consists of a pop-out type
green nylon disc. To prevent the cylinder from rupturing due to overfilling
or thermal expansion caused by fire/overheat, the relief valve will open at
a predetermined pressure to vent oxygen cylinder pressure. The pressure
is vented through the high-pressure discharge indicator which dislodges
the green discharge indicator. This is a visual indication that the oxygen
cylinder contents have been vented.
Ground Servicing Panel
The oxygen servicing panel is located on the right side of the forward
fuselage. The service panel contains a fill port, a pressure servicing chart
and a pressure gauge. Check valves in the fill and supply lines prevent
loss of oxygen when the cylinder is removed or when the cylinder
replenishment source is disconnected.

Observer's
Low- Mask/Regulator
Pressure Unit
Tubing
Overboard Discharge
Indicator Copilot
(normal if green) Mask/Regulator
Unit
PRM2_18_001
Oxygen
Flow
Oxygen Cylinder Indicator
(50 Ft3)
Pilot
Mask/Regulator
Flex Unit
Filler Oxygen Hose
Valve Flow
Indicator
Refill Line
Dust Cap and to Oxygen
Chain Assy Bottle
Ground Service Panel
Figure 10.2 Crew Oxygen System

Crew Oxygen Masks and Mask Containers
A mask container is located in the pilots side console, copilot side console
and at the observers position. A crew oxygen mask is located inside each
mask container. The crew mask includes an oxygen regulator, a
pneumatically controlled inflatable harness, a flow-control knob, a mixture-
control lever and a microphone. To release the mask from the stowage
box, the operator squeezes the red release levers and holds them. This
action opens the quick-release doors, frees the mask and inflates the
harness. The operator then dons the mask. The red levers are then
released, which deflates the harness, causing the mask to install correctly
on the operator’s head. The smoke goggles are separate from the mask
and are stowed in a pouch in the bottom of each stowage box. The smoke
goggles can be donned over the mask and eye glasses. The goggles are
used by crew members when smoke or toxic fumes are present in the
flight deck. When the mask is in the positive pressure mode, the goggles
can be pressurized by activating the purge valve located on the top of the
mask face piece. This prevents smoke or fumes from entering the goggles
and irritating the eyes.
A mask container is located in the pilots side console, copilot side console
and at the observers position. A crew oxygen mask is located inside each
mask container. The crew mask is a full face mask and includes an
oxygen regulator, a pneumatically controlled inflatable harness, a flow-
control knob, a mixture-control lever and a microphone. To release the
mask from the stowage box, the operator squeezes the red release levers
and holds them. This action opens the quick-release doors, frees the mask
and inflates the harness. The operator then dons the mask. The red levers
are then released, which deflates the harness, causing the mask to install
correctly on the operator’s head. <Optional>
Oxygen is supplied to the mask regulator at about 78 psi. The regulator
control (N/100% positions) allows the user to select a mixture of oxygen
and ambient air or pure (100%) oxygen as follows:
• When the regulator control is set to the N position, a mixture of
ambient air and pressurized oxygen is supplied to the mask on
demand
• With the control set to the 100% position, pure oxygen is supplied to
the mask on demand

The flow control knob is used to adjust the oxygen flow. If the knob is
turned clockwise to the EMERGENCY position, the mask is supplied a
constant flow of 100% oxygen at a positive pressure. To test the oxygen
flow, press the flow control knob, which momentarily supplies oxygen to
the mask.
When cabin altitude is more than 30,000 ft (9144 m), the mask supplies
pure oxygen at a positive pressure regardless of the N/100% switch
position.
To remove the mask, the red release levers on the mask are squeezed,
which inflates the harness to allow the mask to be removed from the
operators head.

Blinker Release Levers (red)

Shows yellow cross when oxygen Grasp levers and hose and
is flowing or when harness is pull to withdraw mask.
inflated. When black, indicates no
oxygen flow.
Test/Reset Lever
(spring-loaded to
RESET)
OXYGEN
Press to test MASK
100%
oxygen flow PUSH
(momentarily) OXY
ON
through the PRESS

TO
regulator TEST
AND
(microphone test RESET
PRM7_18_002
without pulling the
mask out).
EROS
Oxygen On Flag (white)

In view when mask is
out, indicates that Oxygen Supply Hose
oxygen shutoff valve is
open. Flag will disappear Normal/100% Lever Emergency Flow Control
when shutoff valve 5RWDWHLQGLUHFWLRQRIDUURZ
closed. Reset position N – provides a mixture
or ambient air with to supply a continuous
shuts off supply to mask 100% oxygen flow.
regulator and blinker oxygen on demand.
unit. 100% – provides 100% 5RWDWHWRDGMXVWWKHVXSSO\
oxygen on demand. pressure.
To reset, press TEST to 3UHVVWRFKHFNZKHWKHUD
RESET Lever. continuous flow will be
available.
Figure 10.3 Mask Stowage Container

PRM2791v2_10_005
Figure 10.4 Crew Oxygen Masks (Full Face/Smoke Goggles)

Minimum Flight Crew Oxygen Pressure
Table-1 defines the minimum oxygen system pressure required before
departure which corresponds to the quantity of oxygen necessary to
perform an emergency descent from 41,000 ft to 10,000 ft in 10 minutes,
followed by 110 minutes of cruise at 10,000 ft, with normal (N) mask
setting (FAR 121.333).
TABLE-1
Minimum Pressure (psi)

OAT
2 Crew Members 3 Crew Members
-40°C (-40°F) 889 1208
-30°C (-22°F) 938 1282
-20°C (-4°F) 987 1357

-10°C (14°F) 1035 1431
0°C (32°F) 1084 1505
10°C (50°F) 1133 1579
20°C (68°F) 1182 1654
30°C (86°F) 1230 1728
40°C (104°F) 1279 1802

50°C (122°F) 1328 1877

Table-2 defines the minimum oxygen system pressure required before
departure which corresponds to the quantity of oxygen necessary to
perform an unpressurized continuous cruise at 10,000 ft for 15 minutes
with normal (N) mask setting (JAR OPS 1.780).
TABLE-2
Minimum Pressure (psi)
OAT
2 Crew Members 3 Crew Members
-40°C (-40°F) 326 372

-30°C (-22°F) 330 379
-20°C (-4°F) 334 387
-10°C (14°F) 337 394
0°C (32°F) 341 402
10°C (50°F) 345 409
20°C (68°F) 349 417

30°C (86°F) 352 424
40°C (104°F) 356 432
50°C (122°F) 360 439
NOTE
If the oxygen pressure is between the values listed in
Table-1 and Table-2, then there is sufficient oxygen to
10,000 ft for 15 minutes in an unpressurized cabin. If
the oxygen pressure is lower than the values given in
Table-2, then the oxygen cylinder must be filled.

Crew Oxygen Consumption Data (as per FAR 121.333)
The following tables show the total time (in hours and minutes) that
oxygen will be available at various mask settings, during various flight
conditions, at initial cylinder pressures of 1410 psi (pressure threshold that
triggers OXY LO PRESS caution message) and 1850 psi (maximum crew
oxygen cylinder pressure). A margin of safety of 10% was subtracted from
the full charge of 1850 psi in all cases.
LEVEL FLIGHT AT CABIN PRESSURE ALTITUDE OF 8000 FT

Crew Members 2 3
Initial Bottle Pressure 1400 psi 1850 psi 1400 psi 1850 psi
Normal Mask Setting 2 hr 27 min 3 hr 21 min 1 hr 37 min 2 hr 12 min
100% Mask Setting 0 hr 33 min 0 hr 45 min 0 hr 21 min 0 hr 30 min
Emergency Mask Setting 0 hr 30 min 0 hr 42 min 0 hr 20 min 0 hr 27 min
DESCENT (10 MIN) FROM 41,000 FT TO LEVEL FLIGHT AT SAFE ALTITUDE

(NORMAL MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew Members 2 3
Cabin 10,000 ft 2 hr 46 min 3 hr 52 min 1 hr 44 min 2hr 28 min
Pressure 14,000 ft 2 hr 39 min 3 hr 42 min 1 hr 41 min 2 hr 22 min
Altitude
18,000 ft 2 hr 17 min 3 hr 10 min 1 hr 27 min 2 hr 02 min

(100% MASK SETTING FOR DESCENT AND NORMAL SETTING FOR LEVEL FLIGHT)
Crew Members 2 3
Cabin 10,000 ft 2 hr 35 min 3 hr 41 min 1 hr 34 min 2 hr 17 min
Altitude 18,000 ft 2 hr 14 min 3 hr 07 min 1 hr 24 min 2 hr 00 min


(100% MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew Members 2 3
Cabin 10,000 ft 0 hr 31 min 0 hr 45 min 0 hr 19 min 0 hr 28 min
Altitude

Passenger Oxygen System
The passenger oxygen system provides chemically generated oxygen for
all cabin occupants in the event of cabin depressurization.
The passenger oxygen system consists of the following:
• Mask containers
• Chemical oxygen generators
• Masks
Mask Containers
The mask containers are installed as part of the passenger service units
and are available at all passenger seats, the lavatories and at the flight
attendant stations. The mask containers include masks, a door release
latch mechanism and a chemical oxygen generator. The door release
mechanism is actuated automatically by the cabin pressure controller
(CPC) or manually by the PAX OXY, ON switch/light on the overhead
panel.
Chemical Oxygen Generators
The chemical oxygen generators are self-contained, passenger-activated

units. Each generator has a steel case and a firing pin. When activated,
the generator supplies approximately 13 minutes (22 minute optional) of
oxygen to each mask.
WARNING
WHEN ACTIVATED, THE OXYGEN GENERATOR

SURFACE TEMPERATURE MAY REACH 260°C
(500°F) WHEN GENERATING OXYGEN. DO NOT
TOUCH OR ATTEMPT TO REMOVE GENERATOR.
BURN INJURY CAN RESULT. IF AN ACTIVE
GENERATOR IS INADVERTENTLY REMOVED
FROM THE COMPARTMENT, THE GENERATOR
MUST BE PLACED IN A METAL CONTAINER SUCH
AS A LAVATORY OR GALLEY SINK. THE
GENERATOR’S HEAT WILL SCORCH OTHER
MATERIALS OR FABRICS.

Masks
There are two passenger oxygen masks located in each left and right side
mask container. The masks are plastic with reservoir air bags and a
lanyard connected to the firing pin of the chemical oxygen generator. A
flow indicator in the oxygen supply line will show green when oxygen is
flowing.
NOTE
An option is available to install a third mask in the left

or right side mask container.
Mask
A Container
ELT PASS OXY

ARM/
RESET
ON
ON
FOR AVIATION
EMER USE ONLY
UNAUTHORIZED OPERATION
PROHIBITED
Chemical
Passenger Oxygen Oxygen
B
Switch/Light Generator
Latch
Mechanism
B
PRM2_18_004
Passenger A
Mask
Figure 10.5 Passenger Oxygen System

Operation
All the mask container doors will open automatically when the cabin
altitude reaches 14,000 ft. The oxygen masks drop down attached to
lanyards. If the automatic system fails to open the doors, or if it is
necessary to override the automatic system, the flight crew can operate
the (guarded) PASS OXY switch/light on the overhead panel, which will
release the door latches. As a back-up to electrically opening the doors,
each individual oxygen compartment door can be opened manually
through a release hole in the door.
Once the oxygen container doors are open, the passengers pull the
oxygen mask to their face, which pulls the lanyard connected to the firing
pin of the chemical oxygen generator. This initiates the flow of oxygen to
the passenger oxygen mask. A flow indicator in the supply tube will show
green when oxygen is flowing, and the reservoir bags on the passenger
oxygen masks will begin to fill with oxygen.
NOTE
Odor similar to scorched cloth may be created by

activation of a generator. The odor does not affect the
purity of the oxygen and there is no fire hazard.


Portable Oxygen System
The portable oxygen system consists of the following:
• Portable oxygen bottles
• Protective breathing units
Portable oxygen systems are available to supply oxygen to the crew or the
passengers during an emergency and are used for protection against
smoke and harmful gases. In addition, the portable oxygen bottles can
also be used for first aid purposes.st aid purposes.
Portable Oxygen Bottles
Two portable oxygen bottles, with disposable masks, are located near
each flight attendant station. The portable oxygen bottles allow the flight
attendants to move about the passenger cabin during an emergency. The
portable oxygen bottles and masks can also supply therapeutic oxygen for
first aid. Each bottle has two regulator outlets which are color coded and
pre-set to provide appropriate flow rates. An instruction decal, located on
the bottle, provides clear, easy-to-read operating instructions.
The contents gauge on each portable oxygen bottle indicates from 0 to
2000 psi, with a red band between 1800 to 2000 psi. The bottle is fully
charged when the gauge needle indicates in the red band.
WARNING
TAKE PRECAUTIONS TO MAKE SURE THAT THE

OXYGEN BOTTLES DO NOT COME INTO CONTACT
WITH OIL, GREASE, OR OTHER CONTAMINANTS
DURING HANDLING. AN EXPLOSION COULD
RESULT IF THIS HAPPENS.

Shutoff
Valve
Continuous Flow Outlet Continuous Flow Outlet
(100% Oxygen) (100% Oxygen)
Bottle Pressure
Gauge Operating
Instructions
Placard
EmerEquip_Portable02
Portable Oxygen
Bottle (11 Ft3)
Constant Flow Masks

(Disposable) Carrying Strap
(In Tote Bags at
Bottle Locations)
Figure 10.6 Portable Oxygen System

Protective Breathing Equipment
The protective breathing equipment consists of three or four (depending

on customer option) protective breathing units (PBUs). The PBUs are
used by crew members to prevent injury from smoke inhalation. One PBU
is installed in the flight deck, on the bulkhead behind the pilot seat, and the
remainder are located in the cabin, in easy-to-access locations. (Refer to
aircraft documentation for the exact location.) Each PBU is a self-
contained smoke hood with an oxygen generation system. Each PBU is
packaged in a vacuum-sealed bag, and is stored in a container with a
tamper-proof seal.
Bombardier supplies the following four types of PBEs. Refer to specific
company manual for type installed.
PRM2791v2_10_010
Figure 10.7 Protective Breathing Equipment (Puritain)

PRM2791v2_10_009
Figure 10.8 Protective Breathing Equipment (Essex)

Hood
(Positive Anti-Suffocation
Ventilation) Valve
Vacuum-Sealed
Speaker Diaphragm Foil Pouch and
(Intercom, Microphone, Servicability
Megaphone, or Voice Indicator
to Passengers - 4 m) Inside Box Tamper-Proof
Seal PRM2791v2_10_011
Potassium Superoxide Starter

(KO2) Cartridge Lanyard
20 minutes duration
Figure 10.9 Protective Breathing Equipment (Drager)

PRM2791v2_10_012
Figure 10.10 Protective Breathing Equipment (Scott)

Fire Fighting Equipment
Portable fire extinguishers and fire protective gloves are provided to fight
fires that may occur in the flight or passenger compartments. Since the
location of the emergency fire fighting equipment is not standard and can
vary with the different aircraft configurations, the crew should familiarize
themselves with the location of the location and use of all fire fighting
equipment on the aircraft.
Fire Protection Gloves

Fire protection gloves are located in the forward storage compartment and
in the right or left aft overhead storage bin.
Portable Halon Fire Extinguishers

There are normally four hand-operated fire extinguishers containing Halon
1211 located in the aircraft. For all configurations, one is located on the
flight deck and one is located in the entrance storage compartment. The
remaining extinguishers will be located throughout the passenger
compartment depending on aircraft configuration. Halon 1211 is effective
on electrical, oil and fuel fires, and is suitable for use in cold weather.
Effective discharge time of a 3.5 lb Halon extinguisher is 10 to 12 seconds.
Make sure to ventilate the compartment promptly after successfully
extinguishing of fire to reduce the gases produced by the fire and Halon.
WARNING
IF A HALON FIRE EXTINGUISHER IS TO BE

DISCHARGED IN THE FLIGHT DECK, ALL FLIGHT
CREW MUST WEAR OXYGEN MASKS WITH
EMERGENCY SELECTED (100% OXYGEN). CREW
EXPOSURE TO HIGH LEVELS OF HALON VAPORS
MAY RESULT IN DIZZINESS, IMPAIRED
COORDINATION, AND REDUCED MENTAL
SHARPNESS.

PRM2791v2_10_007
Figure 10.11 Portable Halon Fire Extinguisher

Portable Water Fire Extinguisher
As an airline option, a portable water fire extinguisher may be located at
the aft bulkhead. Water is useful for extinguishing fires fueled by wood,
paper or fabric.
WARNING
DO NOT USE WATER EXTINGUISHER ON

ELECTRICAL OR FLAMMABLE LIQUID FIRES.
DISCHARGE LEVER
TURN
HANDLE
FIRE EXTINGUISHER
LIQUID TYPE
TYPE II CATEGORY A
SAE SPEC. NO. XXXXX
F.A.A - TSO - XXXX
FOR USE ON CLASS “A” FIRES
SUCH AS PAPER, CLOTH,
WOOD AND THE LIKE
TO OPERATE
TURN HANDLE TO RIGHT
1 AS FAR AS POSSIBLE
2 HOLD ERECT
PRESS LEVER TO
3 DISCHARGE
PRM2791v2_10_008
DIRECT STREAM AT BASE

4 OF FLAME
Figure 10.12 Portable Water Fire Extinguisher

Emergency Locator Transmitter

The satellite capable emergency locator transmitter (ELT) is located in the
aft equipment bay and is automatically activated during an aircraft crash.
The ELT transmits a standard swept tone on 121.5, 243.0 and 406.0 MHz
for satellites. The two position ELT switch is located on the flight deck
overhead panel and is labeled ARM/RESET and ON. The switch is used
to test, arm and reset the unit. During normal flight operations, the ELT
switch is in the ARM/RESET position. The ELT can be manually activated
by selecting the ELT switch to ON. To reset the unit after it has been
activated automatically, the switch is selected to ON, then back to the
ARM/RESET position.
When the ELT is transmitting, the caution message ELT ON is displayed.
ELT
ARM/RESET - Arms ELT to transmit upon “G” activation. Area Microphone
ON - Transmits ELT signal.
ELT PASS OXY

ARM/
RESET
ON
PRM279_04_020
ON
FOR AVIATION
O
EMER USE ONLY
UNAUTHORIZED OPERATION
PROHIBITED
Figure 10.13 ELT Control Panel

Over Water Emergency Equipment
Life Vests
An inflatable life vest is provided for each member of the flight crew. One
life vest is stowed under each pilot seat, one life vest is stowed adjacent to
the 3rd crew seat and one is adjacent to each flight attendants seat.
Each life vest includes a manual and an oral inflation system, a locator
light, and a system for automatic battery plug removal during life vest
deployment.
Optional inflatable life vests can be installed under each passenger seat.
Additional adult and infant life vests can be stored in the left aft overhead
stowage bin.
Each passenger seat cushion serves as a flotation device.
Figure 10.14 Life Vest

Figure 10.15 Life Vest Operating Instructions
Life Rafts (If Fitted)

Six-man life rafts are available as optional equipment, for a detailed
description of the life rafts and associated emergency equipment refer to
the manufacturing supplier documentation.

Flight Deck and Cabin Emergency Equipment
Emergency equipment that is located in flight deck and cabin includes:
• Standard D-cell type (or optional rechargeable) flashlights
• Crash ax
• Fire extinguishers
• Protective breathing equipment
• Crew life vests
• Escape rope and safety lines
• First aid kits
• Megaphone
Flashlights
Each flashlight is battery operated and is stored in a bracket for easy
access and removal. They are located behind the pilot and copilot seats,
in the forward and aft flight attendant's stowage compartments and in the
observer's seat area.
The aircraft can be fitted with optional rechargeable flashlights that are
powered using an internal nicad battery pack. When a rechargeable
flashlight is removed from the retaining bracket, it is activated manually,
via a slide switch on the flashlight body.
WARNING
FAILURE TO TURN THE RECHARGEABLE

FLASHLIGHT OFF PRIOR TO REINSTALLING IT IN
THE RETAINING BRACKET WILL RESULT IN THE
OVERHEATING OF THE UNIT AND DAMAGE TO
THE ASSEMBLY.
Charging of the flashlight starts automatically when the flashlight is re-

inserted into the retaining bracket. A constant illuminated LED, near the
head of the flashlight, indicates the battery pack is charging.

Figure 10.16 Flight Deck Emergency Equipment

Crash Ax
The crash ax is mounted on the lower flight deck bulkhead behind the
copilot. The crash ax handle is insulated to protect against electrical
shock.
The crash ax has two cutting surfaces, the pointed surface is used to
initiate puncture of the surface, the larger blade is used to enlarge the
opening.
Escape Rope (Flight Deck)

The escape rope is installed in the ceiling above the copilot seat. It has a
cover that is secured with a velcro strap. The rope is used as an aid for
crew members to evacuate through the flight deck overhead escape
hatch.
Safety Lines (Overwing Exits)

A safety line is provided at each overwing exit to assist in evacuation
during a ditching.
First Aid Kits

Two first aid kits are installed in the aircraft. One first aid kit is located in
the forward entrance compartment and one is located in the right aft
overhead storage bin.
Megaphone
A battery-powered megaphone is located in the right aft overhead storage
bin.

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Forced Landing/Ditching Preparation . . . . . . . . . . . . . . 11-2
Communications and Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
In-Charge Flight Attendant Briefing . . . . . . . . . . . . . . . . . . . . . . 11-2
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Prior To Impact Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Evacuation Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Ditching or Forced Landing Imminent . . . . . . . . . . . . . . . . . . . . 11-4
Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Planned Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Impact Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Floating Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Life Raft Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Copyright © Bombardier Inc. Emergency Evacuation Procedures

TABLE OF CONTENTS
Emergency Evacuation Procedures Copyright © Bombardier Inc.

EMERGENCY EVACUATION PROCEDURES

Introduction
In the history of commercial aviation, there have been very few incidents
of an airliner being deliberately ditched or force-landed. The low incident
rate for the most part is a function of the extremely low probability of
encountering the multiple system failures that could lead to ditching or
force landing. As a result, these emergencies are minimized and do not
get the attention they deserve during system/self-study and review. In
either emergency, crew communications and QRH familiarization are
paramount to a successful outcome.
Ditching and force landing instructions are provided in both the QRH and
AFM. Chapter 7 of the Emergency section of QRH provides an
abbreviated version of the ditching and forced landing instructions. The
AFM provides the reader with a detailed explanation for each of the steps
in the checklist.
Crew communications can easily break down when the crew is faced with
an emergency of this magnitude and maintaining open lines of
communication between the flight deck and cabin crew will become
difficult. Crewmembers, especially the cabin crew, will be tasked with
duties seldom practiced and will be forced to deal with heightened
passenger anxiety. The aircraft captain needs to be familiar with the cabin
crew duties during these emergencies to have an appreciation of the effort
and time needed to prepare the cabin for water or ground contact.
Forced Landing/Ditching Preparation

Communications and Briefings
Effective communications between the flight and cabin crew is absolutely
essential in successfully completing either of these emergency
procedures. The following recommended Bombardier briefings and
suggestions are provided for your consideration.
In-Charge Flight Attendant Briefing
When the decision to ditch or force land the aircraft is made and if time
permits, the captain should call the in-charge flight attendant to the flight
deck by stating over the PA system:
• “Flight attendant report in person to the flight deck”
The acronym TEST is an ideal briefing tool to use in communicating the
problem to the flight attendant:
• Type of emergency, planned touchdown location (land or water)
• Evacuation routes
• Signals for bracing and evacuating
• Time available (synchronize watches)
Passenger Briefing
It may be that the flight crew will be too busy to communicate directly with
the passengers and the captain may elect to delegate this responsibility to
the in-charge flight attendant. The following format can be used with
modification by either the captain or the in-charge flight attendant:
“Ladies and gentlemen, Captain _____ informs us that due to _____ we
must prepare the cabin for an emergency landing/ditching in
approximately _____ minutes. Your cabin crew is fully trained to deal with
this situation. Please remain calm and provide your uppermost
cooperation to the flight attendants to allow the necessary preparation to
be carried out”.
Prior To Impact Briefing
The flight crew must transmit on PA to the passenger cabin just prior to
water or ground contact. The Bombardier recommended call is:
• “Brace, Brace, Brace”
Evacuation Order
After the aircraft has come to a complete stop, the captain gives the
executive command to evacuate the aircraft by stating over the PA system:
• “Evacuate, Evacuate, Evacuate”

Ditching or Forced Landing Imminent
Imminent is used to describe a ditching or forced landing in which there is
less than 10 minutes to water or ground contact. Although this is normally
not enough time to fully secure the loose equipment and complete all
preparations, the QRH Volume 2, Ditching or Forced Landing Imminent
checklist, provides sufficient instruction to safely prepare and fly the
aircraft to ground or water contact.
Upon completion of the Ditching or Forced Landing Imminent checklist, the
pilot is directed to carry out the QRH Passenger Evacuation procedure.
Forced Landing
In this situation, there is enough time to prepare the flight deck and
passenger cabin prior to ground contact.
The emergency Forced Landing QRH Volume 2 procedure is conducted in
four separate but related stages. The QRH provides a step-by-step
method of preparing the aircraft for a forced landing.
The first stage of the checklist is called “Preliminary”. In this stage the pilot
burns off fuel to lighten the aircraft, establishes internal and external
communications and secures loose equipment on the flight deck.
The second stage is the “Approach” and it in itself is done in two stages.
The checklist commences at approximately 2000 ft and is primarily
concerned with depressurizing of the aircraft and configuring of the ECS
and bleed air system prior to ground contact. At approximately 500 ft the
checklist identifies the steps needed to establish internal and external
communications.
In the third stage “Prior to Contact”, pitch attitude is described and the pilot
is instructed to shutdown the engines prior to contact.
The fourth and final stage is titled “After Contact”. In this stage the pilot
discharges the fire bottles and initiates crew and passenger evacuation.
Upon completion of the Forced Landing checklist, the pilot is directed to
carry out the QRH Passenger Evacuation procedure.
The pilots should render assistance during the egress and direct the
passengers away from the aircraft. The aircraft captain will be expected to
provide direction on administrating first aid and caring for the passengers
and injured crew.

Planned Ditching
A ditching is a water landing and is normally characterized by at least

some preparation time. The first stage of the checklist is called
“Preliminary”. In this stage the pilot burns off fuel to lighten the aircraft,
establishes internal and external communications and secures loose
equipment on the flight deck.
The second stage is the “Approach” and it in itself is done in two stages.
The checklist commences at approximately 2000 ft and is primarily
concerned with determining the ditching heading, depressurizing of the
aircraft and configuring of the ECS and bleed air systems prior to water
contact. At approximately 500 ft, the checklist identifies the steps that need
to be taken to establish internal and external communications.
In the third stage “Water Contact”, pitch attitude is described and the pilot
is instructed to shutdown the engines prior to contact.
The fourth and final stage is titled “After Water Contact”. In this stage the
pilot discharges the fire bottles and initiates crew and passenger
evacuation.
Upon completion of the Planned Ditching checklist, the pilot is directed to
carry out the QRH Passenger Evacuation procedure.
Impact Characteristics
Passengers should be briefed that more than one severe jolt on

touchdown can be expected depending on sea/water condition. Forces
exerted on cabin furnishing may result in structural damage.
Floating Characteristics
The aircraft is expected to remain afloat providing there is no substantial

damage. It will however slowly fill with water but at a rate that should not
impede evacuation. Flotation attitude can also be dependant upon other
factors such as aircraft center-of-gravity and wind and sea state. The
passenger and/or service door may be used for water egress during
ditching.

Life Raft Deployment
Flotation devices are normally limited to seat cushions for the passengers
and life preservers for the crew. However, optional six-man life raft(s) may
also be carried on some flights. When the aircraft has come to a complete
stop, remove the lanyard from the pocket in the carrying case and secure
it to a fixed structure of the aircraft. To deploy the life raft:
• Open overwing exit and have someone go out on the wing to help by
pulling on the raft as it is being pushed from inside
• Once outside, launch raft at leading edge of the wing
• Inflate raft by pulling on the lanyard and giving a sharp tug to start
inflation
Should inflation of the raft accidentally occur in the cabin, immediately
puncture the raft with any available sharp object before it inflates
completely and blocks the exit.
The pilots should render assistance during the egress and direct the
passengers to gather in a group away from the aircraft. If multiple life rafts
are available, the crew should be evenly distributed amongst the rafts to
provide assistance to the passengers.


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Pilot Reference Manual

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TITLE IDENTIFICATION REVISION LEVEL

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MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

Centimeters2 0.155 Inch2 Knots 1.151 Mph

Centimeters3 0.061 Inch3 kPa 0.145 PSI

Feet 0.0348 Meters Liters 0.2642 Gal (U.S.)

Feet2 0.0929 Meters2 Meters 3.281 Feet

Feet3 0.0283 Meters3 Meters2 10.76 Feet2