Flight Crew Operating Manual: GHT Andbook

BAE SYSTEMS
AVRO 146-RJ
Flight Crew Operating Manual

Volume 3 Part 4
Flight Deck Handbook
Manual Reference Number FCOM: V3P4-011B
It is impo•tant to understand that the ranges (e g. altitudes and weights)

contained with on this manual may cover values beyond an individual aircraft's
approved limotations· tables might give data up to 31 000 ft, when an aircraft's
maximum operating altotude may be limrted to 30 000 ft (as defined in the AFM
and stated on the individual aircraft's Flight Deck Placard). - The placarded
aircraft limits must be observed at all times.
© BAE SYSTEMS 2008. All rights reserved
BAE SYSTEMS (Operations) limited, Regional Aircraft

Prestwick International Airport, Prestwick, Ayrshire, KA9 2RW, United Kingdom
i -v3p4-00-000 15
Page Intentionally Blank
CONTENTS
Wind and Air Data 1
Ice Protection 2
Fuel 3
Climb 4
Holding 5
Landing 6
Drift Down 7
Engines 8
Systems 9
Low Visibility Operations 10
Conversions 11
Profiles 12
Operator Data 13
14
15
i·v3p4·00·0001 9
FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Nov 06/07

AVRO 146-RJ FCOM PREFACE Chapter 0 - Cl
Volume 3 Part 4 Chapter Index Page 2
FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Nov 06/07

FCOM Variant Manual - Reet Table
The FCOM Volume 3 Part 4 (Flight Deck Handbook) has a number of variant manuals
reflecting aircraft series, regulatory authority and modification standard. The list of aircraft
to which this FCOM volume variant is applicable is listed in the Fleet Table below. The
aircraft Constructor Number is listed on the Flight Deck Placard.
Fleet Table- Aircraft Construction Numbers to which this variant book is applicable
E3280 E3322 E3341 E3361 E3381

E3281 E3324 E3342 E3362 E3382
E3282 E3327 E3343 E3368 E3384
E3283 E3328 E3354 E3369 E3386
E3284 E3331 E3355 E3373 E3387
E3286 E3332 E3356 E3374
E3301 E3336 E3357 E3375
E3308 E3338 E3358 E3377
E3315 E3339 E3359 E3379
E3320 E3340 E3360 E3380
FCOM Variant Manual - Description

This FCOM variant manual is applicable to the following aircraft type/series, regulator y
authority and modification standard:
Manual Reference Number ............................ FCOM : V3P4-011 B

Aircraft Type and Series .............................. ... AVRO 146-RJ100
Regulatory Authority ....................................... European Aviation Safety Agency
Engine Type ................................................... LF 507-1 F
Maximum Altitude ........................................... 35 000 ft
Additional Information .................................... Drag Reduction modifications fit1ed
FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Jan 30/ 11

AVRO 146-RJ FCOM PREFACE Chapter 0 - FT
Volume 3 Part 4 Fleet Table Page 2
FCOM Associated Books

Specific to this Book Variant
This FCOM Volume 3 Part 4 (Flight Deck Handbook) variant is associated with the
following FCOM Volume 2 (Performance) and FCOM Volume 3 Part 5 (Speed Card)
variants:
FCOM Publication FCOM Manual Reference Number
FCOM Volume 2 (Performance) FCOM:V2-011 B

Speed Card FCOM:V3P5-011

Revi sion Procedure
Revisions will be issued as replacement pages. The significant changes introduced by a
revision will be listed in the Revision Highlights.
Record the incorporation of each revision in the Record of Revisions.
Record of Revisions
This Record of Revisions is applicable only to this copy of the FCOM. Other FCOM
manuals may be at a different revision standard due to revision history. Refer to the
individual FCOM volume/part for revision status.
Revision Revision Approval

Reason for Issue
No. Date Reference
1.0 Nov 07 Initial Issue. EASA.21J.047

2.0 Feb 09 Major revision. EASA.21J.047
2.1 Feb 11 Introduction of CVR test 'J' • EASA.21J.047
3.0 Sep 11 General revision. EASA.21J.047

For detailed changes relevant to this copy,
refer to Chapter 0, Topic RO - Revision
Highlights.
FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/11

AVRO 146-RJ FCOM PREFACE Chapter 0 - RR
Volume 3 Part 4 Record of Revisions Page 2
FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Jan 30/11

Overview
Revision Highlights will be issued with every revision to this manual. They detail the
significant changes introduced by a revision.
Revision Highlight Pages
These Revision Highlights pages were originally created for a paper-based delivery
method. As this has been superseded by an electronic delivery system, the retention o f
pages is no longer an issue. The Revision Highlights will remain in the order of their issue
date. Revision Highlights pages are not accountable pages and therefore do not appear in
the LOEP. Only procedural and other significant changes are recorded here; minor
editorial corrections are not listed.
Revision Highlights, Revision 2.0, Feb 26/09
Title Revision Content Topic Page

Chapter 0 - Preface
Frontispiece ....................... FCOM philosophy statement. 1 0
Chapter 12 - Profiles
Profiles ...... .. ......... .. ........... Correction to Long Range climb speed in Low 12 4
Visibility Operations diagram.
Revision Highlights, Revision 2.1, Feb 09/11
Title Revision Content Topic Page

Chapter 9 - Systems
CVR Tests ......................... Introduction of new test 'J'. 9 20
Revision Highlights, Revision 3.0, Sep 30/11
Topic Revision Content Topic Page
Chapter 4 - Climb
Rough Air Speed Buffet
Margins ............................. Introduction of new information. 5
Chapter 6 - Landing
Failure Conditions ............. Revised to introduce Fadec failure to reasons
for increasing landing distance, and to add
Fadec failure table reference. 3
How to Get a Landing
Distance ............................ Table 6.13b · Fadec Failure introduced. 25
Chapter 9 - Systems
Tyre and Brake Cooling -
Brake Fans Operative and
BTis not Available ............. Introduction of new information. 24
FCOM :V3P4-11 B AVRO 146-RJ100 EASA Sep 30/ 11

AVRO 146-RJ FCOM PREFACE Chapter 0 - RO
Volume 3 Part 4 Revision Highlights Page 2
Topic Revision Content Topic Page
Figure 9.3 - lAS to

Groundspeed .................... Revised to extend Aerodrome Altitude to
14 000 ft and True Ground Speed extended to
260~. 26
Chapter 10 - Low Visibility Procedures
Take-off ............................. Procedures revised. "Once the brakes are set"
changed to "Once the brakes are released".
FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Sep 30/11

LOEP Applicability
This List of Effective Pages (LOEP) shows all the pages which should be present in this
publication. This LOEP is only applicable to the FCOM Volume 3 Part 4 to which the LOEP
refers.
This LOEP will be re-issued with every revision.
LOEP
Chapter Page Date Chapter Page Date
Frontis 1 Nov 06/07 1 11 Nov 06/07

Frontis 2 Nov 06/07 1 12 Nov 06/07
0- Cl 1 Nov 06/07 1 13 Nov 06/07
0- Cl 2 Nov 06/07 1 14 Nov 06/07
0- FT 1 Jan 30/ 11 1 15 Nov 06/07
0- FT 2 Nov 06/07 1 16 Nov 06/07
O-RR 1 Sep 30/11 1 17 Nov 06/07
O-RR 2 Jan 30/ 11 1 18 Nov 06/07
O-RO 1 Sep 30/11
O- RO 2 Sep 30/11 2-TOC 1 Nov 06/07
LOEP 1 Sep 30/11 2-TOC 2 Nov 06/07
LOEP 2 Sep 30/11 2 1 Sep 30/ 11
LOEP 3 Sep 30/11 2 2 Nov 06/07
LOEP 4 Sep 30/11
3-TOC 1 Nov 06/07
1-TOC 1 Nov 06/07 3-TOC 2 Nov 06/07
1-TOC 2 Nov 06/07 3 1 Nov 06/07
1 1 Nov 06/07 3 2 Nov 06/07
1 2 Nov 06/07 3 3 Nov 06/07
1 3 Nov 06/07 3 4 Nov 06/07
1 4 Nov 06/07 3 5 Nov 06/07
1 5 Nov 06/07 3 6 Nov 06/07
1 6 Nov 06/07 3 7 Nov 06/07
1 7 Nov 06/07 3 8 Nov 06/07
1 8 Nov 06/07
1 9 Nov 06/07 4-TOC 1 Sep 30/ 11
1 10 Nov 06/07 4-TOC 2 Nov 06/07
FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/ 11

AVRO 146-RJ FCOM PREFACE LOEP
Volume 3 Part 4 List of Effective Pages Page 2
4 1 Nov 06/07 6 13 Nov 06/07

4 2 Nov 06/07 6 14 Nov 06/07
4 3 Nov 06/07 6 15 Nov 06/07
4 4 Nov 06/07 6 16 Nov 06/07
4 5 Nov 06/07 6 17 Nov 06/07
4 6 Nov 06/07 6 18 Nov 06/07
4 7 Nov 06/07 6 19 Nov 06/07
4 8 Sep 30/11 6 20 Nov 06/07
4 9 Sep 30/11 6 21 Nov 06/07
4 10 Sep 30/11 6 22 Nov 06/07
4 11 Sep 30/11 6 23 Nov 06/07
4 12 Sep 30/11 6 24 Nov 06/07
6 25 Sep 30/11
5-TOC 1 Nov 06/07 6 26 Nov 06/07
5-TOC 2 Nov 06/07 6 27 Nov 06/07
5 1 Nov 06/07 6 28 Nov 06/07
5 2 Nov 06/07 6 29 Nov 06/07
5 3 Nov 06/07 6 30 Nov 06/07
5 4 Nov 06/07 6 31 Nov 06/07
6 32 Nov 06/07
6-TOC 1 Nov 06/07 6 33 Nov 06/07
6-TOC 2 Nov 06/07 6 34 Nov 06/07
6 1 Nov 06/07
6 2 Nov 06/07 7-TOC 1 Nov 06/07
6 3 Sep 30/11 7-TOC 2 Nov 06/07
6 4 Nov 06/07 7 1 Nov 06/07
6 5 Nov 06/07 7 2 Nov 06/07
6 6 Nov 06/07 7 3 Nov 06/07
6 7 Nov 06/07 7 4 Nov 06/07
6 8 Nov 06/07
6 9 Nov 06/07 8-TOC 1 Nov 06/07
6 10 Nov 06/07 8-TOC 2 Nov 06/07
6 11 Nov 06/07 8.1 1 Nov 06/07
6 12 Nov 06/07 8.1 2 Nov 06/07

8.1 3 Nov 06/07 9 6 Nov 06/07

8.1 4 Nov 06/07 9 7 Nov 06/07
8.1 5 Nov 06/07 9 8 Nov 06/07
8.1 6 Nov 06/07 9 9 Nov 06/07
8.1 7 Nov 06/07 9 10 Nov 06/07
8.1 8 Nov 06/07 9 11 Nov 06/07
8.1 9 Nov 06/07 9 12 Nov 06/07
8.1 10 Nov 06/07 9 13 Nov 06/07
8.2 1 Nov 06/07 9 14 Nov 06/07
8.2 2 Nov 06/07 9 15 Nov 06/07
8.2 3 Nov 06/07 9 16 Nov 06/07
8.2 4 Nov 06/07 9 17 Nov 06/07
8.2 5 Nov 06/07 9 18 Nov 06/07
8.2 6 Sep 30/11 9 19 Jan 30/11
8.2 7 Nov 06/07 9 20 Jan 30/11
8.2 8 Nov 06/07 9 21 Jan 30/11
8.4 1 Nov 06/07 9 22 Jan 30/11
8.4 2 Nov 06/07 9 23 Sep 30/11
8.4 3 Nov 06/07 9 24 Sep 30/11
8.4 4 Nov 06/07 9 25 Sep 30/11
8.4 5 Nov 06/07 9 26 Sep 30/11
8.4 6 Nov 06/07 9 27 Sep 30/11
8.5 1 Nov 06/07 9 28 Sep 30/11
8.5 2 Nov 06/07 9 29 Sep 30/11
8.5 3 Nov 06/07 9 30 Sep 30/11
8.5 4 Nov 06/07 9 31 Sep 30/11
9 32 Sep 30/11
9-TOC 1 Sep 30/11
9-TOC 2 Nov 06/07 10-TOC 1 Nov 06/07
9 1 Nov 06/07 10-TOC 2 Nov 06/07
9 2 Nov 06/07 10 1 Sep 30/11
9 3 Nov 06/07 10 2 Nov 06/07
9 4 Nov 06/07 10 3 Nov 06/07
9 5 Nov 06/07 10 4 Nov 06/07

Chapter Page Date
11-TOC 1 Nov 06/07

11-TOC 2 Nov 06/07
11 1 Nov 06/07
11 2 Nov 06/07
12-TOC 1 Nov 06/07

12-TOC 2 Nov 06/07
12 1 Nov 06/07
12 2 Nov 06/07
12 3 Nov 06/07
12 4 Nov 06/07
12 5 Nov 06/07
12 6 Nov 06/07
12 7 Nov 06/07
12 8 Nov 06/07
12 9 Nov 06/07
12 10 Nov 06/07
12 11 Nov 06/07
12 12 Nov 06/07
12 13 Nov 06/07
12 14 Nov 06/07
12 15 Nov 06/07
12 16 Nov 06/07
12 17 Nov 06/07
12 18 Nov 06/07

AVRO 146-RJ FCOM WIND AND AIR DATA Chapter 1 TOC
Volume 3 Part 4 Page 1
Chapter 1 - Wind and Air Data

Dry and Wet Runway Wind Component Limits ······----·······----·······----·····--·----····--·----····--
Contaminated Runway Wind Component Limits- Not CIS Registered Aircraft ............ 1
Maximum Allowable Crosswind- CIS Registered Aircraft Only ······························------ 1
Wind Component Limits for Category 3, Category 2 and Automatic Landings ............. 2
Steep Approach Tailwind Limit.................... ..................................... ............................. 2
Engine Operation in High Surface Winds...................................................................... 4
Wind Component Data................................ .................................................................. 4
Figure 1.1 - Wind Component Chart ........... ..................................... ............................. 5
Table 1.5- Head and Cross Wind Component Table ................................................... 6
Table 1.6- Tail and Cross Wind Component Table ...................................................... 7
Temperature Definitions .............................. .................................................................. 8
SAT from IOAT................................................................................. ............................. 8
Table 1.7- SAT ( C) From IOAT and Mach Number ....................................................
0
9
Table 1.8- Correction To Give SAT ( C) From IOAT ( C), lAS and Altitude ................
0 0
9
Temperatures in the Standard Atmosphere ····························································------ 10
Figure 1.2 - ISA Deviation Chart ................. ..................................... ............................. 11
Altimeter Low Temperature Correction ......................................................................... 12
Table 1.10- Altimeter Low Temperature Correction ···············································------ 13
Table 1. 11 - Altimeter Low Temperature Correction ........................ ............................. 13
Table 1. 14 - Altimeter Low Temperature Correction ........................ ............................. 15
Maximum Allowable Altimeter Differences .................................................................... 16
QNH Based Altitude to Pressure Altitude...................................................................... 17

AVRO 146-RJ FCOM Chapter 1 TOC
Volume 3 Part 4 WIND AND AIR DATA
Page 2

AVRO 146-RJ FCOM Chapter 1
Volume 3 Part 4 WIND AND AIR DATA Page 1
Dry and Wet Runway Wind Component Limits

The maximum crosswind and tailwind components for take-off and landing are given on the
flight deck placard.
Contaminated Runway Wind Component Limits - Not CIS Registered Aircraft
The maximum crosswind allowed on a contaminated runway depends on the reported
braking action. The limits are given in Table 1.1.
Table 1.1 - Max Crosswind Contaminated Runways

Take-off and Landing
Braking Action Reported Friction
(kt)
Poor 0.20-0.25 05
Medium Poor 0.26-0.29 10
Medium 0.30-0.35 15
Medium Good 0.36-0.39 20
Good Above 0.4 As dry and wet
Maximum Allowable Crosswind - CIS Registered Aircraft Only

The maximum allowable crosswind for wet runways with not more than 3 mm of water
and/or a low friction surface is given in Table 1.2.
Table 1.2- Maximum Allowable Crosswind -CIS Registered Aircraft Only

Maximum Crosswind
Braking Action Reported Friction
(kt I m/s)
Poor 0.30-0.34 5/2.5
Medium Poor 0.35-0.39 10/5
Medium 0.40 - 0.44 15/7.5
Medium Good 0.45-0.54 20/10
Good 0.55-0.60 Max Demonstrated
The maximum allowable crosswind is 10 kt (5 m/s) for runways oovered with contaminant
with the depth not more than:
• 5 mm of standing water.
• 7 mm of slush.
• 10 mm of wet snow.
• 14 mm of dry snow.
The maximum allowable crosswind is 5 kt (2.5 rn/s) for runways covered with contaminant
with the depth between:
• 5 and 12.5 mm of standing water.

Page2
• 7 and 12.5 mm of slush.

• 10 and 12.5 mm of wet snow.
• 14 and 50.0 mm of dry snow.
Wind Component Limits for Category 3, Category 2 and Automatic Landings

The maximum wind components for Category 2, Category 3 and Automatic Landings are
given in Table 1.3.
Table 1.3- Wind Limits for Category 3, Category 2 and Automatic Landings
Maximum
Component
(kt)
Head 25
Tail 10
Cross 15
Steep Approach Tailwind Limit

Landing with a tailwind is not permitted.
FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Nov 06/07

Page 3

Page4
Engine Operation in High Surface Winds

The procedures for operation in high surface winds are given in Table 1.4.
Table 1.4 - Engine Operation in High Surface Wind

Condition Limit
Ground manoeuvring: Do not exceed 55% N1 except for take-off
Wind speed greater than 15 kt
Take-off: Do not use flexible thrust
Wind speed greater than 25 kt Perform rolling take-off
AND Do not set take-off power until ground
Wind direction 55 o or more off runway speed approximates to wind speed
heading Take-off field length required is increased
by not more than 20%
Wind Component Data

Wind component data is given in two forms:
• A wind component chart.
• Wind component tables.
The wind component chart is given in Figure 1. 1. The blue radial lines represent the wind
direction relative to the runway direction. The pink semicircles represent the wind speed.
The vertical scale of the chart represents the headwind and tailwind components. The
horizontal scales of the chart represents crosswind component.
Enter the chart with the wind direction relative to the runway. Go along the radial line to
the wind speed arc. From the intersection of the radial and the arc:
• Go horizontally to the vertical scale on the lett to read off the headwind or tailwind
component.
• Go vertically to either horizontal scale to read off the crosswind component.
There are two wind component tables: one for head and cross components and another for
tail and cross components. They are Table 1.5 and Table 1.6 respectively. Table 1.5 is
used for wind directions up to 90° off the runway direction. Table 1.6 is used for wind
directions more than 90° 011 the runway direction.
Each table is entered with the wind speed and the wind direction relative to the runway
direction. The rows are headed with wind speed on a pink background; t he columns are
headed with the wind direction on a blue background. Each wind speed row has two
sub-rows: head and cross for Table 1.5 and tail and cross for Table 1.6. The tail and head
components are on a yellow background. The cross components are on a green
background.

Figure 1.1 - Wind Component Chart
50 10
- 20
20°
30 40 50 Crossw ind
Wind direction
relative to
40 runway
Wind speed
,c: 30
,~
m
Gl
:2: 20
70°
10 ~~~~ ~~~~--~~1-----~~~~~
80 o
\
0
,20 ~~~-+~--~~~~--r-~~-+--~~,
c:
1
m
1-
30 1---4--~--~~--~~
40
50 ------~----------~----~----~
10 20 30 40 50 Crosswind
.....:)pot.Q 1-00001

Page6
Table 1.5- Head and Cross Wind Component Table

Wind Wind Direction Relative to Runway Direction (,
Spee<l
(kt) 0 10 20 30 40 50 60 70 80 90
Head 5 5 5 4 4 3 3 2 1 0
5
Cross 0 1 2 3 3 4 4 5 5 5
Head 10 10 9 9 8 6 5 3 2 0
10
Cross 0 2 3 5 6 8 9 9 10 10
Head 15 15 14 13 11 10 8 5 3 0
15
Cross 0 3 5 8 10 11 13 14 15 15
Head 20 20 19 17 15 13 10 7 3 0
20
Cross 0 3 7 10 13 15 17 19 20 20
Head 25 25 23 22 19 16 13 9 4 0
25
Cross 0 4 9 13 16 19 22 23 25 25
Head 30 29 28 26 23 19 15 10 5 0
30
Cross 0 5 10 15 19 23 26 28 29 30
Head 35 34 33 30 27 22 18 12 6 0
35
Cross 0 6 12 18 22 27 30 33 34 35
Head 40 39 38 35 31 26 20 14 7 0
40
Cross 0 7 14 20 26 31 35 38 39 40
Head 45 44 42 39 34 29 23 15 8 0
45
Cross 0 8 15 23 29 34 39 42 44 45
Head 50 49 47 43 38 32 25 17 9 0
50
Cross 0 9 17 25 32 38 43 47 49 50
Head 55 54 52 48 42 35 28 19 9 0
55
Cross 0 9 19 28 35 42 48 52 54 55
Head 60 59 56 52 46 39 30 21 10 0
60
Cross 0 10 21 30 39 46 52 56 59 60
Head 65 64 61 56 50 42 33 22 11 0
65
Cross 0 11 22 33 42 50 56 61 64 65
Head 70 69 66 61 54 45 35 24 12 0
70
Cross 0 12 24 35 45 54 61 66 69 70

Table 1.6 -Tail and Cross Wind Component Table

Wind Wind Direction Relative to Runway Direction (,
Speed
(kt) 90 100 110 120 130 140 150 160 170 180
Tail 0 1 2 3 3 4 4 5 5 5
5
Cross 5 5 5 4 4 3 3 2 1 0
Tail 0 2 3 5 6 8 9 9 10 10
10
Cross 10 10 9 9 8 6 5 3 2 0
Tail 0 3 5 8 10 11 13 14 15 15
15
Cross 15 15 14 13 11 10 8 5 3 0
Tail 0 3 7 10 13 15 17 19 20 20
20
Cross 20 20 19 17 15 13 10 7 3 0
Tail 0 4 9 13 16 19 22 23 25 25
25
Cross 25 25 23 22 19 16 13 9 4 0
Tail 0 5 10 15 19 23 26 28 29 30
30
Cross 30 29 28 26 23 19 15 10 5 0
Tail 0 6 12 18 22 27 30 33 34 35
35
Cross 35 34 33 30 27 22 18 12 6 0
Tail 0 7 14 20 26 31 35 38 39 40
40
Cross 40 39 38 35 31 26 20 14 7 0
Tail 0 8 15 23 29 34 39 42 44 45
45
Cross 45 44 42 39 34 29 23 15 8 0
Tail 0 9 17 25 32 38 43 47 49 50
50
Cross 50 49 47 43 38 32 25 17 9 0
Tail 0 9 19 28 35 42 48 52 54 55
55
Cross 55 54 52 48 42 35 28 19 9 0
Tail 0 10 21 30 39 46 52 56 59 60
60
Cross 60 59 56 52 46 39 30 21 10 0
Tail 0 11 22 33 42 50 56 61 64 65
65
Cross 65 64 61 56 50 42 33 22 11 0
Tail 0 12 24 35 45 54 61 66 69 70
70
Cross 70 69 66 61 54 45 35 24 12 0

Page 8
Temperature Definitions
SAT is the static air temperature or ambient air temperature. It is the temperature that a
thermometer would indicate if the thermometer was at rest relative to the air stream. For
example, the outside air temperature measured from a balloon.
TAT is the total air temperature. It is the temperature that an air stream would attain if it
was brought to rest under ideal conditions. In flight, TAT is always greater than SAT.
IOAT is the temperature indicated on the flight deck OAT indicator. The indicator's probe
does not bring the air to rest under ideal conditions. In flight, IOAT is always less than TAT
but greater than SAT.
On the ground SAT, TAT and IOAT are the same.
SAT from IOAT
There are two conversion tables:
Table 1.7 allows SAT to be found from Mach number and IOAT. Table 1.7 is for use at
Mach numbers of 0.4 or greater.
The values are based on a correction factor K = 0.7 and do not apply when the outside air
contains water droplets. In cloud the value of the correction is reduced, that is the
instrument reads more closely to the true temperature.
Table 1.8 allows SAT to be found from IOAT, lAS and pressure altitude. Table 1.8 is for
use at Mach numbers less than 0.4.
Table 1.7 is entered with Mach number and pressure altitude. The rows are headed with
Mach number on a pink background; the columns are headed with IOAT on a blue
background. The body of the table gives SAT on a yellow background.
Table 1.8 is entered with lAS and pressure altitude. The rows are headed with pressure
altitude on a pink background; the columns are headed with lAS on a blue background.
The body of the table gives a temperature correction on a yellow background. The
correction must be subtracted from IOAT to give SAT. An example is given below.
Example of the use of Table 1.8

Pressure altitude= 10 000 ft, lAS= 200 kt, IOAT =-5°C:
Correction from the table is 5 OC.
Therefore SAT= -5-5 = -1 OOC.

Page9
Table 1.7- SAT ('C) From IOAT and Mach Number

SAT (OC)
Mach
IOAT ( OC)
No.
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
0.40 -65 -55 -45 -35 -26 -1 6 -6 4 14 23 33 43 53
0.42 -65 -55 -46 -36 -26 -1 6 -7 3 13 23 32 42 52
0.44 -66 -56 -46 -36 -27 -17 -7 3 12 22 32 41 51
0.46 -66 -56 -47 -37 -27 -1 8 -8 2 12 21 31 41 50
0.48 -67 -57 -47 -38 -28 -1 8 -9 1 11 21 30 40 50
0.50 -67 -58 -48 -38 -29 -19 -9 0 10 20 29 39 49
0.52 -68 -58 -49 -39 -29 -20 -10 0 9 19 29 38 48
0.54 -68 -59 -49 -40 -30 -20 -11 -1 9 18 28 37 47
0.56 -69 -59 -50 -40 -31 -21 -11 -2 8 17 27 36 46
0.58 -70 -60 -50 -41 -31 -22 -12 -3 7 16 26 35 45
0.60 -70 -61 -51 -42 -32 -23 -13 -4 6 15 25 34 44
0.62 -71 -61 -52 -42 -33 -23 -14 -4 5 15 24 33 43
0.64 -72 -62 -53 -43 -34 -24 -15 -5 4 14 23 32 42
0.66 -72 -63 -53 -44 -35 -25 -16 -6 3 13 22 31 41
0.68 -73 -64 -54 -45 -35 -26 -17 ·7 2 12 21 30 40
0.70 -74 -64 -55 -46 -36 -27 -18 -8 1 11 20 29 39
0.72 -74 ·65 ·56 · 46 ·37 ·28 ·18 ·9 0 9 19 28 37
Table 1.8- Correction To Give SAT ( 0 C) From IOAT ( 0 C), lAS and Altitude
Pressure lAS (kt)
Altitude
(ft) 170 180 190 200 210 220 2 30 240 250
20000 5 5 6 7 7 Use Mach Number table

15 000 4 5 5 6 6 7 8
10 000 4 4 4 5 5 6 7 7 8
5 000 3 3 4 4 5 5 6 6 7
0 3 3 3 4 4 4 5 5 6

Page 10
Temperatures in the Standard Atmosphere

Temperatures in the standard atmosphere are given in Table 1.9.
Lines of temperature versus altitude for constant deviation for ISA are given in Figure 1.2.
0 15 12 000 -8.8 24000 -32.5

1 000 13 13 000 -1 0 .8 25000 -34.5
2000 11 14 000 -1 2.7 26000 -36.5
3000 9 .1 15 000 -1 4.7 27 000 -38.5
4 000 7.1 16 000 -1 6 .7 28 000 -40.5
5000 5.1 17000 -1 8 .7 29000 -42.5
6000 3.1 18 000 -20.6 30000 -44.4
7000 1.1 19 000 -22.6 31 000 -46.4
8000 -0.8 20000 -24.6 32000 -48.4
9000 -2.8 21 000 -26.6 33000 -50.4
10 000 -4.8 22000 -28.6 34000 -52.4
11 000 -6.8 23000 -30.6 35000 -54.3

Page 11
Figure 1-2 - ISA Deviation Chart
.,...
0
•
l
0
~ 0
_,.,~(j
1!....
f~
~... (j
" _..,~
~ ...
..,
0 i!
!.
E
(j {!
.tf> ~ e
~ :a•
E
c(
~(j
•" ~•
,e.;,..
~.,.
~(I
~
"
"""
{'~ ..,"!L-----L-----~----~----~-----L----~----~
..,0
II)
N :;: .,
..... 0
.... ron 0
~

Page 12
Altimeter Low Temperature Correction

There are five tables of corrections to the altimeter for low ambient air temperature:
• Table 1. 10 for elevations of the altimeter setting source less than 2 000 ft.
• Table 1.11 for elevations of the altimeter setting source between 2 000 It and
4 000 ft.
6 000 ft.
8 000 ft.
• Table 1.14 for elevations of the altimeter setting source above 8 000 ft.
Caution
The pressure altimeter is calibrated to read true al titude in ISA conditions.
When the temperature is cooler than ISA, the true altitude will be lower than the indicated
altitude.
Each 1able is entered with the temperature of the altimeter setting source and the height of
the published altitude above the altimeter setting source. The rows are headed with the
temperature of the altimeter setting source on a pink background. The columns are
headed with the height above the altimeter setting source on a blue background. The table
value is the correction; the correction is on a yellow b ackground.
The correction is added to the published altitude. Th is gives the indicated value that will fly
the true value of the published altitude.

Table 1.10- Altimeter Low Temperature Correction

Elevation of the Altimeter Setting Source less than 2 000 ft
Setting Height to be added to the Published Altitude (ft)
Source Height above the Elevation of the Altimeter Setting Source (ft)
Temp
("C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
10 10 10 10 10 20 20 20 20 20 30 40 60 80 90
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 121 0
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
Table 1.11 -Altimeter Low Temperature Correction

Elevation of the Altimeter Setting Source 2 000 to 4 000 ft
Source Height above the Elevation of the Altimeter Setting Source (ft)
Temp
("C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
6 10 10 10 10 20 20 20 20 20 30 40 60 80 100
-4 20 20 30 30 40 40 50 60 60 90 120 180 230 290
-14 20 30 40 50 60 70 80 90 100 150 200 300 400 500
-24 30 50 60 80 90 100 120 130 150 220 290 440 580 730
-34 40 60 80 100 120 140 160 180 200 290 390 580 780 980
-44 50 80 100 130 150 180 200 220 250 370 490 740 990 1240
-54 60 90 120 160 190 220 250 280 310 460 610 920 1230 1540

Page 14

Source
Height above the Elevation of the Altimeter Setting Source (ft)
Temp
('C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
2 10 10 10 10 20 20 20 20 20 30 40 60 80 100
-8 20 20 30 30 40 50 50 60 60 90 120 180 240 300
-1 8 20 30 40 50 60 80 90 100 110 160 210 310 410 510
-28 30 50 60 80 90 110 120 140 150 220 300 450 600 750
-38 40 60 80 100 120 140 160 180 200 300 400 600 800 1000
-48 50 80 100 130 150 180 200 230 260 380 510 760 1020 1280
-58 70 100 130 160 190 220 250 280 310 470 630 940 1260 1580

Source
Temp
( 'C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
-2 10 10 10 10 20 20 20 20 20 30 40 60 80 100
-12 20 20 30 30 40 50 50 60 60 90 120 180 250 310
-22 30 40 50 60 70 80 90 100 110 160 210 320 420 530
-32 30 50 60 80 90 110 120 140 150 230 310 460 610 770
-42 50 70 90 110 130 150 170 190 210 310 410 610 820 1030
-52 60 80 110 130 160 180 210 240 260 390 520 780 1050 1320
-62 70 100 130 160 200 230 260 290 320 480 650 970 1300 1630

Page 15

Elevation of the Altimeter Setting Source greater than 8 000 ft
Setting Height to be adde<l to the Published Altitude (ft)
Source
Temp
(OC) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
-6 10 10 10 10 20 20 20 20 20 30 50 70 90 110
-16 20 20 30 40 40 50 50 60 70 100 130 190 250 320
-26 30 40 50 60 70 80 90 100 110 160 220 320 430 540
-36 40 50 70 80 100 110 130 140 160 240 310 470 630 790
-46 50 70 90 110 130 150 170 190 210 320 420 630 840 1060
-56 60 80 110 140 160 190 220 240 270 400 540 810 1080 1360
-66 70 100 140 170 200 230 270 300 330 500 670 1000 1340 1680

Page 16
Maximum Allowable Altimeter Differences

The maximum allowable altimeter differences are given in Table 1.15. The main altimeter
differences apply to both RVSM and non-RVSM flight. The maximum allowable altimeter
differences between the main and the standby altimeters is given in Table 1.16.
Table 1.15 - Maximum Allowable Altimeter Differences

Altitude (ft) Maximum Allowable Difference between the Main Altimeters (ft)
0 30
5000 30
10 000 35
15 000 40
20000 45
25 000 50
30000 55
31 000 55
33 000 60
35 000 65
Table 1.16- Maximum Allowable Difference between the Main and the Standby
Altimeters
At Mach numbers above 0.35, the standby altimeter should read progressively less than
both the main altimeters as Mach number increases.
At Mach numbers of 0.35 and below, the maximum allowable difference between the
standby altimeter and the main altimeters is:
• 65feetatsealevel.
• 80 feet at 10 000 ft.

Page 17
QNH Based Altitude to Pressure Altitude

The reading on the altimeter, with QNH set on the sub-scale, can be corrected to pressure
altitude using Table 1.17. The table lists corrections for small bands of QNH. The
correction is applied to the indicated altitude to give pressure al1itude. The correction is
positive for pressure s less than standard and negative for pressures greater than standard.
Table 1.17- QNH Based Altitude to Pressure Altitude

QNH (hPa) Correction (ft)
976 to 979 1 000
980 to 983 900
984 to 986 800
987 to 990 700
991 to 994 600
995 to 997 500
998to 1001 400
1002 to 1004 300
1005 to 1008 200
1009 to 1012 100
1013 to 1015 0
1016 to 1019 -100
1020 to 1022 -200
1023 to 1026 -300
1027 to 1030 -400
1031 to 1034 -500
1035 to 1037 -600
1038 to 1041 -700
1042 to 1045 -800
1046 to 1048 -900
1049 to 1052 -1 000

Page 18

AVRO 146-RJ FCOM CE p OTECT ON Chapter 2 TOC
Volume 3 Part 4 1 R 1 Page 1
Chapter 2 - Ice Protection

Ground De-icing/An ti-icing Checklist. ............................................................................
Holdover Times ........................................... .................................................................. 2

Volume 3 Part 4 ICE PROTECTION
Page 2

AVRO 146-RJ FCOM ICE PROTECTION Chapter 2
Ground De-icing/Anti-icing Checklist

The ground de-icing/anti-icing checklist is given in Table 2-1-
Table 2-1 -Ground De-icing/Anti-icing Checklist

Before De-icing/Anti-icing Check
Cover/Blanks ·····--·--····· If engines not ru nning, fit to air data sensors and drain masts if
practicable
Doors __ ------------------------· Closed
BRAKE FANS ______ , __ ____ OFF
PACKS __ ____ __ ____ ____ , ____ __ OFF
APU AIR ---- -- ----·---- -- ----· OFF

ENG AIR ---- -- ---- ----· -- ----· OFF
Engines __ ____ __ ____ ____ , ____ __ Not running or at ground idle
APU ------ ---- -- ---- -- ---- -- ----· OFF if engines running
ENG ANT ICE __ __ __ , ______ ON if required
FLAPS ------------------------· UP
External lights ______ , __ ____ As required
After De-icing/Anti-icing Check
Controls -------------------- --· Full and free
APU ----------------------------· As required
APU AIR ______________ , __ ____ OFF, check intake drains before use on next sector
ENG AIR ____ __ ____ ____ , ____ __ OFF for at least one minute after de-icing/anti-icing completed
PACKS __ ____ __ ____ ____ , ____ __ ON when air available
Tech Log __ __ __ ____ ____ , ____ __ Record time of application and type/mixture of fluid
BRAKE FANS __ __ __ , ______ As required
External lights __ __ __ , ______ As required
FLAPS -- ------ ---- -- ---- -- ----· Leave UP until entering runway and then select the take-off
setting
FCOM :V3P4-11 B AVRO 146-RJ100 EASA Sep 30/11

Volume 3 Part 4 ICE PROTECTION
Page 2
Holdover Times
It is recommended that the Operator insert tables of fluid holdover times in this chapter.
Regional Aircraft can, on request, incorporate data tables approved by the Operator in their
manual.

AVRO 146-RJ FCOM F E Chapter 3 TOC
Volume 3 Part 4 U L Page 1
Chapter 3 - Fuel
Fuel Balancing- Cross Feeding ....................................................................................
Fuel Balancing - Transfer Between Wings.. ..................................... ............................. 2
Flight at Low Fuel Quantity ........................................................................................... 3
Using the Magnetic Level Indicators ........... ..................................... ............................. 4
FCOM :V3P4-11 B AVRO 146-RJ100 EASA Nov 06/07

Volume 3 Part 4 FUEL
Page 2

AVRO 146-RJ FCOM F E Chapter 3
Volume 3 Part 4 U L Page 1
Fuel Balancing - Cross Feeding

The maximum imbalance allowed between wing tanks is 680 kg. However, it is sensible 1o
take action before this figure is reached. There is no procedure to transfer fuel between
the wing tanks in the air. Fuel has to be balanced by selective feeding from the wings.
The procedure is given in Table 3.1.
Table 3.1 - Fuel Balancing Procedure

To balance;
X FEED ................ ........................................ OPEN
L and R COMMON FEED ............................ OPEN
L and R STBY PUMPS ................................ ON
INNER and OUTER PUMPS ........................ ON on the high side, OFF on the low side.
Check the CWP:
If any engine FUEL LO PRESS caption is lit:
• Select the associated INNER or OUTER PUMP back ON.
• Check the common and cross feed selections and indications. If any NIPS
annunciator is lit, carry out the appropriate abnormal procedure.
When balance is achieved:
All INNER and OUTER PUMPS ................... ON
L and R STBY PUMPS ................................ NORM
L and R COMMON FEED ............................ SHUT
X FEED ........................................................ SHUT

Page 2
Fuel Balancing -Transfer Between Wings

On the ground, fuel can be transferred between the wing tanks in two ways:
• Using the refuel system.
• Using the centre tank transfer system.
The procedure using the refuel system is given in Table 3.2. The procedure using the
centre tank transfer system is given in Table 3.3.
Using the refuel system, fuel is taken from between the cross feed and right common feed
valves; the fuel passes through the offload valve and the refuel valve of the destination
wing tank.
The wing tank transfer technique can be used when the centre tank is empty. Fuel is
pumped from one side through the centre tank jet pump and transfer valve of the other
side. The transfer rate is slower than using the refuel system. However, it is suitable for
the level of imbalance that sometimes occurs due to prolonged fuel supply from one tank to
the APU.
Table 3.2 -Transfer between Wings using Refuel System

Offload valve ........................................... Open
Refuel valves .......................................... OVERRIDE for side to be filled.
Other two shut.
INNER and OUTER PUMPS .................. ON for the tank that fuel has to come from.
OFF for the other tank.
COMMON FEED ..................................... OPEN for the side that fuel has to come from.
X FEED ................................................... OPEN if transfer is from left to right.
Table 3.3 -Transfer between Wings using Centre Tank Transfer

CTR TANK TRANSFER ........................... OPEN
INNER and OUTER PUMPS ................... ON for the tank that fuel has to come from.
OFF for the other tank.
COMMON FEED ...................................... OPEN for the side that fuel has to come from.
X FEED .................................................... OPEN

Page 3
Flight at Low Fuel Quantity

The procedure in Table 3.4 is for use when the fuel remaining for the approach and landing
is going to be less than the total feed tank capacity due to operational reasons. For fuel
system failures, use the appropriate abnormal procedure.
Flight at Low Fuel Quantity

Plan a 24 o tap landing.
Balance the fuel as necessary up to the point that the FEED LO LVL annunciators
illuminate.
When the FEED LO LVL annunciators illuminate:
INNER, OUTER and STBY PUMPS ............. ON
COMMON FEEDS and X FEED ................... OPEN
Apply thrust changes smoothly and slowly.
If a climb or go-around is required, maintain the minimum pitch attitude and thrust
required for safe flight.

Page4
Using the Magnetic Level Indicators

The Magnetic Level Indicators (MLI) allow the fuel contents in a wing to be determined if
the normal contents system is unserviceable. The Mlls can also be used to confirm the
quantity in a wing if there is some doubt about the serviceability of the normal contents
system.
The procedure is given in T able 3.5. Tables 3.6 and 3.7 convert the attitude indicator
readings to degrees.
Calibration charts for the inner and outer Mlls are shown in Figures 3.2 and 3.3
respectively.
An example of the use of the calibration is shown in Figure 3.1.
Table 3.5- Fuel Contents using the Magnetic Level Indicators
• Record the fuel specific gravity.

• Read the pitch and roll scales of the attitude indicator in the starboard wheel bay.
• Convert the letter/numeral to degrees from 1he table below.
• Determine whether the outer or inner MLI is to be used.
• Unlock the MLI by pushing up and turning through goo - either way with a
screwdriver.
• Withdraw the MLI slowly until the magnetic link is made.
• Read the MLI scale at the point where it emerges from its housing.
• Select the calibration chart appropriate to the MLI used.
• Select the set of MLI curves corresponding to the pitch attitude.
• Go vertically up from the roll angle to the MLI reading.
• Go horizontally to the left until the vertical line from the SG scale is met.
• Read the fuel contents at the point at which the two lines meet.
• Secure the MLI by pushing up and turning through goo to re-seal.
Table 3.6- Attitude Indicator Reading to Degrees Pitch (fore-aft scale)

Numeral/leHer 1 orG 2 or F 3 orE 4 or 0 Sore 6or B 7orA
Pitch ( 0 ) - 11f2 -1 - 1f2 0 1f2 1 11f2
Table 3.7- Attitude Indicator Reading to Degrees Roll (left to right scale)
Numeral/letter 1 or A 2or 8 3 or C 4or D 5 orE 6or F 7orG
Left Tank Roll ( 0) - 11f2 -1 - 1f2 0 1f2 1 1'12
Right Tank Roll
(0) 11f2 1 1f2 0 - 1f2 -1 - 11f2

Volume 3 Part 4 FUEL Page 5
Figure 3 _1 - MLI Example
MLI Example
• Fuel SG 0.8 ; fore-aft scale reading 2; left right scale reading 8 ; inner MLI reading
25.
• Right tank to be read.
• From the pi1ch scale table, pitch angle is minus 1 °.
• From the roll scale table, roll angle is plus 1 °.
• From the example calibration chart, the fuel quantity in the right wing is 2 780 kg.
... ~ 80
0
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o 5a: '!
~· ~
4
g ~ ui
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Page6
Figure 32 - Inner MLI Calibration Chart

( SloiJ) gNIOY31:1 rn'l
~ ~
.n~~~n-~~~~~~rj~---c~---c~~--~~--~~~~r-~~TN
'
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Page 7
Figure 3.3- Outer MLI Calibration Chart
I
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I
--....
0
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11.1
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11.1
So oc:S
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1-v3p4-03·00002:

Page 8

AVRO 146-RJ FCOM C B Chapter 4 TOC
Volume 3 Part 4 LIM Page 1
Chapter 4 - Climb
Maximum Take off Weight for 500 It/min Limited Cruising Altitude_.. _. .... _.._. _. .... _.._. _..... 1
Maximum Take off Weight for Buffet Limited Cruising Altitude ·······························-- ---- 5
Rough Air Speed Buffet Margins................................................................................... 8
Cruise Weight for 500 It/min Limited Cruising Altitude.................................................. 9
Cruise Weight for Buffet Limited Cruising Altitude ........................... ·······················------ 11

Volume 3 Part 4 CLIMB
Page 2

AVRO 146-RJ FCOM C B Chapter 4
Volume 3 Part 4 LIM Page 1
Maximum Take off Weight for 500 ftlmin Limited Cruising Altitude
The maximum take-off weight that gives a 500 ft/min vertical speed at the cruising altitude
depends on the climb technique: the speed and the climb power.
There are four tables:
• Table 4.1 is for a long range climb at CLIMB NORM power.
• Table 4.2 is for a long range climb at CLIMB MAX power.
• Table 4.3 is for a high speed climb at CLIMB NORM power.
• Table 4.4 is for a high speed climb at CLIMB MAX power.
The second row of each table defines the table climb technique as a speed schedule and a
climb power. The table is entered with the cruising pressure altitude and the air
temperature relative to ISA. The rows are headed with pressure altitude on a pink
background; the col umns are headed with air temperature on a blue background. The
maximum take-off weight is in the body of the table on a yellow background.
Max1mum
. Ta k e-off \AI •• : . . . . . (kg)
··~•1:11"•
Pressure Air '"'"'"'"'rature ( " C)

Altitude (ft) ISA - 10 ISA ISA +5 ISA + 10 ISA + 15 ISA + 20
35000 36600 34950 34050 31 950 <30 000 <30 000
34000 38300 36550 35400 33300 30850 <30 000
33000 39900 38150 36800 34900 32750 <30 000
32000 41 950 39600 38250 36600 34600 31 650
31 000 44100 42050 41100 39700 37 800 34800
30000 45400 43250 42 300 41 200 38850 35 500
29000 46750 44 500 43 300 42000 39 650 36 550
28000 45700 44 300 43050 40 650 37500
27000 46950 45400 44050 41 550 38 300
26000 46400 45 500 42 450 39150
25000 46850 43 350 39 950
24000 44200 40800
23 000 Ill li'lll il 45 450 42450
22000 47050 44050
21 000 45600
20000 46900
M10A004

Page2
Maximum Take-off
Pressure Air Temperature ( 0 C)
Altitude
(ft) ISA -10 ISA ISA + 5 ISA + 10 ISA + 15 ISA + 20
35000 38300 36350 35 050 33 700 32150 <30 000
34000 40100 37950 36800 35500 33900 31 500
33000 42400 39650 38600 37400 35700 33350
32000 44050 41 950 40400 39 200 37450 35100
31 000 46400 44450 43400 41 950 40200 38100
30000 46250 45 050 43550 41150 39250
29000 46400 44 700 42200 40 500
28000 46100 43500 41 600
27000
26000 .. 44650
45800
42 500
43300
25000 46800 44100
24000 45200
23000 46700
M1 0A003

Page 3
Table 4.3- 500ft/min Limited Cruising Altitude

High Speed Climb ~
Maximum Take-off Weight (kg)
Pressure Air Temperature (OC)
Altitude
(ft) ISA -10 ISA ISA + 5 ISA + 10 ISA + 15 ISA + 20
35000 37950 36350 35550 33550 30700 <30 000
34000 39550 37850 36600 34350 31 850 <30 000
33000 41100 39250 37650 35400 33100 <30 000
32000 42550 40450 38750 36750 34100 30500
31 000 43950 41 500 40050 38200 35000 30950
30000 45200 42650 4 1 550 39350 35600 31 400
29000 46400 43850 42400 39800 36 200 32000
28000 44950 43 300 40450 36850 32300
27000 45800 44000 41 250 37 350 32400
26000 46700 45050 42350 37650 32450
25000 46150 42750 37750 32 500
24000 43350 37850 32 550
23000 43700 37950 32600
22000 43900 39050 33400
21 000 45700 41 200 35900
20000 47650 43000 37950
19 000 . II ' · . • A · •liUihllH:Iil 45600 40900
18000 47700 43700
17000 46300
M10A008

Page4
Table 4_4 -500ft/min Limited Cruising Altitude

High Speed Climb ~
Pressure Air Temperature ( 0 C)
Altitude
(ft) ISA -10 ISA ISA +5 ISA + 10 ISA + 15 ISA + 20
35000 39550 37650 36 450 35150 33700 31 300
34000 41 350 39250 38050 36750 35000 32500
33000 43100 40900 39750 38350 36350 33700
32000 44750 42600 41 400 39800 37600 34650
31 000 46450 44350 43 050 41 300 38900 35500
30000 46100 44600 42700 39850 36300
29000 45 800 43850 40850 37250
28000 47050 45100 41950 38000
27000 46300 42850 38650
26000 43500 39150
25000 44100 39450
24000
23000 . . . · • II ITiiTl r::f•
44650
45100
39800
40050
22000 45500 40400
21 000 47250 42500
20000 44250
19 000 45850
18000 47450
M10A007

Page 5
Maximum Take off Weight for Buffet Limited Cruising Altitude

The maximum take-off weight that gives a 1.3 "g" margin to buffet onset at the cruising
altitude and speed depends on the climb speed and the temperature relative to ISA.
There are six tables. Each table has the take-off weight limit for both the high speed climb
and long range climb at a particular temperature relative to ISA. The temperatures are ISA
minus 1O"C, ISA, ISA + 5 "C, ISA + 1O"C and ISA + 15"C. At ISA + 20"C it is not possible
to reach buffet limited weights. The table temperature is given at the top corners of the
table on a bright yellow background.
The table is entered with the cruising pre.ssure altitude, the climb speed and the cruise
speed. The rows are headed with pressure altitude on a pink background; the columns are
split into two groups: one for high speed climb and one for long range climb. There are
three cruise speeds for each climb technique on a blue background. The maximum take
off weight is in the body of the table on a pale yellow background.
ISA-10"C Table 4.5 - Buffet Limited Cruising Altitude ISA -10"C

~~~------------------~
Pressure High Speed Climb Long Range Climb
Altitude Cruise Speed (IMN) Cruise Speed (IMN)
(ft)
0.66 0.68 0.70 0.66 0.68 0.70
35000 38860 38270 37150 38810 38220 37100
34000 40730 40080 39 010 40660 40020 38950
33000 42760 42000 40820 42690 41 940 40750
32000 44840 44140 42740 44 770 44070 42670
31 000 47100 46340 44980 47020 46260 44900
M10A050
ISA Table 4.6 - Buffet Limited Cruising Altitude ISA

~~~----~------------~
(ft)
0.66 0.68 0.70
35000 39020 38420 37280 38950 38350 37 210
34000 40890 40240 39150 40810 40150 39070
33000 42940 42170 40970 42850 42080 40880
32000 45040 44 320 42890 44940 44220 42800
31 000 47320 46 540 45150 47200 46 420 45 040
M1 OA051

Page6
ISA +50C Table 4.7- Buffet Limited Cruising Altitude ISA +50C
Maximum Take-off We...:ig~h_t..:..(k...::g:..:..)__________--1
Altitude (ft) Cruise Speed (IMN) Cruise Speed (IMN)
0.66 0.68 0.70 0.66 0.68 0.70
35000 39140 38530 37380 39050 38440 37290
34000 41 020 40350 39 250 40920 40240 39140
33000 43080 42290 41 070 42960 42180 40960
32000 45 200 44460 43 010 45060 44 320 42880
31 000 47 510 46700 45 280 47340 46 540 45140
M1 OA052
Maximum Take-off We...:ig~h_t..:..(k...::g:..:..)__________--1
Altitude (ft) Cruise Speed (IMN) Cruise Speed (IMN)
0.66 0.68 0.70 0.66 0.68 0.70
35000 39 350 38720 37 540 39200 38570 37390
34000 41 260 40 560 39 430 41 090 40370 39 250
33000 43360 42 530 41 270 43140 42330 41 090
32000 45 540 44 750 43 230 45260 44 500 43 020
31 000 47950 47050 45 550 47580 46 730 45290
M10A053
Table 4.9 - Buffet Limited Cruising Altitude ISA +150C

~-..:.....:::..:..--------~
Alt itude Cruise Speed (IMN) Cruise Speed (IMN)
(ft)
0.66 0.68 0.70 0.66 0.68 0.70
35000 39870 39130 37850 39 570 38850 37600
34000 41 930 41 060 39800 41 540 40660 39470
33000 44420 43160 41 710 43690 42700 41 350
32000 45720 43 760 46000 44960 43 310
31 000 46 310 47350 45650
M10A054
FCOM:V3P4·11 8 AVRO 146-RJ100 EASA Nov 06/07

Volume 3 Part 4 CLIMB Page 7
Maximum Take-off We...:ig~h....;t...:.(k...:g~)--...,_-------1
(ft)
0.66 0.68 0.70 0.66 0.68 0.70
35 000 38870 38280
34000 40104
33000
32000 •
31 000
M10A055

Pages
Rough Air Speed Buffet Margins

The table is entered with the pressure altitude and limiting weight. The columns are
headed with pressure altitude on a pink background and the landing weight on a pale
yellow background.
If severe turbulence is encountered, and the aircraft weight exceeds the buffet limited
weight for the rough airspeed speed (0.6 IMN) at the present altitude, descend until the
aircraft weight is less than the limiting weight for the new altitude. During the descent
reduce the airspeed slowly to 0.6 IMN. This will ensure that the required 0.3g margin to
buffet is maintained.
Table 4.5- Rough Air Speed Buffet MarginsVRA

Pressure Altitude (ft) Limiting Weight (kg)
30000 45 600
31 000 43800
32 000 41 900
33 000 40000
34000 38 100
35 000 36300
The above table is applicable for RJ100 aircraft cleared above 31 ,000 feet and maintaining
a safe margin over the buffet boundary.
FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/11

Page9
Cruise Weight for 500 fVmin Limited Crui sing Altitude

The instantaneous cruise weight that gives a 500 fVmin vertical speed at the cruising
altitude depends on the climb speed, the cruise power and the temperature relative to ISA.
There are three tables:
• Table 4.11 is for a climb at 0.66 IMN at CLIMB MAX power.
The second row of each table defines the table climb speed and climb power. The table is
entered with the cruising pressure altitude and the air temperature relative to ISA. The
rows are headed with pressure altitude on a pink background; the columns are headed wi1h
air temperature on a blue background. The maximum cruise weight is in the body of the
table on a yellow background.
Cruise
Pressure Air Temperature (OC)
Altitude
ISA - 10 ISA ISA +5 ISA + 10 ISA + 15 ISA + 20
35 000 38200 36300 35100 <34 000 <34 000 <34 000
34000 39900 37900 36650 35300 <34 000 <34 000
33000 41500 39450 38300 36850 34800 <34 000
32000 43150 41 050 39900 38250 36050 <34 000
31 000 44750 42750 41 450 39700 37250 <34 000
30000 >46 000 44450 43000 41 050 38200 34700
29000 >46 000 45700 44150 42150 39200 35600
OOLCM1

Page 10
Cruise
Pressure Air
Ahitu de (ft) ISA -10 ISA ISA + 5 ISA + 10 ISA + 15 ISA + 20
31 000 44 750 43000 41 900 40 500 38 450 35 600
30000 >46 000 44700 43 550 42050 39650 36 500
29000 >46 000 >46 000 44800 43200 40 700 37 550
100LCM2
Pressure Air Tempe rature (OC)

Altitude
ISA - 10 ISA ISA + 5 ISA + 10 ISA + 15 ISA + 20
31 000 44 750 43000 42100 40900 39 150 36 800
30 000 >46 000 44 700 43 750 42450 40 550 37750
29000 >46 000 >46 000 45 100 43 700 41700 39000
100LCM3
FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/ 11

Page 11
Cruise Weight for Buffet Limited Cruising Altitude

The instantaneous cruise weight that gives a 1.3 '"g" margin to buffet onset at the cruising
altitude depends on the cruise speed.
Table 4.14 gives the buffet limited cruise for four indicated Mach numbers: 0.62, 0.66, 0.70
and 0.72, at ISA air temperature.
The table is entered with the cruising pressure altitude and the cruise speed. The rows are
headed with pressure altitude on a pink background; the columns are headed with cruise
speed on a blue background. The buffet limited cruise weight is in the body of the table on
a yellow background.
Table 4.14- Buffet Limited Cruise

Weight for 1.3 g Buffet (kg)
Pressure Cruise Speed (IMN)
Altitude
(ft) 0.62 0.66 0.70 0.72
35 000 Minimum 37550 36 050 34200
34000 cruise/climb 39 350 37700 35850
speed above
33 000 FL 310 is 41 350 39 450 37 450
32 000 0.66 M 43250 41 400 39150
31 000 45000 45 500 43 500 41100
30000 >46 000 >46 000 45 400 43 200
29000 >46 000 >46 000 >46 000 45000
~Jl OOBCM1
FCOM :V3P4-11 8 AVRO 146-RJlOO EASA Sep 30/11

Page 12

AVRO 146-RJ FCOM O D G Chapter 5 TOC
Volume 3 Part 4 H L IN Page 1
Chapter 5 - Holding
Holding Fuel ..................................................................................................................

Volume 3 Part 4 HOLDING
Page 2

AVRO 146-RJ FCOM O D G Chapter 5
Volume 3 Part 4 H L IN Page 1
Holding Fuel
Holding fuel flow at the optimum speed is given in four tables:
• Table 5.1 for all engines operative with flaps up.
• Table 5.2 for all engines operative with flaps at 18° .
• Table 5.3 for three engines operative with flaps up.
• Table 5.4 for two engines operative with flaps up.
Best endurance is obtained by holding with flaps and gear up.
A table is entered with the holding pressure altitude and the aircraft weight. The rows are
headed with pressure altitude on a pink background; the columns are headed with aircraft
weight on a blue background. The optimum holding speed is given on a green
background; the fuel flow for the speed and weight is in the body of the table on a yellow
background.
With flaps up, speed should not be reduced below VFTo + 10 kt.
It is often more comfortable to hold at a speed higher than the optimum performance
speed: the body angle is reduced, speed stability is increased and the fuel penalty is
small. A comfortable clean holding speed is 21 0 kt, but if fuel is low, hold at the optimum
speed for fuel flow.
Lower holding speeds can be used with 18 o of flap, but the fuel consumption will be
increased. With flap at 18 o, speed should not be reduced below VREF33 + 30 kt.
When holding in icing conditions, ENG ANT-ICE and the TA IL and OUTER WING
ANTI-ICE must be ON. The INNER WING DE-ICE must be selected ON for one minute
every 8 to 10 minutes; it must also be ON when altitude is reduced for approach and
landing.
If ice has formed on the airframe or if severe icing conditions exist, hold with flaps up; the
holding table speeds must be increased by 7 kt and the minimum speed with flaps up is
VFTo + 17 kt.

Page2
ISA Flaps Up Table 5.1- Holding Fuel Four Engines

Weight (kg) 30000 32000 34000 36 000 38000 40000 42000
lAS (kt) 180 190 190 200 200 200 210
Altitude (ft) Total Fuel Flow (kg/hr)
1 500 1 480 1 560 1 620 1 700 1 760 1 820 1 900
5000 1 400 1 490 1 540 1 630 1 690 1 750 1 830
10000 1 320 1 410 1 470 1 560 1 620 1 680 1 770
15000 1 280 1 360 1 420 1 510 1 570 1 640 1 730
20000 1 230 1 320 1 380 1 480 1 550 1 620 1 730
25000 1 180 1 280 1 350 1 460 1 540 1 630 1 740
• Total fuel flow is increased by 50 kg/hr for every 10 "C above ISA
• Total fuel flow is reduced by 50 kg/hr for every 1O"C below ISA
ISA Flap 18° Table 5.2 - Holding Fuel Four Engines

Weight (kg) 30000 32000 34000 36000 38000 40000 42000
lAS (kt) 140 150 150 160 160 160 170
Altitude (ft) Total Fuel Flow (kg!hr)
1 500 1 600 1 680 1 760 1 850 1 930 2 020 2 100
5000 1 530 1 610 1 700 1 780 1 870 1 960 2 040
10 000 1 460 1 540 1 630 1 710 1 800 1 890 1 980
15 000 1 410 1 490 1 580 1 670 1 760 1 860 1 950
20000 1 370 1 460 1 550 1 650 1 740 1 840 1 950
25000 1 320 1 410 1 520 1 630 1 740 1 880 2 000
• Total fuel flow is increased by 50 kg/hr for every 1O"C above ISA

Page 3
ISA Flaps Up Table 5.3- Holding Fuel Three Engines

Weight (kg) 30 000 32 000 34 000 36 000 38 000 40 000 42 000
lAS (kt) 180 190 190 200 200 200 210
Altitude (ft) Total Fuel Row (kg/hr)
1 500 1 340 1 420 1 470 1 550 1 610 1 680 1 760
5 000 1 290 1 370 1 430 1 510 1 570 1 640 1 720
10 000 1 240 1 320 1 380 1 470 1 530 1 600 1 690
15 000 1 200 1 290 1 360 1 450 1 520 1 590 1 680
20000 1 190 1 280 1 340 1 440 1 520 1 620 1 750
25000 1 160 1 270 1 360 1 500 1 600 1 720 1 820
• Total fuel flow is reduced by 50 kg/ hr for every 1O"C below ISA
ISA Flaps Up Table 5.4- Holding Fuel .. -

Two.Engines
. -. I
'
Weight (kg) 30000 32000 34000 36000 38000 40 000 42000
lAS (kt) 180 190 190 200 200 200 210
Altitude (ft) Total Fuel Flow (kg/hr)
1 500 1 230 1 310 1 380 1 470 1 530 1 610 1 690
5000 1 210 1 290 1 360 1 450 1 520 1 600 1 700
10 000 1 190 1 280 1 350 1 450 1 540 1 630 1 750
15 000 1 190 1 300 1 390 1 510 1 620 1 710
20000
25000
1 240
1 250
1 380 1 460
..

Page 4

AVRO 146-RJ FCOM AND NG Chapter 6 TOC
1
Volume 3 Part 4 L Page 1
Chapter 6- LANDING
Landing Distance ........................................ _.................................... .............................
Landing Distance Corrections ..................... .................................................................. 2
Using a Landing Dis1ance Required Table.................................................................... 2
Using the 33° Flap Landing Distance Required Correction Table ................................ 2
Failure Conditions ....................................... ..................................... ............................. 3
Landing with Full Safety Factors under Failure Conditions...... ............ ...................... ... 3
Landing without the Full Safety Factors under Failure Conditions................................ 4
Maximum Landing Weight for Flap Zero .......................................... ............................. 5
How to Get a Landing Distance ....................... ...................... .................................. ..... 6
Braking Action and Coefficient of Friction..................................................................... 30
METAR Runway State Code....................... .................................................................. 30
SNOWTAMS .................................................................................... ............................. 32

Volume 3 Part 4 LANDING
Page 2

AVRO 146-RJ FCOM AND NG Chapter 6
Volume 3 Part 4 L 1 Page 1
Landing Distance
Tables of landing distance required for a manual landing with 33-o of flap are given in this
Chapter for the following runway states:
• Dry- Table 6 .1.
• Wet- Table 6.2.
• Contaminated with compacted snow - Table 6.3.
• Contaminated with dry or wet snow- Table 6.4.
• Contaminated with slush- Table 6.5.
• Contaminated with standing water- Table 6.6.
• Contaminated with wet ice- Table 6.7.
If the runway is reported as "slippery when wet", the wet ice tables must be used.
The dry landing distance required is the act ual landing distance on a dry runway multiplied
by 1.67; thus 67% of the actual landing distance is added as a safety factor.
The wet landing distance required is the ac1ual landing distance on a dry runway multiplied
by 1.92; this is based on the 67% safety factor from above and additional 15% to account
for the wet runway.
The contaminated landing distance required is the actual landing distance on a
contaminated runway multiplied by 1.15; thus 15% of the actual landing distance is added
as a safety factor.
Landings on contaminated runways are only allowed with flaps 33° and the following fully
serviceable: the lift spoilers, the airbrakes, the anti-skid and the wheelbrakes.
The landing distance tables give the landing distance required for a 33° flap landing with:
• Airbrakes deployed before the flare.
• Lift spoilers serviceable.
• Anti-skid serviceable.
• Runway slope zero.
• Ambient temperature ISA.
• Speed over the threshold no more than VREF + 7 kt.

Page 2
Landing Distance Corrections

Corrections for slope, ambient temperature, speed and steep approach are given in Table
6.8. Corrections for failure conditions are given in Tables 6.9 to 6.14.
Using a Landing Distance Required Table
Each landing distance required table is entered with runway pressure altitude, the aircraft
weight and the head or tail wind component.
The rows are in blocks of altitude on a pink background. The blocks are subdivided into a
range of aircraft weights on a pink background. The columns are headed with wind
component on a blue background.
The body of the table gives the uncorrected 33° tap landing distance on a pale yellow
background. The distance can then be corrected for slope, temperature, speed and steep
approach using Table 6.8.
Using the 33 o Flap Landing Distance Required Correction Table
Table 6.8 has a table of corrections for slope and simple statements for temperature,
speed and steep approach. To correct for slope, enter the table with the runway state and
the slope. The correction is added to the value from the landing distance required table.
The runway state is on a pink background and the slope is on a blue background. The
correction is in the body of the table on a yellow background.

Page 3
Failure Conditions
The actual landing distance will be increased for failures of the following:
• Secondary flight controls - flaps, spoilers and airbrakes.
• Hydraulic system failures - some or all of the secondary flight controls.
• Electrical failures - some of the secondary flight controls.
• Brake system - anti-skid and park brake valve.
• Wing ice protection -wing valves or air supply failures.
• Fadec - fadec failure.
The increase in landing distance required can be found by applying a multiplier to the 33 o
flap landing distance required.
Whenever possible, landings should be made with a 67% safety factor. That is, the
required landing distance should be 1.67 times the actual landing distance. However, this
may not always be practicable.
Landing with Full Safety Factors under Failure Conditions
Multipliers to obtain the landing distance under system failure conditions with the full safety
factor of 67% are given in Tables 6.9 to 6.13b.
The factored distances for abnormal conditions are obtained by applying the multiplier to
the scheduled landing distance required for 33 o of flap. The 33 o tap landing distances
required for dry and wet runways can be obtained from the landing distance tables and the
corrections in Table 6.8.
The multipliers are not intended for use with contaminated runway data. Landings on
contaminated runways are prohibited with the failures in the tables.
The following failures are covered:
• Flight control system failures -Table 6.9.
• Hydraulic system failures - Table 6.10 The table includes the consequences of
each hydraulic failure on the flight controls.
• Electrical system failures - Table 6.11. The table includes the consequences of
each electrical failure on the flight controls.
• Brake system failures -Table 6.12.
• Ice protection system failures -Table 6.13a.
• Fadec failure- Table 6.13b.
VREF for the flap angle is given on the speed cards. The gust factor and icing increments
are applied for all flap settings.
Each multiplier in Tables 6.9 to 6.14 has a coloured background: pale yellow, amber or
red. The colour coding is used when landing without the full safety factors.

Page 4
Landing without the Full Safety Factors under Failure Conditions

Landings without the full factors should only be made when no suitable alternative runway
is available which allows the full factors to be used.
If the multiplier for a failure condition in the 67% Safety Factor tables has a pale yellow
background, a safety factor of at least 33% will be given by using the 33° tap landing
distance required for a wet or dry runway as appropriate.
If the multiplier for a failure condition in the 67% Safety Factor tables has an amber
background, a safety factor of at least 15% will be given by using the 33 o tap landing
distance required for a wet or dry runway as appropriate.
If the multiplier for a failure condition in the 67% Safety Factor tables has a red
background, the landing distance with the failure condition is close to or greater than the
33 o tap landing distance required. For these cases, a landing distance with a safety factor
of 15% can be obtained from Table 6.14. The 15% factored distance is found by applying
the multiplier from Table 6.14 to the wet or dry 33 o tap landing distance required as
appropriate.
When not using the fully factored landing distance:
• Aim to touchdown within the first 10% of the runway length.
• Select lift spoilers if they are available as soon as possible after touchdown.
• If anti-skid is available, commence maximum braking effort as soon as possible
after touchdown.
• If anti-skid is not available, exercise extreme caution in braking. Use the minimum
braking consistent with the runway length available.
• If touchdown is not achieved in the first 10% of runway length, initiate a go-around.

Page 5
Maximum Landing Weight for Flap Zero

The maximum weight for landing with flaps zero is governed either by the tyre limiting
speed or the energy that the brakes can absorb. Table 6.15 gives the maximum landing
weight for flap zero.
The landing weight should be reduced as far as practicable
A table is entered with the landing pressure altitude, wind component and air temperature.
The rows are in blocks of altitude on a pink background. The blocks are subdivided into a
range of wind components on a pink background. The columns are headed with air
temperature on a blue background.
The body of the table gives the maximum weight for landing on a pale yellow background.

Page 6
How to Get a Landing Distance

The sequence of actions to obtain a landing distance is shown in Figure 6.1.
To get the landing distance required for a 33° tap landing with no failures:
• Go to the landing distance table for the runway state.
• Correct the distance using Table 6.8.
If there are failures:
• Go to the landing distance table for the runway state. With failures, landings are
only permitted on wet or dry surfaces. Landings are not permitted on contaminated
surfaces.
• Correct the distance using Table 6.8.
• Get the multiplier for the failure from the associated failure table.
• Multiply the 33 o tap distance by the multiplier. We now have a distance with the
67% safety factor.
• If it is practicable to use this distance, we are finished.
• If it is not practicable to use the fully factored distance, check the multiplier colour
code.
• If the colour code is yellow or amber, use the 33 o fl3.p landing distance required.
• If the colour code is red, multiply the 33 o tap landing distance required by the
multiplier from Table 6.14. The landing distance obtained from the multiplication
will have a safety factor of 15%.

Page 7
Figure 6_1 - How to Get a Landing Distance
I Landing Distance Required Table

Gives land.ng distance required lor
, Zero slope .
, ISA lemperature.
, Speed no mor e lhan VREF + 1 kt
, Normal approach !ilope,
Landing Distance Correction Table

l _J
Failure '\,
Gives corrections for:

,. Slope
l Appropriat e Failure Table ]
,. Temperature
, Speed.
, Sleep approaoh
+
Landing distance required for 33" flap with 67% safety fact~:·---tiJii~ Multiply
Landing distance for failure wnh 67% safety factor )
Use 33" flap landing distance required
15% Safety Factor table
Multiply Landing dlsunca for failure with 15"1. safety factor
i v3~• 08 00001

Pages
Table 6.1 La nding Dista nce Required (m) RJ100AM1A

Fla p 33• Zero Slope Runwa y State : Dry Manu al Landing
Pressure
d_(kTt_)--T"""---t
Weight t---Trai_lw_i_nd_ (krt)---+--"""T"--H_eTa_d_w_in_
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 1 270 1 160 1 050 950 890 830 780 730
29 000 1 300 1 180 1 070 970 910 850 790 740
30000 1 330 1 210 1100 990 930 870 810 760
31000 1 360 1 240 1 120 1 010 950 890 830 780
32000 1 390 1 270 1 150 1 030 970 910 850 800
33 000 1 420 1 300 1 170 1 060 990 930 870 810
34000 1 460 1 330 1 200 1 080 1 020 950 890 830
35 000 1490 1360 1230 11 10 1040 980 910 860
36 000 1 530 1 390 1 260 1 140 1 070 1 000 940 880
Sea level~--+---~--~---+--~---~--+---;---~
37 000 1 570 1 430 1 300 1 170 1 100 1 030 960 900
38000 1 610 1 470 1 330 1 200 1 130 1 050 990 920
39 000 1 650 1 510 1 370 1 230 1 160 1 080 1 010 950
40000 1 700 1 550 1 400 1 260 1 190 1 11 0 1 040 970
41 000 1 740 1 590 1 440 1 300 1 220 1 140 1 070 1 000
42000 1 790 1 630 1 480 1 330 1 250 1 170 1 100 1 030
43000 1 840 1 680 1 520 1 370 1 290 1 210 1 130 1 060
44 000 1 890 1 730 1 560 1 410 1 320 1 240 1 160 1 080
45000 1 940 1 770 1 600 1 440 1 360 1 280 1190 1110
28000 1 330 1 210 1 100 990 930 870 810 760
29 000 1 360 1 240 1 120 1 010 950 890 830 780
30000 1 390 1 260 1 140 1 030 970 900 850 790
31 000 1 420 1 290 1 170 1 050 990 930 870 810
32 000 1 450 1 320 1 200 1 080 1 010 950 890 830
33000 1 480 1 350 1 220 1 100 1 040 970 910 850
34000 1 520 1 380 1 250 1 130 1 060 990 930 870
35000 1 560 1 420 1 290 1 160 1 090 1 020 950 890
36000 1 600 1 460 1 320 1 190 1 120 1 040 980 920
2000
37 000 1 640 1 490 1 350 1 220 1 150 1 070 1 000 940
38 000 1 680 1 530 1 390 1 250 1 180 1 100 1 030 960
39 000 1 730 1 580 1 430 1 280 1 210 1 130 1 060 990
40 000 1 770 1 620 1 470 1 320 1 240 1 160 1 090 1 020
41000 1 820 1 660 1 510 1 360 1 280 1 200 1 120 1 050
42 000 1 870 1 710 1 550 1 390 1 310 1230 1150 1080
43 000 1 930 1 760 1 590 1 430 1 350 1 260 1180 1110
44000 1 980 1 810 1 640 1 470 1 390 1300 1 220 11 40
45 000 2040 1 860 1 680 1 520 1 430 1 340 1 250 1 170
FCOM :V3P4-11 8 AV RO 146-RJ100 EASA Nov 06/07

Page9
Table 6.1 Contd. Landing Distance Required (m) RJ100AM1A/B

Flap 33° Zero Slope Runway State: Dry Manual Landing
Pressure
(krt)_ _-+---r--H_era_d_w_ln_d_(Tkt_)--~----t
Weight t---Tral_lw_l_nd_
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 1 380 1 250 1 140 1 020 960 900 840 790
29000 1 400 1 280 1 160 1 040 980 920 860 800
30000 1 430 1 310 1 180 1 070 1 000 940 880 820
3 1 000 1 470 1 330 1 210 1 090 1 020 960 900 840
32000 1 500 1 370 1 240 1 110 1 050 980 920 860
33000 1 530 1 400 1 270 1 140 1 070 1 000 940 880
34 000 1 570 1 430 1 300 1 170 1 100 1 030 960 900
35 000 1 610 1 470 1 330 1 200 1 130 1 050 990 920
36 000 1 650 1 510 1 360 1 230 1 160 1 080 1 010 950
4000
37 000 1 700 1 550 1 400 1 260 1 190 1 110 1 040 970
38000 1 740 1 590 1 440 1 290 1 220 1 140 1 070 1 000
39000 1 790 1 630 1 480 1 330 1 250 1 170 1 100 1 030
40000 1 840 1 680 1 520 1 370 1 290 1 200 1 130 1 050
41 000 1 890 1 720 1 560 1 400 1 320 1 240 1 160 1 080
42000 1 940 1 770 1 600 1 440 1 360 1 270 1 190 1 110
43000 2000 1 820 1 650 1 480 1 400 1 310 1 220 1 150
44000 2050 1 870 1 690 1 530 1 440 1 350 1 260 1 180
45000 2110 1 930 1 740 1 570 1 480 1 390 1 300 1 210
28000 1 440 1 310 1 190 1 070 1 000 940 880 820
29000 1 470 1 340 1 210 1 090 1 020 960 900 840
30000 1 500 1 360 1 240 1 110 1 050 980 920 860
31 000 1 530 1 400 1 260 1 140 1 070 1 000 940 880
32000 1 570 1 430 1 290 1 170 1 100 1 030 960 900
33000 1 610 1 460 1 330 1 190 1 120 1 050 980 920
34000 1 650 1 500 1 360 1 220 1 150 1 080 1 010 940
35 000 1 690 1 540 1 400 1 260 1 180 1 11 0 1 030 970
36 000 1 730 1 580 1 430 1 290 1 210 1 140 1 060 990
6000
37 000 1 780 1 620 1 470 1 320 1 250 1 170 1 090 1 020
38000 1 830 1 670 1 510 1 360 1 280 1 200 1 120 1 050
39000 1 880 1 720 1 550 1 400 1 320 1 230 1 150 1 080
40000 1 930 1 760 1 600 1 440 1 350 1 270 1 190 1 110
41 000 1 990 1 810 1 640 1 480 1 390 1 300 1 220 1 140
42000 2050 1 870 1 690 1 520 1 430 1 340 1 250 1 170
43000 2100 1 920 1 740 1 560 1 470 1 380 1 290 1 210
44000 2170 1 980 1 790 1 610 1 520 1 420 1 330 1 240
45000 2 230 2040 1 840 1 660 1 560 1 460 1 370 1 280

Page 10
Table 6.2 Landing Distance Required (m) RJ100AM2A

Flap 33• Zero Slope Runway State: Wet Manu al Landing
Pressure
(krt)-----+----""T----H_eTa_d_w_in_d_(kTt_)-----r------t
Weight t-----Trai_lw_i_nd__
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 1 470 1 330 1 210 1 090 1 020 960 900 840
29 000 1 500 1 360 1 240 1 11 0 1 050 980 91 0 860
30 000 1 530 1 390 1 260 1 140 1 070 1 000 930 880
31 000 1 560 1 420 1 290 1 160 1 090 1 020 960 900
32 000 1 600 1 460 1 320 1 190 1 120 1 040 980 920
33 000 1 640 1 490 1 350 1 220 1 140 1 070 1 000 940
34 000 1 670 1 530 1 380 1 250 1 170 1 100 1 030 960
35 000 1 720 1 560 1 420 1 280 1 200 1 120 1 050 990
36 000 1 760 1 600 1 450 1 310 1 230 1 150 1 080 1 010
SeaLevel~----+-----~----~-----+----~------~----+-----;-----~
37 000 1 800 1 640 1 490 1 340 1 260 1 180 1 110 1 040
38 000 1 850 1 690 1 530 1 380 1 300 1 210 1 130 1 060
39 000 1 900 1 730 1 570 1 410 1 330 1 250 1 170 1 090
40 000 1 950 1 780 1 610 1 450 1 370 1 280 1 200 1 120
41000 2000 1830 1650 1490 1400 1310 1230 1150
42 000 2 060 1 880 1 700 1 530 1 440 1 350 1 260 1 180
43000 2110 1930 1750 1 570 1480 1390 1300 1210
44 000 2 170 1 980 1 790 1 620 1 520 1 430 1 330 1 250
45 000 2 230 2 040 1 840 1 660 1 560 1 470 1 370 1 280
28 000 1 530 1 390 1 260 1 140 1 070 1 000 940 880
29 000 1 560 1 420 1 290 1 160 1 090 1 020 950 900
30 000 1 590 1 450 1 320 1 190 1 110 1 040 980 910
31 000 1 630 1 480 1 350 1 210 1 140 1 070 1 000 930
32 000 1 670 1 520 1 380 1 240 1 170 1 090 1 020 960
33 000 1 700 1 550 1 410 1 270 1 190 1 120 1 040 980
34 000 1 750 1 590 1 440 1 300 1 220 1 140 1 070 1 000
35 000 1 790 1 630 1 480 1 330 1 250 1 170 1 100 1 030
36 000 1 840 1 670 1 520 1 370 1 280 1 200 1 120 1 050
2000
37 000 1 880 1 720 1 560 1 400 1 320 1 230 1 150 1 080
38 000 1 930 1 760 1 600 1 440 1 350 1 270 1 190 1 11 0
39 000 1 980 1 810 1 640 1 480 1 390 1 300 1 220 1 140
40 000 2 040 1 860 1 680 1 520 1 430 1 340 1 250 1 170
41 000 2 100 1 910 1 730 1 560 1 470 1 380 1 290 1 200
42 000 2150 1 970 1 780 1 600 1 510 1 410 1 320 1 240
43 000 2 210 2 020 1 830 1 650 1 550 1 450 1 360 1 270
44 000 2 280 2 080 1 880 1 690 1 590 1 500 1 400 1 310
45 000 2 340 2 140 1 930 1 740 1 640 1 540 1 440 1 350
FCOM:V3P4-11 8 AV RO 146-RJ100 EASA Nov 06/07

Page 11

Flap 33° Zero Slope Runway State: We t Manual Landing
Pressure
(krt)_ _-+---r--H_era_d_w_ln_d_(Tkt_)--~----t
Weight t---Tral_lw_l_nd_
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28000 1 580 1440 1310 1180 1 110 1 030 970 910
29000 1 610 1 470 1 330 1 200 1 130 1 060 990 930
30000 1 650 1 500 1 360 1 230 1150 1 080 1 010 950
31 000 1 680 1 540 1 390 1 250 1 180 1 100 1 030 970
32000 1 720 1 570 1 420 1 280 1 210 1 130 1 060 990
33 000 1 760 1 610 1 460 1 310 1 230 1 160 1 080 1 010
34000 1 810 1 650 1 490 1 340 1 260 1 180 1 110 1 040
35 000 1 850 1 690 1 530 1 380 1 300 1 210 1 140 1 060
36000 1 900 1 730 1 570 1 410 1 330 1 250 1 160 1 090
4000
37000 1 950 1780 1610 1450 1 360 1 280 1 200 1 120
38000 2000 1 830 1 650 1 490 1 400 1 310 1 230 1 150
39000 2060 1 880 1 700 1 530 1 440 1 350 1 260 1 180
40000 2 110 1 930 1 7 40 1 570 1 480 1 390 1 300 1 210
41 000 2170 1 980 1 790 1 610 1 520 1 420 1 330 1 250
42000 2 230 2 040 1 840 1 660 1 560 1 460 1 370 1 280
43 000 2 290 2090 1890 1710 1 610 1 510 1 410 1 320
44000 2360 2150 1950 1750 1 650 1 550 1 450 1 350
45000 2420 2210 2000 1800 1 700 1 590 1 490 1 390
28000 1 650 1 500 1 360 1 230 1 150 1 080 1 010 950
29000 1 690 1 540 1 390 1 250 1 180 1 100 1 030 970
30000 1 720 1 570 1 420 1 280 1 200 1 130 1 050 990
31 000 1 760 1610 1450 1310 1 230 1 150 1 080 1 010
32000 1 800 1 640 1 490 1 340 1 260 1 180 1 100 1 040
33 000 1 850 1 680 1 530 1 370 1 290 1 210 1 130 1 060
34000 1 890 1730 1560 1410 1 320 1 240 1 160 1 090
35000 1 940 1 770 1 600 1 440 1 360 1 270 1 190 1 120
36 000 1 990 1 820 1 650 1 480 1 390 1 310 1 220 1 140
6000
37 000 2 050 1 870 1 690 1 520 1 430 1 340 1 260 1 180
38000 2100 1 920 1 740 1 560 1 470 1 380 1 290 1 210
39000 2160 1 970 1 780 1 610 1 510 1 420 1 330 1 240
40000 2 220 2030 1 830 1 650 1 550 1 460 1 360 1 280
41 000 2280 2090 1 890 1 700 1 600 1 500 1 400 1 310
42000 2 350 2150 1 940 1 750 1 640 1 540 1 440 1 350
43000 2420 2 210 2000 1 800 1 690 1 590 1 490 1 390
44000 2490 2270 2050 1 850 1 740 1 640 1 530 1 430
45000 2 560 2340 2 110 1 900 1 790 1 680 1 570 1 470

Page 12
Flap 33• Runway State: Contaminated with Manual Landing

Zero Slope Compacted Snow
Pressure
Altitude Weight 1---TTa_il_w_in_d_(,kt_>_ _+--~---H,ea_d_w_i_nd--,
(krt)_ _~----1
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 2 380 2 050 1 570 1 280 1 190 1 100 1 030 950
29 000 2 400 2 070 1 600 1 310 1 220 1 130 1 060 980
30 000 2 420 2 090 1 620 1 340 1 250 1 160 1 080 1 010
31 000 2 430 2 11 0 1 650 1 370 1 280 1 190 1110 1030
32 000 2 450 2 130 1 680 1 400 1 310 1 220 1 140 1 060
33 000 2 470 2150 1 710 1 430 1 340 1 250 1 170 1 090
34 000 2 480 2 180 1 730 1 460 1 370 1 280 1 200 1 120
35 000 2 500 2 200 1 760 1 490 1 400 1 310 1 230 1 140
36 000 2 510 2 220 1 790 1 520 1 430 1 340 1 250 1 170
SeaLtvt l l - - - r - - - r - - - + - - - + - - - + - - - + - - - + - - - + - - - - - 1
37 000 2 530 2 240 1 820 1 550 1 460 1 370 1 280 1 200
38000 2 550 2260 1 850 1 580 1 490 1 390 1 310 1 230
39 000 2 560 2280 1 870 1 610 1 520 1 420 1 340 1 250
40000 2 580 2300 1 900 1 640 1 550 1 450 1 370 1 280
41 000 2600 2320 1 930 1 670 1 580 1 480 1 400 1 310
42000 2 610 2340 1 960 1 700 1 600 1 510 1 420 1 340
43 000 2630 2370 1 980 1 730 1 630 1 540 1 450 1 360
44000 2640 2390 2 010 1 760 1 660 1 570 1 480 1 390
45000 2660 2 410 2040 1 790 1 690 1 600 1 510 1 420
28 000 2420 2090 1 620 1 340 1 250 1 160 1 090 1 010
29 000 2430 2 110 1 650 1 370 1 280 1 190 1 110 1 040
30000 2450 2 140 1 680 1 400 1 310 1 220 1 140 1 070
31000 2470 2160 1 710 1 430 1 340 1 250 1 170 1 090
32 000 2490 2180 1 740 1 460 1 380 1 280 1 200 1 120
33 000 2 500 2200 1 770 1 500 1 410 1 310 1 230 1 150
34 000 2 520 2220 1 800 1 530 1 440 1 350 1 260 1 180
35 000 2 540 2250 1 830 1 560 1 470 1 380 1 290 1 210
36 000 2 550 2270 1 860 1 590 1 500 1 410 1 320 1 240
2 000
37 000 2 570 2 290 1 890 1 620 1 530 1 440 1 350 1 270
38 000 2 590 2 310 1 910 1 650 1 560 1 470 1 380 1 290
39 000 2 600 2 330 1 940 1 680 1 590 1 500 1 410 1320
40 000 2 620 2 360 1 970 1 720 1 620 1 530 1 440 1 350
41 000 2 640 2 380 2 000 1 750 1 650 1 560 1 470 1 380
42 000 2 650 2 400 2 030 1 780 1 680 1 590 1500 1 410
43 000 2 670 2 420 2 060 1 810 1 710 1 620 1 530 1 440
44 000 2 690 2 440 2 090 1 840 1 740 1 650 1 560 1 470
45 000 2 710 2 470 2 120 1 870 1 780 1 680 1 590 1 490

Page 13

Runway State: Contaminated with
Flap 33° Zero Slope Manual Landing
Compacted Snow
Pressure
Weight 1---TTa_ilw_in_d_(,kt_)_ _+--~--H_e,a_d_w_i_nd--
( krt)_ _~---i
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 2 450 2 130 1 680 1 400 1 310 1 220 1 140 1 060
29 000 2 470 2 160 1 710 1 430 1 340 1 250 1 170 1 090
30 000 2 490 2 180 1 740 1 460 1 370 1 280 1 200 1 120
31 000 2 500 2 200 1 770 1 500 1 410 1 320 1230 1150
32 000 2 520 2 230 1 800 1 530 1 440 1 350 1 270 1 180
33 000 2 540 2 250 1 830 1 560 1 470 1 380 1 300 1 210
34 000 2 560 2 270 1 860 1 600 1 500 1 410 1 330 1 240
35 000 2 570 2 300 1 890 1 630 1 540 1 440 1 360 1 270
36 000 2 590 2 320 1 920 1 660 1 570 1 480 1 390 1 300
4000
37000 2 610 2340 1 950 1 690 1 600 1 510 1 420 1 330
38000 2630 2360 1 980 1 730 1 630 1 540 1 450 1 360
39000 2650 2390 2 010 1 760 1 670 1 570 1 480 1 390
40000 2660 2 410 2050 1 790 1 700 1 600 1 510 1 420
41 000 2680 2430 2080 1 830 1 730 1 630 1 550 1 450
42000 2700 2460 2 110 1 860 1 760 1 670 1 580 1 480
43000 2720 2480 2140 1 890 1 800 1 700 1 610 1 510
44000 2730 2 500 2170 1 930 1 830 1 730 1 640 1 540
45000 2750 2 530 2200 1 960 1 860 1 760 1 670 1 570
28000 2490 2180 1 740 1 470 1 380 1 290 1 200 1 120
29000 2 500 2 210 1 770 1 500 1 410 1 320 1 240 1 160
30000 2 520 2230 1 810 1 530 1 440 1 350 1 270 1 190
31 000 2 540 2250 1 840 1 570 1 480 1 390 1 300 1 220
32000 2 560 2 280 1 870 1 600 1 510 1 420 1 330 1 250
33000 2 580 2300 1 900 1 640 1 550 1 450 1 370 1 280
34000 2600 2330 1 930 1 670 1 580 1 480 1 400 1 310
35000 2620 2350 1 960 1 710 1 610 1 520 1 430 1 340
36 000 2 630 2 370 2 000 1 740 1 650 1 550 1 460 1 370
6000
37 000 2 650 2 400 2 030 1 780 1 680 1580 1500 1410
38 000 2 670 2420 2060 1810 1 710 1 620 1 530 1 440
39 000 2 690 2 450 2 090 1 840 1 750 1 650 1 560 1 470
40 000 2 710 2 470 2 120 1 880 1 780 1 680 1 590 1 500
41 000 2 730 2 490 2 160 1 91 0 1 820 1 720 1 630 1 530
42 000 2 750 2520 2190 1950 1 850 1 750 1 660 1 560
43 000 2 760 2 540 2 220 1 980 1 880 1 780 1 690 1 590
44 000 2 780 2 570 2 250 2 020 1 920 1 820 1 720 1 630
45 000 2 800 2 590 2 280 2 050 1 950 1 850 1 760 1 660

Page 14

Zero Slope Dry or Wet Snow
Pressure
Altitude >_ _+--~---H,ea_d_w_i_nd--,(krt)_ _~----1
Weight 1---TTa_il_w_in_d_(,kt_
(ft) (kg) 15 10 5 0 10 20 30 40
28000 2750 2320 1730 1400 1310 1210 1130 1050
29 000 2 770 2 340 1 770 1 440 1 340 1 240 1 160 1 080
30000 2790 2370 1800 1470 1370 1280 1190 1110
31000 2810 2400 1830 1500 1 410 1310 1220 1140
32 000 2 840 2 420 1 870 1 540 1 440 1 340 1 250 1 170
33 000 2 860 2 450 1 900 1 570 1 470 1 370 1 280 1 200
34 000 2 880 2 480 1 930 1 610 1 510 1 400 1 310 1 230
35 000 2 900 2 510 1 970 1 640 1 540 1 440 1 350 1 260
36 000 2 920 2 530 2 000 1 680 1 570 1 470 1 380 1 290
SeaLevell---r---r---+---+---+---+---+---+-----1
37000 2940 2 560 2030 1 710 1 610 1 500 1 410 1 320
38000 2970 2 590 2070 1 750 1 640 1 530 1 440 1 350
39000 2990 2 610 2100 1 780 1 670 1 570 1 470 1 380
40000 3 010 2640 2130 1 820 1 710 1 600 1 500 1 410
41000 3030 2670 2170 1 850 1 740 1 630 1 540 1 440
42000 3050 2700 2200 1 890 1 780 1 670 1 570 1 470
43000 3080 2 720 2240 1 920 1 810 1 700 1 600 1 500
44000 3100 2750 2270 1 960 1 850 1 730 1 630 1 530
45000 3120 2 780 2 310 2 000 1 880 1 770 1 670 1 560
28000 2 790 2370 1 800 1 4 70 1 370 1 280 1 190 1 110
29000 2820 2400 1 840 1 510 1 410 1 310 1 220 1 140
30000 2840 2430 1 870 1 540 1 440 1 340 1 260 1 170
31000 2860 2460 1 900 1 580 1 480 1 380 1 290 1 200
32000 2880 2480 1 940 1 610 1 510 1 410 1 320 1 230
33000 2 910 2 510 1 970 1 650 1 550 1 440 1 350 1 260
34000 2930 2 540 2 010 1 690 1 580 1 480 1 390 1 300
35000 2950 2 570 2040 1 720 1 620 1 510 1 420 1 330
36000 2970 2600 2080 1 760 1 650 1 550 1 450 1 360
2000
37 000 3 000 2 630 2 120 1 800 1 690 1 580 1 490 1 390
38 000 3 020 2 650 2 150 1 830 1 730 1 620 1 520 1 420
39 000 3 040 2 680 2 190 1 8 70 1 760 1 650 1 550 1 450
40 000 3 070 2 710 2 220 1 910 1 800 1 690 1 590 1 490
41 000 3 090 2 740 2 260 1 950 1 830 1 720 1 620 1 520
42 000 3 11 0 2 770 2 290 1 980 1 870 1 760 1 650 1 550
43 000 3 140 2 800 2 330 2 020 1 910 1 790 1 690 1 580
44 000 3 160 2 830 2 370 2 060 1 940 1 830 1 720 1 620
45 000 3 180 2 860 2 400 2 100 1 980 1 860 1 760 1 650

Page 15
Zero Slope Runway State: Contaminated with

Flap 33° Dry or Wet Snow Manual Landing
Pre ssure
Altitude Weight 1---TTa_ilw_in_d_(,kt_)_ _+--~--H_e,a_d_w_i_nd--
( krt)_ _~---i
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 2 840 2 420 1 870 1 540 1 440 1 340 1 250 1 170
29 000 2 860 2 450 1 900 1 580 1 480 1 380 1 290 1 200
30 000 2 880 2 480 1 940 1 610 1 510 1 410 1 320 1 230
31 000 2 910 2 510 1 980 1 650 1 550 1 450 1 360 1 270
32 000 2 930 2 540 2 010 1 690 1 590 1 480 1 390 1 300
33 000 2 950 2 570 2 050 1 730 1 620 1 520 1 420 1 330
34 000 2 980 2 600 2 090 1 770 1 660 1 550 1 460 1 360
35 000 3 000 2 630 2 120 1 810 1 700 1 590 1 490 1 400
36 000 3 030 2 660 2 160 1 850 1 740 1 630 1 530 1 430
4000
37000 3050 2690 2200 1 880 1 770 1 660 1 560 1 470
38000 3080 2720 2 240 1 920 1 810 1 700 1 600 1 500
39000 3100 2750 2 280 1 960 1 850 1 740 1 640 1 530
40000 3120 2780 2 310 2000 1 890 1 780 1 670 1 570
41 000 3150 2820 2 350 2040 1 930 1 810 1 710 1 600
42000 3170 2850 2 390 2080 1 970 1 850 1 740 1 640
43000 3200 2880 2430 2120 2 010 1 890 1 780 1 670
44000 3220 2 910 2470 2160 2050 1 930 1 820 1 710
45000 3250 2940 2 510 2 210 2080 1 960 1 850 1 740
28000 2880 2490 1 940 1 620 1 510 1 410 1 320 1 230
29000 2 910 2 520 1 980 1 660 1 550 1 450 1 360 1 270
30000 2930 2 550 2020 1 700 1 590 1 490 1 390 1 300
31 000 2960 2 580 2060 1 740 1 630 1 520 1 430 1 340
32000 2980 2 610 2100 1 780 1 670 1 560 1 470 1 370
33000 3 010 2640 2130 1 820 1 710 1 600 1 500 1 410
34000 3030 2670 21 70 1 860 1 750 1 640 1 540 1 440
35000 3060 2700 2 210 1 900 1 790 1 680 1 580 1 480
36 000 3 080 2 740 2 250 1 940 1 830 1 720 1 610 1 510
6000
37 000 3 11 0 2 770 2 290 1 980 1 870 1 750 1 650 1 550
38 000 3140 2 800 2 330 2020 1 910 1 790 1 690 1 580
39 000 3160 2 830 2 370 2060 1 950 1 830 1 730 1 620
40 000 3190 2860 2410 2 110 1 990 1 870 1 760 1 660
41 000 3 210 2 900 2 450 2150 2030 1 910 1 800 1 690
42 000 3 240 2 930 2 490 2190 2070 1 950 1 840 1 730
43 000 3 260 2 960 2 530 2 230 2110 1 990 1 880 1 770
44 000 3 290 2 990 2 580 2 280 2 150 2030 1 920 1 800
45 000 3 310 3 030 2 620 2320 2190 2070 1 960 1 840

Page 16

Zero Slope Slush
Pressure
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 3150 2 550 1 800 1 420 1 310 1 210 1 120 1 040
29 000 3 180 2 590 1 840 1 450 1 350 1 240 1 150 1 070
30 000 3 210 2 620 1 880 1 490 1 380 1 280 1 190 1 100
31 000 3 240 2 660 1 920 1 530 1 420 1 310 1 220 1 130
32 000 3 280 2 700 1 960 1 570 1 460 1 350 1 250 1 160
33 000 3 310 2 730 2 010 1 610 1 500 1 380 1 280 1 190
34 000 3 340 2 770 2 050 1 650 1 530 1 420 1 320 1 220
35 000 3 370 2 810 2 090 1 690 1 570 1 450 1 350 1 260
36 000 3 400 2 850 2 130 1 730 1 610 1 490 1 390 1 290
SeaLevell---r---r---+---+---+---+---+---+-----1
37000 3430 2880 2180 1 780 1 650 1 530 1 420 1 320
38000 3470 2920 2220 1 820 1 690 1 570 1 460 1 350
39000 3 500 2960 2260 1 860 1 730 1 610 1 490 1 390
40000 3 530 3000 2 310 1 900 1 770 1 640 1 530 1 420
41000 3 560 3040 2350 1 950 1 810 1 680 1 570 1 460
42000 3 590 3080 2400 1 990 1 860 1 720 1 610 1 490
43000 3630 3120 2440 2 040 1 900 1 760 1 640 1 530
44000 3660 3160 2490 2 080 1 940 1 600 1 660 1 560
45000 3690 3200 2 540 2 130 1 990 1 850 1 720 1 600
28000 3 210 2620 1 880 1 490 1 390 1 280 1 190 1 100
29000 3250 2660 1 930 1 540 1 420 1 310 1 220 1 130
30000 3280 2 700 1 970 1 580 1 460 1 350 1 260 1 170
31000 3 310 2 740 2 010 1 620 1 500 1 390 1 290 1 200
32000 3340 2780 2060 1 660 1 540 1 430 1 330 1 230
33000 3380 2820 2100 1 700 1 580 1 460 1 360 1 260
34000 3 410 2860 2150 1 750 1 620 1 500 1 400 1 300
35 000 3 440 2 900 2 190 1 790 1 660 1 540 1 440 1 330
36 000 3 480 2 940 2 240 1 830 1 710 1 580 1 470 1 370
2000
37 000 3 510 2 980 2 280 1 880 1 750 1 620 1 510 1 400
38 000 3 550 3020 2330 1 930 1 790 1 660 1 550 1 440
39 000 3 580 3060 2380 1 970 1 840 1 700 1 590 1 470
40 000 3 610 3100 2420 2 020 1880 1 750 1 630 1 510
41 000 3 650 3 140 2470 2 070 1 930 1 790 1 670 1 550
42 000 3 680 3180 2 520 2 110 1 970 1 830 1 710 1 590
43 000 3 720 3220 2 570 2160 2020 1 870 1 750 1 620
44 000 3 750 3270 2620 2 210 2060 1 920 1 790 1 660
45 000 3 790 3 310 2670 2 260 2 110 1 960 1 830 1 700

Page 17

Slush
Pressure
( krt)_ _~---i
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 3 280 2 700 1 970 1 570 1 460 1 350 1 250 1 160
29 000 3 310 2 740 2 010 1 620 1 500 1 390 1 290 1 200
30 000 3 340 2 780 2 060 1 660 1 540 1 430 1 330 1 230
31 000 3 380 2 820 2 100 1 700 1 580 1 470 1 360 1 270
32000 3410 2860 2150 1750 1630 1 510 1 400 1 300
33 000 3 450 2 900 2 200 1 800 1 670 1 550 1 440 1 340
34 000 3 480 2 940 2 250 1 840 1 720 1 590 1 480 1 370
35 000 3 520 2 990 2 290 1 890 1 760 1 630 1520 1410
36 000 3 560 3 030 2 340 1 940 1 810 1 680 1 560 1 450
4000
37 000 3 590 3 070 2 390 1 990 1 850 1 720 1 600 1 490
38000 3630 3120 2440 2040 1 900 1 760 1 640 1 530
39000 3660 3160 2490 2090 1 950 1 810 1 690 1 570
40000 3 700 3200 2 550 2 140 1 990 1 850 1 730 1 610
41 000 3 740 3250 2600 2 190 2040 1 900 1 770 1 650
42000 3 770 3290 2650 2 240 2090 1 950 1 820 1 690
43000 3 810 3340 2700 2 290 2 140 1 990 1 860 1 730
44000 3850 3380 2760 2 350 2190 2040 1 910 1 770
45000 3880 3430 2 810 2 400 2240 2090 1 950 1 810
28000 3350 2780 2060 1 660 1 540 1 430 1 330 1 230
29000 3 380 2820 2 110 1 710 1 590 1 470 1 370 1 270
30000 3420 2870 2160 1 760 1 630 1 510 1 410 1 310
31 000 3460 2 910 2 210 1 810 1 680 1 560 1 450 1 340
32000 3490 2950 2 260 1 850 1 730 1 600 1 490 1 380
33000 3 530 3000 2 310 1 900 1 770 1 640 1 530 1 420
34000 3 570 3040 2 360 1 950 1 820 1 690 1 570 1 460
35000 3600 3090 2 410 2 010 1 870 1 730 1 620 1 500
36000 3640 3130 2460 2 060 1 920 1 780 1 660 1 540
6000
37 000 3 680 3 180 2 520 2 11 0 1 970 1 830 1 700 1 580
38 000 3 720 3 220 2 570 2 160 2 020 1 870 1 750 1 620
39 000 3 760 3 270 2 620 2 220 2 070 1 920 1 790 1 670
40 000 3 790 3 320 2 680 2 270 2 120 1 970 1 840 1 710
41 000 3 830 3 360 2 730 2 330 2 170 2 020 1 890 1 750
42 000 3 870 3 410 2 790 2 380 2 220 2 070 1 930 1 800
43 000 3 910 3 460 2 850 2 440 2 280 2 120 1 980 1 840
44 000 3 950 3 510 2 900 2 500 2 330 2 170 2 030 1 890
45 000 3 990 3 550 2 960 2 550 2 390 2 230 2 080 1 930

Page 18

Zero Slope Standing Water
Pressure
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 3 230 2 620 1 850 1 450 1 340 1 230 1 130 1 040
29 000 3 260 2 660 1 900 1 490 1 370 1 260 1 170 1 080
30 000 3 290 2 700 1 940 1 530 1 410 1 300 1 200 1 110
31 000 3 320 2 730 1 980 1 570 1 450 1 340 1 240 1 140
32 000 3 360 2 770 2 020 1 610 1 490 1 370 1 270 1 170
33 000 3 390 2 810 2 060 1 650 1 530 1 410 1 310 1 210
34 000 3 420 2 850 2 110 1 700 1 570 1 450 1 340 1 240
35000 3450 2880 2150 1740 1610 1490 1380 1280
36 000 3 480 2 920 2 200 1 780 1 650 1 530 1 420 1 310
Sea Level
37000 3 510 2960 2240 1 830 1 690 1 570 1 450 1 350
38000 3 550 3000 2280 1 870 1 740 1 610 1 490 1 380
39000 3 580 3040 2330 1 910 1 780 1 650 1 530 1 420
40000 3 610 3080 2380 1 960 1 820 1 690 1 570 1 450
41000 3640 3120 2420 2 010 1 870 1730 1 610 1 490
42000 3680 3160 2470 2 050 1 910 1 770 1 650 1 530
43000 3 710 3200 2 510 2 100 1 950 1 810 1 690 1 560
44000 3 740 3230 2 560 2150 2000 1 860 1 730 1 600
45000 3 770 3280 2 610 2190 2040 1 900 1 770 1 640
28000 3290 2 700 1 940 1 530 1 410 1 300 1 200 1 110
29000 3330 2740 1 980 1 570 1 460 1 340 1 240 1 140
30000 3360 2 780 2030 1 620 1 500 1 380 1 280 1 180
31000 3390 2820 2070 1 660 1 540 1 420 1 310 1 210
32000 3430 2850 2120 1 700 1 580 1 460 1 350 1 250
33000 3460 2890 2160 1 750 1 620 1 500 1 390 1 280
34 000 3 490 2 930 2 210 1 790 1 670 1 540 1 430 1 320
35 000 3 520 2 970 2 260 1 840 1 710 1 580 1 470 1 360
36 000 3 560 3 010 2 300 1 890 1 750 1 620 1 510 1 390
2000
37 000 3 590 3 050 2 350 1 930 1 800 1 660 1 550 1 430
38 000 3 630 3100 2400 1 980 1 840 1 710 1 590 1 470
39 000 3 660 3 140 2450 2030 1 890 1 750 1 630 1 510
40 000 3 690 3180 2490 2 080 1 930 1 790 1 670 1 550
41 000 3 730 3220 2 540 2130 1 980 1 840 1 710 1 590
42 000 3 760 3260 2 590 2180 2030 1 880 1 750 1 630
43 000 3 800 3300 2640 2 230 2080 1 930 1 800 1 670
44 000 3 830 3350 2690 2 280 2120 1 970 1 840 1 710
45 000 3 870 3390 2 740 2 330 2170 2020 1 880 1 750

Page 19

Standing Water
Pressure
( krt)_ _~---i
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 3 360 2 770 2 020 1 610 1 490 1 370 1 270 1 170
29 000 3 390 2 810 2 070 1 660 1 540 1 420 1 310 1 210
30 000 3 430 2 850 2 120 1 700 1 580 1 460 1 350 1 250
31 000 3 460 2 900 2 160 1 750 1 620 1 500 1 390 1 290
32 000 3 490 2 940 2 210 1 800 1 670 1 540 1 430 1 320
33 000 3 530 2 980 2 260 1 850 1 720 1 590 1 470 1 360
34 000 3 570 3 020 2 310 1 900 1 760 1 630 1 520 1 400
35 000 3 600 3 060 2 360 1 950 1 810 1 680 1 560 1 440
36000 3640 3110 2410 2000 1860 1 720 1 600 1 480
4000
37 000 3 670 3 150 2 460 2 050 1 900 1 770 1 640 1 520
38000 3 710 3190 2 510 2100 1 950 1 810 1 690 1 560
39000 3 740 3240 2 570 2150 2000 1 860 1 730 1 600
40000 3 780 3280 2620 2 200 2050 1 910 1 780 1 650
41 000 3820 3330 2670 2 250 2100 1 950 1 820 1 690
42000 3850 3370 2720 2 310 2 150 2000 1 870 1 730
43000 3890 3420 2780 2 360 2200 2050 1 910 1 780
44000 3930 3460 2830 2 420 2260 2100 1 960 1 820
45000 3960 3 510 2890 2 470 2 310 2 150 2 010 1 860
28000 3430 2860 2120 1 710 1 580 1 460 1 350 1 250
29000 3460 2900 2170 1 760 1 630 1 500 1 400 1 290
30000 3 500 2940 2220 1 810 1 680 1 550 1 440 1 330
31 000 3 540 2990 2 270 1 860 1 720 1 590 1 480 1 370
32000 3 570 3030 2 320 1 910 1 770 1 640 1 520 1 410
33000 3 610 3080 2370 1 960 1 820 1 690 1 570 1 450
34000 3650 3120 2430 2 010 1 870 1 730 1 610 1 490
35000 3680 3170 2480 2 060 1 920 1 780 1 660 1 540
36000 3 720 3 210 2 530 2 120 1 970 1 830 1 700 1 580
6000
37 000 3 760 3 260 2 590 2 170 2020 1 880 1 750 1 620
38 000 3 800 3 300 2 640 2 230 2080 1 930 1 800 1 670
39 000 3 840 3 350 2 700 2 280 2130 1 980 1 850 1 710
40 000 3 870 3 400 2 750 2 340 2180 2 030 1 890 1 760
41 000 3 910 3440 2810 2390 2240 2 080 1 940 1 800
42 000 3 950 3 490 2 870 2 450 2290 2 130 1 990 1 850
43 000 3 990 3540 2920 2510 2350 2180 2040 1890
44 000 4 030 3 590 2 980 2 570 2400 2 240 2 090 1 940
45 000 4 070 3 630 3 040 2 630 2460 2 290 2 140 1 990

Page 20

Zero Slope Wet Ice
Pressure
Weight 1---TTa_ii_w_in_d_(,kt_
(ft) (kg) 15 10 5 0 10 20 30 40
28 000 4 450 3 780 2 900 2 410 2 270 2 130 2 010 1 890
29 000 4 480 3 820 2 950 2 460 2 320 2 180 2 050 1 940
30 000 4 510 3 860 3 000 2 510 2 360 2 220 2 100 1 980
31 000 4 550 3 900 3 050 2 560 2 410 2 270 2 140 2 020
32000 4580 3940 3100 2610 2460 2310 2190 2060
33000 4610 3990 3140 2660 2510 2360 2230 2110
34 000 4 650 4 030 3 190 2 710 2 560 2 410 2 280 2 150
35 000 4 680 4 070 3 250 2 760 2 610 2 460 2 320 2 190
36000 4710 4110 3300 2810 2660 2500 2370 2240
SeaLevell---r---r---+---+---+---+---+---+-----1
37 000 4 750 4 150 3 350 2 860 2 710 2 550 2 420 2 280
38000 4 780 4 190 3400 2 920 2 760 2 600 2460 2320
39000 4 820 4 240 3450 2970 2810 2650 2 510 2370
40000 4850 4280 3 500 3 020 2 860 2 700 2 560 2 410
41000 4 880 4 320 3 550 3080 2910 2 750 2600 2460
42000 4 920 4 360 3 610 3130 2960 2800 2650 2 500
43000 4950 4 410 3660 3180 3020 2850 2700 2 550
44000 4 990 4 450 3 710 3 240 3 070 2 900 2750 2600
45000 5020 4490 3 760 3290 3120 2950 2800 2640
28000 4 510 3860 3000 2510 2370 2220 2 100 1 980
29000 4 550 3 910 3050 2 560 2 420 2 270 2150 2020
30000 4 580 3950 3100 2610 2470 2320 2190 2070
31000 4620 3990 3150 2 670 2 520 2 370 2240 2 110
32000 4 650 4 040 3 210 2 720 2 570 2 420 2 290 2160
33000 4690 4080 3260 2 770 2 620 2 470 2340 2200
34000 4 720 4 120 3 310 2 830 2 670 2 520 2380 2 250
35000 4 760 4 170 3360 2 880 2 730 2 570 2430 2300
36000 4 790 4 210 3420 2 940 2 780 2 620 2480 2340
2000
37000 4 830 4 250 3470 2 990 2 830 2 670 2 530 2390
38000 4 870 4 300 3 530 3 050 2 890 2 720 2 580 2440
39000 4900 4340 3 580 3 100 2 940 2 780 2630 2480
40000 4 940 4 390 3640 3160 2990 2830 2680 2 530
41000 4970 4430 3690 3 220 3 050 2 880 2730 2 580
42000 5 010 4480 3 750 3 270 3 100 2 930 2780 2630
43000 5050 4 520 3800 3330 3160 2990 2830 2670
44000 5080 4 570 3860 3390 3210 3040 2880 2 720
45000 5 120 4 610 3 910 3 450 3 270 3 090 2930 2 770

Page 21

Wet Ice
Pressure
( krt)_ _~---i
Altitude
(ft) (kg) 15 10 5 0 10 20 30 40
28000 4580 3940 3100 2610 2460 2320 2190 2060
29 000 4 620 3 990 3 150 2 660 2 520 2 370 2 240 2 11 0
30 000 4 650 4 040 3 210 2 720 2 570 2 420 2 290 2 160
31 000 4 690 4 080 3 260 2 780 2 620 2 470 2 340 2 210
32 000 4 730 4 130 3 320 2 830 2 680 2 520 2 390 2 250
33 000 4 760 4 170 3 370 2 890 2 730 2 580 2 440 2 300
34 000 4 800 4 220 3 430 2 950 2 790 2 630 2 490 2 350
35 000 4 840 4 270 3 490 3 010 2 850 2 680 2 540 2 400
36 000 4 880 4 310 3 540 3 060 2 900 2 740 2 590 2 450
4000
37000 4 910 4 360 3600 3120 2960 2 790 2650 2 500
38000 4 950 4 410 3660 3180 3020 2850 2700 2 550
39000 4 990 4 450 3 720 3240 3070 2900 2750 2600
40000 5030 4 500 3770 3 300 3130 2960 2 810 2650
41 000 5070 4 550 3830 3 360 3190 3020 2860 2700
42000 5 110 4 600 3890 3 420 3250 3070 2 910 2750
43000 5140 4 640 3950 3 490 3 310 3130 2970 2800
44000 5160 4 690 4 010 3 550 3370 3190 3020 2660
45000 5220 4 740 4 070 3 610 3430 3240 3080 2 910
28000 4 660 4 040 3 210 2 720 2 570 2420 2290 2160
29000 4 690 4 090 3270 2 780 2630 2480 2340 2 210
30000 4 730 4130 3320 2 840 2690 2 530 2400 2260
31 000 4 770 4180 3380 2 900 2 740 2 590 2450 2 310
32000 4 810 4 230 3440 2 960 2800 2640 2 500 2360
33000 4 850 4 280 3 500 3 020 2860 2 700 2 560 2 410
34000 4 890 4 330 3 560 3 080 2920 2760 2 610 2460
35000 4 930 4 380 3620 3 140 2980 2 810 2660 2 520
36 000 4 970 4 420 3680 3 210 3040 2870 2 720 2 570
6000
37 000 5 010 4 470 3 740 3 270 3100 2930 2780 2620
38 000 5 050 4 520 3800 3 330 3160 2990 2830 2670
39000 5090 4 570 3860 3 390 3220 3040 2890 2 730
40000 5130 4 620 3930 3 460 3280 3100 2940 2780
41 000 5 170 4 670 3990 3 520 3340 3160 3000 2840
42000 5 210 4 720 4 050 3 590 3400 3220 3060 2890
43 000 5250 4 770 4 110 3 650 3470 3280 3120 2950
44000 5 290 4 820 4180 3 720 3 530 3340 3 170 3000
45000 5330 4 880 4 240 3 780 3 590 3400 3230 3060

Page 22
Table 6.8- 33° Flap Landing Distance Required Corrections

Slope
Runway State Correction for Slope (m)
Down Slope(%) Up Slope(%)
2.0 1.0 0.5 0.5 1.0 2.0
Dry or Wet 70 40 20 -10 -20 -40
Compacted Snow 210 -10 -20 -40
Dry or Wet Snow 210 -10 -20 -40
Slush Prohibited 210 -10 -20 -40
Standing Water 210 -10 -20 -40
Wet Ice 300 -10 -20 -40
Ambient Temperature
This landing distance required must be increased by 3% for every 1OOC above ISA.
Speed over the Threshold
This landing distance required must be increased by 2% per kt above VREF + 7 kt,. up to
the maximum threshold speed of VREF + 14 kt.
Steep Approach
The correction for a steep approach may only be used if the approach is approved for a
screen height of 35 It and a PAPI is in use. For all other cases, the correction must not
be applied.
For a dry runway, reduce the landing distance required by 125m.
For a wet runway, reduce the landing distance required by 145m.

Page 23

Page 24
Failure Multiplier
1-20
1-10
1-40
1-13
1-10
1-25
Airbrakes and
Yellow
AND spoilers lost- tl;;:;;;;~:.=i;:;-"4.;~:?.;~
System Flaps
inoperative.

Volume 3 Part 4 LANDING Page 25
Table 6.11 -Multipliers to give a 67% Safety Factor

Electrical Failures
Failure Consequence Multiplier
DC BUS 2 Airbrakes and lost 1.33
EMERG DC Yellow 1.10
Essential Power Level Airbrakes and lost 1.33
Emergency Power level Airbrakes and green spoilers lost 1.33
Table 6.12- Multipliers to give a 67% Safety Factor

Brake Failures
ANTI-SKID INOP Anti-skid is inoperative 1.60
PARK BRAKE ON AND Anti-skid is inoperative 1.93
Green System Lost Airbrakes and green spoilers lost
Table 6.13a- Multipliers to give a 67% Safety Factor

Ice Protection
OUTER or INNER VLV
AND Wing not protected 1.20
ice on the airframe
Both air supplies on a
side lost
Wing not protected 1.20
AND
ice on the airframe
Both engines on a side
lost
Wing not protected and 24 o flap landing 1.45
AND
ice on the airframe
VREF is increased by 15 kt
Table 6.13b- Multipliers to give a 67% Safety Factor

Fadec Failure
FADEC Flight Idle N2 may be higher than normal 1.10
FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/11

Page 26
Failure
Failure
1.06
30° 1-12
Yellow
AND 24° 1.23
System
18° 1.33
1.33

Page 27

Page 28
Table 6.15 Maximum Landing Weight for Flap Zero (kg ) RF507 AM 1A
Pressure Air Temperature ( OC)
Wind
Altitude
(kt) ~ -20 -10 0 10 20 30 40 50
(ft)
40 head 42 400 41 800 41 000 40 500 39 500 38800 38 100
30 head 43400 41 400 40 800 40 000 39400 38 600 37900 37 200
20 head 42 300 40 400 39 800 39 000 38400 37 600 36900 36 100
Sea 10 head 40 200 39 400 38 800 38 000 37 500 36 700 35 500 34 400
Level Zero 39 200 38 400 37 800 37 100 36200 34 900 33800 32 800
5 tail 37 500 37 000 36 300 34 600 33800 32 400 31 300 30 400
10 tail 36 000 34 400 33 600 32 100 31 200 29 900 29 000 28 200
15 tail 32 800 31 100 30 700 29 700 28 600 27 500 26 600 25 800
40 head 42 500 41 800 40 900 40 300 39400 38 700 37900 37 800
30 head 41 500 40 800 39 900 39200 38 500 37 800 37 000 36 300
20 head 40 500 39 800 38 900 38200 37 500 36 800 35900 34 700
10 head 39 500 38 800 37 900 37 300 36 600 35 400 34200 34 100
1 000
Zero 38 500 37 800 37 000 36 000 34 800 33 700 32 600 31 600
5 tail 37 100 36 300 34 500 33400 32300 31 300 30 100 29 400
10 tail 34 400 33 600 32 000 31 000 29800 28 900 28 000 27 100
15 tail 32 000 30 700 29 500 28400 27 500 26 700 25 700 25 000
40 head 41 800 40 900 40 200 39 500 38800 37 800 37 600 36 700
30 head 40 800 39 900 39 100 38 600 37900 36 900 36 100 35 000
20 head 39 800 38 900 38 100 37 600 36900 35 800 34 500 33 400
10 head 38 800 37 900 37 200 36 700 35 500 34 100 33900 31 900
2000
Zero 37 800 37 000 35 900 34 700 33 600 32 500 31 400 30 400
5 tail 36 300 34 500 33 200 32 000 31 100 30 200 29 300 28 200
10 tail 33 600 32 000 30 600 29 500 28800 28 000 27 100 26 200
15 tail 30 700 29 500 28 300 27 400 26 500 25 700 24900 24 100
40 head 41 000 40 300 39 500 38 700 37 700 37 500 36 600
30 head 40 000 39 200 38 600 37 800 36800 36 000 34900
20 head 39 000 38 200 37 600 36800 35 700 34 400 33300
10 head 38 000 37 300 36 700 35400 34 000 33 800 31 800
3000
Zero 37 100 36 000 34 700 33 500 32400 31 300 30 300
5 tail 34 600 33 400 32 000 31 000 30 100 29 200 28200
10 tail 32 100 31 000 29 500 28800 28 000 27 000 26 100
15 tail 29 700 28 400 27 400 26400 25 600 24 800 24 000

Page 29
Table 6.15 Contd Maximum Landing Weight for Rap Zero (kg) RF507 AM1 A
Pressure Air Temperature ( OC)
Wind
Altitude
(kt) ::: -20 -10 0 10 20 30 40 50
(ft)
40 head 40400 39 500 38 700 37 600 37 400 36 500 35 300
30 head 39300 38 600 37 800 36 700 35 900 34 800 33 700
20 head 38300 37 600 36 800 35 600 34 300 33 200 32 100
10 head 37 400 36 700 35 400 33 900 33 700 31 700 30 700
4000
Zero 36 100 34 700 33 500 32 300 31 200 30 200 29 200
5 tail 33400 32 000 31 000 30 000 29 000 28 100 27 200
10 tail 31 000 29 500 28800 27 900 27 000 26 200 25 300
15 tail 28 600 27 400 26 400 25 600 24 600 24 000 23 100
40 head 39400 38 600 37 600 37 300 36 300 35 200 34 000
30 head 38 500 37 700 36 700 35 800 34 600 33 600 32 400
20 head 37 500 36 700 35 600 34 200 33 000 32 000 30 900
10 head 36 600 35 300 33 900 33 600 31 500 30 600 29 500
5 000
Zero 34 800 33 400 32 300 31 100 30 000 29 100 28 100
5 tail 32300 31 000 30 000 28 900 27 800 27 000 26 100
10 tail 29800 28 800 27 900 26 900 25 900 25 100 24 300
15 tail 27 500 26 500 25 600 24 600 23 700 23 000 22 100
40 head 38 700 37 500 37 300 36 300 35 000 33 900 32 800
30 head 37 800 36 600 35 800 34 600 33 400 32 300 31 300
20 head 36800 35 500 34 200 33 000 31 800 30 800 29 800
10 head 35400 33 800 33 600 31 500 30 400 29400 28 400
6000
Zero 33 500 32 200 31 100 30 000 28 900 28 000 27 100
5 tail 31 000 30 000 28900 27 800 26 800 26 000 25 100
10 tail 28800 27 900 26 900 25 900 24 700 24 000 23 400
15 tail 26400 25 600 24 600 23 700 22 700 22 000

Page 30
Braking Action and Coefficient of Friction

Braking action statements are associated with an estimated coefficient of friction on
compacted snow and ice.
Table 6.16 gives the statement of braking action against the estimated coefficient of
friction.
Table 6.16- Braking Action Statement to Coefficient of Friction

Braking Action Statement Coefficient of Friction
Good 0.40 and above
Medium/good 0.36 to 0.39
Medium 0.30 to 0.35
Medium/poor 0.26 to 0.29
Poor 0.25 and below
METAR Runway State Code
The runway state report consists of eight digits:

• The first two digits are the runway designator .
• The third digit indicates the depth of any deposit.
• The fourth digit indicates the extent of the contamination.
• The fifth and six1h digits indicate either the measured friction coefficient or the
estimated braking action. The estimated friction coefficient associated with the
braking action statement is given in Table 6.16.
The code is given in Figure 6 .2.

Page 31
Figure 6_2 - METAR Runway State Code
Runway Designator R1.1nway Deposit

Code Meaning Code Meaning
The numerical designator of the ru nway 0 Clear & dry
01 to 36
For parallel runways, the left runway 1 Damp
The right runway of parallel runways 2 Wet or water patches
51 to 86
The numerical designator plus 50 3 R ime or frost covered
88 All runways 4 Dry snow
99 Repetition of last messag·e 5 Wet snow
6 Slush
7 Ice
8 Compacted or rolled snow
9 Frozen ruts or ridges
'• lr ,, I Not reported
1st 2nd 3rd 4th 5th 6th 7th 8th
t t t t t
Extent of Deposit Depth of deposit Friction Coefficient or
Code Meaning Code Meaning Braking Action
1 10% or less 00 < 1 mm Code Meaning
2 11 to 25% 01 to 90 Depth in mm Friction
5 26 to 50% 92 10cm 01 to 90 coefficient
9 51 to 100% 93 15 em times 100
I Not reported 94 20cm 91 Poor
95 25cm 92 Medium/Poor
96 30cm 93 Medium
97 35cm 94 Medium/Good
98 40cm 95 Good
99 Rwy closed 99 Unreliable
Depth not significant or II Not given
II
not measurable
i-v3p4-06-00002

Page 32
SNOWTAMS
A SNOWTAM is a message describing the conditions on the runways, taxiways and apron
at an aerodrome. The message consists of items identified by letters. Table 6.17 lists the
items against the letters. Figure 6.3 gives the codes for friction, type of deposit and eX1ent
of the deposit.
Left and right sides of the ru nway are as viewed from the threshold of the runway with the
lower runway designation number. L signifies the left side, R signifies the right side and LR
signifies both sides.
Some items cover each third of the full runway length. The data for each third is separated
by strokes. The data starts from the end of the runway with the lower runway designation
number.
Friction measurement is given either as:
• A measured or calculated coefficient of friction together with the friction measuring
device.
OR
• An estimated braking action. The estimated friction associated with the braking
action is given in Table 6.16.
Figure 6.3 - SNOWTAM Codes
Estimated Friction Measured or Calculated Friction

Code Meaning Code Meaning
1 Poor 1 to 90 Friction coefficient times 100
2 Medium/Poor BRD Brakemeter-Dynometer
3 Medium GRT Grip tester
4 Medium/Good MUM Mu-meter
5 Good RFT Runway friction tester
9 Unreliable SFH Surface friction tester (high pressure tyre)
SFL Surface friction tester (low pressure lyre)
Runway Deposit SKH Skiddometer (high pressure tyre)
Code Meaning SKL Skiddometer (low pressure lyre)
NIL Clear and dry TAP Tapley meter
1 Damp Other equipment will be given in plain language
2 Wet or water patches
3 Rime or frost covered
4 Dry snow Extent of Contamination
5 Wet snow Code Meaning
6 Slush 10% 10% or less of the runway contaminated
7 Ice 25% 11% to 25% of the runway contaminated
8 Compacted or rolled snow 50% 26% to 50% of the runway contaminated
9 Frozen ruts or ridges 100% 51% to 100% of the runway contaminated
FCOM:V3P4-11 B AVRO 146-RJ100 EASA Nov 06/07

Page 33
Table 6.17- SNOWTAM Items

Letter Item
A Aerodrome four letter location indicator
Time of observation as an eight figure UTC date/time group
8
Month, day, hour and minutes
c Lower runway designation number
D Cleared runway length in metres if less than the published length
Cleared runway width in metres if less than the published width
E
If offset from the centre, Lor R is added
Deposit on each third of the runway - see Figure 6.3
F More than one number for a third means that there is more than one layer
The layers are reported from the top down
Mean depth in mm for each third of the runway
G
XX means that the depth is not measurable or not operationally significant
H Friction measurement on each third of the runway -see Figure 6.3
Critical snowbank
J Height in centimetres and distance from the runway edge in metres
L, R or LR will be used to indicate the runway side(s)
YES means that some runway lights are obscured
K
L, R or LR will be used to indicate the runway edge(s) affected
Further expected clearance of the runway
L Length to be cleared in metres followed by width to be cleared in metres
TOTAL indicates that the whole runway will be cleared
M Estimated time of completion of the further clearance in UTC
Deposit over the taxiways - see Figure 6.3
N
NO means that no taxiways serving the associated runway are available
Taxiway snowbanks
p YES indicates snowbanks are present
The lateral distance is given in metres
Deposit over the apron - see Figure 6.3
R
NO means the apron is unusable
s Estimated time of the next observation/measurement in UTC
Plain language description of any operationally significant information
T Length of uncleared runway
Extent of runway contamination for each third of the runway

Page 34

AVRO 146-RJ FCOM DR FT DOWN Chapter 7 TOC
Volume 3 Part 4 1 Page 1
Chapter 7 - Drift Down

Dritt Down Performance ................................... ................................ ............................ .
FCOM :V3P4· 11 8 AVRO 146-RJ100 EASA Nov 06/07

Volume 3 Part 4 DRIFT DOWN
Page 2

AVRO 146-RJ FCOM DR FT DOWN Chapter 7
Volume 3 Part 4 1 Page 1
Drift Down Performance

Full drift down performance is contained in the FCOM Volume 2.
This topic contains tables for the net drift down stabilised altitude. The tables assume that
MCT is set, cabin bleed air is selected to FRESH, and that the speed is VER· VER
increases by 20 kt above FL 270. VER for FL 270 and below is given on the speed cards.
For descents from above FL 270, the drift down profile assumes that:
• The higher speed is flown in the descent to FL 280.
• A speed reduction is started on descent through FL 280.
• The lower speed is achieved at FL 270.
There are four stabilised altitude tables:
• Table 7.1 is for one engine inoperative and bleeds for air conditioning only.
• Table 7.2 is for one engine inoperative and bleeds for air conditioning, engine
anti-ice and airframe ice protection.
• Table 7.3 is for two engines inoperative and bleeds for air conditioning only.
• Table 7.4 is for two engines inoperative and bleeds for air conditioning, engine
anti-ice and airframe ice protection.

Page2
Table 7.1- Net Drift Down Stabilised Altitude

One Engine
Thrust - MCT Speed- V ER
Inoperative
Air Conditioning
ENG ANT-ICE OFF Airframe ANT-ICE OFF
ON
Stabilised Altitude (tt)
Aircraft Weight at
Air
Failure (kg)
ISA -10 ISA ISA +10 ISA +15 ISA +20
30000 31 000 30 000 29 450 28 900
32000 29900 29 400 28400 27 700 27 000

34000 28 000 27 600 26 700 26 200 25 700
36000 26 600 25 900 25300 24 700 24 100
38 000 25 100 24 400 23800 23 200 22 600
40 000 23 600 23 000 22300 21 700 21 100
42 000 22 100 21 600 20900 20 200 19 500
44000 20 700 20 200 19 500 18 750 18 000
46000 19 300 18 700 18 000 17 300 16 600
R10DDMFDHA
Aircraft Weight at
Failure (kg)
30000 27 000 26 400 24 800 23 350 21 900
32 000 25 600 25 000 23100 21 650 20 200
34000 24 000 23 300 21 600 20 000 18 400
36000 22 500 21 700 20 000 18 300 16 600
38000 21 000 20 300 18 300 16 600 14 900
40000 19 500 18 700 17 000 15 100 13 200
42000 17 900 17 000 15 600 13 600 11 600
44000 16 200 15 500 13 800 11 900 10 000
46000 14 600 14 000 12 100 10 300 8 500
R10DDMFDHB

Volume 3 Part 4 DRIFT DOWN Page 3
Table 7.3- Net Drift Down Stabilised Altitude

- - Two Engines ~
Thrust - MCT Speed- VER
__ ~noperative _ J
Air Conditioning
ENG ANT-ICE OFF Airframe ANT-ICE OFF
ON
Stabilised Altitude (ft)
Aircraft Weight at
AirTem
Failure (kg)
30000 24 200 23 500 22900 22 400 21 900
32000 22 300 21 700 21 000 20 500 20 000
34000 20 400 19 900 19 300 18 700 18 100
36000 18 500 18 000 17 400 16 850 16 300
38000 16 700 16 200 15 700 15 100 14 500
40 000 14 800 14 500 14 100 13 250 12 400
42 000 13 100 12 700 12 300 11 350 10 400
44 000 11 300 10 900 10 500 9 450 8 400
46 000 9 500 920 0 8800 7 550 6 300
R10DDMFDHC
Stabilised Altitude
Aircraft Weight at
Air Temperature (OC)
Failure (kg)
30000 20 100 19 400 17 400 15 650 13 900
32000 18 100 17 300 15 800 13 850 11 900
34000 16 100 15 300 13 500 11 650 9 800
36000 14 000 13 300 11 600 9 700 7 800
38000 11 800 11 200 10 000 7 950 5 900
40000 9 700 9200 7 500 5 700 3900
42000 7 600 7100 5 800 4 000 2200
44000 5 500 5 000 3 800 1 900
46000 3 200 2900 1 500
R10DDMFDHD

Page 4

AVRO 146-RJ FCOM E G NES Chapter 8 TOC
Volume 3 Part 4 N 1 Page 1
Chapter 8.1 - Settings

Take-off and Go-around Engine Data Tables ............................................................. ..
Flexible Thrust - Calculation........................ .................................................................. 8
~N 1 FLEX Table................................................................................................................ 9
Flat Rating ................................................... .................................................................. 10
Chapter 8.2 - Alternative Starts

Cross-starting .............................................. ................................................................. .
Start without AC Power Available ................................................................................. 2
Using the Batteries for Starting with AC Power not Available ....................................... 3
Cold Starts .................................................. ..................................... ............................. 6
Cold Starting ........ ............ ........... ........... ........ .. .. ....... .. .. ....... .. .. ........ .. ........... ......... .. ..... 7
Start from Ex1ernal DC with the Main AC Bus bars Powered ..... ...... ...... ........... ............ 8
Chapter 8.4 - TRP OFF Operation

Take-off ....................................................... .................................................................. 1
FADEC Limiting........................................... .................................................................. 1
Climb Power.................................................................................................................. 2
MCT Rating ................................................. ..................................... ............................. 5
Chapter 8.5- FADEC OFF Operation

FADEC OFF· General ................................ ..................................................................
FADEC OFF Ground Starting Procedure ...................................................................... 2
FADEC OFF Taxiing ................................... .................................................................. 2
FADEC OFF Take-off.................................. .................................................................. 2
FADEC OFF Climb and Cruise ..................................................................................... 3
FADEC OFF Descent.................................. .................................................................. 3
FADEC OFF Approach ............................... .................................................................. 3
FADEC OFF Go-around. ............................................................................................... 3
FCOM :V3P4·11 8 AVRO 146-RJ100 EASA Nov 06/07

Volume 3 Part 4 ENGINES
Page 2

Take-off and Go-around Engine Data Tables
Take-off and go-around data is given in three tables. Each table is in two parts, with each
pair on facing pages. Each pair covers the altitude range, minus 1 000 It to 8 000 ft. The
left part of a pair covers the negative temperature; the right part of a pair covers the
positive temperature range. The tables are colour coded. The three tables are for the
three allowable bleed states:
• Table 8.1.1, no bleed. The table has pink shading.
• Table 8.1.2, only engine anti-ice on. The table has blue shading.
• Table 8.1.3, engine anti-ice off and the engines supplying the air conditioning packs
in RECIRC. The table has yellow shading.
In the no bleed, and the engine anti-ice cases, one engine air switch may be on provided
both air conditioning packs are off.
Each table gives N1REF • TREou and N1REou· A table is entered with pressure altitude and air
temperature. The temperature for the take-off data is the ambient air temperature. The
temperature for the go-around is the IOAT.
Manually set GA power is normally achieved between 500 It and 1 000 It aal. A good
approximation to GA N1 is achieved using the Automatic Terminal Information Service
(ATIS) temperature. If the TRP is available, the TRP will calculate the GA N1 from the
sensed temperature. It is not necessary to set TEMP on the TRP for a go-around.
The maximum ambient temperature for take-off with no bleeds is determined from the
RTOW tables.
The maximum ambient temperature for take-off with engine anti-ice on is 12° C less than
the no bleeds maximum.
The maximum ambient temperature for take-off with engine air and packs on is 1ooc less
than the no bleeds maximum.
TREou must not be more than the maximum ambient temperature for the bleed state.
The red line in the tables is the flat rated boundary. The flat rated region is below and 1o
the left of the line.

AVRO 146-RJ FCOM ENGINES Chapter 8.1
Volume 3 Part 4 Settings Page2
ENG ANT-ICE OFF Table 8.1 .1- TOGA ENG AIR OFF
Pressure For ta ke-off u s e ambient temperature (°C). For go-a ro und u se IOAT (°C).
Altitude
-50 -45 -40 -35 -30 -25 -20 -15 -10 0
(1 000 ft)
N 1R.EF 97.0 97.0 97.0 97.0 97.0 97.0 97.0 97.0 97.0 97.0
-20.0 -21.0 -21 .0 -22.0 -22.0 -19.0 -11.0 -3.0 4.0 11 .0
N 1RI!DU 93.0 94.0 94.8 95.7 96.5 96.8 96.4 95.9 95.6 95.1
N 1REF 95.0 95.9 96.8 97.0 97.0 97.0 97.0 97.0 97.0 97.0
7 -9.0 -10.0 -10.0 -11.0 -12.0 -12.0 -9.0 -2.0 4.0 11 .0
91.4 92.2 93.0 94.0 95 .0 95.7 96.0 95.7 95.6 95.1
N 1REF 92.9 93.8 94.8 95.8 96.7 97.0 97.0 97.0 97.0 97.0
6 2.0 1.0 1.0 0.0 0.0 -1.0 -2.0 -2.0 5.0 11 .0
89.5 90.4 91 .2 92.2 93.0 94.0 94.9 95.7 95.4 95.1
N1Rer 91.1 92.1 93.0 94.0 94.9 95.8 96.7 97.0 97.0 97.0
10.0 10.0 9 .0 9.0 8 .0 8 .0 7.0 7.0 7.0 11.0
88.4 89.0 90.0 90.8 91.7 92.5 93.4 94.3 95.1 95.1
N 1REF 89.4 90.3 91 .3 92.2 93.1 94.0 94.9 95.8 96.7 97.0
4 16.0 16.0 16.0 15.0 15.0 14.0 14.0 14 .0 14.0 14.0
86.6 87.4 88.2 89.3 90.1 91 .2 92.0 92 .8 93.6 94.4
88.0 89.0 89.9 90.8 91.7 92.6 93.5 94.4 95.2 96.1
3 21.0 20.0 20.0 20.0 20.0 20.0 19.0 19 .0 19.0 19.0
85.3 86.3 87.1 87.9 88.7 89.5 90.6 91 .4 92.2 93.0
86.6 87.5 88.4 89.3 90.2 91 .1 91 .9 92.8 93.6 94.5
2 25.0 25.0 24.0 24.0 24.0 24.0 23.0 23.0 24.0 23.0
N 1REDU 84.0 84.8 85.9 86.7 87.5 88.3 89.4 90.2 90.7 91 .8
N1Rer 85.3 86.2 87.1 87.9 88.8 89.7 90.5 91 .4 92.2 93.1
1 29.0 29.0 29.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0
82.7 83.5 84.4 85.4 86.3 87.0 87.9 88.6 89.5 90.2
84.1 84.9 85.8 86.7 87.5 88.4 89.3 90.1 90.9 91 .7
33.0 33.0 33.0 32.0 32 .0 32.0 32.0 32.0 32.0 32.0
N 1REDU 81.4 82.2 83.0 84.1 85.0 85.7 86.6 87.3 88.2 88.9
82.8 83.6 84.5 85.4 86.2 87.1 87.9 88.7 89.5 90.4
-1 37.0 37.0 37.0 37.0 36.0 36.0 36.0 36.0 36.0 36.0
N 1RI!DU 80.1 80.9 81 .7 82.5 83 .6 84.4 85.2 86 .0 86.8 87.6
l-v3p4-08-00017

AVRO 146-RJ FCOM ENGINES Chapter 8 .1
Volume 3 Part 4 Settings Page 3
ENG ANT-ICE OFF Table8.1.1 continued- TOGA ENG AIR OFF

Pressure For take-off use ambient temperature (0 C). For go-around use IOAT (°C).
Altitude
0 5 10 15 20 25 30 ~5 40 45 50
(1 000 ft)
97.0 97.0 97.0 96.4 95.7 94.9 94.1 93.1 92.1 91 .0 89.7
8 TREDU 11 .0 15.0 18.0 23.0 27.0 31 .0 35.0 38.0 43.0 47.0 50.0
NtREOU 95.1 94.8 94.7 93.9 93.5 92.9 92.3 92.0 90.1 90.2 89.7
N 1REF 97.0 97.0 97.0 96.4 95.8 95.0 94.1 93.2 92.5 91.3 90.0
7 TRI!DU 11 .0 15.0 19.0 23.0 27.0 31 .0 35.0 39.0 43.0 47.0 50.0
NtREOU 95.1 94 .8 94.5 94.0 93.5 93.0 92.4 92.0 91 .3 90.5 90.0
N 1REF 97.0 97.0 97.0 96.4 95.8 95.0 94.2 93.2 92.6 91 .7 90.4
6 TRI!DU 11 .0 15 .0 20.0 23.0 28.0 32.0 36.0 40.0 44.0 47.0 50.0
N,R~U 95.1 94 .8 94.2 94.0 93.2 92.7 92.1 91 .8 91 .2 90.9 90.4
N ,Re:P 97.0 97.0 97.0 96.5 95.8 95.0 94.2 93.3 92.6 91 .7 90.8
5 TReou 11 .0 16.0 20.0 24.0 28.0 32.0 36.0 40.0 44.0 47.0 50.0
NtREOU 95.1 94.6 94.2 93.7 93.2 92.7 92.2 91.7 91 .2 90.9 90.8
N 1REF 97.0 97.0 97.0 96.5 95.9 95.1 94.2 93.3 92.6 91 .8 90.8
4 TRI!DU 14.0 17.0 20.0 24.0 28.0 32.0 37.0 40.0 45.0 48.0 50.0
NtREDU 94.4 94 .5 94.3 93.8 93.3 92.7 91 .9 91 .8 91 .0 90.9 90.8
N 1REF 96.1 96.8 97.0 96.5 95.9 95.1 94.3 93.5 92.7 91 .8 90.9
3 TReou 19.0 19.0 20.0 24.0 29.0 33.0 37.0 41.0 45.0 49.0 50.0
NtREDU 93.0 93.8 94.3 93.9 93.0 92.5 92.0 91 .6 91 .0 90.6 90.9
N 1RI!P 94.5 95.3 96.2 96.5 95.9 95.2 94.3 93.5 92.7 91 .9 90.9
2 TRI!DU 23.0 23.0 23.0 26.0 29.0 33.0 37.0 41 .0 45.0 49.0 50.0
NIREOU 9 1.8 92 .6 93.4 93.4 93.0 92.5 92.0 91 .6 91 .1 90.7 90.9
N 1REF 93.1 93.9 94.7 95.5 96.0 95.2 94.4 93.5 92.7 91 .9 91 .0
1 TREDU 28.0 28.0 28.0 28.0 29.0 33.0 38.0 42.0 46.0 50.0 50.0
NtREOU 90.2 91 .1 91 .8 92.7 93.1 92.5 91.7 91 .3 90.8 90.4 91 .0
92 .6 93.4 94.2 95.0 95.1 94.4 93.6 92.8 91 .9 91 .0
0 TRI!DU 32.0 32 .0 32.0 32.0 32.0 35.0 38.0 42.0 46.0 50.0 50.0
NtREDU 88.9 89.8 90.5 91 .4 92.1 92.1 91 .8 91 .3 90.8 90.4 91.0
N 1REF 90.4 91 .2 92.0 92.7 93.5 94.2 94.4 93.5 92.8 92.0 91 .0
-1 TREDU 36.0 37.0 37.0 37.0 37.0 37.0 39.0 43.0 46.0 50.0 50.0
NtREOU 87.6 88.1 88.9 89.7 90.5 91 .3 91 .5 91 .0 90.8 90.4 91 .0
I·V3p4-08-00018

ENG ANT-ICE ON Table 8.1.2- TOGA ENG AIR OFF

Pressure For take-off u se ambient tempe rature (°C). For go-around u se IOAT (°C).
Alt itude
(1 000 ft)
.so -45 -40 -35 -30 -25 -20 -15 -10o -5 0
N 1REF 97.0 97.0 97.0 97.0 97.0 97.0 97.0 96.9 96.2 95.6
8 T REOU -19.0 -20.0 -21 .0 -17.0 -10.0 -6.0 -2.0 2.0 6 .0 10.0
92.8 93.8 94.7 94.9 94.5 94.1 93.8 93.4 93.0 92.6
95.6 96.2 96.9 97.0 97.0 97.0 97.0 97.0 96.3 95.7
7 T REOU -9.0 -9.0 -10.0 -10.0 -10.0 -5.0 -2.0 3.0 6 .0 10.0
91 .3 91.9 93.0 93.8 94 .5 93.9 93.8 93.2 93.1 92.7
93.1 94.1 95.1 96.0 96.9 97.0 97.0 97.0 96.3 95.8
6 T REOU -3.0 -3.0 -4.0 -4.0 -5.0 -5.0 -1 .0 3.0 7.0 11.0
89.4 90.2 91 .2 92.0 93.1 93.9 93.7 93.2 92.8 92.5
N 1REF 91 .5 92.3 93.3 94.2 95.1 96.1 96.9 97.0 96.4 95.8
5 T REOU 2.0 2.0 1.0 1.0 1 .0 0 .0 1.0 3.0 8.0 11.0
N 1REDU 88.2 88.8 89.9 90.7 91.5 92.6 93.2 93.3 92.6 92.5
89.6 90.5 91 .5 92.4 93.3 94.2 95.2 96.0 96.4 95.9
4 T REOU 7.0 7.0 7.0 6.0 6 .0 6 .0 6.0 5.0 8.0 12.0
N 1REDU 86.6 87.4 88.2 89.3 90.1 90.9 91 .7 92.8 92.7 92.3
88.5 89.2 90.1 91 .0 91.9 92.8 93.6 94.5 95.4 95.9
3 T REOU 12.0 12.0 11.0 11 .0 11.0 10.0 10.0 10.0 10.0 12.0
85.2 85.9 87.0 87.8 88.6 89.7 90.5 91 .3 92.1 92.3
86.8 87.5 88.6 89.5 90.4 91 .3 92.1 93.0 93.9 94.7
2 T REOU 16.0 16.0 15.0 15.0 15.0 15.0 15.0 15.0 15.0 15.0
83.9 84.7 85.8 86.6 87.4 88.2 89.0 89.8 90.6 91.4
85.4 86.3 87.2 88.1 88.9 89.8 90.7 91 .5 92.4 93.2
1 T REOU 20.0 20.0 20.0 20.0 19.0 19.0 19.0 19.0 19.0 19.0
82.6 83.4 84.2 85.0 86.2 86.9 87.8 88.5 89.4 90.1
84.1 85.0 85.9 86.8 87.7 88.5 89.4 90.2 91 .0 91 .9
0 T REOU 24.0 24.0 24.0 24.0 23.0 23.0 23.0 23.0 23.0 23.0
81 .2 82.0 82.8 83.6 84.8 85.6 86.4 87.2 88.0 88.8
N 1REF 83.0 83.8 84.6 85.5 86.3 87.2 88.0 88.8 89.7 90.5
28.0 28.0 28.0 28.0 28.0 28.0 27.0 27.0 28.0 28.0
80.1 80.9 81 .7 82.5 83.3 84.1 85.2 86.0 86.5 87.3
i·v3P4·08·00019

AVRO 146-RJ FCOM ENGINES Chapter 8 .1
ENG ANT-ICE ON Table 8.1.2 continued- TOGA ENG AIR OFF

Pressure For take-off use ambient temperature (°C). For go-around use IOAT (°C).
Altitude
(1 000 ft) 0 6 10 16 20 26 30 35 40 45 60
95.6 94.9 94.2 93.4 92.5 91 .7 90.7 89.5 88.1 87.2 86.1
8 10.0 14.0 18.0 23.0 26.0 30.0 34.0 38.0 43.0 47.0 50.0
92.6 92.1 91 .6 90.7 90.5 89.9 89.1 88.2 87.1 86.4 86.1
95.7 95.0 94.3 93.4 92.6 91 .7 9 1.0 89.7 88.5 87.5 86.3
7 10.0 15.0 19.0 23.0 27.0 31 .0 34.0 39.0 43.0 47.0 50.0
92.7 91 .9 91 .3 90.8 90.3 89.8 89.4 88.2 87.4 86.7 86.3
95.8 95.0 94.4 93.6 92.7 91 .8 91 .1 90.2 88.9 87.9 86.7
6 11 .0 15.0 19.0 23.0 28.0 32.0 35.0 39.0 43.0 47.0 50.0
92.5 92.0 91 .4 90.9 90.1 89.6 89.4 88.5 87.8 87.1 86.7
95.8 95.1 94.4 93.6 92.8 91 .9 91 .1 90.3 89.2 88.2 87.2
5 11 .0 15.0 20.0 24.0 28.0 32.0 36.0 40.0 44.0 47.0 50.0
92.5 92.0 91 .2 90.7 90.1 89.7 89.1 88.4 87.8 87.3 87.2
95.9 95.2 94.5 93.7 92.8 91 .9 91 .2 90.4 89.2 88.3 87.5
4 12.0 16.0 20.0 24.0 28.0 32.0 36.0 40.0 45.0 49.0 50.0
N 1REOU 92.3 91 .8 91 .2 90.6 90.2 89.8 89.2 88.4 87.5 87.2 87.5
N1w 95.9 95.2 94.5 93.7 92.9 92.1 91 .3 90.4 89.3 88.4 87.6
3 TREDU 12.0 16.0 20.0 24.0 29.0 32.0 36.0 41.0 45.0 49.0 50.0
N 1REDU 92.3 91 .8 91 .3 90.8 90.0 89.8 89.2 88.1 87.5 87.3 87.6
N,REF 94.7 95.1 94.6 93.8 92.9 92.1 91 .3 90.5 89.4 88.4 87.6
2 TREDU 15.0 18.0 20.0 24.0 29.0 33.0 37.0 41 .0 45.0 49.0 50.0
N 1REOU 91 .4 91.4 91 .3 90.8 90.0 89.6 88.9 88.2 87.6 87.3 87.6
N,REF 93.2 94.0 94.6 93.8 93.0 92.2 91.4 90.5 89.5 88.5 87.7
1 19.0 19.0 21 .0 25.0 29.0 33.0 37.0 42.0 46.0 49.0 50.0
90.1 91.0 91 .1 90.6 90.1 89.6 89.0 88.0 87.4 87.4 87.7
91 .9 92.7 93.5 94.0 93.0 92.1 91 .4 90.6 89.6 88.6 87.8
0 TREDu 23.0 23.0 23.0 26.0 29.0 34.0 38.0 42.0 46.0 50.0 50.0
88.8 89.6 90.4 90.3 90.1 89.3 88.7 88.0 87.4 87.2 87.8
N,REF 90.5 91 .3 92.1 92.8 93.1 92.2 91 .5 90.7 89.7 88.6 87.8
-1 TREDU 28.0 28.0 28.0 28.0 30.0 34.0 38.0 43.0 46.0 50.0 50.0
N 1REDU 87.3 88.1 88.9 89.7 89.9 89.4 88.8 87.8 87.5 87.2 87.8
i·V3p4·08-Q0020

ENG ANT-ICE OFF Table 8.1.3- TOGA ENG AIR ON

Pressure Fo r t ake-off u se ambient t emperature (°C). Fo r go-around use IOAT (°C).
Alt itude
(1 000 ft)
-60 -45 -40 -35 -30 -25 -20 -15 -10 0
N1REF 97.0 97.0 97.0 97.0 97.0 97.0 97.0 97.0 97.0 97.0
·20.0 -21 .0 -22.0 ·23.0 ·20.0 -12.0 -5.0 2.0 6 .0 10 .0
93.2 94.0 94.9 95.9 96.1 95.7 95.3 94.9 94.6 94.1
95.2 95.6 96.9 97.0 97.0 97.0 97.0 97.0 97.0 97.0
-9.0 -1 0.0 -11.0 -12.0 -13.0 -12.0 -4.0 2.0 6 .0 11 .0
91 .4 92.2 93.1 94.1 95.1 95.7 95.2 94.9 94.6 93.9
93.1 93.9 94.9 95.9 96.7 97.0 97.0 97.0 97.0 97.0
6 1.0 1.0 0 .0 0.0 -1.0 -2.0 -2.0 2.0 7.0 11.0
89.6 90.4 91.4 92.2 93.2 94.1 94.9 94.9 94.4 94.0
N1REF 91 .5 92.2 93.1 94.0 95.0 95.9 96.7 97.0 97.0 97.0
7.0 6.0 6 .0 5.0 5 .0 5.0 4.0 4.0 8.0 11.0
88.3 89.2 90.0 91 .1 91 .9 92.7 93.7 94.5 94.2 94.1
N1REP 89.3 90.3 91 .3 92.3 93.2 94.1 95.0 95.9 96.7 97.0
12.0 11.0 11 .0 10.0 11 .0 10.0 10.0 10.0 10.0 12.0
N1REDU 86.6 87.7 88.5 89.6 90.1 91 .2 92.0 92.8 93.6 93.8
N1REF 88.3 89.0 89.9 90.8 91 .8 92.6 93.5 94.4 95.3 96.1
3 17.0 16.0 16.0 16.0 15.0 15.0 15.0 15.0 15.0 15.0
85.3 86.3 87.1 87.9 89.0 89.8 90.6 91.4 92.2 93.0
86.6 87.5 88.4 89.3 90.2 91 .1 92.0 92.8 93.7 94.5
2 21 .0 20.0 20.0 20.0 20.0 19.0 19.0 19.0 19.0 19.0
N1REDU 84.0 85.1 85.9 86.7 87.5 88.6 89.4 90.2 91 .0 91 .8
N1REP 85.3 86.2 87.1 88.0 88.8 89.7 90.6 91.4 92.3 93.1
1 25.0 25.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0
82.7 83.5 84.7 85.4 86.3 87.0 87.9 88.6 89.5 90.2
84.0 84.9 85.8 86.7 87.6 88.4 89.3 90.1 90.9 91 .8
0 29.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0
81 .3 82.5 83.3 84.1 84.9 85.7 86.5 87.3 88.1 88.9
82.8 83.6 84.5 85.4 86.3 87.1 87.9 88.8 89.6 90.4
33.0 33.0 33.0 32.0 32.0 32.0 32.0 32.0 32.0 32.0
N1R!DU 80.1 80.9 81.7 82.9 83.7 84.5 85.3 86.1 86.9 87.7
i-v3p4-08-00021

ENG ANT-ICE OFF Table 8.1.3 continued- TOGA ENG AIR ON

Pressure For ta ke-off use ambient te m perature (°C). Fo r go-around use IOAT (°C).
Altitude
(1 000 ft) 0 5 10 15 20 25 30 35 40 45 50
97.0 96.5 95.7 95.0 94.2 93.3 92.4 9 1 .4 90.1 88.7 87.7
8 T REDU 10 .0 14.0 18.0 22.0 27.0 31 .0 34.0 38.0 43.0 47.0 50.0
NtREDU 94.1 93.7 93.2 92.7 91 .8 91 .2 91 .0 90.1 88.8 88.0 87.7
N 1REF 97.0 96.5 95.8 95.1 94.3 93.4 92.4 9 1 .6 90.6 89.3 88.1
7 TREDU 11 .0 15.0 19.0 23.0 27.0 31 .0 35.0 39.0 43.0 47.0 50.0
NtREDU 93.9 93.4 93.0 92.5 91 .9 91 .3 90.9 90.2 89.3 88.4 88.1
N 1REF 97.0 96.6 95.9 95.2 94.4 93.5 92.5 9 1 .8 90.9 89.6 88.5
6 T REDU 11.0 15.0 19.0 23.0 27.0 31.0 36.0 40.0 43.0 48.0 50.0
N IRCPI.I 94.0 93.6 93.1 92.6 92.0 91 .4 90.7 90.1 89.6 88.6 88.5
N 1REf 97.0 96.7 96.0 95.2 94.5 93.6 92.6 9 1 .9 91 .0 89.9 88.9
5 T REDU 11 .0 15.0 19.0 24.0 28.0 32.0 36.0 40.0 44.0 47.0 50.0
NtREDU 94.1 93.6 93.2 92.4 91 .7 91 .2 90.8 90.2 89.5 89.0 88.9
N 1REF 97.0 96.7 96.0 95.3 94.5 93.6 92.7 92.0 91 .1 90.0 89.0
4 TREDU 12 .0 16.0 20.0 24.0 28.0 32.0 36.0 40.0 45.0 49.0 50.0
NtREDU 93.8 93.4 92.9 92.3 91 .8 91 .3 90.9 90.3 89.2 88.7 89.0
N 1REF 96.1 96.7 96.1 95.4 94.6 93.7 92.8 92.0 91 .2 90.1 89.1
3 TREDU 15 .0 17.0 20.0 24.0 29.0 33.0 37.0 41 .0 45.0 49.0 50.0
NtREDU 93.0 93.3 93.0 92.5 91 .5 91 .1 90.6 90.0 89.3 88.9 89.1
N 1REf 94.5 95.4 95.9 95.4 94.7 93.8 92.9 92 .1 91 .2 90.2 89.2
2 T REDU 19 .0 19.0 21 .0 25.0 29.0 33.0 37.0 4 1 .0 45.0 49.0 50.0
NtREDU 91 .8 92.6 92.8 92.2 91 .6 91 .2 90.6 90.0 89.4 89.0 89.2
N 1REF 93.1 93.9 94.8 95.4 94.8 93.9 93.0 92.2 91 .3 90.3 89.2
1 TREDU 24 .0 24.0 24.0 26.0 29.0 34.0 37.0 4 1.0 46.0 49.0 50.0
NtREDU 90.2 91 .1 91 .8 92.1 91 .7 91 .0 90.7 90.1 89.1 89.0 89.2
N 1REf 91 .8 92.6 93.4 94.2 94.8 93.9 93.0 92.3 91 .4 90.4 89.3
0 T REDU 28.0 28.0 28.0 28.0 30.0 34.0 38.0 42.0 46.0 50.0 50.0
NtREDU 88.9 89.7 90.5 91 .3 91 .4 91 .0 90.5 89.9 89.2 88.7 89.3
N 1REF 90.4 91 .2 92.0 92.8 93.6 93.9 93.1 92.3 91 .5 90.5 89.4
·1 T REDU 32.0 32.0 32.0 33.0 33.0 34.0 38.0 42.0 47.0 50.0 50.0
NtREDU 87.7 88.5 89.3 89.7 90.5 90.9 90.5 90.0 88.9 88.8 89.4
i·V3p4·08·00022

Volume 3 Part 4 Settings Pages
Flexible Thrust - Calculation

When the highest possible value of T FLEX is used for the conditions, the take-off is known
as a full -flex take-off. Lower values of T FLEX may be used, but T FLEX must never be less
than T FLAT or less than TAMB·
Table 8.1.4 details the steps for calculating N1FLEX for a full-flex take-off.
Table 8.1.4 - Calculation of N1FLEX for Full-Flex Take-off

From the performance charts or the RTOW tables, obtain the highest
ambient temperature at which the take-off is allowed. This temperature is
T MAX for no bleed.
Step 1 T MAX for engine anti-ice on is 12'C less than T MAX with no bleed.
T MAX for air conditioning on is 1O'C less than T MAX with no bleed.
If T MAX is less than or equal to TAMB + 50 OC, then T MAX is used as T FLEX·
If T MAX is greater than TAMB + 50 OC, then TAMB + 50 OC is used as T FLEX·
Step2 From the take-off N1 tables or the RTOW tables, find N1ReF at the T FLEX·
This value of N 1 is N1FULLRATE·
Step 3 Subtract T AMB from T FLEX· T = T FLEX · T AMB·
Step 4 Calculate 6 N 1FLEX· 6N 1FLEx = 0.16 x T, or obtain 6N 1FLEx from Table 8.1.5.
Step 5 Calculate N 1FLEX· N 1FLEX = N 1FuLLRATE · 6 N 1FLEX· Round to the nearest tenth
of a percent.
Check that N 1FLEX is not less than N 1REF - 8% and that N 1FLEX is not less
than 78%.
Step6
If check is failed, reduce TFLEX and repeat steps 2 to 5 until the check at step
6 passes.
Check that N 1FLEX is not greater than N 1REF· Something has gone wrong
with calculation if this check fails.
Step7 Check that T FLEX is greater than both T FLAT and TAMB· T FLAT is given in
Table 8.1.5.
Check that T FLEX is not greater than T MAX·
The procedure in Table 8.1.4 calculates the maximum reduction in thrust: that is the lowest
value of N 1 allowed for take-off. Any value of N 1 between the full -flex N 1 and N 1REF for the
day can be used.

~ N 1 FLEx Table
Table 8.1.5 tabulates ~N 1 FLEX for TFLEX- T AMB in steps of 1°. The table is merely carrying
out the calculation .:iN1FLEX = 0.16 x (TFLEX - TAMs).
Table 8.1.5- ~N 1 FLex(% N1) from T FLEx-TAMB ( 0 C)

TFLEJITAMB 1 2 3 4 5 6 7 8 9 10
~ N1FLEX 0_2 0.3 0.5 0.6 0.8 1.0 1.1 1.3 1.4 1.6
TFLEX-TAMB 11 12 13 14 15 16 17 18 19 20
~ N1FLEX 1.8 1.9 2.1 2.2 2.4 2.6 2.7 2.9 3.0 3.2
TFLEJITAMB 21 22 23 24 25 26 27 28 29 30
~ N1FLEX 3.4 3.5 3.7 3.8 4.0 4.2 4.3 4.5 4.6 4.8
TFLEJITAMB 31 32 33 34 35 36 37 38 39 40
~ N1FLEX 5.0 5.1 5.3 5.4 5.6 5.8 5.9 6.1 6.2 6.4
TFLEJITAMB 41 42 43 44 45 46 47 48 49 50
~ N1FLEX 6.6 6.7 6.9 7.0 7.2 7.4 7.5 7.7 7.8 8.0

Flat Rating
The flat rating temperature (TFLAT) is given in Table 8.1.6 for each of the three allowable
take-off bleed states.
Table 8.1.6 - Flat-rated Temperature for Pressure Altitude and Bleed State
T FLAdOC)
Pressure Altitude
Bleed State
(ft)
No Bleed Engine Anti-ice Air Conditioning
15 000 5 -15 -10
14 000 5 -15 -5
13 000 5 -15 -5
12 000 5 -15 -5
11 000 5 -15 -5
10 000 5 -15 0
9000 10 -15 0
8 000 10 -15 0
7000 10 -10 0
6 000 10 -10 0
5 000 10 -10 0
4000 10 -5 0
3000 10 0 5
2000 10 5 10
1 000 20 10 15
0 25 15 20
-1 000 25 20 25

Cross-starting
A start from the TRs when powered by an engine generator is termed a cross-start.
Caution
During cross-starting, the N2 of the driving engine will droop; with ground idle set, the
droop may cause the generator to cut out ; sometimes the generator will cycle on and off
causing damage to the starter; there is also a risk that the engine could enter a sub-idle
condition exhibited by low or decaying N2 and a rising EGT. To prevent this occurring the
N2 of the driving engine is raised prior to cross-starting.
A minimum of 60% N2 is set on the driving engine before the start is initiated. In hot and
high conditions, set a minimum of 65% N2 on the driving engine before the start is initiated.
If a cross-start is made from an engine with its FADEC OFF, the minimum N2 must be
65%.
The procedure of cross-starting is given in T able 8.2.1.
Table 8.2.1 - Cross-starting Procedure

Complete the start of the first engine using the appropriate procedure
START MASTER ......................................... OFF
START PWR ..... ........ .. ......... .. ......... .. .. ......... NORM
ENG GEN OF DRIVING ENGINE ................ CHKD and ON
EXT AC ........................................................ OFF
APU GEN and OTHER ENG GEN ............... OFF RESET
START MASTER ......................................... ON
DRIVING ENGINE ....................................... 60/65% N2 minimum
Start the remaining engines
When all cross-starts are complete, set the driving engine to ground idle and complete
the after start check list.

Volume 3 Part 4 Alternative Starts Page2
Start without AC Power Available

If neither external AC nor the APU GEN is available the main busbars cannot be powered
for the first engine start. On all aircraft, external DC can be used to start the first engine.
On some aircraft it is possible to start the first engine from the batteries.
Caution
An engine with its FADEC inoperative or OFF, must not be started if the main AC
busbars are not powered.
The procedure is applicable to both external DC starts and battery starts and is in four
stages:
• A limited number of flight deck safety checks are made because only the battery is
available. Some things cannot be checked with only battery power available.
Others are left until later because battery power must be conserved if the start is to
be made from the batteries.
• Engine 1 or 4 is started: preferably engine 4.
• The running engine's generator is brought on-line, the flight deck safety checklist is
completed and the flight deck preparation is completed.
• The remaining engines can be started from external DC or the running engine's
generator using the cross-starting procedure .
When starting an engine, move its thrust lever to the FUEL ON detent at 10% N2 and then
to IDLE when the engine reaches idle N2 . At the ON position, the FADEC can still
adequately control the start; however, if the FADEC drops out, the chance of over-fuelling
is reduced. This is important in the case of starting from the battery, but it is not really
required in the case of starting from external DC. Moving the thrust lever to FUEL ON is
kept for both variants of starting without AC power available merely to keep the actual
starting drill the same in both cases.
The checklists are given in Tables 8.2.2 to 8.2.5. The checklists are suitable for starting
from either external DC or from the batteries.
Cautions
The FADEC FAULT annunciator may illuminate after selecting START; if so, wait until
the annunciator has been extinguished for at least 5 seconds and the N2 is at least 10%
before selecting FUEL ON.
Automatic EGT over-temperature protection is not active with a FADEC FAULT condition.
If the FADEC FAULT annunciator illuminates after selecting FUEL ON, abort the start by
selecting FUEL OFF and the START SELECT and MASTER switches OFF.

Volume 3 Part 4 Alternative Starts Page 3
Using the Batteries for Starting with AC Power not Available

To start an engine, both batteries must be on and serviceable. No more than three start
attempts may be made from the batteries.
If the engine, the batteries and the OAT are all 2: 1O"C, there is a high probability that the
engine will start. A warm engine will probably start at OATs< 10"C. Start attempts may be
made at OATs <100C, however, the FADEC FAULT annunciator, N2 and EGT should be
closely monitored. If the engine oil temperature is 2: 20"C, there is a high probability that
the engine will start. In cold temperatures, consider warming the engine before attempting
to start from the batteries.
Table 8.2.2 -Start without AC Power Available

Initial Flight Deck Safety Checks
+ TECH LOG ....... ....................................................... CHKD
LIBRARY ................................................................. CHKD
EMERG EQUIPMENT ............................................. CHKD and SECURE
• GEAR ................ ....................................................... LEVER DOWN
+ RADAR ............. ....................................................... OFF/STBY and Tilt
+ TRANSPONDER ..................................................... STBY
+ AIRBRAKE ........ ....................................................... IN
+ FLAPS .............. ....................................................... SELECTION NOTED
+ CIRCUIT BREAKERS.............................................. SET
+ NAV LIGHTS ........................................................... AS REQD
+ BATI(S) ................................................................... ON and CHKD
STBY GEAR INDICATOR ....................................... PRESS 3 GREENS
+ BRAKES .................................................................. YELLOW and PARK
+ MASTER SWITCHES .............................................. ON
+ GRND IGN ............................................................... BOTH
+ ANTI-SKID and LIFT SPOILERS ............................. ON
+ BUS-TIES ......... ....................................................... AUTO
+ STBY INV ......... ....................................................... ARM and CHKD
+ STBY GEN ........ ....................................................... ARM
+ GEN 1, APU GEN and GEN 4 ................................. OFF/RESET
FIRE HANDLES ....................................................... IN
If fitted, ENG FIRE LOOPS ...................................... AS REQD
GROUND TEST ....................................................... FIRE (5) and EXT
CONT IGN ........ ....................................................... OFF
ENGAIR ........... ....................................................... OFF
THRUST LEVERS ................................................... FUEL OFF

Volume 3 Part 4 Alternative Starts Page4
Table 8.2.3- Start without AC Power Available

Engine 1 or 4 Starting Checks
EXT CHKS ................................................................ COMPLETE
COVERS and PINS STOWED
BRAKES .................................................................... YELLOW and PARK
PRESS CHKD
FADEC ...................................................................... ON for engine to be started
FUEL PUMPS ........................................................... ON
HYDRAULICS ........................................................... ALL OFF
LIGHTS and NOTICES ............................................. SET
BEACON ................................................................... ON
FASTEN BELTS ........................................................ ON
START PWR ............................................................. NORM (Battery start) EXT DC
(External DC start)
START MASTER ....................................................... ON
FLOWMETERS ......................................................... ZEROED
START SELECT ........................................................ ENG 1 or 4
ENG ANT-ICE ........................................................... ON
If starting from the aircraft batteries, push the EMERG START switch momentarily; the
START PWR ON annunciator will light.
ENGINE ..................................................................... START
Relevant THRUST LEVER ........................................ At 10% N2 , FUEL ON
At idle N2, IDLE

After Starting Engine 1 or 4 Checks
START PWR .............................................................. NORM
START SELECT and MASTER ................................. OFF
ENG ANT-ICE ............................................................ AS REQD
GEN of running engine ..... ......................................... CHKD and ON
If fitted, GRND IGN .................................................... AS REQD


Final Right Deck Safety Checks
+ GEAR INDICATOR ....................... 3 GREENS
+ MWS ............................................. TESTED and NORMAL
+ EFIS .............................................. MASTERS ON
+ IRS, GNS OR FMS, EFIS ............. Initialize, ON
+ OVHD ANNUNCIATORS ............. TESTED and NORM
+ CABIN EMERG LIGHTS .............. ARM
GROUND TEST ........................... SMOKE, STALL, LOOPS
SPEED, ANTI-SKID,
REAR BAY. FLAP and HORN
+ GRND PRESSN ........................... LIGHT OUT
+ AIR CONDITIONING .................... AS REQD
DC PUMP ..................................... TESTED
AC PUMP and PTU ...................... ON and CHKD
+ THRUST LEVERS ........................ CONFIG CHKD and OFF (for engines not running)
MAN and ELECT TRIMS .............. CHKD
AC PUMP and PTU ...................... OFF
HEATERS..................................... OFF
WINGffAIL ICE PROT ................. OFF
+ FLT DECK EMERG LTS .............. CHKD, ARM
FLIGHT ANNUNS......................... TESTED
FLIGHT INSTRUMENTS .............. CHKD
CENTRE PANEL .......................... CHKD
CONTROL DISC .......................... HANDLES IN
AUTOPILOT ................................. CHKD/OFF
AVIONICS .................................... CHKD
FDR .............................................. TEST
+ O XYGEN MAIN VALVE ............... ON: PRESSURE CHKD
O XY MASKS .... ............................ 100% FLOW/MIC CHKD
Once the Final Flight Deck Safety Checklist is complete, finish the flight deck preparation ,
carry out the Before Start Checklist and start the remaining engines.
Use the cross-starting procedure if the first engine was started from the batteries.

Cold Starts
Only external AC may be used for starts with the START PWR switch at COLD; the GPU
rating must be at least 90 KVA.
With the START PWR switch at COLD and the START MASTER at ON, the output of the
TRs is increased from 28 volts to 36 volts. To prevent damage to the equipment on the
DC 1 and DC 2 busbars, they are isolated; the EMERG DC and ESS DC busbars are
supplied from the battery; all AC busbars are supplied from EXT AC.
Starts with the START PWR switch at normal have been demonstrated down to -30°C. It
is preferable to attempt a start in cold conditions using the normal procedure and, only if
this fails, resort to the cold start procedure.
Consider warming the engine.
Because DC 1 and DC 2 are not powered during the start, many services will not be
powered during the start, notably the GNSs or FMSs. The only radio available is VHF 1.
The GNSs should be selected off during the start to protect the internal batteries. This
means that the GNS initialization and set-up will need to be repeated after engine start.
The IRSs should remain powered, but should be selected to ALN during the start. Some
EFIS, TRP and MCP selections may be lost; therefore, the PFD, ND, TRP and MCP should
be checked after engine start.
The checklists are given in Tables 8.2.6 and 8.2.7.

Cold Starting
Table 8.2.6 - Starting Checklist - Cold Start

FLIGHT DECK DOOR ......................................... LOCKED
MOBILE PHONES ............................................... OFF
If fitted, GNS 1 and 2 ........................................... OFF
IRS 1 and 2 .......................................................... ALN
BEACON .............................................................. ON
PACKS and APU AIR .......................................... ON if APU available
ENG ANT-ICE ...................................................... ON
GRND IGN ........................................................... BOTH
AC PUMP ............................................................. OFF
FUELPUMPS ...................................................... ON
EXT AC ................................................................ ON
APU GEN ............................................................. OFF/RESET
START PWR ........................................................ COLD
START MASTER ................................................. ON
START SELECT .................................................. ENG .. .
ENGINE ............................................................... START
Table 8.2.7- After Start Checklist- Cold Start

START POWER ................................................... NORM
START SELECT and MSTR ................................ OFF
ENG ANT ICE ...................................................... AS REQD
GENERATORS .................................................... ON
GRND IGN ........................................................... AS REQD
BRAKE FANS ...................................................... AUTO
HYDRAULICS ...................................................... ON and CHKD
HEATERS ............................................................ ON
APU/ENG AIR ...................................................... AS REQD
PACKS/CABIN AIR .............................................. AS REQD
GNS or FMS ........................................................ IN IT/SET-UP
IRS 1 and 2 .......................................................... NAV
EFIS ..................................................................... CHKD
TRP and MCP ...................................................... CHKD
DOORS and WINDOWS ...................................... CLOSED
CHOCKS and GRND EQUIP ............................... REMOVED
TRANSPONDER .................................................. AS REQD

Start from External DC with the Main AC Busbars Powered

There are two cases where the EXT DC is used to start the engines when the main AC
busbars are powered:
• When the APU GEN is not able to support an engine start but can supply the
aircraft busbars.
• When only one TR is available.
To use EXT DC to start the engines with the main AC busbars powered, there is only one
change to the procedures: select the START PWR switch to EXT DC rather than NORM.

Take-off
With the TRP off, there is no N1 compensation. Thus, the target N1 for take-off must be
reduced by 1% if it is within 1% of N1REF·
• For an N1REF take-off, the N1 target is the N1REF from the tab le minus 1% .
• For a flexible thrust take-off with N 1FLEX within 1% of N1R EF• the N 1 target is the
N1REF from the table minus 1%.
• For all other flexible thrust settings, the N1 target is N1FLEX· Thus, for a standard
reduced thrust take-off, the N1 targe1 is N1REo u ·
Without the TRP, the N1 SET is not automatically presented. The refore the PED N1 SET
must be set manually to the take-off N1 for all engines.
FADEC Limiting
The FADEC provides the following limit protection:
• 97% N1•
• 98.8% N2 .
• 649° C EGT.
The limiting temperature is the windshear limit. The pilot is responsible for ensuring that:
• The TOGA limits are not exceeded during a normal take-off or go-around.
• The MCT limits are not exceeded in the climb and cruise.
Each FADEC will provide N2 floor protection for engine anti-ice and air conditioning
bleeds. However, 1he FADECs cannot set the correct flight idle N2 for airframe ice
protection. With airframe ice protection on, the thrust levers must be set manually 1o
ensure that the idle N2 is maintained at or above the airframe anti-ice on idle N2 schedule.
The schedule is 72% plus 2% per 5 000 It above sea level.
If the engine anti-ice is on and the FGC has failed, then the idle N 2 will remain at 67% until
touchdown. If the engine anti-ice is on and the FGC is serviceable, but the TRP is off, then
N2 will reduce to 60% on descent through 200 It radio altitude.
If the TRP fails, or is selected off when the airframe anti-ice is on, while the FGC is
serviceable:
• The associated high airframe ice protection idle value will be retained when the
airframe anti-ice is selected off if the engine anti-ice is on.
• When engine anti-ice is off, N2 will revert to normal idle.
• If the engine anti-ice remains on for landing, N2 will reduce to 60% as the aircraft
descends below 200 ft.

Volume 3 Part 4 TRP OFF Operation Page 2
Climb Power
The climb N1 will not be presented on the TRP and will not be presented automatically on
the PED. Climb normal N 1 are given in Table 8.3.1; climb max N 1 are given in Table 8.3.2.
Each table has three sub-tables. The sub-tables are for three different bleed states:
• Air conditioning on, engine anti-ice off and airframe ice protection off.
• Air conditioning and engine anti-ice on, but airframe ice protection off.
• Air conditioning in RECIRC, engine anti-ice on and airframe anti-ice on.
A table is entered with aircraft altitude and the IOAT. The rows are headed with altitude on
a pink background; the columns are headed with IOAT on a blue background. Climb N 1 is
given in the body of the table on a pale yellow background.

Climb Norm N
Altitude ENG ANT-ICE OFF Airframe AN11-ICE OFF
(ft) IOAT
-40 -30 -20 -10 0 10 20 30 40 50
35000 95.6 95.7 94.3 93.1 92.0 90.2 87.9 85.9 84.5 83.4
30000 93.8 94.6 95.2 93.8 92.8 91.4 89.1 86.9 85.0 83.6
25000 91 .9 92.8 94.0 94.8 93.7 92.5 90.5 88.3 86.0 84.5
20000 89.8 91 .2 92.5 93.6 94.0 92.8 91.2 89.0 86.7 84.9
15 000 87.3 88.8 90.2 91.6 93.0 93.1 91.6 89.2 87.1 85.1
10 000 84.7 86.3 87.7 89.2 90.6 92.1 91.7 89.9 88.3 85.7
5000 81 .9 83.5 85.0 86.5 88.0 89.5 90.9 89.6 88.0 86.1
0 78.3 79.9 81 .5 83.1 84.6 86.2 87.7 89.1 87.8 85.9
Climb Norm N1
--~----~~~~~~
Altitude Air Conditioning ON ENG ANT-ICE ON Airframe AN11-ICE OFF
(ft) IOAT
-40 -30 -20 -10 0 10 20 30 40 50
35000 92.1 92.6 91 .2 90.0 88.1 85.6 83.2 81 .9 80.5 78.4
30000 90.8 91 .9 92.3 91.2 89.7 87.3 84.8 82.9 81 .3 79.5
25000 89.1 90.2 91 .4 92.2 91.1 89.1 86.6 84.2 82.6 81 .0
20000 87.4 88.8 90.0 91.1 91.4 89.8 87.5 85.2 83.2 81 .4
15 000 85.2 86.6 88.0 89.4 90.7 90.5 88.1 85.7 83.4 81 .6
10 000 82.6 84.1 85.5 86.8 88.2 89.5 88.7 86.9 84.4 81 .8
5000 79.4 80.8 82.3 83.7 85.1 86.5 87.9 86.8 84.8 82.8
0 75.8 n .4 79.0 80.5 82.0 83.5 84.9 86.3 84.7 82.7
Climb Norm N1
Air Conditioning ENG ANT-ICE ON Airframe ANTI-ICE ON
Altitude RECIRC
(ft)
IOAT (" C)
-40 -30 -20 -10 0 10 20 30 40 50
35000 89.6 89.8 88.4 86.0 82.9 80.3 78.3 76.3 74.3 71 .3
30000 88.7 89.7 90.3 88.6 86.0 83.1 81.0 78.7 76.3 74.2
25000 87.5 88.6 89.8 90.5 88.6 85.9 83.2 81 .2 79.1 76.8
20000 86.1 87.5 88.6 89.6 89.5 87.3 84.8 82.4 80.3 78.0
15 000 84.0 85.4 88.0 88.0 89.2 88.5 85.7 83.1 80.9 78.9
10 000 81 .4 82.7 85.3 85.3 86.5 87.8 86.9 84.7 81 .8 79.5
5000 78.1 79.6 81 .0 82.4 83.7 85.0 86.3 84.9 82.7 80.7
0 74.4 76.0 n .5 79.0 80.4 81.9 83.3 84.6 82.9 80.8

Volume 3 Part 4 TRP OFF Operation Page4
Altitude Airframe ANTI-ICE OFF

(ft)
-40 -30 -20 -10 0 10 20 30 40 50
35 000 97.0 97.0 96.4 95.1 94.0 92.3 89.9 87.8 86.4 85.3
30 000 95.9 96.8 97.0 96.0 94.8 93.5 91 .1 88.9 86.9 85.5
25 000 93.9 94.9 96.2 96.9 95.8 94.6 92.6 90.3 87.9 86.4
20 000 91.9 93.2 94.6 95.7 96.1 94.9 93.3 91.0 88.7 86.8
15 000 89.3 90.8 92.2 93.7 95.1 95.2 93.7 91.2 89.1 87.0
10 000 86.6 88.2 89.7 91.2 92.7 94.2 93.8 91.9 90.2 87.6
5000 83.8 85.4 87.0 88.5 90.0 91 .5 92.9 91.7 90.0 88.0
0 80.0 81.7 83.4 85.0 86.5 88.1 89.6 91.1 89.7 87.9
Climb Max N1
--~----~~~~~~
Altitude Air Conditioning ON ENG ANT-ICE ON Airframe ANTI-ICE OFF
(ft) IOAT
-40 -30 -20 -10 0 10 20 30 40 50
35 000 94.2 94.6 93.3 92.0 90.0 87.5 85.0 83.8 82.3 80.2
30 000 92.9 94.0 94.4 93.2 91 .7 89.2 86.7 84.8 83.2 81.3
25 000 91.1 92.2 93.5 94.3 93.1 91 .1 88.6 86.1 84.5 82.9
20 000 89.4 90.8 92.0 93.1 93.5 91 .9 89.5 87.1 85.1 83.3
15 000 87.1 88.5 89.9 91.4 92.8 92.6 90.1 87.7 85.4 83.5
10 000 84.5 86.0 87.4 88.8 90.1 91 .5 90.6 88.9 86.3 83.7
5000 81.2 82.7 84.2 85.6 87.0 88.5 89.8 88.7 86.7 84.7
0 n.5 79.2 80.8 82.3 83.9 85.4 86.8 88.3 86.6 84.6
Climb Max N1
Air Conditioning ENG ANT-ICE ON Airframe ANTI-ICE ON
Altitude RECIRC
(ft)
IOAT ("C)
-40 -30 -20 -10 0 10 20 30 40 50
35 000 91.7 91.8 90.4 88.0 84.8 81.8 80.0 78.0 76.0 74.0
30 000 90.7 91.7 92.3 90.6 87.9 85.0 82.8 80.5 78.0 75.8
25 000 89.4 90.6 91.9 92.5 90.6 87.8 85.0 83.0 80.8 78.5
20 000 88.1 89.4 90.6 91.6 91 .6 89.3 86.7 84.2 82.1 79.8
15 000 85.9 87.3 88.6 89.9 91 .2 90.5 87.6 85.0 82.7 80.7
10 000 83.2 84.6 85.9 87.2 88.5 89.8 88.8 86.6 83.7 81.2
5000 79.9 81.4 82.8 84.2 85.6 87.0 88.3 86.8 84.6 82.5
0 76.1 n.1 79.2 80.7 82.2 83.7 85.2 86.5 84.8 82.6

MCT Rating
The MCT N1 are given in Table 8.3.3 and 8.3.4 for various bleed states.
Table 8.3.3 covers the two cases with the engines not supplying the air conditioning:
• No bleed.
• Engine anti-ice only.
Table 8.3.4 covers the bleed states with the engine supplying the air conditioning:
• Air conditioning on, engine anti-ice off and airframe ice protection off.
• Air conditioning on, engine anti-ice on and airframe anti-ice on.
A table is entered with aircraft altitude and t he IOAT. The rows are headed with altitude on
a pink background; the columns are headed with IOAT on a blue background. MCT N1 is
given in the body of the table on a pale yellow background.
Table 8.3.3- MCT N1 Air Conditioning OFF

MCT N1
Altitude Air conditioning OFF ENG ANT-ICE OFF Airframe ANTI-ICE OFF
(ft) IOAT ("C)
-50 -40 -30 -20 -10 0 10 20 30 40 50
20000 93.2 94.6 96.0 97.0 97.0 97.0 96.3 94.6 92.4 90.3
15 000 90.7 9 2.1 9 3.6 95.0 96.5 97.0 96.6 94.6 92.4 90.3
10 000 88.0 89.6 91 .1 92.6 94.1 95.6 96.3 94.8 93.1 91 .0
5000 85.2 86.8 88.4 89.9 91.4 93.0 94.5 94.4 92.6 90.7
0 8 1.7 83.3 84.9 86.5 88.1 89.7 91.3 92.8 92.2 90.3
MCTN 1
Altitude Air Conditioning OFF ENG ANT-ICE ON Airframe ANTI-ICE OFF
(ft) IOAT ( "C)
-50 -40 -30 -20 -10 0 10 20 30 40 50
20000 90.7 9 2.1 9 3.4 94.7 96.0 94.9 93.2
15 000 88.4 89.9 91 .3 92.7 94.2 95.3 93.5
10 000 86.0 87.5 88.9 90.4 91.8 93.2 93.5
5 000 82.8 84.3 8 5.7 87.2 88.6 90.1 91.5
0 79.3 80.9 82.4 83.9 85.5 87.0 88.5

Volume 3 Part 4 TRP OFF Operation Page6
Altitude Airframe ANTI-ICE OFF

(ft)
-50 -40 -30 -20 -10 0 10 20 30 40 50
35000 97.0 97.0 97.0 96.7 95.6 94.1 91 .8
30000 96.4 97.0 97.0 97.0 96.5 95.3 93.3
25000 94.6 95.6 96.7 97.0 97.0 96.4 94.8
20000 92.5 93.8 95.1 96.4 97.0 96.6 95.2 93.1 90.8 88.7
15 000 90.0 91.5 92.8 92.0 93.4 94.9 95.4 93.4 91.0 88.8
10000 87.5 89.0 90.5 91.9 93.4 94.9 95.2 93.7 91.9 89.7
5000 84.7 86.2 87.7 89.3 90.7 92.3 93.7 93.4 91.7 89.6
0 81.1 82.7 84.2 85.8 87.4 88.9 90.5 92.0 91 .3 89.5
MCT N1
Altitude Air Conditioning ON ENG ANT-ICE ON Airframe ANTI-ICE ON
(ft) IOAT
-50 -40 -30 -20 -10 0 10 20 30 40 50
35000
30000 90.6 91.6 92.7 91.5 88.9 84.9 83.3
25000 89.6 90.7 91.8 92.9 91.9 90.6 88.0
20000 88.4 89.6 90.8 91.8 92.6 90.6 88.0
15000 86.2 87.6 88.8 90.0 91.2 91.9 89.0
10000 83.5 84.8 86.2 87.4 88.6 89.8 90.0
5000 80.6 81.8 83.1 84.4 85.8 87.2 88.5
0 77.0 78.5 79.8 81.3 82.6 84.1 85.5

FADEC OFF- General
Above the PEDs is a switch for each FADEC; each switch light has two annunciators: a
white OFF annunciator and an amber FAULT annunciator. An amber + FADEC caption on
the CWP illuminates if any one of the FAULT annunciators illuminates.
A FAULT annunciator indicates that the associated FADEC has failed. The OFF
annunciator illuminates if the FADEC is selected OFF.
If the engine is at a high power when the FADEC fails or is selected OFF, the engine will
freeze at the existing speed; the thrust lever has to be brought into the low power range to
regain control of the engine; control will be regained in manual. If the engine is at low
power when the FADEC fails or is selected OFF, transfer to manual is immediate. The
boundary between low power and high power is a thrust lever position approximately
halfway between IDLE and take-off thrust.
To return to FADEC on operation, the thrust lever must be moved to IDLE and the FADEC
switch light selected on. It takes up to 12 seconds for the FADEC to regain complete
control. The thrust lever must not be moved during the 12 seconds after on selection.
The FADEC must not be selected on if it has been switched off due to a FADEC FAULT.
The autothrottle must not be used with FADEC OFF.
Expect thrust lever stagger between the FADEC OFF engine and the FADEC operative
engines. The engine will idle between 49 and 75% N2 •
There is no N 1, N2 or TGT limiting and no N 2 floor for an engine with its FADEC OFF. The
FADEC OFF engine must be closely monitored. Manually adjust the thrust lever to prevent
the engine exceeding limits or dropping below the N2 floor for the bleed state.
Engine anti-ice must be selected ON throughout the flight for the FADEC OFF engine.
At altitudes above 15 000 It, either the associated ENG AIR and PACK or the OUTER
WING and TAIL ANTI-ICE must be ON.
At altitudes above 31 000 It, the associated ENG AIR and PACK and the OUTER WING
and TAIL ANTI-ICE must be ON. If the associated PACK fails, the cruise altitude must be
31 000 It or lower.
Above 31 000 It, engine acceleration is significantly slower than normal ; allowance for this
delayed response must be made when monitoring the engine.
FCOM :V3P4-11 8 AVRO 146-RJtOO EASA Nov 06/07

Volume 3 Part 4 FADEC OFF Operation Page 2
FADEC OFF Ground Starting Procedure

The start procedure is a little different:
• The relevant FADEC FAULT/OFF annunciator must be at OFF.
• At 10% N2 , move the thrust lever to the FUEL ON detent.
• When N2 acceleration reduces to 1% per 4 seconds and fuel ignition is confirmed
by increasing EGT, move the thrust lever to IDLE.
• When N2 stabilises at idle, advance the thrust lever to increase N2 by 10% and then
move the thrust lever back to IDLE. The idle N2 should be 49 to 75%.
• High electrical or bleed loads will cause a reduction in N2 which can result in a
sub-idle condition. In order to maintain the minimum N2 of 49%, it is recommended
that the thrust lever is advanced (if necessary) to achieve 55% N2 before power
off-takes are applied.
Do not attempt cross-starting from an engine that is operating with its FADEC OFF unless
the N2 is at least 65% N2 .
FADEC OFF Taxiing
For easier thrust control when taxiing on a slippery surface:
• If the inoperative FADEC is on an inboard engine, use the outboard engines for
taxi.
• If the inoperative FADEC is on an outboard engine, use the inboard engines for
taxi.
FADEC OFF Take-off
If the take-off is not restricted by WAT limit, take-off distance or obstacle clearance with
engine anti-ice on, select ENG ANT-ICE ON for all engines. The TRP may be used for
take-off.
If the take-off performance cannot be met at ambient plus 12°C, but can be met at ambient
temperature plus 4 OC, and the ambient conditions are such that engine anti-ice is not
required:
• Select ENG ANT-ICE OFF on the three FADEC operative engines.
• Select the TRP off.
• For the FADEC operative engines, set the N1REF for no bleed on the PED N 1 SET.
• For the FADEC OFF engine, set the ENG ANT-ICE ON N1REF on the PED N1 SET.

FADEC OFF Climb and Cruise

After retracting flaps, select the TRP to CLIMB NORM. If the TRP OFF take-off was used,
press the PULL SET N 1 knobs to return to automatically presented N 1 SET.
Set the engine anti-ice as required on the FADEC operative engines.
In flight, manually adjust the thrust lever on the FADEC OFF engine to match the N 1 on the
other engines.
FADEC OFF Descent
Ensure that the FADEC OFF engine N2 does not fall below the floor of the FADEC
operating engines.
Consider making small thrust adjustments with the symmetric pair of engines with FADEC
operative.
FADEC OFF Approach
If the landing performance is not limited, select ENG ANT-ICE ON for all engines. The
TRP may be used for the approach and landing.
If the landing performance cannot be met at ambient plus 12 OC, but can be met at ambient
temperature plus 4 OC, and the ambient conditions are such that engine anti-ice is not
required:
• Select ENG ANT-ICE OFF on the three FADEC operative engines.
• Select the TRP off.
• For the FADEC operative engines, set the N1REF for no bleed on the PED N1 SET.
• For the FADEC OFF engine, set the ENG ANT-ICE ON N 1REF on the PED N1 SET.
Do not reduce FADEC OFF engine N2 below that of the FADEC operative engines.
FADEC OFF Go-around
Carefully monitor the N1 on the FADEC OFF engine to avoid exceeding N 1REF·


AVRO 146-RJ FCOM SVSTE S Chapter 9 TOC
Volume 3 Part 4 M Page 1
Chapter 9 - Systems
Minimum Oxygen Pressure for Dispatch .......................................................................
Pressurization Indication Tables ................. ..................................... ............................. 3
AC Electrical Transfer Check ........................................................................................ 8
Electrical System Cooling ........................... ..................................... ............................. 9
Overs peed Shutdown Procedure ................ ..................................... ............................. 10
PTU ............................................................................................................................... 11
Flap Computer Code................................... ..................................... ............................. 12
Flap Code Repeater.................................... ..................................... ............................. 12
Nuisance Fault Indications ............................................................................................ 13
Flap Reset Procedure Stages ..................... .................................................................. 13
CVR Tests ................................................... .................................................................. 18
Tyre and Brake Cooling- Brake Fans Inoperative and BTis Available ......................... 22
Tyre and Brake Cooling- Brake Fans Inoperative and BTis not Available ................... 23
Tyre and Brake Cooling - Brake Fans Operative and BTis not Available ..................... 24
Failure of the IRS to Enter NAV Mode with GNS Fitted ................................................ 29
Procedure if FGC White Advisory Annunciator Illuminates........................................... 30
Maintenance Memory Erase Procedure........................................................................ 30

Volume 3 Part 4 SYSTEMS
Page 2

AVRO 146-RJ FCOM SVSTE S Chapter 9
Volume 3 Part 4 M Page 1
Minimum Oxygen Pressure for Dispatch

The minimum pressure for dispatch is shown in Table 9_1_ The table provides a two hour
supply of oxygen for the pilots. The table assumes that:
• The mask regulators are set to N within two minutes of reaching 10 000 ft.
• One 1 870 litre oxygen cylinder is fitted.
The minimum pressure depends on the oxygen temperature. The temperature of the
oxygen can only be measured with any degree of accuracy alter a long period on the
ground. Consequently, the check is made in the Flight Deck Safety Checks before the first
flight of the day. The oxygen is assumed to be at the ambient air temperature when this
check is made.
In flight, the oxygen cools towards the ambient air temperature at cruise level, so a gradual
drop in indicated pressure occurs in flight. The oxygen only warms slowly, so there is a
tendency for the oxygen contents to under-read relative to the ambient air temperature on
a tum-round.
The table is entered with the temperature of the oxygen and the number of flight crew: two
or three. The rows are headed with temperature on a pink background; the columns are
headed with the number of flight deck crew on a blue background. The body of the table
contains the minimum oxygen pressure for dispatch on a pale yellow background.

Page2
Table 9.1- Minimum 0 2 Pressure for Dispatch

Chemical Oxygen
Temperature at Cylinder Mini mum Pressure (psi)
(" C) Two Flight Deck Crew Three Flight Deck Crew
-40 820 1130
-30 850 1180
-20 890 1 230
-10 920 1 280
0 960 1320
10 990 1370
20 1 020 1 420
30 1 060 1 470
40 1 090 1 520
50 1130 1 570
60 1 160 1 620

Page 3
Pressurization Indication Tables

There are two pressurization tables: Table 9.2 and Table 9.3.
Table 9.2 is for use when the differential pressure indication has failed. The table allows
differential pressure to be obtained from aircraft pressure altitude and cabin altitude. The
cabin altitude indication is pressure altitude.
Table 9.3 is for use when the cabin altitude indication fails. The table allows cabin altitude
to be obtained from aircraft altitude and cabin differential pressure. The table is accurate
when the aircraft pressure altitude is used. When the aircraft altitude is based on QNH or
QFE, an approximate cabin altitude based upon the same pressure setting is obtained from
the table. The errors are small at low altitude and low differential pressure.
The table gives a conversion that is suitable for all types of pressurization system.
However, the pressurization limits appropriate to the system must still be observed. The
maximum differential pressure and maximum aircraft altitude are given on the flight deck
placard. The maximum cabin altitude is 8 000 ft.
Table 9.2 is entered with aircraft pressure altitude and cabin altitude. The rows are headed
with aircraft altitude on a pink background; the columns are headed with cabin altitude on a
blue background. The body of the table contains the differential pressure on a pale yellow
background.
Table 9.3 is entered with aircraft altitude and differential pressure. The rows are headed
with aircraft altitude on a pink background; the columns are headed with differential
pressure on a blue background. The body of the table contains the cabin altitude on a pale
yellow background.

Page4
Table 9.2- Cabin Differential Pressure from Aircraft and Cabin Altitude
Aircraft
Altitude Cabin Altitude
(ft) 0 500 1000 1 500 2000 2500 3000 3500 4 000
0 0.0
1000 0.5 0.3 0.0
2000 1.0 0.8 0.5 0.3 0.0
3000 1.5 1.3 1.0 0.7 0.5 0.2 0.0
4000 2.0 1.7 1.5 1.2 1.0 0.7 0.5 0.2 0.0
5000 2.5 2.2 1.9 1.7 1.4 1.2 0.9 0.7 0.5
6000 2.9 2.7 2.4 2.1 1.9 1.6 1.4 1.2 0.9
7000 3.4 3.1 2.8 2.6 2.3 2.1 1.8 1.6 1.4
8000 3.8 3.5 3.3 3.0 2.7 2.5 2.3 2.0 1.8
9000 4.2 3.9 3.7 3.4 3.2 2.9 2.7 2.4 2.2
10000 4.6 4.3 4.1 3.8 3.6 3.3 3.1 2.8 2.6
11 000 5.0 4.7 4.5 4.2 3.9 3.7 3.5 3.2 3.0
12000 5.3 5.1 4.8 4.6 4.3 4.1 3.8 3.6 3.3
13000 5.7 5.4 5.2 4.9 4.7 4.4 4.2 3.9 3.7
14000 6.1 5.8 5.5 5.3 5.0 4.8 4.5 4.3 4.1
15000 6.4 6.1 5.9 5.6 5.4 5.1 4.9 4.6 4.4
16000 6.7 6.5 6.2 6.0 5.7 5.5 5.2 5.0 4.7
17000 7.0 6.8 6.5 6.3 6.0 5.8 5.5 5.3 5.0
18000 7.4 7.1 6.8 6.6 6.3 6.1 5.8 5.6 5.4
19 000 7.7 7.4 7.1 6.9 6.6 6.4 6.1 5.9 5.7
20000 7.4 7.2 6.9 6.7 6.4 6.2 5.9
21 000 7.4 7.2 6.9 6.7 6.4 6.2
22000 7.5 7.2 7.0 6.7 6.5
23000 7.5 7.2 7.0 6.7
24 000 7.2 7.0
25000 7.5 7.2
26 000 7.5
27 000
28 000
29 000
30 000
31 000
32 000
33 000
34 000
35 000

Page 5
Table 9.2 continued- Cabin Differential Pressure from Aircraft and Cabin Altitude
Aircraft Cabin Differential Pressure
Altitude Cabin Altitude
(ft) 4000 4 500 5000 5500 6000 6 500 7000 7 500 8 000
0
1000
2000
3000
4000 0.0
5000 0.5 0.2 0.0
6000 0.9 0.7 0.5 0.2 0.0
7000 1.4 1.1 0.9 0.7 0.4 0.2 0.0
8000 1.8 1.5 1.3 1.1 0.9 0.6 0.4 0.2 0.0
9000 2.2 2.0 1.7 1.5 1.3 1.1 0.8 0.6 0.4
10000 2.6 2.4 2.1 1.9 1.7 1.5 1.2 1.0 0.8
11 000 3.0 2.7 2.5 2.3 2.1 1.8 1.6 1.8 1.6
12000 3.3 3.1 2.9 2.7 2.4 2.2 2.0 2.0 2.0
13 000 3.7 3.5 3.2 3.0 2.8 2.6 2.4 2.1 1.9
14 000 4.1 3.8 3.6 3.4 3.1 2.9 2.7 2.5 2.3
15000 4.4 4.2 3.9 3.7 3.5 3.3 3.0 2.8 2.6
16 000 4.7 4.5 4.3 4.0 3.8 3.6 3.4 3.2 3.0
17000 5.0 4.8 4.6 4.4 4.1 3.9 3.7 3.5 3.3
18000 5.4 5.1 4.9 4.7 4.4 4.2 4.0 3.8 3.6
19 000 5.7 5.4 5.2 5.0 4.7 4.5 4.3 4.1 3.9
20000 5.9 5.7 5.5 5.2 5.0 4.8 4.6 4.4 4.2
21 000 6.2 6.0 5.8 5.5 5.3 5.1 4.9 4.7 4.4
22000 6.5 6.3 6.0 5.8 5.6 5.4 5.1 4.9 4.7
23000 6.7 6.5 6.3 6.1 5.8 5.6 5.4 5.2 5.0
24 000 7.0 6.8 6.5 6.3 6.1 5.9 5.6 5.4 5.2
25000 7.2 7.0 6.8 6.5 6.3 6.1 5.9 5.7 5.5
26 000 7.5 7.2 7.0 6.8 6.6 6.3 6.1 5.9 5.7
27 000 7.7 7.5 7.2 7.0 6.8 6.6 6.3 6.1 5.9
28 000 7.5 7.2 7.0 6.8 6.6 6.3 6.1
29 000 7.4 7.2 7.0 6.8 6.6 6.3
30 000 7.4 7.2 7.0 6.8 6.6
31 000 7.6 7.4 7.2 7.0 6.7
32 000 7.6 7.4 7.1 6.9
33 000 7.5 7.3 7.1
34 000 7.5 7.3
35 000 7.7 7.5

Page6
Table 9.3- Cabin Altitude from Aircraft Altitude and Cabin Differential Pressure
Aircraft Cabin Altitude

Altitude
(ft) 0.5 1.0 1.5 2.0 2.5 3 .0 3.5 4.0 4.5
0
1 000 44
2000 1 016 59
3000 1 987 1 003 47
4000 2 956 1 944 962 7
5 000 3925 2 884 1 874 893
6000 4 893 3 821 2783 1n 6 798
7000 5859 4 756 3689 2655 1 652 677
8000 6824 5689 4 591 3 529 2 500 1 502 532
9 000 7788 5 491 4400 3 344 2 320 1 327 362
10000 6 387 5266 4183 3 133 2116 1129 169
11 0 00 7 279 6 128 5 01 6 3 941 2 899 1 889 908
12 0 00 6 985 5 844 4 742 3 675 2642 1 639
13 0 00 6 667 5537 4445 3387 2 362
14000 6326 5 207 41 26 3 078
15000 5963 4 8 57 3 786
16 0 00 6 711 5 580 4 486
17000 7452 6295 5 178
18 0 00 7 002 5 861
19 000
20000
21 000
22 0 00
23 0 00
24 000
25000
26 000
27 000
28 000
29 000
30 000
31 000
32 000
33 000
34 000
35 000

Page 7
Table 9.3 continued- Cabin Altitude from Aircraft Altitude and Cabin Differential Pressure
Aircraft Cabin Altitude

Altitude
(ft) 5.0 5.5 6.0 6.5 7.0 7.5 7.6 7.7 7.8
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10 000
11 000
12 000 665
13 000 1368 402
14000 2063 1077 119
15 000 2749 1743 766
16000 3427 2401 1 406 438
17000 4097 3 051 2 036 1 051 93
18 000 4 758 3 691 2657 1 654 679
19 000 5 410 4 322 3 269 2247 1 256 293
20000 6053 4944 3 871 2 831 1 823 844 651 460 270
21 000 6687 5 557 4464 3406 2380 1 385 "1 189 995 802
22000 7 312 6160 5 047 3970 2 928 1 917 "1 718 1 520 1 324
23000 7927 6753 5 620 4 525 3 465 2438 2438 2036 1 836
24 000 6184 5070 3993 2950 2744 2 541 2 339
25 000 6 737 5 605 4 510 3 451 $243 3036 2 831
26 000 7 280 6129 5 018 3942 3 731 3 522 3 313
27 000 6644 5 515 4423 4209 3996 3 785
28 000 7148 6 001 4894 4677 4 461 4 247
29 000 7 641 6478 5354 5134 4 916 4 698
30 000 6944 5805 5581 5 360 5140
31 000 7 399 6244 6244 5 793 5570
32 000 6674 6674 6 217 5 991
33 000 7093 6860 6630 6 401
34 000 7 501 7 501 6630 6 801
35 000 7899 7661 7425 7191

Pages
AC Electrical Transfer Check

The AC bus-tie and transfer system must be checked once a day. The check may be done
before or after flight. The aircraft must be stationary, with the park brake on while the
transfer check is made.
If the check is done before flight, it is done in the after start checks and replaces the
GENERATORS check.
If the check is done after flight, it may be done in the after landing checks, or the shutdown
checks. The transfer check replaces the GENERATORS check.
The transfer check procedures are given in Tables 9.4 and 9.5.
Table 9.4 - AC Electrical Transfer Check Before Flight

GEN4 .......................................................... ON
APU GEN ..................................................... OFF/RESET if ON
EXT AC ........................................................ OFF if ON
L EFIS .......................................................... Operative
AC BUS 1 and ESS AC annunciators .......... Out
GEN 1 .......................................................... ON
APU GEN ..................................................... ON
All electrical panel annunciators ................... Out
Table 9.5- AC Electrical Transfer Check After Flight

FLAPS .......................................................... Indicating zero
APU GEN ..................................................... OFF/RESET if ON
EXT AC ........................................................ OFF if ON
GEN 1 .......................................................... OFF/RESET
L EFIS .......................................................... Operative
AC BUS 1 and ESS AC annunciators .......... Out
APU GEN ..................................................... ON
EXT AC ........................................................ ON if required
GEN 4 .......................................................... OFF/RESET

Page9
Electrical System Cooling

When operating in temperatures above ISA + 15"C, some limitations are put on the ground
operation of the electrical system if cooling air is limited. The limitations are given in Table
9.6.
Table 9.6- Electrical System Cooling

For normal operation, at least one ECS pack (or equivalent ex1ernal
cooling equipment) and the avionics cooling fan must be available.
If cooling air is only available from the avionics cooling fan , the
ISA + 15"C to following must not be on for more than 30 minu tes before take-off:
ISA + 25"C
• Avionics master switch 1.
• Weather radar.
• Marker.
For normal operation, both ECS packs (or equ ivalent ex1ernal cooling
equipment) and the avionics cooling fan must be available.
If only one ECS pack (or equivalent ex1ernal cooling equipment) and
th e avionics fan are available, the following must not be on for more
Above th an 30 minutes before take-off:
ISA + 25"C
• Avionics master switch 2.
• Weather radar.
If cooling air is only avai lable from the avionics cooling fan , the use of
th e electrical system mu st be limited to 30 minutes.
If the aircraft has been hot soaked in ambient temperatures exceeding
Hot soak ISA + 35"C with power off, the packs must be operated for at least 30
minutes before the avionics master switches are turned on.

Page 10
Overspeed Shutdown Procedure

The engines are shut down using the overspeed procedure after the last flight of the day.
The procedure is given in the box below.
The test circuit is only functional between 26% and 40% uncompensated N 1 •
It is important to move the thrust lever to FUEL OFF as soon as the engine starts to run
down.
Overspeed Shutdown Procedure

Set the first engine to between 30 and 35% N 1 •
Press and hold the relevant ENG OVSPD push button for one to two seconds.
Confirm that the engine runs down; then select the relevant thrust lever to FUEL OFF.
Monitor the EGT during the rundown.
If EGT appears to be rising above 3500C, carry out a motoring cycle once rotation has
ceased.
Repeat the procedure for remaining engines.

Page 11
PTU
The PTU has a cyclic characteristic when no demand is made on the green system and
engine 3 pump is not running. The PTU runs at high speed until it reaches a cut-out
pressure; the PTU then runs at low speed and the green system pressure decays; when a
cut-in pressure is reached, the PTU again runs at high speed and the cycle is repeated.
The cycle is shown in Figure 9.1.
On some PTUs, the cut-in pressure is close to the cut-out pressure. In this case, the
indicated pressure is constant and the PTU makes a gentle "cogging" noise. This situation
is acceptable. However, if the pressure remains constant and the PTU makes a loud harsh
noise, there is a problem with the PTU, the green system or a green service.
Figure 9.1 - PTU Cycle
2 500 - 2 900 psi
Minum um of 2 100 psi
Time
l·v3p 1·09·00 15 7
The cycle is checked once per day; the AC pump is used to drive the PTU and the cut-in
and cut-out pressures must fall within the limits given in Figure 9.1.
The PTU must be on for taxi, take-off and initial climb. The PTU may be switched off in the
climb and may remain off in the cruise; this prolongs PTU life. The PTU must be selected
on prior to the descent and must be left on for the approach, landing and taxi to stand.
FCOM :V3P4-11 8 AVRO 146-RJtOO EASA Nov 06/07

Page 12
Flap Computer Code

The fault identification/reset procedure contains the option of checking the flap computer
safety code. The computer is in the rear of the avionics bay on the port side. It is shown in
Figure 9.2.
The code is given by a row of LEOs on the front face of the computer. The LEOs can only
indicate one code at a time.
Beneath each LED is a number. The code is determined by adding up the numbers
beneath the lit LEOs. Code 2 and 11 are shown in Figure 9.2.
Pilots should only attempt to read the flap code on the computer if they have received
instructions about the hazards of working in the avionics bay with the electrical busbars
powered.
Figure 92 - Rap Computer with Example Flap Codes
Code2
Code 11 : •• n e1
1 2 4 B
• ULED ( Unl~ LEO

1-V 3p4 .()9-00002
Flap Code Repeater

A modification is available to allow the flap code to be displayed on the flight deck. The
modification installs a flap code repeater on the right console.
There are two pushbuttons on the display: PRESS TO READ and PRESS TO TEST. The
flap code is displayed on an LCD when the PRESS TO READ button is pressed and held.

Page 13
Nuisance Fault Indications

Nuisance fault indications can become latched due to:
• Non standard electrical bus switching.
• Flap selection with either hydraulic system depressurized.
• Flap lever held out detent for more than 4 seconds
• Spurious torque limiter lock
In any of these cases, the reset procedure will reset the fault indicators.
Flap Reset Procedure Stages
The procedure is for use on the ground with the aircraft stopped and the parking brake
applied.
The procedure is divided into 6 stages. Stage 1 attempts to unlatch the nuisance fault by
running tests; power to the busbars is not interrupted
Stages 2, 3 and 4 verify that the system is serviceable; again power to the busbars is not
interrupted.
Stage 5 powers the aircraft down to just the battery. This stage must be performed with
the engines shut down and chocks in position. At night, consider deplaning the
passengers before carrying out this stage.
Stage 6 is used with the engines running. The power interrupts are less drastic than at
stage 5. Stage 6 interrupts power to the channel 1 busbars (except EMERG DC) for
2 seconds and then interrupts power to the channel 2 busbars for 2 seconds.

Page 14
Flap System Fault Identification/Reset Procedure

Stage 1
If a qualified engineer is available, hand the aircraft over for maintenance action with a
full report of the defect.
Aircraft stopped and parking brake applied.
If possible, read and record the fault code before attempting the reset procedure.
Check overhead panel FLAP circuit breakers (C9, 09, E1 0 and F9)
If a circuit breaker has been inadvertently left open , it may be reset.
If a circuit breaker has tripped, then maintenance action is required.
To continue with the procedure, all FLAP circuit breakers must be set.
Ensure that the area around the flaps is clear.
Flap lever....................................................... Fully in detent
Ensure that the lever position agrees with the indicated position. If the flaps have
stopped between detented positions, move the lever back to the previous detent.
Pressurize both hydraulic systems; the flaps may start to move.
If the flaps move, wait until they stop.
FLAP SAFETY button .................................... Press and release
FLAP INOP caption ... .. ........ .. ......... .. ......... .. .. Confirm lit
Wait 20 seconds
Check FLAP INOP and FLAP FAULT captions
FLAP FAULT and FLAP INOP out FLAP FAULT or FLAP INOP lit
Go to Stage 2 If engines are not running, go to Stage 5
If engines are running, go to Stage 6

Page 15
Flap System Fault Identification/Reset Procedure Continued

Stage 2
FLAPS ·················-····································-·· Select UP- 18-24-30-33-30-24- 18-
UP
Allow flaps to move to each position before
reselecting.
Check FLAP INOP and FLAP FAULT capt ions
Maintenance action required before
Go to Stage 3
dispatch
END
Stage 3
FLAP CTRL FAULT VEL button ............... ._ .. Press and release
Confirm FLAP FAULT caption lit
Wait 20 seconds
Check FLAP FAULT and FLAP INOP capt ions
Go to Stage 4
dispatch
END
Stage 4
FLAP CTRL FAULT GRN button ................ Press and release
Confirm FLAP FAULT caption lit
Wait 20 seconds
Check FLAP FAULT and FLAP INOP capt ions
System is fully serviceable Maintenance action required before
dispatch
If Stage 6 has been used, the before
take-off checklist must be performed - this
ensures that all avionics are correctly set
for take-off. Refer to FCOM Vol 3 Part 2,
NORMAL CHECKLIST CARD 2, BEFORE
TAKE-OFF.
END END

Page 16

Stage 5 - All engines shutdown
If a qualified engineer is available, hand the aircraft over for maintenance action.
Parking brake .............................................. ON
Wheels ........................................................ Chocked
Brief cabin crew that cabin emergency and normal lights will be affected.
At night, consider allowing passengers to disembark (power is reduced to the battery
level).
AC PUMP and PTU ..................................... ON
CABIN EM ERG LIGHTS ............................. ARM (if required)
A VI ON ICS, AP and YD MASTERS ............. OFF from right to left
STBY INV .................................................... OFF
STBY GEN .................................................. OFF
EXT AC ....................................................... OFF
APU GEN (if APU running) .......................... OFF/ RESET
Wait 20 seconds
Caution: The following actions will repressurize the hydraulic system and the flaps may
start to move - check flaps are at position selected.
APU GEN (if required) ................................. ON
EXT AC (if required) .................................... ON
STBY GEN .................................................. ARM
STBY INV .................................................... ARM
AVIONICS, AP and YD MASTERS ............. ON from lett to right
HYDRAULIC LO PRESS annunciators ....... Confirm both out
Wait 20 seconds
FLAP SAFETY button ................................. Press and release
FLAP INOP caption ..................................... Confirm lit
Wait 20 seconds
Check FLAP INOP and FLAP FAULT captions
Go to Stage 2
dispatch
END

Page 17

Stage 6 - All engines running
Parking brake ·······-····································-·· ON
Brief cabin crew that cabin emergency and normal lights will be affected
ENG 2 and 3 PUMPS .................................. ON
AC PUMP and PTU ...................................... ON
GENS 1 and 4 ...... .................................... ._ .. ON
APU GEN ............. .................................... ._ .. OFF
AC BUS- TIE ....... .................................... ._ .. OPEN
DC BUS-TIE ......... .................................... ._ .. OPEN
GEN 1 .................. .................................... ._ .. OFF
Wait 2 seconds
GEN 1 ··················-···································--·· ON
GEN 4 ··················-···································--·· OFF
Wait 2 seconds
GEN 4 ··················-···································--·· ON
Wait 20 seconds
APU GEN ·············-···································--·· ON
AC BUS-TIE ......... .................................... ._ .. AUTO
DC BUS-TIE ......... .................................... ._ .. AUTO
FLAP SAFETY button ............................... ... Press and release
FLAP INOP caption .................................. ._ .. Confirm lit
Wait 20 seconds
Check FLAP INOP and FLAP FAULT capt ions
Go to Stage 2 Go to Stage 5 or hand over to maintenance
FCOM :V3P4-11 B AVRO 146-RJtOO EASA Nov 06/07

Page 18
CVRTests
There are five different CVRs: two with magnetic tapes and three with solid state
recorders. There are four d ifferent control panels. The possible combinations and their
tests are given in Tables 9.7 and 9 .8 . Each test has a letter. The appropriate letter is on
the flight deck placard.
Table 9.7- CVRs with a Meter on the Control Panel
Test A- Sundstrand Tape Recorder

To initiate the test, press and release the test button.
The test is passed if the needle moves into the green band twice and then drops back to
zero .
Test 8 - Fairchild Tape Recorder
To initiate the test, press and hold the TEST button.
The test is passed if the needle moves into the gre en band and flicks over a small range
at regular intervals of a little under one second . Four consecutive flicks should be
observed. This ensures that all four channels are serviceable.
When the TEST button is released the needle moves back to zero.
Test C- Allied Signal Solid State Recorder
To initiate the test, press the TEST but ton for '12 a second and then release the button.
The test is passed if the needle moves into the green band for 1 second and then drops
back to zero.
Test D- L3 Solid State Recorder
The test is passed if the needle moves into the green band after about 5 seconds. The
needle remains in the green band until the TEST button is released.

Page 19
Table 9.8- CVRs without a Meter on the Control Panel

Test E - Allied Signal Solid State Recorder
To initiate the test, press the TEST button for Yz a second and then release the button.
The test is passed if the STATUS LED illuminates for 1 second.
Test F- L3 Solid State Recorder

The test is passed if green LED illuminates after about 5 seconds. The LED remains
illuminated until the TEST button is released.
Test G - BASE Solid State Recorder
To initiate the test, press the TEST button for more than 1 second and then release the
button.
While the test is running, the CVR LED flashes alternately amber and green for about 1 0
seconds.
If the test is passed, the LED illuminates steadily in green for about 10 seconds. If the
test fails, the LED illuminates steadily in amber for 10 seconds.
If the LED illuminates steadily in green without an initial period of alternate amber/green
flashing, the test has failed.
FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Jan 30/ 11

Page 20
Table 9.8 continued - CVRs without a Meter on the Control Panel

Test J- L3 Solid State Recorder
To initiate the test, press and hold the TEST button for more than 1 second and then
release the but ton.
The test is passed if the green status LED illuminates and remains on until the TEST
button is released.
FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Jan 30/ 11

Page 21
FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Jan 30/11

Page 22
Tyre and Brake Cooling - Brake Fans Inoperative and BTis Available
When any brake fan is inope rative and the BTis are available, the minimum cooling period
may be found from Table 9 .9 . To use the table:
• Record the maximum temperature achieved by the hottest brake after landing.
• Sum the cooling period before the last flight and the time of the last flight.
Enter the table with this total time and the maximum indicated brake tem perature. The
rows are headed with brake temperature on a pink background; the columns are headed
with the total time on a blue background. The body of the table contains the minimum
brake cooling time on a pale yellow background
Minimum Brake Cooling Time (minutes)

Cooling Time at Last Airfield +Time of Last Flight (minutes)
(OC) 40 60 80 100 120 140 160 180 200
250 30 20 20 20 20 20 20 20 20
350 50 50 34 20 20 20 20 20 20
450 70 70 70 54 39 24 20 20 20
550 90 90 90 90 74 59 44 40 40
650 110 110 110 110 110 94 79 64 60
FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Jan 30/ 11

Page 23
Tyre and Brake Cooling - Brake Fans Inoperative and BTis not Available
When any brake fan is inoperative and BTis are not available, the minimum cooling period
may be found from Figure 9.3 and Tables 9.10 to 9.12.
First, the ground speed at which the brakes were applied must be found. Ground speed is
found from Figure 9.3. To find the groundspeed:
• Enter with the air temperature and go vertically up to the aerodrome altitude line.
• Go horizontally across to the first reference line.
• Follow the grid until vertically above the brakes on lAS.
• Go horizontally across to the next reference line.
• Follow the grid until vertically above the reported wind component.
• Go horizontally across and read off the groundspeed.
The next step is to make a subjective assessment of the braking: heavy, medium or light.
Table 9.10 is used if the braking is assessed as light. Table 9.11 is used if the braking is
assessed as normal. Table 9.12 is used if the braking is assessed as heavy.
Each table is entered with the aircraft weight, the flap angle and the groundspeed at which
the brakes were applied. The flap angles in the table are 18 o and 33 °. For flap settings of
24 o and 30 °, enter the table with a flap angle of 18 °. The rows are headed with aircraft
weight on a pink background. Each weight row has two sub-rows: 18 o of flap and 33 o of
flap. The sub-row headers are on a green background. The columns are headed with
groundspeed on a blue background. The body of the table contains the minimum brake
cooling time on a pale yellow background.
In some instances, the time found from the tables is conservative. In these cases, a
shorter time can be obtained from the graphs in the Systems Operation chapter of the
FCOM Volume 3 Part 1.

Page 24
Tyre and Brake Cooling- Brake Fans Operative and BTis not Available
Landing
The minimum cooling period for medium or light braking with all brake fans operative and
no brake temperature indication available is 20 minutes for aircraft fitted with standard
tyres. For aircraft fitted with low pressure tyres the minimum cooling period is 25 minutes.
The minimum cooling period for heavy braking with all brake fans operative and no brake
temperature indication available is 30 minutes for aircraft fitted with standard tyres. For
aircraft fitted with low pressure tyres the minimum cooling period is 35 minutes.
The minimum cooling period for aircraft operating from runways at or above 8000 ft with all
brake fans operative and no brake temperature indication available is 30 minutes for
aircraft fitted with standard tyres.
Rejected Take-Off
The minimum cooling period after a rejected take off may be found from Figure 9.3 and
Tables 9.10 to 9.12.
First, the groundspeed at which the brakes were applied must be found. Groundspeed is
found from Figure 9.3. To find the groundspeed:
• Enter with the air temperature and go vertically up to the aerodrome altitude line.
• Go horizontally across to the first reference line.
• Follow the grid until vertically above the brakes on lAS.
• Go horizontally across to the next reference line.
• Follow the grid until vertically above the reported wind component.
• Go horizontally across and read off the groundspeed.
The next step is to make a subjective assessment of the braking: heavy, medium or light.
Table 9.10 is used if the braking is assessed as light. Table 9.11 is used if the braking is
assessed as normal. Table 9.12 is used if the braking is assessed as heavy.
Each table is entered with the aircraft weight, the flap angle and the groundspeed at which
the brakes were applied. The flap angles in the table are 18 o and 33 °. For flap settings of
24 o and 30 °, enter the table with a flap angle of 18 °. The rows are headed with aircraft
weight on a pink background. Each weight row has two sub-rows: 18 o of flap and 33 o of
flap. The sub-row headers are on a green background. The columns are headed with
groundspeed on a blue background. The body of the table contains the minimum brake
cooling time on a pale yellow background.
In some instances, the time found from the tables is conservative. In these cases, a
shorter time can be obtained from the graphs in the Systems Operation chapter of the
FCOM Volume 3 Part 1.

Page 25

Page 26
Figure 9_3 - lAS to Groundspeed
I R85 C 004
01
0
I
~
0 ....
oo
01
0
ID 1\) 1\) 1\) 1\) 1\) 1\)

0 0 1\) (,j .... (11 (J) .._. lXI ID 0 ~ 1\) .... 01 (J)
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TRUE GROUND SPEED KNOTS V3P1 09_00177

Volume 3 Part 4 SYSTEMS Page 27
Weight at Minimum Brake Cooling Time (minutes)

Brakes Rap Angle at Brakes On
On (kg) 80 100 120 140 160
18° 20 23 43 60 76
25000
33° 20 20 36 50 63
18° 20 36 56 78 90
30000
33° 20 33 49 63 90
18° 23 46 63 90 90
35000
33° 20 40 58 82 90
18° 30 53 78 90 90
40000
33° 22 46 72 90 90
18° 40 63 90 90 90
45000
33° 33 56 82 90 90
Weight at
Brakes Rap Angle at Brakes On
On (kg) 80 100 120 140 160
18° 36 42 66 86 90
25000
33° 20 20 56 77 90
18° 36 56 84 90 90
30000
33° 30 52 74 90 90
18° 40 63 90 90 90
35000
33° 38 60 88 90 90
18° 52 80 90 90 90
40000
33° 45 70 90 90 90
18° 60 90 90 90 90
45000
33° 54 86 90 90 90

Page 28
Weight at Minimum Brake Cooling Time (minu tes)

Brakes Flap Angle Ground at Brakes On
On (kg) 80 100 120 140 160
18 ° 50 60 88 90 90
25000
33° 46 54 79 90 90
18 ° 50 79 90 90 90
30000
33° 46 72 90 90 90
18 ° 58 90 90 90 90
35 000
33° 53 90 90 90 90
18 ° 74 90 90 90 90
40000
33° 60 90 90 90 90
18 ° 84 90 90 90 90
45000
33° 74 90 90 90 90
FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/11

Page 29
Failure of the IRS to Enter NAV Mode with GNS Fitted

If the IRS does not enter the NAV mode:
• Select the IRS mode selectors to ALN.
• Enter the correct position on navigation page 4 of GNS 1.
If the NAV annunciators do not extinguish, enter the correct position on navigation page 4
of GNS 2.
If the NAV annunciators remain illuminated:
• Select the GNSs OFF.
• Wait 10 seconds.
• Select the GNSs ON.
• Initialise one GNS.
If the NAV annunciators remain illuminated:
• Select the GNSs OFF.
• Select the IRS mode selectors to OFF.
• Wait one minute.
• Go through the normal initialisation procedures.

Page 30
Procedure if FGC White Advisory Annunciator Illuminates

A fault in an FGC is indicated by the associated white advisory annunciator: FGC 1 or FGC
2.
It may be possible to regain any lost FGC facilities and extinguish the annunciator by
cycling power to the FGC. For some aircraft this is done by cycling the associated avionics
master switch; for others, by cycling the associated AP master switch. After cycling power
it will take about 45 seconds for the FGC to reset on the ground, and about 10 to 15
seconds in the air.
If the FGC is powered via the avionics master switch, the reset procedure must not be
carried out in the air; power to the FGC 1 is via avionics master 1 and power to FGC 2 is
via avionics master 2.
When the FGC is not powered, the AP, FD, autothrottle, electric trim and FTC are lost.
Before cycling the AP master in the air, disconnect the AP, the autothrottle and the FD; trim
manually and do not make flap selections until the FGC resets. Once the FGC finishes its
power up test, an attempt can be made to engage the AP, the autothrottle and the FD.
When power to the in-use FGC is cycled, the TRP and MCP may require resetting.
If the reset is not successful, on the ground, the procedure is completed by carrying out a
Maintenance Memory Erase Procedure.
If the FGC white annunciator remains illuminated with:
• The altitude selector showing dashes, the altitude selection and alerting functions
are lost.
• A related FGC annunciation, the annunciated system is inoperative.
• The altitude selector functioning normally and no other FGC annunciations, the
FGC may be degraded.
Maintenance Memory Erase Procedure
Go to the EFIS LRU maintenance page. The procedure to access the page is given in
Figure 9.4.
To enter the DFGC maintenance mode:
• Move the cursor to the respective FGC and press the DATA key.
• Move the cursor to FAULT ERASE and press the DATA key.
• If successful, a FAULT ERASED message is displayed.
• Move the cursor to MAIN MENU and press the DATA key.
• Move the cursor to QUIT and press the DATA key.
• Wait approximately 45 seconds for the FGC to complete its self test.

Page 31
Figure 9-4 - Entering the LRU Maintenance Mode
Aircraft must be on the ~oLn:L

The aircraft must be stopped.
The parking brake rrust be set and have been set for at least20 seconds.
t
To anter maintenance modo __. Pross and hold--. THEN Press THEN
Bodl buttons can be released when the maint.enance d isplay appears. +
Cui'SOf'
4menu items
Moves the cursor

down the menu.
•
Moves the cursor
up the menu.
Selects the Item

a.gainst the cursor. 1-V 3p4-09-00003

Page 32

AVRO 146-RJ FCOM LOW VISIBILITY OPERATIONS Chapter 10 TOC
Chapter 10 - low Visibility Procedures

Take-off __ ... __ .... __ ............... __ ......... __ ......... __ ......... __ ......... __ ......... __ ......... __ .... __ .... __ ... __ .... __ __ 1
Category 2 Approach Configuration ............ .................................................................. 1
Category 3 Approach Configuration ......... _. ... _. .... _. ......... _. ......... _. ......... _. .... _. ... _. .... _. .... _.
Instrument Display Requirements for a Category 2 or 3 Approach .............................. 2
Equipment Required for a Category 2 or 3 Approach ...................... ............................. 3
Automatic Landing ...... _. ......... _. ......... _. ................................ _. ......... _. ............................. 4
FCOM :V3P4·1 18 AVRO 146-RJ100 EASA Nov 06/07

Volume 3 Part 4 LOW VISIBILITY OPERATIONS
Page 2

Volume 3 Part 4 LOW VISIBILITY OPERATIONS Page 1
Take-off
The recommended procedures for a low visibility take-off are:
• Use the full runway length. Only in exceptional circumstances depart from an
intersection.
• Use a flap setting of 30° . If the take-off performance does not allow a 30° flap
take-off, use the highest flap setting allowed by the take-off performance.
• Use Nu=tEF·
• Set the take-off thrust and check it before brake release u nless the runway is too
slippery for a standing start.
Once the brakes are released:
• PF predomin antly looks outside.
• PNF predominantly monitors head-down.
Category 2 Approach Configuration
Category 2 approaches must be autopilot-coupled approaches followed by either a manual
or automatic landing .
The aircraft may mak e approaches down to Category 2 minima provided that:
• The autopilot is coupled to an ILS approved for Category 2 operation.
• The flaps are at 33 o •
• A minimum of three engines must be operating at the start of the approach.
• Category 2 or Category 3 status is indicated at 500 It radio altitude and remains
indicated until the autopilot is disengaged.
Category 3 Approach Configuration
Category 3 approaches must be autopilot-coupled approaches followed by an automatic
landing.
The aircraft may mak e approaches down to Category 3 minima provided that:
• The autopilot is coupled to an ILS approved for Category 3 operation.
• The flaps are at 33° .
• By 500ft radio altitude, select the airbrakes OUT.
• Category 3 status is indicated at 500 It radio altitude and remains indicated until the
autopilot is disengaged.
FCOM :V3P4-11 B AVRO 146-RJ100 EASA Sep 30/ 11

Volume 3 Part 4 LOW VISIBILITY OPERATIONS Page2
Instrument Display Requirements for a Category 2 or 3 Approach

Table 10.1 lists the instrument displays that must be operative at the start of a Category 2
or Category 3 approach.
Table 10.1- Approach Requirements

Instrument Display Requirements for a Category 2 or 3 Approach
Both PFDs
PNF's NO
EFIS
If PF's NO is not available, PF's PFD must be in the
compact mode
PNF's main altimeter
Air Data Vertical speed on each pilot's EFIS
Airspeed on each pilot's EFIS
The standby compass and associated lighting
Attitude and Heading
The standby attitude indicator and associated lighting
RADALT The radio altitude display on each pilot's EFIS
ILS The ILS display on each pilot's EFIS
EFIS Transfer Switch Must be at NORM
ATT HOG Transfer Switch Must be at NORM
AIR DATA CAT2 As required
Transfer Switch CAT3 Must be at NORM

Page 3
Equipment Required for a Category 2 or 3 Approach

Table 10.2 lists the equipment that must be operative at the start of a Category 2 or
Category 3 approach.
Table 10.2- Approach Requirements

Equipment Required for a Category 2 or 3 Approach
Autopilot
Flight director
PF's AP DISC switch
AP disconnect aural warning
m
•
Both OR PF's PFD AND annunciators
Flight Guidance
System
Both annunciators
PNF's annunciator for CAT 2 approaches
II
annunciators for
OR
Both CAT 3 status
both I
approaches
CAT2 OneADC
ADC
CAT3 Both ADCs
CAT2 One ILS receiver
ILS
CAT3 Both ILS receivers
RAD CAT2 One radio altimeter
ALT CAT3 Both radio altimeters
One means of confirming glideslope accuracy
Glideslope Check
For example: ADF or DME
Both engine generators or one engine generator and the APU
Electrics
generator
Hydraulics The green and the yellow system
Windshield Wipers The landing pilot's windshield wiper
i·v3p4· 1 0-00002

Page 4
Automatic Landing
For an automatic landing:
• The autopilot must be engaged prior to 1 000 ft agl and remain engaged thereafter.
• Flap 33 o must be selected.
• The runway must be at least 45 m wide.
• The glideslope angle must be at least 2.5° and not more than 3.6°.
The autopilot must not remain engaged throughout an ILS approach, touchdown and
rollout, unless the Category 3 status annunciator is lit.

AVRO 146-RJ FCOM CO VERS ONS Chapter 11 TOC
Chapter 11 - Conversions
Distance Conversion .................................................................................................... .
Speed Conversions ..................................... ..................................................................
Volume and Mass Conversions ....................................................................................
Example ...................................................... .................................................................. 1

Volume 3 Part 4 CONVERSIONS
Page 2

AVRO 146-RJ FCOM CO VERS ONS Chapter 11
Distance Conversions
Distance in kilometres = 1.85 x distance in nautical miles
Distance in statute miles = 1.1 5 x distance in nautical miles
Distance in kilometres = 1.61 x distance in statute miles
Distance in feet = 3.28 x distance in metres
Speed Conversions
Speed in knots = 1.94 x speed in metres per second
Speed in k ilometres/hour = 1.85 x speed in knots
Speed in statute miles/hour = 1.1 5 x speed in knots
Speed in k ilometres/hour = 1.61 x speed in statute miles per hour
Volume and Mass Conversions

Volume in litres = 4.546 x volume in imperial gallons
Volume in litres = 3.785 x volume in US gallons
Volume in US gallons = 1.201 x volume in imperial gallons
Mass in pounds = 2.2046 x mass in kilograms
Mass in kilograms = specific gravity x volume in litres
Mass in pounds = specific gravity x 10 x volume in imperial gallons
Mass in pounds = specific gravity x 8.327 x volume in US gallons
Example
To calculate kilometres (km) from nautical miles (nm), multiply nautical miles by 1.85:
eg 10 nm X 1.85 = 18.5 km

Volume 3 Part 4 CONVERSIONS
Page 2

AVRO 146-RJ FCOM PRO ES Chapter 12 TOC
Volume 3 Part 4 FIL Page 1
Chapter 12 - Profiles
Figure 12.1 -Normal Take-off without Noise Abatement .............................................. 1
Figure 12.2- Noise Abatement Take-off .......................................... ............................. 2
Figure 12.3- Engine Failure with Continued Take-off................................................... 3
Figure 12.4- Climb...................................... ..................................... ............................. 4
Figure 12.5- Cruise .................................... ..................................... ............................. 5
Figure 12.6- Descent....................................................................... ............................. 6
Figure 12.7- Holding................................... ..................................... ............................. 7
Figure 12.8 - Steep Approach .......................................................... ............................. 8
Figure 12.9- ILS Approach All or Three Engines Operating.......................... .............. 9
Figure 12.10 - ILS Approach Two Engines Inoperative ................... ............................. 10
Figure 12.11 -Continuous Descent Non-precision Approach All or Three Engines
Operating .................................................... ..................................... ............................. 11
Figure 12.12- Continuous Descent Non-precision Approach Two Engines
Inoperative .................................................. ..................................... ............................. 12
Figure 12.13 - Non-precision Approach, Levelling at MDA, All or Three Engines
Operating .................................................... ..................................... ............................. 13
Figure 12.14- Non-precision Approach, Levelling at MDA, Two Engines Inoperative . 14
Figure 12.15 - Circling Approach All or Three Engines Operating ................................ 15
Figure 12.16 - Circling Approach Two Engines Inoperative.......................................... 16
Figure 12.17 - Visual Approach All or Three Engines Operating .................................. 17
Figure 12.18 - Visual Approach Two Engines Inoperative ............... ............................. 18

Volume 3 Part 4 PROFILES
Page 2

1'-
0
(0
0
Close In tum: Confirm after take-off
, Maintain at least 1e• flap until on departure headmg Initiate flap retraction schedule checklist complete. z
6
, Max1mum banK 30 when clear of obstacles: 1
+
~
,.. Not below 400 ft.
,. Not below Company mi nimum • ----
<C
,.. Not below FRH. e ---- (j)
<(
. ~L.,
w
-j
c
41
50 to 60 kt:
,. Steering with rudder alone.
P-ositive rate of climb:
,. Gear up.
!
,.. Set climb power
,. Reduce pttch attitude.
_g 0
0
<t ,. Accelerate to cJimb speed.
v, + 10 kt ....,
~
~ ~ ~- · a:
,.. Complete air switchillQ.
l' V1 V11 <h
- ~- -~
0
z ""'13 · -- · - · ""'
;::, 0
-=
~
0
·~ Rotate smoothly in about 4 sees to the

attitude required to stabilise at V 2 + 10 kt
Use of automatics
The AP may be engaged at 350 ft radio altitude.
a:
~
At the acceleration altitude, set Vsa to 210 kt. (RJ70 200 kt).
~
..ll:: Set thrust and start stopwatch: When the naps are up:
~ ,.. FleXIble thrust if performance permits. ~ Set Vse:L to the dlmb speed.
m
ii , Rolling talce.off if performance perm:its. ,.. Seled LVL C HG.
...0
E ~
z
-,.. Rolling talce-off in high surface wind. ; Press the THRUST button or the TRP CLIM B btltton. ~
(')
,... ?
:E
C>i
,... t-v3p4- 12-00 103 0
(.)
...;::,41 u.
Cl
u::
..,.,
10'
., c ~
These two points are often coincident. If so: Upper llml t of noise abatement: ; <JJ
oo
()
0
....
1\J c:~
;.. Set climb power. ,- Aocelerate through nap retraction 3~
s: ~ <Dm
<:
w
,. Accelerate through flap retraction schedule. schedule to climb speed.
z Wj:j
· 'tch Thrust reduction point :
""2 ;. Comp lete a tr svn mg. 0
iii'
Ill .,
-uc:....
!· ----- .--
~' :.. Set climb power. Ill
: l ()
~
:,... Reduce pttch attitude to )> 0
CD s:
If noise procedures not published,
maintain v1+ 10 kt.
-
g-
I ll
use higher of FRH and 800 ft.

:;.. Complete air switchi ng.
t :1
-
!!
~
JJ Posi1ive rate of climb: ~ Confirm after take-off ~
:II"
0
,. Gear up. • checklist complete. b ,
l =
~
50 to 60 kt:
0>
:Il
' ,. Steering wi1h rudder alone. 0
JJ ~
c:....
gl ~ V, VA ~-· I 1s• flap gives best noise footprint I r-

m
(/)
~""'6..., - . - ·- · -
Use of automatics
m
)>
(j)
Rotate smoothly in about 4 sees to the The AP may be engaged at 350 ft radio altitude.
)> attitude required to s tabilise at V2 + 10 kL At the thrust reduction point, press the THRUST button or
Set thrust and start stopwatch: the TRP CLIMB button.
;. Flextble thrust if performance permits. At the acceleration altitude, set VsEL to 210 kt. (RJ70 200 kt). ()
::r
, Rolling take-off if performance permits. When the flaps are up "'U!ll
z lll"'
~ ;. Rolling take-off in high surface wind. ,. Set VsEL to the climb speed
<0 -
<D ~
N~
0
~ ,. Select l Vl CHG. 1\)
0
'-1 i-v3p• ·12-00104
1'-
0
C\J (0
~(')
Complete after take-df 0
'- <I> and emergency checks.
2cn
a. co z
6
CO a_
~
u Continue cfimb atVER until:
,. MSA.
OR <C
Convenient safe height: (j)
.- Memory act.ions. ,. As required for terrain clearance. <(

w
Close in turn:
= ,. Mainla1n V2 and take-off Oap.
Sot MCT ofler Vrro echltMK!
~ but by tho 5 min point.
en
w
-1
~
0
a:
~
~
a::J
,. Maximum bank 15"
~· 5 mi nute
point
y · 0
0
...,
~
a:
<h
Q. ;
c
c
0 • /
• • -1 500ft aal-
v~
"3"
0
a:
-...
()
~ Positive rate of climb:
/ e e/ Acceleration height·- -
?i:
·~ ;. Gearup.
t-
:E
0"3"
;f
Gl
:::J
Gl
c V, VJt ~~ -·
l • t vrnJ
Commence level
accelerat ion through the ftap
retraction sehedule to Vno·
m
~
U-
--- ·- · -~ ~
U.ffi 0>
c
-,a_
If(') w (')
IDQ>
?
(')
'<:I"E :E
~:::J C>i
,... 0
o- Rotate smoothly in about 4 sees to attitude required to stabilise at V2 • u
a:g ...:::J
Gl
Set thrust and start stopwatch.
u.
?i: 0>
u:: l-v31)4· 12·00034
r-- .,.,
10'
Climb Speeds Climb Thrust c ~
'11 ; <JJ
oo
()
0
Below 8 000 ft , 250 kt (bird impact). CLIMB NORM after take-off. ....
1\J c~
s: :,:. 3~
Long range 31 000 ft and below: CLIMB MAX when the rate of climb falls below <Dm
<:
w 1 000 ft/min at the long range climb speed . Wj:j
'r TOW of 41 000 kg and below, 250 kt to 0.62 IMN Q
""2 3
Ill
: l ()
.,.,
"UC:....
:»
·t -
' TOW greater than 41 000 kg, 250 kt to 0.64 IMN. 0" ~
0
CD
Long range above 31 000 ft, 0.66 IMN. s:
f--
~
JJ
High speed , 280 kt to 0.66 IMN (FL 240).
High speed above 31 000 ft, 0.661MN.
Steep gradient, 210 kt.
•
/ Level off:
0 >- ,
i
1 000 ft to go call.
~
0>
>- Confirm acquire. :Il
' Climb checklist at lowest of: 0
JJ
c:.... >- Confirm capture. ~
~
0
>- Setting standard pressure setting. Periodic check:
r-
m
0
,... 10000ft.
• >
(/)
l
Repeat 10 000 ft items except bugs.
>-
f--
Cruise altitude.
t »- Company procedures detenmine the
frequency.
After take-off checklist: • 10 000 ft check:
m ,... Compare altimeters.
)>
(j)
)>
;;. Once flaps zero. ~ / ,... Pressurization.
Use of LNAV:
,... Altimeter bugs reset.
f--
• ,... Taxitlanding lights off.
~ Confirm position correct. ()
~1\2:::-R >~
::r
,... ');> Once engaged, check it "U!ll
,...
Ice protection.
follows the correct route. lll"'
<0 -
<D ~
0
Continuous ignition. ~~
~
0
'-1
);>
,...
Engines. "'
CWP.
L,__ i-v3p4-12 -00106
I - Navigation checks: Weather c hecks: Terrain:
r---------------------------------~ 0~
TOO: ~
0
0
:;... 3 n m per 1 000 ft. 1'-
J;> Position. }> VOLMET. }> Awareness. N 0
i
~
(0
C\J
~I.()
}> X-check aids. }> A TIS. }> Best heading for descent. ;;.. Increase by 5 nm per 20 kt tailwind . ~ 0
'- <I> ::.> Decrease by 5 nm per 20 kt .~
2cn
a. co
}> Destination Wx. }> Engine-out stabilising
z
6
CO a_ altitudes. headwind.
~ }> Alternate Wx.
u }> Stby All QNH.
Descent Checklist: - - - - - - - - - - ,
}> 2-3 mins before TOO. <C
(j)
<(
}> Max diff for semi-auto pressurization. w
+ ,
• - \:.2::: 4? !'>- •
·-· •
r r ~
en
Fuel checks: t
Pre pare Briefing 0
Hydraulics. }> Quantity.
w 0
-1 );> Electrics. }> Fuel used. Pax Briefing
...,
~
~ a:
0 )> Air conditioning. ) Tra nsfer. Approach Briefing! <h
a: "3"
Q. }> Pressurization.
[ Long range c ruise RJ70 and RJ85: 235 kt/0.681MN. [ 0
}> Oxygen. a:
}> CWP.
I Long range cruise RJ100: 240 kt/0.68 IMN. I ?i:
}> Engines.
Mach 0.70 cruise (for aircraft with drag
t-
reduction modification): VMof0 .70 IMN.
:E m
~
0"3" ~
U- Intermediate cruise (for aircraft without drag

U.ffi
-,a_ ...
:::J
()
reduction modification): VMof0 .67 IMN . ~
If(') ("')
?
IDQ> 1.()
'<:I"E [ High speed cruise: VMofMMo· [ :E
~:::J C>i
,... 0
o-
a:g ...:::J
Gl
u
u.
Maximum cruise power is CLIMB MAX.
?i: 0> Do not cruise at speeds below the long range cruise speed.
I J u::
..,
.,
Prepare briefing: I TOO: 10'
c ~
,. Arrival and approach charts , 3 nm per 1 000 rt (basic dlstanee) ; <JJ
oo
()
0 ,. Set the albmeter bugs. ,. Increase basic d1stance by 5 nm
Crosscheck altimeters: ....
1\J c:~
s: ,. Allea.st every 10 000 tt a, 3~

,. Ctleck fuel per 20 kt ta11Wlnd. <Dm
<:
w ,. When subscales changed Wj:j
,. Calculate arrival fuel ,. Decrease basic distance by 5 nm 0
""2 per 20 kt headwind.
ID
Ill Ill ..,
-uc:....
,. Determine landing wetght
s : l ()
-
' ~
,. Set speed bugs. 0
r
::1
l s:
CD
,.. Bug N,GA Pax: Briefing
Set OAT oo TRP.

I High speed: MPAo I 290 ktI
~
JJ
e ~ ":9 !>- • • - • - • -.........__ I Long range: 0 60 IMN / 250 kt I
---------~
,
i i
0
~ :Il
0>
' Arrival Meftog ' 0
JJ ~
c:.... , TOO. Descent checklist: RAD ALT:
~ r-
0
,. Weather and NOTAMS ,. 2 to 3 minutes before TOO. ,. Announce 2 500ft.
m
(/)
0
,. Fuel and holding capability. , Necessary for analogue pressurization ~e I

,.
,.
Safety altitudes
STAR and approach.
systems to be reset
MSA:
t ----- +e
m ,. Missed approach. Cabin ahead of /j,p ,. Confirm position before
)>
(j)
)>
,. Route to alternate further descent
,. Navigation aid set up.
,. Review bugs. ()
,. Use of APU/eng a1r. ::r
"'U!ll
z .,.. ,. Use of 1ce prot, cont lgn and Wx radar
lll"O
~ <
<0 -
<D ~
0 ~ ,. Taxi routing. a>~
~
0
'-1
iii ,.. Spec.i al conditions. "'
§ ,.. Cat 2/3 brief 1f required.
~
Volume 3 Part 4 PROFILES
Page 7
Figure 12-1 - Holding
.~
Start speed reduction 3 minutes
before the holding fix.
H olding Clean
Gives best endurance.
Comfortable speed: 210 kt. If fuel is low:
Best economy data in FDH. Hold clean at best economy speed.
Minimum speed no ice: VFTo + 10 kl.
Minimum speed with ice: VFTo + 17 kt.
· ------~------------~
Ho lding with 18° Flap
Gives lowest holding speed.
Data in FDH.
Speed not less than VREF33 + 30 kt.
Do not hold in icing with 18° flap.
Icing Conditions
Hold clean
ENG ANT-ICE and a irframe ANTI-ICE must be ON
INNER WING DE-ICE:
)> ON for 1 minute every 8 to 10 minutes in the hold.
)> ON when altitude reduced for approach and landing.
Fuel
Use flowmeters to ·estimate endurance.
Highest altitude is generally best
Most economical speeds in FDH.
i-v3p4-12-00110

~,..___- Radar Vector
., .-----,
10'
., c ~
Descend outbound or on radar base: ; <JJ
oo
()
0 , Flap 18 ....
1\J c:~
s: Co 3~
~ Reduce to VRFH'\ + 30 kl <Dm
<:
w
Flaps up, reduce speed '
(/)
Wj:j
,li Ill.,0
to Vno + 10 kt minimum -uc:....
""2 ~ Procedural C'D :l()
'
~
CD
---... ,,
)>
~
s:
g
~
C.
(')
• ~
<eept looalloor. -+ A..

~
JJ
0
~
0>
'
,
,
Flap 24 °.
Reduce to VRE.Fl3 + 20 kl - ,
:Il
0
JJ ~
c:....
~ r-
0
GS 1'1. dots up: - - - - - - - '
m
(/)
0
, Gear dawn.
, Flap33°,
, Reduce to VAPf> Landing assured:
m " ConfirmS APP green annunciator lit, ~ Reduce to target threshold speed.
)>
(j)
)>
GS Interc ept: - - - - - - - - - - - - - ' --...:._
, Alrbrake out GS check:
-~~ t:::-:--.._
()
::r
-----
" Confirm ohed(hst complete , Outer marker. "'U!ll
z lll"'
~
~ , Locator <0 -
<D ~
I ~.::::::____
en~
0
'f , DME.
~
0
'-1 f
'-. "'
..
~
...,
Procedure Is suitable for. For 24• flap landi ngs: "'
, All engines or three engines operating , If fitted , flap 24 /33 switch to 24. ...~ I'-
0
(0
C\J
~(j)
, 33. or 24• tanding nap. Othe!Wise i 0
'-
~ VREF ts appropriate to the landing flap. ,. Press GPWS FLAP WARN OVRD button. 1 >
~ co
CO a_ z
0
~
u Descend outbound or on radar base: Higher approadl speeds may be
,. Flap 18 Radar Vector flown; see High Speed Approach.
,. Reduce to 160 kt but not below Must be stabilised by <C
(j)
VRr.F33 + 30 kt (VREr24 + 20 kt). , 1 000 ft aal in IMC <(
Cl , 500 ft aal in VMC.
w
c Flaps up, reduce speed
~Ql
to Vrro + 10 kt minimum
Q. ~ Procedural
0
en
~ ----~
1/) 0
w Ql 0
-1 c
·a, • GS c heck: ...,
~
~~ j /~ l.!lnQing fl!lp, 3~· Qr ~4·.

~ c a:
0 w ,. <h
a: Intercept {
- ..
"3"
,. Ma1ntaln VAPP
~
Q. locallser __. • --.;:,
.s::. 0
a:
...0
1-
Landing assured: ?i:
<i
.s::.
(,.)
GS 1to w, dots up'
, Gear down.
_j . . . ._ ,. A irbrake out.
, Reduce to target threshold speed.
~
2 , Landing checklist.
:E Q. m
0"3" Q.
c:z:
~16
~
-,a_ ~
Approaching GS intercept: - - - - ' ~
If(') ,. Flap 24".
("')
?
IDQ>
'<:I"E
(j)
, Reduce to VREFll + 20 kt (VREF24 + 10 kt). GS check: :E
~:::J C>i
,... , Outer mart<er. 0
o-
a:g ...:::J
Ql
, Locator.
u
LL
?i: Cl , DME Target threshold speed

u:: .___ _ _ _ _...J
The landing Is made with 24•:
., I
lfhNo engines are inoperative on the same side, do not 10'
., , If ntted. flap 24133 swilcl'llo 24 .
c ~
reduce speed below 120 kt until tanding Is assured, ; <JJ
oo
()
0 Otherwise .... c:~
!'J
.... 3~
s: ., Press GPVVS FlAP WARN OVRD IM!on. <Dm
<:
w
0
Wj:j
r- -uc:....
""2
'
CD
Descend outbo1.11d or on radar base:
, Flap 18 4(----- Radar Ve<:tor
(/)
,,
)>
Ill.,
:l()
~o
s:
, Reduce to 160 kl but not below
VREF24 + 20 kt
0
~
F1aps up, reduce speed :r
to VFTo + 10 ktminimum. ~
~ ~ Procedural 0
m
JJ
0
~
~ GS-:c:;:
h::e=
c;:::
k;:-----------~
::1
(Q
::1
Cl)
,
:Il
/~
0>
' . ' Maintain flap 24'. Ul 0
JJ ~
c:.... lnteroept S"
~
0
0
localiser -+ ·-~
_j - ""-.. 1 . - , Mal
eoglne• .,. lnopemtiw on 1he ,.me """·
0
-g
~
r-
m
(/)
........._ Checklist Landing assured: ~·

GS 1 to 1 Y. dots up: '-.....~ complete , Ai'brake out.
m
)>
(j)
)>
, Gear down.
, Landmg checklist.
\
Airbrake·as
~ ~
........
l
........._ .
- ~-
, Reduce to target I!Yeshold speed
.J-;7
__.... 11"-\f'
Approaching GS Intercept: - - - - - ' ()
z
, Flap 24°. ~ Target touchdown
300 m (1 000 ft)
-u::r
Ill Ill
, Reduce to VAPP but not below 120 kt if two GS check: <0"'2.
~ <D <D
.....
0 engines are inoperative on the same side. , Outer marker. ~
o~
~
0
'-1
Locator.
, OME. Target threshold speed
"'
...3p4-12.0000S
..., Ill
Ql
c Procedure Is suitable for: For 24• flap landings: -
~
~
0
c
C\J w
Ol
c ,. All engines or three engines operatmg.
;. 33" or 24" land1ng flap
" If fitted flap 24/33 switch to 24.
OlhetWise
-•.
..:, 1'-
0
(0
0
l"
~ ~
CL
...a:
'-
Q) Q)
Q.cn
~
VRff is appropriate to the landJng Hap. Press GPWS FLAP WARN OVRD button. "'>J. >
0
ro ro ~ Outbound: ~
z
~a..
u ...0 , Flap 1a•
, Reduce to 100 kt but not below VRCFJJ + 30 kt (VRc F24 • 20 kt) Flaps up, reduce speed
<t to VFTo + 10 kt minimum.
.c: , Oesoend to procedure tum alt1tude <C
(j)
g Plan ~nt so that. at <(
e w
Q.
MDA, aircraft Is on 3•
Q.
Beacon inbound: glldeslope to threshold.
<t
c " Start clock
0
en 'iii , Straight In - landing Hap and fly VAPP L.andiGA decision made 0
'(j
w ; Ctrcling • mamtain nap 24" and VREF33 + 20 kt at MDA + 50 ft or MAP 0
-1
~
...Q.
Gl
whichever comes first.
...,
~
I , Landing checklist a:
0 c <h
a: 0 Tracking
-
"3"
Q. z
Inbound 0
~
c a:
~DA+50ft
Gl
(,)
Ill ?i:
-----
~ Approaching descent point:
Ill
:::J
0
.-
,
Gear down ----
lnitJSte landmg checklist
' ..
:::J Airbrakes as
:E c m
; required
0"3" c Descent poirnt; ~
U- 0
U.ffi
-,a_
() ;. Flap 24".
~
If(') ;. Reduce ICl VREFl3 + 20 kt (VREf'2~ + 10 kt). ("')
IDQ>
'<:I"E
.......
C\icn
?
:E
~:::J .-c 0
o-
a:g G)~
._llJ
u
u.
:::Jii;
?i: OlQ. Target threshold speed
J u::o
r--- 5'"T1
The landing Is made with 24°: If two engi nes are lnoperadve on the same side, do not 0 - ·
., .,(Q
~!:; ~
reduce speed below 120 kt until landing is assured.
()
0
s:
<:
, If fitted, flap 24133 sw1tch to 24.
OtheiWise
, Press GPWS FLAP WARN OVRD button. ~ Plan descent so that, at
-
iil~
:::· ~
~f'J
....
II)
<JJ
oo
c:~
3~
<Dm
Wj:j
w MDA, aircraft is on 3• -uc:....
Outbound:
""2 glldeslope to threshold. Ill.,
:l()
' Flap 18"
~o
CD , Reduce lO 160 kt but not below V R!Of' 24 + 20 kt. Flaps up, reduce speed
Land/GA decision made
&'
::1
s:
to VFTo + 10 kt minimum. cr.
,. Descend to procedure turn altitude at MDA + 50 ft or MAP ::1
c:
whichever comea first. 0
(
c:
Ul
~ Beacon Inbound: 0
JJ ID
,_ Start clock.
0 ~ .,
~
0>
'
JJ
c:....
~
t~---- II ;
, Straight in - 24• flap and fly VAPP but not below 120 kt
if two engmes are inoperative on the sa me side -
~
::1
z
0
:Il
0
~
r-
0
0
Trac king
Inbound
,., Landing checklist. .,;'
::1 m
(/)
n~MDA+OOft ~
()
iii'
c;·
---- ·, ~
Approach ing descent point:
----
::1
m , Geardown. l - .,.,
)>
r
)>
(j) ,. Initiate landing checkhsl landlng assured:
)>
" Airbmke out. 0
Descent point: - - - - - - - ' ; Reduce to target threshold speed ~
~ ()
, Flap 1S' . -u::r
~
Ill Ill
z ,. Reduce to VREF24 + 20 kl Target touchdown <0"'2.
~ <D <D
.....
/~0 m (1 000 ft)
N~
0
:::---:;; m
~
0
'-1
::1
(Q "'
Target threshold speed ::1
~
Ul
Ill
Ql
...
~
c Procedure Is suitable for: Fo r 24° Hap landings: C>

c:> I'-
Cl All engines 01 three engines operating. ,. If f1tled , flap 24/33 switch to 24. ,;,
c 0
C\J w ~
(0
~ (') ,. 33" or 24• landing ftap Otherwise i,. 0
~
'-
~
<'>
, Press GPWS FLAP WARN OVRO button. >
~
ro
~
ro .s::. Outbound:
VREF is appropriate to the landing Hap. J .:.
z
0
a.. 1-
~
u ...0 ,. Flap 18"
,. Reduce to 160 kt but not belowVRE.f~ + 30 ld (VftE.fZ<~ + 20 kt) Flaps up, reduce speed
<i to VFTo + 10 kt minimum.
,. Oesceod to procedure tum alt.tude. <C
(j)
<{
~~
<(
0 w
::!l
A
1i
Cl \ ~ ,. Start clock.
~ ~
c
en Qi ,. Straight in - landing ftap and fly vI>I>P 0
w > • .__ ~ ,. Circling · mamtain flap 24" and VREF33 + 20 kl LandJGA decision 0
...,
.__ • I,.
Ql
-1 -1
~
~ Landing eheokhst made by MAP. a:

0
~
.s::. <h
a: g "3"
Q.
e
Q.
0
a:
Q.
c:z: ?i:
c
0
'iii
·~
:E Q.
I m
0 "3" §
u z
~
u. 16
..., a.. ~
a: (') (')
(')
?
'
IDQ> .,....
"<:tE C\ig, :E
~:::J .... c 0
o-
a:g G)~
._llJ
u
u.
:::Jii;
?i: ClQ. Target threshold s~d
u::o
., .....,
The landing Is made with 24• : If two engines are Inoperative on the same s ide, do not 10'
., c ~
, If fitted, nap 24/33 switch to 24. reduce speed below 120 kt until landing Is a$$ured. ; <JJ
oo
()
0 OtherwiSe .... c:~
!'J
.... 3~
s: ,. Press GPWS FLAP WARN OVRD button. <Dm
<:
w "'" Wj:j
""2 Outbound: z
0
"UC:....
Ill.,
' , Flap 18"
Aaps up, roduco spood ,
:I
I
:l()
~
0
CD ,. Reduce to 160 kt but not below V RF0~ 24 + 20 kt.
to VFTo + 10 kt minimum. ;
()
s:
, Descend to procedure tum altitude iii'
o·
:I
,,
)>
~
1 1 1
Beacon Inbound:
JJ , Slart clock. g
0
~
Straight in • 24 " flap and fly
()
:r
~
,
:Il
0> if two engines are inoperative 0111 the same s1de. Land/GA I; 0
'
JJ
c:.... · malnll decision < ~
~
made by MAP. !!. r-

0 Tracking , landing checklist. m
(/)
0 :I
inbound
w -
(Q
AI
~ Alrbrake as
'~ required :s::
---MA~
Approaching descent point 0
m , Gear down. -----
......... _ }>
)>
, Ini tiate landing checklist. ~
d
(j)
rlanding assurod:
R"'""'loto,.otlh""ho~
0
)>
Descent point: -----~ t ,. Alrbrake ol.fl m
:I
(Q
, Flap 18" > ..... :I ()
,. Reduce to VREn• + 20 kt. MDA; • ID
-o:T
~~
Ill
Ill Ill
z , Maintain altitude. Targe t touchdown <0"'2.
~ -~om (1 ooo ft) ,
:I
0 <D <D
~
....
~
~~
0 ID
~
0
'-1
Target threshold speed
e<' "'
ID
I
... "'
~
Considerations : Circle: ~
Descent to MDA: 0
)- The pilot on the inside will have ,"' Not below MDA until on 0
..:, I'-
0
)> Gear down.
~10 the best view of the runway. approach profile. ...
~
(0
0
)- Flaps 24•. 0.
'- ~
)- In a crosswind it is prefe rable to )> At VREF33 + 20 kt (V REF24 + 10 kt). "'.:!: >
~ Cl>
0>
ro ro
circle on the downwind side. )> Flaps at 24•.
)- At VREF33 + 20 kt (VREF24 + 10 kt). z
0
~ a.. ,"' I );> Landing checks held at flaps.

u Gear down.
0>
- ~
c <C
(j)
---- 4f
<(
w
8.
0
(/)
•
~
Ql
c - - - - t_ Abeam Touchdown:
·a, Start timing. Arrival at MDA --+ •
~ ~~ ::;~
);>
en c 0
w w 0
-1 ...,
~
~
~ Start base turn: ; 10 kt landing headwind. a:

0
a: ~... l> Visual. > +3 sec I 10 kt landing tailwind. <h
"3"
Q. Missed Approach:
0 l> Assisted by timing.
l> Initially towa rds the runway. 0
<t a:
.s::. > Join missed approach of ?i:
(.)
the IFR procedure flown .
...gQ. On profile:
Q. );> Select 33• flap if required . Target threshold
~
c:z: );> Use airbrakes as required speed
0>
:E
0"3"
c );> Speed VAPP· J. m
~16
~
~
-,a_ 0
)- Complete landing checklist. • __
~
If(') ("')
?
IDQ> ,..
10 If not, go-around.
:E
'<:I"E C>i
~:::J ,.. 0
o-
a:g ...:::J
Ql
Landing assured: u
u..
l> Airbrake out.
?i: 0>
Reduce to target thres hold speed.
u:: l>
., .....,
10'
., Considerations: Circle:
Descent to MDA: c ~
);> The pilot on the inside will have > Not below IMDA until on ; <JJ
oo
()
0 the best view of the runway. approach profi le.
};> Gear down. .... c~
> !'J
.... 3~
s: };> In a crosswind it is preferable to )> At VREF24 + 20 kt.
Flaps 1a•. <Dm
<: )> At V REF24 + 20 kt.
0>
Wj:j
w circle on the downwind side. > Flaps at 1a•.
Q -uc:....
""2
~' };> Gear down.
};> Landing checks heDd at flaps. ...
!l
Ill.,
:l()
~
::1 0
CD <C s:
__ 4:! ,,
)>
g
~
JJ
0
~
0>
&! ----· L Abeam Touchdown:
~ Start timing.
> 30 sec.
Arriva l at MDA - + •
(')
:r
im ,
::1 :Il
' <e. 0
JJ ;;.. -3 sec/10 kt landing headwind. ::1 ~
c:.... Start base t urn:
~ t1l r-
0
};> Visual.
};> +3 sec/1 0 kt landing tailwind. Ul m
0 Missed Approac h : (/)
};> Assisted by timing. };> Initially towards the runway. ,

::1
0
. -
t1l
> Join missed approach of ;
On profile: the IFR procedure flown. :;::·
t1l
m J> Select 24 • flap. Ta rget threshold
)>
% Use airbrakes as requ ired. ~

(j)
J> speed
.
)>
};> Speed VAPP · .,!..
J> Complete landing checklist
()
z -------------- j ------------------~
Remain visual with the runway at all times
-u::r
Ill Ill
<0"'2.
~ If not, go-around . <D <D
.....
0 If two engines are inoperative on the a;~
Landing assured:
~
0
'-1
same side, do not reduce speed below
120 kt until landing is assured.
};> Airbrake out. "'
J> Reduce to target threshold speed. i·v3p4· 12·00038
I
0
N
Proced ure is suitable for: ~
0
0
):> All engines or three engines operating . 1'-
N 0
C\J
~
1'- )- 33• or 24• landing flap . Flaps up, reduce speed ...a.
"';- (0
0
to VFTo + 10 kt m inimum.
-------
"'>
~
'-
>
~ Cl> VREF is appropriate to the landing flap. • .!.
0> 0
ro ro z
~ a..
u Start base turn: ---- •
> Visual assisted by timing4f;~ j•
C'l )- Select flap 24•. . In turn : <C
(j)
;
c Downwmd: > Fla 18•. <(
~ )- 1 500ft. p w
0
Ql
Q.
. ---- - •
- - -threshold:
Abeam ---- > Flap 18•.
(/)
Ql
~_..,- )- Gear down. )- Airbrake in.
c ~ )- Start timing ):> 160 kt but not below
en
w
0>
c
0
):> 45 sec basic. VREF33 + 30 kt (VREF24 + 20 kt). 0
-1 w ...,
~
~ Ql
-3 sec /10 kt landing headwind. ./ • a:
0
a:
...
Ql
.s::. In turn:
):>
):> +3 sec /10 kt landing tailwind • / .,.<h
Q.
...0
1-
0
a:
~
,...• 18° flap achieved :
<i:
.s::.
() Target threshold speed~
.--.. . - j T )- Set thrust to climb
power or as required.
?i:
I'G
...0Q.
.
"'. Min 400 ft :
Q.
<t •- • j• Gear up ):> Initiate flap retraction
:E
i m
l
0 "3" 'i schedule to 18° flap.
:::J 33o flap landing:
~16
~
Landmg assured:
~
(/)
-,a_
If(')
> > Select 33• flap. > Ai rbrake out. V2 + 10 k t or max 20° pitch ("')
IDQ> ,..
I'- Finals: > Reduce to target thresho ld speed. ?
"<:tE :E
~:::J C>i
,.. 0
o- ):> Use airbrakes as required. u
a:g ...:::J
Ql
):> Speed VAPP ·
u..
?i: 0>
Complete landing checklist.
u:: ):>
.,.,
Flaps up, reduce speed 10'
., to VFTo + 10 kt minimum . c ~
; < JJ
oo
....
---------
()
c~
0 !'J 3~
s: Start base turn: . . --- •
....
(I) <Dm
<:
w W j:j
""2
> Visual assisted by timing. ~-- • < \JC:....
' > Select flap 24o. ~ j iii'

c
!..
Ill.,
: l ()
~o
CD
Downwind: ,,
)> s:
_-----t•- - - - - - - - - -
> 1 500 ft . 0
> Flap 18o. ~
at ~· ~
Abeam threshold: > Airbrake in .
~ ~
JJ > Gear down. > 160kt but not below. 0
0
~
> Start timing. v REF3l + 30 kt ( V REF24 + 20 kt).
m
:I
,
0>
'
> 45 sec basic. <C
:I
:Il
0
JJ In tum: Ill ~
c:.... > ±3 sec/1 0 kt head/tailwind. Ill r-
~
> VREF24 + 10 kt but not below 120 kt m

> ,3"
0
0 -3 sec for every 100 ft below 1 500ft. (/)
~
. if two engines are inoperative 0
on the same side. Ill
Target threshold speed ~

e<'
Ill
m
"---· r
)>
(j)
)> If two engines are inoperative on the
same side, do not reduce speed below
z
~
Finals' __j
> Maintain flap 24°.
Landing assured:
l> Ai rbrake out.
> Reduce to target threshold speed.
120 kt until landing is assured.
"''::r
()
Ill Ill
<0"'2.
<D <D
.....
o; ~
0
> Use airbrakes as required .
~
0
'-1 > Speed V APP but not below 120 kt "'
if two engines are inoperative on the same side. i-v3p4-12-00039

Flight Crew Operating Manual: GHT Andbook

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BAE SYSTEMS

Flight Crew Operating Manual

Manual Reference Number FCOM: V3P4-011B

It is impo•tant to understand that the ranges (e g. altitudes and weights)

© BAE SYSTEMS 2008. All rights reserved

BAE SYSTEMS (Operations) limited, Regional Aircraft

Wind and Air Data 1

Low Visibility Operations 10

FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Nov 06/07

Page Intentionally Blank

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Nov 06/07

E3280 E3322 E3341 E3361 E3381

FCOM Variant Manual - Description

Manual Reference Number ............................ FCOM : V3P4-011 B

FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Jan 30/ 11

FCOM Associated Books

FCOM Publication FCOM Manual Reference Number

FCOM Volume 2 (Performance) FCOM:V2-011 B

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Nov 06/07

Revision Revision Approval

1.0 Nov 07 Initial Issue. EASA.21J.047

3.0 Sep 11 General revision. EASA.21J.047

FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/11

Page Intentionally Blank

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Jan 30/11

Title Revision Content Topic Page

Title Revision Content Topic Page

Revision Highlights, Revision 3.0, Sep 30/11

Topic Revision Content Topic Page

FCOM :V3P4-11 B AVRO 146-RJ100 EASA Sep 30/ 11

Topic Revision Content Topic Page

Figure 9.3 - lAS to

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Sep 30/11

Chapter Page Date Chapter Page Date

Frontis 1 Nov 06/07 1 11 Nov 06/07

FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Sep 30/ 11

Chapter Page Date Chapter Page Date

4 1 Nov 06/07 6 13 Nov 06/07

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Sep 30/11

Chapter Page Date Chapter Page Date

8.1 3 Nov 06/07 9 6 Nov 06/07

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Sep 30/11

Chapter Page Date

11-TOC 1 Nov 06/07

12-TOC 1 Nov 06/07

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Sep 30/11

Chapter 1 - Wind and Air Data

FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Nov 06/07

Page Intentionally Blank

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Nov 06/07

Dry and Wet Runway Wind Component Limits

Table 1.1 - Max Crosswind Contaminated Runways

Maximum Allowable Crosswind - CIS Registered Aircraft Only

Table 1.2- Maximum Allowable Crosswind -CIS Registered Aircraft Only

FCOM :V3P4-11 8 AVRO 146-RJ100 EASA Nov 06/07

• 7 and 12.5 mm of slush.

Wind Component Limits for Category 3, Category 2 and Automatic Landings

Steep Approach Tailwind Limit

FCOM:V3P4-11 8 AVRO 146-RJ100 EASA Nov 06/07

Page Intentionally Blank

FCOM:V3P4-11 B AVRO 146-RJ1 00 EASA Nov 06/07

Engine Operation in High Surface Winds

Table 1.4 - Engine Operation in High Surface Wind