PRM Vol2

CRJ1000
Pilot Reference Manual

Volume 2
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CRJ1000 Pilot Reference Manual Vol 2 are trademarks of Bombardier Inc. or its subsidiaries.
Copyright © 2002-2018, Bombardier Inc. or its subsidiaries. All rights reserved.
TABLE OF CONTENTS
Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
Volume Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
Volume 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
Volume 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Page Header. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Page Footer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Notes, Cautions and Warnings . . . . . . . . . . . . . . . . . . . . 0-7
Units of Measurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
ICAO Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
SI Units Used In ‘Metric’ Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
B.E.S. Units Used In ‘Imperial’ Aircraft . . . . . . . . . . . . . . . . . . . . . . . 0-8
Unit Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
Conversion Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-10
Barometric Pressure Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
Abbreviations/Acronyms . . . . . . . . . . . . . . . . . . . . . . . . 0-12
Copyright © Bombardier Inc. General Information

Rev 5, December 2018
For Training Purposes Only 0-i
TABLE OF CONTENTS
Page Intentionally Left Blank
General Information Copyright © Bombardier Inc.

0-ii For Training Purposes Only
GENERAL INFORMATION

For Training Purposes Only 0-1
Record of Revisions
Revisions to this manual are identified by their issue date. Each revision is
to be inserted promptly and registered in the Record of Revisions sheet.
ISSUE DATE INSERTED BY DATE INSERTED SIGNATURE
June 2012 Bombardier June 2012 Original
June 2013 Bombardier June 2013 Original
December 2013 Bombardier December 2013 Original
Rev 0, December 2014 Bombardier December 2014 Original
Rev 1, June 2016 Bombardier June 2016 Original

0-2 For Training Purposes Only
Foreword
The Pilot Reference Manual (PRM) is intended to provide students with a
summary of aircraft system descriptions and operating procedures. The
PRM is ‘For Training Purposes Only’, and as such the publications listed in
the tables below take precedence.
The PRM contains information condensed from the following publications:
CRJ1000 (CL-600-2E25)
TITLE IDENTIFICATION REVISION LEVEL
Airplane Flight Manual (AFM) CSP D-012 Rev 20, Sep 28/2018
Flight Crew Operating Manual Vol 1: Rev 16, Apr 27/2018

CSP D-013
(FCOM) Vol 2: Rev 20, Sep 28/2018
Quick Reference Handbook Vol 1: Rev 20, Sep 28/2018

CSP D-022
(QRH) Vol 2: Rev 20, Sep 28/2018

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

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

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

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

Notes, Cautions and Warnings
Specific items requiring emphasis are expanded upon and ranked in
increasing order of importance in the form of a NOTE, CAUTION or
WARNING.
NOTE
Expands on information which is considered essential
to emphasize. Information contained in notes may also
be safety related.
CAUTION
Provides information that may result in damage to
equipment if not followed.
WARNING
EMPHASIZES INFORMATION THAT MAY RESULT
IN PERSONAL INJURY OR LOSS OF LIFE IF NOT
FOLLOWED.

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

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

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

Unit Conversion
Conversion Factors
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
0.54 Knots
Centimeters 0.3937 Inch km/hr
0.6214 mph
1.151 mph
Centimeters2 0.155 Inch2 Knots
1.852 km/hr
Centimeters3 0.061 Inch3 kPa 0.145 psi
0.2642 Gal (U.S.)

Feet 0.0348 Meters Liters
0.22 Gal (Imp)
Feet2 0.0929 Meters2 Meters 3.281 Feet
Feet3 0.0283 Meters3 Meters2 10.76 Feet2

1.201 Gal (U.S.)
Gal (Imp)
4.546 Liters Meters3 35.3115 Feet3
5280 Feet
3.785 Liters
Gal (U.S.) Mile 1.609 Kilometer
0.8327 Gal (Imp)
0.869 Nautical Mile
1.609 km/hr
Inch 2.54 Centimeters mph
0.869 Knots
Nautical 1.151 Mile

Inch2 6.452 Centimeters2 Mile 1.852 Kilometer
Inch3 16.387 Centimeters3 Pound (lb) 0.45 Kilogram
Kilogram 2.205 Pound (lb) psi 6.895 kPa
0.6214 Mile
Kilometer
0.54 Nautical Mile

Temperature Conversion
• °C to °F: (°C x 9/5) + 32 = °F
• °F to °C: (°F - 32) x 5/9 = °C
°C °F °C °F °C °F °C °F
-45 -49.0 -21 -5.8 3 37.4 27 80.6
-44 -47.2 -20 -4.0 4 39.2 28 82.4
-43 -45.4 -19 -2.2 5 41.0 29 84.2
-42 -43.6 -18 -0.4 6 42.8 30 86.0
-41 -41.8 -17 1.4 7 44.6 31 87.8
-40 -40.0 -16 3.2 8 46.4 32 89.6
-39 -38.2 -15 5.0 9 48.2 33 91.4
-38 -36.4 -14 6.8 10 50.0 34 93.2
-37 -34.6 -13 8.6 11 51.8 35 95.0
-36 -32.8 -12 10.4 12 53.6 36 96.8
-35 -31.0 -11 12.2 13 55.4 37 98.6
-34 -29.2 -10 14.0 14 57.2 38 100.4
-33 -27.4 -9 15.8 15 59.0 39 102.2
-32 -25.6 -8 17.6 16 60.8 40 104.0
-31 -23.8 -7 19.4 17 62.6 41 105.8
-30 -22.0 -6 21.2 18 64.4 42 107.6
-29 -20.2 -5 23.0 19 66.2 43 109.4
-28 -18.4 -4 24.8 20 68.0 44 111.2
-27 -16.6 -3 26.6 21 69.8 45 113.0
-26 -14.8 -2 28.4 22 71.6 46 114.8
-25 -13.0 -1 30.2 23 73.4 47 116.6
-24 -11.2 0 32.0 24 75.2 48 118.4
-23 -9.4 1 33.8 25 77.0 49 120.2
-22 -7.6 2 35.6 26 78.8 50 122.0

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

Abbreviations/Acronyms
The following abbreviations/acronyms may be used by flight deck displays,
radio tuning units and flight management system or be found throughout
the manual. Some abbreviations may also appear in lower case letters.
A/C air conditioning
A/I, A/ICE anti-ice
A/SKID anti-skid
AC advisory circular, alternating current
ACARS airborne communications addressing and reporting system
ACC acceleration
ACM air cycle machine, additional crew member
ACMP alternating current motor pump
ACP audio control panel
ACSC air-conditioning system controller
ACT active
ACU air-conditioning unit (pack)
ADC air data computer
ADF automatic direction finder
ADG air-driven generator
ADI attitude direction indicator
ADS air data system
ADSHC air data sensor heater controller
AECU audio electronic control unit
AEO all engines operating
AFCS automatic flight control system
AFM airplane flight manual
AGL above ground level
AGW aircraft gross weight

AHC attitude heading computer
AHRS attitude heading reference system
AIL aileron
AILC anti-ice leak controller
AIS audio integrating system
ALIGN aligning, alignment
ALT altitude, altimeter, altitude hold (PFD/FD)
ALT CAP altitude capture (PFD/FD)
ALT HOLD altitude hold
ALTN alternate
ALTS preselected altitude/altitude tracking mode (PFD/FD)
ALTS CAP preselected altitude captured (PFD/FD)
AM amplitude modulation
AMB ambient
AMI alpha margin indicator
AMM aircraft maintenance manual
amp ampere(s)
ANNUN annunciator
ANT antenna
AOA angle-of-attack
AP autopilot
APC auxiliary power control
APPR approach, approach mode (PFD/FD)
APPROX approximately
APR automatic performance reserve
APU auxiliary power unit
APV approach procedure with vertical guidance
ARINC aeronautical radio incorporated
ARP air data reference panel

ARR arrival
ASCU anti-skid control unit
ASI airspeed indicator
ASYM asymmetrical
ATA air transport association of america
ATC air traffic control
ATN B1 aeronautical telecommunication network baseline 1 controller pilot data link

CPDLC communications
ATS air turbine starter
ATT, ATTD attitude
ATTND attendant
AUTO automatic
AUTO XFER automatic transfer
AUX auxiliary
AV avionics
AVAIL available
AWM airworthiness manual
AWO all weather operations
AZ azimuth
B
1/2 BNK half bank mode (PFD/FD)
B/AIR bleed air
B/C back course
B/LEAK bleed leak
BARO barometric
BAT, BATT battery
BDI bearing distance indicator
BITE built-in test equipment
BLD bleed

BOOM headset microphone
BPSU brake position sensor unit
BRG bearing
BRK brake
BRT bright
BTL bottle
BTMS brake temperature monitoring system
BTMU brake temperature monitoring unit
BUTE bent up trailing edge
BYPS bypass
C
C cabin, caution, center
CAA civil aviation authority (UK)
CAAC civil aviation authority of China
CAFM computerized airplane flight manual
CAIV cowl anti-ice valve
CALT cabin altitude
CAPT captain
CAS calibrated airspeed, crew alerting system
CAT category
CAT II category II
CB circuit breaker
CBP circuit breaker panel
CC cubic centimeter
CDL configuration deviation list
CDU control display unit
CG center of gravity
CH channel, chapter
CHAN channel

CIFP computerized in-flight performance
CIS commonwealth of independent states
CKPT cockpit
CLB climb
CLK clock
CLSD closed
CMD command
COM communication
COMP comparator, compressor
CONT contactor, continuous, control, controller
COOL cooling
CPAM cabin pressure acquisition module
CPC cabin pressure controller
CPCP cabin pressure control panel
CPDLC controller pilot data link communications
CPLT copilot
CRT cathode ray tube
CRZ cruise
CSD constant speed drive
CTR center
CVNAV vertical navigation (VNAV) capability – coupled
CVR cockpit voice recorder

D
DA drift angle
DBU data base unit
DC direct current
DCP display control panel
DCU data concentrator unit
DECEL decelerate(d)

DECR decrease
DEFL defuel
DEG degree
DEPRESS depressurize
DEPT departure
DES descent, descent mode (PFD/FD)
DEST destination
DET detector
DEV deviation
DFDAU digital flight data acquisition unit
DFDR digital flight data recorder
DG directional gyro
DH decision height
DiEGME diethylene glycol monomethyl ether
DIFF differential
DIM dimming
DIR direct
DIS distance (to way point)
DISA deviation from international standard atmosphere
DISC disconnect
DISCH discharge
DISP dispatch
DIST distance
DME distance measuring equipment
DN down
DOT department of transport, department of transportation
DR door
DSPLY display

E
EAS equivalent airspeed
EASA european aviation safety agency
ECAA egyptian civil aviation authority
ECP eicas control panel
ECS environmental control system
ECU electronic control unit
ED eicas display
EDP engine driven pump (engine primary hydraulic pump)
EFB electronic flight bag
EFIS electronic flight instrument system
e.g. exempli gratia (for example)
EGPWS enhanced ground proximity warning system
EGNOS european geostationary navigation overlay service
EGT exhaust gas temperature
EICAS engine indication and crew alerting system
ELEC electrical
ELEV elevator, elevation
ELT emergency locator transmitter
EMER emergency
ENG engine(s)
EPC external power contactor
EPNdB effective perceived noise
EQUIP equipment
ERP eye reference position
ESS essential
ET elapsed time
ETA estimated time of arrival
EVAC evacuation

EXH exhaust
EXTIN extinguish(ed)
F
F/CTL flight control(s)
FA flight attendant
FAA federal aviation administration (USA)
FACF final approach course fix
FADEC full authority digital engine control
FAF final approach fix
FAIL failure
FAR federal aviation regulations
FCC flight control computer
FCOM flight crew operating manual
FCP flight control panel
FCU fuel control unit
FD flight director
FDAU flight data acquisition unit
FDCU flight data converter unit
FDR flight data recorder
FECU flaps electronic control unit
FEED feeder
FF fuel flow
FIDEEX fire detection and extinguishing
FIREX fire extinguisher
FL flight level
FLC flight level change
FLD field
FLT flight
FLX flex thrust (reduced takeoff thrust)

FMC flight management computer
FMS flight management system
FO first officer
FOD foreign object damage
FPCCM flight planning and cruise control manual
FPLN flight plan
fpm foot (feet) per minute
FREQ frequency
FS fuselage station
FSII fuel system icing inhibitor(s)
ft foot, feet
FUSE fuselage
FW firewall
FWD forward
G
g g force
G (±) receiver gain
G/S glide slope
GA go-around, go-around mode (PFD/FD)
GAGAN gps and geo-augmented navigation system
GAL gallon(s)
GCS ground clutter suppression
GCU generator control unit
GE general electric
GEN generator
GLD ground lift dumping
GMT greenwich mean time
GNSS global navigation satellite system
gpm gallons per minute

GPS global positioning system
GPWS ground proximity warning system
GRAD gradient
GRAV gravity
GRND ground
GS ground speed
GW gross weigh
H
HI indicated altitude
HP true pressure altitude
HDG heading, heading mode
HDG HOLD heading hold
HDG SEL heading select
HEAT heater
HF high frequency (3-30 mhz)
Hg mercury
HGS heads-up guidance system
HI high
HLDR holder
HOR, HORIZ horizontal
HP high pressure
hPa hectopascals
HSI horizontal situation indicator
HSTA horizontal stabilizer trim actuator
HSTCU horizontal stabilizer trim control unit

HTR heater
HUD heads-up display
HYD hydraulic
Hz hertz

I
I/C intercom
IAPS integrated avionics processing system
IAS indicated airspeed
ICAO international civil aviation organization
ICU interphone control unit
ID, IDENT identification
IDG integrated drive generator
i.e. id est (that is)
IFR instrument flight rules
IGN ignition
ILS instrument landing system
IM inner marker (ILS)
IMC instrument meteorological conditions
IMP imperial
in. inch(es)
in Hg inches of mercury
INBD inboard
INCR increase
IND indication, indicator, indicating
INDEP independent
INFLT in-flight
INHIB inhibit
INOP inoperative
INPH interphone
INIT initialize
INSP inspection
INST, INSTR instrument(s)
INT internal, integral, intersection

INT/SVC intercom/service
INTC intercept
INTEG integral
IRS inertial reference system
IRU inertial reference unit
ISA international standard atmosphere
ISI integrated standby instrument
ISO international standard organization
ISOL isolation, isolated
ITT inter turbine temperature

J
JAA joint aviation authorities
JAR joint aviation requirements
KCAS knots calibrated airspeed
kg kilogram(s)
kHz kilohertz
KIAS knots indicated airspeed
kPa kilopascals
kt, kts knot(s)
kVA kilovolt-amperes
kW(s) kilowatt(s)
l liter(s)
L landing, left
L/T landing/taxi
L/V (SBAS) LNAV/VNAV
LAV lavatory
lb pound(s)

LCD liquid crystal display
LCN load classification number
LCV load control valve
LDA localizer-type directional aid
LDG landing
LDG GR landing gear
LDU lamp driver unit
LE leading edge
LED light emitting diode
LG landing gear
LH left hand
LIM limit
LK leak
LNAV lateral navigation
LO low
LOC localizer (ILS)
LOC-BC localizer back course
LOH level-off height
LOI loss of integrity
LOP low oil pressure
LP low pressure
LPV localizer performance with vertical guidance
lpm liter(s) per minute
LR long range
LRC long range cruise
LSB lower side band
LSK(s) line select key(s)
LTS lights
LW left wing

LWD left wing down
LWR lower
M
M mach number
MI indicated mach number
MMO maximum operating speed in mach number
MT true mach number
M, m meter(s)
MAA maximum authorized altitude
MAC mean aerodynamic cord
MAG magnetic
MAINT maintenance
MALF malfunction
MAN manual
MAP ground map (WXR)
MAX maximum
mb millibar(s)
MCA minimum crossing altitude
MCT maximum continuous thrust
MDA minimum descent altitude
MDC maintenance diagnostic computer
MEA minimum enroute altitude
MECH mechanic
MED medium
MEL minimum equipment list
MES main engine start
MFD multifunction display(s)
MFS multifunction spoiler(s)

MHz megahertz
MI mile(s)
MIC microphone
mil thousandth of an inch
MIN minimum, minute
MISCOMP miscompare
MKR marker
MLG main landing gear
MLS microwave landing system
MLW maximum landing weight
MM middle marker
mm millimeter(s)
MMEL master minimum equipment list
MNPS minimum navigation performance specifications
MOD module
MON monitor
MPH, mph miles per hour
MRW maximum ramp weight
MSG message
MSL mean sea level
MST master
MTG miles to go
MTOW maximum takeoff weight
MTW maximum taxi weight
MZFW maximum zero fuel weight

MISC
& and
°C degree(s) celsius
°F degree(s) fahrenheit

 delta
# number
% percent
N
N/A not applicable
N/W nosewheel
N normal
N1 low pressure rotor
N2 high pressure rotor
NAD north american datum
NATO north atlantic treaty organization
NAV navigation, nav mode (PFD/FD)
ND navigation display, nose down
NDB non-directional beacon
NEG negative
NICAD nickel-cadmium
NL nose left
NM, nm nautical mile(s)
No. number
NORM normal
NOTAM notice to all airmen
NTO normal takeoff
NU nose up
OAT outside air temperature
OB outboard
OBS observer
OBV operability bleed valve
OEI one engine inoperative

OEW operating empty weight
OM outer marker (ILS)
OUT outer
OUTBD outboard
OVBD overboard
OVHD overhead
OVHT overheat
OVLD overload
OXY, O2 oxygen
P/N part number
P/S pitot/static
P pressure
PA passenger address, pressure altitude
PAC path attenuation correction
PACK air-conditioning package
PASS, PAX passenger(s)
PBE protective breathing equipment
PCU power control unit
PDU power drive unit
PF pilot-flying
PFD primary flight display
PIT pitch, pilot initiated test, pitch attitude comparison message
PLA power lever angle
PLT pilot
PM pilot-monitoring
POS position
POS INIT position initialization
PPH pounds per hour

PRESS pressure, pressurization
PRI, PRIM primary
PRNAV precision area navigation
PROX proximity
PRSOV pressure regulating shutoff valve
PRV pressure regulating valve
PSEU proximity sensor electronic unit
PSI pounds per square inch
PSID pounds per square inch differential
PSIG pounds per square inch gauge
PSS proximity sensor system
PSU passenger service unit
PT2 engine inlet pressure
PTCH pitch vertical mode (PFD/FD)
PTT push-to-talk
PWR power
Q
QAR quick access recorder
QEC quick engine change
QFE local station pressure
QNE ISA, barometric pressure
QNH altimeter setting
QTY quantity
R right
RA radio altitude, resolution advisory
RAIM receiver autonomous integrity monitoring
RCCB remote controlled circuit breaker
RCDR recorder

RCVR receiver
RDR radar
REC receive, record
RECIRC recirculation
REF reference(s)
REFL refuel
Rev. revision
REV reverse, reverser
RH right hand
RMI radio magnetic indicator
RNAV area navigation
RNP required navigation performance
ROT rotation
RPM revolutions per minute
RT receiver-transmitter
RTE route
RTL rudder travel limiter
RTO rejected takeoff
RTU radio tuning unit
RUD rudder
RVR runway visual range
RVSM reduced vertical separation minimum
RVSR reverser
RW right wing
RWD right wing down
RWY runway
S
SAT static air temperature
SB service bulletin

SBAS satellite-based augmentation system
SCAV scavenge
SCID software configuration index drawings
SDF simplified directional facility
SEC second, secondary
SECS spoiler electronic control system
SECU spoiler electronic control unit
SEL select, selector
SELCAL selective calling
SENS sensitivity, sensor
SERV service
SFECU slat flap electronic control unit
SL sea level
SLD super-cooled large droplet
SMKG smoking
SOV shutoff valve
SP, SPD speed
SPEC specification
SPKR speaker
SPLR spoiler(s)
SPLRON spoileron
SPS stall protection system
SQL squelch
SSB single side band
SSCU spoiler stabilizer control unit
STA station
STAB stabilizer
STAT status
STBY standby

STRG steering
SW switch(es)
SYN synchronize
SYNC synchronous
SYS, SYST system

T
T/O, TO takeoff
T/R thrust reverser
T2 engine inlet temperature
TA traffic advisory
TAS true airspeed
TAT total air temperature
TC transport canada
TCAS traffic alert and collision avoidance system
TE trailing edge
TEMP temperature
TERR terrain
TFC traffic
TGL temporary guidance leaflet
TGT target
TOC top of climb
TOD top of descent
TOGA takeoff/go-around
TRB, TURB turbulence
TRK track
TRM trim
TRU transformer rectifier unit
TSS traffic surveillance system
TX transmit

TXFR transfer
UHF ultra high frequency
ULD underwater locator device
UNSCHD unscheduled
USB upper side band, universal serial bus
U.S. gal, USG united states gallon(s)
UTC universal time coordinated
UTIL utility
V
V Volt(s)
V_ V-speed (refer to Chapter 04, Performance – Definitions – Airspeeds)
V1 takeoff decision speed
V1MBE maximum V1 for brake energy
V1MCG minimum V1 limited by control on the ground
V2 takeoff safety speed
V2GA approach climb speed
VA design maneuvering speed
VEF critical engine speed
VENR climb speed during the enroute phase
VFE maximum flap extended speed
VFTO final takeoff speed
VLC climb speed during the landing climb
VLE maximum landing gear extended speed
VLO maximum landing gear operating speed
VMC minimum control speed
VMCA minimum control speed air

VMCG minimum control speed ground
VMCL minimum control speed landing
VMO maximum operating speed (in knots)
VR rotation speed
VREF landing reference speed
VS stalling speed
VS1G reference stall speed based on 1.0 G criteria
VSR reference stall speed
VAC volt alternating current
VALT vertical altitude
VALTS vertical altitude select
VALTV vertical altitude VNAV
VCLB vertical climb
VDC volt direct current
VDES vertical descent
VFR visual flight rules
VGP vertical glide path
VHF very high frequency
VIB vibration
VMC visual meteorological conditions
VNAV vertical navigation
VOL volume
VOR VHF omnidirectional range station
VPATH vertical path
VS vertical speed, vertical speed mode (PFD/FD)
VSI vertical speed indicator

W
W/C wind component

W/S windshear
W/W wheel well
WAAS wide area augmentation system
WARN warning
WBM weight and balance manual
WGS world geodetic system
WIND window
WL water line
WOW weight-on-wheels
WPT waypoint
WS wing station(s), second segment limited weight
WSHLD windshield
WT, wt weight
WX weather
WXR weather radar

X
XFER, XFR transfer
XFLOW cross-flow
XMIT transmit
XPDR transponder
XTK cross-track
XWC crosswind component
YD yaw damper, yaw damping
ZFW zero fuel weight
ZULU universal coordinated time


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Kinds of Aircraft Operation . . . . . . . . . . . . . . . . . . . . . . 1-2
Structural Weight Limitations . . . . . . . . . . . . . . . . . . . . . 1-4
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Altitude and Temperature Operating Limits . . . . . . . . . . . . . . . . . . . 1-6
Operation in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Cowl Anti-Ice System (Ground Operations). . . . . . . . . . . . . . . . . 1-8
Cowl Anti-Ice System (Flight Operations) . . . . . . . . . . . . . . . . . . 1-8
Wing Anti-Ice System (Ground Operations). . . . . . . . . . . . . . . . . 1-9
Wing Anti-Ice System (Flight Operations) . . . . . . . . . . . . . . . . . . 1-9
Super-Cooled Large Droplet Icing . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Runway Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Tailwind Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Ozone Concentration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Operations Using QFE Altimeter Settings . . . . . . . . . . . . . . . . . 1-12
Maximum Crosswind Component <AR>. . . . . . . . . . . . . . . . . . . . . 1-13
Flight Compartment Power Outlets
and USB Ports System <3114> . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Systems Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Engine Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Engine Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Thrust Management Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
Engine Warm-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
Engines High-Power Schedule Switch <TC> or <EASA> . . . . . 1-15
Aircraft Cold Soak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
Continuous Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
Engine Operating Limits:
CF34-8C5/8C5A1/8C5A2 (CRJ1000) . . . . . . . . . . . . . . . . . . . . 1-16
Starter Cranking Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Copyright © Bombardier Inc. Limitations

TABLE OF CONTENTS
Engine Operating Procedure Limits Due to Wind. . . . . . . . . . . . 1-18
Engine Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Fuel Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Fuel Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Fuel Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Fuel Additives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Fuel Crossflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Oil Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Oil Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Engine Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Oil Replenishment System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Maximum RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Operating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
APU Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
APU Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
APU Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Permissible Loads on AC System . . . . . . . . . . . . . . . . . . . . . . . 1-29
Permissible Loads on DC Systems . . . . . . . . . . . . . . . . . . . . . . 1-29
Circuit Breaker Reset (In Flight) . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Flight Controls - Lift/Drag Devices. . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Slats/Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Flight Spoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Air Conditioning and Pressurization . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Automatic Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Stall Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
Nosewheel Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
Wheel Brake Cooling Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
Minimum Descent Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Traffic Alert and Collision Avoidance System . . . . . . . . . . . . . . . . . 1-35
Limitations Copyright © Bombardier Inc.

TABLE OF CONTENTS
Integrated Standby Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Configuration Deviation List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Flight Deck Door <FAA> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Enhanced Ground Proximity Warning System . . . . . . . . . . . . . . . . 1-36
Aircraft Data Link System (ACARS and CPDLC) . . . . . . . . . . . . . . 1-37
Aircraft Communications Addressing and
Reporting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Electronic Flight Bag/Docking Station <3229> . . . . . . . . . . . . . . . . 1-38
Air Traffic Control Transponder <AR> . . . . . . . . . . . . . . . . . . . . . . 1-38
Weather Radar <AR> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Display System Reversion <AR> . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
High Frequency (HF) Radio Communications <AR> . . . . . . . . . . . 1-39
Automatic Dependent Surveillance-Broadcast (ADS-B) Out . . . . . 1-39
Navigation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40
Flight Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40
Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40
FMS-4200 Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . 1-40
FMS-4200 Operational Approvals . . . . . . . . . . . . . . . . . . . . . . . 1-42
Global Positioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
RNP-10 Operations <3027> 0r <3236> . . . . . . . . . . . . . . . . . . . 1-47
Operating Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
Maximum Operating Speed and Mach Number . . . . . . . . . . . . . . . 1-48
RVSM Maximum Cruise Mach Number . . . . . . . . . . . . . . . . . . . . . 1-49
Design Maneuvering Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Flaps Extended Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Maximum Landing Gear Operating Speed . . . . . . . . . . . . . . . . . . . 1-50
Maximum Landing Gear Extended Speed . . . . . . . . . . . . . . . . . . . 1-50
Tire Limit Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50
Maximum Airspeed for ADG Operation . . . . . . . . . . . . . . . . . . . . . 1-50
Turbulence Penetration Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50
Minimum Operating Limit Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50
Windshield Wiper Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50

For Training Purposes Only 1-iii
TABLE OF CONTENTS
Maneuvering Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Maneuvering Limit Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Side-Slip Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51

1-iv For Training Purposes Only
LIST OF FIGURES
Figure 1.1 Altitude and Temperature Operating Limits . . . . . . . . . . . 1-7
Figure 1.2 Engine Operating Limits Due To Wind . . . . . . . . . . . . . . 1-18
Figure 1.3 Engine Start Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Figure 1.4 APU Start and Operating Envelope . . . . . . . . . . . . . . . . 1-27
Figure 1.5 APU Altitude and Airspeed Envelope . . . . . . . . . . . . . . . 1-27
Figure 1.6 Maximum Operating Speed and Mach Number . . . . . . . 1-48

For Training Purposes Only 1-v
LIST OF FIGURES

1-vi For Training Purposes Only
LIMITATIONS

Introduction
The limitations included in this chapter contain items peculiar to the
Bombardier CRJ Model; CL-600-2E25 (CRJ1000) series of aircraft.
Observance of the limitations included in this chapter is mandatory.
The information presented in this chapter contains limitations that have
been extracted from the Airplane Flight Manual (AFM) and Flight Crew
Operating Manual (FCOM). The limitations in this chapter are not all
inclusive.
In addition, PRM limitations do not represent all aircraft configurations. For
a specific aircraft configuration consult the AFM or applicable airline
manual.
In the event of a disagreement between the PRM, QRH, FCOM or AFM,
the AFM takes precedence.
Kinds of Aircraft Operation

The aircraft is certified in the transport category for day and night
operations, in the following conditions when the equipment and
instruments required by the airworthiness and operating regulations are
approved, installed and in an operable condition:
• VFR and IFR
• Flight in icing conditions
Effectivity: Applicable to aircraft certified by IAC Aviation Register <AR>:
• Operations over water up to 30 minutes from the shore (at cruise

speed)
• Operations over water more than 30 minutes from the shore (at
cruise speed) when operated in accordance with Supplement 6 –
Ferry Kit

The aircraft is certified for ditching when the safety equipment specified by
the applicable regulations is installed.
The aircraft is certified capable of RVSM operations in accordance with
the FAA “Interim guidance material on the approval of operations/aircraft
for RVSM operations.”, 91-RVSM, dated June 30, 1999 and with the
EASA Temporary Guidance Leaflet, TGL No. 6, Revision 1, RVSM.
NOTE
Compliance with these FAA and EASA standards does
not constitute an operational approval.
RVSM operations must not be commenced or continued unless all the

required equipment specified in the RVSM Required Equipment List table
is operational.
RVSM REQUIRED EQUIPMENT LIST
EQUIPMENT REQUIREMENTS FOR RVSM
Autopilot Must be operational
Altitude alerting system Must be operational
Altitude reporting transponder (2) One (1) must be operational
Air data computers (2) Two (2) must be operational

Structural Weight Limitations
The weights shown in the tables below are the maximum weights. For
other weight variants, refer to the AFM.
NOTE
The MTOW and/or MLW may be further limited due to
performance considerations.
WEIGHT KG LB AIRCRAFT OPTION CODE
Maximum ramp weight (MRW) 41,050 90,500 –
41,867 92,300 <3002>
40,221 88,673 <3003>
41,222 90,878 <3004>
39,222 86,469 <3005>
Maximum takeoff weight (MTOW) 40,823 90,000 –
41,640 91,800 <3002>
39,995 88,173 <3003>
40,995 90,378 <3004>
38,995 85,969 <3005>
Maximum landing weight (MLW) 36,968 81,500 –
Maximum zero fuel weight (MZFW) 35,153 77,500 –
Minimum flight weight (MFW) 23,133 51,000 –


Operating Limitations
Altitude and Temperature Operating Limits
The altitude and temperature operating limits are as shown in Figure 1.1.
Maximum airport pressure altitude for takeoff and landing is 10,000 ft.
Maximum operating altitude is 41,000 ft.
Maximum ambient air temperature approved for takeoff and landing is
ISA + 35°C.
Minimum ambient temperature approved for takeoff is -40°C (-40°F).
Effectivity <FAA>: When operating at airports with pressure altitudes above 8000 ft:
When taking off from airports with pressure altitudes above 8000 ft and
the CABIN ALT WARN HI status or advisory message is displayed, one
pilot must use oxygen continuously from the beginning of the takeoff roll
up until the message goes out.
When landing at airports with pressure altitudes above 8000 ft, one pilot
must use oxygen continuously from the time the CABIN ALT WARN HI
status or advisory message is posted, until the aircraft has vacated the
runway after landing.
When oxygen is used, the regulator should be set to the normal (N)
position.
NOTE
The above requirements are not applicable when in
manual pressurization control mode.

PRMv2_01_001
Figure 1.1 Altitude and Temperature Operating Limits

Operation in Icing Conditions
Cowl Anti-Ice System (Ground Operations)
The cowl anti-ice system must be ON when the OAT is 10°C (50°F) or
below and visible moisture in any form is present (such as fog with
visibility of 1500 meters [1 mile] or less, rain, snow, sleet and ice crystals).
The cowl anti-ice system must also be ON when the OAT is 10°C (50°F) or
below when operating on runways, ramps, or taxiways where surface
snow, ice, standing water, or slush is present.
Cowl Anti-Ice System (Flight Operations)
NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F)
or below, and visible moisture in any form is
encountered (such as clouds, rain, snow, sleet or ice
crystals), except when the SAT is -40°C (-40°F) or
below.
The cowl anti-ice system must be ON:

• When in icing conditions, or
• When ICE is annunciated by the ice detection system

Wing Anti-Ice System (Ground Operations)
The wing anti-ice system must be ON for takeoff when the OAT is 5°C
(41°F) or below and visible moisture in any form is present (such as fog
with visibility of 1500 m [1 mile] or less, rain, snow, sleet and ice crystals).
The wing anti-ice system must also be ON for takeoff when the OAT is 5°C
(41°F) or below and the runway is contaminated with surface snow, slush
or standing water.
When Type II, Type III, or Type IV anti-icing fluids have been applied, the
wing anti-ice system must only be selected ON, if required, just prior to
thrust increase for takeoff.
Wing Anti-Ice System (Flight Operations)
NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F)
or below, and visible moisture in any form is
below.
The wing anti-ice system must be ON:

• When ICE is annunciated by the ice detection system, or
• When in icing conditions and the airspeed is less than 230 KIAS
Do not hold in icing conditions with the flaps/slats extended.
Super-Cooled Large Droplet Icing
Continued operation in areas where super-cooled large droplet (SLD) icing

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

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

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

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

weather are provided in the FCOM, Volume 2:
SUPPLEMENTARY PROCEDURES - Cold Weather
Operations.

Hot Weather Operation
Comprehensive procedures for operating in hot weather are provided in
the FCOM, Volume 2: SUPPLEMENT 14 – Hot Weather Operation.
Runway Slopes
The maximum runway slopes approved for takeoff and landing are:
• +2% (uphill)
• -2% (downhill)
Tailwind Conditions
The maximum tailwind component approved for takeoff and landing is
10 kt.
Minimum Flight Crew

The minimum flight crew is one pilot and one copilot.
Cargo
Flight must be within 60 minutes of a suitable airport, if cargo is carried in
either cargo bay.

Ozone Concentration
On aircrafts not equipped with optional ozone converters, aircraft
operations are prohibited on routes where ozone concentrations will
exceed the following limits:
• 0.25 parts per million by volume, sea level equivalent, at any time
above flight level 320; and
• 0.1 parts per million by volume, sea level equivalent, time-weighted
average during any 3 hour interval above flight level 270
NOTE
“Sea level equivalent” refers to conditions of 25°C and
760 mm of mercury pressure.
Data to determine flight altitudes and/or duration at altitude in compliance

with these requirements are given in the Quick Reference Handbook
(QRH), Volume 1: FLIGHT PLANNING - OZONE TABLES - Maximum
Altitude.
Operations Using QFE Altimeter Settings
Aircraft operations using QFE altimeter settings must be conducted in

accordance with the AFM, Chapter 7: SUPPLEMENT 22 – Operations
Using QFE Altimeter Settings.

Maximum Crosswind Component <AR>
Effectivity: Applicable to aircraft certified by IAC Aviation Register <AR>.
The maximum crosswind component for takeoff and landing on a wet

runway with water depth no more than 3.0 mm (0.125 in) is defined in
the following table for different values of the coefficient of friction:
REPORT COEFFICIENT OF FRICTION MAXIMUM CROSSWIND COMPONENT
0.3 (poor braking) 10 kt (5 m/sec)
0.4 (average braking) 15 kt (8 m/sec)
0.5 (good braking, equivalent to dry) 32 kt (16 m/sec)
Operations on runways with a coefficient of friction of less than 0.3 is

prohibited.
Flight Compartment Power Outlets and USB Ports System

<3114>
Cables plugged into the power outlet must remain clear of crew oxygen
mask and flight controls.

Systems Limitations
Engines
Engine Types
General Electric CF34-8C5, quantity two. <3230>

General Electric CF34-8C5A1, quantity two.
General Electric CF34-8C5A2, quantity two. <3233>
Engine Indications
The engine limit display markings on EICAS must be used to determine

compliance with the maximum/minimum limits and precautionary ranges. If
EICAS markings show more conservative limits than those specified
below, the limit markings on the EICAS must be used.
NOTE
Red – Maximum and minimum limits.

Amber – Caution range.
Green – Normal operating range.
ENGINE INDICATIONS
INDICATION RED AMBER GREEN
N1% RPM 99.5 – 0 to 99.4
N2% RPM 99.4 – 0 to 99.3
ITT °C Variable – Variable
OIL TEMP °C 164 156 to 163 -40 to 155
OIL PRESS psi 0 to 24 Variable Variable

Thrust Management Data
With the engines running and bleeds configured for takeoff, the crew must
verify that the target N1 values correspond to the data presented in the
thrust setting charts (±1.0%). Refer to QRH, PERFORMANCE - THRUST
SETTINGS. With the thrust levers set for takeoff, target and actual N1
values should match.
Engine Warm-up
The engine must remain at IDLE until oil pressure reaches normal
operating range.
During all starts, do not exceed 75% N1 for 2 minutes after start, or until all
operating indications are in the normal range, whichever is longer.
Engines High-Power Schedule Switch <TC> or <EASA>
Use of the ENGINES HIGH PWR SCHEDULE switch/light is prohibited.
Aircraft Cold Soak
Before the first flight of the day, when the aircraft is cold-soaked at an
ambient temperature of -30°C (-22°F) or below for more than 8 hours:
• The engines must be motored for 60 seconds and the fan rotation
must be verified before an engine start is initiated
• The thrust reversers must be actuated until deploy and stow cycles
are 2 seconds or less
Continuous Engine Ignition
Continuous engine ignition must be used during the following:

• Takeoffs and landings on contaminated runways
• Flight through moderate or heavier intensity rain
• Flight through moderate or heavier intensity turbulence
• Flight in the vicinity of thunderstorms

Engine Operating Limits: CF34-8C5/8C5A1/8C5A2 (CRJ1000)
Normal APR [2]
Assisted
Ground Windmill Max Takeoff (Max
Limit Air Start Idle
Start [3] Start [4] Cont (TOGA) Power)
[4]
[1] [1]
N1 – – – 20-25% 99.5% 99.5% 99.5%
963°C 1006°C
815°C 815°C 927°C – 960°C
ITT (2 min) (2 min)
<3230> 947°C 990°C
– – – – –
(5 min) (5 min)
973°C 1006°C
ITT 815°C 815°C 927°C – 960°C
(2 min) (2 min)
<Type
957°C 990°C
Spec> – – – – –
(5 min) (5 min)
989°C 1006°C
815°C 815°C 927°C – 960°C
ITT (2 min) (2 min)
<3233> 973°C 990°C
– – – – –
(5 min) (5 min)
N2 0-45% 0-45% – 55-65% 98.0% 99.4% 99.4%
Oil -40°C 163°C 163°C
– – – 155°C
Temp (min) (15 min) (15 min)
25-60 psi
182 psi 182 psi [7] 182 psi [7]
[6] 25-95
Oil [7] 95 psi 95 psi 95 psi 45-95 psi 45-95 psi 45-95 psi
psi
Press (after 10 (after 10 (after 10 [5] [6] [5] [6] [5] [6]
(oil temp
min) min) min)
<60°C)
40% min
Min oil
with
level for
affected – – – – – –
flight
engine
[8]
off
[1] Normal takeoff power and maximum power (2 engines) is limited to 5 minutes.
[2] APR power (1 engine) is limited to 10 minutes.
[3] ITT must be below 120°C before attempting to ground start engine.
[4] ITT must be below 90°C before attempting to air start engine.
[5] Maximum oil pressure is limited to 156 psi when oil temp transient is less than 60°C.
[6] Oil pressures (above IDLE) between 25 psi and 45 psi require oil temp monitoring.
[7] Oil pressures should show positive value during start and may peak beyond 182 psi
(max display value). Oil pressure above 182 psi is displayed as amber dashes. Oil pressure
may be greater than 95 psi for a maximum of 10 minutes.
[8] For further details, refer to FCOM, Vol 1 (CSP D-013): POWER PLANT - OIL SYSTEM.

Starter Cranking Limits
Engine Start (On Ground):
The starter must not be used if indicated N2 rpm exceeds 45%.
START MAXIMUM TIME ON FOLLOWED BY
1 and 2 90 seconds 10 seconds cool down
3 through 5 90 seconds 5 minutes cool down
Engine Start or Motoring (In Flight):

The starter must not be used if indicated N2 rpm exceeds 45%.
START / MOTORING MAXIMUM TIME ON FOLLOWED BY
1 120 seconds 10 seconds cool down
Motoring (On Ground):
MOTORING MAXIMUM TIME ON FOLLOWED BY
1 90 seconds 5 minutes cool down

Engine Operating Procedure Limits Due to Wind
Wind and fan speed limitations as shown in the figure below must be
observed:
30° 30°
>30 kt and >30° >30 kt and >30°
See NOTE 1
See NOTE 3 See NOTE 3
5 kt 30 kt
PRM79v2_01_005
See NOTE 2
WIND CONDITION LIMITATION
30° either direction of the aircraft No limitations – TOGA thrust may be

nose; no windspeed limit, OR applied before brakes release, but must
NOTE 1
>30° either direction from aircraft be set by 60 KIAS.
nose; <5 kt windspeed.
>30° either direction from aircraft Apply maximum of 75% N1 before

NOTE 2 nose; between 5 and brakes release, then set TOGA thrust by
30 kt windspeed. 60 KIAS.
>30° either direction from aircraft Apply maximum of idle/taxi thrust before
NOTE 3 nose; >30 kt windspeed. brakes release, then set TOGA thrust by
60 KIAS.
Figure 1.2 Engine Operating Limits Due To Wind

Engine Relight
RELIGHT TYPE RELIGHT ENVELOPE (SEE FIGURE BELOW)
Windmilling Altitude from 25,000 ft to sea level:

Speed 250 KIAS to VMO and 7.2% N2 minimum.
Starter-assisted Altitude from 21,000 ft to sea level:

Speed from VREF up to VMO and from 0 to 45% N2.
All-engine-out rapid Altitude from 10,000 ft to sea level:

relight FADEC rapid relight capability has been demonstrated at 200
KIAS for up to 15 second fuel interruptions.
25,000 25,000 ft
21,000 ft
20,000
Windmill
Envelope
Altitude (ft)
(7.2% min N2 ) 335 KIAS

15,000
ATS Envelope
10,000
Starter Assist Required Special 8,000 ft
(Fuel in at 20% N2) AEO
5,000 Rapid
Relight 330 KIAS
PRM1v2_01_009
0 50 100 150 200 250 300 350 400
Note: KIAS
Special all-engine out rapid relight
envelope, from 10,000 ft to S.L. and
200 to 250 KIAS.
Figure 1.3 Engine Start Envelope

Fuel
Fuel Quantities
The maximum permissible fuel imbalance between the contents of the

main left tank and the main right tank is as follows:
• During takeoff: 136 kg (300 lb)
• All other phases of flight: 363 kg (800 lb)
Fuel remaining in a tank when the appropriate fuel quantity indicator reads
zero is not usable.
The fuel quantities that follow are based on 6.75 lb/per U.S. gal, and
2.2046 lb/per kg conversion factors. The maximum usable fuel load for
each fuel tank is as follows:
PRESSURE REFUELING GRAVITY REFUELING
Left main tank 3410 kg (7517 lb) 3307 kg (7291 lb)
Right main tank 3410 kg (7517 lb) 3307 kg (7291 lb)
Center tank 2175 kg (4795 lb) –
Total 8994 kg (19,828 lb) 6614 kg (14,582 lb)
Takeoff with a fuel load in excess of 227 kg (500 lb) in the center tank is
not permitted unless:
• Each main wing tank is above 1996 kg (4400 lb); or
• Each main wing tank is above 907 kg (2000 lb) and the allowable zero
fuel weight is reduced by the weight of the fuel in the center tank in
excess of 227 kg (500 lb); and the center-of-gravity (CG) in this
configuration is verified to be within the allowable CG envelope as
calculated from the Weight and Balance Manual.
The minimum fuel quantity for go-around is 272 kg (600 lb) per wing (with
the aircraft level) and assuming a maximum aircraft climb attitude of
10°nose up.

Fuel Temperature
Takeoff with engine fuel temperature indications below 5°C (41°F) is
prohibited.
Takeoff with bulk fuel temperature indications below the limits stated is
prohibited.
During flight, bulk fuel temperature must remain above the applicable bulk
fuel freezing point.
BULK FUEL
BULK FUEL
FUEL TAKEOFF LIMIT
FREEZING POINT
MINIMUM TEMPERATURE
ASTM D1655 JET A -30°C -40°C
ASTM D1655 JET A-1 -37°C -47°C
MIL-DTL-5624 JP-5 -36°C -46°C
MIL-DTL-83133 JP-8 -37°C -47°C
GB 6537-2006 No. 3 Jet -37°C -47°C
CIS RT -40°C See NOTE
CIS/Russian TS-1 -43°C See NOTE
NOTE
1. Russian/CIS TS-1 and RT fuels with a freezing point
of not higher than -50°C are approved for use
wherein the ground level OAT is not below -30°C
during the 24 hours before departure.
2. Russian/CIS fuel with a freezing point of not higher

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

members of CIS) is TS-1 (written as TC-1 in Russian
cyrillic script).

Fuel Grades
Fuels conforming to any of the following specifications are approved for
use. Mixing of fuels is permitted.
CANADIAN AMERICAN BRITISH CHINESE CIS NATO

ASTM D1655
– – – –
JET A
CGSB-3.23
ASTM D1655 GB 6537-2006 RT
DEF STAN 91-91 F-35
JET A-1 No. 3 Jet [1]TS-1
MIL-DTL-83133
DEF STAN 91-87 – – F-34
JP-8
CGSB-3.24
MIL-DTL-5624
DEF STAN 91-86 – – F-44
JP-5
Use of wide-cut fuels Jet B and JP-4 is prohibited.
[1] When using TS-1 fuel, engine fuel system components must be inspected and fuel
sampling to be performed in compliance with GE CF34-8C-SB-73-031.
Fuel Additives
Alcohol-based anti-icing additives of Fuel System Icing Inhibitors (FSII)

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

AND FUEL DESCRIPTION CONCENTRATION
Class A: Aviation Kerosene (Jet A) 0.15%
Class B: Wide-Cut Distillate (Jet B, JP-4) N/A
Class C: Low Freeze Kerosene (Jet A-1, JP-8, No.3 Jet) 0.15%
Class D: High Flash Kerosene (JP-5) 0.15%
Class E: Low Freeze Kerosene (CIS RT) 0.20%

Kathon FP 1.5 biocide additive at a concentration of not more than 100
parts per million (ppm) by weight for the initial dose, to prevent the growth
of micro-organisms. Contact the additive manufacturer for specific use
instructions. The maintenance dose should be as per the additive
manufacturer’s instructions and should not exceed 50 ppm.
SOHIO Biobor JF biocide additive at a concentration of not more than
270 ppm (20 ppm elemental boron) by weight for the initial dose, to
prevent the growth of micro-organisms. Contact the additive manufacturer
for specific use instructions. The maintenance dose should be as per the
additive manufacturer’s instructions and should not exceed 135 ppm.
Antistatic additive STADIS 450 at a concentration of 3 g/m3 for the initial
dose. Maximum dosage should not exceed 5 g/m3.
Fuel system additive SIGBOL may be used in concentrations less than
0.0005% by weight. This additive should not be used continuously.
Contact engine manufacturer for details of impact on the component
inspection program.
Corrosion inhibitors listed below are approved, by the concentrations
indicated. It is recommended that corrosion inhibitors be blended with the
fuel to provide lubricity. The corrosion inhibitor must be added after water
removal and downstream of any clay filters (these processes remove the
inhibitor).
ADDITIVE MAXIMUM CONCENTRATION
Apollo PRI-19 23 g/m3
Octel DCI-4A 23 g/m3
Octel DCI-6A 6 g/m3
Hitec E-580 23 g/m3
Nalco 5403 23 g/m3
Nalco 5405 11 g/m3
Fuel Crossflow
Powered crossflow and gravity crossflow must be OFF for takeoff.

Oil
Oil Grades
NOTE
Mixing of different types of oils is prohibited.
MIL-L-23699 MIL-L-7807
COMPONENT CASTROL 4000
(TYPE II) (TYPE I)
Engines   
Air turbine starter   
Integrated drive generator   
Auxiliary power unit   
Oil Consumption
Maximum oil consumption, on each engine, is 189 cubic centimeters per

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

• The maximum duration without engine oil servicing is 36 operating
hours
• For aircraft operations in excess of 36 operating hours (without engine
oil tank servicing), the engine oil level must be checked within
3 minutes to 2 hours after every engine shutdown
Oil Replenishment System
If use of the oil replenishment system is required, then the engine(s)

should be replenished within 15 minutes to 2 hours after engine shutdown.


Auxiliary Power Unit
Type
Allied Signal RE 220 (RJ)
Maximum RPM
106%
Starting
Minimum ambient temperature for starting a cold soaked APU on the

ground is -40°C (-40°F).
Maximum EGT (dependant upon altitude and temperature):
• 0 to 100% RPM: 692°C to 1038°C
The APU starter motor duty cycle is as follows:
• Do not perform more than 3 starts/start attempts in 1 hour
NOTE
A 2 minute delay must be observed between cranking
attempts to allow for cooling of starter and start
contactor and for APU drainage.
Operating Range
Maximum EGT, APU on-speed (dependant upon altitude and

temperature):
• Ground: 682°C to 789°C
• In flight: 773°C to 806°C
Maximum EGT:
• 1038°C (not to be exceeded under any operating conditions)
APU starting and operation is permitted within the following operating
envelope:
• APU start and operating envelope (see Figure 1.4)
• APU altitude and airspeed envelope (see Figure 1.5)

45,000
APU Generator Loading
Limit (41,000 ft)
40,000
APU Altitude Starting
Limit (37,000 ft)
35,000
PRESSURE ALTITUDE (1000 ft)
IS
A+
30,000
30
Bleed Altitude
°c
Limit (25,000 ft)
25,000
Ground Starting
20,000 Altitude
Limit (15,000 ft)
15,000
10,000
IS
A+
5,000
35
°c
0
(−1,000 ft)
−5,000
−100 −80 −60 −40 −20 0 20 40 60
STATIC AIR TEMPERATURE (°C)
Figure 1.4 APU Start and Operating Envelope
45
Maximum APU Operating Altitude 41,000 ft
40
Maximum APU Starting
35 Altitude 37,000 ft
ALTITUDE × 1000 FT
30
Maximum Altitude for Using Bleed Air
25
25,000 ft
20
15
10
PRM7v2_01_004
0
50 100 200 300 330 400
CALIBRATED AIRSPEED
Figure 1.5 APU Altitude and Airspeed Envelope

APU Bleed Air
APU BLEED AIR LIMITATIONS
SYSTEM/CONDITION LIMITATION
Bleed air extraction APU bleed air extraction is not permitted above 25,000 ft.
Bleed air extraction for pack APU bleed air extraction for pack operation is not permitted
operation above 15,000 ft.
Engine-start during ground No bleed air extraction limitation. Each engine may be
operations started using the APU as a bleed source.
APU Generator
The maximum permissible load on the APU generator is 40 kVA.
APU Indications
The APU limit display markings on the EICAS must be used to determine
compliance with the maximum limit and precautionary ranges. If EICAS
markings show more conservative limits than those specified in the APU
Indications table, the limit markings on the EICAS should be used.
APU INDICATIONS
INDICATION RED GREEN
APU EGT °C 807 0 to 806
APU RPM % 107 0 to 106

Electrical Systems
Permissible Loads on AC System
Individual AC generator loading must not exceed the following values:
LOAD LIMITATION
ALTITUDE
MAIN GENERATOR (EACH) APU GENERATOR
0 to 41,000 ft 40 kVA 40 kVA
Permissible Loads on DC Systems
To protect the flight deck CRT displays, the maximum permissible time for
ground operations with DC (battery) power only is 5 minutes.
The maximum permissible continuous load on each TRU is 120 amp.
Circuit Breaker Reset (In Flight)
A circuit breaker must not be reset or cycled (opened or closed) unless

doing so is consistent with explicit procedures specified in the AFM or
unless, in the judgment of the pilot-in-command (PIC), that resetting or
cycling of the circuit breaker is necessary for the safe completion of the
flight.
Flight Controls - Lift/Drag Devices
Slats/Flaps
Enroute use of slats/flaps is prohibited.

Flight with slats/flaps extended at altitudes above 15,000 ft is prohibited.
Flight Spoilers
Flight spoilers must not be extended in flight below an altitude of 300 ft

AGL.
To ensure adequate maneuver margins, flight spoilers must not be
extended in flight at airspeeds below the recommended approach speed
(VREF) + 10 KIAS.

Air Conditioning and Pressurization
The maximum positive differential pressure is 8.7 psi.
The maximum negative differential pressure is -0.5 psi.
During ground maneuvering, the pressure differential must not exceed
0.1 psi.
During initial landing (at touchdown), the maximum differential pressure
must not exceed 0.1 psi.
The aircraft must be completely depressurized prior to opening any of the
aircraft doors.
The maximum altitude for dual pack operation with the APU as the bleed
source is 15,000 ft.
Unpressurized flight procedures (PACKS OFF) are prohibited except when
used in conjunction with emergency or abnormal procedures.
Single pack operations (with either the APU or an engine as the bleed
source) must be conducted in accordance with FCOM Volume 2,
Chapter 7, SUPPLEMENT 19 – Air Conditioning – Single Pack Operation
except in conjunction with emergency or abnormal procedures where
compliance is not possible.

Dual pack ground operation on engine bleeds must be conducted in
accordance with the following table:
CRJ1000 MAXIMUM CABIN OCCUPANTS (INCLUDING FLIGHT ATTENDANTS)

WITH PACKS BLEED FROM ENGINE − DUAL PACK GROUND OPERATION
LH PACK ON OAT
RH PACK ON ISA - 15°C ISA + 00°C ISA + 15°C ISA + 25°C ISA + 35°C
-1000 no limitation no limitation no limitation no limitation no limitation
0 no limitation no limitation no limitation no limitation no limitation

Airfield Altitude (ft)
3000 no limitation no limitation no limitation 106 104
4000 no limitation no limitation 105 102 100
9000 no limitation 106 91 83 81
10000 no limitation 104 90 80 78

Automatic Flight Control System
WARNING
DURING THE ALTS CAP MODE THE FLIGHT

GUIDANCE/AUTOPILOT MAY NOT MAINTAIN THE
SELECTED AIRSPEED. IF AN ENGINE FAILURE
OCCURS DURING A CLIMB WHILE IN ALTS CAP
OR JUST BEFORE ALTS CAP, THE AIRSPEED MAY
DROP SIGNIFICANTLY BELOW THE SAFE
OPERATING SPEED. CREW INTERVENTION MAY
BE REQUIRED TO MAINTAIN SAFE OPERATING
SPEED.
WARNING
DURING THE (V)ALTS CAP MODE THE FLIGHT

GUIDANCE/AUTOPILOT MAY NOT MAINTAIN THE
SELECTED AIRSPEED. IF AN ENGINE FAILURE
OCCURS DURING A CLIMB WHILE IN (V)ALTS CAP
OR JUST BEFORE (V)ALTS CAP, THE AIRSPEED
MAY DROP SIGNIFICANTLY BELOW THE SAFE
OPERATING SPEED. CREW INTERVENTION MAY
BE REQUIRED TO MAINTAIN SAFE OPERATING
SPEED. <3239>

The following table identifies the approved autopilot minimum use heights
as a function of flight phase and glide path (glideslope) angle:
GLIDE PATH
FLIGHT PHASE MINIMUM USE HEIGHT
ANGLE
Takeoff – 600 ft AGL
Non-precision
– 400 ft AG
approach
75 ft AGL with both engines operating
<TC> or <FAA>
3.5 °
60 ft AGL with both engines operating <EASA>
Precision approach 115 ft AGL with one engine operating
>3.5° Refer to SUPPLEMENT 24 - Approaches between
4.0° 3.5° and 4.0°
>4.0° Prohibited
75 ft AGL with both engines operating
<TC> or <FAA>
3.5°
60 ft AGL with both engines operating <EASA>
APV approach with
vertical guidance 115 ft AGL with one engine operating
<3239> >3.5° Refer to SUPPLEMENT 24 - Approaches between
4.0° 3.5° and 4.0°
>4.0° Prohibited
The ADC source coupled to the active autopilot must be the same as that
coupled to the ATC transponder during flight in RVSM airspace.

Stall Protection System
Both stall protection system switches must remain ON for all phases of
flight.
Thrust Reversers
Thrust reversers are approved for ground use only, activation of the
reverse thrust levers is prohibited in flight.
The thrust reversers are intended for use during full stop landings. Do not
attempt a go-around maneuver after deployment of the thrust reversers.
Takeoff with any thrust reverser icons or EICAS warning and/or caution
messages displayed is prohibited.
During landing, maximum thrust reverser is prohibited below 75 KIAS, and
reverse idle should be achieved by 60 KIAS.
During preflight check of the thrust reversers with the aircraft stationary,
reverse thrust must be limited to reverse idle.
Backing up using thrust reversers is prohibited.
Nosewheel Steering System

Towbarless towing is prohibited, unless the operation is performed in
compliance with the Aircraft Maintenance Manual (AMM) (CSP B-001)
towbarless towing requirements.
Taxi Lights
The taxi lights must be switched OFF whenever the aircraft is stationary in
excess of 10 minutes.
Wheel Brake Cooling Limitations

Brake cooling times (established in accordance with Performance -
Takeoff Performance - Maximum Allowable Brake Temperature For
Takeoff) must be observed between a landing or a rejected takeoff (RTO)
and a subsequent takeoff, to ensure that sufficient brake energy is
available to bring the aircraft to a complete stop, if the subsequent takeoff
is rejected.

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

Pilots are authorized to deviate from their air traffic control clearance in
order to comply with a traffic alert and collision avoidance system (TCAS)
resolution advisory (RA) command.
Integrated Standby Instrument

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

If the aircraft is to be operated with certain secondary airframe and/or any
nacelle parts missing, operation must be in accordance with the limitations
specified in the basic AFM, and as amended by the configuration deviation
list (CDL) (CAFM).
Pneumatic System
Wing and/or cowl anti-ice selection is prohibited with the APU as a bleed
source in manual mode.
Flight Deck Door <FAA>

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

Enhanced Ground Proximity Warning System
Aircraft navigation must not be predicated upon the use of the terrain
display.
To avoid giving unwanted alerts, the terrain awareness alerting and
display functions must be inhibited on takeoff, approach or landing within
15 nm of an airport not included in the enhanced ground proximity warning
system (EGPWS) airport database.
The terrain database, terrain displays and alerting system do not account
for man-made obstructions, except for all known man-made obstructions
in Canada, the United States and Mexico.
CAUTION
If GPS is inoperative (identified by LOSS OF
INTEGRITY, GNSS NOT AVAILABLE, or GNSS-FMS
DISAGREE message on the FMS CDU), the EGPWS
may fail to alert when a terrain threat exists, during
ambient surface temperatures below ISA, during
non-standard temperature lapse rates or if
incorrect barometric settings are set on the
altimeter.

Aircraft Data Link System (ACARS and CPDLC)
Aircraft Communications Addressing and Reporting System
The aircraft communications addressing and reporting system (ACARS) is

approved for the transmission and receipt of messages that will not create
an unsafe condition if the message is improperly received. An unsafe
condition may exist if:
• The message or part of the message is delayed or not received
• The message is delivered to the wrong recipient, or
• The message content is corrupted
Crew actions based on messages such as pre-departure clearance, digital
automatic terminal information service, weight and balance, and takeoff
data (speeds, trim settings, runway distances), are prohibited, unless
approved operational procedures are used to verify that the message is
received by the intended recipient, that the message is valid and that the
content is not corrupted.
Data Link
ATN B1 CPDLC (Controller to Pilot Data Link Communication)

The aircraft data link system has been demonstrated to comply with the
applicable safety, performance and interoperability requirements for
continental ATN B1 data link using VDL Mode 2.
The aircraft ATC data link system does support multi-frequency operation
as defined in ARINC Spec 631-5.
ATN B1 CPDLC installation is limited to providing a supplementary means
of communication; voice shall remain the primary means of
communication. Use of ATN B1 CPDLC should be avoided during periods
of high pilot workload and critical phases of flight where pilot-ATC
communications are time critical. This AFM entry does not, by itself,
constitute an operational approval where such an approval is required.
Effectivity: On EASA registered aircraft. <EASA>
ATN B1 CPDLC shall only be used for routine data link exchanges
during enroute operations in upper airspace.

Electronic Flight Bag/Docking Station <3229>
The electronic flight bag (EFB) has not been approved except for its
mounting device and its connection to the aircraft. The suitability, integrity
or accuracy of the EFB hardware, software, database, display, controls
and lighting has not been assessed and the capability of the system to
perform its intended function has not been verified or certified. Installation
of the EFB does not constitute operational approval for any use of the
EFB.
Air Traffic Control Transponder <AR>

Effectivity: Applicable to aircraft certified by IAC Aviation Register. <AR>.
Flights on the routes covered with VHF and air traffic control (ATC)
operating in RBS mode are allowed.
Weather Radar <AR>

During flight in actual or forecast thunderstorm activity, at least one

navigation display must be operated in WR mode.
Following an EGPWS terrain caution or terrain warning, the weather
radar information must be reinstated on at least one (1) MFD, after the
encounter has been resolved.
Display System Reversion <AR>

Reversion of ATT, HDG and ADC is prohibited if the units are operating
normally.

High Frequency (HF) Radio Communications <AR>
Flights on routes with gaps in VHF communications fields exceeding

5 minutes are allowed only if an operable HF radio is installed.
Flights on routes with gaps in VHF communications fields exceeding
1 hour are allowed only if two (2) operable HF radios are installed.
Automatic Dependent Surveillance-Broadcast (ADS-B) Out

Effectivity: Aircraft 19042 and subsequent, or aircraft incorporating SB 670BA-34-044 –
Navigation – Mode S Transponder System – Installation of Automatic Dependent
Surveillance-Broadcast (ADS-B Out) – DO-260B Compliant for Aircraft That Have Mode S
Transponder TDR-94D/TSS-4100.
The installed ADS-B Out system meets the equipment requirements of

EASA CS.ACNS.D.ADSB (1090 MHz Extended Squitter ADS-B Out)
and FAA AC 20-165A.
ADS-B operations shall not be commenced or continued if either of the
following amber caution messages are displayed:
• XPDR FAIL
• ADS-B OUT FAIL
From January 01, 2020 until December 31, 2024, ADS-B operations
shall not be commenced or continued in the United States ADS-B
airspace as defined by 14 CFR 91.225, unless satellite availability for the
route has been confirmed using the FAA ADS-B service availability
prediction tool (SAPT) or equivalent preflight availability prediction tool
accepted by the FAA.
The AFM entry does not, by itself, constitute an operational approval
where such an approval is required.

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

with the latest edition of the following:
• Airplane Flight Manual (AFM), and
• The following FMS Pilot Guides
PUBLICATION NUMBER APPLICABILITY
FMC-028
523-0809278
FMS-4200 FMC-032
523-0820005 FMC-036
FMS-4200 Operating Limitations
(1) FMC-028, FMC-032, FMC-036:

• The FMS is approved for use only with the software program version
given in the following table:
SOFTWARE PROGRAM VERSION (SCID) APPLICABILITY
832-4119-030 FMC-028
832-4119-034 FMC-032
832-4119-038 FMC-036
• FMS range, fuel management and altitude/speed capability

information is advisory only
• IFR enroute and terminal navigation is prohibited unless the pilot
verifies the currency of the database and verifies waypoints for
accuracy by reference to current publications
• FMS instrument approaches must be accomplished with instrument
approach procedures that are retrieved from the FMS database. The
FMS must incorporate the current update cycle
NOTE
Altitude constraint(s) on the last waypoint of the STAR

corresponding to the first waypoint of the approach
procedure must be verified on the ACT LEGS page.
The flight crew must correct or delete the altitude
constraints as required to agree with charted
procedures.
• FMS instrument approaches must not be continued past the final

approach fix if an FMS, NO APPR message is displayed on the PFD
• True North Operations at altitudes below 10,000 ft are prohibited
<3025>

FMS-4200 Operational Approvals
• AC 20-130A Navigation or Flight Management Systems Integrating
Multiple Navigation Sensors
• The FMS meets the enroute, terminal and non-precision approach
lateral performance/accuracy criteria of AC 20-130A
• AC 90-100A US Terminal and Enroute Area Navigation (RNAV)
Operations
• The aircraft meets the functional and the ±1 nm accuracy
requirements of AC 90-100A US Terminal and Enroute Area
Navigation (RNAV) Operations provided it is equipped with an
operating FMS, and
• A GPS receiving usable signals, or
• An IRS and DME receiving usable signals <3025>
NOTE
Compliance with the standard noted above does not

constitute an operational approval.
• TGL-10 PRNAV Operations

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

PRNAV REQUIRED EQUIPMENT LIST

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

• FMS DR
• IRS ONLY <3025>
• VOR/DME ONLY or V/D ONLY
• VOR/DME DIST >40 NM
• FMS NAV INVALID
• For procedures that specifically require GPS, or when GPS is the only
available sensor, none of the following messages are posted on the
CDU:
• LOSS OF INTEGRITY
• GNSS NOT AVAILABLE
• GNSS-FMS DISAGREE
• AC 20-129 VNAV systems for use in the U.S. National Airspace
System (NAS) and Alaska:
• The VNAV system meets the criteria for enroute, terminal and
approach operations of AC 20-129
• The actual VNAV path may deviate significantly below the
intended VNAV path in cold temperatures, unless the temperature
compensation function is used to correct for non-standard
temperatures

Effectivity: <3239>
• AC 90-105 VNAV Approval Guidance for RNP Operations and

Barometric Vertical Navigation in the U.S. National Airspace System
• The FMS VNAV system is capable of BARO-VNAV operations
down to LVAV/VNAV DA minima in accordance with FAA AC
90-105 provided
• The FMS is receiving usable signals from at least one GPS
sensor
• VNAV is selected on the FCP and either the autopilot or
flight director is used to follow the vertical path
• GPS APPR annunciation is displayed at the final approach
fix, and
• A current altimeter setting for the landing airport is used
• When conducting an instrument approach with a T-transition
and utilizing VNAV for descent guidance, indicated airspeed at
the initial approach fix must be 210 KIAS or less
• Use of VNAV vertical guidance for a V-MDA type approach is
prohibited
CAUTION
Use of descent angles >4.5° at high altitude may
result in unintended acceleration beyond
permitted speeds.
NOTE
Compliance with the standard noted above does not
constitute an operational approval.
• Other than automatic FMS temperature compensation, changes to
altitudes in the final approach segment (including FAF and stepdown
fixes) for FMS LNAV/VNAV approach procedures are prohibited
• Use of VNAV CLB (VCLB) mode is prohibited anytime the airspeed
reference is displayed as Mach

Effectivity: <3108>
• The FMS and GNSS have been demonstrated capable of primary

navigation for LPV operations in accordance AC 20-138C for FAA
LPV and AMC 20-28 for EASA LPV provided that all of the required
equipment specified in the LPV required equipment list table is
operational:
LPV REQUIRED EQUIPMENTS LIST
EQUIPMENT REQUIREMENTS FOR LPV
FMS control display unit (CDU) One (1) must be operational and controlling
an operational FMC
Global positioning system (GPS) One (1) SBAS capable GPS is operational
Primary flight display (PFD) Two (2) PFDs must be operational
• If two (2) FMS are operational, the FMSs are synchronized

• LPV APPR annunciation is displayed at the final approach fix, and
the following message are not posted
• NO APPR (on PFD)
• LPV NOT AVAIL (on CDU)
• During an LPV approach if the message USE LNAV MINIMUM
appears on either MFD or as a FMS message
• An alternate approach must be selected, or
• A go-around must be performed
NOTE
1. L/V and LP approaches cannot be performed.
2. Compliance with the standard noted above does

not constitute an operational approval.

• The FMS LNAV system is capable of RNP approach operations

including RF legs, in accordance with FAA AC 90-105, to RNP 1 in the
initial, intermediate and missed approach segments and RNP 0.3 in
the final approach segment provided
• The FMS is receiving usable signals from at least one (1) GPS
sensor, and
• GPS APPR annunciation is displayed at the final approach fix, and
• All of the required equipment specified in the RNP required
equipment list is operational:
RNP REQUIRED EQUIPMENTS LIST
EQUIPMENT REQUIREMENTS FOR RNP
FMS control display unit (CDU) One (1) must be operational and controlling
an operational FMC
Global positioning system (GPS) One (1) must be operational
NOTE
The FMS is not approved for special aircraft and
aircrew authorization required (AR) approaches.
• The FMS LNAV system is capable of operations on instrument

departure procedures (RNP 1 DPs), standard terminal arrival routes
(RNP 1 STARs), including RF legs, in accordance with FAA AC 90-
105 provided the FMS is receiving usable signals from at least one
GPS sensor and all of the required equipment specified in the RNP
required equipment list table is operational

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

(enroute and terminal) must be installed and operating.
The GPS may only be used for approach guidance if the reference
coordinate data system for the instrument approach is WGS-84 or
NAD-83.
The area navigation system used for IFR Class 1 navigation meets the
performance/accuracy criteria of AC 20-130A for enroute and terminal
area navigation and non-precision approach operations (including GPS
and RNAV approaches).
The installed navigation equipment complies with AC 20-138A for
navigation using GPS and SBAS (within the coverage of a satellite-based
augmentation system complying with ICAO Annex 10) for en route,
terminal area and non-precision approach operations (including GPS, or
GPS and RNAV approaches). <3236> or <3240>
RNP-10 Operations <3027> 0r <3236>
The dual GPS installation, when used in conjunction with the Prediction
Program 832-3443-005 and with two operational FMS-4200 systems, has
been found to comply with the requirements of MNPS operations and as a
primary means of navigation in oceanic and remote airspace operations.
Likewise, this compliance is considered as meeting RNP-10 requirements,
without time limitations.
The prediction is not needed if SBAS coverage is confirmed to be
available along the entire route of flight. <3236>
NOTE
The demonstration of performance with these criteria

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

Operating Speeds
Maximum Operating Speed and Mach Number
Maximum operating limit speeds must not be deliberately exceeded in any
regime of flight (climb, cruise or descent) unless a higher speed is
specifically authorized for flight test or training operations.
45
40
MMO= 0.85
<CRJ700/900>
MMO= 0.84
35
<CRJ1000>
30 V MO = 315 KIAS
Pressure Altitude (1000 ft)
M MO = 0.80
25
20
V MO = 335 KIAS
15
10
5
PRM791v2_01_008
V MO = 330 KIAS
0
250 260 270 280 290 300 310 320 330 340 350 360
Indicated Airspeed (KIAS)
Figure 1.6 Maximum Operating Speed and Mach Number

RVSM Maximum Cruise Mach Number
The maximum cruise Mach number during flight in RVSM airspace is 0.82.
Design Maneuvering Speed

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

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

The maximum speeds at which the flaps may be extended are:
FLAPS 1:..................................................................................... 230 KIAS
FLAPS 8:..................................................................................... 230 KIAS
FLAPS 20:................................................................................... 220 KIAS
FLAPS 30:................................................................................... 185 KIAS
FLAPS 45:................................................................................... 170 KIAS

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

The maximum airspeed at which the aircraft may be flown with the landing
gear extended and locked is 220 KIAS.
Tire Limit Speed

Maximum tire limit speed is 195 kt ground speed.
Maximum Airspeed for ADG Operation

The maximum speed for ADG operation is VMO/MMO.
Turbulence Penetration Speed

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

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

The windshield wipers must not be operated above 250 KIAS.
If the windshield wipers fail in a non-parked position, the aircraft speed
must not exceed 250 KIAS.

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


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Types of Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Read and Do Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Challenge and Response Checklist . . . . . . . . . . . . . . . . . . . . . . . 2-3
Crew Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Flight Mode Annunciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Callouts During Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Callouts During Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Callouts During Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Callouts During Approach and Landing . . . . . . . . . . . . . . . . . . . . 2-6
Callouts During Go-Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Callouts During Landing Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Introduction to Phases of Flight . . . . . . . . . . . . . . . . . . 2-8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Phases of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(1) Prior to Start: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(2) Prior to Takeoff: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(3) After Takeoff: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
(4) Prior to Landing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
(5) After Landing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
(1) Prior to Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Safety Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
External Walkaround. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Originating Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
FMS Departure and Route Programming . . . . . . . . . . . . . . . . . . . . 2-60
Takeoff Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Before Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Cleared to Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Engine Starting – APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Engine Starting – External Air . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Engine Starting – Cross Bleed. . . . . . . . . . . . . . . . . . . . . . . . . . 2-82
Copyright © Bombardier Inc. Normal Procedures

TABLE OF CONTENTS
Engine Start – Battery/External Air. . . . . . . . . . . . . . . . . . . . . . . 2-83
(2) Prior to Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84
After Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90
Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90
FMS Entries (On Ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90
Nosewheel/Rudder Pedal Steering . . . . . . . . . . . . . . . . . . . . . . 2-91
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
Taxiing in Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92
Takeoff Line-up Allowance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92
Aircraft Turning Radius. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92
Single Engine Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
Before Takeoff Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-104
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-110
Aircraft Geometry Considerations for Takeoff . . . . . . . . . . . . . . . . 2-110
Normal Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-110
Max Performance Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . 2-112
Rolling Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-112
FMS Entries (In Flight) . . . . . . . . . . . . . . . . . . . . . . . . . 2-116
(3) After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-118
After Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-118
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Climb Speed Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Climb Speed Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Climb Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Maximum Angle Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . 2-120
Climb Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122
Normal Procedures Copyright © Bombardier Inc.

TABLE OF CONTENTS
(4) Prior to Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
Descent Speed Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
Descent Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
Flight Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
Arrival Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-128
Approach Preparation (At or before
In Range/Descent Check) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-128
[1] FMS Arrival and Approach Programming . . . . . . . . . . . . . . 2-128
NAV-to-NAV Transfer Operation . . . . . . . . . . . . . . . . . . . . . . . 2-130
Approach Navigation Setup (Non NAV-to-NAV) . . . . . . . . . . . 2-132
In Range Check/Descent Check. . . . . . . . . . . . . . . . . . . . . . . . . . 2-138
10,000 Foot Check/Approach Check . . . . . . . . . . . . . . . . . . . . . . 2-144
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
Maneuvering and Approach Speed . . . . . . . . . . . . . . . . . . . . . 2-146
Final Approach Speed Factor . . . . . . . . . . . . . . . . . . . . . . . . . 2-147
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-148
Holding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-148
Recommended Holding Speeds . . . . . . . . . . . . . . . . . . . . . . . 2-149
Maximum Holding Speeds <ICAO> . . . . . . . . . . . . . . . . . . . . . 2-149
Maximum Holding Speeds <FAA>. . . . . . . . . . . . . . . . . . . . . . 2-149
Precision (ILS) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-150
Approach Procedure with Vertical (APV)
Guidance <3239> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-154
Lateral Navigation Guidance Only (LNAV) Approach . . . . . . . . . . 2-158
LNAV with Step-Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-158
LNAV with Constant Descent Approach (CDA)
to Minimum Descent Altitude (MDA) . . . . . . . . . . . . . . . . . . . . 2-162
to Minimum Descent Altitude (MDA) for Aircraft
Equipped with VNAV Capability <3239> . . . . . . . . . . . . . . . . . 2-166
to Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-170
to Runway for Aircraft with VNAV Capability <3239> . . . . . . . 2-174

TABLE OF CONTENTS
VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-178
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-178
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-178
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-179
VNAV Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-179
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-184
Standard Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-188
Before Landing Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-190
Go-Around Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-194
Touch-and-Go Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . 2-198
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-198
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-198
(5) After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-200
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-200
Aircraft Geometry Considerations for Landing . . . . . . . . . . . . . 2-200
Full Stop Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-201
After Landing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-206
Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-208
Terminating Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-214
Operation on Contaminated Runways . . . . . . . . . . . . 2-218
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-218
Runway Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-218
(1) Dry Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-218
(2) Wet Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-219
(3) Runway Contaminated by Standing Water or Slush. . . . . . 2-219
(4) Runway Contaminated by Wet Snow . . . . . . . . . . . . . . . . . 2-220
(5) Runway Contaminated by Dry Snow . . . . . . . . . . . . . . . . . 2-220
(6) Runway Contaminated by Compacted Snow . . . . . . . . . . . 2-220
(7) Runway Contaminated by Ice . . . . . . . . . . . . . . . . . . . . . . . 2-220
Distances. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-221
(1) Takeoff Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-221
(2) Takeoff Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-221
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-222
Maximum Depth of Contaminant . . . . . . . . . . . . . . . . . . . . . . . 2-222
Additional Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-222

TABLE OF CONTENTS
Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-223
(1) Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-223
(2) Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-223
(3) Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-224
Hydroplaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-225
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-226
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-226
Crosswind Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-228
Use of Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . 2-230
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-230
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-232
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-232
Contaminants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-232
Critical Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-234
Comparative Analysis Procedure. . . . . . . . . . . . . . . . . . . . . . . 2-234
Holdover Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-234
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-236
Airframe Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-236
Clean Aircraft Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-236
Wet Aircraft and Temperatures >0°C (32°F)
but <5°C (41°F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-238
Clear Ice Due to Cold Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-238
Frost Due to Cold Soaked Fuel . . . . . . . . . . . . . . . . . . . . . . . . 2-239
Frost on the Upper Surface of the Fuselage . . . . . . . . . . . . . . 2-239
Engine Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-240
Preflight Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-240
Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-242
External Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-242
Cabin Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-243
Airframe De-Icing, Anti-Icing and Inspection. . . . . . . . . . . . . . . . . 2-244
De-Icing/Anti-Icing Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-244
Infra-Red Energy De-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-247
De-Icing/Anti-Icing Procedures . . . . . . . . . . . . . . . . . . . . . . . . 2-248
Removal of Loose Contamination . . . . . . . . . . . . . . . . . . . . . . 2-249

TABLE OF CONTENTS
Preparation for De-Icing/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . 2-250
De-Icing/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-254
Aircraft Procedures During Gantry De-Icing. . . . . . . . . . . . . . . 2-256
Phase of Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-258
Pushback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-258
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-258
After Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-259
Taxi-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-262
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-264
Descent – Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-266
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-267
Taxi-in and Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-267
Leaving the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-268
Procedures to Prevent Freezing of Wheel Brakes . . . . . . . . . . 2-269
Super-Cooled Large Droplet Icing . . . . . . . . . . . . . . . 2-270
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-270
Cloud Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-270
Icing Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-270
Ice Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-271
Super-Cooled Large Droplet Icing Conditions . . . . . . . . . . . . . . . . 2-271
Recognition of Super-Cooled Large Droplet Icing Conditions . . . . 2-271
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-272

TABLE OF CONTENTS
Hot Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . 2-274
Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-274
Taxi-out and Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-278
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-279
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-280
Brake Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-281
AFT CARGO OVHT Caution Message . . . . . . . . . . . . . . . . . . . . . 2-281
L WSHLD HEAT or R WSHLD HEAT and
L WINDOW HEAT or R WINDOW HEAT Caution Messages. . . . 2-282
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-283
Power Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-283
Display Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-283
Flat-Plate Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-286
Tilt Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-286
Operating Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-286
Autotilt (AUTO) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-288
Gain Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-288
Ground Clutter Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-289
Range Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-290
Transfer Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-291
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-291
Ground Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-291
Takeoff and Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-292
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-292
Middle Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-292
Higher Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-292
Tilt Control at Higher Altitudes (Above FL350) . . . . . . . . . . . . 2-293
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-293
Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-294

For Training Purposes Only 2-vii
TABLE OF CONTENTS

2-viii For Training Purposes Only
LIST OF FIGURES
Figure 2.1 External Walkaround . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Figure 2.2 Hydraulic Fluid Quantity vs. Fluid Temperature . . . . . . . 2-43
Figure 2.3 Takeoff Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Figure 2.4 Aircraft Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
Figure 2.5 Engine Operating Limits Due To Wind . . . . . . . . . . . . . 2-114
Figure 2.6 Takeoff – Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
Figure 2.7 Profile – Precision (ILS) Approach . . . . . . . . . . . . . . . . 2-153
Figure 2.8 Profile – LPV and LNAV/Baro-VNAV . . . . . . . . . . . . . . 2-157
Figure 2.9 Profile – LNAV with Step-down . . . . . . . . . . . . . . . . . . 2-161
Figure 2.10 Profile – LNAV with CDA to MDA . . . . . . . . . . . . . . . . . 2-165
Figure 2.11 Profile – LNAV with CDA to MDA <3239> . . . . . . . . . . 2-169
Figure 2.12 Profile – LNAV with CDA to Runway . . . . . . . . . . . . . . 2-173
Figure 2.13 Profile – LNAV with CDA to Runway <3239> . . . . . . . . 2-177
Figure 2.14 Profile – Circling Approach . . . . . . . . . . . . . . . . . . . . . . 2-187
Figure 2.15 Profile – Standard Visual Approach . . . . . . . . . . . . . . . 2-189
Figure 2.16 Profile – Go-Around . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-197
Figure 2.17 Profile – Touch-and-Go Landing . . . . . . . . . . . . . . . . . 2-199
Figure 2.18 Aircraft Critical Surfaces . . . . . . . . . . . . . . . . . . . . . . . . 2-235
Figure 2.19 WXR-840 Color Levels . . . . . . . . . . . . . . . . . . . . . . . . . 2-285
Figure 2.20 Weather Radar Distance to Horizon Chart . . . . . . . . . . 2-287

For Training Purposes Only 2-ix
LIST OF FIGURES

2-x For Training Purposes Only
NORMAL PROCEDURES

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

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

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

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

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

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

Callouts During Approach and Landing
Conditions for flaps extension are fulfilled "FLAPS XX" PF
When localizer course bar starts to move
“Localizer alive” PM
from full scale deflection
When glideslope pointer starts to move from
"Glideslope alive" PM
full scale deflection
When at the appropriate segment of the "Gear down,
PF
approach before landing check”
When BEFORE LANDING CHECK is "Before landing check -
PM
completed Complete"
"Altitude” PF
At final approach fix (FAF) “Name, altitude, Flaps,

GPS Approach PM
(if applicable)”
If maximum allowable localizer deviation is
"Localizer" PM
exceeded
If maximum allowable glideslope deviation is
"Glideslope" PM
exceeded
If maximum allowable speed deviation is
"Speed” PM
exceeded
If maximum allowable descent rate is
"Sink rate" PM
exceeded
If maximum allowable altitude deviation is
“Altitude” PM
exceeded
At 500 ft AGL (precision approaches) "500" PM
At 100 ft above decision height (DH), or
decision altitude (DA), or minimum descent "100 above” PM
altitude (MDA)
At decision height (DH), or decision altitude
"Minimums" PM
(DA), at minimum descent altitude (MDA)
"Missed approach
At missed approach point (MAP) Both
point”
When visual reference is established “Landing” PF
At pilots decision to become PF "I have control" Pilot
If minimum height for autopilot use
"Autopilot - Disengage" PM
(if still engaged)

NOTE
The pilot-monitoring (PM) will call “visual” (with clock
reference) at any time that the runway environment is
in sight.
Callouts During Go-Around

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

At 90 KIAS “90 knots” PM
When pilot wants to take control "I have control" Pilot
NOTE
To avoid unnecessary cockpit communications during
the landing roll, the PM will callout system malfunctions
only.

Introduction to Phases of Flight
General
The following checklists comprise a consolidation of the aircraft ‘phase-of-
flight’ checks/procedures accomplished by the flight crew from the time the
aircraft is prepared for flight until the termination of the last flight of the
day.
The checklists are supplementary to those checks arising from basic
airmanship and procedural practices common to the operation of any
modern transport category jet aircraft. The checklists are based on the
normal procedure of APU start before engine start.
Phases of Flight
The phases of flight fall under the following five (5) major categories, listed
consecutively:
(1) Prior to Start:
• Safety Check
• Cabin Inspection (see FCOM, Volume 2, Chapter 04 – Normal
Procedures)
• External Walkaround
• Originating Check
• Before Start Check
• Cleared to Start Check
(2) Prior to Takeoff:
• After Start Check

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

(4) Prior to Landing:
• In Range Check (North American) <TC> or <FAA>
• 10,000 ft Check (North American) <TC> or <FAA>
• Descent Check (International) <EASA>
• Approach Check (International) <EASA>
• Before Landing Check
• Go-Around Procedure
(5) After Landing:
• After Landing Check

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

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

SAFETY CHECK
(1) Circuit breakers (panels 1 - 2) ................................ Closed PLT
(2) N/W STRG switch ...................................................... OFF PLT
(3) HYDRAULIC pumps................................................... OFF PLT
(4) LDG GEAR lever.......................................................... DN PLT
(5) FLIGHT SPOILER lever .................................................. 0 PLT
(6) SLATS/FLAPS lever ..................................................... Set PLT
(7) Radar ......................................................................... OFF PLT
(8) ADG manual deploy handle .................................. Stowed PLT
(9) EMER FLAP switch............................................ NORMAL PLT
(10) BATTERY MASTER switch ........................................ON PLT
(11) APU/AC electrics ....................... As required/Established PLT
(12) AHRS <3100> ......................................................... NORM PLT
(12) IRS <3025> ................................................................ NAV PLT
(13) Emergency equipment ...................................... Checked PLT
(14) Gear and safety pins ........................................ On board PLT
(15) Airplane documents........................................... Checked PLT
(16) HYDRAULIC 3A pump ..................................As required PLT
(17) FMS initialization .............................................. Complete PLT

(1) Circuit breakers (panels 1 - 2)................................ Closed PLT
Circuit breakers (CBs) should be either in (closed) or out (open) and

collared.
CAUTION
The flight crew must perform the full Safety Check

when accepting the aircraft. The Safety Check
must be initiated with all electrical power off (both
AC and DC). Failure to perform this check from an
unpowered condition may result in an improper
alignment of the ISI.
NOTE
Bombardier Aerospace philosophy and policy with
respect to the resetting of tripped circuit breakers (in
flight/on ground) is given in the FCOM, Volume 2,
Introduction - General - Circuit Breaker Reset.
(2) N/W STRG switch ...................................................... OFF PLT
(3) HYDRAULIC pumps .................................................. OFF PLT
(4) LDG GEAR lever.......................................................... DN PLT

(5) FLIGHT SPOILER lever .................................................. 0 PLT
Verify that the FLIGHT SPOILER lever is in the 0 position.
(6) SLATS/FLAPS lever .....................................................Set PLT
Lever and slat/flap surface positions should agree. If not, reposition

SLATS/FLAPS lever to the actual surface position.
(7) Radar..........................................................................OFF PLT
Verify that both control panels, if applicable, are selected OFF.
(8) ADG manual deploy handle................................... Stowed PLT
(9) EMER FLAP switch ............................................NORMAL PLT

(10) BATTERY MASTER switch........................................ ON PLT
Check on DC ELECTRICAL page that the minimum voltage of APU BATT

and MAIN BATT is 22 V.
NOTE
1. Flight deck standby lights come on when the battery

bus is powered, normal AC power is OFF, and the
integral light switches are ON.
2. The air conditioning PACKs or the low-pressure

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

battery bus is powered and normal AC power is off.
4. If the above condition (NOTE 3), will continue for

more than 5 minutes, the EICAS PRIM DSPL and
EICAS SEC DSPL circuit breakers (2Q5, 2Q6, 1H3,
1H4) should be opened.
5. To prevent BLEED MISCONFIG caution message

during APU start, ensure that the WING and COWL
ANTI-ICE switches are OFF prior to APU start.
CAUTION
When low pressure ground air is being supplied,
make sure the PACKs are OFF. Otherwise, the fan
can be damaged.


(11) APU/AC electrical ...................... As required/Established PLT
AC power can be obtained from a ground power unit (GPU) or the APU.
APU Starting Sequence
NOTE
To prevent BLEED MISCONFIG caution messages

during APU start, ensure that the WING and COWL
anti-ice switches are OFF prior to APU start.
Prior to starting the APU on the first flight of the day, carry out the FIRE
DETECTION/FIREX MONITOR test described in the Originating Check.
NOTE
To ensure a successful FIRE DETECTION/FIREX

MONITOR test, make sure that the BATTERY
MASTER switch has been ON for a minimum of
30 seconds.
(a) APU, PWR/FUEL switch/light................................ Select (press once)

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

On the status page, note:
• APU START status message on
• Before 60% rpm - START light and APU START status message out
NOTE
99% rpm + 2 seconds (approx) – AVAIL light comes on

indicating that the APU is ready to accept electrical and
bleed air load.
(c) AC and DC electrical power....................................................... Check

• Select the AC ELECTRICAL page to verify that voltage, frequency and
load indications are normal and all AC BUSES are powered
• Select the DC ELECTRICAL page to verify that TRU voltage and load
indications are normal and all DC BUSES are powered
Establishing Air Conditioning (APU Bleed Air)
On the overhead panel, ensure:

(a) BLEED VALVES selector............................................................AUTO
(b) L and R PACK switch/lights ................................................. Select ON
(c) RECIRC FAN switch ............................................................ Select ON
On the status page, verify:
T
BR
ISOL OPEN
PRM7v2_02_002
R ENG BLEED CLSD

APU LCV OPEN
L ENG BLEED CLSD

(12) AHRS <3100> ........................................................ NORM PLT
NOTE
For AHRS-4000 equipped aircrafts, initialization on

ground takes 3 minutes at lower latitudes and may take
up to 10 minutes at higher latitudes. If the PFD shows
a red MAG flag after initialization, enter present
position on the FMS CDU. Aligning AHRS when
airborne may take 20 to 120 seconds (the aircraft must
remain in straight and level, unaccelerated flight).
Heading will only operate in DG mode after in-flight
alignment. <3100>
(12) IRS <3025> ................................................................ NAV PLT
NOTE
IRS initialization takes approximately 7 minutes at

normal temperatures and as long as approximately
16 minutes at colder temperatures. <3025>

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

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

(16) HYDRAULIC 3A pump.................................. As required PLT
NOTE
When ambient temperatures are greater than 40°C

(104°F), avoid prolonged ground operations with any
hydraulic system(s) operating.
(17) FMS initialization.............................................. Complete PLT
FMS Initialization
NOTE
1. YD 1 and YD 2 will only engage when both IRS are

aligned.
2. For dual FMS configurations, the IRS, VOR and

GPS must be verified ENABLED on both CDUs.
STATUS Page
On the STATUS 1/2 page confirm:
• NAV DATA name
• ACTIVE DATA BASE validity period
• UTC and DATE
On the STATUS 2/2 page confirm:
• PERF DATA BASE on page 2
INDEX Page
On the INDEX page select:

FMS CTL:
• Select LEFT/RIGHT MFD DATA (single FMS only)

• Ensure that the FMS COORD MODE is in SYNC (dual FMS only)
GPS CTL OR GNSS CTL:
• GPS - ensure that it is ENABLED (up to 8 satellites can be inhibited)

• GNSS - ensure that it is ENABLED (up to 8 satellites can be inhibited
VIA the NPA RAIM page)
VOR CTL:
• GPS - ensure that the VOR and DME USAGE is ENABLED (up to
8 VORs can be inhibited)
• GNSS - ensure that the VOR USAGE is set to NO and the DME
USAGE is set to YES (up to 8 VORs can be inhibited)
IRS CTL (IF INSTALLED):
• Ensure that the IRSs are ENABLED
POS INIT:
• Enter the airport ICAO identifier in the scratchpad

• Press the airport line key and verify that the FMS airport reference
position is correct by referring to the LAT and LONG coordinates on
the airport chart
• Press the airport reference position (LAT and LONG) line key
• Press the SET POS line key
NOTE
If this position disagrees by more than 40 nm from the
position last known by the FMS, the message RESET
INITIAL POSITION is displayed on the FMS
annunciator line. Verify the entry and re-enter the
position.
----------END----------

External Walkaround
The external walkaround is primarily a visual check to ensure that the
overall condition of the aircraft and its visible components and equipment
are safe for all phases of flight.
The word ‘CHECK’ is used throughout this walkaround procedure to
describe a visual examination that will detect obvious unsatisfactory
condition/discrepancies.
NOTE
The external walkaround may be omitted if qualified
maintenance personnel have performed this
inspection.
Prior to each flight, the flight crew or maintenance staff shall verify that the
aircraft condition is acceptable for flight.
WARNING
KEEP HANDS CLEAR OF THE HYDRAULICALLY
OPERATED FLIGHT CONTROLS SURFACES, AS
THIS MAY RESULT IN PERSONAL INJURY.
Even though not noted individually, the aircraft and its visible components
must be checked for the following:
• Proximate area is free of potential FOD items
• Passenger walkway and boarding stairs are safe and clear
• Flight control surfaces are unobstructed
• All vents, ports, intakes and exhausts are unobstructed
• Tire condition and pressure are acceptable
• All covers, plugs, picket/mooring lines removed
• Pay particular attention to any evidence of fluid leaks from
components, drains, panels, aircraft skin and ground vicinity

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

wings if visible moisture is present and the
ambient temperature is at or below freezing, or at
ambient temperatures above freezing, with
subfreezing temperature fuel [0°C (32°F) or below]
in contact with the underside of the upper wing
skin. Any condensation, fog, drizzle or rain
contacting the chilled upper wing surface quickly
freezes to the exterior surface.
During cold weather operations, the flight crew must ensure that the
fuselage, wings and tail surfaces are free from ice, snow or frost.
NOTE
Clear ice accumulation on the wing upper surface is

very difficult to detect. Clear ice cannot be seen during
a walkaround, particularly if the wing is wet. If the fuel
temperature is 0°C (32°F) or below and a high humidity
condition exists, or visible moisture in any form is
present, pilots must ensure that the wing upper surface
is free of clear ice by means of a tactile (touch) check.

Start at the top of the boarding stairs, proceed in the direction indicated in
the external walkaround sequence illustration (Figure 2.1), and terminate
at the bottom of the passenger stair unit.
Left Forward Fuselage
(1) Passenger door emergency light ................................................Check

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

(2) Nose landing light........................................................................Check
(3) Oleo extension ............................................................................Check
(4) Nosewheel scissors ............................................................As required
(5) Downlock safety pin .................................................................Remove
(6) ADG safety pin .........................................................................Remove
(7) Bay maintenance light...................................................................... Off

Nosewheel
Left And Gear
Forward
Fuselage
Entering
Right
Airplane
Forward
Fuselage
Left Right
Main Main
Gear Gear
Left Right
Wing Wing
Left Right
Rear Rear
Fuselage Fuselage
PRM7v2_02_003
Empennage
Figure 2.1 External Walkaround

Right Forward Fuselage
(1) External AC power service door..........................................As required

(2) Pitot-static probe .......................................................................... Clear
• The pitot-static probes must be unobstructed, with no abnormal
discoloration and the fuselage skin in the vicinity of each static source
must be free of damage
(3) Ice detector probe ........................................................................ Clear
(4) TAT probe..................................................................................... Clear
(5) AOA vane ....................................................................................Check
(6) Alternate static port ...................................................................... Clear
(7) Galley service door emergency light ...........................................Check
(8) Antennae .....................................................................................Check
(9) Beacon light <3021>......................................................................Check
(10) Wing inspection lights ...............................................................Check
(11) Landing/taxi lights......................................................................Check
(12) Overwing emergency lights (2) .................................................Check
(13) Overwing emergency exits.....................................................Secured
Right Main Gear
(1) Wheel chocks......................................................................As required

(2) Oleo extension ............................................................................Check
(3) Downlock safety pin ...............................................................Removed

Right Wing
NOTE
Ensure proper clearance of all flight control surfaces
from all ground equipment or other obstructions and
ensure that surfaces are clear of any contaminants.
(1) Leading edge slats ..................................................................... Check

(2) Navigation and strobe lights ....................................................... Check
(3) Winglet........................................................................................ Check
(4) Static dischargers ....................................................................... Check
(5) Aileron......................................................................................... Check
(6) Lower wing surface..................................................................... Check
(7) Multifunction spoilers .................................................................. Check
(8) Flaps ........................................................................................... Check
(9) Ground spoilers .......................................................................... Check
(10) Upper wing surface................................................................... Check
(11) Wing anti-slip surface..................................................................Intact
Right Rear Fuselage
(1) Engine cowls .............................................................................. Check

(2) Thrust reverser ......................................................................... Stowed
(3) Right pylon.................................................................................. Check
(4) Antennae .................................................................................... Check
(5) Tail bumper ................................................................................. Check

Empennage
NOTE
(1) Horizontal stabilizer.....................................................................Check

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

(2) Thrust reverser.......................................................................... Stowed
(3) Engine cowls ...............................................................................Check

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

(2) Upper wing surface..................................................................... Check
(3) Ground spoilers .......................................................................... Check
(4) Flaps ........................................................................................... Check
(5) Multifunction spoilers .................................................................. Check
(6) Aileron......................................................................................... Check
(7) Lower wing surface..................................................................... Check
(8) Static dischargers ....................................................................... Check
(9) Winglet........................................................................................ Check
(10) Navigation and strobe lights ..................................................... Check
(11) Leading edge slats.................................................................... Check
(12) Landing/taxi lights ..................................................................... Check
(13) Wing inspection light................................................................. Check
(14) Overwing emergency lights (2) ................................................. Check
(15) Overwing emergency exits .................................................... Secured
Left Main Gear
(1) Wheel chocks ..................................................................... As required

(2) Oleo extension............................................................................ Check
(3) Downlock safety pin............................................................... Removed
Entering Aircraft
(1) Stairs .......................................................................................... Check

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

Originating Check
This is normally a flow-patterned Challenge and Response checklist that
includes tests that must be completed on the aircraft’s first flight of the day,
or any time the captain is unsure of the aircraft condition.
The responses to this checklist are based on the following guidelines:
• If the challenge is for panel status, the response is “Checked”
• If the challenge is for a switch, state the position of the switch
• If the challenge ends with the word “Test”, the response is “Complete”
The pilot performs the flow but some portions require the copilot’s
participation. The copilot monitors the pilot unless directed to do other
tasks. The copilot will then read out the Originating Check and both pilots
ensure that all challenge and response items are complete.


ORIGINATING CHECK <FAA>

(1) Internal and external preflight checks _______ Complete BOTH
(2) Pedals, seats and harness ________________ Adjusted BOTH
(3) AUDIO WARNING panel __________________ Checked CPLT
(4) EFB <3229> _____________________ Stowed and locked BOTH
(5) ELECTRICAL POWER panel ______________ Checked PLT
(6) *FIRE DETECTION/FIREX MONITOR test ___ Complete PLT
(7) HYDRAULIC SOV panel __________________ Checked PLT
(8) EXTERNAL LTS panel____________________ Checked PLT
(9) FUEL panel ____________________________ Checked PLT
(10) BLEED AIR panel ______________________ Checked PLT
(11) APU panel __________________________ As required PLT
(12) Start panel ____________________________ Checked PLT
(13) HYDRAULIC panel _____________________ Checked PLT
(14) ELT switch <Type Spec> or <1092> _________ARM/RESET PLT
(14) ELT switch <1016> _________________________ AUTO PLT
(15) CABIN PRESS panel____________________ Checked PLT
(16) AIR CONDITIONING panel _______________ Checked PLT
(17) *Ice detector test ______________________ Complete PLT
(18) WSHLD switches __________________________ LOW PLT
(19) EMER LTS switch _________________________ ARM PLT
(20) Standby compass ______________________ Checked PLT
(21) PLT and CPLT ROLL switch/lights______________ Out PLT
(22) *STALL test __________________________ Complete PLT

ORIGINATING CHECK <FAA>

(23) N/W STRG switch __________________________ OFF PLT
(24) Clocks _______________________________ Checked BOTH
(25) EFIS control panels_____________________ Checked BOTH
(26) Instrument panels ______________________ Checked BOTH
(27) *CKPT power outlet system <3114> _________ Checked BOTH
(28) EICAS and standby instrument ____________ Checked PLT
(29) *ANTI-SKID test _______________________Complete PLT
(30) *MLG BAY OVHT test ___________________Complete PLT
(31) Upper pedestal ________________________ Checked PLT
(32) Thrust lever quadrant ___________________ Checked PLT
(33) Avionics ______________________________ Checked PLT
(34) Trims ________________________________ Checked PLT
(35) YAW DAMPER ________________________ENGAGE PLT
(36) Source select panel_______________________ NORM PLT
(37) Lower pedestal ________________________ Checked PLT

ORIGINATING CHECK <TC> or <EASA>

(1) Internal and external preflight checks _______ Complete BOTH
(3) *Crew oxygen and masks <TC> or <EASA>__Checked (Qty) BOTH
(4) AUDIO WARNING panel __________________ Checked CPLT
(5) EFB <3229> _____________________ Stowed and locked BOTH
(8) HYDRAULIC SOV panel __________________ Checked PLT
(9) EXTERNAL LTS panel____________________ Checked PLT
(10) FUEL panel ___________________________ Checked PLT
(11) BLEED AIR panel_______________________ Checked PLT
(12) APU panel __________________________ As required PLT
(13) Start panel ____________________________ Checked PLT
(15) ELT switch <Type Spec> or <1092> _________ARM/RESET PLT
(15) ELT switch <1016> _________________________ AUTO PLT
(16) CABIN PRESS panel____________________ Checked PLT
(17) AIR-CONDITIONING panel _______________ Checked PLT
(18) *Ice detector test ______________________ Complete PLT
(19) WSHLD switches __________________________ LOW PLT
(20) EMER LTS switch _________________________ ARM PLT
(21) Standby compass ______________________ Checked PLT
(22) PLT and CPLT ROLL switch/lights______________ Out PLT

ORIGINATING CHECK <TC> or <EASA>

(23) *STALL test ___________________________Complete PLT
(25) Clocks _______________________________ Checked BOTH
(27) Instrument panels ______________________ Checked BOTH
(28) *CKPT power outlet system <3114> _________ Checked BOTH
(29) EICAS and standby instruments ___________ Checked PLT
(30) *ANTI-SKID test _______________________Complete PLT
(31) *MLG BAY OVHT test ___________________Complete PLT
(32) Upper pedestal ________________________ Checked PLT
(33) Thrust lever quadrant ___________________ Checked PLT
(36) YAW DAMPER ________________________ENGAGE PLT
(37) Source select panel_______________________ NORM PLT
(38) Lower pedestal ________________________ Checked PLT

(1) Internal and external preflight checks ________ Complete BOTH
(a) Rudder pedals............................................................................Adjust

• To allow full travel when the knees are straightened
(b) Seat............................................................................................Adjust
• Set to full aft position
• Fasten lap belt and shoulder harness. Using handhold, adjust seat
position with appropriate levers to obtain optimum eye reference
position (using eye position indicator on center windscreen post)
(c) Optimum eye reference seat position.........................................Check
• The correct eye reference position is obtained by adjusting the seat so
that the white ball appears to cover the orange ball. The resulting eye
level should be approximately in the center of the forward windshield
• Check that seat position is not restrictive when moving the control
column full forward and aft
(d) Sun visors, chart holders and map lights ................Adjust as required
(e) Headset/boom microphone .....................................Adjust as required
(3) *Crew oxygen and masks <TC> or <EASA> _ Checked (Qty) BOTH
• Check pilot and copilot positions

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

first flight of the day test. The test is conducted during
the Before Start Check. <FAA>

(a) INT/SVC switch ......................................................................... Select

• Adjust volume for oxygen flow test
(b) I/C-R/T switch ....................................................................... Select I/C
• Ensure the microphone switch is selected to I/C
(c) SPKR switch .............................................................................. Select
(d) MASK/BOOM switch....................................................... Select MASK
(e) Regulator flow selector ................. ....................................Set to 100%
(f) PRESS TO TEST AND RESET lever ..................................Push down
• Listen for oxygen flow sound through speaker, check that the flow
indicator shows a yellow cross, then turns black and that the bag
inflates
(g) MASK/BOOM switch...................................................... Select BOOM
• Maintain PRESS TO TEST AND RESET lever pushed
(h) Emergency flow control switch .................................................... Push
• Check that flow indicator shows a yellow cross
(i) Emergency flow control switch................................................. Release
• Check that flow indicator turns black. Maintain PRESS TO TEST AND
RESET lever pushed
(j) Mask operating levers (red) .................................................... Squeeze
• Check harness inflation and observe flow indicator shows yellow cross
(k) PRESS TO TEST AND RESET and mask operating levers ... Release
(l) Oxygen pressure ........................................................................ Check
• On EICAS (refer to FCOM, Volume 1: EMERGENCY OXYGEN
SYSTEMS – Crew Oxygen System)

(4) AUDIO WARNING panel__________________ Checked CPLT
Ensure that the switches are safe guarded in the normal position.
WARNING
MAKE SURE THE ELECTRONIC FLIGHT BAG (EFB)

IS PROPERLY PLACED AND LOCKED IN ITS
MOUNTING BRACKET. IF NOT LOCKED, THE EFB
CAN EASILY COME OFF ITS DOCKING STATION IN
MODERATE TURBULENCE OR DECELERATION
AND CAUSE INJURY TO THE FLIGHT CREW AND/
OR BLOCKAGE OF THE FLIGHT CONTROLS/
RUDDER PEDALS. <1229>
(5) EFB <3229> ____________________ Stowed and locked BOTH
LOCK/UNLOCK lever is in locked position and UNLOCKED label is not

visible.
(a) DC SERVICE switch .....................................................................OFF

(b) BATTERY MASTER switch .............................................................ON
(c) IDG 1 and IDG 2 DISC switch/lights........................Guarded, no lights
(d) AC ESS XFER switch/light...........................................Flush, no lights
(e) APU GEN switch ........................................................................ AUTO
(f) GEN 1 and GEN 2 switches........................................................ AUTO
(g) AUTO XFER switch/lights ............................................Flush, no lights

NOTE
If this test was completed in the Safety Check it can be
omitted at this point.
(a) FIRE DETECTION, TEST pushbutton.............. Select (for 2 seconds)

• Both MASTER WARNING lights flash for the duration of the test
On the glareshields, the following indications occur:
• LH and RH ENG FIRE PUSH lights on
• APU FIRE PUSH light on
• BOTTLE 1 and 2 ARMED PUSH TO DISCH light on
• APU BOTTLE ARMED PUSH TO DISCH light on
On the CARGO FIREX panel, the following indications occur:
• FWD and AFT CARGO SMOKE PUSH lights on
• BOTTLE ARMED PUSH TO DISCH light on
T
BR
PRM7v2_02_001
FIRE SYS OK
After approximately 30 seconds, the test will be complete and any

malfunctions will be shown in the form of caution or status messages.
When the test is complete, verify that all fire detection indications are
removed.

(8) HYDRAULIC SOV panel__________________ Checked PLT
• HYD SOV 1 CLOSED and HYD SOV 2 CLOSED advisory messages

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

(b) BEACON switch <1021> .................................................................OFF
(c) STROBE switch.............................................................................OFF
(d) LOGO switch <1020> ...........................................................As required
(e) WING INSP switch .............................................................As required
(f) LANDING LTS (LEFT, NOSE and RIGHT) switches ......................OFF
(g) RECOG/TAXI LTS switch ..............................................................OFF
(10) FUEL panel ___________________________ Checked PLT
(a) All switch/lights........................................................................Off/flush

• Check that INOP lights are on, and fuel tank quantities on the EICAS
primary page are normal
(11) BLEED AIR panel ______________________ Checked PLT
(a) WING A/I CROSS BLEED switch..........................................NORMAL

(b) BLEED VALVES switch .............................................................. AUTO
(c) ISOL switch ................................................................................ CLSD
(d) BLEED SOURCE switch ................................................... BOTH ENG

(12) APU panel___________________________As required PLT
Special procedure if APU LCV does not open:

Before engine start, with the APU running and ready to load, if the
APU LCV does not open accomplish the following:
(a) WING and COWL switches .............................................Confirm OFF
(b) BLEED VALVES switch .............................................................. CLSD
(c) ISOL switch................................................................................ OPEN
(d) BLEED SOURCE switch............................................................... APU
(e) BLEED VALVES switch ............................................................... MAN
After APU LCV has opened:
(f) BLEED VALVES switch ...............................................................AUTO
(g) ISOL switch ................................................................................ CLSD
(h) BLEED SOURCE switch....................................................BOTH ENG
(13) Start panel ____________________________Checked PLT
(a) L and R ENG START switch/lights .................................... Off/Flushed

• Check that L and R START lights are out
(b) IGNITION, CONT switch/light ............................................ Off/Flushed
• Check CONT ON light is out

(a) HYDRAULIC switches..............................................................All OFF

(b) EICAS, STATUS page................................................................ Select
• Check HYD SOV 1 CLOSED and HYD SOV 2 CLOSED advisory
messages are out
(c) EICAS, HYDRAULIC page......................................................... Select
(d) STAB TRIM switches...........................................................Disengage
• Check STAB TRIM caution message is on
(e) Fluid quantities/temperatures.....................................................Check
WARNING
ENSURE THAT ALL CONTROL SURFACES ARE

CLEAR, BEFORE POWERING ANY HYDRAULIC
SYSTEM.
(f) HYDRAULIC pump 1, 3B and 2 switches ........................................ON

• Check that pressures, quantities and temperatures for hydraulic
systems 1, 2, and 3 are normal
NOTE
The hydraulic fluid quantity readout below 45% is
acceptable depending on fluid temperature conditions.

HYDRAULIC SYSTEM NO. 1 HYDRAULIC SYSTEM NO. 2

45% 45%
Fluid Qty (%)

Fluid Qty (%)
Hydraulic Fluid % Hydraulic Fluid %

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

45%
Fluid Qty (%)
PRM2791v2_02_001
Hydraulic Fluid %
40%
acceptable
Servicing
35%
Required
30%
12 27 43 60
Fluid Temp (Celsius)
Figure 2.2 Hydraulic Fluid Quantity vs. Fluid Temperature

(g) EICAS, STATUS page................................................................ Select
NOTE
SSCU test occurs only during the initial system power
up (if AC electrical power was removed from the
aircraft since the previous similar test).
(h) STAB TRIM switches.............................................................ENGAGE

• SPLR/STAB IN TEST advisory message may illuminate and stay on
for approximately 60 seconds (message is only displayed following
every 50th flight cycle)
NOTE
1. If the SPLR/STAB IN TEST advisory message is
posted, do not move rudder, nosewheel steering
tiller, HYDRAULIC pump switches and do not
disengage STAB TRIM until test is complete.
2. If accidental SPOST 2 interruption occurs,

simultaneous SSCU 1 FAULT and SSCU 2 FAULT
status messages will be posted.
3. Do not move rudder pedals during test.
(i) HYDRAULIC pump 1, 3B and 2 switches ................................... AUTO

• Check pressure depletion
(j) HYDRAULIC pump 3A switch ..........................................................ON
• Check pressure, quantity and temperature for system 3 are normal
(15) ELT switch <Type Spec> or <3092> _________ ARM/RESET PLT
On the same panel verify PASS OXY switch/light is off/guarded and the
light is out.

(15) ELT switch <3016> _________________________AUTO PLT
On the same panel verify PASS OXY switch/light is off/guarded and the
light is out.
(16) CABIN PRESS panel ____________________Checked PLT
(a) EICAS, ECS synoptic page ................................................... Selected

(b) MAN ALT switch........................................................... Center position
• Check cabin differential pressure of zero, cabin altitude at
approximately field elevation and cabin rate of climb of zero
(c) EMER DEPRESS switch/light...........................................Off/Guarded
(d) PRESS CONT switch/light................................................. Off/Flushed
(e) MAN RATE selector............................................................ Full DECR
(17) AIR CONDITIONING panel _______________Checked PLT
(a) L and R PACK switch/lights .......................................................... Auto

(b) RECIRC FAN switch ....................................................................... ON
(c) Temperature control mode ............................................................ Auto
(d) RAM AIR switch/light ........................................................Off/Guarded
• Check that RAM AIR OPEN light is out
(e) AFT CARGO switch........................................................... As required
ANTI-ICE Control Panel
(a) WING and COWL switches .......................................................... OFF

(18) *Ice detector test _______________________ Complete PLT
(a) EICAS, PRI and STAT pages ..................................................... Select

(b) DET TEST switch/light ................................................ Select and hold
• ICE light on
• ICE caution message on
• ADS HEAT TEST OK advisory message on
NOTE
During operation with intermixed ice detectors,

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

• ICE light out
• ICE caution message out
• ADS HEAT TEST OK advisory message out
(19) WSHLD switches _________________________ LOW PLT
(a) PROBES, LH and RH switches.....................................................OFF
MISC LTS Panel
(a) DOME LIGHT switch..........................................................As required

(b) STBY COMP switch ...........................................................As required
(c) OVHD switch ......................................................................As required
PASS SIGNS Panel
(a) NO SMKG or NO PED switch .........................................................ON

(b) SEAT BLTS switch ........................................................................OFF

(20) EMER LTS switch__________________________ARM PLT
(21) Standby compass _______________________Checked PLT
Compare headings with pilot and copilot HSIs on the PFDs and MFDs.
Ensure the compass correction card is in place.
NOTE
Heading information may be affected by magnetic
disturbances created by ground equipment.
Glareshield
(22) PLT and CPLT ROLL switch/lights ______________ Out PLT

(23) *STALL test ___________________________ Complete PLT
WARNING
BOTH STALL PROTECTION SYSTEM SWITCHES

MUST REMAIN ON FOR ALL PHASES OF FLIGHT.
(a) FLAPS lever ....................................................................................... 0

(b) STAB TRIM position .......................................................... 6 ±0.2 units
(c) Hydraulic pressure .................................................................Checked
• Ensure that hydraulic system 3 pressure is normal
(d) STALL PTCT, PUSHER switches.........................................Select ON
(e) STALL switch/light (either) .................................... Select momentarily
• Pilot’s stick shaker is activated
• CONT, ON light on
• CONT IGNITION status message on
• Copilot’s stick shaker is activated
• Stick pusher is activated and STALL switch/lights flash
• Stick pusher is deactivated and STALL switch/lights out
• Pilot’s stick shaker stops
• Copilot’s stick shaker stops
• CONT, ON light out
• CONT IGNITION status message out
Flight Control Panel
(a) AP DISC switch-bar ...............................................................Engaged

(24) N/W STRG switch__________________________ OFF PLT
(a) Side LIGHTING panel switches ......................................... As required

(b) WIPER selector ..................................................................OFF/PARK
(25) Clocks________________________________Checked BOTH
Ensure the time/date is accurate.

(a) Display control switches.....................................................As required

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

EICAS primary display and secondary display are
both displayed.
2. Flicker may occur on the MFD with a large number

of FMS symbols selected for display and larger
ranges selected. To manually declutter the MFD:
• Reduce range selected
• Deselect TCAS overlays
• Deselect radar/terrain overlays
• Deselect some of the FMS symbology

(27) Instrument panels _______________________Checked BOTH
NOTE
Ensure that display brightness is adjusted properly
(using respective BRT/DIM switches) for the existing
lighting conditions.
(a) Primary flight display (PFD) ....................................................... Check

• Check that no annunciations are displayed
• Cross-check ADIs and RMIs
(b) Altimeter readout ............................................................. Cross-check
• Cross-check between pilot’s and copilot’s PFDs
(c) Multifunction display (MFD......................................................... Check
• Check there are no flags displayed
(d) Cockpit voice recorder TEST switch.......... Press/hold (for 5 seconds)
• Verify that the green TEST light comes on
COCKPIT VOICE
RECORDER
HOLD
PRM7v2_02_008
5 SEC
TEST HEADSET ERASE
NOTE
If the CVR has a recording independent power supply

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

(28) *CKPT power outlet system <3114> _________ Checked PLT
CAUTION
Cables plugged into the power outlet must remain

clear of the crew the oxygen masks and flight
controls.
(a) Pilot and copilot PED .........................Connect to 110 VAC/USB outlet

• Verify that each PED battery is charging
On CKPT PWR OUTLET panel:
(b) DISABLE switch ......................................................................... Select
• DISABLE light comes on
• Verify that each PED battery is no charging
(c) DSIABLE switch ......................................................................... Select
• DISABLE light goes out
• Verify that each PED battery is charging
(29) EICAS and standby instruments ___________ Checked PLT
(a) EICAS primary display ...............................................................Check

• Check that all other indications are normal
(b) Standby altimeter/airspeed indicator................................ Cross-check
• Cross-check altitude readout with pilot’s and copilot’s altimeters
• Check airspeed indicator reads 40 KIAS
(c) EICAS secondary display...........................................................Check
• Check annunciations/messages
• Check all other indications are normal

(30) *ANTI-SKID test _______________________ Complete PLT
(a) ANTI-SKID switch ................................................................... ARMED

• Ensure no A/SKID INBD and A/SKID OUTBD caution messages come
on
(b) ANTI-SKID switch ......................................................................... OFF
• A/SKID INBD and A/SKID OUTBD caution messages come on
(c) ANTI-SKID switch ................................................................... ARMED
• A/SKID INBD and A/SKID OUTBD caution messages go out
NOTE
If either caution message fails to come on after

selecting the switch to OFF, or either caution message
remains on when the switch is selected to ARMED, the
anti-skid system must be assumed to have failed.

(31) *MLG BAY OVHT test ___________________ Complete PLT
(a) MLG BAY, OVHT switch ............................... Select to OVHT and hold
The following indications occur:
• Triple chime
• “GEAR BAY OVERHEAT” voice message
On the primary page, verify:
PRM7v2_02_010
MLG BAY OVHT
(b) MLG BAY, OVHT switch ..........................................................Release

• MLG BAY, OVHT warning message goes out
(c) OVHT TEST, WARN FAIL switch ........ Select to WARN FAIL and hold
The following indications occur:
• Single chime
On the primary page, verify:
PRM7v2_02_011
MLG OVHT FAIL
(d) OVHT TEST, WARN FAIL switch ............................................Release

• MLG OVHT FAIL caution message goes out

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

• Check that no messages are displayed
(b) Brake temperature ..................................................................... Check
• Check that the BTMS readouts are in the normal green range
(c) HORN MUTED switch/light ................................ Off/guarded, no lights
(d) LDG GEAR lever ............................................................................ DN
(e) ENGINES, SYNCH switch ..................................................... N1 or N2
(f) HIGH PWR SCHEDULE switch/light .................. Off/guarded, no lights
(g) IND LTS switch .................................................................. As required
(h) GRND PROX, TERRAIN switch/light................. Off/guarded, no lights
(i) GRND PROX, FLAP OVRD switch/light ............. Off/guarded, no lights
(33) Thrust lever quadrant ____________________Checked PLT
(a) PITCH and ROLL DISC handles .......................................... In/stowed

(b) GND LIFT DUMPING switch ......................................................AUTO
(c) THRUST REVERSER LH and RH switches ........................... ARMED
T
BR
PRM7v2_02_012
L REV ARMED
R REV ARMED
(d) FLIGHT SPOILER lever..................................................................... 0

(e) Thrust levers ...................................................................... SHUT OFF

(a) Radio tuning units (both) .................. Check normal and no messages
TCAS Test
(a) Display control panel....................................... Select TFC pushbutton

• This will display the TCAS map on the MFD
(b) RTU TCAS line key .................................................................... Select
• This will allow access to the TCAS main level page on the RTU
(c) TEST line key ............................................................................. Select
• Verify the following on the PFD and MFD:
PRM7v2_02_013
TRAFFIC 2 4 TERRAIN
TCAS 1 UTC 06:19
TCAS OFF
TAS 0 GS 0 SAT 15°C TAT 15°C
TEST
0.0
10NM
TCAS TEST
1 2 4
+10
-10
+02
-02
PRM7v2_02_014
• Successful completion of the TCAS test is indicated by the aural

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

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

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

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

PRM7_02_015
(c) Test message................................................... Transmit to cabin crew

• Ensure that the public address test message is heard by the cabin
crew
Weather Radar Panel
(a) Weather radar mode selector switch(s) ........................................ OFF
Tuning Select Panel
(a) RTU 1 INHIB and RTU 2 INHIB switch/lights ................. OFF/Flushed

(b) FMS TUNE INHIB switch/light ........................................ OFF/Flushed
(c) ATC SEL knob ............................................................................ STBY
Display/Avionic Fans
(a) DSPLY FAN and AVIONICS FAN switches............................... NORM

(a) STAB TRIM and MACH TRIM switch/lights...........................ENGAGE

• Verify STAB TRIM and MACH TRIM caution messages are out
(b) AIL TRIM and RUD TRIM........................................................... Select
• On the status page, verify free movement in both directions, then set
to neutral (green) position
Lighting Panel
(a) LIGHTING ..........................................................................As required
NOTE
Make sure that the YAW DAMPER caution message is

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

• On both PFDs, verify amber YD indication is removed
• On the primary page, verify YAW DAMPER caution message out
• On the status page, verify YD 1 INOP and YD 2 INOP status
messages are out

(37) Source select panel ______________________ NORM PLT
(a) ATT HDG selector..................................................................... NORM

(b) AIR DATA selector .................................................................... NORM
(c) EICAS selector ......................................................................... NORM
(d) DSPL CONT selector................................................................ NORM
(38) Lower pedestal _________________________Checked PLT
(a) Observer’s ACP ................................................................. As required

(b) PARKING BRAKE.............................................................. As required
(c) LANDING GEAR MANUAL RELEASE handle ........................ Stowed
• Make sure that the torque seal is not broken. if the torque seal is
broken, advise maintenance. Maintenance will perform the necessary
special procedures
(d) ADG manual deploy handle..................................................... Stowed
(e) EMER FLAP switch .............................................................. NORMAL
----------END----------

FMS Departure and Route Programming
FMS departure and route programming are normally performed by the PF
upon receipt of the ATC clearance. Workload may dictate otherwise. FMS
programming must be verified before execution.
Departure navaid setup (RTU, course, nav source) is normally done prior
to the FMS programming.
FPLN
Enter the applicable data into the following data line prompts/dashes:
(1) ORIGIN (originating airport identifier)
(2) DEST (destination airport identifier)
(3) ALTN (alternate airport identifier)
(4) FLT NO (flight number)
(5) Insert route (manually or company route)
DEP/ARR
(6) Runway and SID with applicable transition
LEGS
(7) Verify each leg of the route by first selecting the MFD PLAN MAP and
then by using the arrow keys
NOTE
The PF calls out the waypoints from the LEGS page
and the PLAN MAP presentation. At the same time, the
PM confirms the flight plan route by referring to a hard
copy of the route.
(8) Select FMS MAP format on DCP
FLPN
(9) Verify total distance

(10) Confirm then EXEC flight plan
(11) COPY ACTIVE
(12) Select PERF INIT prompt
PERF INIT
(13) Enter the CRZ ALT to destination

(14) Enter the ALTN CRZ ALT to alternate
(15) Enter FUEL (MANUAL FUEL) and ZFW, confirm GWT against load
sheet
(16) On page 2, enter CLIMB, CRUISE and DESCENT winds
(17) On page 3, enter fuel RESERVES, TAXI FUEL and ETD
(18) Confirm then EXEC FMS performance
NOTE
APU fuel burn is not calculated by the FMS
performance database.
PERF
On the PERF MENU page:

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

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

Takeoff Briefing
The takeoff briefing is a review of crew callouts and a description of the
departure flight path with emphasis on anticipated track and altitude
restrictions. Additional briefing points may be required when an element of
the takeoff and departure is different from those routinely used. The
briefing should be accomplished at the gate prior to startup and amended
as required prior to takeoff.
NOTE
Each pilot on the first leg of the day must carry out the
complete takeoff briefing. On subsequent takeoffs, it
may be sufficient to state “standard briefing”, SID
requirements and specific requirements.
This will be a FLAPS 8 (20) takeoff on runway _____
Call “THRUST SET”
“80 knots”
“V1“
“Rotate”
In case of EMERGENCY before V1
Call the EMERGENCY
PILOT COPILOT
I will call “REJECT, MAX BRAKES” and Call “REJECT, MAX BRAKES” and you will
carry out the reject procedure carry out the reject procedure
In case of a malfunction after V1, call out the malfunction, no actions will be taken until
stabilized in the second segment
REQUIREMENTS
SID, ANTI-ICE, IGNITION, RADAR, SPECIAL ENGINE-OUT PROCEDURE
Figure 2.3 Takeoff Briefing


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

(1) PASS SIGNS _________________________ As required PLT
(2) LDG ELEV _________________________________ Set PLT
(3) Altimeters ______________________________ (----) Set BOTH
(4) FMS ______________________________________ Set PLT
(4) FMS/IRS <3025> _____________________________ Set PLT
(5) Radios and Navaids________________Set for departure PLT
(6) Takeoff briefing ________________________ Complete PLT
BEFORE START CHECK <FAA>

Crew oxygen and masks <FAA> ____________Checked (Qty) BOTH
(1) PASS SIGNS _________________________ As required PLT
(2) LDG ELEV _________________________________ Set PLT
(4) FMS ______________________________________ Set PLT
(4) FMS/IRS <3025> _____________________________ Set PLT
(5) Radios and Navaids________________Set for departure PLT
(6) Takeoff briefing ________________________ Complete PLT

Crew oxygen and masks <FAA> __________ Checked (QTY) BOTH
Check EICAS for oxygen pressure. Oxygen supply for crew must comply
with minimum requirements. (See Originating Check, *Crew oxygen and
masks <TC> or <EASA> for procedure).
(1) PASS SIGNS _________________________As required PLT
(a) NO SMKG switch............................................................................ ON

• Check NO SMOKING status message is on
(b) NO PED switch <3222> ....................................................... As required
• Set switch to ON if electronic devices have to be turned off, otherwise
leave switch OFF
(c) SEAT BLTS switch .......................................................................... ON
• Check SEAT BELTS status message is on
(2) LDG ELEV _________________________________ Set PLT
Set LDG ELEV to standard airfield elevation at destination.

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

(4) FMS ______________________________________ Set PLT
Ensure FMS flight plan procedures are complete. Set flex (reduced) thrust
setting, if desired.
If flex thrust operation is desired:
(a) FMS PERF MENU page ................................. Enter FLX TEMP value
• Cross-check EICAS N1 display with thrust setting tables (Refer to the
AFM - SUPPLEMENTS - Reduced Thrust Settings). Flex thrust mode
can be canceled by deleting the FLEX TEMP value.
(4) FMS/IRS <3025> ______________________________ Set PLT
Ensure FMS flight plan procedures are complete. Set flex (reduced) thrust
setting, if desired. Verify that IRS alignment is complete.
If flex thrust operation is desired:
(a) FMS PERF MENU page ................................. Enter FLX TEMP value
• Cross-check EICAS N1 display with thrust setting tables (Refer to the
AFM - SUPPLEMENTS - Reduced Thrust Settings). Flex thrust mode
can be canceled by deleting the FLEX TEMP value.
On subsequent flights, rapid align the IRS:
NOTE
Rapid IRS alignment time is approximately 40

seconds.
(b) FMS..............................................................Re-enter present position

• Select LRN POS for display and 5 nm range on FMS MAP

If either IRS position is not inside the 2.5 nm range ring:
(c) IRS 1 and 2 ........................................ OFF (not more than 5 seconds)

(d) IRS 1 and 2................................................................................... NAV
(e) FMS ............................................................. Re-enter present position
(5) Radios and Navaids _______________ Set for departure PLT
All navigation radios and course bars are set for departure.
NOTE
Communications (ATC) will be conducted using

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

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

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

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

CLEARED TO START CHECK

(1) Personal electronic devices ____________________ Off BOTH
(2) APU/AC electrics_____________________ On/Checked PLT
(3) Papers________________________________ On board PLT
(4) Takeoff data_________________________________Set PLT
(5) Doors____________________________ Closed/Locked PLT
(6) BEACON <3021> _____________________________ON PLT
(7) Fuel pumps and quantity__________________ On (Qty) PLT
(8) HYDRAULIC pumps ____________________ AUTO/ON PLT
(9) Transponder _________________________ As required PLT
(10) PARKING BRAKE ____________________ As required PLT

------------------------------------------------------------------- -----
(11) Engines __________________________________Start PLT
(12) *Fuel feed check valve test _______________Complete PLT

(1) Personal electronic devices ____________________ Off BOTH
(2) APU/AC electrics_____________________ On/Checked PLT
Verify that the APU has been started, the APU generator is ON and
external power is disconnected.
(3) Papers________________________________ On board PLT
Prior to start ensure that all necessary papers (loadsheets, dispatch flight
release, fuel slip, customs clearance, etc.) are on board.
(4) Takeoff data_________________________________ Set PLT
The copilot will ensure that the V-speeds and takeoff N1 are set and
displayed. Speed bug is set to 200 KIAS. Verify the performance weights
are set in the FMS, and set the STAB TRIM for takeoff.
(5) Doors ____________________________Closed/Locked PLT
Check that no door messages are displayed, the crew escape hatch is
secure, the green witness marks aligned, locked flag in view and the
handle stowed.
Ensure that the flight deck entry door is closed and locked.
(6) BEACON <1021> <3021> ________________________ ON PLT

(7) Fuel pumps and quantity __________________ On (Qty) PLT
(a) L and R BOOST PUMP switch/lights................................... Select ON

• Check that the L and R BOOST PUMP ON lights come on
• On the status page, verify that the L and R BOOST PUMP advisory
messages come on
(b) Fuel quantity ............................................................ State the quantity
• Pilot and copilot will confirm that fuel quantity is within flight plan
minimum and that fuel contents are properly balanced
• Check that fuel temperature is within normal limits (L FUEL TEMP LO
or R FUEL TEMP LO caution message is not displayed)
(8) HYDRAULIC pumps _____________________AUTO/ON PLT
(a) HYDRAULIC pump 1, 3B, 2 switches..............................Select AUTO

(b) HYDRAULIC pump 3A switch.............................................. Select ON
NOTE
At airports where transponder operation on ground is

required, the flight crew should select the assigned
Mode A (squawk) and activate the transponder when
required by ATC.
(9) Transponder __________________________As required PLT

(10) PARKING BRAKE ____________________ As required PLT
NOTE
Release parking brake and turn off nosewheel steering

if push-back is required. Audio or visual
communications with the ground crew must be
maintained at all times during push-back.
--------------------At The Line--------------------
(11) Engines __________________________________Start PLT
(12) *Fuel feed check valve test _______________ Complete PLT
Refer to Engine Starting in this chapter. <TC> or <FAA>

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


Engine Starting
Engine Starting – APU
NOTE
If the engines are to be started during push-back,
ensure that the parking brake is released before
commencing the ENGINE START procedure.
(1) Thrust levers (both) ................................ Check at SHUT OFF position
CAUTION
1. When starting engines in close quarters,
consideration should be given to jet blast.
2. Always allow the engine to completely shutdown

before initiating a subsequent ground start.
For engine to be started:
NOTE
1. If ITT is greater than 120°C prior to start, engine
must be dry-motored for a maximum of 90 seconds,
with ignition off and affected thrust lever at SHUT
OFF, in order to lower the ITT below 120°C.
2. The copilot starts the clock when the L ENGINE

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

• L ENGINE START or R ENGINE START status message comes on

When N2 reaches 20% RPM and ITT is below 120°C:
(3) Left or right thrust lever.............................................. Advance to IDLE
• Fuel flow increasing
• L AUTO IGNITION or R AUTO IGNITION advisory message comes
on
NOTE
Depending on temperature and ambient conditions,

starts can take up to 25 seconds.
(4) Engine instruments ................................................... Check indications

• Starter disengages at approximately 50% N2
• L ENGINE START or R ENGINE START status message goes out
• L AUTO IGNITION or R AUTO IGNITION advisory message goes out
• Maximum ITT during start is 815°C
• N1 stabilizes and does not drop below 20% RPM
• N2 is between 55 to 65% RPM
• Check that oil pressure is within normal range (25 to 95 PSI)
During engine start, if the FADEC senses a failed igniter it will
automatically switch to the other igniter after a 15 second time delay and a
L IGN A FAULT, or L IGN B FAULT, or R IGN A FAULT or a R IGN B
FAULT status message will be posted on the EICAS status page.
NOTE
If the thrust lever is selected to SHUTOFF or the STOP

switch/light is pressed before the 15 second time delay
has elapsed, the L IGN A FAULT, L IGN B FAULT, R
IGN A FAULT, or R IGN B FAULT status message will
not be posted on the EICAS and automatic igniter
switchover will not occur.

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

• L BOOST PUMP ON and R BOOST PUMP ON light come on
• L BOOST PUMP INOP and R BOOST PUMP INOP lights go out
• L FUEL PUMP ON or R FUEL PUMP ON advisory message comes on
• L FUEL LO PRESS or R FUEL LO PRESS caution message goes out
NOTE
If the other engine is to be started using the operating
engine bleed air source, refer to Engine Start – Cross
Bleed in this section.

If the other engine is to be started using APU bleed air:
(6) Thrust lever (operating engine)..................................................... IDLE
NOTE

with ignition off and affected thrust lever at SHUT
OFF, in order to lower the ITT below 120°C.

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

on
(10) APU EGT indications ................................. Check within normal limits
----------END----------

Engine Starting – External Air
CAUTION

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

(2) BLEED VALVES .......................................................................... CLSD
(3) External air supply................................................................Connected
NOTE
The external air source should be capable of supplying
a minimum of 30 psig (ISA conditions) manifold
pressure at the initiation of start. ECS synoptic page
indicates manifold pressure in psig (psi = psig).
(4) External air supply........................... Check PSI on ECS synoptic page

(5) Thrust levers (both) ................................ Check at SHUT OFF position
NOTE
in order to lower the ITT below 120°C.

comes on.

on
Before starting the other engine:
(9) External air supply ................................................................... Remove
(10) AC external power ................................................................. Remove
(11) BLEED VALVES.........................................................................AUTO
(12) *Fuel feed check valve test.................................................. Complete
• To verify fuel system check valve operation:
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages on
• L BOOST PUMP ON and R BOOST PUMP ON lights on
(a) FUEL, L and R BOOST PUMP switch/lights....................................Off
• L BOOST PUMP ON and R BOOST PUMP ON lights go out
• L FUEL LO PRESS or R FUEL LO PRESS caution message on for
the non-started engine

If after 2-minutes and the L FUEL LO PRESS or R FUEL LO PRESS
caution message is still not displayed for the non-started engine:
(b) Non-started engine.........................Dry-motor (30 seconds maximum)
• The applicable L FUEL LO PRESS or R FUEL LO PRESS caution
pressure is reduced
NOTE
Absence of the L FUEL LO PRESS or R FUEL LO
PRESS caution message is an indication that the fuel
feed check valve has failed in the open position,
operation of the engine is not recommended with this
failure.
(c) FUEL, L and R BOOST PUMP switch/lights ...................................ON

• L BOOST PUMP ON and R BOOST PUMP ON light come on
• L BOOST PUMP INOP and R BOOST PUMP INOP lights go out
• L FUEL PUMP ON or R FUEL PUMP ON advisory message comes on
• L FUEL LO PRESS or R FUEL LO PRESS caution message out
(13) Other engine) ...........................................................Cross bleed start
• Refer to Engine Start – Cross Bleed
----------END----------


Engine Starting – Cross Bleed
CAUTION
1. This procedure requires the use of higher than
normal thrust settings on the ground. Ensure
that intake and exhaust areas of the operating
engine are secure and the aircraft is not
connected to a tow vehicle.


(1) BLEED VALVES .......................................................................... AUTO

(2) ECS synoptic page.................................................. Select and monitor
CAUTION
Beware of increased jet blast when increasing
thrust.
(3) Thrust lever (for operating engine)..........................................Advance

• Advance as required to achieve a minimum of 42 psi bleed air
pressure, to a maximum of 80% N2
NOTE
in order to lower the ITT below 120°C.

comes on.

on
(7) Thrust levers (both)....................................................................... IDLE
----------END----------
Engine Start – Battery/External Air
Refer to the FCOM, Volume 2: SUPPLEMENT 11 – Power Plant – Engine

Start – Battery/External Air.
----------END----------

(2) Prior to Takeoff
After Start Check
This is normally a flow-patterned Challenge and Response checklist.
The items above the line are completed using the flow pattern indicated
below. The items below the line are completed with the checklist and only
after the nosewheel area is clear.
NOTE
Do not accelerate engine until oil pressure is in the
normal operating range.

AFTER START CHECK

(1) GEN 1 and GEN 2_________________________ AUTO PLT
(2) BLEED VALVES and PACKs_______________AUTO/On PLT
(3) APU ________________________________ As required PLT
(4) ANTI-ICE ____________________________ As required PLT
(5) PROBES ___________________________________ON PLT
(6) Electrics_______________________________ Checked PLT

--------------------------------------------------------------- ----
(7) Rudder _______________________________ Checked PLT
(8) N/W STRG _____________________________ ARMED PLT
(9) Transponder _________________________ As required PLT
Flow Pattern
PILOT COPILOT
(1) GEN 1 and GEN 2 (2) PACKs

(2) BLEED VALVES (4) ANTI-ICE
(3) APU (5) PROBES
(6) Electrics

(1) GEN 1 and GEN 2 _________________________AUTO PLT
Verify that the GEN 1 OFF and GEN 2 OFF caution messages are out.
(2) BLEED VALVES and PACKs ______________AUTO/On PLT
If the bleed selector was not at AUTO prior to engine start, the pilot selects
it to AUTO during his flow. If the PACKS were not selected to ON prior to
engine start, the copilot presses in the L PACK and R PACK switch/lights
and verifies L PACK OFF and R PACK OFF status messages are out.
CAUTION
1. Temperature, visual moisture criteria and

conditions for the use of wing anti-ice during
ground and flight operations are given in PRM
Volume 2, Chapter 1 - Limitations.
2. When on the ground, do not rely on airframe

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

buildup is visible from the flight deck may result
in ice ingestion, and possible severe engine
damage and/or flame-out
4. When Type II, Type III or Type IV anti-icing fluids

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

(3) APU ________________________________As required PLT
(4) ANTI-ICE ____________________________As required PLT
The pilot states switch position (ON or OFF).

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

OAT is 10°C (50°F) or below when operating on
runways, ramps, or taxiways where surface snow,
ice, standing water, or slush is present.
3. At ground idle thrust setting, with PACKs ON and

wing and cowl anti-ice systems ON, ECS PACKs
may begin to cycle ON and OFF. To stabilize PACK
operation, gradually increase engine thrust in small
increments. After conditions stabilize, return the
thrust to ground idle.
(5) PROBES___________________________________ ON PLT
(a) PROBES, LH and RH switches .............................Copilot selects ON.

(6) Electrics ______________________________ Checked PLT
(a) AC ELECTRICAL page .......................................... Select and monitor

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

TOW BAR IS DISCONNECTED AND CLEAR, AND
THE RUDDER AREA IS CLEAR. INSTRUCT THE
GROUND PERSONNEL TO DISCONNECT, AND
REVERT TO HAND SIGNALS. ONLY AFTER
RECEIVING THE ALL CLEAR SIGNAL SHOULD
THE AIRCREW PROCEED BELOW THE LINE.

(7) Rudder ________________________________Checked PLT
(a) N/W STRG switch......................................................................... OFF

• Check STEERING INOP caution message is on
(b) FLIGHT CONTROLS page .................................... Select and monitor
• Pilot will apply rudder through its full range ensuring that there is no
binding, and will verify indication of maximum deflection on the
FLIGHT CONTROLS page
When rudder check is completed:
(c) STATUS page ............................................................................ Select
(8) N/W STRG _____________________________ ARMED PLT
(a) N/W STRG switch................................................................... ARMED

• Check STEERING INOP caution message is out
(9) Transponder __________________________As required PLT
NOTE
At airports where runway structural repair is known to
exist, use thrust reversers with extreme caution to
preclude the possibility of foreign object damage (FOD)
from occurring.
----------END----------

Taxi
Pilots should allow time for aircraft response to each thrust change.
To begin taxi, release the brakes and smoothly increase thrust to the
minimum required for the aircraft to roll forward. Once taxi has
commenced, idle thrust is more than adequate for most conditions. Do not
start a turn until sufficient forward speed has been attained to allow the
aircraft to turn at idle thrust. (Nosewheel should not be turned when
aircraft is static).
Thrust use during ground operation demands sound judgment and
techniques. The air blast effects at relatively low thrust can be destructive
and cause injury. Be aware of aircraft behind you and likewise avoid
following other aircrafts too closely. Jet blast is a major cause of foreign
object damage (FOD).
The tendency is to taxi faster than desired, especially during runway
turnoff after landing. The appropriate taxi speed will depend on turn radius
and surface condition. Nosewheel scrubbing indicates excessive steering
angle and/or excessive taxi speed for surface condition. The normal
straight-ahead taxi speed should not exceed 20 kt. When approaching a
turn, adjust speed for the surface conditions.
At some taxi speeds, usually a bounce condition may occur at 13 to 15 kt
ground speed during taxi. For crew and passenger comfort, adjust the taxi
speed up or down to clear the condition.
Do not be diverted from the primary task of safely taxiing the aircraft. The
flight crew should avoid all unnecessary activity and duties (including
paperwork) that can be accomplished at another time.
Taxi Lights
RECOG/TAXI lights are used to taxi (day and night) and care should be
exercised to ensure they do not distract other taxiing aircrew and/or
ground personnel. RECOG/TAXI lights are normally selected ON when the
taxi commences and OFF if stationary for more than 10 minutes
(RECOG/TAXI light stationary limit).
FMS Entries (On Ground)
The copilot will make any FMS entry during taxi, executing only after
confirmation by the pilot.
Nosewheel/Rudder Pedal Steering
During a turn, maintain positive pressure on the nose steering tiller to
prevent the nose gear from returning to center abruptly. Straight-ahead
steering and large radius turns should be accomplished with rudder pedal
steering only. Avoid stopping the aircraft in a turn, as excessive thrust will
be required to start taxiing again. After completing a turn, and prior to
stopping, center the nosewheel and allow the aircraft to roll straight ahead
for short distance.
Brakes
The CRJ1000 carbon brakes have a number of operational advantages

such as lighter weight, longer life, and greater energy absorption
capability. However, carbon brake wear is primarily dependent on their
temperature, as they wear very rapidly when cold (i.e., during taxi out
when the brakes are typically cooler). Because the wear mechanisms are
different between carbon and steel brakes, the one firm brake application
technique is recommended in order to maximize brake life. If taxi speed is
too high, (keeping in mind environmental/surface conditions and
passenger comfort) reduce the speed by using long, moderately firm brake
applications instead of numerous light brake applications. Avoid riding the
brakes to control taxi speed, as carbon brake wear will be at its maximum.
On landing, one steady firm brake application until the aircraft has slowed
down to a normal taxi speed will bring them up to their optimal operating
temperature rapidly so that brake wear during the final portion of the
rollout and during taxi in will be greatly reduced.
These recommendations are general taxi guidelines only as safety and
passenger comfort should be the primary considerations.

Taxiing in Adverse Weather
Taxiing in adverse weather conditions requires awareness of surface
conditions. If the taxiways and runways are covered with snow, slush, or
ice, taxi out with the flaps up.
Select takeoff flaps when entering the holding bay. Complete the Taxi and
Before Takeoff checklists.
When taxiing on a slick surface at reduced speeds, the use of differential
engine thrust may assist in maintaining aircraft trajectory through a turn.
Differential braking may be more effective than nosewheel steering on
very slick surfaces. Reduce speed prior to initiating a turn.
Takeoff Line-up Allowance
The aircraft is assumed to taxi from the taxiway centerline to the runway
centerline following the markings. Generally, the guidance markings on
most airports can be tracked by using only half of the maximum steering
angle of the aircraft.
The amount of runway length used to align the aircraft on the runway for a
180° turnaround is 24 m (78 ft).
The amount of runway length used to align the aircraft on the runway for a
90° entry is presented in the following table:
90° ENTRY LINE-UP ALLOWANCE

TAXIWAY WIDTH HALF OF MAXIMUM
MAXIMUM STEERING ANGLE
STEERING ANGLE
20 m (66 ft) 14 m (46 ft) 28 m (92 ft)
30 m (98 ft) 19 m (62 ft) 33 m (108 ft)
40 m (131 ft) 24 m (79 ft) 38 m (125 ft)
50 m (164 ft) 29 m (95 ft) 43 m (141 ft)
60 m (197 ft) 34 m (111 ft) 48 m (157 ft)
Aircraft Turning Radius
The following Figure 2.4 shows the aircraft turning radius limits.

NOTE
Maximum steering
6\PPHWULFDODQGLGOHWKUXVW
NOSE WHEEL
1RGLIIHUHQWLDOEUDNLQJ
ANGLE
GHJUHHVWHHULQJDQJOH
6OLSRIGHJUHHV
'U\UXQZD\
6ORZFRQWLQXRXVWXUQ
0D[LPXPDLUSODQHZHLJKW
$IWFHQWHURIJUDYLW\
B
A
D
E
A B C D E F G
Radii ,QEG 2XWEG 1RVH 2XWERDUG 7DLO 1RVH 'LDPHWHU
PRM1_01_018
:KHHO :KHHO :KHHO :LQJ7LS

IW IW IW IW
CRJ1000 IW IW IW
P P 21.42 m P
P 6.74 m P
Figure 2.4 Aircraft Turning Radius

Single Engine Taxi
General
Consider all existing conditions when deciding whether or not to perform

single engine taxi, with or without the APU generator ON, including the
following:
• Ramp size and congestion (increased jet blast associated with single
engine taxi)
• Ramp and taxiway surface conditions (slipperiness, snow/slush
accumulation, dust/dirt, FOD, etc)
• Anti-icing requirements
• Brightness/lighting/visibility conditions (collision avoidance; except for
the emergency lights, all external lights require AC power)
• Taxi duration
• When performing single engine taxi with the engine as a bleed source,
only one PACK associated with the operating engine will be operating
(passenger comfort)
• On the CRJ1000, the following AFM Supplement 19 – Air conditioning
– Single Pack Operation Limitations will apply:
• The RECIRC FAN must be operative and confirmed selected on
• Prior to takeoff, single pack ground operations when the anti-ice
system is ON are prohibited unless dispatch with a single pack is
authorized as per the approved MEL.
• Single pack ground operation on engine bleed when OAT is
greater than ISA +10°C, is prohibited
• Single pack ground operation on engine bleed when OAT is at or
below ISA +10°C must be conducted in accordance with the
following table: CRJ1000 Maximum Cabin Occupants (Including
Flight Attendants) With Pack Bleed From Engine – Single Pack
Ground Operation.
• If a cross-bleed start is to be carried out while the aircraft is moving
additional consideration should be given to operational conditions,
including taxiway contamination, width of the taxiway, wind, brake
temperature and distance to other aircraft or obstacles


WITH PACK BLEED FROM ENGINE − SINGLE PACK GROUND OPERATION
LH PACK OFF OAT

RH PACK ON ISA -15°C ISA +0°C ISA +10°C
-1000 no limitation 89 87
0 no limitation 86 84
10000 106 71 59

WITH PACK BLEED FROM ENGINE − SINGLE PACK GROUND OPERATION
LH PACK ON OAT
RH PACK OFF ISA -15°C ISA +0°C ISA +10°C
-1000 no limitation 86 84
10000 106 68 57

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

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

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

VHF 1.
4. The fuel boost pump for the inoperative engine

should be deselected to prevent fuel imbalance
during prolonged taxi.
As indicated above, when performing single engine taxi with the engine as
the bleed source, only the PACK associated with the operating engine will
be operating. Once in this condition, if the APU is started, the bleeds may
not transfer to the APU until the following procedure is accomplished:
(1) BLEED SOURCE switch.................................................................. APU
(2) ISOL switch .................................................................................. OPEN
(3) BLEED VALVES switch ........................................................... MANUAL
Once the transfer has occurred, automatic bleed operation should be
restored as follows:
(4) BLEED VALVES switch ................................................................ AUTO
(5) ISOL switch ................................................................................... CLSD
(6) BLEED SOURCE switch.......................................................BOTH ENG
----------END----------

Taxi Check
When clear of congested areas the pilot calls for the flaps and taxi check.
(Example: “Flaps 8, Taxi Check”).
NOTE
1. At those airports where known localized magnetic
interference or proximate ground equipment may
cause anomalies that result in the presentation of
the HDG flag and associated triggering of the EFIS
COMP MON caution message, or may cause a dual
compass deviation that does not initiate the flag and
caution message, it is recommended that the crew
compare aircraft heading to a known source, such
as a runway heading. If the compass heading error
is excessive, accomplish rapid and/or manual
alignment procedures of the affected compass
system(s) as required prior to takeoff.
2. A bounce condition may occur at 13 to 15 kt ground

speed during taxi (note that AHRS equipped
aircrafts do not display accurate ground speed on
the ground). For crew and passenger comfort, adjust
the taxi speed up or down to clear the condition.
3. A possible GLD UNSAFE caution message due to

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

CAUTION
On aircraft equipped with an electronic flight bag
(EFB), it is possible for the actual view of the
aircraft position to be superimposed over the
airport diagram found on the EFB display when
used with a filtered GPS solution. This “own-ship”
function is for situational awareness only and must
not be used as the primary reference while taxiing.
<3229>
TAXI CHECK
(1) FLAPS_____________________________ (--) Indicating PLT
(2) Flight controls __________________________ Checked CPLT
(3) Trims ____________________________ Green and (-.-) PLT
(4) THRUST REVERSERs ____________________ ARMED PLT
(5) Flight instruments _______________________ Checked BOTH
(6) FMS radio tuning______________________ As required CPLT
(7) BRAKE TEMP __________________________ Checked PLT
Flow Pattern
PILOT COPILOT
(3) Trims (1) FLAPS

(4) THRUST REVERSERs (2) Flight controls
(6) BRAKE TEMP (5) FMS radio tuning

(1) FLAPS_____________________________ (--) Indicating PLT
The copilot moves the SLATS/FLAPS lever to the requested position and
verifies the position indicator on the primary page.
(2) Flight controls __________________________ Checked CPLT
(a) FLIGHT CONTROLS synoptic page ...................... Select and monitor

• Copilot will apply aileron and elevator through full range while
checking for proper indications and freedom of movement on the
FLIGHT CONTROLS synoptic page
• During the aileron check, verify that the spoileron indications
correspond with the aileron displacement and that the PLT ROLL
CMD and CPLT ROLL CMD advisory messages are not displayed
(b) STATUS page............................................................................ Select
NOTE
1. If a FLUTTER DAMPER status message is
displayed, the affected aileron remains operative.
2. Hydraulic fluid level in the affected flutter damper

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

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

(3) Trims_____________________________ Green and (-.-) PLT
(a) Aileron and rudder trims .................................... Green (set to neutral)
NOTE
On the ground, to prevent illumination of the CONFIG
AILERON or CONFIG RUDDER warning message and
the “CONFIG TRIM” aural message, make sure that
the aileron and rudder trims are in neutral. The neutral
position is indicated by the trim pointers illuminating
green.
(b) STAB TRIM CH 1 and CH 2 switches................................ ENGAGED

• Check STAB CH 1 INOP and STAB CH 2 INOP status messages and
STAB TRIM caution message are out
• Check MACH TRIM caution message is out
(c) STAB TRIM ..................................................................................... Set
• Set to the correct takeoff value in the green range on the EICAS status
page
(4) THRUST REVERSERs ___________________ ARMED PLT
On the status page, verify that the L REV ARMED and R REV ARMED
advisory messages are on.

(5) Flight instruments _______________________ Checked BOTH
The pilot reads out:

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

(QNH) setting. They should display a known elevation
such as the published runway elevation. The difference
between the published runway elevation and the
altimeter display should not exceed 75 ft (23 m). If the
difference is greater than 75 ft (23 m), flight within
RVSM airspace is prohibited.
(6) FMS radio tuning______________________ As required CPLT
Aircraft equipped with a functioning GPS, select MAN on the FMS RADIO
TUNING page.
Aircraft not equipped with a GPS or if the GPS is unavailable, select
AUTO on the FMS RADIO TUNING page.

(7) BRAKE TEMP __________________________Checked PLT
Verify BTMS indicators are green.
NOTE
1. The CRJ1000 carbon brakes have a number of
operational advantages over steel brakes such as
lighter weight, longer life, and greater energy
absorption capability. Carbon brake wear, however,
is highly dependent on brake temperature and
carbon brakes wear rapidly when cold (i.e., during
the initial part of taxi out).
2. On the CRJ1000, to maximize carbon brake life,

avoid riding the brakes while taxiing. To maintain
taxi speed use longer and firmer less frequent brake
applications allowing the taxi speed to modulate
above and below the target taxi speed. If taxi speed
is too high and conditions (environmental, surface,
passenger comfort, etc) permit, reduce speed by
using one long, moderately firm brake application.
3. These recommendations are general guidelines

only, safety and passenger comfort should be the
primary considerations.
----------END----------

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

(1) Lights and strobes _____________________ As required PLT
(2) FUEL/XFLOW __________________________ MAN/Off PLT
(3) IGNITION/ANTI-ICE ___________________ As required PLT
(4) Flight attendant __________________________Advised PLT
(5) Transponder/TCAS _________________ ON/As required PLT
(6) Radar _______________________________ As required PLT
(7) Terrain display ________________________ As required PLT
(8) CAS ________________________ Checked and cleared BOTH
(9) Runway heading _________________________ Verified BOTH
Flow Pattern
PILOT COPILOT
(1) Lights and strobes (2) FUEL/XFLOW

(3) IGNITION
(4) Flight attendant advised
(5) Transponder/TCAS
(6) Radar
(7) Terrain display

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

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

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

The pilot confirms the following:
• MAN light, and MAN XFLOW status message is on
• GRAV XFLOW OPEN advisory message is out
• L XFLOW ON and R XFLOW ON status messages are out

(3) IGNITION/ANTI-ICE ___________________ As required PLT
The copilot selects the IGNITION/ANTI-ICE as briefed for takeoff.
NOTE
1. The wing anti-ice system must be ON for takeoff

when the OAT is 5°C (41°F) or below and visible
moisture in any form is present (such as fog with
visibility of 1500 meters [1 mile] or less, rain, snow,
sleet and ice crystals).
2. The wing anti-ice system must also be ON for

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

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

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

OAT is 10°C (50°F) or below when operating on
runways, ramps, or taxiways where surface snow,
ice, standing water, or slush is present.

(4) Flight attendant__________________________ Advised PLT
The copilot advises the flight attendant of the imminent takeoff by cycling
the NO SMKG switch OFF then ON slowly (2 chimes).
NOTE
Both pilots must positively confirm and cross-check the
aircraft’s location at the assigned departure runway
before crossing the hold short line for takeoff.
(5) Transponder/TCAS__________________On/As required PLT
The copilot selects the transponder to match the side the flight director
(FD) is coupled to.
The pilot checks on the RTU to confirm that the required transponder is
selected and that TCAS is selected as required and overlaid on an MFD.
(6) Radar _______________________________As required PLT
If required, the RADAR is turned ON, displayed and set to an appropriate

tilt for the range selected.
(7) Terrain display ________________________As required PLT

(8) CAS________________________ Checked and cleared BOTH
(a) Copilot ....................................................................................Checked

• The copilot checks the EICAS messages to ensure that all displayed
messages are normal for the current operational configuration of the
aircraft. The copilot responds by saying “Checked”.
(b) Pilot ......................................................................................... Cleared
• The pilot also makes a final scan of the EICAS messages and advises
the copilot to clear the messages by stating “Cleared”
• Before calling the checklist complete, both pilots must verify that the
T/O CONFIG OK advisory message is on
(9) Runway heading _________________________ Verified PLT
Use SLEW switch as often as required. <3100>
----------END----------


Takeoff
Aircraft Geometry Considerations for Takeoff
With the main landing gear on or very close to the runway the following
pitch and bank angles must be observed:
• Bank angles in excess of 11° will result in a wing tip strike
• Pitch angles in excess of 10° will result in a tail strike
NOTE
The wing tip and the tail bumper will always contact the
ground before the flap at any flap setting.
Normal Takeoff Procedure

When the wind direction during takeoff is within 30° on either side from the
aircraft nose (no windspeed limit) or when the wind direction is greater
than 30° on either side from the aircraft nose but with a windspeed of 30 kt
or less (refer to Figure 2.5), the following procedure may be used.
NOTE
Establish the minimum N1 for takeoff using takeoff

thrust setting tables for prevailing OAT/altitude and
anti-ice/bleed configuration (refer to the AFM,
PERFORMANCE – THRUST SETTINGS).
(1) Brakes ..........................................................................................Apply

(2) TOGA switch ................................................................................Press
(3) Thrust ......................................................................................Advance
• Advance smoothly to 70 -75% N1 and check thrust indications stable
(4) Brakes ......................................................................................Release
(5) Thrust ...............................................................................................Set
• Set thrust to TOGA detent. Verify that takeoff N1 is achieved prior to
60 KIAS

NOTE
The CRJ1000 flight director is designed such that the

command bars move up as the aircraft rotates during
takeoff. The command bars are initially set to 9° and
move to the maximum calculated value based on the
flaps selection and the delta between VR and V2 when
the aircraft moves through 5° pitch attitude.
At VR:
NOTE
1. The flight director guidance represents an initial
target for rotation only and does NOT guarantee that
the recommended climb speed will be achieved or
maintained under all conditions.
2. Aggressive or abrupt rotation technique may lead to

the aircraft overshooting the target pitch attitude,
with the associated potential for a tail strike. Pilots
MUST rotate smoothly towards the flight director
target then immediately transition to speed control.
(6) Aircraft ........................................................................................ Rotate

• Rotate smoothly towards the target pitch attitude in one continuous
motion
(7) Pitch attitude ............................................................................... Adjust
• Adjust pitch to achieve an airspeed of V2 + 10 to 15 KIAS
When a positive rate of climb is indicated:
(8) Landing gear..................................................................... Retract (UP)

• Check that all landing gear is UP and locked
(9) Airspeed....................................................Maintain V2 + 10 to 15 KIAS
----------END----------

Max Performance Takeoff Procedure
When a max performance takeoff is required, HOLD the brakes until
takeoff N1 is set. Release the brakes and continue as per normal takeoff
procedure.
When wind direction is greater than 30° on either side of the aircraft nose
and the windspeed is between 5 and 30 kt (refer to Figure 2.5), HOLD the
brakes until 75% N1 is achieved. Release the brakes, set the thrust to
TOGA detent, and continue as per normal takeoff procedure.
When wind direction is greater than 30° on either side of the aircraft nose
and the windspeed is greater than 30 kt (refer to Figure 2.5), use the
rolling takeoff procedure.
Rolling Takeoff Procedure

For a rolling takeoff, proceed as per the normal takeoff procedure but DO
NOT hold the brakes during the initial application of thrust. The
corresponding takeoff distance penalties must be applied (refer to the
AFM, PERFORMANCE – Takeoff Performance).
The rolling takeoff procedure can be used in any crosswind situation.
Wind and fan speed limitations as shown in Figure 2.5 that follows must
be observed.


30° 30°
>30 kt and >30° >30 kt and >30°
See NOTE 1
See NOTE 3 See NOTE 3
5 kt 30 kt
PRM79v2_01_005
See NOTE 2
WIND CONDITION LIMITATION
30° either direction of the aircraft No limitations – TOGA thrust may be

nose; no windspeed limit, OR applied before brakes release, but must
NOTE 1
>30° either direction from aircraft be set by 60 KIAS.
nose; <5 kt windspeed.
>30° either direction from aircraft Apply maximum of 75% N1 before

NOTE 2 nose; between 5 and brakes release, then set TOGA thrust by
30 kt windspeed. 60 KIAS.
>30° either direction from aircraft Apply maximum of idle/taxi thrust before
NOTE 3 nose; >30 kt windspeed. brakes release, then set TOGA thrust by
60 KIAS.
Figure 2.5 Engine Operating Limits Due To Wind

Flaps 20
V2+12 “Flaps 8”
V2+20 “Flaps 1”
VT-15 “Flaps Up”
PF Duties Accelerate
PM Duties Flaps 8
V2+12 “Flaps 1” to 250 KIAS
Copyright © Bombardier Inc.

Thrust Levers to Climb Detent
“Climb Thrust”
“Climb Check” 300 ft AAE
• Brakes - Apply
For Training Purposes Only

• Press TOGA Switch Speed
• Set N1 Thrust to min 70% 200 KIAS
• Brakes - Release Call Lateral Mode
• Set Thrust Levers to As Required
TOGA Detent
• “Set Thrust” Acceleration Alt
V2 +(10 to 15)
“Speed Mode” “Autopilot On” Retract Flaps Verify CLB Thrust
“Check”
“Gear Up” Completes Climb Check
600 ft AGL “Climb Thrust Set”
“Climb Check Complete”
Rotate
Towards FD
Engage
Autopilot
Figure 2.6 Takeoff – Normal

Select
Gear Up Engage CLB sub-mode
“V1”
“80 Knots”
“Rotate”
Verify TO Thrust “Positive Rate”
“Thrust Set” 1- Rolling Takeoff - do not hold brakes
by 60 Knots 2- Max Performance - hold brakes until Takeoff N1 is achieved
PRM79v2_TO_Norm_Prof
2-115
Normal Procedures
FMS Entries (In Flight)
Normally, the PF will request that the PM make the FMS entry in flight.
Under low workload conditions, with the autopilot ON, the PF may make
FMS entries.
In order to maximize crew coordination and awareness, pilots are
reminded to operate the FMS in a manner that guarantees that one pilot is
always alert to flight path control and traffic awareness. When the PF or
PM edits the FMS, they must confirm the accuracy of the modification
before executing the change.
In order to maximize crew alertness and situational awareness, FMS
editing should be kept to a minimum during the approach phase.


(3) After Takeoff
After Takeoff Procedure
(1) Airspeed ..................................................................V2 + 10 to 15 KIAS
(2) Landing gear .................................................................................... UP
• Check retracted
(3) FLAPS......................................................0 at FLAPS retraction speed
For FLAPS 20 takeoff:
• Select FLAPS 8 at V2 +12 KIAS

• Select FLAPS 0 at VFTO -15 KIAS
For FLAPS 8 takeoff:

• Select FLAPS 0 at VFTO -15 KIAS
NOTE
1. Icing conditions exist in flight at a TAT of 10°C

(50°F) or below and visible moisture in any form is
below.
2. The engine cowl and wing anti-ice systems must be

ON during flight in icing conditions or when ICE is
annunciated by the ice detection system.
At a safe altitude, not below 600 ft AGL:
(4) Autopilot (if required) .................................................................Engage

• Press in the AP ENG switch to engage autopilot

NOTE
When flying manually and FD guidance is not being

followed, the pilot flying (PF) should select the FD off to
avoid excessive guidance cues.
----------END----------

Climb
Climb Speed Schedule
The climb speed schedule that follows presents three climb speeds above
10,000 ft. The speed selected would be determined by the operational
requirements.
ALTITUDE CLIMB SPEED
MSL to 10,000 ft 250 KIAS
Long Range Climb: 250 KIAS/0.70 M
10,000 ft and above Normal Climb: 290 KIAS/0.74 M
High Speed Climb: 320 KIAS/0.77 M
Climb Speed Determination
Maintain flaps-up maneuvering speed until clear of obstacles or above

minimum crossing altitudes.
If there are no altitude or airspeed restrictions, accelerate to the desired
climb speed schedule.
If considerable maneuvering is required during the departure, the flaps-up
maneuvering speed is recommended until the maneuvering phase is
complete and the aircraft is enroute toward the destination.
Climb Thrust
Set climb thrust by placing both thrust levers in the CLIMB detent.
The FADEC will maintain the correct thrust setting automatically
throughout the flight. Continue to monitor engine ITT since this parameter
is not directly controlled by the FADEC.
Maximum Angle Climb Speed
Maximum angle climb speed is normally used for obstacle clearance or to

reach a specified altitude/flight level in a minimum distance. Maximum
angle climb speed varies with gross weight and is approximately the same
as the single-engine climb speed (VFTO).


Climb Check
This is a Read and Do checklist.
NOTE
1. If taxi and/or takeoff were on ice, snow, or slush,
unless weather conditions or performance
requirements prohibit, delay retraction of the landing
gear until excess water, snow or slush is thrown off
by wheel rotation and slipstream force.
2. Monitor cabin altitude while the CABIN ALT WARN

HI status or advisory message is posted.

CLIMB CHECK (North American)

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

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

1013 HPA.
The pilot sets and crosschecks the left and center altimeter readings and
barometric settings.
The copilot sets and crosschecks the right altimeter readings and
barometric settings.

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

• Check MAN light is out
• Check MAN XFLOW status message goes out
• Monitor fuel quantity/distribution for evidence of abnormal operation
(2) Bleeds and APU........................................................... Set PM
Ensure that BLEED VALVES switch is in the AUTO mode and bleed
source has transferred to engines. Shut down the APU if not required.
(3) Lights and PASS SIGNS ................................. As required PM
(a) LANDING LTS switches ................................................................OFF

(b) RECOG TAXI LTS switch ...................................................As required
• Recognition lights are required during flight below 10,000 ft
(c) SEAT BLTS switch.....................................AUTO (if conditions permit)
(d) NO PED switch <3222> ................................................................ AUTO
(e) NO SMKG switch ....................................................................... AUTO
(a) LH and RH THRUST REVERSER switches .................................OFF

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

(5) CAS ................................................. Checked and cleared PM
The PM checks the EICAS messages to ensure that all displayed

messages are normal for the current operational aircraft configuration.
NOTE
Higher than normal engine vibration of a fluctuating
nature may be experienced in icing conditions. If the
FAN VIB gauge indicates higher than normal, refer to
QRH, ABNORMAL PROCEDURES – POWER PLANT.
----------END----------

(4) Prior to Landing
Descent
Descent Speed Schedule
The descent speed schedule in the table below follows presents three
descent speeds above 10,000 ft. The speed selected would be determined
by the operational requirements.
ALTITUDE DESCENT SPEED
Long Range Descent: 0.70 M/250 KIAS
10,000 ft and above Normal Descent: 0.74 M/290 KIAS
High Speed Descent: 0.77 M/320 KIAS
Below 10,000 ft 250 KIAS
Descent Planning
Good descent planning is necessary to arrive at the desired altitude at the

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

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

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

(Not applicable if using NAV-to-NAV)
Select bearing pointers (if applicable)
Set final course (Not applicable if using NAV-to-NAV)
Set MDA or DH
Test Radio Altimeter (for CAT II/III)
Transfer control to PM,

Take control
do not transfer flight director
Brief approach and verify FMS
Take control Transfer control to PF
[1] FMS Arrival and Approach Programming
(1) Select the star and approach and their respective transitions. Make any
obvious amendments necessary on the LEGS page.
(2) Insert VREF as a speed constraint on the LEGS page abeam the
runway or missed approach point, depending on the approach flown.
(3) With PF concurrence, execute the FMS modification if appropriate.
NOTE
It is mandatory that both pilots verify all FMS lateral

and vertical programmed information against the
current published procedures.

NOTE
If a discrepancy exists between the FMS and the
published procedure, the published procedure must be
used. The FMS data may be modified to conform to the
published information. It is not authorized to modify
that portion of the FMS data from the final approach fix
inbound when the FMS is to be used as the NAV
source for the approach.

NAV-to-NAV Transfer Operation
The FMS will configure for a NAV-to-NAV transfer when all of the following
are true:
• The aircraft is within the terminal area of the destination airport
• A localizer based approach (ILS) is entered into the active flight plan
• FMS (white needle) is the navigation source on both sides
When the FMS is properly set up for a NAV-to-NAV transfer, the NAV
radios can be in MAN (preferred) or AUTO tuning mode. In either case,
when the LOC frequency is tuned by each radio, the MAN mode shows.
Do not make any changes.
When the MAN mode is set, a LOC WILL BE TUNED message displays
30 seconds before the FMS tunes the LOC frequency. This is normal as
the MAN mode will remain after the LOC frequency is tuned.
The message CHECK LOC TUNING displays if the FMS cannot tune the
NAV radios. This means the NAV-to-NAV transfer will not work. Check the
tuning for each NAV radio, and if necessary, manually select the NAV
source to LOC:
• LOC shows armed on the PFD (the FMS is still the active NAV source
until the localizer is captured)
• The localizer inbound course shows in cyan as a preview on the HSI
• The FMS remains in TERM
When flying a localizer-based (ILS, LOC, B/C, LDA or SDF approach), the
flight crew must select APPR or B/C mode on the FCP to arm the system
for NAV-to-NAV capture of the localizer. Arming the approach mode too
early can, in some cases, lead to the capture of a localizer side lobe beam
or premature capture of the localizer main beam.
This can result in an unexpected turn away from the intended flight path.
This may occur during a procedure turn, a course reversal as part of a
holding pattern, flying an arc to final, or proceeding Direct-To the FAF.

To assure capture of the flight path, consistent with the intended approach
clearance, pilots should ensure of the following before arming the APPR
mode:
• The localizer is correctly tuned
• LOC (cyan) is the preselect NAV source
• The localizer course is set
• Aircraft is in a position to capture localizer (aircraft is within 90° of the
inbound course)
• Localizer course deviation is active
CAUTION
While proceeding direct to the FAF, using FMS as

the NAV source and a correct NAV-to-NAV setup,
arming the APPR mode may cause the aircraft to
immediately deviate from the Direct-To course.
To avoid an unintended change in course, after being cleared to proceed

Direct-To the FAF on a localizer-based approach, the following steps are
recommended:
• Use the FMS Direct-To function to proceed direct to the FAF
• Once established on course, but before selecting APPR, select HDG
mode on the FCP
• Push APPR button on the FCP to arm APPR mode
• Monitor ground track Direct-To the FAF until the localizer is captured

Approach Navigation Setup (Non NAV-to-NAV)
When not using the NAV-to-NAV transfer, the recommended method of
switching to green NAV data from FMS is as follows:
(a) Heading bug............................................................................... SYNC
(b) Heading mode............................................................................ Select
(c) RTU ........................................................ Select appropriate frequency
(d) NAV source .................................................................. Green needles
(e) FCP ...............................................................Select appropriate mode
NOTE
All radio navigation aids used for final approach
guidance must be identified. If the NAV SOURCE block
on the PFD displays the identifier, there is no need to
aurally identify the navaid. If the identifier does not
appear in the NAV SOURCE block, the navaid must be
identified.
The following table depicts typical navigation setups for approaches:
APPROACH NAV SOURCE FCP SELECTION
ILS LOC APPR
LOC LOC 1
APPR or NAV
LDA LOC 2
APPR or NAV
B/C LOC B/C

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

1 APPR mode is recommended if the GS indication is flagged red.
2 APPR mode if the GS is available and operating or, as per 1NOTE.
3 With an operating GPS, and with the VOR approach retrieved from the
FMS database, lateral navigation using the FMS is permitted. For
additional safeguard, the PM-side VOR bearing pointer should be
displayed during the approach.
4With the VOR approach retrieved from the FMS database but without an
operative GPS, lateral navigation using the FMS is permitted, provided the
PM-side VOR bearing pointer is displayed at all times during the
approach.
5 With the VOR approach retrieved from the FMS database, either or both
pilot(s) may still use VOR as the NAV source if desired.
6 VOR approaches must be flown using raw data if the approach is not
retrieved from the FMS database.
7 With an operating GPS, and with the NDB approach retrieved from the
FMS database, lateral navigation using the FMS is permitted. For
additional safeguard, the NDB bearing pointers should be displayed during
the approach.
8With the NDB approach retrieved from the FMS database but without an
operative GPS, lateral navigation using the FMS is permitted, provided the
NDB bearing pointers are displayed at all times during the approach.
9 NDB approaches must be flown using raw data if the approach is not
retrieved from the FMS database.
10Standalone or Overlay GPS approach must be retrieved from the FMS
database. No other GPS approaches are authorized.

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

VISUAL APPROACHES
The visual approach database for a particular runway will default to a 5 nm

extension. This distance can be adjusted by tenths of a mile. i.e., 2.3 nm
extension.

GNSS CDU/PFD Messages
The following table shows some of the GNSS FMS CDU/PDF messages.
This table is not all inclusive. For additional information and messages,
see the latest revision of the FMS Operators Guide.
CDU PFD
DESCRIPTION
MESSAGE MESSAGE
Do a position update of the FMS with data from a known

good sensor.
Determine if a GNSS sensor is failed or invalid. Disable
the sensor if necessary.
GNSS-FMS The GNSS position estimate is different from that of the
MSG
DISAGREE FMS. Shows when the difference is:
• 2.0 nm or greater in the oceanic, remote or enroute
environment
• 1.0 nm or greater in the terminal environment
• 0.3 nm or greater in the approach environment
Shows immediately when the condition is detected with

the GNSS sensors enabled and GNSS data is not
GNSS NOT
MSG available for position estimation. This message is delayed
AVAILABLE
for 30 seconds when the fault condition is detected on the
ground.
If the GNSS sensors are valid, enable the GNSS sensors

on the GNSS CONTROL page.
GNSS
Shows when the GNSS sensors are disabled for use by
DISABLE
the FMS on the GNSS CONTROL page. This can degrade
FMS navigation performance.
Shows immediately when the condition is detected with

the GNSS sensors disabled and GNSS data is not
GNSS NOT
MSG available for position estimation. This message is delayed
AVAILABLE
for 30 seconds when the fault condition is detected on the
ground.
Determine if other navigation sensors are valid. Enable

the navigation sensors if disabled.
Shows when the FMS is using position data from the
GPS GPS
GNSS sensor in navigation mode only. Shows only if all of
ONLY ONLY
the other sensors are disabled, invalid, or failed.
This message is suppressed when the GNSS sensor is in
SBAS-PA or SBAS mode.

CDU PFD
DESCRIPTION
MESSAGE MESSAGE
Shows when the FMS is using the cross-side GNSS
sensor, instead of the same-side sensor, while the same-
GNSS
MSG side sensor is enabled. This could be the result of invalid
REVERTED
data from the same-side GNSS sensor or a failed same-
side sensor.
Select a non-GNSS approach if possible.

Shows when all of the following are true:
• A non-precision GNSS approach is in the active flight
plan
NO NPA
MSG • The approach is enabled and the aircraft is in the
RAIM
terminal area (31 nm radius of the airport)
• Predicted NPA RAIM status at the destination is
UNAVAILABLE
• The FMS navigation mode is GNSS
Shows when the lateral and vertical deviation is set to the

GPS
approach sensitivity level for SBAS-PA, SBAS, or GPS
APPR
approach mode and the approach is active.
Select another approach if applicable.

Shows when the FMS is operating in a GNSS navigation
mode (SBAS-PA, SBAS, or GPS) during an approach
LOSS OF after passing the FAF.
LOI
INTEGRITY Shows immediately when the horizontal precision limit
(HPL) exceeds the horizontal alert limit (HAL) and the
vertical precision limit (VPL) exceeds the vertical alert limit
(VAL) and no satellite fault has been detected.
Shows loss of integrity (LOI) when in the terminal mode.

Displays in white after takeoff until the aircraft reaches
LOI TERM
400 ft AGL. This will only display when the GNSS is
enabled.
Shows loss of integrity when the FMS is operating in a

GNSS navigation mode and the aircraft is operating in the
enroute or oceanic/remote flight modes.
Shows when the horizontal precision limit (HPL) exceeds
LOI
the horizontal alert limit (HAL) for 30 seconds in the
enroute mode and 60 seconds in the oceanic mode and
no satellite fault has been detected.
The message will clear itself when the condition clears.

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

(1) LDG ELEV _________________________________ Set PF
(2) Fuel __________________________________ Checked PF
(NA) Altimeters ____________________________ (----) Set BOTH
(3) TCAS _______________________________ As required PF
(4) Radar _______________________________ As required PF
(5) Terrain display ________________________ As required PF
(6) CAS ________________________ Checked and cleared BOTH
(7) Landing data _______________________________ Set BOTH
(8) Approach briefing_______________________ Complete PF

DESCENT CHECK (International)

(1) LDG ELEV__________________________________Set PF
(2) Fuel __________________________________ Checked PF
(3) TCAS_______________________________ As required PF
(4) Radar ______________________________ As required PF
(7) Landing data ________________________________Set BOTH
(8) Approach briefing _______________________Complete PF
(1) LDG ELEV _________________________________ Set PF
The PF checks to ensure pressurization system is operating normally and

on-schedule and that the destination airport landing field elevation is set.
If destination field elevation is greater than 8000 ft, select 8000 ft or lower
for the duration of the climb and cruise, and set destination field elevation
at the beginning of the descent.
(2) Fuel___________________________________Checked PF
The PF cross-checks all the readouts in the fuel system, the EICAS fuel
quantity readouts and fuel used readouts.
The PM checks the fuel balance and determines the actual fuel on board
and notify the PF of fuel status.

(NA) Altimeters _____________________________ (----) Set BOTH
Set standby altimeter to QNH upon receipt of information.

Both pilot and copilot altimeters should be left at QNE (29.92 IN or
1013 HPA) until passing through transition altitude, or upon leaving the
cruise altitude, whichever is lower.
Cross-check pilot and copilot altitude readouts after resetting altimeters to
QNH.
Example (In Range Check only):
• The PF states “Transition 29.98 - 17,500”
• The PM responds “29.98 - 17,500”
(3) TCAS ______________________________ As required PF
The pilot checks on the RTU to confirm that TCAS is selected as required
and overlaid on an MFD.
(4) Radar ______________________________ As required PF
If required, set appropriate tilt for the range selected.
The PM verifies EICAS messages and says “Checked”. The PF checks

EICAS and says “Cleared”. The PM clears the messages.

(7) Landing data________________________________ Set BOTH
ATIS information and ATC clearance should have been acquired.

The PM sets the following:
• VT bug to VFTO
• V2 bug to V2GA
• VR bug to landing VREF speed
• Set the RADIO and NAV equipment for the approach
• For NAV-to-NAV operations refer to FCOM Volume 2, SUPPLEMENT
30, NAV-to-NAV Transfer Operation

(7) Approach briefing _______________________ Complete PF
NOTE
1. The PF will hand over the controls to the PM when

conducting the approach briefing, and will resume
control after the completion of the briefing.
2. It is mandatory that both pilots verify all FMS lateral

and vertical programmed information against the
current published procedures.
The approach briefing should be accomplished well before entering the

terminal control zone. The PF shall review and/or outline the operational
aspects of the expected approach which should include the following:
(a) Type of approach
(b) Runway in use
(c) Landing minima
(d) Review of VREF, V2GA and VFTO values
(e) Program the FMS as per the approach (as required)
(f) Altitudes – MSA, field elevation, threshold elevation, descent crossing
altitudes
(g) Outbound and procedure turn courses
(h) Final inbound course
(i) Decision height (DH) or minimum descent altitude (MDA)
NOTE
When conducting a non-precision approach – LNAV

with CDA to runway, add 50 ft to MDA.

(J) Timing
(k) Missed approach point (non-precision)
(l) Missed approach procedure
(m) NAV equipment set-up such as white, green needle, BGRG pointers,
NAV-to-NAV transfer (if required)
(n) Any questions or clarifications and other pertinent details
NOTE
The nosewheel steering tiller area should be kept clear

of items such as books to avoid restricting immediate
and full access to the nosewheel steering tiller or cause
inadvertent tiller inputs that could lead to nosewheel
steering failure and/or runway excursion.
----------END----------

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

(1) APU and bleeds.......................................................... Set PM
(2) Lights and PASS SIGNS................................. As required PM
APPROACH CHECK (International)

(Int) Altimeters .......................................................... (----) Set BOTH
(1) APU and bleeds.......................................................... Set PM
(2) Lights and PASS SIGNS................................. As required PM
(Int) Altimeters ........................................................... (----) Set BOTH
Set standby altimeter to QNH upon receipt of information.

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

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

• If required, start the APU (Ensure that operating limitations/envelope
is considered if the APU is to be started)
The RECOG/TAXI LTS and the PASS SIGNS are recommended to be

selected ON when passing through 10,000 ft.
The PF may elect to have the PASS SIGNS turned ON earlier due to
weather, turbulence, or any other consideration.
NOTE
When operating the flight spoilers, do not release the

FLIGHT SPOILER lever until normal extension or
retraction of the flight spoilers is ascertained.
----------END----------

Approach
Approach Procedure
It is assumed that all the necessary preparations for the approach have
been accomplished prior to reaching the terminal control zone. Plan the
descent such that the aircraft will be at the traffic pattern altitude at FLAPS
0 maneuvering speed, at about 12 miles (19 km) out when proceeding
straight-in, or at about 8 miles (13 km) out when entering the pattern
abeam.
The In-Range Check should have been initiated prior to the start of the
descent and completed before arriving at the terminal area. <TC> or <FAA>
The Descent Check should have been initiated prior to the start of the
descent and completed before arriving at the terminal area. <EASA>
As a rule-of-thumb, the descent should be planned so as to arrive at the
following conditions:
(1) Altitude (AGL)............................................................................ 10,000 ft
(2) Distance from the airport.............................................. 30 miles (48 km)
(3) Airspeed ...................................................................................250 KIAS
CAUTION
PFD negative barometric altitude is indicated by a

“NEG” sign within the coarse tape area of the
barometric altitude tape.
----------END----------
Maneuvering and Approach Speed
The following example tables indicate the minimum approach reference

speeds with respect to various flaps settings and aircraft weights.
The minimum maneuvering speeds are obtained by adding 10 KIAS to the
speeds given in the table. The 10 KIAS additive provides adequate margin
to stick shaker actuation for an inadvertent 15° overshoot beyond the
normal 30° bank, when recommended procedures are followed.

CRJ1000 – MINIMUM APPROACH REFERENCE SPEEDS

FLAPS 45 FLAPS 30 FLAPS 20 FLAPS 8 FLAPS 1 FLAPS 0
WEIGHT VREF - SPEED SPEED SPEED SPEED SPEED
(KIAS) (KIAS) (KIAS) (KIAS) (KIAS) (KIAS)
23,000 kg
119 127 131 137 148 159
(51,000 lb)
25,000 kg
119 127 131 137 148 159
(55,000 lb)
27,000 kg
120 128 132 138 149 160
(59,500 lb)
29,000 kg
124 132 136 142 153 164
(64,000 lb)
31,000 kg
128 136 140 146 157 168
(68,000 lb)
33,000 kg
132 140 144 150 161 172
(73,000 lb)
35,000 kg
136 144 148 154 165 176
(77,000 lb)
37,000 kg
140 148 152 158 169 180
(81,500 lb)
Final Approach Speed Factor

Final approach is normally flown at VREF.
When operating in gusty wind conditions:
(1) Airspeed..................................VREF + 1/2 the gust (maximum of 10 kt)
Example – For winds of 15 kt gusting to 35 kt:

• Gust = 20 kt
• 1/2 the gust = 10 kt
• Approach speed = VREF + 10 kt
----------END----------

Holding
Holding Procedure
Prior to entering the hold, it is assumed that a holding clearance and all
other pertinent data have been acquired. All other necessary items (entry
procedures, timing, fuel, etc.) relevant to the hold and its regulatory
agency, as well as the subsequent approach should also have been
determined.
(1) Airspeed ....................................................... FLAPS 0 speed + 30 KIAS
• Reduce the aircraft speed prior to arrival at the holding fix
• Review the performance data for thrust setting if a prolonged holding
is expected
Upon receipt of a holding clearance, the crew should:
(2) Request:
a. Estimated approach time
b. Type of approach in use
(3) Check:
a. Minimum diversion fuel
b. Weather at the destination and at the alternate
c. Endurance speed
(4) Procedure:
a. Determine entry procedure
b. Brief pilot-monitoring (PM)
NOTE
If time does not permit determining entry procedure,

upon station passage, turn immediately outbound to
parallel outbound track. After the required timing, turn
inbound towards the holding track.

Holding patterns must be entered and flown at or below the airspeed set
by the regulatory agencies. Air Traffic Control (ATC) must be advised if it is
impossible to comply with the appropriate maximum holding airspeed.
The initial outbound leg should be flown for 1 minute or 1½ minutes, as
required for the altitude. Timing for subsequent outbound legs should be
adjusted as necessary to achieve the proper inbound leg timing. ATC
should be advised immediately if an increase in airspeed is necessary due
to turbulence or if it is impossible to accomplish any part of the holding
procedure.
Recommended Holding Speeds
ALTITUDE RECOMMENDED SPEED
0 to 6000 ft 200 KIAS
Above 6000 to 14,000 ft As per Holding VMD Table, not to exceed 230 KIAS
Above 14,000 ft As per Holding VMD Table
Maximum Holding Speeds <ICAO>
ALTITUDE MAX SPEED TIMING
Up to and including 14,000 ft 230 KIAS 1 minute
Above 14,000 ft 265 KIAS 1½ minutes
Maximum Holding Speeds <FAA>
ALTITUDE MAX SPEED TIMING
0 to 6000 ft 200 KIAS 1 minute
Above 6000 to 14,000 ft 230 KIAS 1 minute
Above 14,000 ft 265 KIAS 1½ minutes
----------END----------

Precision (ILS) Approach
Precision approaches utilizing the autopilot and/or the flight director are
essentially the same.
NOTE
1. Ensure that both flight directors are displayed.
2. All speeds are recommended procedural speeds

and NOT necessarily minimum maneuvering speeds
3. When using NAV-to-NAV transfer, upon entering the

terminal area, the FMS will automatically change the
NAV frequency and display the localizer inbound
course in cyan as a preview on the HSI. Refer to
FCOM Volume 2, SUPPLEMENT 30, NAV-to-NAV
Transfer Operation
When appropriate:
(1) Speed.......................................................................................200 KIAS
When further speed reduction is required:
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)
When within 90° of the final course:
CAUTION
To avoid possible false localizer captures, do not
arm approach mode APPR, until the aircraft is
close to, or established on an inbound localizer
course.

(5) FCP mode .....................................................................................APPR

• Verify LOC 1(2) and GS armed indications on both PFDs
At glideslope capture:
(6) Landing gear...................................................................................... DN
(7) FLAPS ................................................................... 30 (speed 160 KIAS)
(8) Before Landing Check ......................................... Accomplish to the line
(9) ALT preselector ......................... Set to missed approach altitude (MAA)
Not lower than 1500 ft AGL:
(10) FLAPS ...................45 (speed VREF + 1/2 the gust, maximum of 10 kt)
(11) Before Landing Check .................................... Complete below the line
Final approach fix (FAF):
(12) Fix name, altitude and flags........................................................ Check
• Fix name, indicated altitude and presence or absence of flags will be
stated
At decision height (DH) or decision altitude (DA) and landing is
feasible:
(13) Autopilot (if used).................................................................Disconnect
• At no less than 80 ft AGL <TC> or <FAA>
• At no less than 60 ft AGL <EASA>

CAUTION
small white minus (-) sign within the coarse tape
area of the barometric altitude tape.
----------END----------

NOTE
PRECISION (ILS) APPROACH All speeds are recommended procedural speeds, NOT
minimum maneuvering speeds.
7KLVDSSURDFKFDQEHIORZQYLDYHFWRUVRUVWUDLJKWíLQ
:KHQSHUIRUPLQJVWUDLJKWíLQDSSURDFK
3) Select flaps in shown sequence
Ensure stable FLAPS 20 speed of 170 KIAS before
capturing glideslope

3) $SSURDFKLQJ)L[
Speed 200 KIAS

3)
30
30DW)$)
3) Name, 30
2Q,QWHUFHSW&RXUVH Altitude,
*UHHQQHHGOHVí (Flags)
Engage APPR mode
30
3)
AP must be
disengaged by
• 80 ft AGL <TC>
or <FAA>
3) 3)DW)$) • 60 ft AGL <JAA>
Decision Height/Altitude (DH/DA)
Figure 2.7 Profile – Precision (ILS) Approach

3)
$W*OLGHVORSH&DSWXUH
3)
1RWORZHUWKDQIW$*/(VWDEOLVKHGRQ*6 30
KIAS • Verify spoilers
• "90 knots"
PRM791v2_02_001
2-153
Normal Procedures
Approach Procedure with Vertical (APV) Guidance <3239>
• LPV <3108>
• LNAV/Baro-VNAV
APV approaches utilizing the autopilot and/or the flight director are
essentially the same.
NOTE
1. Ensure that both flight directors are displayed.
2. All speeds are recommended procedural speeds

and NOT necessarily minimum maneuvering
speeds.
3. When conducting an instrument approach with the

T-transition and utilizing VNAV for descent
guidance, airspeed at the initial approach fix (IAF)
must be 210 KIAS or less.
Prior to approach:
NOTE
Ensure white needles are displayed and VNAV
selected on FCP.
When appropriate:
(1) Speed.......................................................................................200 KIAS
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)

When within 90° of the final course:
(5) FCP mode .....................................................................................APPR
• Verify FMS 1(2) and GP armed indications on both PFDs
At VGP capture:
(6) Landing gear...................................................................................... DN
(7) FLAPS ................................................................... 30 (speed 160 KIAS)
(9) ALT preselector ......................... Set to missed approach altitude (MAA)
stated
At decision height (DH) or decision altitude (DA) and landing is
feasible:
(13) Autopilot (if used).................................................................Disconnect
• At no less than 80 ft AGL <TC> or <FAA>
• At no less than 60 ft AGL <EASA>
CAUTION
----------END----------


NOTE
All speeds are recommended procedural speeds,
/39DQG/1$9%DURí91$9 NOT minimum maneuvering speeds.
7íWUDQVLWLRQDW,$)VSHHG.,$6RUOHVV
capturing VGP

3) $SSURDFKLQJ)L[
Speed 200 KIAS

3)
30DW)$)
3) Name, 30
2Q,QWHUFHSW&RXUVH 30
Altitude, "500"
Engage APPR mode (Flags) (TDZE)
GP armed on FMA
30
3)
AP must be
disengaged by
• 80 ft AGL <TC>
or <FAA>
3)DW)$) • 60 ft AGL <JAA>
3) Decision Height/Altitude (DH/DA)
Figure 2.8 Profile – LPV and LNAV/Baro-VNAV

3) "Set Missed
$W9*3&DSWXUH Approach Altitude"
3)
30
KIAS 1RWORZHUWKDQIW$*/(VWDEOLVKHGRQ9*3
PRM791v2_02_003
2-157
Normal Procedures
Lateral Navigation Guidance Only (LNAV) Approach
LNAV with Step-Down
Non-precision approaches utilizing the autopilot and/or the flight director

are essentially the same.
NOTE
All speeds are recommended procedural speeds and
NOT necessarily minimum maneuvering speeds.
When appropriate:
(1) Speed.......................................................................................200 KIAS
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)
When tracking altitude:
(5) ALT preselector..................................... Set to the next required altitude
• ALT (green) and ALTS (white) indications (armed) on both PFDs
When approaching the descent point (waypoint flashing):
(6) FCP mode ............................................................................VS at the fix
• Using the pitch wheel, set vertical speed (VS) as required
• Adjust thrust to maintain the desired speed
(7) For all altitude changes, repeat steps (5) and (6), each time
At approximately 3 to 5 miles before the FAF:
(8) Landing gear ......................................................................................DN
(9) FLAPS....................................................................30 (speed 160 KIAS)
(10) Before Landing Check........................................ Accomplish to the line

At approximately 1 to 2 miles before FAF:
NOTE
If a circling approach is planned, maintain FLAPS 30
and FLAPS 30 speed + 10 KIAS.
stated
(14) Continue descent, as per steps (5) and (6) on the previous page
(15) Chronometer............................................................... Start as required
(16) Autopilot (if used)....................Disconnect (at no less than 400 ft AGL)
When tracking the MDA (ALTS CAP): or
MDA is captured (as indicated by yellow MDA alert and flashing cyan
MDA pointer on both PFDs):
(17) ALT preselector ....................... Set to missed approach altitude (MAA)
When the runway is in sight:
(18) Landing ...................................................................... Continue visually
• Continue the approach on a nominal 3° glide path
(19) Flight director ....................................................................................Off
CAUTION
----------END----------


/1$9ZLWK67(3í'2:1
Select flaps in shown sequence
íPLOHVIURP)$)


PM
PM
PM
AP must be
disengaged by
400 ft AGL.
Figure 2.9 Profile – LNAV with Step-down

PM
90
PRM791v2_02_005
2-161
Normal Procedures
LNAV with Constant Descent Approach (CDA) to Minimum Descent
Altitude (MDA)
LNAV guidance only approaches utilizing the autopilot and/or the flight
director are essentially the same.
NOTE
When appropriate:
(1) Speed.......................................................................................200 KIAS
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)
(5) ALT preselector.....................................................................Set to MDA
• VALT (green) and VPATH (white) indications (armed) on both PFDs
(7) Landing gear ......................................................................................DN
(8) FLAPS....................................................................30 (speed 160 KIAS)
(9) Before Landing Check.......................................... Accomplish to the line

At approximately 1 to 2 miles before the FAF or not lower than
1500 ft AGL:
NOTE

stated
(13) Chronometer................................................................. Set as required
MDA pointer on both PFDs:
CAUTION
----------END----------


NOTE
$OOVSHHGVDUHUHFRPPHQGHGSURFHGXUDOVSHHGV
LNAV with CDA to MDA 127PLQLPXPPDQHXYHULQJVSHHGV
íPLOHVIURP)$)

PF:
3) $SSURDFKLQJ)L[
Speed 200 KIAS

3)
PM DW)$)
3) Name, 0LQLPXP'HVFHQW$OWLWXGH0'$
Altitude,
íPLOHVIURP)$) 30
(Flags)
"Gear DN" "GPS APPR"
)ODSVí6SHHG.,$6 Timing 3)
%HIRUH/DQGLQJ&KHFNí "Set Missed Approach Altitude"
To the Line" 30
"100 Above"
3)
"Landing, FD Off" or
*Rí$URXQG
AP must be
disengaged by
400 ft AGL.
3)DW)$)
Figure 2.10 Profile – LNAV with CDA to MDA

0LVVHG$SSURDFK
3) 3RLQW0$3
íPLOHVIURP)$)RU
1RWORZHUWKDQ$*/ Runway in Sight 30
)ODSVí6SHHG9IDFWRU Continue descent on
%HIRUH/DQGLQJ&KHFNí%HORZWKH/LQH nominal 3° glide path
PRM791v2_02_014
2-165
Normal Procedures
LNAV with Constant Descent Approach (CDA) to Minimum Descent
Altitude (MDA) for Aircraft Equipped with VNAV Capability <3239>
NOTE

Prior to approach:
NOTE

selected on FCP.
When appropriate:
(1) Speed.......................................................................................200 KIAS
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)
(5) ALT preselector.....................................................................Set to MDA
(6) FCP mode ........................................................................................NAV
• Verify FMS and VPATH indications on both PFDs

At VPATH capture:
(7) Landing gear...................................................................................... DN
(8) FLAPS ................................................................... 30 (speed 160 KIAS)
NOTE

stated
(13) Chronometer................................................................. Set as required
MDA pointer on both PFDs:

CAUTION
----------END----------

127(
/1$9ZLWK&'$WR5XQZD\! 127PLQLPXPPDQHXYHULQJVSHHGV
capturing VPATH

PF:
3) $SSURDFKLQJ)L[
Speed 200 KIAS

3)
PM DW)$)
3) Name, 0LQLPXP'HVFHQW$OWLWXGH0'$
2Q,QWHUFHSW&RXUVH Altitude, 30
Engage NAV mode (Flags)
PATH armed on FMA 3)
Preselect Altitude "Set Missed Approach Altitude"
to MDA 30
"100 Above"
3)
"Landing, FD Off" or
*Rí$URXQG
AP must be
disengaged by
400 ft AGL.
3)DW)$)
3)
3) 1RWORZHUWKDQIHHW 0LVVHG$SSURDFK
3RLQW0$3
Figure 2.11 Profile – LNAV with CDA to MDA <3239>

$W93$7+&DSWXUH $*/(VWDEOLVKHGRQ93$7+
)ODSVí6SHHG9WKHJXVW
5XQZD\LQ6LJKW 30
(maximum 10 kt)
Continue descent on
%HIRUH/DQGLQJ&KHFNí%HORZWKH/LQH
nominal 3° glide path
PRM791v2_02_006
2-169
Normal Procedures
LNAV with Constant Descent Approach (CDA) to Runway
CAUTION
ONLY authorized operators may use vertical
navigation in lieu of MDA(H).
NOTE
When appropriate:
(1) Speed.......................................................................................200 KIAS
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)
(5) ALT preselector...............................................................Set to the MDA
• ALT (green) and ALTS (white) indications (armed) on both PFDs
(7) Landing gear ......................................................................................DN
(8) FLAPS....................................................................30 (speed 160 KIAS)

At approximately 1 to 2 miles before the FAF or not lower than
1500 ft AGL:
stated
(13) Chronometer............................................................... Start as required
• The VS mode will change to PITCH
(16) FCP mode ........................................................................................VS
• Verify VS (green) indication on both PFDs
At minimum descent altitude (MDA) +50 ft, and landing is feasible:
CAUTION
----------END----------


NOTE
LNAV with CDA to Runway 127PLQLPXPPDQHXYHULQJVSHHGV
Select flaps in shown sequence
PF: íPLOHVIURP)$)

PF: $SSURDFKLQJ)L[
Speed 200 KIAS

PF:
PM at FAF:
PF: Name,
íPLOHVIURP)$) Altitude, PM:
(Flags)
"Gear DN"
"GPS APPR"
)ODSVí6SHHG.,$6 PM:
Timing
%HIRUH/DQGLQJ&KHFNí
To the Line"
PF:
AP must be
disengaged by
400 ft AGL.
PF at FAF:
Minimum Descent Altitude
(MDA) + 50 ft
Figure 2.12 Profile – LNAV with CDA to Runway

PF: PF:
íPLOHVIURP)$)RU 1RWORZHUWKDQIW$*/
1RWORZHUWKDQ$*/ Set to missed Approach Altitude
PM:
)ODSVí6SHHG9IDFWRU (QJDJH96PRGH9HULI\96JUHHQ
%HIRUH/DQGLQJ&KHFNí%HORZWKH/LQH indication on both PFDs
6HW96DVUHTXLUHG
PRM791v2_02_013
2-173
Normal Procedures
LNAV with Constant Descent Approach (CDA) to Runway for Aircraft
with VNAV Capability <3239>
CAUTION
ONLY authorized operators may use vertical

navigation in lieu of MDA(H).
NOTE

Prior to approach:
NOTE

selected on FCP.
When appropriate:
(1) Speed.......................................................................................200 KIAS
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
(4) FLAPS....................................................................20 (speed 170 KIAS)
(5) ALT preselector...............................................................Set to the MDA

(6) FCP mode ....................................................................................... NAV
• Verify FMS and VPATH indications on both PFDs
At VPATH capture:
(7) Landing gear...................................................................................... DN
(8) FLAPS ................................................................... 30 (speed 160 KIAS)
stated
• The VPATH mode will change to VPTCH
(15) FCP mode ........................................................................................VS
• Verify VVS (green) indication on both PFDs
At minimum descent altitude (MDA) +50 ft, and landing is feasible:

CAUTION
----------END----------

NOTE
/1$9ZLWK&'$WR5XQZD\! 127PLQLPXPPDQHXYHULQJVSHHGV
capturing VPATH

PF:
3) $SSURDFKLQJ)L[
Speed 200 KIAS

3) 3)
30DW)$) 1RWORZHUWKDQ
IW$*/
3) Name,
Set to Missed
Altitude,
2Q,QWHUFHSW&RXUVH Approach Altitude 30
(Flags)
Engage NAV mode Engage VS mode
"GPS APPR" Verify VVS (green)
PATH armed on FMA Timing 30
indication on both PFDs
Preselect Altitude
to MDA Set VS as required
3)
AP must be
disengaged by
400 ft AGL.
3)DW)$)
0LQLPXP'HVFHQW$OWLWXGH
3) 0'$IW
$W93$7+&DSWXUH
Figure 2.13 Profile – LNAV with CDA to Runway <3239>

3)
30
1RWORZHUWKDQIHHW$*/(VWDEOLVKHGRQ93$7+
PRM791v2_02_015
2-177
Normal Procedures
VNAV
The use of the vertical navigation (VNAV) functionality of the FMS is an
excellent tool for reducing pilot workload. Provided on the following pages
are procedures that permit the safe and efficient VANV operation of the
aircraft from takeoff until touchdown and/or missed approach. The latest
edition (v4.2 or above) of the Rockwell Collins FMS-4200 Pilot Operating
Guide is an excellent source of information on VNAV.
Takeoff
Prior to takeoff, the crew should confirm the VNAV pages (3) are
programmed with speed and altitude constraints, ADVISORY VNAV
enabled on the CDU PERF page, VNAV selected on the CDU MFD
MENU/MAP DISPLAY OPTIONS page and VNAV constraints displayed on
the MFD. Prior to reaching the holding point, the crew should confirm the
selection of TOGA, correct runway heading and the first altitude restriction.
The first altitude constraint (mandatory level-off) should always be set.
Once VNAV altitude is displayed, the final SID altitude can be set on the
altitude preselector. If the SID is not contained in the FMS, all altitudes
would have to be selected as required.
Cruise
The cruise phase begins when the cruise altitude is captured. During
cruise the vertical speed pointer appears when the current altitude is
within 50 nm of the top of descent (TOD) and the required descent rate is
at least 500 ft/min.

Descent
Approaching the top of descent (TOD) a vertical scale appears on the
PFD. A snowflake is presented at the top of the scale. At the TOD the
aircraft captures the path (VPATH on the FMA). The PF retards the thrust
levers to establish the selected speed and vertical descent. If a lower
altitude is selected prior to the TOD, the aircraft remains level until the
TOD. At the TOD the aircraft captures the path (VPATH on the FMA). If a
lower altitude was selected after the TOD, the crew must initiate the
descent using VDES, VIAS, VVS, or VPTCH modes, and may intercept
the descent path downrange of the TOD.
The use of the FMS VERTICAL DIRECT function is useful when a low
descent angle or a short descent is required. The FMS limits are 1° to 6°.
However, if an angle greater than approximately 3° is required, crews will
probably require flight spoilers for airspeed control. Another option is to
use VDES, VIAS, VVS or VPTCH modes to fly the aircraft back to the
path, as mentioned previously, using flight spoilers as required.
VNAV Approach
VNAV is a viable option in numerous approach situations. It can add to

situational awareness and allow a constant descent rate to landing. VNAV
is available any time FMS is the selected NAV source, although the crew
may not always elect to use it.
Once the approach has been selected in the FMS, a thorough approach
chart study is the key to a successful VNAV approach. You must confirm
that all the information contained in the FMS database is accurate - this
includes waypoints, altitudes and descent path. This includes the missed
approach altitudes if VNAV is going to be used during a missed approach
procedure.

FMS Approaches
The approach annunciation GPS APPR (for GPS approaches) or LPV
APPR (for WAAS/LPV approaches) must be displayed prior to the FAF
indicating that the CDI sensitivity requirements have been met. This
normally happens at 2 nm from the FAF or 5 nm from the threshold in the
case of an RNP (GPS) approach, and between the FACF and the FAF in
the case of a WAAS/LPV approach.
The altitudes and vertical path must not be changed from that contained
within the FMS database. The descent path stored in the FMS ensures all
altitude restrictions from the FAF to the missed approach point are met
and must not be modified. Any step-down fixes located between the FAF
and the MAP will not be contained in the FMS database and should not be
inserted in the approach procedure. VNAV will ensure that you stay above
any step-down altitudes.
NOTE
When loading an RNAV (GPS) or RNAV (GNSS)
approach that contains WAAS LPV capability, the FMS
will default to the WAAS LPV accuracy criteria. If the
crew wants to fly to non-WAAS LPV accuracy (GPS
0.3 mile precision scale) they must make a manual
selection in the ARRIVAL DATA dialog box.
RNAV (GPS)
All GPS approaches will have LNAV minimums, which are MDA, and
some will have LNAV/VNAV minimums which are DA. In either case VNAV
can be utilized to give a constant descent profile. Some GPS approaches
will have LPV minimums. LPV approaches require the use of WAAS and
the 5 digit code must be verified with the approach chart.

GPS LNAV/VNAV to a DA
The temperature restrictions in the notes section of the approach chart
must be observed. Temperatures that are well below standard cause a
reduction in true altitude. Therefore, at very low temperatures this may
infringe on the obstacle clearance criteria.
NOTE
With temperatures below the published limit, LNAV/
VNAV minimums must not be used but the LNAV to an
MDA minimum may be used and temp corrections
must be applied.
When flying a RNAV (GPS/GNSS) or a WAAS LPV to a DA, the crew will
plan to use VGP (VNAV Glide Path) vertical mode as follows:
• When cleared for the approach and on a published segment of the
transition, press the APPR and VNAV buttons on the FCP and set the
altitude selector to the FAF crossing altitude. This will enable the
aircraft to descend in VPATH mode until a VGP-supported leg is
active. VGP will arm when the conditions are met.
• When VGP mode captures (green in the FMA) set the altitude selector
to the missed approach altitude. Monitor step-down altitudes on the
approach chart.
• At minimums, either land or go-around (exactly as on an ILS), the
missed approach altitude is already set and will capture from VCLB
mode.

GPS LNAV (MDA)/GPS Overlay
When flying a RNAV (GPS/GNSS) or overlay that has an MDA instead of
a DA, the crew will plan to use VPATH mode as follows:
• When cleared for the approach and on a published segment of the
transition, press the NAV and VNAV buttons on the FCP and set the
altitude selector to the MDA. This will enable VPATH mode for the
descent, and will not cross through the altitude preselector
• Monitor step-down altitudes with the published chart
• When level at MDA (ALTS CAP or ALTS), set the missed approach
altitude with the altitude selector
NOTE
1. If you are authorized to consider an MDA as a DA,
then use the procedure described under GPS LNAV/
VNAV to a DA.
2. If an approach down to an MDA is conducted using

VGP (SDCA approaches) then caution should be
used to ensure the aircraft will not descend below
the MDA.
If you become visual, disconnect the AP/FD and maneuver to land. If you
are not visual then continue to the missed approach point and execute a
go-around.
There are many different types of approaches that fall into this category -
VOR, VOR/DME, NDB and NDB/DME. Approach study is very important
in determining if VNAV is appropriate for the approach.
If the missed approach point is at or before the runway threshold, and
there is a published descent angle on the approach plate, then VNAV
shows a valid vertical path. In this case the use of VNAV is appropriate.
If the missed approach point is after the runway threshold the path brings
you down to MDA over the missed approach point and this results in the
aircraft not being in a position to land. VNAV should not be used in this
case.

CAUTION
If you take the aircraft out of VNAV during the
descent on any approach the aircraft will disregard
the vertical path and will descend to the altitude
preselector using the vertical mode you have
selected. In this case you must set your altitude
preselector to the waypoint altitudes until passing
each waypoint.

Circling Approach
When performing a circling approach, maintain the aircraft configuration
from the FAF onwards (FLAPS 30, landing gear down and Before Landing
Check accomplished to the line). When the circling MDA is captured, set
the missed approach altitude (MAA). With the airport environment in sight
and within the maneuvering airspace, commence circling to place the
aircraft in a position, allowing for wind correction, where a normal landing
can be executed.
(1) Circling MDA ............................................................................. Maintain
• Altitude preselect set to missed approach altitude (MAA)
• Minimum FLAPS 30 speed + 10 KIAS when maneuvering
When in position for landing:
(2) Descent ........................................................................................ Initiate
• Establish a nominal 3° glideslope as per Figure 2.14
Prior to 500 ft AGL:
CAUTION
1. When making a flap selection, the SLATS/FLAPS

selector lever must be moved without stopping
between selections and without delay.
2. Do not rest your hand on the SLATS/FLAPS

selector lever.
NOTE
Anticipate ballooning when FLAPS 45 selected.
(3) FLAPS................................................................................................. 45
• Speed VREF + 10 KIAS, if still maneuvering
• Speed VREF + 1/2 the gust (maximum of 10 kt), once on final
(4) Before Landing Check.......................................Complete below the line
(5) Autopilot (if used) .................... Disconnect (at not less than 400 ft AGL)
(6) Flight director ......................................................................................Off
CAUTION
----------END----------


PRM791v2_02_008
Figure 2.14 Profile – Circling Approach

Standard Visual Approach
Enter the visual pattern according to the prescribed regulatory
procedures.
(1) Altitude ...........................................As required (nominally 1500 ft AGL)
Prior to abeam runway threshold:
(2) FLAPS......................................................................1 (speed 190 KIAS)
(3) FLAPS......................................................................8 (speed 180 KIAS)
When abeam threshold:
(4) FLAPS....................................................................20 (speed 170 KIAS)
(5) Landing gear .............................. DN (just prior to turning onto base leg)
At the desired position, commence a base turn towards final:
(6) Descent ................................. Initiate (to match a nominal 3° glideslope)
(7) FLAPS....................................................................30 (speed 160 KIAS)
At not less than 500 ft on final:
(9) FLAPS................................................................................................. 45
• Speed VREF + 10 KIAS, if still maneuvering
• Speed VREF + 1/2 the gust (maximum of 10 kt), once on final
(10) Before Landing Check.....................................Complete below the line
(11) Autopilot (if used) ................... Disconnect (at no less than 400 ft AGL)
(12) Altitude preselector .......................................................Set as required
(13) Flight director ................................................................................... Off
----------END----------

PRM791v2_02_009
Figure 2.15 Profile – Standard Visual Approach

Before Landing Check
NOTE
1. Icing conditions exist in flight at a TAT of 10°C
(50°F) or below, and visible moisture in any form is
below.
2. The engine cowl anti-ice system must be ON when

in icing conditions or when ICE is annunciated by
the ice detection system.
3. The wing anti-ice system must be ON when ICE is

annunciated by the ice detection system or when in
icing conditions and the airspeed is less than
230 KIAS.
BEFORE LANDING CHECK

(1) Flight attendant __________________________Advised PF
(2) PASS SIGNS _________________________ As required PF
(3) THRUST REVERSERs ____________________ARMED PF
(4) LDG GEAR _________________________________DN PF

------------------------------------------------------------------- ----
(5) FLAPS _____________________________(--) Indicating PF

Flow Pattern
PILOT-FLYING (PF) PILOT-MONITORING (PM)
(1) Flight attendant – advised

(2) PASS SIGNS
(3) THRUST REVERSERs
(1) Flight attendant__________________________ Advised PF
PM cycles the NO SMKG switch OFF then ON slowly (2 chimes). During

the checklist, the PF confirms that the double chime was heard.
(2) PASS SIGNS _________________________As required PF
(a) NO SMKG switch............................................................................ ON

• Confirm NO SMOKING status messages on
(b) NO PED switch <3222> .................................................................... ON
• Turn off electronic devices
(c) SEAT BLTS switch .......................................................................... ON
• Confirm SEAT BELTS status messages on
(3) THRUST REVERSERs ___________________ ARMED PF
(a) LH and RH THRUST REVERSER switches........................... ARMED

• Confirm that the L REV ARMED and R REV ARMED advisory
messages are on
NOTE
Both EICAS primary and secondary displays must be

selected on.
(4) LDG GEAR _________________________________ DN PF
PM selects LDG GEAR lever to the DN position when directed by the PF.
The PF confirms that three amber dash marks are displayed on the EICAS
primary page, indicating that the landing gear is in transit, followed by
three green DN indications, indicating that the landing gear is down and
locked.
NOTE
1. To preclude the display of STEERING INOP caution

messages, the nosewheel steering tiller must not be
actuated until the nose landing gear is firmly on the
runway.
2. The landing gear extension is not synchronized,

therefore a slight difference in the left and right
extension rates may result in the aircraft exhibiting a
small and momentary yaw. This is considered
normal.
--------------------At The Line--------------------
(5) FLAPS_____________________________ (--) Indicating PF
Final flaps configuration may have to be delayed as required. If this is the

case, the PM must ensure that this procedure has been completed before
calling out “Before Landing Check Complete”.
Check that the flap indications are displayed as selected.
----------END----------


Go-Around Procedure
The following procedures are recommended in the event of a missed
approach or any other situation which would necessitate making a go-
around maneuver, with the aircraft in the landing configuration. It is
assumed that the flight instruments, radios and navigation aids have been
previously set-up for the missed approach.
WARNING
IF UNRELIABLE AIRSPEED SUSPECTED,
DISREGARD ALL REFERENCES IN THIS
PROCEDURE TO AIRSPEED, SPEED MODE AND
TOGA.
CAUTION
1. If unreliable airspeed is suspected, do not use
TOGA switch.
2. A go-around maneuver should NOT be

attempted after the thrust reversers have been
deployed.
NOTE
The minimum fuel quantity for go-around is 272 kg
(600 lb) per wing (with the aircraft level) and assuming
a maximum aircraft climb attitude of 10° nose up.
From a gear-down, FLAPS 45 approach:

At the MAP, DH, DA or during circling, and a decision to go-around
was made:
(1) Thrust levers/TOGA switch ..............................Advance to TOGA/Press
• Advance the thrust levers to the TOGA detent while simultaneously
pressing the TOGA switch

(2) Aircraft .......................................................................................... Rotate
• Rotate smoothly towards the flight director command bar to arrest the
descent
(3) FLAPS .................................................................................................. 8
• When selecting flaps for go-around, ensure that the back face of the
SLATS/FLAPS lever is pushed without any downward pressure. This
ensures that the correct flap position is selected for go-around
NOTE
The flight director guidance represents an initial target

for rotation only and does not guarantee that the
recommended climb speed will be achieved/
maintained under all conditions. Pilots must transition
to speed immediately after initial rotation.
(4) Pitch attitude ................................................................................. Adjust

• To achieve an airspeed of not less than V2GA + 10 KIAS as the
FLAPS are retracted to 8.
When a positive rate of climb is achieved:
(5) LDG GEAR lever ............................................................................... UP
(6) Airspeed ..................................Maintain (not less than V2GA + 10 KIAS)
NOTE
Because the FMS does not provide lateral guidance

when the TOGA switch is pressed during a go-around,
it is very important to select the appropriate lateral
mode on the FCP as soon as possible when flying a
procedure with RF legs.
(7) Normal climb out procedures................................................ Accomplish
----------END----------


GO-AROUND
PF:
“Go-Around”
Press TOGA Switch
Thrust levers to TOGA detent

PF:

PF: PF:
“Climb Thrust”
Rotate toward FD Call Flaps “Climb Check”
“Flaps 8” on schedule
PM:
“Positive Rate”
PF:
PF: PF: Accelerate
Acceleration ALT
“Gear Up” “Autopilot On” as required
PF:
V2 + 10 to 15
“Speed Mode” PF:
600 ft AGL
Speed 200 KIAS
Figure 2.16 Profile – Go-Around

PF:
Call Lateral Mode
as required
PRM791v2_02_010
2-197
Normal Procedures
Touch-and-Go Landing Procedure
Touch-and-go landing maneuvers are only intended for use during flight
training, primarily for approach and landing practice, and should not be
utilized as part of the normal takeoff and landing procedures.
NOTE
1. For touch-and-go landings, the SPOILERS, GND
LIFT DUMPING switch may be left at AUTO.
2. The landing gear may be left extended throughout

the whole exercise, if required for brake cooling.
When stabilized on the Downwind Leg:
(1) V-speeds ......................... Recompute and set speed bugs accordingly
----------END----------
Approach
Accomplish the pattern and approach procedure as per the Touch-and-Go

profile. The landing gear may remain extended throughout the maneuver
for brake cooling, but be prepared to retract the landing gear if an actual
engine failure occurs during go-around. Select the FLIGHT CONTROLS
page (F/CTL) on final approach in order to monitor ground lift dumping
(GLD) operation on the runway.
Landing
Accomplish the final approach and landing as described in the Landing

section of this chapter. At touchdown, reduce the thrust to idle, lower the
nosewheel to the runway and maintain directional control of the aircraft.
The PM selects FLAPS 20, sets stabilizer trim, advances the thrust levers
to 70% N1, and verifies that the GLDs are down (retracted). When the
engines have stabilized and the aircraft is correctly configured, the PM
advances the thrust levers to the TOGA detent and announces “Rotate”
when at VREF.

NOTE
TOUCH AND GO
All speeds are recommended
PF: procedural speeds,
NOT minimum maneuvering speeds.
“Flaps 30” -
Speed 160 KIAS PF:
PF:
“Before Landing Check - At desired Position:
To the Line” “Flaps 20” -
Commence turn
Speed 170 KIAS

toward final
“In Range Check”

“Gear DN”

Nominally 1,500 ft AGL
PF: PM: PF:

Prior to 400 ft AGL:
At VREF, “Rotate” Climb at 170 KIAS
“AP Off, FD Off”
“Climb Check”
1 - 1 1/2 miles PF:
Rotate
PF: PM:
PM:
Turning Final Select
Select FLT CTL PF:
Prior to 500 ft AGL: Status Page
Synoptic page
“Flaps 45” - PM: “Gear Up”
Figure 2.17 Profile – Touch-and-Go Landing

Speed VREF + 1/2 the gust PF: After Touchdown:
(maximum 10 kt) PM:
Maintain nominal 3° Set Flap 20, reset Trim
“Before Landing Check - glideslope to landing Thrust Levers to 70% “Positive Rate”
Below the Line” Verify GLDs down
Thrust Levers to TOGA detent
PRM791v2_02_011
2-199
Normal Procedures
(5) After Landing
Landing
Aircraft Geometry Considerations for Landing
With the main landing gear on or very close to the runway the following
pitch and bank angles must be observed:
• Bank angles in excess of 11° will result in a wing tip strike
• Pitch angles in excess of 10° will result in a tail strike
NOTE
The wing tip and the tail bumper will always contact the
ground before the flap at any flap setting.

Full Stop Landing Procedure
The landing power reduction is influenced by a number of variables
including aircraft weight, airport density altitude, approach angle, winds
and runway surface condition. Beginning from the normal approach
attitude (approximately 1° nose up at VREF FLAPS 45 with landing gear
down) engine thrust is slowly reduced towards idle below 50 ft AGL. The
landing flare is initiated between 20 and 30 ft AGL with the goal of
touching down with thrust at idle and pitch attitude approximately 5°. Early
or aggressive thrust reduction combined with excessive pitch attitude can
cause floating, high touchdown rates, lateral control difficulties in cross
winds and, in extreme, tailstrike.
The procedures are done simultaneously or in quick succession, as the
situation requires.
Approach through 50 ft height point at VREF (refer to the AFM,
PERFORMANCE – Landing Performance) on a stabilized glideslope of 3°,
with the landing gear down and FLAPS 45.
Thrust reversers may be used after touchdown to supplement the use of
wheel brakes. At airports where runway structural repair or debris is
known to exist, use thrust reversers with extreme caution to preclude the
possibility of foreign object damage (FOD) from occurring.
NOTE
Carry out a positive touchdown to ensure initial wheel

spin-up and breakout of frozen brakes if icing
accumulation on the wheels and brakes is suspected.
CAUTION
Application of brakes before nosewheel

touchdown may generate loads sufficient to cause
nose gear and/or nose gear bay structural damage.

NOTE
To avoid possible aircraft structural damage upon nose

gear touchdown:
1. It is imperative that touchdown occur at VREF or

less.
2. Touchdowns that occur at speeds greater than VREF

may result in a nose gear first landing which,
depending upon the rate of descent, may result in a
porpoising bounce which can generate loads
sufficient to cause nose gear structural damage.
3. After main gear touchdown, do not delay the de-

rotation. Smoothly fly the nosewheel onto the
runway by relaxing aft control column pressure. Do
not use full nose-down elevator.
(1) Thrust levers ................................................................................. IDLE

• Move thrust levers to IDLE at or below 50 ft AGL
(2) Aircraft attitude ........................................................................ Maintain
• Maintain aircraft attitude until close to the runway. Perform partial flair,
and touchdown without holding off
• Lower the nosewheel gently onto the runway
(3) Spoilers ....................................................................... Check deployed
• GND SPLR DEPLOY advisory message comes on
NOTE
Do not apply brakes until after the nosewheel is firmly

on the ground.

(4) Brakes ......................................................................................... Apply
• Apply brakes as appropriate for landing and runway conditions
NOTE
On landing, the CRJ1000 carbon brakes wear, is
primarily dependent on brake temperature. Therefore,
a one steady firm brake application (until the aircraft
has slowed down to a normal taxi speed) will heat
carbon brakes up to their optimal operating
temperature rapidly reducing wear during the final
rollout and taxi in. These recommendations are general
guidelines only, safety and passenger comfort should
be the primary considerations.
(5) Thrust reversers......................................................................... Deploy

• Raise the piggy-backs to the locks. When the solenoid locks are
released, apply reverse thrust, as required
NOTE
Light-weight aircraft with aft CG may experience nose-

up pitching tendency when deploying thrust reversers
at a high thrust reverse setting. This tendency is
controllable with elevator and may be minimized when
nosewheel touchdown is achieved, by applying forward
elevator, before increasing reverse thrust.
(6) Directional control .................................................................... Maintain

• Use rudder and aileron as required
(7) Engine instruments and airspeed ............................................. Monitor

NOTE
1. During landing, full reverse thrust may be used.
2. To better anticipate the need to reduce N1 below the

applicable target, start reducing reverse thrust at
90 KIAS.
3. Reduce reverse thrust to 60% N1 or lower before

75 KIAS.
4. Reverse idle thrust should be achieved by 60 KIAS.
5. Thrust reversers will stow if piggy-back levers are

pushed firmly and fully down.
6. When reducing reverse thrust, carefully move thrust

levers to prevent an inadvertent stowing of thrust
reversers.
7. To maintain a stabilized taxi speed, use one or both

thrust reverser(s) at idle thrust.
(8) Thrust reversers ................................................................ IDLE/STOW
CAUTION
Under normal circumstances the engines must not
be shut down until the affected thrust reverser is
confirmed stowed:
1. The thrust reverse levers are at the stowed
position, and
2. The REV icon at N1 gauge goes out

NOTE
1. Reverse thrust idle is 25% to 30% N1.
2. Thrust reverser (piggy-back) levers must be pushed

firmly and fully down in order to do the following:
• Achieve thrust reverser stow, and
• Ensure that the main thrust lever mechanical lock
is disengaged
(9) Nosewheel steering ............................................................ As required
----------END----------

After Landing Check
This is a Read and Do checklist performed when the aircraft is clear of the
runway, at a safe taxi speed with engines stabilized at forward thrust.
AFTER LANDING CHECK

(1) APU................................................................. As required CPLT
(2) Transponder.................................................... As required CPLT
(3) Radar ..........................................................................OFF CPLT
(4) FLAPS .............................................................................0 CPLT
(5) Lights and strobes .......................................... As required CPLT
(6) PROBES.....................................................................OFF CPLT
(1) APU................................................................. As required CPLT
Start the APU if required.
NOTE
1. If external AC electrical power is available, the APU
should only be used if required for air conditioning.
2. At airports where required, after landing, the flight

crew must maintain the transponder on continuously
until the aircraft is fully parked on stand. The
transponder shall be switched to STBY immediately
after parking.
(2) Transponder.................................................... As required CPLT
(3) Radar ......................................................................... OFF CPLT

(4) FLAPS ............................................................................. 0 CPLT
NOTE
It may be necessary to leave the flaps at FLAPS 20 if
the approach was made in icing conditions or if the
runway is covered with slush or snow. Otherwise
retract the flaps to FLAPS 0.
(5) Lights and strobes ...........................................As required CPLT
(a) LANDING LTS switches................................................................ OFF

(b) STROBE switch ............................................................................ OFF
(c) RECOG/TAXI LTS switch................................................... As required
NOTE
1. Turn off BEACON light when the last engine is shut

down. <3021>
2. Leave NAV and LOGO light ON at night. <3020>
(6) PROBES.....................................................................OFF CPLT
NOTE
Wing and cowl anti-ice may be required during cold
weather operations. Otherwise, select OFF.
----------END----------

Shutdown Check
This is normally a flow-patterned Challenge and Response checklist with
one *First Flight of the Day (FFD) item.
NOTE
1. Under normal circumstances an engine must not be
shutdown until after the following conditions have
taken place and affected thrust reverser is confirmed
stowed:
• Thrust reverse lever is at the stowed position
• REV icon at N1 gauge goes out
• REV UNLOCKED caution message is not
displayed
2. RUD LIMITER caution message may intermittently

be displayed during the engine shutdown.
CAUTION
Inform ground crew of ‘Hot’ brakes condition as
soon as possible.

SHUTDOWN CHECK
(1) Chocks and brakes ____________________ As required PLT
(2) Transponder ______________________________STBY PLT
(3) SEAT BLTS ________________________________ OFF PLT
(4) Electrics____________________________________Set PLT
(5) *Fuel feed check valve test ________________Complete PLT
(6) Thrust levers _________________________ SHUT OFF PLT
(7) ANTI-ICE __________________________________ OFF PLT
(8) Fuel pumps _________________________________ Off PLT
(9) HYDRAULIC 3A pump _________________ As required PLT
(10) BEACON <3021> ___________________________ OFF PLT
Flow Pattern
PILOT COPILOT
(1) Chocks and brakes

(2) Transponder
(3) SEAT BLTS
(4) Electrics
(5) *Fuel feed check valve test
(6) Thrust levers
(7) ANTI-ICE
(8) Fuel pumps
(9) HYDRAULIC 3A pump
(10) BEACON <3021>
(11) N/W STRG switch

(1) Chocks and brakes ____________________ As required PLT
Set parking brake once the aircraft has come to a full stop and leave ON if
chocks are not available.
Ensure that chocks are in place before releasing parking brake.
(2) Transponder ______________________________ STBY PLT
CAUTION
If the aircraft is to be moved again under its own

power or otherwise, before all the passengers have
deplaned, then the SEAT BELTS signs must be
turned back on and all the passengers confirmed
seated with their seat belts fastened before any
further aircraft movement.
(3) SEAT BLTS ________________________________ OFF PLT
(4) Electrics ___________________________________ Set PLT
Ensure either external AC electrical power or APU electrical power is

available prior to shutting down the engine.

(5) *Fuel feed check valve test________________ Complete PLT
NOTE
1. Prior to shutdown, operate the engines at or near
IDLE for a minimum of 2 minutes (taxi time may be
credited) to dissipate heat and stabilize internal
operating temperatures. However, engines
shutdown following high power operation requires a
stabilization period at or near IDLE of 5 minutes.
2. If ITT rises and is increasing rapidly following engine

shutdown, carry out an engine motoring cycle
immediately to reduce ITT.
On the first shutdown of the day, the pilot performs the *Fuel feed check
valve test.
(a) Engine that was started first ............................................... Shut down
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages come
on
• L BOOST PUMP ON and R BOOST PUMP ON lights come on
(b) L and R BOOST PUMP switch/lights...............................................Off
• L BOOST PUMP ON and R BOOST PUMP ON lights go out
• L BOOST PUMP INOP and R BOOST PUMP INOP lights come on
• L FUEL PUMP ON and R FUEL PUMP ON advisory messages go out
• L FUEL LO PRESS or R FUEL LO PRESS caution message comes
on for the non-operating engine
If after 2 minutes and the FUEL LO PRESS caution message is still
not displayed for the shutdown engine:
(c) Shutdown engine .................................... Dry motor (30 seconds max)
• Applicable L FUEL LO PRESS or R FUEL LO PRESS caution
pressure is reduced
NOTE
Absence of the applicable L FUEL LO PRESS or R

FUEL LO PRESS caution message is an indication
that the fuel feed check valve has failed in the open
position.
(d) Other engine ........................................................................ Shutdown
NOTE
1. To assure the successful right T2 heater test, the

BATTERY MASTER switch must remain ON for at
least 2 minutes following the right engine shutdown.
2. To assure the successful left T2 heater test, AC

electrical power must be available (from either APU,
right engine or external source) for 2 minutes
following the left engine shutdown.
(6) Thrust levers _________________________ SHUT OFF PLT
NOTE
The aircraft must be completely depressurized prior to

opening any of the aircraft doors.
(7) ANTI-ICE__________________________________ OFF PLT
(a) WING switch .................................................................................OFF

(b) LH and RH COWL switches..........................................................OFF

(8) Fuel pumps________________________________ OFF PLT
(a) L BOOST PUMP and R BOOST PUMP switch/lights......................Off

• L FUEL LO PRESS and R FUEL LO PRESS caution messages on
• L BOOST PUMP INOP and R BOOST PUMP INOP lights come on
(9) HYDRAULIC 3A pump __________________As required PLT
If required, after the parking brake is selected on, turn off HYDRAULIC 3A
pump.
NOTE
On extended turnarounds the pilot may turn off
HYDRAULIC 3A pump to reduce wear on the pump.
(10) BEACON <3021> ___________________________ OFF PLT
(11) N/W STRG switch__________________________ OFF PLT
NOTE
1. For enroute stops proceed to the BEFORE START
CHECK.
2. For termination of flight or if the aircraft is to be

handed over to maintenance personnel, carry out
the TERMINATING CHECK.
----------END----------

Terminating Check
This is a Read and Do checklist that can be done by either pilot.
NOTE
When in manual pressurization control mode, the
CABIN ALT caution and warning messages are reset to
be posted at their nominal values of 8500 ft and
10,000 ft, respectively.
TERMINATING CHECK
(1) RECIRC FAN switch ...................................................OFF PLT
(2) Chocks and brakes ................................................... In/Off PLT
(3) IRS <3025> ...................................................................OFF PLT
(4) THRUST REVERSER switches..................................OFF PLT
(5) EMER LTS switch .......................................................OFF PLT
(6) WSHLD switches ........................................................OFF PLT
(7) AFT CARGO switch ....................................................OFF PLT
(8) HYDRAULIC pumps ...................................................OFF PLT
(9) EXTERNAL LTS switches...........................................OFF PLT
(10) APU, START/STOP switch/light.................................. Off PLT
(11) APU, PWR/FUEL switch/light...................................... Off PLT
(12) DC SERVICE switch.................................................OFF PLT
(13) BATTERY MASTER switch ......................................OFF PLT
(14) DOME LIGHT switch ................................................OFF PLT
(15) Boarding lights ............................................................ Off PLT

(1) RECIRC FAN switch...................................................OFF PLT
RECIRC FAN OFF status message comes on.
(2) Chocks and brakes................................................... In/Off PLT
Confirm that chocks are in place before releasing PARKING BRAKE.
(3) IRS <3025> ...................................................................OFF PLT
(4) TRUST REVERSER switches ....................................OFF PLT
(5) EMER LTS switch.......................................................OFF PLT
EMER LTS OFF caution message comes on.
(6) WSHLD switches........................................................OFF PLT
(7) AFT CARGO switch....................................................OFF PLT
When AFT CARGO switch is selected OFF, wait 20 seconds, then check
that the AFT CARGO SOV status message is out.
(8) HYDRAULIC pumps ...................................................OFF PLT

(9) EXTERNAL LTS switches .......................................... OFF PLT
(10) APU, START/STOP switch/light ..................................Off PLT
Monitor for decreasing RPM and EGT and the green AVAIL light is out.
(11) APU, PWR FUEL switch/light ......................................Off PLT
Check the following:

• APU SOV OPEN status message goes out
• APU GEN OFF caution message goes out
• DOOR CLSD indication (white) on status page comes on
(12) DC SERVICE switch ................................................ OFF PLT
(13) BATTERY MASTER switch...................................... OFF PLT
(14) DOME LIGHT switch................................................ OFF PLT
(15) Boarding lights ............................................................Off PLT

NOTE
When leaving the aircraft with no maintenance
personnel in attendance, the doors must be closed.
----------END----------

Operation on Contaminated Runways
General
This section contains information and procedures for operation on
runways contaminated by standing water, slush, wet snow, dry snow,
compacted snow or ice.
This information has been prepared by the manufacturer and approved as
guidance material, to assist operators in developing suitable guidance,
recommendations or instructions for use by their flight crews when
operating on contaminated runway surface conditions.
The data have been prepared using reasonable estimates of the effects of
contaminated runway surface conditions on the accelerating ground roll
and the braking ground roll. The effects of actual conditions may differ
from those used to establish the data.
The level of safety is decreased when operating on contaminated
runways, therefore, every effort should be made to ensure that the runway
surface is cleared adequately of any significant precipitation.
Contaminated runway performance data were estimated assuming that
the runway is completely contaminated, with the contaminant (standing
water, slush or snow) to be of uniform depth and density.
The provision of performance data for contaminated runways should not
be taken as implying that ground handling characteristics on these
surfaces will be as good as can be achieved on dry or wet runways, in
particular, in cross-winds and when using reverse thrust.
Performance calculations in the CAFM automatically take into account the
runway surface condition as required, based upon the selection made in
the drop-down list of the Runway Surface Condition section under the
Runway Data pane of the CAFM calculator.
Runway Conditions
(1) Dry Runway
A runway is considered to be dry when the runway surface is not wet or

contaminated.

(2) Wet Runway
A runway is considered to be wet when there is sufficient moisture on the
runway surface to cause it to appear reflective, but without significant
areas of standing water.
NOTE
A runway with standing water would be a contaminated

runway.
(3) Runway Contaminated by Standing Water or Slush
A runway is considered to be contaminated, when more than 25% of the

runway surface area (whether in isolated areas or not), within the required
length and width being used, is covered by more than 3.0 mm (1/8 in) of
standing water or its equivalent in slush.
The following table gives the equivalent depths of slush corresponding to
various depths of standing water:
DEPTH OF STANDING WATER EQUIVALENT DEPTH OF SLUSH
3.2 mm (0.125 in) 3.8 mm (0.15 in)
6.4 mm (0.25 in) 7.4 mm (0.29 in)
12.7 mm (0.50 in) 15.0 mm (0.59 in)
Standing water is accumulated water on the runway surface caused by

heavy rainfall or by poor drainage.
Slush is partly melted snow or ice with high water content, from which
water can readily flow, with an assumed specific gravity of 0.85. Slush is
normally a transient condition found only at temperatures close to 0°C
(32°F).

(4) Runway Contaminated by Wet Snow
length and width being used, is covered by wet snow.
Wet snow is snow that will stick together when compressed, but will not
readily allow water to flow from it when squeezed, with an assumed
specific gravity of 0.5.
(5) Runway Contaminated by Dry Snow

length and width being used, is covered by dry snow.
Dry snow is fresh snow that can be blown, or, if compacted by hand, will
fall apart upon release (also commonly referred to as loose snow), with an
assumed specific gravity of 0.2.
(6) Runway Contaminated by Compacted Snow
A runway is considered to be contaminated by compacted snow when

covered by snow which has been compacted into a solid mass such that
the aircraft wheels, at representative operating pressures and loading, will
run on the surface without causing significant rutting (i.e. resists further
compression).
(7) Runway Contaminated by Ice
A runway surface condition where braking action is expected to be very

low, due to the presence of ice.
Ice is water which has frozen on the runway surface, including the
condition where compacted snow transitions to a polished ice surface.

Distances
(1) Takeoff Distance
The takeoff distance on a contaminated runway is the greater of the

following:
a. The distance from the start of the takeoff roll to the point where the
aircraft attains a height of 15 ft above the takeoff surface, with a
failure of the critical engine at VEF.
b. 115% of the distance from the start of the takeoff roll to the point at
which the aircraft attains a height of 35 ft above the takeoff surface,
with all engines operating.
(2) Takeoff Run
The takeoff run on a contaminated runway is the greater of the following:

a. The horizontal distance along the takeoff path from the start of the
takeoff to the point equidistant between the point at which lift-off is
achieved and the point at which the aircraft is 15 ft above the takeoff
surface, assuming that the critical engine fails at VEF.
b. 115% of the distance from the start of the takeoff roll to the mid point
between lift-off and the point at which the aircraft attains a height of
35 ft above the takeoff surface, with all engines operating.

Limitations
Maximum Depth of Contaminant
The limitations in FCOM Volume 2, Chapter 2 are applicable, with the

addition of the following:
• The maximum depths of runway contaminants covering an
appreciable part of the runway are:
CONTAMINANT TAKEOFF LANDING
Standing Water 12.7 mm (0.50 in) 19.1 mm (0.75 in)
Slush 15.0 mm (0.59 in) 22.4 mm (0.88 in)
Wet Snow 15.0 mm (0.59 in) 22.4 mm (0.88 in)
Dry Snow 76.2 mm (3.0 in) 95.3 mm (3.75 in)
• When operating on runways contaminated with ice, both thrust

reversers must be operative prior to dispatch
Additional Requirements
Effectivity: Applicable to aircraft certified by IAC Aviation Register <AR>.
During taxi, do not use thrust reversers if movement area surfaces are
covered with slush, ice, standing water or snow except in the interest of
safety.
The maximum cross-wind component for takeoff and landing on a
contaminated runway is 10 kt (5 m/sec).
Operation on runways with a coefficient of friction less than 0.3 is
prohibited.

Recommendations
The recommendations that follow are applicable to all runway and taxiway
conditions described in the Runway Conditions section:
(1) Taxiing
• Taxiing on contaminated runways and taxiways requires more

diligence than in dry conditions
• Taxi slowly and avoid speed in excess of 15 kt
• Whenever possible follow the taxiway markings
• Avoid making sharp turns
• Take into account that low braking coefficient increases braking
distance. Perform light to moderate but continuous brake application
to bring the aircraft to a smooth and safe stop. DO NOT DRAG THE
BRAKES
• If conditions exist that can result in water saturated brakes, use light
brake applications during taxi before take-off to reach approximately 3
units BTMS. DO NOT DRAG THE BRAKES. Warming of brakes will
preclude the chance of water saturated brakes freezing at altitude and
being locked for landing touchdown
NOTE
Use of symmetric braking is recommended, to ensure
uniform brake heating.
(2) Takeoff
• Take into account that low braking coefficient increases takeoff

distance
• During takeoff roll maintain the runway center line whenever possible.
Make small and smooth corrections to return to the center line
• In the event of aborted takeoff all emergency procedures are
applicable

(3) Landing
• When landing, carry out a positive landing to ensure initial wheel spin-
up and breakout of frozen brakes if icing has occurred
• During the landing roll and subsequent taxi, use the brakes to prevent
progressive build-up of ice on the wheels and brakes
• Following landing or takeoff on water, snow or slush covered runways
or taxiways, tires should be inspected for flat spotting prior to the next
flight
NOTE
1. Icing conditions exist when the SAT on the ground
and for takeoff is 10°C or below, and visible moisture
in any form is present (such as clouds, fog with
visibility of one mile or less, rain, snow, sleet, or ice
crystals).
2. Icing conditions also exist when the SAT on the

ground and for takeoff is 10°C or below when
operating on ramps, taxiways or runways where
surface snow, ice, standing water, or slush is
present.
3. Icing conditions exist in flight when annunciated by

the ice detectors.
4. Icing conditions can be anticipated in flight when

SAT is 5°C or below and visible moisture is present
(such as clouds, fog with visibility of one mile or less,
rain, snow, sleet, or ice crystals).

Hydroplaning
Hydroplaning can occur on runways contaminated with standing water or
slush. Hydrodynamic lift forces generated between the tires and the water
(slush) are sufficient to lift the tires and the aircraft off the runway surface.
In this condition, the tires are no longer capable of providing directional
control or effective braking.
Hydroplaning does not normally occur in water depths of less than 5.0 mm
(1/5 in). Despite this, there are some conditions in which the minimum
depth may be as low as 2.5 mm (1/10 in). Once hydroplaning has began it
can persist even if the water depth and ground speed are less than
required for initiation.
Initiation of hydroplaning for the CRJ1000 is calculated as follows:
HYDRO-PLANING
CONTAMINANT TIRE PRESSURE (PSI)
GROUND SPEED (KTS)
Main: 166 116

Standing Water ( = 1.00)
Nose: 149 110
Main: 166 116

Slush ( = 0.85)
Nose: 149 110
Main: 166 116

Wet Snow ( = 0.50)
Nose: 149 110
Main: 166 N/A

Dry Snow ( = 0.20)
Nose: 149 N/A
NOTE:
1. Tire pressures are determined with the airplane on the ground.
 Specific gravity of contaminant.

Takeoff
Standing water, slush, snow and ice on the runway have a negative impact
on the ground segment of the takeoff run (accelerate-stop and takeoff
distance values). Under these conditions, takeoff speeds and distances
have to be corrected to affect takeoff performance values.
Braking coefficients used for calculation of the distances during the
braking phase of a rejected takeoff are based on scientific analysis. APR
must be operational for takeoff.
The takeoff procedures mentioned in the Cold Weather Operation section
of this chapter may be used, as applicable.
For the appropriate takeoff data and takeoff performance, refer to the
AFM.
Landing
Landing on an icy runway is not recommended. If landing is unavoidable
under such conditions, it is recommended that reverse thrust be used as
soon as possible after touchdown. For dry runways the most effective
means of stopping the aircraft are the brakes. However, for icing
conditions and contaminated runway operations the thrust reversers were
found to be the most effective deceleration device.
DO NOT try to offset a poor runway braking condition by landing short. It is
equally important not to land long. However, landing short can have far
more serious consequences than overrunning the far end of the runway at
low speed. The desired touchdown point is always about 1000 ft from the
approach end of the runway.
Maintain close control over the recommended approach speed for the
existing condition. The recommended wind additives (plus 1/2 gust factor
to a maximum of 10 kt) should provide adequate safety margins for both
the approach and landing roll. Control the glideslope path to accomplish a
touchdown on the desired touchdown point. Fly the aircraft firmly toward
the runway, keeping the aim point even if the approach speed will be
overshot. If an unsatisfactory approach will result in a touchdown far down
the runway, go-around and make another approach.

CAUTION
Once the aircraft has landing and the deceleration
effort commenced, attempting a go-around is not
recommended.
NOTE

gear touchdown:
1. It is imperative that touchdowns occur at VREF or

less. Touchdowns that occur at speeds greater than
VREF may result in a nose gear-first landing which,
depending on the rate of descent, may result in a
2. After main gear touchdown, smoothly fly the

nosewheel onto the runway by relaxing aft control
column pressure. Do not use full down elevator.
If the wing anti-ice system is inoperative and large ice formations remain
on the wing leading edge, 25 kt must be added to the reference speed to
maintain normal handling characteristics. (Refer to FCOM, Chapter 5;
ABNORMAL PROCEDURES - ICE AND RAIN PROTECTION).

Crosswind Landings
A slippery runway and a crosswind are obviously a bad combination.
When landing on a wet runway, a 22 kt crosswind is generally considered
maximum.
In crosswind conditions, the crosswind crab angle should be maintained
for as long as possible until prior to touchdown. Aim for the center line or
slightly on the upwind side and avoid touching down on the downwind side
of the runway because of the possibility of the aircraft weathervaning
towards the wind after touchdown, and drifting toward the downwind side
of the runway.
After touchdown, the early employment of all means of decelerating the
aircraft (particularly the thrust reversers) cannot be overemphasized. The
use of rudder pedals for steering at high speeds is recommended and use
the nosewheel steering tiller with great care. Apply a slight forward
pressure on the control column to increase main gear loading and improve
directional control.
If the aircraft starts to skid or drift gradually, it may be necessary to move
the thrust levers out of reverse thrust and to go to forward idle thrust to
recover the centerline. It may also be necessary to reduce the brake
pressure to regain control and re-establish alignment with the centerline.
For additional procedures and techniques during the landing roll, refer to
the applicable procedures mentioned in the Cold Weather Operations
section of this chapter.
NOTE
Pilots should seat themselves so as to ensure that they
can achieve maximum braking with full rudder pedal
deflection in either direction.

Use of Reverse Thrust
The intensity and duration of reverse thrust used at low speeds should be
minimized. Using reverse thrust at low speeds on snow and ice covered
runways can cause foreign object damage (FOD) to engines, possibly
leading to a loss of forward visibility due to ‘whiteout’, as well as increase
the possibility of ice build-up on the wing and empennage sections, which
could cause considerable delays especially during quick turnaround
schedules.
It should be realized however that maximum reverse thrust may be used
to a full stop during emergency situations or if the safety of the aircraft will
be jeopardized.
The use of reverse thrust during crosswind conditions may aggravate
possible directional control problems encountered during such conditions.
If the aircraft is allowed to weathervane into the wind, the reverse thrust
side force component will add to the crosswind component, drifting the
aircraft towards the downwind side of the runway at a faster rate than
normal. To correct the situation, it will be necessary to reduce the reverse
thrust to reverse idle and release the brakes. In extreme conditions, it may
even be necessary to move the thrust levers out of reverse thrust and go
to forward idle thrust. Use rudder, steering and differential braking as
required to prevent overcorrecting past the runway centerline. When re-
established on the runway centerline, reapply steady brakes and reverse
thrust as required to stop the aircraft.
Do not attempt to turn off from a slippery runway until the speed is
reduced to a safe level to prevent skidding. Anticipate low friction when
approaching the touchdown zone at the far end of the runway. The
touchdown zone may be very slippery when wet due to heavy rubber and
oil deposits.
For the corrected landing distance and performance data, refer to the AFM
and FCOM, Volume 2.
Performance
The Regional Jet performance tables for operation on contaminated
runway are found in the Quick Reference Handbook (QRH), Volume 1.

General
The winter season presents additional challenges to aircraft operations
resulting from low temperatures, the potentially hazardous effects of
precipitation contaminating the aircraft and the aircraft movement area.
Removal of contaminants on runway surfaces, taxiways, aprons, holding
bays and other areas, is the responsibility of the administration of the
airports concerned, based on flight safety and schedule considerations.
However, it is the ultimate responsibility of the pilot-in-command to make
sure that the aircraft is in a condition for safe flight prior to takeoff. Use of
the ATIS or other means to acquire accurate ambient temperature and
other pertinent meteorological conditions cannot be overemphasized. The
indicated SAT on EFIS cannot be used before takeoff since the TAT probe
gives inaccurate readings on the ground when the aircraft is static or at
low forward speed.
Adherence to the procedures in this section ensures an aerodynamically
clean aircraft before takeoff. When operating in such conditions, these
procedures account for operational hazards associated with frozen
contamination.
In all cases, it is assumed that the decision to operate is based on the
general rules of good airmanship applicable in cold weather operations
and on the assurance that the operational and system limitations will not
be exceeded (refer to the AFM, Chapter 2 - LIMITATIONS). Under these
provisions, the procedures given in the following section have been
provided to supplement the normal operating procedures with the goal of
enhancing flight safety and assisting in obtaining maximum performance
from the aircraft. In no circumstances, however, do they warrant
operations in conditions imposing demands beyond the capabilities of the
aircraft or its flight crew.


Definitions
Cold weather operations refer to ground handling, takeoffs and landings

conducted on surface conditions where frozen moisture is present or
conditions are conducive to moisture freezing. These conditions are
commonly encountered when the surface temperature is at or below 0°C
(32°F), although frozen moisture may be present and persist for a
significant time at higher temperatures. Examples of this latter condition
are the penetration of heavy frozen precipitation to ground level when
surface temperature is near freezing and the formation of frozen
condensation on airframe surfaces in contact with cold fuel.
Cold soaking is the effect cold fuel in the tanks may have on the wing
surface resulting in moisture present in the air surrounding the wing to
freeze on the upper and lower surface if fuel temperature is 0°C (32°F) or
below. It is possible to have clear ice or frost form on the wing even with
the ambient air temperatures above freezing.
Contaminants
(1) Slush: Slush is snow saturated with water which displaces with a
spatter when stepped on firmly. It is encountered at temperatures up to 5°C
(41°F).
(2) Wet Snow: Wet snow will easily stick together and tends to form a
snowball if compacted by hand.
(3) Dry Snow: Dry snow is loose and can easily be blown. If compacted
by hand, it will readily fall apart again.
(4) Frost: Frost forms from the slow deposition of ice crystals on cold
surfaces, directly from water vapor in the air. The frost forming surface
must be below freezing temperatures for frost to form even though the
ambient temperature may be above freezing. Frost appears as a white
crystalline deposit that usually develops uniformly on exposed surfaces
during below freezing, calm and cloudless nights with a high ambient
dewpoint. The deposit is thin enough for surface features underneath, such
as paint lines, markings and lettering, to be distinguished.

(5) Ice: Two types of ice, rime ice and clear ice, commonly affect aircraft
operations:
a. Although rime ice is more commonly found in flight, it may occur on
the ground when conditions are favorable. Rime ice may occur on the
ground in low temperatures with a low concentration of small super-
cooled water droplets and moderate winds. It appears as an opaque
and rough ice surface that adheres to surfaces exposed to wind. It
can easily be detected and is easily removed by application of
de-icing/anti-icing fluids.
b. Clear ice can occur in flight or on the ground. It forms at temperatures
at or just below 0°C (32°F) with a high concentration of large super-
cooled water droplets. Clear ice is hard, and appears as a smooth
and glassy coating that can be very difficult to detect without a tactile
inspection. Clear ice may not be seen during a walkaround,
particularly if the wing is wet or during night time operations. Clear ice
adheres firmly to surfaces and is difficult to remove, requiring special
care during de-icing/anti-icing.
(6) Dehydrated De-Icing/Anti-Icing Fluids: If de-icing/anti-icing fluid is

allowed to dry on aircraft surfaces, this same fluid can become a
contaminant. De-icing, and especially anti-icing fluids are designed to
adhere to aircraft surfaces and shear off at speeds approaching takeoff
speeds.
If left on aircraft surfaces for long periods of time (overnight), they may
dehydrate and form a gel or dried deposit that will not shear off, even at
high speeds. This contaminant will severely affect aircraft performance
and lift.

Critical Surfaces
Critical surfaces of the aircraft are defined as the wings, horizontal
stabilizer, vertical stabilizer, control surfaces, and engine inlets.
(Refer to Figure 2.18).
Although the upper fuselage is not defined as a critical surface, it must
nonetheless be de-iced to remove contamination, other than allowable
frost, anytime the wing and tail surfaces require de-icing. Contamination of
the upper surface of the fuselage with ice, snow or frost through which
surface features and markings can be distinguished is considered
allowable.
Comparative Analysis Procedure
The upper surface of the horizontal stabilizer may not be visible from the
ground. A comparative analysis of the non-visible horizontal stabilizer
upper surface may be used to validate the condition of this surface. The
upper surface of the wing should be used as the comparative surface. If
the inspection of the wing surface dictates that there is a requirements to
de-ice/anti-ice, then the horizontal stabilizer surface/elevator must also be
de-iced/anti-iced. Conversely, if the inspection of the wing surface dictates
that there is no requirement to de-ice/anti-ice, then the horizontal stabilizer
surface need not be de-iced/anti-iced. It is the ultimate responsibility of the
pilot-in-command (PIC) to ensure that the aircraft is in a safe condition for
flight operations prior to all takeoffs. If the PIC has any doubt as to the
cleanliness of the aircraft, then the aircraft must be de-iced/anti-iced.
Holdover Time
Holdover time is the published estimated time that an application of an

approved de-icing/anti-icing fluid is effective in preventing frost, ice, or
snow from adhering to treated surfaces. Holdover time is calculated as
beginning at the start of the final application of an approved de-icing, after
this time the fluid is no longer effective. The fluid is considered to be no
longer effective when its ability to absorb more precipitation has been
exceeded.

Do not spray de-icing/anti-icing

fluid on wheel brake assemblies
Do not spray
de-icing/anti-icing
fluid in APU inlet
PRM7v2_02_046
Figure 2.18 Aircraft Critical Surfaces

Limitations
Refer to the aircraft Flight Manual (AFM), Chapter 2 - Limitations.
Airframe Contamination
Cold weather operations present specific challenges in keeping an aircraft
free of contaminants.
Clean Aircraft Concept
The clean aircraft concept (aerodynamically clean) prohibits takeoff when

frost, ice, snow, or other contaminants are present on critical surfaces of
the aircraft.
The performance data for this aircraft are based on the clean aircraft
concept. This means that all performance values are based on the aircraft
being aerodynamically clean prior to takeoff. Failure to remove
contaminants from critical surfaces will result in adverse effects on aircraft
performance and flight characteristics. These adverse effects can include
the following:
• Decrease thrust
• Decreased lift
• Increased drag
• Increased stall speeds
• Trim changes
• Altered stall characteristics
• Altered handling qualities
The removal procedures for frost, ice and snow from surfaces of the
aircraft prior to takeoff, as described in this section, depend upon the
de-icing/anti-icing facilities, methods and types of fluid available at the
airports involved. De-icing/anti-icing must be accomplished at the last
possible time prior to takeoff to maximize the time that anti-icing will be
able to provide protection (holdover time).

The following general precautions must be observed in cold weather
operations:
1. It must never be assumed that an apparently dry and loose form of
frozen moisture, for example, dry snow, will be removed by the
slipstream during the initial takeoff roll. For instance, on an aircraft
removed from a warm hanger, a dry snowfall that remains free and
uncompacted on the ground may melt and later refreeze to form ice
that sticks to the surface of the aircraft.
2. Before each flight, a thorough inspection of critical surfaces must be
made to determine the extent of contamination on them. This
inspection must be made by the pilot-in-command (PIC) or by other
trained and approved personnel qualified to report its results directly
to the PIC. De-icing and anti-icing are part of flight operations and
remain under the authority of the PIC.
3. After de-icing, another inspection, subject to the same qualifications
mentioned in paragraph 2 above, must be made to confirm that all
contamination is removed.
4. If during the period between the completion of de-icing and takeoff
there is the possibility that the critical surfaces may again be
contaminated, anti-icing protection, usually in the form of de-icing/
anti-icing fluid, must be provided. The period of effective anti-icing,
known as holdover time, must be longer than the period between
de-icing and takeoff. Holdover times start at the beginning of the
anti-icing procedure.
5. If during the conditions described in paragraph 4 above, takeoff
cannot be started prior to the expiration of the holdover time, the
aircraft must again be inspected and anti-iced again, if necessary,
before attempting takeoff.

If ice, snow or frost is found on the aircraft, accomplishing a one-step
de-icing/anti-icing procedure will remove the contamination and provide
limited anti-ice protection. When visible precipitation continues to fall,
extended anti-ice protection is required. In such cases, the application of
de-icing/anti-icing fluids must be accomplished in two separate steps
which will provide adequate protection in most environmental conditions.
The characteristics of various de-icing/anti-icing fluids used in carrying out
these operations are described later in this section.
Wet Aircraft and Temperatures >0°C (32°F) but <5°C (41°F)
Consideration of the following should be made as to whether a wet aircraft

should be de-iced/anti-iced:
1. Conditions such as wind and forecast temperature. If temperatures
are dropping or are forecast to drop, treatment with Type I fluid
should be considered.
2. When an aircraft is wet due to light rain or mist and the AFM icing
definition of visible moisture and less than 5°C (41°F) is satisfied. In
such a situation, the AFM limitations require the use of wing anti-ice
for takeoff.
3. If the aircraft is wet because it has been cleaned with hot water but
there is no visible moisture in the air, then the wing is at the same risk
of being contaminated as if the aircraft was taxiing in slush or pooled
water on taxiways/runways. The use of wing anti-ice is required for
such conditions.
Clear Ice Due to Cold Fuel
Pilots must be aware of the effect that cold fuel in the tanks may have on
moisture present on the wing upper and lower surfaces. If fuel temperature
is 0°C (32°F) or below, it is possible to have clear ice on the wing with the
temperature above freezing.
If left or right wing fuel content exceeds 1587 kg (3500 lb), the fuel will be
in contact with the upper wing skin. If the fuel temperature is 0°C (32°F) or
below and a high humidity condition exists or visible moisture in any form
is present, pilots must ensure that the wing upper surface is free of clear
ice by means of a tactile (touch) check. Clear ice must be removed.

Frost Due to Cold Soaked Fuel
Wing frost caused by cold soaked fuel can form on the upper and lower
surfaces of the wing even at outside air temperatures significantly above
freezing. Frost on the upper surface of the wing must be removed.
Takeoff with the following accumulation of frost, due to cold soaked fuel,
on the underside (bottom) of the wing fuel tank area is permissible to a
maximum 3.0 mm (1/8 in) layer of frost.
Frost on the Upper Surface of the Fuselage
Frost on the upper fuselage surface is not required to be removed if it is

possible to distinguish surface features (markings and lines). Frost in
excess of this must be removed from the fuselage.

Engine Contamination
Preflight Considerations
A thorough and vigilant preflight inspection of the engines is required

during cold weather operations. Operators equipped with engine cowl
covers and inlet plugs should use them to protect from ice, sleet and snow
contamination. While the use of covers and plugs is recommended, this
equipment does not totally eliminate contamination of the engine inlet.
Seepage from ice or snow melting on a warm but otherwise protected
engine can cause contamination to form inside the inlet or on the fan
blades once the ambient temperature causes the water to freeze again.
The procedures that follow are designed to complement both regulatory
and operational procedures during cold weather operations.
A thorough preflight should also include examination of the ramp
conditions and whether or not de-icing procedures are in effect. The flight
crew should determine if ramp conditions permit engine starting while
parked (at the gate) or during push back
CAUTION
1. Fan rotation must be confirmed on the N1
indicator before engine start. Water may freeze
in the area of the lower intake, jamming the
adjacent fan blades. Only heated air shall be
used to remove ice from the spinner, fan, inlet or
other engine components.
2. Under no circumstance is it permissible to use

de-icing/anti-icing fluid to remove frozen
precipitation from the spinner, fan, inlet or other
engine components.
Before the first flight of the day, when the aircraft is cold-soaked at an
ambient temperature of -30°C (-22°F) or below for more than 8 hours, the
engine must be motored for 60 seconds and fan rotation must be verified
on the N1 indicator before an engine start is initiated.

Do not remove ice and snow by chipping and scrapping. The only
acceptable practice is the use of heated air on engine components or
de-icing fluid on the exterior engine cowling only.
NOTE
De-icing/anti-icing fluids that are ingested into the

engine can have a corrosive and contaminating effect.
This effect may degrade fan blade lubricants (causing
increased N1 vibrations), resulting in increased
maintenance costs. Care should be exercised when
applying de-icing/anti-icing fluid in the vicinity of the
engine inlet. Consideration should be given to reducing
engine water (compressor) wash intervals during cold
weather operations.
De-icing/anti-icing fluid shall not be sprayed directly into or applied on the

engine inlet, the APU inlet or exhaust, engine thrust reverser, strut
mounted probes, scoops, vents, drains or the engine bleed ducts any time.
The bottom (6 o’clock) position of the engine inlet may require a
maintenance stand or the assistance of maintenance personnel to inspect
for contamination by frozen precipitation not visible from the ground.
For ice removal on other engine surfaces, for personal safety, engines
should not be operating. However, if necessary, this may be accomplished
with the engines operating at IDLE speed using a low-pressure stream of
glycol-based de-icing fluid (either Type I or Type II) exercising care to
avoid spraying fluids directly into the engine inlet (use indirect method).

Preflight Preparation
The removal of contaminants from the aircraft is a maintenance function;
however, the flight crew should be diligent during the preflight preparation
to inspect areas where adherence and accumulation of frost, ice and snow
could seriously affect normal systems operations.
External Safety Inspection
(1) All protective covers .................................................................Removed

• Probe covers (pitot and static, TAT, ice detector, AOA vane, and fuel
NACA vent covers)
• Wheel covers (nose and main landing gear)
• Intake and exhaust covers (engines, APU, ram air scoop, and air
conditioning packs)
(2) Pitot and static probes.................................................................... Clear
(3) AOA vanes .....................................................................Free movement
(4) Windshield and wipers ...........................................Free of ice and snow
(5) Aircraft critical surfaces ................................Free of frost, ice, and snow
NOTE
1. During snowfall, freezing rain and drifting snow, it is

possible for snow and melting ice to penetrate into
hinges, operating linkages, drainage openings and
vents, and then refreeze. The above mentioned
areas should be checked with diligence.
2. Takeoff is permitted with frost on the upper surface

of the fuselage through which it is possible to
distinguish surface features.
3. Takeoff is permitted with frost adhering to the

underside of the wing that is caused by cold soaked
fuel. Maximum 3.0 mm (1/8 in) layer of frost.

(6) Nosewheel and main landing gear area .............................. Free of frost
• Latching and operating mechanisms are free and clear of any
accumulation (uplocks/downlocks)
• Check electrical components (connectors, cables and micro-switches)
for evidence of water ingress
• Gear doors are free from accumulations
• Tire pressure is acceptable and wheels are not frozen to the ground
(7) APU/air conditioning intake/exhaust areas . Clear of frost, ice, and snow
(8) Engine inlet and cowlings ........................... Clear of frost, ice, and snow
• Check fan rotation as applicable
• Drain lines are clear
(9) Fuel tanks and hydraulic components ........ Check for evidence of leaks
(10) Water systems and drain masts ........... Check for evidence of freezing
• Check that potable water system has been refilled (could have been
drained as part of a Terminating Check)
• Check that lavatory system has been serviced and recharged
(11) APU and MAIN aircraft battery ................ Check installed and charged
• Precautionary measures for extremely low temperatures may have
entailed overnight removal of the aircraft batteries
Cabin Preparation
In case of cold soak at temperatures below -20°C (-4°F), it is

recommended that the cabin interior be warmed up before dispatching the
aircraft to ensure proper operation of all exits.
(1) CABIN temperature control switches............................................... HOT
• To warm up the cabin to a comfortable level (approximately 10°C
[50°F] or higher) before the passengers board the aircraft
(2) All doors and exits ........................................................ Check operation
• Check that the main passenger door and the galley service door can
be opened properly; and
• Check that there are no messages on the DOORS synoptic page

Airframe De-Icing, Anti-Icing and Inspection
De-Icing/Anti-Icing Fluids
The application of de-icing/anti-icing fluid is the most common means of

ground de-icing and anti-ice protection. These fluids are water/glycol
solutions, broadly classified as Type I, Type II, Type III and Type IV.
NOTE
Both Society of Automotive Engineers (SAE) and
International Standards Organization (ISO) issue
specifications defining the composition and
characteristics of aircraft de-icing/anti-icing fluids. For
the practical purposes of flight operations, these
respective specifications are identical. In North
America, fluids other than Type I through Type IV have
been used extensively and may still be available.
These are de-icing fluids comparable but not identical
to fluids described below. The characteristics of these
and other fluids are summarized in the De-Icing/Anti-
Icing General Characteristics table. Unless otherwise
noted, the use of SAE/ISO Type I, Type II, Type III and
Type IV fluids is assumed in what follows.
(1) Type I Fluids

In concentrated form, these fluids contain glycols to a minimum
concentration of 80%, but with no thickening agents. Their resulting low
viscosity and very short holdover time provide very limited anti-icing
protection.
It is apparent that except for the case of frost or freezing fog, the duration
of anti-icing protection provided by Type I fluid is inadequate unless
takeoff can be made almost immediately after de-icing. Therefore, if
conditions require effective ground anti-icing, it is imperative that Type II,
Type III, and Type IV fluids be available for use.

(2) Type II and Type IV Fluids
These fluids contain glycols to a minimum concentration of 50% as well as
thickening agents. Their relatively high viscosity permits the application of
a layer of fluid that is effective in anti-icing and persists for a significant
holdover time to provide anti-icing. During takeoff, the slipstream imparts a
shear stress to the fluid layer causing it to flow off the surface to which it
was applied.
Anti-icing effectiveness, however, is subject to many more variables than
are usually present in de-icing. Of fundamental concern to the aircrew is
the calculation of the anti-ice holdover time available after de-icing given
prevailing conditions and use of a particular fluid. To provide some
assistance in this regard, the tables located in the Quick Reference
Handbook (QRH), Volume 1, SUPPLEMENTARY PROCEDURES section,
are provided to show holdover times for Type I, Type II, Type III, and Type
IV fluids, as influenced by the kind of freezing precipitation present. The
following point must be considered when referring to these tables:
• These tables do not account for all factors that influence holdover
time. Diverse and individually variable factors such as fluid
temperature, relative humidity, wind direction and speed, can
significantly shorten the holdover times shown in these tables.
(3) Type III Fluids

Type III fluid is a thickened fluid which has properties that lie between
Types I and II. Therefore, it provides a longer holdover time than Type I
fluids but less than Type II. On the basis of acceptance criteria, Type III
fluid qualifies according to Annex B of AMS 1428D standard for use on
large transport type jet aircrafts in the following temperature range above
-29°C (-20°F) in case of undiluted fluid.

CAUTION
1. For all types of de-icing fluid, the time of

protection will be shortened in heavy weather
conditions, heavy precipitation rates or high
moisture content. High wind velocity or jet blast
may reduce holdover time below the lowest time
stated in the range. Holdover time may also be
reduced when aircraft skin temperature is lower
than OAT. The only acceptable decision criteria
is to use the shortest time within the stated
range.
2. When ice pellet precipitation occurs after the

application of de-icing/anti-icing fluid, the
de-icing/anti-icing fluid dilutes which results in
rapid wing contamination.
3. Fluids used during ground de-icing are not

intended for and do not provide ice protection
during flight.
NOTE
1. De-icing fluid holdover time tables for SAE Type I,
Type II, Type III and Type IV fluids are located in the
QRH, Volume 1, SUPPLEMENTARY
PROCEDURES section.
2. Guidelines for holdover times and de-icing fluid

application are revised every year according to the
Transport Canada TP 14052 and associated
holdover time guidelines document. The current
documents are available on your country’s
authorities website.

Infra-Red Energy De-Icing
De-icing using infra-red energy is an alternative procedure for removing
frozen precipitation. It is accomplished through heat that breaks the bond
of adhering frozen contamination. The application of infra-red energy may
be continued to melt and evaporate frozen contamination.
CAUTION
1. When using infra-red energy to de-ice, wet

surfaces will require an application of heated
de-icing fluids to prevent refreezing after the
removal of the infra-red energy source.
2. When required, for operation other than frost or

leading edge ice removal, and when the OAT is
at or below 0°C (32°F), an additional treatment
with hot de-icing fluids must be done within the
infra-red de-icing facility to prevent refreezing of
water, which may remain in hidden areas.
3. If the aircraft requires de-icing again and

de-icing/anti-icing fluids had been applied before
flight, conventional de-icing/anti-icing with fluids
must be done.
When using infra-red energy to de-ice, refer also to the following FAA
Advisory Circulars for procedures and precautions:
• FAA Advisory Circular No. 150/5300-14 Appendix A
• FAA Advisory Circular No. 120-89

De-Icing/Anti-Icing Procedures
De-icing is the removal of snow, ice or frost from aircraft surfaces using
mechanical means, hot water or a heated mixture of water and de-icing/
anti-icing fluid.
Anti-icing is the application of de-icing/anti-icing fluid with a useful
holdover time to prevent the accumulation of snow, ice or frost on aircraft
surfaces after de-icing.
Current practice prescribes the following general methods for effecting
de-icing/anti-icing:
(1) Mechanical Removal of Loose Contamination

If a significant amount of loose snow is on the aircraft, the expenditure of a
relatively large amount of de-icing fluid can be avoided if the snow is
removed mechanically. Subject to the results of an inspection (Removal of
Loose Contamination), this may achieve complete de-icing of the aircraft.
(2) One-Step De-Icing/Anti-Icing

Fluid is applied in one step to remove frozen contamination and apply
limited anti-ice protection. In this process the residual fluid film, regardless
of the type of fluid used, will provide only a very limited duration of anti-
icing protection.
(3) Two-Step De-Icing/Anti-Icing

Two fluid applications are made: the first to de-ice using hot water or a
water/fluid mixture; the second to anti-ice, using undiluted (100%) fluid or
a water/fluid mixture. This method ensures that the full anti-icing holdover
time, available from the fluid will be obtained.
NOTE
An insufficient amount of anti-icing fluid, especially in
the second step of a two-step procedure, may cause a
substantial loss of holdover time. This is particularly
true using a Type I fluid for the first step.

Removal of Loose Contamination
If significant amounts of loose snow are on the aircraft:
(1) SLATS/FLAPS lever ..................................... Remain in present position
• Moving the slats/flaps may contribute to contamination of the
actuators
(2) Snow................................................... Remove from the following areas
and inspect for the presence of adhering ice, frost or snow:
• Wings (leading edges, upper and lower surfaces)
• Upper fuselage
• Vertical and horizontal stabilizers (leading edges, upper/lower
surfaces and side panels)
• Flaps, flap tracks and flap drives
• Slats, slat tracks and slat drives
• Ailerons, elevators, rudder, spoilers and spoilerons
• Air data probes/sensors, AOA vanes
• Antennas
• Fuel drains and NACA vent scoops
• Engine and APU intakes, APU exhaust
• Landing gear and landing gear bays
• Windshields, windows, door sills and surrounds
(3) Tactile check......................................................................... Accomplish
If de-icing/anti-icing is not planned:

(4) Limitations ............... Review (Refer to AFM Chapter 2 - LIMITATIONS)
If frozen contamination is found adhering to critical surfaces:

(5) Perform one-step or two-step de-icing/anti-icing
----------END----------

Preparation for De-Icing/Anti-Icing
NOTE
It is recommended that the application of
de-icing/anti-icing fluid be carried out with the engines
and APU off. If this is not possible, steps (2) to (6) that
follow must be observed.
Before fluid is applied (If engines/APU are off):

(1) Proceed to step (7)
Before fluid is applied (If engines/APU are operating):

(2) Thrust levers ........................... IDLE (for the duration of the operation)
• If the APU is running, ensure that personnel carrying out the fluid
application are aware of the location of the APU air intake and have
been instructed to avoid fluid spray that can be ingested by the APU
(3) L and R PACK switches .................................................................OFF
(4) BLEED VALVES switch ............................................................... CLSD
(5) ANTI-ICE, WING switch .................................................................OFF
(6) ANTI-ICE, LH and RH COWL switches..........................................OFF
(7) WIPERS .............................................................................. OFF/PARK
(8) Stabilizer trim ..................................................................Set for takeoff
(9) SLATS/FLAPS lever......As required, or leave flaps at present position
(10) Pilot to advise de-icing operator to avoid direct spraying of the anti-ice
fluid jet, to prevent damage to:
• Windshields, side windows and cabin windows
• Pitot-static and TAT probes
• AOA vanes
• Static pressure ports
• Engine air intake (to prevent ingestion)/engine exhaust, APU inlet, and
APU exhaust

• Antennas
• Vents and drains
• Winglets
• Wheels and brakes (to prevent thermal damage)
CAUTION
Application of de-icing/anti-icing fluid on wheel

brake assemblies will seriously degrade braking
performance.
NOTE
A spray trajectory of 3 meters (10 ft) is recommended

to ensure that direct spray does not damage aircraft
surfaces.
(11) Aircraft........................................................Head into wind, if possible
CAUTION
Under no circumstances should spray be directed

at the trailing edges of control surfaces. Such
spray may force partially melted contamination
into hinge mechanisms and under control shrouds
with risk of later refreezing.
(12) Application of fluid should follow the sequence below:

a. Horizontal stabilizer
b. Vertical stabilizer
c. Top of fuselage
d. Sides of fuselage
e. Wings

NOTE
On flight control surfaces, application should always be

from leading edge to trailing edge and from outer
panels to inner panels.
After de-icing/anti-icing fluid spraying:

(13) Inspect the areas listed below, to confirm complete de-icing:
• Wings (upper and lower surfaces, pay particular attention to the
leading edges)
• Upper fuselage
• Vertical and horizontal stabilizers (leading edges, upper/lower
surfaces and side panels)
• Flaps, flap tracks and flap drives
• Slats, slat tracks and slat drives
• Ailerons, elevators, rudder, spoilers and spoilerons
• Air data probes/sensors, AOA vanes
• Antennas
• Fuel drains and NACA vent scoops
• Engine and APU intakes, APU exhaust
• Landing gear and landing gear bays
• Windshields, windows, door sills and surrounds

If Engines/APU are operating:
(14) Thrust........ Increase to 60% N1 for 20 seconds to clear residual fluid
NOTE
Wait at least 1 minute before opening the bleed valves
and 3 minutes before turning the packs on to avoid
contaminating the air conditioning system with
de-icing/anti-icing fluid. Contamination will cause
objectionable fumes (causing throat irritation) and
odors to enter the aircraft.
(15) BLEED VALVES switch .............................................................AUTO

(16) ANTI-ICE, WING switch.................................................... As required
(17) ANTI-ICE, LH and RH COWL switches ............................ As required
(18) L and R PACK switches................................................................. ON
(19) WIPERS ........................................................................... As required
(20) Takeoff configuration............................................................. Recheck
• Check that T/O CONFIG OK advisory message is on
----------END----------

De-Icing/Anti-Icing
CAUTION
1. Under no circumstances can an aircraft that has
been anti-iced, receive another coat of Type II,
Type III or Type IV fluid on top of the existing
film. If the holdover time is exceeded, surfaces
must first be de-iced with a mixture of hot water
and de-icing fluid, before another application of
Type II, Type III or Type IV fluid is made.
2. Type II, Type III or Type IV fluid must never be

applied to the windshields and side windows.
3. Application of de-icing/anti-icing fluid on wheel

brake assemblies will seriously degrade braking
performance.
4. With the APU operating, ingestion of de-icing/

anti-icing fluid will contaminate the air
conditioning system and cause objectionable
fumes (causing throat irritation) and odors to
enter the aircraft. This may also cause erratic
operation and possible damage to the APU.
5. Under no circumstances should spray be

directed at the trailing edges of control surfaces.
Such spray may force partially melted
contamination into hinge mechanisms and under
control shrouds with risk of later re-freezing.
The two-step procedure is accomplished by first applying de-icing fluid,

consisting of heated pure water or a heated mixture of water and Type I,
Type II, Type III, or Type IV fluid, then applying a mixture of water and
Type II or Type IV fluid, or undiluted Type I or Type III fluid.

NOTE
1. If heated pure water is used for the first step, the
second step must be completed before refreezing
occurs; as a general rule within 3 minutes of the
beginning of the de-icing step. This short period
makes it necessary to de-ice/anti-ice relatively small
areas of the aircraft successfully.
2. Considering the nature of the precipitation present

and the likely duration of the delay between the
completion of the anti-icing step and takeoff, use
tables in the QRH Volume 1, SUPPEMENTARY
PROCEDURES section (as applicable), to
determine the fluid/water mixture that will provide the
most effective anti-ice protection.
3. A spray trajectory of 3 m (10 ft) is recommended to

ensure that direct spray does not damage aircraft
surfaces.
4. On flight control surfaces, application should always

be from leading edge to trailing edge and from outer
panels to inner panels.

Aircraft Procedures During Gantry De-Icing
WARNING
FOR PERSONAL SAFETY AND TO AVOID
OCCURRENCE OF INCIDENTS CAUSED BY
ENGINE SUCTION OR BLAST, ENGINES MUST BE
RUN AT IDLE.
CAUTION
The gantry should be programmed to avoid direct
impingement on engine intakes, windshields and
cabin windows, AOA vanes, pitot heads, static
vents, wheels and brakes. If the aircraft is de-iced
using manual direct spray jets, the above areas
should be avoided.
NOTE
Direct spraying is defined as anti-ice fluid jet impact
due to spray velocity which may cause mechanical
damage. If direct spraying occurs to the engine(s), the
pilot should request a wash of both engines on the
aircraft’s return to base.


Phase of Flight Procedures
NOTE
For all de-icing/anti-icing procedures, refer to Airframe
De-icing, Anti-icing, and Inspection in this chapter.
Pushback
When the parking position is covered with ice or snow, the tow truck may
not be capable of developing normal traction to effect a pushback due to
reduced friction. It is recommended, therefore, to delay engine start until
pushback or towing is completed. The flight crew must be aware that in
extreme conditions, the application of the parking brake may not be
sufficient to restrain the forward motion of the aircraft, with the engines at
idle thrust.
Engine Start
(1) Normal engine start procedure..............................................Accomplish

• Refer to Normal Procedures - Engine Starting
• It may be necessary to use ground heating to warm the starter valve,
fuel control unit and ignition system if the engines fails to start
normally
• If ground heating was used to remove ice build-up from the fan, start
the engine immediately to prevent refreezing
(2) Engine instruments .................................. Observe for normal operation
• During cold weather starts, initial oil pressure response may be slow
and is not unusual. The oil pressure indication may then indicate
higher than normal range and should progressively reduce to normal
readings as the engine achieves normal operating temperatures
(130 psi at idle, 10 minutes maximum).
CAUTION
No oil pressure indicated by the time idle rpm is
achieved requires an immediate engine shutdown.
----------END----------

After Engine Start
(1) Electrical power ................................................... Transfer to generators
• Expect generators to be slow in producing steady power due to cold
oil in the IDGs. Five (5) minutes may be required for the IDGs to
stabilize sufficiently.
(2) WING and COWL ANTI-ICE................................................. As required
WARNING
WHEN TYPE II, TYPE III, OR TYPE IV ANTI-ICING

FLUIDS HAVE BEEN APPLIED, USE OF WING
ANTI-ICE HEAT PRIOR TO TAKEOFF CAN COOK
THE FLUID ONTO THE LEADING EDGES OF THE
WING CREATING CONTAMINATION.
NOTE
If snow, ice or frost is detected in any amount on the

wings and tail surfaces of the aircraft then the aircraft
must be de-iced prior to takeoff.
WARNING
GROUND USE OF THE WING ANTI-ICE SYSTEM IS

INTENDED TO COMPLEMENT, AND NOT
REPLACE, GROUND DE-ICING/ANTI-ICING AND
INSPECTION PROCEDURES. CLOSE INSPECTION
IS STILL REQUIRED TO ENSURE THAT NO FROST,
SNOW OR ICE IS ADHERING TO CRITICAL
SURFACES.

(3) Engine instruments ..................................................................... Monitor
• Do not operate engines above idle power until engine indications have
returned to normal. Make thrust lever movements cautiously.
• If a sudden unexplainable rise in ITT occurs, shutdown engine
immediately.
• When moderate to severe icing conditions are present during
prolonged ground operation, periodic engine run-ups to as high a
thrust setting as practical are recommended. This run-up should be
done for a minimum of 15 seconds each at 10 minute intervals and
within 5 minutes prior to takeoff. This action is effective in dissipating
fan blade icing.
• Do not increase to takeoff thrust until normal engine operation has
been achieved and indications stabilized.
NOTE
The following considerations may be experienced
during ice shedding on the ground:
1. Vibrations may increase during the ice shedding

process.
2. Colder ambient conditions may increase the time

required to shed ice.
3. Ice shedding may be characterized by a sharp

metallic noise as ice impacts the side of the nacelle.
4. An airframe vibration and a change in engine noise

may occur during the ice shedding process.

CAUTION
At temperatures below -20°C (-4°F), the
condensation and freezing of moisture in thrust
reverser components may degrade the
performance of the thrust reversers. The risk of
this occurrence is highest when aircrafts hangared
in relatively warm ambient conditions are readied
for flight in freezing conditions.
NOTE
To clear thrust reversers of frozen moisture during the

above described conditions, it is recommended that the
thrust reversers be actuated until the deploy and stow
cycles are within limits.
----------END----------

Taxi-out
The following considerations for ground handling during cold weather
operations apply:
CAUTION
Single engine taxi is not recommended in freezing
precipitation due to the potential for ice FOD on
engine start.
• Avoid large nosewheel steering inputs.

• Always taxi at a manageable speed (10 kt maximum is
recommended).
• Maintain a greater distance than normal between aircrafts especially
when slush, standing water, ice or snow is present on surfaces of the
movement area.
• Application of brakes should be kept to a minimum during turns.
• Do not shutdown an engine during ground operations in icing
conditions unless no significant precipitation (snow, sleet or freezing
rain) is occurring that potentially could adhere to or collect in the
engine inlet.
• Remain alert when running up engines in the vicinity of aircrafts
undergoing de-icing/anti-icing procedures to avoid contaminating or
becoming contaminated by jet blast from your or other aircrafts.
(1) During taxi, use light brake applications to warm the brakes before
takeoff. Monitor BTMS during taxi.
• Be aware of increased residual thrust at cold temperatures.
• Be aware of increased stopping distances, engine exhaust of the
aircraft ahead, obscured runway, taxiway or ramp markings,
snowbanks and crosswind conditions.
• DO NOT use thrust reversers if movement area surfaces are covered
with slush, ice, standing water or snow except in the interest of safety.
• If taxiways are contaminated, delay flap extension and taxi checklist
until prior to takeoff.

(2) Nosewheel steering ...................................................................... Check
• Nosewheel steering should be exercised in both directions during taxi
(3) SLATS/FLAPS .............................................................................. Check
• Closely monitor the associated indicator and annunciators for positive
movement when operating the slats/flaps during low temperatures. In
the event of stoppage, immediately place the SLATS/FLAPS lever in
the same position as indicated.
(4) Prior to positioning for takeoff on the active runway, make certain that:
• TAXI CHECK has been completed
• The aircraft is properly configured for takeoff
CAUTION
If takeoff cannot be started prior to the expiration
of the holdover time, the aircraft must again be
inspected, and de-iced if necessary, before
attempting takeoff.
Takeoff is not recommended:
1. When the depth of contaminants on the runway

surface exceeds the published runway
contaminant depths in the PERFORMANCE
section of the AFM.
2. During extreme weather conditions

(freezing rain).
3. When braking action is reported to be poor.
4. When crosswind component exceeds 15 kt and

the runway is slippery.
----------END----------

Takeoff
WARNING
WHEN TYPE II, TYPE III, OR TYPE IV FLUIDS HAVE
BEEN APPLIED USE OF THE WING ANTI-ICE HEAT
DURING TAXI CAN COOK THE FLUID ONTO THE
LEADING EDGES OF THE WING CREATING
CONTAMINATION.
CAUTION
Operating on ramps or taxiways which are
contaminated with surface snow, slush or standing
water when the OAT is 5°C (41°F) or below, can
cause the wing leading edges to become
contaminated with ice from nosewheel splashing
or jet blast spray. Just prior to takeoff, select the
ANTI-ICE, WING switch ON and advance the thrust
levers, as required, until L WING A/ICE and R WING
A/ICE caution messages are extinguished, to
remove any leading edge ice contamination that
may have accumulated during taxi.

Takeoff considerations:
• Ensure all engine bleed and runway condition penalties have been
considered in takeoff performance calculations.
• Power application should be done as symmetrically as possible to
avoid yawing moments during engine acceleration.
• Ensure that the cleared runway width available is sufficient.
• If the aircraft starts to creep or slide on the ice or snow during thrust
application, release the brakes and begin the takeoff roll. Anticipate
lag in nosewheel steering response and nosewheel skidding and
apply corrections as necessary.
• Consider delaying gear retraction following takeoffs from slush or
snow covered runways.
NOTE
If landing gear retraction is going to be delayed, tap the

brakes briefly after lift-off before selecting the landing
gear up. Failure to do this could result in a
GLD UNSAFE caution message being displayed.
• If the aircraft tends to pitch-up or roll-off once airborne, immediately

reduce the pitch to reduce the angle-of-attack and simultaneously
apply maximum thrust. Be prepared to accept altitude loss to recover
the aircraft. Use ailerons as required to level the wings.
• If the decision is made to reject the takeoff, normal rejected takeoff
procedures are applicable. In addition the following should be
considered:
• Anticipate the possibility of skidding on contaminated runways and be
prepared to make the necessary corrections.
• If a loss of directional control occurs, reduce reverse thrust to idle
reverse and if necessary, return the engines to idle forward thrust to
return to the centerline. Regain the centerline with nosewheel
steering, rudder and/or differential braking.

Descent – Approach
Considerations:
• Anticipate wing anti-icing requirements during descent. This may
require increased thrust settings and associated lower rate of descent.
Descent planning should be adjusted accordingly.
• Ensure all engine bleed and runway condition penalties have been
considered in landing/go-around performance calculations.
• Avoid holding in icing conditions for longer than is necessary.
• Ensure that the cleared runway width available is sufficient.
• Take note of pilot reports (PIREPS) on braking conditions.
A diversion should be considered:

• During extreme weather conditions (freezing rain).
• When braking action is reported to be poor.
• When crosswing components exceeds 15 kt and runway is slippery.
A diversion should be executed:

• When the depth of contaminants on the runway surface exceeds the
published runway contaminant depths in the limitation section of the
AFM (refer to the AFM, Chapter 7 – SUPPLEMENT 2).

Landing
Considerations:
• Carry out a positive touchdown to ensure initial wheel spin up and
breakout of frozen brakes if icing has occurred.
• Lower the nosewheel immediately.
• Anticipate skidding and hydroplaning to occur, and be prepared to
make the necessary corrections.
• Use maximum reverse thrust as soon as possible after touchdown.
Thrust reversers are most effective at high speed. Maximum reverse
thrust may be used to a complete stop in case of an emergency
situation.
• If a loss of directional control occurs, reduce reverse thrust to idle
reverse and if necessary, return the engines to forward idle thrust to
return to the centerline. Regain the centerline with nosewheel
steering, rudder and/or differential braking.
• DO NOT pump the brakes as this will only diminish braking
effectiveness. Apply brakes normally with steady increasing pressure,
allowing the anti-skid system to modulate brake pressures to obtain
maximum braking.
Taxi-in and Parking
Considerations:
• DO NOT retract the flaps to less than 20 if the landing occurred on a
contaminated runway, to avoid possible damage to the structure and
mechanism by frozen slush and/or snow.
• A ground crew check should be performed and flap retraction
completed only when the ground crew has confirmed that there is no
significant amount of ice, slush or snow in the flaps mechanisms.
• Anticipate that movement areas may be slippery and the use of
reverse thrust may be necessary to stop the aircraft.

Leaving the Aircraft
Considerations:
• If able, park on a clear or sanded spot.
• Park into wind, if possible.
• In addition to the normal procedures for securing the aircraft, the flight
crew must ensure that ground personnel provides for special servicing
of the aircraft, specially for prolonged or overnight stops.
• The APU may be operated and air conditioning packs used to provide
for heating of the aircraft interior and essential compartments to
preclude freezing of the battery or water containers.
At airports where normal support is not available, the flight crew should
make certain that the following procedures are performed:
(1) Wheel chocks.................................................................. Check in place
(2) Parking brake ..................................................................................... Off
• Wheel chocks must be in place and parking brake off to eliminate the
possibility of the brakes freezing
(3) All protective covers ...................................................................Installed
(4) Water, lavatory and waste systems ......................................As required
• If adequate aircraft interior heating cannot be provided, the water,
lavatory and waste systems must be drained
(5) Battery(ies).............................................................Removed, if required
• When the APU battery is removed, the battery charger AC circuit
breaker must be opened to prevent damage to the battery charger
• When the MAIN battery is removed, the battery charger AC circuit
breaker must be opened to prevent damage to the battery charger
----------END----------

Procedures to Prevent Freezing of Wheel Brakes
When operating from wet, snow covered or slush covered runways or
taxiways, or following overnight parking in known icing conditions, the
following steps are applicable in order to prevent freezing of the wheel
brakes:
(1) During taxi, use light brake applications to warm brakes before takeoff.
Monitor BTMS during taxi.
(2) Delaying gear retraction following takeoff from slush or snow covered
runways.
(3) When landing, carry out a positive landing to ensure initial wheel spin
up and brake out frozen brakes.
(4) During the landing roll and subsequent taxi, use the brakes to prevent
progressive build-up of ice on the wheels and brakes. Monitor BTMS
during taxi.
Following takeoff or landing on wet, snow covered or slush covered
runways and taxiways, tires should be inspected for flat spotting prior to
the next flight.
----------END----------

Super-Cooled Large Droplet Icing
Icing Conditions
Icing conditions exist when the total air temperature is below 10°C (50°F)
and visible moisture is present in any form. This includes cloud, fog, mist,
snow, sleet and ice crystals. Regardless of visible ambient moisture and
temperature clues, icing conditions also exist when there are visible signs
of ice accumulation on the aircraft or when the ICE caution message is
displayed.
Cloud Forms
In discussion of icing, cloud types can be categorized into two general
classifications; stratiform (layer type clouds) or cumuliform (rising
thunderstorm) clouds. The certification requirements define icing
envelopes conforming to these cloud types corresponding to continuous
(stratiform) icing and intermittent (cumulous) icing types.
Icing Process
Icing results from super-cooled water droplets that remain in a liquid state
at temperatures below freezing. In general, leading edge structures
passing through such conditions will cause a certain number of these
droplets to impact the leading edge surface and freeze. A relatively large
or bluff body will generate a large pressure wave ahead of the leading
edge which forces the air and many of the smaller droplets around it. Only
droplets with sufficient mass and inertia will impact the surface and freeze.
Conversely, a narrow leading edge radius generates a smaller pressure
wave and so collects more of the lower mass inertia droplets. Ice will thus
tend to accumulate at a greater rate on the (smaller narrower) tail leading
surfaces. Ice will also tend to accumulate in greater quantities and cover a
larger part of the leading edge if the ambient liquid water droplets are
relatively large.

Ice Form
Three recognizable ice forms exist; rime ice (opaque), clear ice and frost.
It is also common to observe mixed form icing comprising of mixed glaze
and rime ice forms.
• Rime ice is rough and opaque in appearance and generally forms a
pointed or streamlined shape on the leading edge.
• Clear ice is transparent and often produces a wedge shape or
concave ice shape with double horns. This is caused by partial run
back of the impinging water droplets to positions aft of the stagnation
point. Ice initially forms here as a thin layer of sandpaper ice which
then grows to form the glaze horns.
• Frost may form as a thin layer of crystalline ice on all exposed aircraft
surfaces. Frost is generally associated with ground operations.
Super-Cooled Large Droplet Icing Conditions

Super-cooled large droplet conditions are distinct from the icing described
above because of the propensity for the ambient liquid water to be
contained in droplets of relatively large mass and inertia. This causes a
larger proportion of the water to impact the leading edge surfaces. In
addition, the droplets impacting the surface will do so further aft than
smaller droplets. On the protected wing surfaces this may result in
formation of ice ridges on the trailing edges of the slats.
Recognition of Super-Cooled Large Droplet Icing Conditions

It is known that super-cooled large droplet (SLD) icing may be prevalent in
pristine atmospheres typical of coastal maritime environments, however,
there are no defined means for prior indication of SLD icing conditions or
for differentiating SLD from other icing conditions.
The presence of SLD can be only determined by observation of the
resulting ice accumulation on unprotected surfaces.
The indicator for differentiating SLD icing is observation of ice
accumulation on the flight compartment (cockpit) side windows. Any ice
accumulation on the side windows should be taken as the indication that
SLD icing conditions are present.

Procedures
Observation in SLD icing conditions is prohibited. Following recognition of
SLD icing conditions by observation of side window icing, the engine cowl
and wing anti-ice systems must be activated. Even with anti-ice systems
being active, it is necessary to leave SLD icing conditions immediately.
After leaving SLD icing conditions, the wing leading edges should be
observed for signs of ice formation on the slat trailing edges or aft of the
slat on the unheated wing surface. If ice is observed on or aft of the slats,
then the Ice Dispersal Procedure should be accomplished. (Refer to
ABNORMAL PROCEDURES - ICE AND RAIN PROTECTION - ICE
DISPERSAL).


Hot Weather Operations
Extremely high temperature conditions present problems to aircraft
operations of a different nature than those associated with cold weather
operations. The main concerns focus primarily on passenger and crew
comfort and the significant decrease in aircraft performance which high
ground temperatures can effect. The following recommended procedures
have been provided to supplement the normal operating procedures and
should be observed, as applicable.
Preflight Preparation
NOTE
During aircraft operations when the flight deck and
cabin temperatures are above 30°C (86°F), the air
conditioning packs or the low-pressure ground
conditioned air supply must be operating in order to
maintain display temperatures within a range that
prevents a display shutdown. Consideration should be
given to the ground condition air as the preferred
source.
The importance of keeping the interior of the aircraft as cool as possible

cannot be overemphasized. All entrances and access doors to the aircraft
should be kept closed as much as possible, and the cargo bay doors
should not be left open any longer than is necessary. Every effort to
reduce the heat being generated in the flight deck while the aircraft is on
the ground should be made.

The flight crew should ensure that the following procedures are performed:
If a ground air source is available:
WARNING
WHEN USING AIR CONDITIONING ON THE
GROUND, ENSURE THE PASSENGER DOOR
HANDLE IS UNLATCHED (NOT STOWED), TO
PREVENT INADVERTENTLY PRESSURIZING THE
AIRCRAFT.
(1) Low-pressure ground air <1007> ............................................... Connect

(2) BLEED VALVES switch <1007> ..................................................... CLSD
(3) Ground power cart <1007> .................................................... Connected
If APU is the only air source available:
(1) WING ANTI-ICE switch.................................................................. OFF
(2) LH and RH COWL ANTI-ICE switches .......................................... OFF
(3) BLEED VALVES switch ...............................................................AUTO
Then:
(4) L and R PACKs switches ................................................................. ON
NOTE
Both air conditioning packs should be used for

maximum cooling, if possible.
(5) CKPT and CABIN temperature controls ..................................... COLD

(6) AFT CARGO switch ........................................................................ AIR
(6) AFT CARGO switch <1201> <3201>........................................ COND AIR

NOTE
During ground operations with the CARGO switch in

the COND AIR position, a CARGO OVHT caution
message may be displayed. If this occurs with live
cargo loaded in the cargo compartment keep the
switch in the COND AIR position, make sure the cabin
temperature control is set to COLD and if possible,
close the cargo door. This will ensure adequate cold air
circulation. The caution message will go out on the
ground or shortly after take-off when the temperature in
the cargo compartment drops below 29°C (85°F).
<1201> <3201>.
(7) RECIRC FAN switch ........................................................................ON

(8) DSPLY FAN switch..................................................................... NORM
(9) LH and RH WSHLD switches.........................................................OFF
NOTE
Normally, the LH and RH WSHLD switches are

selected to LOW prior to taxi. It is recommended
however, that when ambient temperatures are above
30°C (86°F), to delay selection of the WSHLD switches
to LOW until after takeoff (during the AFTER
TAKEOFF check). The L WSHLD HEAT and/or R
WSHLD HEAT and/or L WINDOW HEAT and/or R
WINDOW HEAT caution messages may still come on
momentarily.
(10) Weather radar ..............................................................................OFF

(11) Non-essential avionics equipment.................................................. Off
(12) All air outlets and gaspers .......................................................... Open
(13) Cabin gaspers (Flight attendants) .............................................. Open
(14) Window shades (Flight attendants)..........................................Closed

• On the sun-exposed side of the passenger cabin
If cooling air is available from an external source, the supply should be
connected immediately after engine shutdown and should not be removed
until just prior to engine start.
Special attention should be given to and prompt action taken in the event
of inadvertent unscheduled pressurization of the aircraft.
----------END----------

Taxi-out and Takeoff
Taxi-out
Operation in areas of high ambient temperatures may cause brake

temperature limits to be exceeded. This condition would lead to fusible
plug(s) melting, resulting in the deflation of the tire(s) involved. When
operating on runways and taxiways exposed to high temperatures,
considerations for brake cooling should always be taken into account.
These areas usually maintain temperatures well above the ambient,
therefore, excessive use and riding of brakes should be avoided to allow
ample time for cooling in between applications.
The recommended technique is to allow the aircraft to accelerate, then
brake to a very slow taxi speed and release the brakes completely.
Reverse thrust may be used, at the pilots discretion, to control the taxiing
speed of the aircraft without the use of braking. The use of single (or both)
reverse thrust should be considered when operating under the following
conditions:
• High ambient temperatures
• Heavy braking after landing
• Downslope taxi
• Tailwinds
• Light gross weight
• Any combination of the above
The application of reverse thrust should be done with caution, taking into
account the surface condition of the movement area. The use of thrust
reversers during taxi on airports with contaminated runways and taxiways
(i.e., dirt, dust, loose debris, etc.) is not recommended.

Takeoff
High ambient temperatures in combination with short runways or high
elevation airports could cause substantial penalties on aircraft
performance. These penalties should be taken into account early in the
preflight preparation and the limiting effects to the payload which can be
carried, seriously considered. The use of alternate takeoff procedures (i.e.,
Zero-Bleeds Takeoff, etc.) may be necessary under such conditions.
Review the various aircraft, power plant and fuel temperature limitations in
the AFM. Use the longest runway available, if possible.
----------END----------

Landing
NOTE

gear touchdown:
1. It is imperative that touchdowns occur at VREF or

less. Touchdowns that occur at speeds greater than
VREF may result in a nose gear-first landing which,
depending on the rate of descent, may result in a
2. After main gear touchdown, smoothly fly the

nosewheel onto the runway by relaxing aft control
column pressure. Do not use full down elevator.
The landing phase of flight during high ambient temperature conditions is

not as demanding as with cold weather operations. It should be noted
however that runway conditions, particularly at the touchdown area could
be slick due to the heavy deposits of rubber and oil which have melted.
The occurrence of hydroplaning is not remote, and the procedures
mentioned in the ‘Landing’ portion of the ‘Operation on Contaminated
Runways’ section of this chapter can be used.
This condition also holds true at the opposite approach area at the end of
the runway in use, therefore, slow down to a manageable speed before
turning off from the runway to preclude skidding and departing from the
intended path.
Always opt for the longest runway available for landing, if possible.
----------END----------

Brake Cooling
For quick turnaround operations, remember that the energy absorbed by
the brakes following each landing is cumulative. This could prove
detrimental and may cause considerable delays at stops, if it results in
overheating of the brakes and the possible melting of the wheel fusible
plug(s) resulting in the deflation of the tire(s) involved.
The brake cooling times in the TAKEOFF PERFORMANCE, Maximum
Allowable Brake Temperature for Takeoff section of the AFM must be
adhered to.
Every effort to maintain cool brakes should be attempted. Early extension
of the landing gear prior to the approach is recommended. Additional
in-flight cooling for every segment of the route should be sufficient enough
to cool the brakes and the tires before landing.
The recommended deceleration technique after landing should be
adhered to. Excessive braking should be avoided and the thrust reversers
should be used to their full advantage.
----------END----------
AFT CARGO OVHT Caution Message

For the AFT CARGO OVHT caution message to appear, the AFT CARGO
switch has to be in the COND AIR position. If the switch is selected to one
of the two other positions, the message will disappear but the overheat
switch is still activated and the message will reappear as soon as the
toggle switch is re-selected to COND AIR.
When the AFT CARGO OVHT caution message is shown, the AFT
CARGO switch should be left in the COND AIR position and both PACKS
should be selected ON in cooling mode. This will provide cool air to the
cargo compartment and the message will disappear as soon as the
temperature reaches 29 2C (85 5F).
----------END----------

L WSHLD HEAT or R WSHLD HEAT and L WINDOW HEAT or R
WINDOW HEAT Caution Messages
When a L WSHLD HEAT or R WSHLD HEAT and L WINDOW HEAT or R
WINDOW HEAT caution message is displayed on the EICAS due to long
exposure of the aircraft to the sun, the only action that is required is to cool
down the affected window or windshield until the message disappears.
This may be achieved in several ways like spraying water on the surface
or bringing the aircraft where the sun does not shine directly on the
windows and windshields.
----------END----------

Weather Radar
The primary function of the WXR-840 Weather Radar System is to aid
pilots in the detection and avoidance of areas of precipitation in and
around thunderstorms.
The WXR-840 cannot detect clear air turbulence, windshear, clouds or
lightning. However, rain, wet hail, moderate to heavy wet snow - and in
some cases, possible icing conditions - can be detected by the system.
The WXR-840 can also be used to map-read the terrain.
The basic characteristics of this X-band radar system are:
• Low-power transmitter (25 W)
• Flat-plate antenna
• Digital processing
• Relatively narrow beam width, and
• Color-screen imagery
This new-technology solid-state radar requires different operating
techniques when compared to older parabolic-antenna radar.
Power Output
The WXR-840 Weather Radar System uses digital-signal processing
which has allowed transmitter power requirements to be reduced to 25 W.
The use of digital-signal processing and low power optimizes the
performance of the radar system.
Display Calibration
The colors on this radar represent variations in rainfall rate and create a
display which is easier to interpret than the older monochrome sets.
Detectable weather appears as one of five colors - least reflective to most
reflective: Black, Green, Yellow, Red and Magenta.
Another significant difference is the way the picture is painted on the
screen. In previous analog weather radar, new returns were added by
each sweep of the antenna while the old returns gradually bled away.
The new radar display is generated in the same way as a TV screen; each
new sweep is a totally new picture - the old picture is completely erased.

Thus, color changes can occur quickly if a return is close to the threshold
between rainfall-rate categories.
Digital weather radar incorporates hypersensitive receivers and sensitivity
time control (STC) circuitry to present a true or calibrated image within a
range of approximately 60 miles. Therefore, a yellow storm-return at
60 miles will still be yellow at 10 miles.
WARNING
SUNGLASSES WITH POLARIZED LENSES OR
LENSES THAT ARE DESIGNED TO FILTER
SPECIFIC COLORS/FREQUENCIES OF LIGHT MAY
ADVERSELY AFFECT A PILOT’S ABILITY TO SEE
SOME COLORS SHOWN ON RADAR AND EFIS
DISPLAYS. SOME ELEMENTS ON THE DISPLAY
COULD BE COMPLETELY INVISIBLE WHILE
WEARING THESE TYPES OF SUNGLASSES.
Also, the color of some elements may be changed. For example, some
blue light filtering lenses can change magenta to red. For a radar target,
this represents a reduction in the actual level of intensity of the target.

Storm VIP* Precipitation Rate

Category Color
Level in/hr mm/hr
Less Less
Black
than 0.03 than 0.8
Weak 1 1 0.03 to 0.07 0.8 to 1.8 Green
Moderate
2
2 0.07 to 0.2 1.8 to 5.1 Yellow
3
Strong 3
4 0.2 to 0.52 5.1 to 13.2 Red
Very Strong 4
5
Intense 5 0.52 & 13.2 &
Magenta
Extreme
6
6 greater greater
* Video Integrated Processor

1
Weak Storm - light to moderate turbulence, lightning possible
PRM279v2_02_002
2
Moderate Storm - light to moderate turbulence
3
Strong Storm - severe turbulence, lightning possible
4
Very Strong Storm - severe turbulence, lightning likely
5
Intense Storm - severe turbulence, lightning, wind gusts, hail
6
Extreme Storm - severe turbulence, large hail, lightning, extensive wind gusts
Figure 2.19 WXR-840 Color Levels

Flat-Plate Antenna
Some energy from the older parabolic antennas was lost in the side lobes.
This resulted in more ground clutter at low altitudes and more close-range
weather returns around the periphery of the main beam. The flat-plate
antenna transmits a narrow-focus long-range beam which greatly reduces
the side lobes and focuses much more energy into the main lobe.
With the loss of the side lobes, tilt control becomes more critical. As you
approach storms and reduce the range, the tilt must be adjusted
downward to avoid overscanning significant returns.
When using a flat-plate antenna for the first time, some pilots have
expressed doubts about the lack of weather targets displayed, pointing out
that they could see clouds that were not shown on the radar. Since radar
display of clouds is dependent upon moisture content, clouds with low
moisture may not have enough reflectivity to be displayed. This
misunderstanding has been aggravated by use of flat-plate antenna.
The flat-plate antenna exhibits characteristics different from the parabolic
antenna. A great reduction in side-lobe energy results in the tilt setting
being very sensitive, and its adjustment is critical to effective weather
detection. It is recommended that the PM coordinate tilt and range
selections with the PF to detect and avoid weather.
Tilt Control
The TILT control allows the radar beam to be moved up +15° or down
-15° to aid the pilot in interpreting storm activity. Proper use of the TILT
control allows the pilot to achieve the best picture of storm-cell size,
height, and relative direction of movement. Procedures for adjusting the
TILT control vary depending on user requirements. Proper use requires
experience and practice.
Operating Tip
Maximum rainfall rates in a thunderstorm usually occur about mid-level in

the storm. This is normally the area that will paint the strongest returns. If
the aircraft is below that altitude, some antenna uptilt will be needed.
Conversely, if the aircraft is above that altitude, some degree of downtilt
will be needed.

The amount of TILT needed varies with the estimated distance to the
storm, the closer the storm, the more TILT required. In either instance, it is
good practice to periodically move the TILT control throughout its range to
reduce the possibility of missing close-in targets.
When operating over land, the best general guideline is to select a range
that is within the line-of-sight distance to the horizon and adjust the
antenna tilt until a small amount of ground clutter appears at about the
outer third of the display.
An aircraft at 10,000 ft AGL, with the 300 nm range selected, will not be
able to paint ground clutter much beyond 123 nm. A better range selection
at this altitude may be the 100 nm setting.
Once weather activity is identified, it is important to keep the radar beam
pointed to the liquid portion of the cell. As discussed earlier, ice crystals
reflect less energy than liquid precipitation. Tilting the beam above the
freezing level may result in an underestimation of the cell’s intensity. Move
the TILT control up and down to determine the most reflective portion of
the cell.
TO FIND DISTANCE TO HORIZON IN NAUTICAL MILES:

AIRCRAFT ALTITUDE AGL (THOUSAND FEET)
DISTANCE (NMI) = 1.23 AIRCRAFT ALT AGL (FT)
60
50
40
30
20
10
PRM279v2_02_001
0
50 100 150 200 250
123 174 213 246 275 301

DISTANCE TO HORIZON (NAUTICAL MILES)
Figure 2.20 Weather Radar Distance to Horizon Chart

Autotilt (AUTO) Switch
Autotilt is designed to reduce pilot workload by automatically adjusting the
antenna tilt angle to maintain the ratio tilt/angle following altitude or range
changes.
Autotilt is selected with the PUSH AUTO switch (push ON/push OFF). On
the weather radar mode line, active autotilt is indicated by a suffix ‘A’ at the
angle readout.
When autotilt is selected ON, manual tilt commands from the TILT control
remain operational.
Gain Control
The gain control is a seven-position switch that allows manual gain control
of the radar system when operating in the MAP and WX modes. When
placed in the NORM position, the gain is preset to a value that allows the
radar receiver to calibrate its operation to the actual reflectivity level.
To aid pilots in making correct weather judgments, the GAIN control may
be adjusted to higher or lower gain settings. The higher settings (+1, +2,
+3) may be chosen to identify the lightest levels of precipitation, while the
lower settings (-1, -2, -3) may be temporarily chosen to allow a more in-
depth study of the most intense weather targets.
Each of the minus settings (-1, -2, -3) reduces the sensitivity of the radar
system below that of the NORM setting by approximately one color level.
Each of the plus settings (+1, +2, +3) increases the sensitivity of the radar
system through a combination of lengthening the transmitted pulse-width
and increasing the receiver gain. The effective gain increase with each
setting can be as much as one color level when the target is in close (out
to approximately 65 nm) and less than one color level at longer ranges.
The greatest utility offered by the plus gain settings is the ability to display
light precipitation that otherwise would be just under the green level
threshold on the NORM setting. In many cases, these light levels still
cause turbulence and can be avoided by use of the plus gain feature.
Proper use of the GAIN control allows a pilot, with weather radar operating
experience, to estimate rainfall rates greater than a VIP level 3 (red) or 5
(magenta) return. Targets that show in a reduced gain condition indicates
that severe turbulence, hail and very heavy rainfall is likely.

CAUTION
Although proper use of the gain control can

provide added knowledge of the targets being
displayed, the pilot should always return the gain
control to the NORM position when finished
analyzing the display. Failure to do so may result in
missing significant targets at any range when
operating in one of the minus settings (-1, -2, -3).
Ground Clutter Suppression

Ground clutter suppression (GCS) is operable only in the WX mode. When
selected, GCS reduces the intensity of ground returns and makes the
precipitation returns easier to interpret. When selected, “GCS” is
annunciated in cyan in the upper left corner of the MFD.
GCS should only be used to identify ground clutter. Continuous operation
with the GCS feature turned on is not recommended because some
precipitation returns may also be reduced in intensity or eliminated from
the display.
If the antenna is excessively tilted down and GCS is turned on, a
phenomenon known as a “GCS wedge” may occur. This wedge is
represented as a black area (an area showing no return) located
approximately ±10° of the aircraft’s nose, and of the same depth as the
area of ground return that was being painted prior to turning on GCS. To
eliminate the wedge, turn GCS off or raise the tilt angle until the wedge
disappears.

Range Control
The RANGE control is a rotary switch that is used to select the maximum
display range. For all of the selectable ranges, one cyan or white (white for
MAP mode only) half-range arc shows in the center of the MFD.
Extending outward from the aircraft symbol is a blanked range area. The
size of this blanked range area equals 1/8th of the selected range. The
pilot should remember that the area between the aircraft symbol and
perimeter of the blanked range does not show any targets. The selectable
ranges, range-arc annunciation and blanked range are shown on the
MFD.
HALF-RANGE ARC
SELECTED RANGE (NM) † BLANKED RANGE (NM)
ANNUNCIATION
5 2.5 0.6
10 5 1.2
20 10 2.5
40 20 5
80 40 10
160 80 20
320 160 40
640 320 80
† The blanked range is equal to 1/8th of the selected range.
NOTE
The pilot must always keep in mind the blanked area of
the radar display during and after aircraft maneuvers in
the presence of potential weather. If one of the longer
ranges is selected during and after aircraft maneuvers,
it is possible for weather targets to slip within the
blanked range area and therefore not show on the
display. The shortest practical range should be
momentarily selected both during and following aircraft
maneuvers to ensure close-in weather shows on the
display.

Transfer Mode
In dual-radar control installations, the radar works in the split-scan mode.
In the split-scan mode, the radar display on one side can be completely
different from the one on the other side, except for the scan width (SEC).
Selecting the XFR switch will cause the system to operate as if it was a
single-radar installation.
In single-radar installations, the XFR pushbutton determines which display
control panel (DCP) has control of the radar range. If both sides have
selected the radar format on the multifunctional display and the ranges are
the same, the display mileage on the side controlling the radar range will
be white; it will be yellow on the side not in control. A push on the XFR
switch will cause the other DCP to assume control of the radar range.
When the radar range is different than the one on the MFD, the
annunciation “RADAR NOT AT THIS RANGE” will be displayed.
Operation
Ground Operation
The description of operation that follows has been derived from the
vendor’s Pilot’s Guide. For a complete description of operation, refer to the
Collins WXR-840 Weather Radar System, Pilot’s Guide-Operation.
Switch the system to STBY mode when on the ground, unless you are
using WX mode to check the terminal area prior to departure.
WARNING
THE SAFE DISTANCE FOR HUMAN EXPOSURE TO

RADAR RADIATION OF THE WXR-840 WEATHER
RADAR SYSTEM IS 2 FT (.61 M). USERS SHOULD
TAKE NECESSARY AND REASONABLE
PRECAUTIONS TO ENSURE THAT PERSONNEL
AND EQUIPMENT SENSITIVE TO MICROWAVE
RADIATION ARE KEPT SAFELY BEYOND THIS
DISTANCE WHILE WITHIN THE ILLUMINATION
PATTERN OF AN OPERATING WEATHER RADAR
SYSTEM.

Takeoff and Climb
Prior to takeoff, a short range selection such as 20 nm scale should be
used. Tilt the antenna up to approximately +5° to scan for weather along
the departure path. Select autotilt to compensate for the initial altitude and
range changes during climbout. As the aircraft climbs, the tilt should be
gradually decreased to aim at the regions of maximum precipitation while
avoiding ground clutter, and the range should be increased. To reduce
pilot workload, the use of autotilt during ascents and descents is
encouraged.
Cruise
For cruise, the tilt should be adjusted so that ground returns are barely
visible at the outer edge of the screen. Ground returns are displayed in
arcs, paralleled to range marks. They merge together as the tilt is brought
down and cause shadowing behind prominent features. They are
generally smaller, sharper, and more angular than weather returns. To
avoid overscanning, the tilt will have to be adjusted more frequently as
storms are approached or range is changed.
Having once adjusted the tilt setting, pilots should not be content with just
an occasional glance at the screen. Failure to periodically down-tilt leads
to disappearing targets.
Middle Altitudes
Antenna tilt for aircraft flying at 20,000 ft should be set near 0° or slightly
down.
Higher Altitudes
This radar detects only liquid moisture in the form of raindrops, wet hail or
wet snowflakes. Unless the beam is aimed at or below the freezing level of
weather cells, there may not be sufficient moisture to paint a return on the
display.

Tilt Control at Higher Altitudes (Above FL350)
The tilt used for the middle altitudes is not effective for flights above
35,000 ft. Typically, at high altitudes, a longer range is selected and the tilt
is adjusted slightly down. When selecting the operating range, keep in
mind the line-of-sight distance to the horizon. When operating at the
higher altitudes, it is particularly easy to scan over the top of significant
storm cells.
Do not attempt to overfly targets. It is possible that dry hail (which
generally cannot be detected) and severe turbulence may be present far
above the (radar) top of any areas of detected precipitation. The pilot
should always remember that the Weather Radar System is an avoidance
tool. It is strongly recommended that pilots never attempt to overfly,
underfly, or penetrate storm cells or squall lines. For safest operation, it is
suggested that the pilot plan ahead to establish a flight path that avoids all
returns by the distance established by your flight operations department.
Descent
Antenna tilt has to be raised approximately 1° per 10,000 ft of descent

down to 15,000 ft, then 1° per 5000 ft below 15,000 ft. Range should be
adjusted as necessary to scan the arrival route adequately. In heavy
weather, the longest appropriate range should be used to plan a safe
storm avoidance route; then selection of shorter ranges will show greater
details as you enter the affected area. Remember that more tilt adjustment
will be required each time the range is switched. Only very small
corrections will be required when using autotilt.

Summary
Experience enables the pilot to properly analyze various types of storm
displays. The key to avoiding detected weather is to first determine the
heading-change needed to bypass a storm safely. Establish the aircraft on
the appropriate heading and then recheck the weather radar display to see
if further heading changes are required. The pilot should remember that
the Weather Radar System was designed as a weather avoidance tool.
The pilot has the sole responsibility to decide how close to approach the
various types of storms shown on the displays. Most convective weather
systems in North America travel from south/southwest to north/northeast.
The areas ahead of these storms (north/northeast) can then be expected
to contain gust fronts, turbulence, heavy rain, and possibly hail. It is
suggested that these areas be avoided by no less than the minimum
distance established by your flight operations department.

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Quick Reference Handbook - Volume 2 . . . . . . . . . . . . . 3-4
Approach Speed/Landing Distance Corrections . . . . . . 3-6
Approach Speed Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Landing Data (Dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Approach Speed Correction ( VREF) . . . . . . . . . . . . . . . . . . . . . 3-8
Landing Distance Correction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Landing Data (Dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Landing Distance Factor/Correction . . . . . . . . . . . . . . . . . . . . . 3-10
Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Normal Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Flaps Failed at 0 Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Pilot Incapacitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Crew Action. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Checklist Dialogue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
L ENG FIRE or R ENG FIRE or Severe
Engine Damage (In flight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
L ENG FIRE or R ENG FIRE or Severe
Engine Damage (On ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Unpressurized Takeoff and Landing Procedure . . . . . 3-18
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Rejected Takeoff Before Achieving V1 . . . . . . . . . . . . . 3-20
QRH Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Engine Failure at/after V1 . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Initial Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Acceleration Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Copyright © Bombardier Inc. Abnormal and Emergency Procedures

TABLE OF CONTENTS
Single-Engine Approach . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Engine Failure on Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Balked/Rejected Landings . . . . . . . . . . . . . . . . . . . . . . . 3-32
Recovery Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Overweight/Hard Landing . . . . . . . . . . . . . . . . . . . . . . . 3-34
Bounced Landing Procedure. . . . . . . . . . . . . . . . . . . . . 3-36
Overspeed Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Enhanced Ground Proximity Warnings . . . . . . . . . . . . 3-38
Enhanced Ground Proximity Cautions. . . . . . . . . . . . . 3-39
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Precautionary Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
Windshear Activity is Known/Suspected
at Departure Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
Windshear Activity is Known/Suspected
at Arrival Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Avionics Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Windshear Aural/Visual Alert System. . . . . . . . . . . . . . . . . . . . . 3-44
Windshear Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
Windshear Warning During Takeoff . . . . . . . . . . . . . . . . . . . . . . 3-46
Windshear Warning During Approach and Landing . . . . . . . . . . 3-49
Windshear Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Windshear Caution During Takeoff . . . . . . . . . . . . . . . . . . . . . . 3-52
Windshear Caution During Approach and Landing . . . . . . . . . . 3-52
Traffic Alert and Collision Avoidance System . . . . . . . 3-54
TCAS Resolution Advisory During Flight. . . . . . . . . . . . . . . . . . . . . 3-54
TCAS Traffic Advisory During Flight . . . . . . . . . . . . . . . . . . . . . . . . 3-55
No Bearing Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
APU Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
Abnormal and Emergency Procedures Copyright © Bombardier Inc.

TABLE OF CONTENTS
Interrupted Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
Starter Fails to Cut-Out/Start Valve Fails Open . . . . . . . . . . . . . . . 3-58
Hot Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59
Aileron PCU Runaway. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Aileron System Jammed. . . . . . . . . . . . . . . . . . . . . . . . 3-60
Elevator System Jammed. . . . . . . . . . . . . . . . . . . . . . . 3-60
Stall Recovery Procedure and Upset
Recovery Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Aerodynamic Stall Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Factors affecting the Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Stall Recovery Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
Low-Speed Cue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Low-Speed Awareness Cue <FAA> . . . . . . . . . . . . . . . . . . . . . 3-64
High Altitude Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Engines Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Stick Shaker or Pusher Recovery . . . . . . . . . . . . . . . . . . . . . . . 3-65
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-65
Aircraft Upset Recovery Technique . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Regaining Situational Awareness . . . . . . . . . . . . . . . . . . . . . . . 3-66
Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-68
Slats/Flaps Inoperative Approach . . . . . . . . . . . . . . . . . 3-69
Ditching and Forced Landing. . . . . . . . . . . . . . . . . . . . . 3-71
Emergency Evacuation (Passenger Evacuation) . . . . 3-71
Circuit Breaker Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73

TABLE OF CONTENTS

LIST OF FIGURES
Figure 3.1 QRH Vol 1: Landing Speed/Actual Landing Distance . . . 3-7
Figure 3.2 QRH Vol 2:  VREF Corrections . . . . . . . . . . . . . . . . . . . . 3-8
Figure 3.3 QRH Vol 2: Actual Landing Distance Factors. . . . . . . . . . 3-9
Figure 3.4 QRH Vol 2: Landing Weight for Max Tire
Speed Table 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Figure 3.5 QRH Vol 2: Landing Weight for Max Tire
Speed Table 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Figure 3.6 Rejected Takeoff Before Achieving V1 . . . . . . . . . . . . . . 3-21
Figure 3.7 Takeoff - Engine Failure After V1 . . . . . . . . . . . . . . . . . . 3-25
Figure 3.8 Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Figure 3.9 Approach - Precision (Single-Engine) . . . . . . . . . . . . . . 3-29
Figure 3.10 Approach - Non-Precision (Single-Engine). . . . . . . . . . . 3-30
Figure 3.11 Go-Around (Single-Engine) . . . . . . . . . . . . . . . . . . . . . . 3-31
Figure 3.12 ADI Windshear Indications . . . . . . . . . . . . . . . . . . . . . . . 3-45
Figure 3.13 Approach - Partial Slats/Flaps . . . . . . . . . . . . . . . . . . . . 3-70
Figure 3.14 Passenger Evacuation Procedure . . . . . . . . . . . . . . . . . 3-72

LIST OF FIGURES

ABNORMAL AND EMERGENCY PROCEDURES

Introduction
During abnormal/emergency situations it is imperative that the crew not
only understand and complete the applicable procedures, but also ensure
that effective communication is maintained. The latter is perhaps the most
challenging. Dealing with the “human factor” is subjective and has many
variables. It is therefore imperative that we, as operators, reduce the
possibility of communication errors by eliminating individual interpretations
of what is being said. The standardization of calls and actions removes the
unexpected and enhances communication.
The following actions are standard and shall be performed for each
abnormal/emergency situation:
• PM will reset the MASTER WARNING/MASTER CAUTION
switch/lights and call out the EICAS message exactly as it appears.
• After having assessed the situation, the PF will then direct the PM to
the appropriate checklist, while selecting the applicable EICAS
synoptic page. The PF shall then take control of the radios, thus
permitting the PM to focus on the procedure.
Good CRM dictates that both pilots maintain the global picture. In order for
this to occur each crew member must remember that simply by virtue of
the situation, the potential for confusion exists. As the PM reads and
actions the QRH checklist items, the PF must be kept in the loop. The PM
shall, therefore, read all items aloud (except during an emergency
descent). In an attempt to eliminate inadvertent switch selections, the PM
is required to confirm certain items before repositioning. In all cases when
airborne, the following shall be confirmed by the PF before the PM actions
them:
• Thrust levers
• Engine fire push switch/lights
• Generator switches
• Fuel boost pump switch/lights
• All other guarded switches/switch/lights
Normal checklists can be delayed in order to accomplish a QRH
procedure. Once the QRH procedure is complete, it is the responsibility of
the PF to call for any outstanding normal checklists.


Quick Reference Handbook - Volume 2
Red warnings are followed by boxed items, for which immediate action
must be taken to ensure continued flight safety. The delay involved in
referring to the applicable checklist is potentially dangerous, therefore, the
flight crew must be able to carry out the applicable “boxed” procedure.
These “boxed” items are considered immediate action items.
Amber cautions are items for which future action may be required to
ensure aircraft safety.
A flow pattern concept is used throughout the QRH as applicable, utilizing
the decision (rhombus) symbol.
Yes
No
This decision symbol indicates a flow pattern which points to two or more
possible courses of action. The procedure is completed once the (- END -)
symbol is reached.
When several alternative actions point to a common procedure or to
return/proceed to a specific step, a ‘return’ symbol is used.
An ‘arrowhead’ symbol is used to indicate that the procedure is not

completed and continues on to the next page.
The end symbol (---------- END ----------) indicates the end of the complete
procedure.
Procedures contained in the QRH assume that certain actions listed below
are accomplished by the crew:
• Normal procedures have been properly accomplished
• MASTER WARNING/MASTER CAUTION switch/lights are reset
• Obvious corrective action (if any) is taken for crew awareness items

Immediate Action Items have been inserted at the beginning of the QRH
as a learning and teaching aid for pilot training.
Diversion terms used within the QRH emergency and abnormal
procedures are as follows:
• “Land immediately at the nearest suitable airport” - Land without delay
at the nearest airport where a safe approach and landing is
reasonably assured.
• “Land at the nearest suitable airport” - Landing airport and duration of
the flight are at the discretion of the pilot-in-command (PIC). Extended
flight beyond the nearest suitable airport is not recommended.
• “Suitable airport” - Suitable airport is defined as the airport where a
safe approach and landing is assured.

Approach Speed/Landing Distance Corrections
Nonstandard operating conditions such as single-engine operations or
slats/flaps failure require that VREF be corrected to ensure adequate
margin above VSO on approach. In addition, the resulting higher VREF or a
condition such as contaminated runway or a malfunction of the aircraft
brakes or ground lift dumping systems will increase the actual landing
distance required to bring the aircraft to a complete stop.
In most cases of nonstandard aircraft configuration single VREF and
landing distance correction factors are provided. These correction factors
take into account the combined effects of the mechanical malfunction
referred to in the QRH Volume 2, and they must be applied to the charted
VREF value for the aircraft weight and the actual landing distance shown in
the QRH Volume 1 for the aircraft weight and pressure altitude. If the
scenario is further complicated by a contaminated runway or second
aircraft malfunction, a second set of corrections must be applied to the
already-adjusted VREF and actual landing distance.
Approach Speed Correction

VREF is based upon VSO (plus a safety factor) to ensure adequate stick
shaker protection at 25 degree bank angle with 15 degree overbank
protection at 1g. Should a malfunction such as a flaps and/or slats failure
or single-engine operations be required (flaps 20 approach configuration),
a correction must be applied to flaps 45 VREF to maintain this safety
margin (see figure 3.2).
Landing Data (Dry)
QRH Volume 1 - PERFORMANCE - APPR & LDG (see figure 3.1):

(1) Aircraft weight (landing) ......................................................... 81,000 lb
(2) Landing elevation (PA) ............................................................... 2000 ft
(3) VREF (Flaps 45)......................................................................140 KIAS
(4) Actual landing distance (dry)...................................................... 3596 ft

Actual Landing Distance – FLAPS 45

Landing Data – Landing Gear Down, FLAPS 45 Landing Speed
(VREF ) and Actual Landing Distance <Imperial>
PRM1v2_03_001
Figure 3.1 QRH Vol 1: Landing Speed/Actual Landing Distance

Approach Speed Correction ( VREF)
QRH Volume 2 - FLAPS FAIL caution message (see figure 3.2):

(1) Flaps failed position ............................................................................ 0
(2) Slats position..................................................................................... 20
(3) Approach speed (VREF) is increased by a factor of . 29 KIAS ( VREF)
(4) Corrected VREF ................................. 140 KIAS + 29 KIAS = 169 KIAS
¨VREF
Slats Position
Flaps Position
20 25
0-7 29 Not Applicable
PRM1v2_03_002
30-44 Not Applicable 8
45 Not Applicable 0
Figure 3.2 QRH Vol 2:  VREF Corrections
NOTE
1. If the  VREF is 18 kt, use Figure 3.4 (Table 1) and if

the  VREF is 29 kt, use Figure 3.5 (Table 2) to
determine if the landing weight (depending on
temperature and pressure altitude) is permissible or
if the maximum tire limit speed would be exceeded.
2. Actual landing weight must not exceed corrected

maximum landing weight due to tire speed.

Landing Distance Correction
Landing distance can be affected by numerous conditions. Corrected VREF
will result in a longer landing distance. In the case of the example below,
the resulting corrected VREF causes the dry actual landing distance to be
corrected by a factor of (see figure 3.3):
• 1.65 (65% increase) without thrust reversers
• 1.55 (55% increase) with thrust reversers
Final Runway Surface

Approach
Wet or
Speed Dry Contaminated
ΔVREF(kt)
29 1.55 1.65
With Two 18 1.45 1.50
Thrust
Reversers 12 1.40 1.45
8 1.30 1.40
29 1.65 1.65
Without
PRM1v2_03_003
18 1.50 1.50
Thrust
Reverser(s) 12 1.45 1.45
8 1.40 1.40
Figure 3.3 QRH Vol 2: Actual Landing Distance Factors
NOTE
When the runway is wet or contaminated and

additional accuracy of the actual landing distance is
required refer to the QRH, Volume 1, Wet and
Contaminated Runway Data for the specific flaps
setting table.

Landing Data (Dry)
QRH Volume 1 - PERFORMANCE - APPR & LDG (see figure 3.1):
(1) Aircraft weight (landing) ......................................................... 81,000 lb
(2) Landing elevation (PA) ............................................................... 2000 ft
(3) VREF (Flaps 45)......................................................................140 KIAS
(5) Thrust reversers ..............................................................Two operative
Landing Distance Factor/Correction
QRH Volume 2 - FLAPS FAIL caution message (see figure 3.3):

(2) Landing distance correction ................................................ 1.55 (55%)
(3) Corrected actual landing distance....................... 3596 x 1.55 = 5574 ft
Should a subsequent malfunction or contaminated runway condition be
encountered a further correction to the above landing data will be
necessary.
Summary
It becomes readily apparent that nonstandard aircraft configurations,
combined with contaminated runway operations have a significant impact
on VREF and landing distance.
Normal Operations
81,000 lb aircraft, 2000 foot landing elevation:

(1) VREF (Flaps 45)......................................................................140 KIAS
Flaps Failed at 0 Position
81,000 lb aircraft, 2000 foot landing elevation:

(1) Corrected VREF ......................................................................169 KIAS
(2) Corrected actual landing distance (dry) ..................................... 5574 ft

Pressure altitude (ft)

OAT
0 2000 4000 6000 8000 10000
°C °F Landing Weight kg (Lb) associated with max. Tire speed
41640 41640 41640 41640 41640 41640

í40 í 40
(91800) (91800) (91800) (91800) (91800) (91800)
41640 41640 41640 41640 41640 41640

í20 í4
(91800) (91800) (91800) (91800) (91800) (91800)
41640 41640 41640 41640 41640 41073

0 32
(91800) (91800) (91800) (91800) (91800) (90549)
41640 41640 41640 41640 41640 38220

20 68
(91800) (91800) (91800) (91800) (91800) (84260)
41640 41640 41640 41640 39162 35709

40 104
(91800) (91800) (91800) (91800) (86336) (78723)
CRJ1000_ABN_LAND_WT_225MPH_P18TO24KT_VREF_MM_31MAY2010
Wind corrections: PRM1v2_03_004
Headwind: increase landing weight by 2000kg (4410Lbs) per 10kts of headwind
Tailwind: decrease landing weight by 7000kg (15440Lbs) per 10 kts of tailwind
TABLE 1
Figure 3.4 QRH Vol 2: Landing Weight for Max Tire Speed Table 1

Pressure altitude (ft)

OAT
0 2000 4000 6000 8000 10000
°C °F Maximum Landing Weight kg (Lb)

41640 41640 41640 41640 41640 41640
í40 í 40
(91800) (91800) (91800) (91800) (91800) (91800)
41640 41640 41640 41640 41640 41469

í20 í4
(91800) (91800) (91800) (91800) (91800) (91423)
41640 41640 41640 41640 41640 38256

0 32
(91800) (91800) (91800) (91800) (91800) (84340)
41640 41640 41640 41640 38975 35579

20 68
(91800) (91800) (91800) (91800) (85924) (78437)
41640 41640 41640 39548 36010 32764

40 104
(91800) (91800) (91800) (87187) (79387) (72231) PRM1v2_03_005
CRJ1000_ABN_LAND_WT_225MPH_P25TO30KT_VREF_MM_31MAY2010
Wind corrections:
Headwind: increase landing weight by 1900kg (4190lbs) per 10kts of headwind
Tailwind: decrease landing weight by 7700kg (16980Lbs) per 10 kts of tailwind
TABLE 2
Figure 3.5 QRH Vol 2: Landing Weight for Max Tire Speed Table 2


Diversion
Diversion from the approved flight plan may be necessary for reasons of
flight safety. The captain, when faced with an emergency situation, must
decide whether it is prudent to continue to destination or land at another
airport. The following is offered as guidance in making that decision. In all
cases, flight safety is the first consideration.
Landing at the nearest suitable airport should be accomplished in the
event of:
• Any fire, overheat or smoke indication, which cannot be immediately
and positively determined to be eliminated, or extinguished
• One engine inoperative (OEI)
• Loss of a complete hydraulic system
• One AC power source remaining (engine or APU generator)
• Any other situation determined by the crew to present significant
adverse effect on safety if the flight is continued

Pilot Incapacitation
Pilot incapacitation occurs in all age groups and during all phases of flight.
Incapacitation has many forms, ranging from sudden death to partial loss
of mental or physical performance.
The key to recognition of pilot incapacitation is to ensure all crewmembers
comply with standard procedures. Routine adherence to these procedures
and associated profiles can aid in detecting a problem. Gross or subtle
incapacitation should be suspect when a crew member does not respond
to verbal communication, especially when associated with a significant
deviation advisory.
Crew Action
In case of pilot incapacitation, the following are general guidelines.
The unaffected pilot shall take over the flight controls, declare an
emergency and:
• Ensure autopilot is engaged.
• Call flight attendant to the flight deck.
• Check that incapacitated pilot does not interfere with flight controls. It
is preferable to have the incapacitated pilot removed from the flight
deck.
• If unable to remove the incapacitated pilot, instruct flight attendant to
lock shoulder harness of incapacitated pilot and move seat fully
rearwards.
• If an immediate landing is imperative, obtain advice on most suitable
airport where medical assistance can be readily rendered.
• Check on possibility of obtaining assistance from pilots who may be
traveling as passengers on board the aircraft.

Checklist Dialogue
L ENG FIRE or R ENG FIRE or Severe Engine Damage (In flight)
The following dialogue depicts the responsibilities of the pilots for a L ENG
FIRE warning message in flight:
PM ...........................................................Resets the MASTER WARNING
PM states.......................................................................... Left Engine Fire
PF states ............... I have the radios; Left Engine Fire Immediate Actions
PM states................................................................... You have the radios
PM ............................................... Commence the Immediate Action Items
At a safe altitude, the affected engine Immediate Action Items are handled
in the following manner:
PM states........................................ Left thrust lever CONFIRM and IDLE
PF .................................................................................Visual confirmation
PF states ................................................................... CONFIRMED, IDLE
PM ..............................................................Moves left thrust lever to IDLE
NOTE
If the engine is still operating, retard the thrust lever
slowly to ease yawing tendency.
PM states.............................. Left thrust lever CONFIRM and SHUT OFF

PF states ......................................................... CONFIRMED, SHUT OFF
PM ....................................................Moves left thrust lever to SHUT OFF
PM ............................ Places finger on LH ENG FIRE PUSH switch guard
PM states............. Left ENG FIRE PUSH switch CONFIRM and SELECT
PF states ............................................................. CONFIRMED, SELECT
PM ..........................Lifts guard, SELECTS switch and commences timing

PM..............................................Places finger on L BOOST PUMP switch
PM states ......... Left FUEL BOOST PUMP CONFIRM and SELECT OFF
PF ................................................................................ Visual confirmation
PF states .................................................................... CONFIRMED, OFF
PM...................................................Select left FUEL BOOST PUMP, OFF
After 10 seconds L ENG FIRE warning message persists:
PM................................................SELECTS affected engine bottle switch
PM states .................................................. Left engine BOTTLE, SELECT
After another 30 seconds L ENG FIRE warning message still persists:
PM.............................................. SELECTS alternate engine bottle switch
PM states ............................................... Other engine BOTTLE, SELECT
NOTE
After the second bottle is selected (discharged), or if
the fire goes out prior to completion of the Immediate
Action Items, the PM will state, “Immediate Action
Items complete”, give status of the fire, and wait for
further direction from the PF.
PM.......................................Completes the QRH when directed by the PF

The PM reviews the Immediate Action Items in the QRH and then
continues by completing the remaining checklist items. Upon completion of
all checklist items:
PM states ......L ENG FIRE or Severe Engine Damage checklist complete
----------END----------
L ENG FIRE or R ENG FIRE or Severe Engine Damage (On

ground)
This checklist is performed by the Captain (pilot) and closely resembles
the “L ENG FIRE or R ENG FIRE or Severe Engine Damage (In flight)”
checklist, however when the aircraft is on the ground, the pilot performs
the Immediate Action Items without the need for confirmation by the
copilot.
Unpressurized Takeoff and Landing Procedure
The procedures outlined below are recommended when performing a
no-engine bleed takeoff and landing, with the APU inoperative or selected
OFF for performance reasons.
Before Takeoff
When the engine bleeds cannot be used for takeoff (due to hot ambient
temperature – short runway combination, etc.) and the APU is inoperative,
the following procedures are recommended:
(1) PRESS CONT switch.................................................................... AUTO
• MAN light goes out
(2) EMER DEPRESS switch....................................................................ON
• EMER DEPRESS light comes on, and
• EMER DEPRESS caution message comes on
(3) L and R PACK switches ...................................................................OFF
• OFF lights come on
(4) RAM AIR switch ............................................................................OPEN
• OPEN light comes on
----------END----------
After Takeoff
At a safe altitude, preferably between 1500 and 3000 ft above field
elevation:
(1) RAM AIR switch .............................................................................Close
• OPEN light goes out
(2) L and R PACK switches ..................................................................... On
• OFF lights go out
(3) EMER DEPRESS switch.................................................................... Off
• EMER DEPRESS light goes out, and
• EMER DEPRESS caution message goes out

NOTE
If an engine failure occurs, delay turning on the bleeds

until after obstacle clearance is assured.
----------END----------
Landing
The following procedures are recommended if engine bleeds are not to be
used during landing, with the APU inoperative or selected OFF for
performance reasons.
When below 10,000 ft AGL:
(1) PRESS CONT switch ................................................................... AUTO
• MAN lights go out
At the turn to final approach:
(2) L and R PACK switches .................................................................. OFF
• OFF lights come on
(3) RAM AIR switch............................................................................ OPEN
• OPEN light comes on
(4) Landing elevation .............................................................................. Set
• Set to 3000 ft above landing field elevation
NOTE
Avoid high rates of descent for passenger comfort.
----------END----------

Rejected Takeoff Before Achieving V1
A rejected takeoff is a maneuver performed during the takeoff roll to
expeditiously stop the aircraft on the runway.
As the aircraft accelerates, energy increases rapidly. At low speeds, up to
approximately 100 KIAS, the energy developed is not sufficient to cause
difficulty in stopping the aircraft.
As airspeed approaches V1, on a balanced field, the effort required to stop
the aircraft in the event of a rejected takeoff approaches maximum. The
decision to reject the takeoff must therefore be made so that the maneuver
can be initiated no later than V1.
CAUTION
On a balanced field, making a decision to reject a
takeoff after V1 may result in the aircraft not being
able to stop safely on the runway remaining.
QRH Procedure
Either pilot states the emergency.
Pilot (Captain) calls “REJECT, MAX BRAKES” and simultaneously starts
the Immediate Action Items. The remaining checklist items are completed
after the aircraft has been safely brought to a stop.
Copilot (First Officer) notifies ATC of emergency condition, intentions and
requirements.

Rejected Take-off Before Achieving V1
Simultaneously:
(1) Thrust levers ........................................................................IDLE
(2) Wheel brakes ................................. MAXIMUM until a safe stop.
(3) Thrust reverser(s) (operating
engine[s]) ..........................................MAXIMUM, consistent with
directional control.
After the airplane has been safely brought to a stop:

(4) PARKING BRAKE ................................................................. ON
Take-off was rejected due to an engine fire or severe damage:
Yes
(5) L ENG FIRE or R ENG FIRE
or Severe Engine Damage
(On Ground) procedure ...............................ACCOMPLISH
(Refer to EMER 1-3)
í(1'í
No
Evacuation required:
Yes
(6) Passenger Evacuation
procedure ....................................................ACCOMPLISH
(Refer to EMER 8-2)
í(1'í
No
(6) Passengers ........................................ADVISE to remain in their
seats
NOTE
After a rejected take-off, a minimum brake
cooling time of 15 minutes must be observed
between a rejected take-off and the subsequent
take-off. If a brake overheat warning is displayed
PRM_RTO.ai
on EICAS, an inspection of the wheel fuse plugs

is required before the next take-off.
———— EN' ————
Figure 3.6 Rejected Takeoff Before Achieving V1

Engine Failure at/after V1
Engine failure due to turbine failure or other internal causes usually results
in the same yawing moment as an engine flameout. Vibration and noise
from the affected engine, however, may be more apparent and the onset
of yaw may be more rapid.
An engine failure at/after V1 will initially affect yaw much like a crosswind
would.
If an engine fails between V1 and lift-off, maintain directional control by
smoothly applying rudder, proportionate with thrust decay to maintain the
runway center line. The rotation should be executed smoothly with one
continuous motion up toward the single-engine target pitch attitude
(FD command bars) at 3 to 5° per second. Use the required amount of
rudder to keep the wings level.
To counter the thrust asymmetry of an engine failure, maintain wings level
with the rudder. Flying with lateral control wheel displacement or with
aileron trim decreases single-engine performance.
The control wheel will be centered when the proper amount of rudder is
applied. Full lateral control will be available in both directions.
Engine-out controllability is excellent during the takeoff roll and after lift-off.
Minimum control speed in the air (VMCA) is below VR.
Initial Climb
Retract the landing gear after attaining a positive rate of climb. Hold a
minimum of V2 to the acceleration altitude.
Indicated airspeed is the primary reference for pitch control after the initial
climb has been established. The initial climb attitude should be
immediately adjusted to maintain a minimum speed of V2. If an engine
fails at an airspeed between V2 and V2 + 10, climb at the airspeed at
which the failure occurred, provided climb performance at that speed is
satisfactory for obstacle clearance. If an engine failure occurs above
V2 + 10, increase pitch attitude in order to reduce airspeed to V2 + 10 and
maintain until the acceleration altitude.

Obstacle clearance or departure instructions may require a turn shortly
after takeoff. Climb performance is slightly reduced while turning but is
accounted for in the departure procedure. Typically, a special airport
procedure is published if there are any obstacles present.
If maneuvering below a speed of V2 + 10 kt, 1/2 BANK is required to
ensure adequate stall protection. Once the aircraft speed has been
increased above V2 + 10 kt, 1/2 BANK is no longer required.
Acceleration Altitude
Level off at the acceleration altitude. For a flaps 8 takeoff, at V2 + 12,
select flaps 1 and at VT - 15 select flaps up. For a flaps 20 takeoff, at
V2 + 12, select flaps 8 and at V2 + 20, select flaps 1 and at VT - 15 select
flaps up.
After flaps retraction, accelerate to VFTO, set maximum continuous thrust
(MCT) by placing the thrust levers in the CLIMB detent, and continue climb
at VFTO.
All performance requirements are met whether conducting a normal rated
takeoff or a reduced thrust takeoff.
Indications of fire, impending engine breakup, etc., should be actioned as
soon as the aircraft is under control and at a safe altitude, but in no case
below 400 ft AGL. Accomplish the L ENG FIRE or R ENG FIRE or Severe
Engine Damage Immediate Action Items after the aircraft is under control,
gear has been retracted and a safe altitude has been attained. Complete
the checklist when established in the climb at VFTO.


Flaps 20
V2+12 “Flaps 8”
V2+20 “Flaps 1”
Flaps 8
V2+12 “Flaps 1”

“Half Bank” when speed < V2 + 10 Climb at VT


“Max Continuous Thrust”
“----QRH”
“What’s the “Climb Check”
problem?” Engage ALT
“Immediate
Call Lateral Mode Actions”
as required Acceleration Alt Verify MCT
“Thrust Set”
“Autopilot Immediate Actions
V2 On”
“Speed Mode” Identify Malfunction “----QRH Complete”
600 ft AGL Retract Flaps “Climb Check
“Max Thrust” Complete”
“Gear Up”
Engage Autopilot
Rotate
Towards FD
Engage CLB Sub Mode
Figure 3.7 Takeoff - Engine Failure After V1

Select Gear Up
“V1” “Rotate” PF Duties
Verify APR Set PM Duties
State Malfunction “Positive Rate”
PRM79v2_EngFailV1
3-25
Abnormal and Emergency Procedures
Emergency Descent
The emergency descent maneuver is designed to descend the aircraft
smoothly to a safe cabin altitude in the minimum amount of time with the
least possible passenger discomfort.
If the descent is performed because of a rapid loss of cabin pressure,
oxygen masks are donned and crew communication is established at the
first indication of a pressurization problem.
The autopilot should remain engaged to accomplish the descent. Although
a turn is not required when initiating an emergency descent, it may be
performed using heading mode.
NOTE
If cabin pressure is verified to be uncontrollable and the
aircraft structural integrity is in doubt, airspeed should
be limited as much as possible. In this case, it is
preferable to maintain at or below the existing speed
and avoid high maneuvering loads.
The copilot will check the minimum enroute altitude, notify ATC and obtain
the local altimeter setting (QNH). Level-off altitude should be based upon
the passenger oxygen system capacity or the lowest safe altitude,
whichever is higher. Lowest safe altitude is the minimum enroute altitude,
minimum obstruction clearance altitude, or any other altitude based on
terrain clearance, navigation aid reception or other appropriate criteria.
When turbulent air is encountered or expected, the airspeed should be
reduced to the maximum turbulent air penetration speed (280 KIAS or
0.75 M, whichever is lower).
If descending into icing conditions, use cowl and wing anti-ice as required.
Once reaching level-off altitude, the pressurization system should be
rechecked and the situation re-evaluated. When removing oxygen masks,
the captain will direct the FO to remove his mask first. When the FO is
ready, control of the aircraft is transferred to the FO and the captain
removes his own mask. Establish communication with the flight attendant
for passenger/cabin status.

Captain Duties
First Officer Duties
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Figure 3.8 Emergency Descent

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on weather, oxygen, fuel remaining and available airports.
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The crew oxygen masks should not be removed if the cabin altitude
350YB(PHUB'HVFHQWB3URI
remains above 10,000 ft. A situation assessment should be made based
3-27
Single-Engine Approach
Comprehensive planning is the key to a safe, unhurried, professional
approach. Every attempt should be made to complete the approach
preparations before arrival in the terminal area.
Adequate thrust and normal maneuvering margins are available, if the
approach is flown in accordance with the standard profile.
The single-engine approach profile is the same as for two engines except
that the flaps are held at 20 with approximately 5% higher N1 thrust on the
operating engine. When the landing gear is selected down, set the final
approach speed.
Engine Failure on Approach

The PF should establish, as quickly as possible, the single-engine
approach configuration. If able to complete a stabilized approach from this
position, continue. If not, carry out a go-around.

“Flaps 1” Speed 190 KIAS
“Flaps 8” Speed 180 KIAS Speed 200 KIAS Prior to APPR:

On Intercept Course Set VT and
Green Needles “Flaps 20” Speed 170 KIAS V2GA on PFD
Engage APPR Mode Vref in FMS

Select Flaps 8 Select Flaps 1
Select Flaps 20
GS Capture

“Gear DN”
“Check” “Speed xx” Flaps 20 + 1/2 Gust (Max 10 Knots)
“Before Landing Check”
“Check”
“Set Missed Approach Altitude”

“Localizer
Alive”
“Glidescope “Altitude xx” at:
Alive” Select Gear DN
Complete Before
Landing Check “Check” “Landing”
“Check” or
“Go Around”
“Before Landing “500” (TDZE)

Check Complete”
Set Missed Approach Altitude at: “100 Above”
Name
Altitude “Minimums” Verify Spoilers
(Flags) “90 Knots”
Figure 3.9 Approach - Precision (Single-Engine)

All speeds are recommended Refer to AFM for autopilot PF Duties
procedural speeds, NOT minimum disengagement altitudes. PM Duties
maneuvering speeds
PRM791v2_SE_Prec_Appr_Prof
3-29
3-30
“Flaps 1” Speed 190 KIAS
PF Duties Prior to APPR:
PM Duties “Flaps 8” Speed 180 KIAS
Speed 200 KIAS Set VT and
“Flaps 20” Speed 170 KIAS V2GA on PFD
Vref in FMS
Select Flaps 1
Select Flaps 20 Select Flaps 8

3 to 5 mi from:
“Gear DN”
“Speed xx” Flaps 20 + 1/2 Gust (Max 10 kts)
“Altitude xx” at: “Check”

“Set Missed Approach Altitude”
ALTS CAP
Preselect next Altitude “Landing”
“FD Off”
“Check” or

Select Gear DN “Go-Around”
Before Landing Check at:
Name
Altitude
(Flags) “100 Above”
“Before Landing Check Complete” “GPS APPR”
Timing “Minimums” Turn FD Off
Verify Spoilers
All speeds are recommended Set Missed Approach Altitude “90 Knots”
procedural speeds, NOT minimum
maneuvering speeds “Runway In Sight
(and Location)”
“Missed Approach Point”
Figure 3.10 Approach - Non-Precision (Single-Engine)

AP must be disengaged by 400 ft
PRM79v2_SE_NonPrec_Appr_Prof

Configuration prior to Go Around:
Single Engine, 20° Flaps
Flaps 8
V2+12 “Flaps 1”

Climb at VT

“Max Continuous Thrust”
“Half Bank” when speed < V2 + 10 “Climb Check”
• “Go Around” Engage ALT

• Press TOGA switch Call Lateral Mode
• Thrust Levers to as required
TOGA Detent
Acceleration Alt Verify MCT
V2 to V2 + 10 “Autopilot On” “Thrust Set”
Rotate “Speed Mode” Retract Flaps
towards FD
600 ft AGL
“Flaps 8”
“Climb Check Complete”
“Gear Up” Engage Autopilot
Engage CLB Sub-Mode
Figure 3.11 Go-Around (Single-Engine)

Verify GA Thrust PF Duties
Select Gear Up
Select Flaps 8 PM Duties
“Positive Rate”
PRM79v2_SE_GA_Profile
3-31
Balked/Rejected Landings
It is a common belief that an aircraft can successfully complete a
go-around from any point during the approach or landing phase. This is
definitely not the case. In general, no aircraft is certified to successfully
complete a go-around without ground contact once it has entered the
low-energy landing regime.
In this flight regime, the aircraft is in a state of very low kinetic and
potential energy. The hazardous situation is compounded by the fact that
turbofan engines can require up to 8 seconds to accelerate from idle to full
go-around power.
The low-energy regime occurs when the following conditions are met:
• Landing gear and slats/flaps set for landing
• Aircraft is descending
• Thrust is stabilized in the idle range
• Airspeed is decreasing
• Aircraft is 50 ft or less
The decision to place an aircraft into the low-energy regime is a decision
to land. If there are any doubts regarding the probability of completing a
safe landing, a go-around must be initiated prior to entry into the
low-energy regime.

Recovery Maneuver
When a balked/rejected landing is initiated:
• Fly the aircraft - disconnect the autopilot
• Set maximum thrust and retract flight spoilers
• Ensure that the aircraft is not stalled - respect the stick shaker
• Orient the lift vector - use ailerons and rudder to level and to maintain
wings level
• Rotate smoothly to arrest the descent while respecting the stick
shaker - continue the rotation as the aircraft begins to accelerate
• Be aware that the aircraft may make ground contact
• Be aware of a possible loss of lift leaving ground effect
• Do not change configuration until a positive climb and acceleration are
achieved
• Do not overcontrol in pitch - stay just above shaker
• When clear of obstacles, lower the nose and transition to a standard
go-around flight profile

Overweight/Hard Landing
Overweight landings up to maximum takeoff weight may be safely
accomplished by using normal landing procedures and techniques. There
are no adverse handling characteristics associated with heavier than
normal landing weights. Compute the landing distance required to ensure
that the runway length is adequate for the higher threshold speed.
Observe flap placard speeds and do not maintain excess airspeed on
final. This technique is especially important when landing with flaps 20
during an engine inoperative or other abnormal condition.
A smooth landing is desirable but avoid the tendency of a long flare, as
this will considerably increase the landing distance. Apply maximum
reverse thrust promptly after touchdown to help prevent brake
temperatures from becoming excessive.
An overweight landing is defined as a landing at more than MLW.
Overweight landings should be avoided. However, no inspection is
required provided neither a hard landing nor a hard de-rotation occurred.
Following a hard landing or hard de-rotation at any weight, it is possible
that damage may have occurred to the aircraft structure and systems. This
damage may be visible or hidden. In this instance, it is strongly
recommended that the aircraft be inspected for damage, prior to the next
flight, in accordance with the Hard/Overweight Landing checks contained
in Chapter 5 of the Aircraft Maintenance Manual.
A hard landing is described as:
(1) A landing at a vertical descent rate greater than 600 ft/min or 10 ft/sec
when the aircraft gross weight is less than or equal to the maximum
landing weight (MLW).
(2) A landing at a vertical descent rate greater than 360 ft/min or 6 ft/sec
when the aircraft gross weight (AGW) is greater than the maximum
landing weight (MLW), but less than or equal to the maximum takeoff
weight (MTOW).
(3) A landing where the aircraft lands with an uncontrolled sideways skid
or continues to move from the prepared surface to a runway surface
that is not prepared.
(4) A landing where the aircraft touches the ground with one or more
landing gear on a surface other than the prepared surface.

(5) A landing where the aircraft nose landing gear (NLG) touches the
ground before both main landing gear (MLG) have touched the
ground.
(6) A landing where the aircraft NLG touches the ground at the same time
as one of the MLG touches the ground.
(7) A landing where the aircraft bounces or skips after initial impact and
the ground spoilers subsequently deploy while the aircraft is still in the
air.
(8) High bank angle landing:
1. Aircraft roll >3° per second and the aircraft is on one MLG only
for a minimum of 0.25 seconds and AGW  MLW and rate-of-
descent at touchdown is >7 ft/sec (420 ft/min), or
2. Aircraft roll >3° per second and aircraft is on one MLG only for a
minimum of 0.25 seconds and AGW >MLW and rate-of-descent
at touchdown is >4.2 ft/sec (252 ft/min)
(9) A touchdown that results in a tire burst.
Factors contributing to a hard de-rotation are:
(1) Application of brakes before the nose landing gear touches the ground
resulting in an unchecked, high de-rotation rate.
(2) Full or nearly full nose-down elevator applied before the nose landing
gear touches the ground.
(3) Forward column pressure applied, following main gear touchdown,
resulting in an unchecked, high de-rotation rate.
----------END----------

Bounced Landing Procedure
The ground lift dumping (GLD) system is very effective in preventing
bounced landings. Its automatic deployment requires that the thrust levers
be at IDLE prior to touchdown, as they should be at all landings.
If the pilot believes that thrust must be added and maintained until
touchdown to salvage a landing, then a balked/rejected landing should be
executed.
If the aircraft bounces on landing, a balked/rejected landing should be
executed. Go-around thrust should be set and the normal landing attitude,
or slightly higher, should be maintained. Aircraft configuration should not
be changed at this time. Once the aircraft is accelerating above VREF and
climbing through a safe height, the go-around maneuver should be
continued.
Improper landing technique (thrust levers not at IDLE) may result in a
shallow bounce. If the pilot decides not to execute a balked/rejected
landing, then the normal aircraft attitude should be maintained and the
thrust levers reduced to IDLE. Be aware that following the bounce, the
GLD system may deploy as soon as the thrust levers are set to IDLE,
even if the aircraft is still in the air.
A poorly executed approach and touchdown with a high rate of descent
can generate a high, hard bounce that can quickly develop into a hard
landing accident. A balked/rejected landing should always be executed
following such a bounce.

Overspeed Warnings
Overspeed warnings are indicated as follows:
• The Mach/airspeed warning clacker sounds until airspeed is reduced

below VMO/MMO or VFE
Procedure:
(1) Airspeed................................. Reduce until less than VMO/MMO or VFE
----------END----------

Enhanced Ground Proximity Warnings
Enhanced ground proximity warnings are indicated as follows:
• Red PULL UP switch/light flashes, accompanied by the following aural

warnings:
• “WHOOP, WHOOP, PULL UP”
• “TERRAIN, TERRAIN, PULL UP”
• “OBSTACLE, OBSTACLE, PULL UP”
Procedures:
• If a ground proximity warning occurs, disconnect the autopilot,

immediately initiate a pull-up and advance thrust levers to MAX
POWER, ensure that the flight spoilers are fully retracted, ascend at
the best climb angle, respecting stick shaker, until all alerts cease and
it is confirmed that a safe ground clearance exists.
NOTE
Always respect stick shaker and use as the upper limit
for pitch attitude. Control pitch attitude in a smooth
steady manner to avoid overshooting the attitude at
which stall warning is initiated.

Enhanced Ground Proximity Cautions
Enhanced ground proximity cautions are indicated as follows:
• Amber GND PROX switch/light flashes, accompanied by the following

aural warnings:
• “TERRAIN, TERRAIN”
• “CAUTION TERRAIN, CAUTION TERRAIN”
• “CAUTION OBSTACLE, CAUTION OBSTACLE”
• “TOO LOW TERRAIN”
• “TOO LOW GEAR”
• “TOO LOW FLAPS”
• “SINKRATE, SINKRATE”
• “DON’T SINK, DON’T SINK”
• “GLIDESLOPE”
Procedures:
• When an enhanced ground proximity caution occurs, adjust aircraft

flight path until the alert ceases
• “TOO LOW FLAPS” alerts may be canceled by pressing the GND
PROX FLAP OVRD switch/light when the following approved
procedures which specify landing with flaps selected to other than 45
• “GLIDESLOPE” alerts may be canceled by pressing the PULL UP/
GND PROX switch/light

Windshear
General
Windshear is a sudden change in wind speed and/or direction over a short
distance. Severe windshear is a rapid change in wind speed and/or
direction causing airspeed changes greater than 15 kt or vertical speed
changes greater than 500 ft/min. Most windshear occurs horizontally, but
under certain conditions such as thunderstorms and strong frontal
systems, windshear can travel vertically, creating a downburst. The
downburst is the most hazardous type of windshear and in that category,
the microburst is the most dangerous.
A microburst is an extremely violent downward blast of air that radiates
outward from the center upon reaching the ground. The microburst
downdraft is typically a few hundred to a few thousand feet across. When
it reaches the ground, it spreads out horizontally and may form one or
more horizontal vortex rings around the downdraft. The outflow is typically
1 to 2 nm across and the vortex ring may rise to 2000 ft above the ground.
The duration of microbursts, from the initial downburst to dissipation
seldom exceeds 15 to 20 minutes, with the maximum shear intensity
lasting for about 2 to 4 minutes. Multiple microbursts have been known to
occur in the same general area and tend to take a line structure such that
the downburst activity could last much longer. Once microburst activity
starts, be prepared for further windshear encounters.
Detection
There is no sure method of predicting when and where windshear will
occur. However, the following conditions can indicate the possible
existence of windshear along the flight paths:
(1) Thunderstorms accompanied by heavy rain (where the air is very
humid)
(2) The presence of virga (rain that evaporates before reaching the
ground)
(3) Strong frontal activity
(4) Low level jet stream; and

(5) A combination of the following conditions:
• Extreme variations in wind speed and/or direction in a relatively short
time
• Evidence of a gust front, such as blowing dust over the airport surface
• Surface temperatures higher than 30°C (86°F); and
• Dew point spread of 4°C (7.2°F) or more
Strong microbursts can also occur without precipitation, even during sunny
weather conditions. Windshear can also be caused by strong surface
winds in the vicinity of small hills or large buildings and by sea breeze
fronts.
Finally, to better ascertain if windshear activity is probable:
• Be aware of windshear PIREPs
• Use the weather radar to locate thunderstorm cells in the approach or
takeoff areas
• Use the Low Level Windshear Alerting System (LLWAS), if available;
and
• Maintain frequent flight instruments scanning

Precautionary Actions
Avoidance is still the best course of action to take if windshear is known or
suspected in the area. Stay clear of thunderstorm cells, heavy
precipitation, virga and areas of known windshear.
Flight crew awareness, preparation and coordination cannot be
emphasized enough. A thorough knowledge of and familiarity with the
phenomenon and the various meteorological conditions indicative of
windshear activity is necessary of one is to be prepared for the possibility
of an inadvertent encounter.
Windshear Activity is Known/Suspected at Departure Airport
(1) Delay the takeoff until conditions are favorable.

(2) Use the longest and most favorable runway available.
(3) Select the minimum flap setting acceptable for the field length available
(4) Use full takeoff thrust (no FLX).
(5) During the takeoff roll, the PM should carefully monitor the flight
instruments to detect, at the earliest possible time, airspeed
fluctuations which are indicative of windshear.
(6) Rotate the aircraft at the normal rate to achieve the desired speed. A
thorough knowledge of the normal takeoff indications of the flight
instruments is essential, in particular those pertaining to vertical flight
path.
(7) Obstacle clearance permitting, consider using an increased initial climb
speed.
(8) Be familiar with the normal (all-engine) initial climb pitch attitude.
(9) During the initial climb, the PM should closely monitor the flight
instruments. Any deviation from the normal values of airspeed,
airspeed build-up, attitude, vertical speed, or altitude trend should be
immediately called-out; and
(10) Be prepared for windshear encounters.

Windshear Activity is Known/Suspected at Arrival Airport
(1) Delay the approach until conditions are favorable, or divert to another
airport.
(2) Use the longest and most favorable runway available.
(3) Add an appropriate wind correction to the final approach speed.
(4) Establish crew coordination and awareness procedures, especially at
night or in marginal weather conditions, and be alert for the possibility
of an inadvertent encounter.
(5) Fly a normal approach and consider using the autopilot to allow for
more monitoring and recognition time.
(6) Be aware of the normal values of the flight instruments during the
approach and constantly cross-check flight director commands with the
vertical flight path instruments.
(7) The PM should closely monitor the flight instruments, paying particular
attention to the vertical flight path instruments (vertical speed, altitude,
glideslope and airspeed) and call out any deviation from normal.
(8) Do NOT make large thrust reductions or trim changes to correct rapid
increases in airspeed for they could vary from an increase to a
decrease in a very short time.
(9) If a significant reduction or increase in rate of descent is experienced,
consider executing a go-around; and
(10) Anticipate windshear activity along the flight path.

Avionics Equipment
General
The Regional Jet is equipped with a windshear detection and escape

guidance system coupled with the enhanced ground proximity warning
system (EGPWS). The system detects windshear conditions during the
approach and takeoff phases of flight and is active between 10 and 1500 ft
radio altitude. It provides aural and visual alert messages and displays
pitch and low speed cue symbology as guidance to escape/recover from
the windshear encounter.
During a windshear warning, command bars and alpha margin indicator
(pitch limits) appear automatically on both PFDs. The command bar is
dynamic and is set taking into consideration pitch and low speed limits for
that configuration. The positions of the command and other cues are
calculated using angle-of-attack data.
Following the flight director commands will provide the most effective and
expeditious recovery from the windshear encounter.
Windshear Aural/Visual Alert System
Windshear warning and escape guidance is indicated as follows:

• Brief siren followed by “WINDSHEAR, WINDSHEAR, WINDSHEAR”
aural
• WINDSHEAR warning message (red) and alpha margin indicator
displayed on the PFDs
• Flight director on PFDs with TO/WS or GA/WS mode active
NOTE
1. TO/WS will appear if the active vertical mode is TO
when the windshear is detected. In all other cases,
such as if SPEED mode has been selected, or if the
aircraft took off in PITCH mode, or with no vertical
speed mode selected, GA/WS will be displayed.
2. The autopilot will automatically disconnect within

2 seconds after a windshear warning.
Windshear caution is indicated as follows:
• WINDSHEAR caution message (amber) and alpha margin indicator
displayed on the PFDs
PRMv2_03_004
Figure 3.12 ADI Windshear Indications

Windshear Warning
WARNING
A WINDSHEAR ENCOUNTER ON THE RUNWAY

WILL NOT ACTIVATE THE WINDSHEAR ALERT
SYSTEM. CLOSE MONITORING OF THE AIRSPEED
TREND DURING THE TAKEOFF ROLL IS CRITICAL
FOR DETECTION.
Windshear Warning During Takeoff

Windshear encounters during takeoff that cause a reduction in airspeed
require prompt and definite corrective action. In such a situation, the
pre-determined values of the takeoff speeds for that particular balanced
field length are no longer applicable. At recognition of windshear, the
following procedures should be accomplished immediately:
Before V1
• REJECT the takeoff.
After V1
If sufficient runway is available to reject the takeoff:
• REJECT the takeoff
If sufficient runway is NOT available to reject the takeoff:
(1) Thrust levers ............................................................................. Advance
• PF/PM advance thrust levers forward to MAX thrust
WARNING
IF GROUND OR OBSTACLE CONTACT IS
IMMINENT, USE ALL AVAILABLE THRUST.
(2) Aircraft.......................................................................................... Rotate

• Rotation should commence no later than 2000 ft before the end of the
runway, even if the airspeed is below VR
• Higher than normal stick effort may be necessary to lift the aircraft off

(3) Configuration ............................................................................. Maintain
• Do NOT change flaps, landing gear or trim position until positively out
of windshear condition
(4) Escape guidance .......................................................................... Follow
• PM shall ensure that TO/WS or GA/WS is displayed on both PFDs
• Escape guidance commands override all other FD modes (FDs on/off)
• Follow commands presented on the PFD, taking care not to exceed
the alpha margin indicator (AMI)
• Escape guidance may command pitch angles up to but not
exceeding the AMI
• AMI position is coincident with stick shaker initiation
• Accurate flight control inputs are required
• Control pitch in a smooth and steady manner in order to avoid
excessive over/under -shoot of the commanded attitude
WARNING
1. STICK SHAKER MUST BE RESPECTED.
REDUCE PITCH AS REQUIRED TO STOP
SHAKER.
2. IF GROUND OR OBSTACLE CONTACT IS

(5) Flight instruments ....................................................................... Monitor

• The PM shall closely monitor the vertical flight path instruments and
ensure proper thrust setting
• The PM shall call out any significant variations in airspeed, airspeed
trend, rate of climb, pitch, thrust and altitude
• The PM shall make directive commentaries as appropriate, for
example:
• “Altitude decreasing - speed increasing - pull the nose up”
• Accept a lower than normal indicated airspeed, up to intermittent stick
shaker

When clear of the windshear encounter, recovery is indicated by a
significant improvement in aircraft performance, accompanied by the
disappearance of the AMI.
NOTE
TO/WS or GA/WS will remain as the active mode until
another selection is made by the crew.
• Establish a normal climb pitch attitude

• Reduce thrust as required
• Select speed mode
• Reconfigure the aircraft as appropriate; and
• Resume the normal climb profile
NOTE
Always be prepared for further encounters since
windshear has been known to occur in groups.
Report the encounter to ATC as soon as possible, including:

• Location where windshear was encountered
• Altitude when windshear was encountered
• Airspeed fluctuations experienced (speed gained or lost); and
• Type of aircraft
----------END----------

Windshear Warning During Approach and Landing
It is important to achieve a stabilized approach as early as possible no
later than 1000 ft above ground level. If windshear is inadvertently
encountered, recovery must be promptly initiated especially if flight path
control becomes marginal. Recognition of marginal flight path control
depends upon the flight crew’s assessment of the existing conditions.
Indications of marginal flight path control are characterized by uncontrolled
changes in excess of the following (+ or -):
• 15 kt indicated airspeed
• 500 ft/min vertical speed
• 5° pitch attitude
• 1 dot displacement from the glideslope
• 10° variation from normal heading; and
• Unusual thrust lever position for a significant period of time
If windshear warning is encountered and/or flight path control becomes
marginal:
(1) Thrust levers/TOGA switch............................................. Advance/Press
• PF/PM advance thrust levers forward to MAX thrust
• PM shall ensure GA/WS is displayed on both PFDs
• Escape guidance commands override all other FD modes
(FDs on or off)
WARNING
IF GROUND OR OBSTACLE CONTACT IS

(2) Flight spoilers .............................................................................. Retract

(3) Configuration ............................................................................. Maintain
• Do NOT change flaps, landing gear or trim position until positively out
of windshear condition

(4) Escape guidance...........................................................................Follow

• Follow commands presented on the PFD, taking care not to exceed
the alpha margin indicator (AMI)
• Escape guidance may command pitch angles up to but not
exceeding the AMI
• AMI position is coincident with stick shaker initiation
• Accurate flight control inputs are required
• Control pitch in a smooth and steady manner in order to avoid
excessive over/under-shoot of the commanded attitude
WARNING
1. STICK SHAKER MUST BE RESPECTED.
REDUCE PITCH AS REQUIRED TO STOP
SHAKER.
2. IF GROUND OR OBSTACLE CONTACT IS

(5) Flight instruments........................................................................ Monitor

• The PM shall call out any deviation from the normal values of
airspeed, airspeed trend, rate of climb, pitch, thrust and altitude
• The PM shall make directive commentaries as appropriate, for
example:
• “Altitude decreasing - speed increasing - pull the nose up”
• Accept a lower than normal indicated airspeed, up to intermittent stick
shaker

When clear of the windshear encounter, recovery is indicated by a
significant improvement in aircraft performance, accompanied by the
disappearance of the AMI.
NOTE
GA/WS will remain as the active mode until another
selection is made by the crew.
• Establish a normal climb pitch attitude

• Reduce thrust as required
• Select speed mode
• Reconfigure the aircraft as appropriate; and
• Resume the normal climb profile
NOTE
Always be prepared for further encounters due to the
fact that windshear has been known to occur in groups.
Report the encounter to ATC as soon as possible, including:

• Location where windshear was encountered
• Altitude when windshear was encountered
• Airspeed fluctuations experienced (speed gained or lost); and
• Type of aircraft
----------END----------

Windshear Caution
Windshear Caution During Takeoff

WARNING
BE PREPARED FOR THE WINDSHEAR CAUTION
TO BE FOLLOWED BY A WINDSHEAR WARNING.
----------END----------
Windshear Caution During Approach and Landing
An increasing performance windshear, indicated by a windshear caution,

may well be an indication of an impending windshear warning. Serious
consideration should be given to executing a go-around.
WARNING
BE PREPARED FOR THE WINDSHEAR CAUTION
TO BE FOLLOWED BY A WINDSHEAR WARNING.
----------END----------


Traffic Alert and Collision Avoidance System
TCAS Resolution Advisory During Flight
Resolution advisories (RAs) are indicated as follows:
• Vertical maneuver commands (red/green arc) on vertical speed
indicator
• Threat level symbology (red square symbol) on multifunction display,
including closure rates and relative altitude, and
• Vertical maneuver voice aurals
CAUTION
Compliance with a TCAS resolution advisory (RA)
is necessary unless the pilot considers the
maneuver unsafe to accomplish, or unless the pilot
has accurate information about the cause of the RA
and can maintain safe separation from a nearby
aircraft.
NOTE
Pilots must respond promptly to all RAs.
During Flight:
(1) Autopilot ................................................................................ Disconnect

(2) Applicable maneuver.............................................................Accomplish
immediately, adjusting engine thrust as required. If an additional
maneuver is indicated (e.g., a reversal), it also must be accomplished
immediately.
CAUTION
Once an RA maneuver has been initiated, the
maneuver must be continued until a “CLEAR OF
CONFLICT” aural.

Stabilized in Approach - Yes:
(1) Autopilot.................................................................................Disconnect
(2) Go-around .................................................................................... Initiate
----------END----------
Stabilized in Approach - No:
RA is accompanied with a GPWS or STALL warning:

(1) Applicable RA maneuver ......................................................Discontinue
(2) Applicable recovery procedure (EGPWS or STALL) ............ Accomplish
When TCAS “CLEAR OF CONFLICT” aural comes on:
(3) Aircraft ................................................... Reposition to assigned altitude
----------END----------
TCAS Traffic Advisory During Flight

Traffic advisories (TAs) are indicated as follows:
• Threat level symbology on multifunction display, including closure
rates and relative altitude symbols, and
• “TRAFFIC - TRAFFIC” voice aurals
NOTE
1. The pilot should not initiate evasive maneuvers
using information from the traffic display only or on a
TA without visually sighting the traffic.
2. These displays and advisories are intended only for

assistance in visually locating the traffic and lack the
flight path trends necessary for use in evasive
maneuvering. However, while climbing or
descending, modest changes in vertical speed
based on traffic display information are not
considered evasive maneuvering.
(1) Display control panel, TFC switch ................................................. Press

to select TCAS traffic display on MFD.
No Bearing Advisory
When the TCAS computer detects an intruder but does not receive valid
bearing information, a traffic symbol will not be generated. This ‘No
Bearing’ advisory will be shown in the ‘No Bearing Table’, which is a two-
line textual display, at the bottom of the TCAS traffic page on the MFD.
The first two RA or TA intruders with no valid bearing information are listed
in this table with the type (RA or TA), followed by the range and altitude. A
slash separates the range from the altitude in a similar fashion to the
TCAS traffic display. A vertical speed trend arrow will also be displayed if
the trend is more than 500 ft/min. The display (entire line) is shown in red
if the intruder is an RA and yellow if the intruder is a TA.
The ‘No Bearing Table’ will remain blank if all intruders detected have valid
bearing information.
NOTE
Pilots must respond promptly to all resolution
advisories.
----------END----------

APU Fire
On the ground, when an APU FIRE condition is detected, the APU shuts
down automatically. Five seconds later, the APU fire bottle automatically
discharges halon into the APU compartment.
In flight, when an APU FIRE condition is detected, the APU will
automatically shut down, but without automatic fire extinguishing. Fire
extinguishing must always be initiated by the pilots through the APU
BOTTLE ARMED PUSH TO DISCH switch/light on the copilots
glareshield.
On ground or in flight, it is required that the APU FIRE immediate action
items, followed by the QRH APU FIRE procedures be carried out to
ensure shutdown and extinguishing agent discharge.

Interrupted Starts
Starter Fails to Cut-Out/Start Valve Fails Open
It is imperative that starter cut-out be observed at 50% N2.
An applicable L STRT VLV OPEN or R STRT VLV OPEN caution message
is displayed for a starter does not cut-out (start valve fails open) condition.
Pressing the applicable ENG STOP switch/light and turning off the air
source (APU, external air or other engine bleed) should be all that is
required to close the start valve and stop airflow to the air turbine starter
(ATS). If these methods fail, the affected thrust lever must be shut off.
CAUTION
During an engine start using external air,

coordination with ground personnel will be
required to shut off the external air source during a
Starter Fails to Cut-Out/Start Valve Fails Open
condition.

Hot Start
During a HOT start, the HOT icon (ITT gauge) appears when the FADEC
system detects ITT greater than 815°C. Should the HOT icon appear,
immediately move the affected thrust lever to SHUT OFF.
NOTE
On ground, the FADEC will automatically terminate an
engine start (fuel and ignition removed) upon
recognition of a HOT or HUNG start condition.
If the starter engagement time limit has not been exceeded and N2 is
below starter cut-out rpm (< 50% N2), continue to dry-motor the engine
until ITT decreases below 120°C, or for the remaining starter engagement
time limit. If the hot start procedure is begun after starter cut-out
(> 50% N2), re-engagement of the starter motor will be required.
Refer to Volume 2, Chapter 1 - Limitations, for engine starter limitations.
CAUTION
Starter re-engagement is prohibited above 45% N2.
A hot start can occur without the HOT icon. Monitor ITT closely during
start to avoid an overtemperature. Always be vigilant of the peak ITT.

Aileron PCU Runaway
Spoileron control transfer is automatic in the event of a PCU runaway. The
green PLT ROLL or CPLT ROLL light on the glareshield indicates the side
with the operative aileron.
Disconnecting the roll torque tube isolates the faulty aileron and prevents
further mechanical damage.
Aileron System Jammed

If the autopilot is engaged, the first indication could be an amber 'A' on the
ADI. This indicates that the autopilot is encountering higher-than-normal
force loads on the control surface. If the situation permits, investigate
further using the FLIGHT CONTROLS synoptic page.
Disconnecting the roll torque tube isolates the ailerons and the control
columns on the roll axis. Determine the operable side before pulling the
ROLL DISC handle.
Selecting the applicable PLT ROLL or the CPLT ROLL switch/light allows
spoileron control transfer.
Elevator System Jammed

If the autopilot is engaged, the first indication could be an amber 'E' on the
ADI. This indicates that the autopilot is encountering higher than normal
force loads on the control surface. If the situation permits, investigate
further using the FLIGHT CONTROLS synoptic page.
Disconnecting the pitch torque tube isolates the elevators and the control
columns on the pitch axis. Determine the operable side before pulling the
PITCH DISC handle.
It is important to remember that the autopilot will remain available after the
ROLL DISC and/or PITCH DISC handles have been pulled, isolating the
operative side. However, the autopilot servos can only control the left
elevator or right aileron. If the left elevator or right aileron are jammed the
autopilot will appear to be connected (both FCC lights on) but will be
unable to move the jammed control surface. If not monitored closely an
aircraft unusual attitude or upset condition can result.


Stall Recovery Procedure and Upset Recovery
Technique
Introduction
The goal of stall and upset recovery training is to ensure that flight crew
recognize the indications of an approach to stall or upset situation and
apply the appropriate recovery actions to prevent the aircraft from entering
a stall or upset.
Aerodynamic Stall Characteristics

The wing stalls when it exceeds its critical angle of attack (AOA), where
airflow separation results in a loss of lift. This aerodynamic stall can occur
at any altitude, any thrust setting and any airspeed.
On the CRJ Series aircraft there is little or no buffeting and stall warning is
provided by the stall protection system (SPS) via stick shaker/pusher
system. Should the pilot not initiate the appropriate stall recovery
procedure at the stick shaker and the AOA continues to increase, the stick
pusher will abruptly pitch the aircraft nose down, reducing the AOA and
initiating recovery. Pusher activation, although before the actual
aerodynamic stall, is considered to identify the stall.
Factors affecting the Stall

The stall AOA is normally constant for a given configuration. However, for
swept wing aircrafts the stall angle generally reduces as altitude increases
due to Mach effect.
The stall AOA is reduced when flaps are extended.
The stall AOA is reduced in ground effect.
The stall AOA is reduced in a side-slip.
WARNING
ON ALL AIRCRAFT, THE STALL AOA IS REDUCED

SIGNIFICANTLY WHEN THE WING,
PARTICULARLY THE LEADING EDGE, IS
CONTAMINATED.

The stall protection system (SPS) considers the variations in aerodynamic
stalling behavior according to the configuration effects previously
described. The pusher AOA, which is used to define stall speeds, varies
so as to account for the change in the aerodynamic stall AOA.
WARNING
THE STALL PROTECTION SYSTEM (SPS) DOES
NOT COMPENSATE FOR WING CONTAMINATION.
UNDER SUCH CIRCUMSTANCES, AN
AERODYNAMIC STALL MAY OCCUR BEFORE THE
SPS IS ABLE TO PROVIDE WARNING OF
IMPENDING STALL. IF CHARACTERISTICS
TYPICAL OF AN AERODYNAMIC STALL, SUCH AS
AIRFRAME BUFFET OR UNCOMMANDED
ROLLING OCCURS, THE STALL RECOVERY MUST
BE INITIATED WITHOUT WAITING FOR SPS
SHAKER OR PUSHER ACTIVATION.
The speed of an aircraft is not constant, but is a function of the aircrafts

weight and the maneuvering load factor. Increased weight and load factors
will increase stall speeds for a given stall AOA.
Turbulence can cause an abrupt increase in AOA due to the change in
direction of airflow relative to the wing.
Stall Recovery Procedure
General
The primary pitch control (elevator) is the most effective control for
recovery from an approach to stall. It should be used to reduce the AOA
under all approach to stall conditions.
In all cases, flight crew must be prepared to move the control column
forward rapidly and sufficiently to obtain a prompt reduction in AOA. A
deliberate and sometimes significant, loss of altitude may be required in
order to restore the aircraft to a normal energy state and prevent an
aerodynamic stall from occurring.

Low-Speed Cue
Alternating red and black checkerboard. (Refer to FCOM 1, Chapter 34 for
complete explanation).
Low-Speed Awareness Cue <FAA>
The green line on FAA registered aircraft. (Refer to FCOM 1, Chapter 34

for complete explanation).
High Altitude Operations
During high altitude operations, If the aircraft attitude becomes excessively

high, performance may be so limited that the aircraft will not be capable of
maintaining altitude and airspeed. Under these circumstances, a descent
must be initiated, trading altitude for airspeed to prevent a stall from
occurring.
Engines Thrust
In some circumstances, an increase in engine thrust may be sufficient to

accelerate the aircraft from a low speed condition, thus minimizing the
altitude loss. However if the engines are at idle or low thrust setting, their
acceleration (spool up) to achieve maximum thrust may take significantly
longer.
Other circumstances, where engines are already developing maximum or
close to maximum thrust there will be little additional thrust, if any,
available to aid in stall recovery and altitude loss will be necessary to
regain energy.
In all cases, flight crew must reduce the AOA to effectively recover from an
impending stall. Depending on the situation this may lead to a significant
altitude loss during recovery.
Turbojet engines may experience surging or compressor stall possibly
leading to loss of thrust or even flame out at excessive angles-of-attack
because of the disturbed airflow entering the engine inlet.

Stick Shaker or Pusher Recovery
When encountering either stick shaker or pusher situation, recovery must
be initiated as soon as the condition is identified. In either case, the pilot
must ensure positive control of the aircraft by reducing the AOA, using the
elevator, then roll the wings level and simultaneously apply maximum
thrust to minimize altitude lost.
Flight crew must ensure the aircraft energy is re-established. This may
require a significant sacrifice in altitude until a positive stall recovery has
been assured.
Emergency Procedures
The emergency procedures in FCOM 2, Chapter 3 are applicable.

Aircraft Upset Recovery Technique
Aircraft upset, also known as jet upset is defined as an aircraft in flight
unintentionally exceeding the parameters normally experienced in line
operations or training. In other words, the aircraft is not doing what it was
commanded or expected to do and is approaching unsafe parameters.
While specific values may vary among aircraft models, the following
unintentional conditions generally describe an aircraft upset:
• Pitch attitude greater than 25°, nose up
• Pitch attitude greater than 10°, nose down
• Bank angle greater than 45°
• Flight within the above parameters and at airspeeds inappropriate for
the conditions
Recovery to a stable flight path should be initiated as soon as a
developing upset condition is recognized. This preventive action may
alleviate what might otherwise develop into a very serious event.
Regaining Situational Awareness
Having recognized that the aircraft has departed controlled flight, the most
important first step is to regain situational awareness. Failure to do this
FIRST can result in the aircraft being placed into a more precarious
position from which crews may be unable to recover.
It is preferable to do this by using visual cues. However, if this is not
possible, use the attitude indicator cross-referencing with the standby
attitude indicator, airspeed, altitude and vertical speed indicators.
1. Locate the sky pointer.
2. Determine whether the aircraft is nose high or nose low.
3. Find the horizon line using pitch ladder bars.
Recovery
If a STALL condition exists, recovery from the stall must be accomplished

FIRST as per the Stall Recovery Procedure in paragraph 4.

NOSE HIGH ATTITUDE
Recognize and confirm the developing situation:
1 Announce Nose high PF or PM
PF PM
2 Autopilot [1] Disconnect
Apply as much nose

Pitch
down as required
3 Adjust (as required) not Monitor airspeed and

Roll attitude throughout the
to exceed 60°
recovery and announce
Thrust As required any continued divergence
4 Flight spoilers As required
Approach horizon To level flight: Roll, thrust,

5
recover [2] pitch as required
[1] A large out of trim condition may exist when the autopilot is disconnected.
[2] Avoid stalling due to premature recovery or excessive G-loading.
NOSE LOW ATTITUDE
Recognize and confirm the developing situation:
1 Announce Nose low PF or PM
PF PM
2 Autopilot [1] Disconnect
To shortest direction to
Roll
wings level
3 Monitor airspeed and
Pitch Recover to horizon attitude throughout the
Thrust As required recovery and announce
any continued divergence
4 Flight spoilers As required
Approach horizon To level flight: Roll, thrust,

5
recover [2] pitch as required
[1] A large out of trim condition may exist when the autopilot is disconnected.
[2] Avoid stalling due to premature recovery or excessive G-loading.

Steep Turns
The objective of the steep turn maneuver is to familiarize pilots with the
aircraft handling characteristics and improve the instrument panel scan.
Steep turns will be done with autopilot and flight director off.
Entry:
• Stabilize aircraft at 250 KIAS

• Smoothly roll the aircraft into a 45° bank turn
• Increase N1 by approximately 2 to 3%
• Use approximately 3° nose up pitch to maintain altitude
Recovery:
• 15° prior to desired heading, start rolling out and reduce thrust as
necessary to maintain 250 KIAS

Slats/Flaps Inoperative Approach
The following procedures should be used when carrying out a slats or
flaps zero approach or a slats/flaps inoperative approach and landing:
• If necessary, burn off fuel to reduce landing weight
• A straight-in precision approach, using autopilot, is recommended
• Select the longest runway available, considering wind and braking
action, preferably with an ILS or VASIS
• Complete appropriate QRH procedures
Use standard terminal area speeds and establish final approximately 10
miles from the runway. This will allow time to extend the gear and
decelerate to the target speed while in level flight. Attempt to be in the
landing configuration prior to descending on the glideslope. Due to the
higher energy on approach, ensure accurate flight path and speed control.
If necessary, the flight spoilers are authorized for use above 300 ft AGL.
With a zero flaps approach, the landing will tend to be firmer than normal
as very little flare is desired. With a zero slats approach, the approach
altitude will be steeper and the flare is more pronounced. Allowing the
aircraft to float in ground effect will greatly increase landing distance,
which could be critical on a short runway. Verify landing distance
requirements and compare to runway available.
After main gear touchdown, gently lower the nose to the runway. Apply
brakes only after nosewheel touchdown.
NOTE
Improper landing technique during slats/flaps failure
can generate loads on the nose gear sufficient to
cause structural damage.

3-70
Speed 200 KIAS
On Intercept Course
Slow Aircraft to Maneuvering Speed**
**As per QRH procedure If IMC, this procedure is superimposed

onto the approach profile being flown.

GS Capture
“Gear DN”
“Speed xx” Vref** + 1/2 Gust (Max 10 kt)
If available, use ILS or VASIS/PAPI

Select Gear DN to establish 3° Glideslope
Complete Before Landing Check

Do not use Flight Spoilers
below 300 ft AGL
Verify Spoilers
All speeds are recommended “90 Knots”
procedural speeds, NOT minimum
Figure 3.13 Approach - Partial Slats/Flaps

maneuvering speeds
PF Duties
PM Duties
PRM79v2_Partial_SlatFlap_Appr_Prof

Ditching and Forced Landing
Refer to QRH Volume 2, EMER 7-1, Ditching and Forced Landing:
• Recommended Configuration
• Ditching or Forced Landing Imminent
• Planned Ditching
• Forced Landing
Emergency Evacuation (Passenger Evacuation)

The passenger evacuation procedure (Figure 3.14) contains the steps
required to prepare for passenger evacuation and is initiated when a
condition potentially endangering life or physical well-being of passengers
and crew exists.
In the majority of cases, this procedure will follow another QRH procedure.
This requires a great deal of coordination on the part of the crew
members.
Time permitting, brief flight attendant(s):
• Nature of emergency
• Evacuation signals
• Specific directions regarding exits to be used
This checklist secures the aircraft against movement of any sort and
therefore allows for a safe evacuation.
If the captain chooses to evacuate the passengers by a particular exit, the
captain should state the exit first, followed by the evacuate command.

Passenger Evacuation
This procedure contains the steps required to prepare for passenger

evacuation and is initiated when a condition potentially endangering
life or physical well-being of passengers and crew exists.
Pilot:
(1) PARKING BRAKE ................................................................. ON
(2) Evacuation ................................................................COMMAND
(3) GND LIFT DUMPING ...........................................MAN DISARM
(4) Thrust levers .............................................................SHUT OFF
(5) Evacuation ........................................ INITIATE using PA system
(6) APU, LH ENG and RH ENG FIRE
PUSH ............................................................................SELECT
(7) BATTERY MASTER ............................................................ OFF
Copilot: On evacuation command

(8) Air Traffic Control ....................................NOTIFY of emergency
conditions and intent to
evacuate
NOTE
If ditching, disregard step (9).
(9) EMER DEPRESS .................................................................. ON

(10) EMER LTS (coincident with PA) ............................................ ON
(11) Appropriate exits .............................................................. OPEN

(12) Passenger evacuation .............................. ASSIST and DIRECT
passengers away from the
PRM_PASS_EVAC.ai
airplane
(13) Airplane ............................................ABANDON by any suitable
exit
———— END ————
Figure 3.14 Passenger Evacuation Procedure

Circuit Breaker Reset
The following paragraphs summarize Bombardier Aerospace philosophy
and policies with respect to resetting of tripped circuit breakers.
General
There is a latent danger in resetting a circuit breaker tripped by an
unknown cause because the tripped condition is a signal that something
may be wrong in the related electrical circuit.
Until it is positively determined what has caused a circuit breaker trip to
occur, flight crews, maintenance personnel, or aircraft ground servicing
personnel usually have no way of knowing the consequences of resetting
a tripped circuit breaker.
Resetting a circuit breaker tripped by an unknown cause should normally
be a maintenance function conducted on the ground.
In Flight
A circuit breaker must not be reset or cycled (i.e., opened or closed)
unless doing so is consistent with explicit procedures specified in the AFM
or unless, in the judgment of the Pilot-in-Command, that resetting or
cycling the circuit breaker is necessary for the safe completion of the flight.
A logbook write-up is required for an in flight circuit breaker reset/cycle.
On Ground
A circuit breaker tripped by an unknown cause may be reset on the ground
after maintenance has determined the cause of the trip and has
determined that the circuit breaker may be safely reset.
A circuit breaker may be cycled (tripped or reset) as part of a
troubleshooting procedure documented in the AMM, unless doing so is
specifically prohibited for the conditions existing.
If the Master Minimum Equipment List or the Dispatch Deviation Guide
contain procedures that allow a tripped circuit breaker to be reset, then the
same cautions identified above also apply.


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Takeoff Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Climb Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Gradient to Rate Tables . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Percent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Feet Per Nautical Mile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Balanced Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Accelerate-Stop With All Engines Operating . . . . . . . . . . . . . . . . . 4-12
Accelerate-Stop With One Engine Inoperative . . . . . . . . . . . . . . . . 4-12
Takeoff Distance With All Engines Operating x 115% . . . . . . . . . . 4-13
Takeoff Distance With One Engine Inoperative . . . . . . . . . . . . . . . 4-14
Balanced Field Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Speed Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Reduced Thrust Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Reduced Thrust takeoff Supplement (CAFM). . . . . . . . . . . . . . . . . 4-20
1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
2. Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
3. Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4. Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
5. Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
6. Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
7. Supplements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Copyright © Bombardier Inc. Performance

TABLE OF CONTENTS
Wet and Contaminated Operations. . . . . . . . . . . . . . . . 4-26
Damp and Wet Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Regulatory Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Flex Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Dispatch Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Contaminated Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Regulatory Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Flex Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Applying V1 Correction (Wet and Contaminated Takeoff) . . . . . . . . 4-28
Performance Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 4.1 Balanced Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Figure 4.2 Speed Book Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Figure 4.3 CRJ1000 Speed Book (Imperial) . . . . . . . . . . . . . . . . . . 4-18
Figure 4.4 CRJ1000 Speed Book (Metric) . . . . . . . . . . . . . . . . . . . . 4-19

LIST OF FIGURES

PERFORMANCE

Introduction
The data presented in this chapter is derived from the CRJ1000 AFM,
CAFM, associated QRH and other related training material. The material
was compiled to assist the student in understanding various CRJ
performance-related concepts but its intended use is “For Training
Purposes Only”.
Definitions
The following definitions are for terms commonly used throughout the
manual. Items not commonly used will be defined in the respective
sections where they apply.
Airspeeds
IAS Indicated airspeed - Airspeed indicator reading corrected for instrument
error.
CAS Calibrated airspeed - IAS corrected for static source position error.
EAS Equivalent airspeed - CAS corrected for compressibility.
TAS True airspeed - EAS corrected for density.
MI Indicated Mach number - Machmeter reading corrected for instrument error.
MT True Mach number - Machmeter reading corrected for both instrument and
static source position errors.
V1 Takeoff decision speed (formally designated as critical engine failure

recognition speed) - The speed used as a reference at which, due to engine
failure or other causes, the pilot may elect to stop or continue the takeoff.
V1MBE Maximum V1 for brake energy - The maximum speed on the ground from
which a stop can be accomplished within the energy capabilities of the
brakes.
V1MCG Minimum V1 limited by control on the ground - The takeoff decision speed
following an engine failure at VMCG. V1 may not be less than V1MCG.
V2 Takeoff safety speed - Target climb speed to be attained at or before a

height of 35 ft above the runway during a continued takeoff, following an
engine failure.
V2GA Approach climb speed (also known as V2 GO-AROUND) - Target climb

speed to be attained during a go-around with one engine inoperative.

Airspeeds
VA Design maneuvering speed - The maximum speed at which application of
full available aileron, rudder or elevator will not overstress the aircraft.
VEF Critical engine failure speed - The speed at which, if the critical engine fails,
the engine failure is recognized at V1.
VFE Maximum flaps extended speed - The highest speed permissible with the
wing flaps in a prescribed extended position.
VFTO Final takeoff climb speed - The speed attained at the end of the flight path
acceleration segment during a continued takeoff following an engine failure,
and is the climb speed scheduled for the final takeoff climb.
VLE Maximum landing gear extended speed - The maximum speed at which the
aircraft can be safely flown with the landing gear extended.
VLO Maximum landing gear operating speed - The maximum speed at which the
landing gear can be safely extended or retracted.
VMO / MMO Maximum operating limit speed/Mach number - The maximum operating
limit speed (airspeed or Mach number) is the speed that may not be
deliberately exceeded in any regime of flight (climb, cruise, or descent)
unless a higher speed is authorized for flight test or pilot training operations.
VMCA Minimum control speed air - Minimum flight speed at which the aircraft is
controllable with a maximum of 5° bank, when the critical engine suddenly
becomes inoperative, with the remaining engine at maximum takeoff thrust.
VMCG Minimum control speed ground - Minimum speed on the ground at which
control can be maintained and the takeoff continued using aerodynamic
controls alone, when the critical engine suddenly becomes inoperative, with
the remaining engine at maximum takeoff thrust.
VMCL Minimum control speed during landing approach - Minimum flight speed at
which the aircraft is controllable with a maximum of 5° bank, when the
critical engine suddenly becomes inoperative, with remaining engine at
maximum takeoff thrust.
VR Rotation speed - Speed at which rotation is initiated during takeoff.
VREF Approach speed - The landing reference speed at a height of 50 ft above

the runway threshold in the normal landing configuration.
VS Stalling speed.
Temperature
ISA International standard atmosphere.

Temperature
OAT Outside air temperature - The free air temperature, obtained either from in-
flight temperature indications or ground meteorological sources.
SAT Static air temperature (in-flight, SAT = OAT).
TAT Total air temperature - Static air temperature plus adiabatic compression
(ram) rise.
Distances
Takeoff The takeoff distance on dry runways is the longer of (1) and (2), defined as
Distance follows:
The takeoff distance on wet and contaminated runways is the longer of (3)
or the takeoff distance on dry runways as established from (1) or (2).
(1) The distance from the start of the takeoff roll to the point where the
aircraft attains a height of 35 ft above the takeoff surface, with a failure of
the critical engine at VEF.
(2) 115% of the distance from the start of the takeoff roll to the point where
the aircraft attains a height of 35 ft above the takeoff surface, with all
engines operating.
(3) The distance from the start of the takeoff roll to the point where the
aircraft attains a height of 15 ft above the takeoff surface, with a failure of
an engine at VEF.
Takeoff Run The takeoff run on dry runways is the longer of (1) and (2), defined as
(with follows:
clearway) The takeoff run on wet and contaminated runways is the longer of (3) or
the takeoff run on dry runways as established from (1) or (2).
(1) The distance from the start of the takeoff roll to the midpoint between
liftoff and the point at which the aircraft attains a height of 35 ft above the
takeoff surface, with a failure of the critical engine at VEF.
(2) 115% of the distance from the start of the takeoff roll to the mid point
between liftoff and the point where the aircraft attains a height of 35 ft
above the takeoff surface, with all engines operating.
(3) The horizontal distance along the takeoff path from the start of the
takeoff to the point equidistant between the point at which liftoff is achieved
and the point at which the aircraft is 15 ft above the takeoff surface,
assuming that an engine fails at VEF.
Takeoff Run If the takeoff distance does not include a clearway, the takeoff run is equal
(without to the takeoff distance.
clearway)

Distances
Accelerate - The accelerate-stop distance is the longer of (1) and (2), defined as
Stop follows:
Distance (1) The sum of the distances necessary to:
(applicable to (a) Accelerate the aircraft from a standing start to VEF with all engines
dry, wet and operating;
contaminated (b) Accelerate the aircraft from VEF to V1 assuming the critical engine fails
runways) at VEF; and
(c) Come to a full stop from the point reached at the end of the
acceleration period prescribed in paragraph (1)(b), assuming that the pilot
does not apply any means of retarding the aircraft until that point is
reached; plus
(d) A distance equivalent to 2 seconds at constant V1.
(2) The sum of the distances necessary to:
(a) Accelerate the aircraft from a standing start to V1 with all engines
operating;
(b) Come to a full stop at the end of the period prescribed in paragraph
(2)(a), assuming that the pilot does not apply any means of retarding the
aircraft until that point is reached; plus
(c) A distance equivalent to 2 seconds at constant V1.
Clearway An area beyond the runway, not less than 500 ft wide, centrally located
about the extended centerline of the runway, and under the control of the
airport authorities. The clearway is expressed in terms of a clearway plane,
extending from the end of the runway with an upward slope not exceeding
1.25% above which no object nor any terrain protrudes. However,
threshold lights may protrude above the plane if their height above the end
of the runway is 26 in or less and if they are located to each side of the
runway.
Stopway An area beyond the takeoff runway at least as wide as the runway and
centered upon the extended centerline of the runway, able to support the
aircraft during an aborted takeoff without causing structural damage to the
aircraft, and designated by the airport authorities for use in decelerating
the aircraft during an aborted takeoff.
Actual Actual landing distance is the distance from a 50 ft height at VREF with the
Landing flaps in the normal landing configuration, to a full stop on a smooth, dry,
Distance level, hard-surfaced runway and ISA temperature.
Landing Field Operational rules which require the use of 60% of the available runway in
Length determining landing field length requirements. The required landing field
length on a dry runway is the actual landing distance divided by 0.6.
The landing field length required under wet runway conditions is equal to
115% of the dry runway landing field length.

Takeoff Path
Takeoff Path The takeoff path begins from a standing start and ends at 1500 ft above
the takeoff surface or at the point where transition from takeoff to enroute
configuration is completed, whichever is higher.
Takeoff Flight The takeoff flight path begins at the end of the takeoff distance and at a
Path height of 35 ft above the takeoff surface, and ends at 1500 ft above the
takeoff surface, or at the point where transition from takeoff to enroute
configuration is completed, whichever is higher. This is also known as the
Gross Takeoff Flight Path.
Net Takeoff The net takeoff flight path is the gross takeoff flight path diminished by
Flight Path 0.8% climb gradient capability (or equivalent reduction in acceleration
along that part of the takeoff flight path at which the aircraft is accelerated
in level flight). The net takeoff flight path must clear all obstacles in the
takeoff area by at least 35 ft vertically.
Climb Gradient
Climb The ratio of the change in height, during a portion of a climb, to the
Gradient horizontal distance traversed in the same time interval.
Gross Climb gradient expressed as a percentage ratio, obtained using the

Gradient following formula:
(change in height  horizontal distance travelled) x 100.
The gradients are based on true (not pressure) rates of climb.
Net Gradient The gross gradient reduced by the required margins.
First The first segment starts from the 35 foot height and extends to the point
Segment where the landing gear is fully retracted, at a constant V2 speed and flaps
in the takeoff position.
Second The second segment starts at the point where the landing gear is fully
Segment retracted up to at least 400 ft above the runway, flown at V2 speed and
flaps in the takeoff position.
Acceleration The acceleration segment is the part of the takeoff flight path that begins at
Segment the end of the second segment and extends horizontally over the distance
required to retract flaps to zero, and accelerate to final takeoff climb speed.
Final The final segment starts from the end of the acceleration segment and
Segment extends to the end of the takeoff flight path, flown at the final segment
climb speed, flaps up.

Miscellaneous
APR Automatic performance reserve - In the event of an engine failure during
takeoff, the APR function will increase the thrust rating of the remaining
engine.
Center of The point at which the aircraft would balance if suspended. The CG
Gravity (CG) distance from the reference datum is found by dividing the total moment by
the total weight of the aircraft.
GW Gross weight - The maximum weight to which the aircraft is certified.
MLW Maximum landing weight - The maximum aircraft weight approved for the
landing touchdown.
MRW Maximum ramp weight - The maximum possible aircraft weight allowed for
ground handling and taxiing.
MTOW Maximum takeoff weight - The maximum aircraft weight approved for the
start of takeoff.
MZFW Maximum zero fuel weight - The maximum weight allowed before usable
fuel is loaded into the aircraft.

Gradient to Rate Tables
Percent
This table provides a rate of climb or descent in feet per minute below the
GROUND SPEED IN KNOTS for the gradient shown in PERCENT (%) at
the left. This table is for use in climbs, descents from altitude and non-
precision instrument approach procedures. Table accuracy is within one
foot per nautical mile. This table does not consider the earths curvature as
a factor. The earths curvature is considered when using fixed glideslope
(ILS/PAR). Procedures utilizing a fixed glideslope have slightly higher
figures to reflect the earths curvature.

GRADIENT GROUND SPEED IN KNOTS
% 70 75 90 110 120 140 150 160 180 200 250 300
2.6 184 197 237 263 316 369 395 421 474 527 658 790
2.8 196 213 255 284 340 397 425 454 510 567 709 851
3.0 213 228 273 304 365 425 456 486 547 608 760 911
3.2 227 243 292 324 389 454 486 519 583 648 810 972
3.4 241 258 310 344 413 482 516 551 620 689 861 1033
3.6 255 273 328 365 437 510 547 583 656 729 911 1094
3.8 269 289 346 385 462 539 577 616 693 770 962 1155
4.0 284 304 365 405 486 567 608 648 729 810 1013 1215
4.2 298 319 383 425 510 595 638 681 766 851 1063 1276
4.4 312 334 401 446 535 624 668 713 802 891 1114 1335
4.6 326 349 419 466 559 652 699 745 839 932 1165 1398
4.8 340 365 437 486 583 681 729 778 875 972 1215 1458
5.0 354 380 456 506 608 709 760 810 911 1013 1266 1519
5.2 369 395 474 527 632 737 790 843 948 1053 1317 1580
5.4 383 410 492 547 656 766 820 875 984 1094 1367 1641
5.6 397 425 510 567 681 794 851 907 1021 1134 1418 1701
5.8 411 441 529 587 705 822 881 940 1057 1175 1468 1762
6.0 425 456 547 608 729 851 911 972 1094 1215 1519 1823
6.2 440 471 565 628 753 879 942 1005 1130 1256 1570 1884
6.3 447 479 574 638 766 893 957 1021 1148 1276 1595 1914
6.4 454 486 583 648 778 907 972 1037 1167 1296 1620 1944
6.5 461 494 592 658 790 922 987 1053 1185 1317 1646 1975
6.6 468 501 602 668 802 936 1003 1069 1203 1337 1671 2005
6.7 475 509 611 679 814 950 1018 1086 1221 1357 1696 2036
6.8 482 516 620 689 826 964 1033 1102 1240 1377 1722 2066
6.9 489 524 629 699 839 978 1048 1118 1258 1398 1747 2096
7.0 496 532 638 709 851 992 1063 1134 1276 1418 1772 2127
7.2 510 547 656 729 875 1021 1094 1167 1312 1458 1823 2187
7.4 525 562 674 749 899 1049 1124 1199 1349 1499 1873 2248
7.6 539 577 693 770 924 1078 1154 1231 1385 1539 1924 2309
7.8 553 592 711 790 948 1106 1185 1264 1422 1580 1975 2370
8.0 567 608 729 810 972 1134 1215 1296 1458 1620 2025 2430
8.2 581 623 747 830 996 1163 1246 1329 1495 1661 2076 2491
8.4 595 638 766 851 1021 1191 1276 1361 1531 1701 2127 2552
8.6 610 653 784 871 1045 1219 1306 1393 1568 1742 2177 2613
8.8 624 668 802 891 1069 1248 1337 1426 1604 1782 2228 2674
9.0 638 684 820 911 1094 1276 1367 1458 1641 1823 2279 2734
9.2 652 699 839 932 1118 1304 1398 1491 1677 1863 2329 2795
9.4 666 714 857 952 1142 1333 1428 1523 1713 1904 2380 2856
9.6 681 729 875 972 1167 1361 1458 1556 1750 1944 2430 2917
9.8 695 744 893 992 1191 1389 1489 1588 1786 1985 2481 2977
10.0 709 760 911 1013 1215 1418 1519 1620 1823 2025 2532 3038
10.2 723 775 930 1033 1240 1446 1549 1653 1859 2066 2582 3099
10.4 737 790 948 1053 1264 1474 1580 1685 1896 2106 2633 3160
10.6 751 805 966 1073 1288 1503 1610 1718 1932 2147 2684 3220
10.8 766 820 984 1094 1312 1531 1641 1750 1969 2187 2734 3281
11.0 780 835 1003 1114 1337 1560 1671 1782 2005 2228 2785 3342
11.2 794 851 1021 1134 1361 1588 1701 1815 2042 2268 2836 3403
11.4 808 866 1039 1154 1385 1616 1732 1847 2078 2309 2886 3463
11.6 822 881 1057 1175 1410 1645 1762 1880 2115 2349 2937 3524
FEET PER MINUTE

Feet Per Nautical Mile
This table provides a rate of climb or descent in feet per minute below the
GROUND SPEED IN KNOTS for the gradient shown in FEET PER
NAUTICAL MILE at the left. This table is for use in climbs, descents from
altitude and non-precision instrument approach procedures. Table
accuracy is within one foot per nautical mile. This table does not consider
the earths curvature as a factor. The earths curvature is considered when
using fixed glideslope (ILS/PAR). Procedures utilizing a fixed glideslope
have slightly higher figures to reflect the earths curvature.
NOTE
In the 100 knot ground speed column, dividing the
rates-of-climb by 100 approximates the climb gradient
in percent.
Example: 300 ft per nm @ 100 kt = 500 ft/min, or 5%
climb gradient.

GRADIENT GROUND SPEED IN KNOTS
FEET PER
70 75 90 100 120 140 150 160 180 200 250 300
NM
160 187 200 240 267 320 373 400 427 480 533 667 800
180 210 220 270 300 360 420 450 480 540 600 750 900
200 233 250 300 333 400 467 500 533 600 667 833 1000
220 257 275 330 367 440 513 550 587 660 733 917 1100
240 280 300 360 400 480 560 600 640 720 800 1000 1200
260 303 325 390 433 520 607 650 693 780 867 1083 1300
280 327 350 420 467 560 653 700 747 840 933 1167 1400
300 350 375 450 500 600 700 750 800 900 1000 1250 1500
320 373 400 480 533 640 747 800 853 960 1067 1333 1600
340 397 425 510 567 680 793 850 907 1020 1133 1417 1700
360 420 450 540 600 720 840 900 960 1080 1200 1500 1800
380 443 475 570 633 760 887 950 1013 1140 1267 1583 1900
400 467 500 600 667 800 933 1000 1067 1200 1333 1667 2000
420 490 525 630 700 840 980 1050 1120 1260 1400 1750 2100
440 513 550 660 733 880 1027 1100 1173 1320 1467 1833 2200
460 537 575 690 767 920 1073 1150 1227 1380 1533 1917 2300
480 560 600 720 800 960 1120 1200 1280 1440 1600 2000 2400
500 583 625 750 833 1000 1167 1250 1333 1500 1667 2083 2500
520 607 6s0 780 867 1040 1213 1300 1387 1560 1733 2167 2600
540 630 675 810 900 1080 1260 1350 1440 1620 1800 2250 2700
560 653 700 840 933 1120 1307 1400 1493 1680 1867 2333 2800
580 677 725 870 967 1160 1353 1450 1547 1740 1933 2417 2900
600 700 750 900 1000 1200 1400 1500 1600 1800 2000 2500 3000
620 723 775 930 1033 1240 1447 1550 1653 1860 2067 2583 3100
640 747 800 960 1067 1280 1493 1600 1707 1920 2133 2667 3200
660 770 825 990 1100 1320 1540 1650 1760 1980 2200 2750 3300
680 793 850 1020 1133 1360 1587 1700 1813 2040 2267 2833 3400
700 817 875 1050 1167 1400 1633 1750 1887 2100 2333 2917 3500
720 840 900 1089 1200 1440 1680 1800 1920 2160 2400 3009 3600
FEET PER MINUTE

Balanced Field
The regulations identify separate conditions that must be considered when
planning the takeoff:
• Accelerate-stop with all engines operating (AEO)
• Accelerate-stop with one engine inoperative (OEI)
• Takeoff distance with all engines operating (AEO) x 115%
• Takeoff distance with one engine inoperative (OEI)
The balanced field method of calculation addresses these conditions. The
takeoff distance that can satisfy both the worst case takeoff and the worst
case rejected takeoff scenarios defines the balanced field length. The
V-speeds found in the QRH and speed book assume that the takeoff is not
limited by balance field length.
V1MCG, V1, and VR are the V-speeds that affect the balanced field
calculation.
V1 must not be less than V1MCG, nor greater than VR, therefore V1 must
occur in the range between these two values.
Accelerate-Stop With All Engines Operating

If V1 and VR are equal, the decision to reject for other than engine failure
is made at high speed. The distance needed to stop the aircraft is directly
related to speed. The higher the speed the longer the stopping distance.
When V1 is less than VR a corresponding shorter stopping distance is
needed for the rejected takeoff.
Accelerate-Stop With One Engine Inoperative

The calculation is based upon the assumption that the aircraft is quickly
accelerated with AEO up to the engine failure speed and the engine failure
is recognized at V1.
If V1 and VR are equal, the stopping distance will be correspondingly long.
When V1 is less than VR a shorter stopping distance will be needed.

Takeoff Distance With All Engines Operating x 115%
In this situation it is assumed that a normal AEO takeoff will occur. The
aircraft is quickly accelerated with AEO up to the VR speed.
A lower or higher V1 have no impact on distance because acceleration is
made with AEO up to VR. For this reason, the runway distance
requirement is presented in the graphic below as a constant.
SPEED
Accelerate-Go (AEO) Accelerate-Stop

(OEO)
Accelerate-Stop
(AEO)
VR
V1
R
A
N
G
E
PRM7v2_04_001
V 1MCG Accelerate-Go (OEO)
Balanced Field
Figure 4.1 Balanced Field

Takeoff Distance With One Engine Inoperative
If V1 = VR, the aircraft is quickly accelerated, engine failure is recognized
at V1 = VR and the takeoff is continued. The total takeoff distance
requirement is relatively short.
When V1 is less than VR, the takeoff distance required becomes longer to
compensate for the single engine acceleration from engine failure through
V1 to V2 (35 foot height).
In an AEO/OEI accelerate-stop comparison, the OEI distance is shorter
because of a slower acceleration rate between engine failure and
recognition of the failure (no later than V1). Also, during the deceleration,
only one engine is producing forward thrust.
In an AEO/OEI accelerate-go comparison, the OEI distance is longer than
AEO. However, when V1 approaches VR, the AEO distance becomes
longer. This is because the regulations require that the AEO distance must
be multiplied by a factor of 115%.
Balanced Field Summary

For accelerate-stop, a lower V1 is desirable while the opposite is true for
the continued takeoff. The V1 speed which offers the best compromise is
used to calculate the shortest distance (balanced field). The point on the
graphic (figure 4.1) represents the V1 speed at which all four requirements
are met.


Speed Book
The Bombardier CRJ1000 speed books were designed as single source
documents, from which the pilot can obtain takeoff, driftdown and landing
speed data for the particular aircraft weight. Although the data is based
upon certified AFM data, the speed book’s intended use is “For Training
Purposes Only” here at BATC. It remains the flight crew’s responsibility to
ensure that the correct performance data is used for flight operations.
Each page is divided into three sections: Takeoff, Single Engine Driftdown
and Landing. There are imperial and metric versions of each speed book.

69,000 lb TAKEOFF
Add 1 knot to V1 and VR for Wing and Cowl Anti-Ice ON
100
Baseline V-Speeds
• All Speeds in
Knots
• Sea Level, ISA
Conditions
Final Take-Off
Speed
• Gear Up, Flaps
Up, MCT
Rating
• Valid up to
10,000 ft MSL
Single Engine 69,000 lb LANDING (OVERWEIGHT)

Drift Down
Speed
• Flaps Up, MCT
Rating
• Provided for
Various Flight
Levels
o
Flaps 8 Go-Around Speed
Landing Reference Speed

• Provided for All Flaps V-Speeds Corrections
Settings • All Corrections in Knots
• This Section is Shaded if • Corrections for Altitude and
Aircraft Weight is Above Temperature to be Added to
Maximum Landing Weight Baseline Values
PRM791v2_04_001
Notes
• V1 and VR Data are for a Balanced Field Length
• V1 and VR Data are Based on 0 Runway Slope and 0 Wind
• V1 Must Not Be Less Than V1MCG Nor Greater Than V1MBE
• Speed Increment with the Packs On Bleeds is Negligible
• VAPPR for Various Flaps Assume Slats in their Nominal Position
Figure 4.2 Speed Book Legend

OE7$.(í2))
Add 1 knot to V1 & VRIRU:LQJ &RZO$QWLí,FH21
)ODSV8 )ODSV
2$7 $OWLWXGH;IW 2$7 $OWLWXGH;IW
o o
C SL 2 4 6 8 10 C SL 2 4 6 8 10
0 0 1 2 3 3 í 0 0 1 2 3 3 íí
V1 20 0 1 3 3 í í V1 20 0 1 2 3 íí íí
30 0 2 3 1 í íí 30 1 2 3 íí íí íí
149 139
40 2 3 5 í íí íí 40 2 3 íí íí íí íí
50 4 5 íí íí íí íí 50 íí íí íí íí íí íí
0 0 1 1 2 2 3 0 0 0 1 2 2 íí
VR 20 0 1 2 2 3 5 VR 20 0 1 1 2 íí íí
30 1 1 2 3 5 íí 30 0 1 2 íí íí íí
150 140
40 1 2 4 5 íí íí 40 1 2 íí íí íí íí
0 0 0 í í í í 0 1 0 0 0 0 íí
V2 20 0 0 í í í í V2 20 0 0 0 0 íí íí
30 0 í í í 0 íí 30 0 0 0 íí íí íí
158 145
40 í í 0 0 íí íí 40 0 0 íí íí íí íí
)/ 6/í 200 250 300 350 410
V)72 / V(15
.,$6 202 215 225 234 241 248
PRM791v2_04_008
OE/$1',1G 29(5:(,*+7
)/$36 0 o o
1 8 o
20 o
30 o
V5() 45o V2GA 8o
VAPPR 186 175 164 158 154 146 154

&5-B45+BWDNHRIIBFDIPBLPSB0D\BSV!
Figure 4.3 CRJ1000 Speed Book (Imperial)

NJ7$.(í2))
Add 1 knot to V1 & VRIRU:LQJ &RZO$QWLí,FH21
)ODSV8 )ODSV
2$7 $OWLWXGH;IW 2$7 $OWLWXGH;IW
o o
C SL 2 4 6 8 10 C SL 2 4 6 8 10
0 0 1 3 3 4 0 0 0 1 3 3 4 íí
V1 20 0 1 3 3 í í V1 20 0 1 3 3 íí íí
30 0 3 3 3 í íí 30 1 2 3 íí íí íí
148 138
40 3 3 5 1 íí íí 40 2 3 íí íí íí íí
0 0 0 1 1 2 3 0 0 1 2 2 3 íí
VR 20 0 0 1 1 2 4 VR 20 0 1 2 2 íí íí
30 0 1 1 2 4 íí 30 1 1 2 íí íí íí
150 139
40 1 1 3 4 íí íí 40 1 2 íí íí íí íí
0 0 0 0 í í í 0 0 0 í1 í í íí
V2 20 0 0 0 í í 0 V2 20 0 í1 í1 í íí íí
30 0 0 í í 0 íí 30 0 í1 í íí íí íí
157 145
40 0 í 0 0 íí íí 40 í1 í íí íí íí íí
)/ 6/í 200 250 300 350 410
V)72 / V(15
.,$6 201 214 224 233 240 247
NJ/$1',1* 29(5:(,*+7
PRM1v2_04_009
)/$36 0 o
1o 8o 20o 30o V5() 45o V*A 8o
VAPPR 186 175 164 158 154 146 154

&5-B45+BWDNHRIIBFDIPBPHWB0D\BSV!
Figure 4.4 CRJ1000 Speed Book (Metric)

Reduced Thrust Takeoff
Gas-powered turbine engines suffer cumulative deterioration in proportion
to turbine operating temperature. The highest ITTs are most often
experienced when normal-rated thrust is used and consequently, the
greatest cumulative damage occurs during takeoff. Any takeoff procedure
that promotes an ITT reduction greatly extends engine operating life and
reduces its overall operating cost. The use of reduced thrust for takeoff is
called flex thrust and is labelled as “FLX” on EICAS.
Additional savings can also be achieved by using FLX thrust:
• Burns less fuel than normal-rated thrust. While the fuel saving per
takeoff cycle is in itself small, the cumulative effect of fleet operations
over time, provides significant fuel cost savings.
• Reduces takeoff noise. Although the CRJ easily meet the most
stringent of the regulatory noise requirements, any decrease in takeoff
thrust results in a further reduction of the noise footprint.
The pilot can elect to use FLX thrust if environmental conditions are
favorable and the aircraft can, at the reduced thrust setting, meet all
runway, obstacle and climb gradient requirements.
Reduced Thrust takeoff Supplement (CAFM)
1. Introduction
This supplement contains the reduced thrust (also known as flex [FLX]
thrust) takeoff data and procedure.
This supplement is presented as an alternate means of establishing the
engine takeoff thrust level at less than normal takeoff thrust in order to
prolong engine life. This procedure utilizes the assumed temperature
method.
Reduced thrust takeoff N1 settings are presented in the Thrust Setting
Module of the CAFM as a function of pressure altitudes, assumed and
ambient temperatures, for various engine bleed configurations.
The reduced thrust takeoff N1 setting is automatically calculated by the
FADEC based on a manual input by the flight crew of a valid assumed
temperature. The reduced N1 will then be set when the thrust levers are
selected to the TOGA detent. Applying reduced takeoff thrust will not

adversely affect the aircraft systems and functions, and its application is
always at the discretion of the pilot.
These data complement or supersede data contained in the basic AFM
and its supplements. The following data must therefore be used in
conjunction with the basic AFM and its supplements.
2. Limitations
The limitations established in AFM Chapter 2 are applicable, with the

addition of the following:
The reduced engine thrust takeoff procedure must not be used:
• With an engine which cannot achieve full rated thrust. The operator
must establish a means to verify the availability of full takeoff thrust to
ensure that engine deterioration does not exceed authorized limits.
NOTE
1. Trend monitoring can be used to verify the
availability of full rated takeoff thrust with any
approved trend monitoring program such as
“Diagnostics”, “Sage” or similar, which will
continuously, either by regular MDC downloading or
by automatic transmission, monitor and alert for ITT
shifts.
2. If any such trend monitoring program is not used (or

inoperative, as per the MMEL), a takeoff at full rated
thrust (non-FLX) must be accomplished every 100
flights.
• If wing and/or cowl anti-icing bleeds are in use

• On runways contaminated with standing water, slush, snow or ice
• When warnings of windshear or downdrafts have been forecast
• When the anti-skid system is inoperative
The reduced engine thrust procedure may be used on wet runways,
provided that wet runway performance data are used.

3. Emergency Procedures
The emergency procedures in AFM Chapter 3 are applicable.
4. Normal Procedures
The normal procedures in AFM Chapter 4 are applicable, with the addition
of the following:
• A printout of the reduced thrust setting data generated using the
Thrust Setting Module of the CAFM should be provided to the flight
crew as a means of verifying the accuracy of the thrust set by the
FADEC
• The flight crew must verify (with the engines running) that the target
N1 displayed on the EICAS, following input of the assumed
temperature, is equal to or greater than the appropriate N1 value
contained in the reduced thrust setting tables generated from the
CAFM
• The reduced thrust function may be canceled at any time, by
accomplishing any of the following actions:
• Insertion of the delete function (DEL) in the assumed temperature
field on the FMS CDU; or
• Selection of the cancel function on the EICAS MENU page (for
non-FMS aircraft); or
• Manual selection of the thrust levers out of the TOGA detent
momentarily and then back to the TOGA detent; or
• Manual selection of the thrust levers to the MAX POWER detent
(commands full rated APR thrust)
To determine the reduced engine thrust takeoff setting, use the following
procedures:
1. Determine the N1 value from the appropriate CAFM output of the
reduced thrust setting using the assumed temperature and the
current ambient temperature for the desired PACK and engine bleed
configuration.
2. Enter the assumed temperature, as follows:
• On the PERF MENU page of the FMS, or
• On the EICAS MENU page for non-FMS aircraft

3. Compare the displayed target N1 value (with the engines running)
with the value from step (1). If the displayed N1 value is less than the
tabulated value of N1, the assumed temperature must be reduced
and re-entered into the FMS (or the EICAS MENU page) until the two
N1 values match or the displayed N1 is greater.
5. Abnormal Procedures
The abnormal procedures in AFM Chapter 5 are applicable.

• In the event of an engine failure with the thrust levers set to the TOGA
detent, the FADEC will set the operating engine to fully rated APR

6. Performance
The performance data in Chapter 6 - Performance (CAFM) are applicable,
except as modified by the following:
A. Calculation of the Assumed Temperature

To calculate the ASSUMED temperature, use the following procedures:
(1) For the actual aircraft takeoff gross weight, determine the maximum
permissible ambient temperature for each of the following
requirements from the applicable CFAM Performance module (or from
your airline approved runway analysis):
a. Runway length available
b. Climb requirements
c. Obstacle clearance
d. Maximum tire speed
(5) The lowest (maximum) temperature determined from the conditions
stated in step (1) is the most critical temperature and is referred to as
the ASSUMED temperature.
(6) Determine V1, VR and V2 speeds using the aircraft takeoff gross weight,
the airport pressure altitude and the ASSUMED temperature
determined from step (2).
(7) If V1 determined from step (3) exceeds V1MBE at the actual
temperature, then reduce the ASSUMED temperature as required.
(8) Accomplish the procedures given in paragraph 4. Normal Procedures.
B. Thrust Setting Tables

A printout of the reduced thrust setting tables that contain the scheduled
fan speeds for various PACK and engine bleed configurations as a
function of assumed and ambient temperature conditions at various airport
pressure altitudes, should be provided to the flight crew in order to
accomplish the required verification in accordance with the procedures
given in paragraph 4. Normal Procedures.
7. Supplements
The supplement data in AFM Chapter 7 are applicable.


Wet and Contaminated Operations
Damp and Wet Runway
Regulatory Definition
A runway is damp when it is not perfectly dry, and when the water on the
runway does not have a shiny appearance. There are no performance
penalties on a damp runway.
A runway is considered wet when there is sufficient moisture on the
surface to cause it to appear reflective. There should be no significant
areas of standing water. Standing water is accumulated water on the
runway surface caused by heavy rainfall or by poor drainage.
Thrust Reversers
For takeoff from wet runways, the use of thrust reversers is factored into
the accelerate-stop distance.
For landing on wet runways, the use of thrust reversers is not factored into
the landing distance.
Flex Thrust
Flex thrust is permitted on wet runways, provided that wet runway data is
used.
Dispatch Requirements
The landing field length required for dispatch under wet runway conditions
is equal to 115% of the dry runway landing field length.
Takeoff Performance
Flaps 8 and 20 are approved for takeoff from a wet runway however V1
and/or takeoff weight reductions may apply. Consult the WET & CONT
section of QRH Volume 1 for the appropriate corrections.
If climb performance is the key factor, flaps 8 normally provides better
climb performance than flaps 20. If available runway length is the primary
factor in determining takeoff, flaps 20 generally provides the shorter
takeoff distance.
Contaminated Runway
Regulatory Definition
A runway is considered to be contaminated when more than 25% of the

runway surface is covered by depths of:
• More than 1/8 inch (3.0 mm) of standing water or its equivalent in
slush or wet snow (equivalency data is provided at the top on the
various QRH Volume 1 - PERFORMANCE, WET & CONT tables)
• Dry snow at a depth of 4/5 in (20 mm) or greater
A runway is also contaminated, when covered with compacted snow or
ice. However, percentage of runway surface or depth of contaminant are
not part of the description.
Operating from runways that are covered with compacted snow or ice
should be avoided whenever possible.
Thrust Reversers
For takeoff from contaminated runways, the use of thrust reversers

is factored into the accelerate-stop distance.
For landing on contaminated runways, the use of thrust reversers
is factored into the landing distance.
Flex Thrust
Flex thrust is not permitted when operating from contaminated runways.
Takeoff Performance
Flaps 8 and 20 are approved for takeoff from a contaminated runway

however V1 and/or takeoff weight reduction may apply. Consult the WET
and CONT section of QRH Volume 1 for the appropriate corrections.
If climb performance is the key factor, flaps 8 normally provides better
climb performance than flaps 20. If available runway length is the primary
factor in determining takeoff, flaps 20 generally provides the shorter
takeoff distance.

Applying V1 Correction (Wet and Contaminated Takeoff)
V1 must not be less than V1MCG nor greater than V1MBE. If the V1 obtained
after applying the V1 correction from the QRH tables is lower than V1MCG
then set V1 = V1MCG.

FLIGHT PLANNING
TO BE DETERMINED
Copyright © Bombardier Inc. Flight Planning

Flight Planning Copyright © Bombardier Inc.

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Weights and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Copyright © Bombardier Inc. Weight and Balance

TABLE OF CONTENTS
Weight and Balance Copyright © Bombardier Inc.

WEIGHT AND BALANCE

Introduction
The necessary information for weight and balance is contained in the Load
Manifest or the Mass and Balance document. It must demonstrate
conformity to the maximum allowable weights as well as the center-of-
gravity (CG) limits in all phases of flight. It is the responsibility of the pilot
in command (PIC) to confirm accuracy of the information.
Weights and Definitions

Operational Weight Empty (OWE): The manufacturer’s weight with
operational items including pilots and flight attendants.
Payload: The weight of passengers, baggage, cargo and any additional

load.
Zero Fuel Weight (ZFW): The Operational Weight Empty plus the
payload (OWE + Payload = ZFW).
Maximum Zero Fuel Weight (MZFW): The maximum weight before the
usable fuel is loaded.
Maximum Ramp Weight (MRW): The maximum weight at which an

aircraft can move safely on the ground. It includes fuel for taxi.
Maximum Takeoff Weight (MTOW): The maximum weight at which an

aircraft can start a takeoff run.
Maximum Landing Weight (MLW): The maximum approved weight at

which an aircraft can land.
Additional Crew Member (ACM): This crew member occupies the

jumpseat in the flight deck. The weight of the ACM is not accounted for in
the OWE.
ARM: The ARM is the horizontal distance in reference to the datum line.
Ballast: Ballast is used to move the center-of-gravity forward or aft.

Center-of-Gravity (CG): The imaginary point from which the aircraft could
be suspended and remain balanced.
Forward Fuel Point Limit (FFPL): The FFPL is the most forward point
during fuel burn. It is used as a quick reference to determine if the aircraft
loading conforms to forward center-of-gravity limits.
Index: The index is the moment divided by a constant for simplicity in

weight and balance calculations.
Load Manifest: The load manifest is the Mass and Balance document
produced before each flight and contains all necessary calculations on
center-of-gravity and weight and balance.
Mean Aerodynamic Chord (% MAC): Center-of-gravity is described as a

percentage of the Mean Aerodynamic Chord. The CG% MAC is used to
determine the stabilizer trim setting for takeoff (displayed on EICAS).
Moment: Weight x Arm = Moment. A heavy object loaded in an aft

location will have a greater moment than the same object in a forward
location.


LOADING
TO BE DETERMINED
Copyright © Bombardier Inc. Loading

Loading Copyright © Bombardier Inc.

TABLE OF CONTENTS
Configuration Deviation List . . . . . . . . . . . . . . . . . . . . . . 8-2
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
CAFM CDL Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Restrictions On Performance Penalty. . . . . . . . . . . . . . . . . . . . . . . . 8-4
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Copyright © Bombardier Inc. Configuration Deviation List

TABLE OF CONTENTS
Configuration Deviation List Copyright © Bombardier Inc.

CONFIGURATION DEVIATION LIST

Configuration Deviation List
General Limitations
The Configuration Deviation List (CDL) contains additional limitations for
operation without certain secondary airframe and/or nacelle parts. The
limitations in the Airplane Flight Manual (AFM) are applicable except as
amended in the CDL-APPENDIX 1.
The associated limitations must be listed on a placard affixed in the flight
deck on the instrument panel in clear view of both pilots.
The pilot-in-command (PIC) will be notified of each operation with a
missing part(s) by listing the missing part(s) in the flight or dispatch
release.
The operator will list in the aircraft logbook an appropriate notation
covering the missing part(s) on each flight.
If an additional part is lost in flight, the aircraft may not depart the airport at
which it landed following this event until it again complies with the
limitations of the CDL-APPENDIX 1. This, of course, does not preclude the
issuance of a ferry permit to allow the aircraft to be flown to a point where
the necessary repairs or replacements can be made.
An asterisk (*) against a part indicates that only one flight is permitted to
an airport where the necessary repairs or replacement can be made. This
flight must not be carried out in known, forecast or anticipated lightning
conditions.
No more than one part for any one sub-system in the CDL-APPENDIX 1
may be missing unless specifically designated combinations are indicated
herein. Unless otherwise specified herein, parts from different systems
may be missing. The performance penalties are cumulative unless
specifically designated penalties for combination of missing parts are
indicated.
Where performance penalties are listed as negligible, no more than three
negligible items may be missing for takeoff unless the following
performance penalty is applied. When more than three negligible items are
missing, a performance penalty of 46 kg (100 lb) must be applied for
takeoff, enroute and landing for each additional negligible item.

CAFM CDL Index
Performance penalties can either be applied using the penalties provided
in the CDL-APPENDIX 1 or by calculating actual performance using the
CAFM with the CDL index provided in the APPENDIX 1. The CAFM CDL
index input is used to calculate performance with one or several CDL
items missing from the aircraft. The CDL index value is entered in the
MMEL/CDL window. The CDL index is equal to the drag increment in drag
counts (or the drag coefficient multiplied by 10,000) rounded-up to one
decimal place.
If several CDL items are missing, then the user can add the various CDL
index values to get the input CDL index for the CAFM. The minimum and
maximum CDL index input values allowed in the CAFM are 0 and 30
respectively.
The CDL index is considered in the following CAFM modules:
• Takeoff weight limited by climb gradients
• Takeoff path (fixed level-off height (LOH) and maximum LOH)
• Enroute performance (net climb gradient and net ceiling)
• Approach climb
• Landing climb
• Landing weight limited by climb requirements
The CDL index has no impact on the stall speed, maneuvering capability,
thrust settings and landing performance modules.
The CDL index is not considered during takeoff speeds or takeoff distance
calculations.
Takeoff field length is unaffected by CDL items because the drag
increment has a negligible impact on takeoff distance calculations.
The CDL index input box will be greyed-out (no input allowed) for all
CAFM modules where the CDL index has no impact on calculations.

Restrictions On Performance Penalty
No more than one part for any one system presented in this appendix may
be missing unless specifically designated combinations are indicated.
Unless otherwise specified, parts from different systems may be missing.
The performance penalties are cumulative unless specifically designated
penalties for combination of missing parts are indicated. Where
performance penalties are listed as negligible, no more than three
negligible items may be missing. When more than three such parts are
missing, a performance penalty of 46 kg (100 lb) must be applied for
takeoff, enroute and landing for each part missing.
For the CRJ1000 CAFM, a CDL index of zero will be used if up to three
parts with negligible performance degradation are missing. For each
subsequent such part missing, a CDL index of 1.5 shall be added-up to
the CAFM CDL index. The CDL index of 1.5 is equivalent to the 46 kg
(100 lb) penalty mentioned above (there is a 32 kg (70 lb) penalty for
every drag count or for a CDL index of 1.0).
Takeoff performance penalties should be applied to the takeoff weights
that are limited by performance considerations only (i.e. takeoff field
length, first, second, or final segment climb, or takeoff flight path).
Landing performance penalties should be applied to the landing weights
that are limited by performance considerations only (i.e. landing field
length, landing climb, or approach climb).

Definitions
Takeoff performance decrements are applicable to takeoff gross weights
which are limited by field length, first segment climb, second segment
climb, final segment climb, or takeoff flight path. The actual takeoff weight
must not exceed the normal takeoff weight limit minus the CDL takeoff
weight penalty.
Enroute performance decrements are applicable to operations which are
limited by enroute, one-engine-inoperative climb performance as governed
by the applicable operational requirements (FAR 121.191 for operations
under FAA jurisdiction).
Landing performance decrements are applicable to landing gross weights
which are limited by landing field length, landing climb, or approach climb.
The maximum allowable landing weight must not exceed the normal
landing weight limit minus the CDL landing weight penalty.
The numbering and designation of systems in the CDL- APPENDIX 1 is
based on ATA 100 specification. The parts within each system are
identified by functional description and, when necessary, by part numbers.
References
• CRJ1000 (CL-600-2E25) Airplane Flight Manual (CSP D-012),
APPENDIX 1, Configuration Deviation List.


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Copyright © Bombardier Inc. Minimum Equipment List

TABLE OF CONTENTS
Minimum Equipment List Copyright © Bombardier Inc.

MINIMUM EQUIPMENT LIST

Introduction
Multi-engine aircraft are designed and certified with a significant amount of
system redundancy. Although it is desirable to operate the aircraft with all
equipment fully functional, experience has proven that the operation of
every aircraft system or component is not necessary when the remaining
operative instruments and equipment provide the required level of safety.
Therefore, certain deviations from standard configuration are authorized to
permit continued or uninterrupted operation of the aircraft.
Policy
When operating with MEL dispatch relief, the operator is responsible for
maintaining the required level of safety. No aircraft shall be dispatched
with multiple MEL items inoperative without first determining that any
interface between inoperative systems or components will not result in a
degradation in safety and/or undue increase in crew workload.
Description
The MEL permits the dispatch release of the aircraft with inoperative
equipment. The MEL lists the equipment that may be inoperative and
identifies conditions and limitations such as placards, maintenance
procedures, crew operation procedures and any other restrictions deemed
necessary.
The MEL does not include items such as wings, engines and landing gear
that are always required; nor is reference made to equipment such as
passenger convenience and entertainment items which when inoperative
obviously do not affect airworthiness.
NOTE
Any item which is related to the airworthiness of the

aircraft and which is not included in the MEL is always
required to be operative before a flight is dispatched.

For each item, the MEL states a limit on the period of flight time for which
the item may remain inoperative. It is not the purpose of the MEL to allow
defects of other than optional items to remain unrectified indefinitely. The
operational flexibility which is provided under the MEL policy is justified
only within the framework of a controlled sound program of repairs,
replacement and servicing.
References
Master Minimum Equipment List (MMEL):
• MMEL - TC (CSP ABCD-044)
• MMEL - FAA (CSP ABCD-045)
• MMEL - EASA (CSP ABCD-108)


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Oxygen Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Crew Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Ground Servicing Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Crew Oxygen Masks and Mask Containers. . . . . . . . . . . . . . . . 10-8
Dispatch Requirement Charts . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Crew Oxygen Consumption Data (As per FAR 121.333) . . . . 10-14
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Mask Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Chemical Oxygen Generators . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Portable Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Portable Oxygen Bottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Protective Breathing Equipment . . . . . . . . . . . . . . . . . . . . . . . 10-22
Fire Fighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Fire Protection Gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Portable Halon Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Portable Water Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . 10-28
Emergency Locator Transmitter . . . . . . . . . . . . . . . . 10-29
Over Water Emergency Equipment . . . . . . . . . . . . . . . 10-30
Life Vests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Life Rafts (If Fitted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-31
Flight Deck and Cabin Emergency Equipment. . . . . . 10-32
Flashlights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
Crash Ax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Escape Rope/Strap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Safety Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Megaphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Copyright © Bombardier Inc. Survival and Emergency Equipment

TABLE OF CONTENTS
Survival and Emergency Equipment Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 10.1 Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Figure 10.2 Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Figure 10.3 Mask Stowage Container . . . . . . . . . . . . . . . . . . . . . . . 10-10
Figure 10.4 Crew Oxygen Masks (Full Face/Smoke Goggles) . . . . 10-11
Figure 10.5 Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . 10-17
Figure 10.6 Portable Oxygen System . . . . . . . . . . . . . . . . . . . . . . . 10-21
Figure 10.7 Protective Breathing Equipment (Puritain) . . . . . . . . . . 10-22
Figure 10.8 Protective Breathing Equipment (Essex) . . . . . . . . . . . 10-23
Figure 10.9 Protective Breathing Equipment (Drager). . . . . . . . . . . 10-24
Figure 10.10 Protective Breathing Equipment (Scott) . . . . . . . . . . . . 10-25
Figure 10.11 Portable Halon Fire Extinguisher . . . . . . . . . . . . . . . . . 10-27
Figure 10.12 Portable Water Fire Extinguisher . . . . . . . . . . . . . . . . . 10-28
Figure 10.13 ELT Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-29
Figure 10.14 Life Vest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Figure 10.15 Life Vest Operating Instructions . . . . . . . . . . . . . . . . . . 10-31
Figure 10.16 Flight Deck Emergency Equipment . . . . . . . . . . . . . . . 10-33

LIST OF FIGURES

SURVIVAL AND EMERGENCY EQUIPMENT

Introduction
This chapter describes the systems and equipment which are essential to
the safety of the passengers and crew during a fire, rapid decompression,
ditching and emergency evacuation. The emergency equipment consists
of the following:
• Oxygen systems
• Fire fighting equipment
• Emergency locator transmitter
• Over water emergency equipment
• Flight deck and cabin emergency equipment
Placards containing symbols are used to indicate the location of the
emergency equipment.
NOTE
Not all aircraft configurations are represented. For a
specific aircraft configuration, consult the FCOM or
applicable airline manual.

PRM2791v2_10_004
Figure 10.1 Placard

Oxygen Systems
The aircraft oxygen systems supply oxygen to the flight crew and
passengers in emergencies such as depressurization, decompression,
smoke, fumes, first aid and during ditching and emergency evacuation.
The oxygen systems consist of two independent oxygen systems. One
system supplies stored oxygen to the flight compartment crew and the
other system supplies generated oxygen to the passengers and flight
attendants. In addition, portable oxygen bottles are provided in specific
areas throughout the passenger cabin.
The aircraft oxygen systems include the following:
• Crew oxygen system
• Passenger oxygen system
• Portable oxygen system
Crew Oxygen System

The crew oxygen system supplies oxygen to the flight crew during
emergencies or abnormalities related to pressurization, such as rapid
depressurization, emergency descents, unpressurized flights above
certain altitudes and ferry flights. System status and fault indications are
displayed on the EICAS primary and status pages.
The crew oxygen system consists of the following components:
• Crew oxygen cylinder
• Ground servicing panel
• Three quick-donning masks and mask containers
Crew Oxygen Cylinder
The crew oxygen cylinder contains 50 ft/3(1419 L) or an optional 77 ft/3

(2180 L) of oxygen and is located in an enclosure behind the entrance
storage compartment. Normal cylinder charge pressure is 1850 psi at
21°C (70°F). The enclosure is well ventilated with a permanent flow of
ECS air to the underfloor avionics compartment. The air is then dumped
overboard through the outflow valve.

The cylinder assembly includes the following components:
• Shutoff valve
• Pressure gauge
• Regulator
• Pressure transducer
• Pressure switch
• High pressure relief-valve and discharge indicator
(1) Shutoff Valve

The shutoff valve on the cylinder head is used to manually turn the oxygen
on or off.
(2) Pressure gauge

The pressure gauge is attached to the cylinder head and displays the
cylinder pressure.
(3) Regulator
The pressure regulator is part of the cylinder valve head. It receives the
cylinder pressure at 1050 psi and regulates the output pressure range to
between 60 and 85 psi. If the output exceeds 94 psi, a low pressure-relief
valve opens, venting the oxygen. The cylinder is protected from
overpressure by a frangible high pressure-relief valve. If the cylinder
pressure reaches 2500 to 2775 psi, the valve ruptures and the oxygen is
vented overboard through the high-pressure discharge indicator on the left
side of the forward fuselage.
NOTE
If the OXY LO PRESS caution message is displayed,
the crew should refer to the dispatch requirements
charts.

(4) Pressure Transducer
The pressure transducer monitors the cylinder pressure and supplies the
data to the DCU for the oxygen pressure display on the EICAS status
page. If the outlet pressure decreases below 1410 psi (optional 960 psi),
the OXY LO PRESS caution message will be displayed on the primary
page and the indication on the status page will turn amber.
(5) Pressure Switch

The pressure switch monitors the output pressure from the regulator. If the
pressure decreases below 45 psi, an OXY LO PRESS caution message
will be displayed on the EICAS primary page.
(6) High Pressure-Relief Valve and Discharge Indicator

The high pressure-relief valve is part of the cylinder pressure regulator
assembly and is connected to the high-pressure discharge indicator. The
high-pressure discharge indicator is installed on the lower left side of the
fuselage, forward of the passenger door. It consists of a pop-out type
green nylon disc. To prevent the cylinder from rupturing due to overfilling
or thermal expansion caused by fire/overheat, the relief valve will open at
a predetermined pressure to vent oxygen cylinder pressure. The pressure
is vented through the high-pressure discharge indicator which dislodges
the green discharge indicator. This is a visual indication that the oxygen
cylinder contents have been vented.
Ground Servicing Panel
The oxygen servicing panel is located on the right side of the forward
fuselage. The service panel contains a fill port, a pressure servicing chart
and a pressure gauge. Check valves in the fill and supply lines prevent
loss of oxygen when the cylinder is removed or when the cylinder
replenishment source is disconnected.

Observer’s
Low-Pressure Mask/Regulator
Tubing Unit
Copilot Overboard
Mask/Regulator Discharge
Unit Indicator
Ground Service Panel
Oxygen Cylinder
(50 or 77 ft3)
Pilot
Mask/Regulator
Unit
OXYGEN
MASK
Oxygen Mask
PRM7_18_001
100%
PUSH
PRESS
TO
OXY
ON
(Typical)
TEST
AND
RESET
EROS
Figure 10.2 Crew Oxygen System

Crew Oxygen Masks and Mask Containers
A mask container is located in the pilots side console, copilot side console
and at the observers position. A crew oxygen mask is located inside each
mask container. The crew mask includes an oxygen regulator, a
pneumatically controlled inflatable harness, a flow-control knob, a mixture-
control lever and a microphone. To release the mask from the stowage
box, the operator squeezes the red release levers and holds them. This
action opens the quick-release doors, frees the mask and inflates the
harness. The operator then dons the mask. The red levers are then
released, which deflates the harness, causing the mask to install correctly
on the operator’s head. The smoke goggles are separate from the mask
and are stowed in a pouch in the bottom of each stowage box. The smoke
goggles can be donned over the mask and eye glasses. The goggles are
used by crew members when smoke or toxic fumes are present in the
flight deck. When the mask is in the positive pressure mode, the goggles
can be pressurized by activating the purge valve located on the top of the
mask face piece. This prevents smoke or fumes from entering the goggles
and irritating the eyes.
A mask container is located in the pilots side console, copilot side console
and at the observers position. A crew oxygen mask is located inside each
mask container. The crew mask is a full face mask and includes an
oxygen regulator, a pneumatically controlled inflatable harness, a flow-
control knob, a mixture-control lever and a microphone. To release the
mask from the stowage box, the operator squeezes the red release levers
and holds them. This action opens the quick-release doors, frees the mask
and inflates the harness. The operator then dons the mask. The red levers
are then released, which deflates the harness, causing the mask to install
correctly on the operator’s head. <Optional, 1033>
Oxygen is supplied to the mask regulator at about 78 psi. The regulator
control (N/100% positions) allows the user to select a mixture of oxygen
and ambient air or pure (100%) oxygen as follows:
• When the regulator control is set to the N position, a mixture of
ambient air and pressurized oxygen is supplied to the mask on
demand
• With the control set to the 100% position, pure oxygen is supplied to
the mask on demand

The flow control knob is used to adjust the oxygen flow. If the knob is
turned clockwise to the EMERGENCY position, the mask is supplied a
constant flow of 100% oxygen at a positive pressure. To test the oxygen
flow, press the flow control knob, which momentarily supplies oxygen to
the mask.
When cabin altitude is more than 30,000 ft (9144 m), the mask supplies
pure oxygen at a positive pressure regardless of the N/100% switch
position.
To remove the mask, the red release levers on the mask are squeezed,
which inflates the harness to allow the mask to be removed from the
operators head.

Blinker Release Levers (red)

Shows yellow cross when oxygen Grasp levers and hose and
is flowing or when harness is pull to withdraw mask.
inflated. When black, indicates no
oxygen flow.
Test/Reset Lever
(spring-loaded to
RESET)
OXYGEN
Press to test MASK
100%
oxygen flow PUSH
(momentarily) OXY
ON
through the PRESS

TO
regulator TEST
AND
(microphone test RESET
PRM7_18_002
without pulling the
mask out).
EROS
Oxygen On Flag (white)

In view when mask is
out, indicates that Oxygen Supply Hose
oxygen shutoff valve is
open. Flag will disappear Normal/100% Lever Emergency Flow Control
when shutoff valve 5RWDWHLQGLUHFWLRQRIDUURZ
closed. Reset position N – provides a mixture
or ambient air with to supply a continuous
shuts off supply to mask 100% oxygen flow.
regulator and blinker oxygen on demand.
unit. 100% – provides 100% 5RWDWHWRDGMXVWWKHVXSSO\
oxygen on demand. pressure.
To reset, press TEST to 3UHVVWRFKHFNZKHWKHUD
RESET Lever. continuous flow will be
available.
Figure 10.3 Mask Stowage Container

PRM2791v2_10_005
Figure 10.4 Crew Oxygen Masks (Full Face/Smoke Goggles)

Dispatch Requirement Charts
NOTE
The EICAS indication of the oxygen system pressure is
corrected for OAT. The takeoff value in Table 1 refers
to airfield pressure altitude.
Table 1 defines the oxygen system pressure as indicated on the EICAS

which corresponds to the quantity of oxygen necessary to perform an
emergency descent followed by a continuous cruise at 10,000 ft with
normal (N) mask setting (FAR 121.333 and JAR OPS 1.770).
Table 2 defines the oxygen system pressure as indicated on the EICAS
which corresponds to the quantity of oxygen necessary to perform an
unpressurized continuous cruise at 10,000 ft for 15 minutes with normal
(N) mask setting (JAR OPS 1.780). <JAA>
TABLE 1: 50 CU. FT. OXYGEN CYLINDER
Crew members Takeoff <8000 ft Takeoff >8000 ft

Minimum
2 1180 1220
Pressure (psi)
3 1630 1680
TABLE 1: 77 CU. FT. OXYGEN CYLINDER
Crew members Takeoff <8000 f Takeoff >8000 ft

Minimum
2 810 840
Pressure (psi)
3 1110 1140

TABLE 2: 50 CU. FT. OXYGEN CYLINDER <JAA>
Crew members Takeoff
Minimum Pressure (psi) 2 378
3 436
TABLE 2: 77 CU. FT. OXYGEN CYLINDER <JAA>
Crew members Takeoff
Minimum Pressure (psi) 2 291
3 349
The utilization of the above tables are as follows:

• If oxygen pressure is greater than that given in Table 1, then there is
enough oxygen to perform an emergency descent from 41,000 ft to
10,000 ft in 10 minutes, followed by 110 minutes of cruise at
10,000 ft
• If oxygen pressure is between the values given in Tables 1 and 2, then
there is enough oxygen to cruise at 10,000 ft for 15 minutes in an
unpressurized cabin <JAA>
• If oxygen pressure is lower than that given in Table 2, the oxygen
cylinder has to be refilled <JAA>

Crew Oxygen Consumption Data (As per FAR 121.333)
The following tables show the total time (in hours and minutes) that
oxygen will be available at various mask settings, during various flight
conditions, at initial bottle pressures of 1410 psi (pressure threshold that
triggers OXY LO PRESS caution message) and 1850 psi (maximum crew
oxygen bottle pressure). A margin of safety of 10% was subtracted from
the full charge of 1850 psi in all cases.
LEVEL FLIGHT AT CABIN ALTITUDE OF 8000 FT

Crew Members 2 3
Initial Pressure 1400 psi 1850 psi 1400 psi 1850 psi
Normal Mask Setting 2 hr 48 min 3 hr 47 min 1 hr 52 min 2 hr 32 min
100% Mask Setting 0 hr 38 min 0 hr 51 min 0 hr 25 min 0 hr 34 min
Emergency Mask Setting 0 hr 25 min 0 hr 34 min 0 hr 17 min 0 hr 23 min
DESCENT (10MIN) FROM 41,000 FT TO LEVEL FLIGHT AT SAFE ALTITUDE

(100% MASK SETTING FOR DESCENT AND NORMAL MASK SETTING FOR LEVEL
FLIGHT)
Crew Members 2 3
10,000 ft 3 hr 13 min 4 hr 25 min 2 hr 04 min 2 hr 52 min
Cabin 14,000 ft 3 hr 08 min 4 hr 16 min 2 hr 02 min 2 hr 48 min
Pressure
Altitude 18,000 ft 2 hr 43 min 3 hr 31 min 1 hr 48 min 2 hr 27 min

(100% MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew Members 2 3
Pressure

The following tables show the total time (in hours and minutes) that
oxygen will be available at various mask settings, during various flight
conditions, at initial bottle pressures of 960 psi (pressure threshold that
triggers OXY LO PRESS caution message) and 1850 psi (maximum crew
oxygen bottle pressure). A margin of safety of 10% was subtracted from
the full charge of 1850 psi in all cases.
LEVEL FLIGHT AT CABIN PRESSURE ALTITUDE OF 8000 FT

Crew Members 2 3
Initial Bottle Pressure 960 psi 1850 psi 960 psi 1850 psi
Normal Mask Setting 2 hr 48 min 5 hr 49 min 1 hr 52 min 3 hr 53 min
100% Mask Setting 0 hr 38 min 1 hr 19 min 0 hr 25 min 0 hr 53 min
Emergency Mask Setting 0 hr 25 min 0 hr 52 min 0 hr 17 min 0 hr 35 min

(100% MASK SETTING FOR DESCENT AND NORMAL MASK SETTING FOR LEVEL
FLIGHT)
Crew Members 2 3
Pressure

(100% MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew Members 2 3
Cabin 14,000 ft 0 hr 53 min 1 hr 4 7min 0 hr 37 min 1 hr 12 min
Pressure

Passenger Oxygen System
The passenger oxygen system provides chemically generated oxygen for
all cabin occupants in the event of cabin depressurization.
The passenger oxygen system consists of the following:
• Mask containers
• Chemical oxygen generators
• Masks
Mask Containers
The mask containers are installed as part of the passenger service units
and are available at all passenger seats, the lavatories and at the flight
attendant stations. The mask containers include masks, a door release
latch mechanism and a chemical oxygen generator. The door release
mechanism is actuated automatically by the cabin pressure controller
(CPC) or manually by the PAX OXY, ON switch/light on the overhead
panel.
Chemical Oxygen Generators
The chemical oxygen generators are self-contained, passenger-activated

units. Each generator has a steel case and a firing pin. When activated,
the generator supplies approximately 13 minutes (22 minute optional) of
oxygen to each mask.
WARNING
WHEN ACTIVATED, THE OXYGEN GENERATOR
SURFACE TEMPERATURE MAY REACH 260°C
(500°F) WHEN GENERATING OXYGEN. DO NOT
TOUCH OR ATTEMPT TO REMOVE GENERATOR.
BURN INJURY CAN RESULT. IF AN ACTIVE
GENERATOR IS INADVERTENTLY REMOVED
FROM THE COMPARTMENT, THE GENERATOR
MUST BE PLACED IN A METAL CONTAINER SUCH
AS A LAVATORY OR GALLEY SINK. THE
GENERATOR’S HEAT WILL SCORCH OTHER
MATERIALS OR FABRICS.

Masks
There are two passenger oxygen masks located in each left and right side
mask container. The masks are plastic with reservoir air bags and a
lanyard connected to the firing pin of the chemical oxygen generator. A
flow indicator in the oxygen supply line will show green when oxygen is
flowing.
NOTE
An option is available to install a third mask in the left
or right side mask container.
Latch
Mechanism
Chemical
Oxygen
Generator PSU
PASS OXY
PRM7_18_004
ON
Flight Deck
PASS OXY Masks
Switch/light
Figure 10.5 Passenger Oxygen System

Operation
All the mask container doors will open automatically when the cabin
altitude reaches 14,500 ± 500 ft. The oxygen masks drop down attached
to lanyards. If the automatic system fails to open the doors, or if it is
necessary to override the automatic system, the flight crew can operate
the (guarded) PASS OXY switch/light on the overhead panel, which will
release the door latches. As a back-up to electrically opening the doors,
each individual oxygen compartment door can be opened manually
through a release hole in the door.
Once the oxygen container doors are open, the passengers pull the
oxygen mask to their face, which pulls the lanyard connected to the firing
pin of the chemical oxygen generator. This initiates the flow of oxygen to
the passenger oxygen mask. A flow indicator in the supply tube will show
green when oxygen is flowing, and the reservoir bags on the passenger
oxygen masks will begin to fill with oxygen.
NOTE
Odor similar to scorched cloth may be created when
the generator is activated. The odor does not affect the
purity of the oxygen supply and there is no fire hazard.


Portable Oxygen System
The portable oxygen system consists of the following:
• Portable oxygen bottles
• Protective breathing units
Portable oxygen systems are available to supply oxygen to the crew or the
passengers during an emergency and are used for protection against
smoke and harmful gases. In addition, the portable oxygen bottles can
also be used for first aid purposes.st aid purposes.
Portable Oxygen Bottles
Two portable oxygen bottles, with disposable masks, are located near
each flight attendant station. The portable oxygen bottles allow the flight
attendants to move about the passenger cabin during an emergency. The
portable oxygen bottles and masks can also supply therapeutic oxygen for
first aid. Each bottle has two regulator outlets which are color coded and
pre-set to provide appropriate flow rates. An instruction decal, located on
the bottle, provides clear, easy-to-read operating instructions.
The contents gauge on each portable oxygen bottle indicates from 0 to
2000 psi, with a red band between 1800 to 2000 psi. The bottle is fully
charged when the gauge needle indicates in the red band.
WARNING
TAKE PRECAUTIONS TO MAKE SURE THAT THE
OXYGEN BOTTLES DO NOT COME INTO
CONTACT WITH OIL, GREASE OR OTHER
CONTAMINANTS DURING HANDLING. AN
EXPLOSION COULD RESULT IF THIS HAPPENS.

SHUTOFF
VALVE
CONTINUOUS FLOW OUTLET CONTINUOUS FLOW OUTLET
(100% OXYGEN) (100% OXYGEN)
1000
500 1500
0
2000
BOTTLE PRESSURE
GAUGE CYLINDER
OPERATING
PRESSURE
USE NO OIL
INSTRUCTIONS
PLACARD
PORTABLE OXYGEN
PRM2791v2_10_006
BOTTLE (11 ft3)
CONSTANT FLOW MASKS

(DISPOSABLE)
(IN TOTE BAGS AT CARRYING STRAP
BOTTLE LOCATIONS)
Figure 10.6 Portable Oxygen System

Protective Breathing Equipment
The protective breathing equipment consists of three or four (depending

on customer option) protective breathing units (PBUs). The PBUs are
used by crew members to prevent injury from smoke inhalation. One PBU
is installed in the flight deck, on the bulkhead behind the pilot seat, and the
remainder are located in the cabin, in easy-to-access locations. (Refer to
aircraft documentation for the exact location.) Each PBU is a
self-contained smoke hood with an oxygen generation system. Each PBU
is packaged in a vacuum-sealed bag, and is stored in a container with a
tamper-proof seal.
Bombardier supplies the following four types of PBEs. Refer to specific
company manual for type installed.
PRM2791v2_10_010
Figure 10.7 Protective Breathing Equipment (Puritain)

PRM2791v2_10_009
Figure 10.8 Protective Breathing Equipment (Essex)

Hood
(Positive Anti-Suffocation
Ventilation) Valve
Vacuum-Sealed
Speaker Diaphragm Foil Pouch and
(Intercom, Microphone, Servicability
Megaphone, or Voice Indicator
to Passengers - 4 m) Inside Box Tamper-Proof
Seal PRM2791v2_10_011
Potassium Superoxide Starter

(KO2) Cartridge Lanyard
20 minutes duration
Figure 10.9 Protective Breathing Equipment (Drager)

PRM2791v2_10_012
Figure 10.10 Protective Breathing Equipment (Scott)

Fire Fighting Equipment
Portable fire extinguishers and fire protective gloves are provided to fight
fires that may occur in the flight or passenger compartments. Since the
location of the emergency fire fighting equipment is not standard and can
vary with the different aircraft configurations, the crew should familiarize
themselves with the location of the location and use of all fire fighting
equipment on the aircraft.
Fire Protection Gloves

Fire protection gloves are located in the forward storage compartment and
in the right or left aft overhead storage bin.
Portable Halon Fire Extinguishers

There are normally four hand-operated fire extinguishers containing Halon
1211 located in the aircraft. For all configurations, one is located on the
flight deck and one is located in the entrance storage compartment. The
remaining extinguishers will be located throughout the passenger
compartment depending on aircraft configuration. Halon 1211 is effective
on electrical, oil and fuel fires, and is suitable for use in cold weather.
Effective discharge time of a 3 1/2 pound Halon extinguisher is 10 to 12
seconds. Make sure to ventilate the compartment promptly after
successfully extinguishing of fire to reduce the gasses produced by the fire
and Halon.
WARNING
IF A HALON FIRE EXTINGUISHER IS TO BE
DISCHARGED IN THE FLIGHT DECK, ALL FLIGHT
CREW MUST WEAR OXYGEN MASKS WITH
EMERGENCY SELECTED (100% OXYGEN). CREW
EXPOSURE TO HIGH LEVELS OF HALON VAPORS
MAY RESULT IN DIZZINESS, IMPAIRED
COORDINATION, AND REDUCED MENTAL
SHARPNESS.

PRM2791v2_10_007
Figure 10.11 Portable Halon Fire Extinguisher

Portable Water Fire Extinguisher
As an airline option, a portable water fire extinguisher may be located at
the aft bulkhead. Water is useful for extinguishing fires fueled by wood,
paper or fabric.
DISCHARGE LEVER
TURN
HANDLE
FIRE EXTINGUISHER
LIQUID TYPE
TYPE II CATEGORY A
SAE SPEC. NO. XXXXX
F.A.A - TSO - XXXX
FOR USE ON CLASS “A” FIRES
SUCH AS PAPER, CLOTH,
WOOD AND THE LIKE
TO OPERATE
TURN HANDLE TO RIGHT
1 AS FAR AS POSSIBLE
2 HOLD ERECT
PRESS LEVER TO
3 DISCHARGE
PRM2791v2_10_008
DIRECT STREAM AT BASE

4 OF FLAME
Figure 10.12 Portable Water Fire Extinguisher

Emergency Locator Transmitter
The satellite capable emergency locator transmitter (ELT) is located in the
aft equipment bay and is automatically activated during an aircraft crash.
The ELT transmits a standard swept tone on 121.5, 243.0 and 406.0 MHz
for satellites. The two position ELT switch is located on the flight deck
overhead panel and is labelled ARM/RESET and ON. The switch is used
to test, arm and reset the unit. During normal flight operations, the ELT
switch is in the ARM/RESET position. The ELT can be manually activated
by selecting the ELT switch to ON. To reset the unit after it has been
activated automatically, the switch is selected to ON, then back to the
ARM/RESET position.
When the ELT is transmitting, the caution message ELT ON is displayed.
ELT
ARM/RESET - Arms ELT to transmit upon “G” activation. Area Microphone
ON - Transmits ELT signal.
ELT PASS OXY

ARM/
RESET
ON
PRM279_04_020
ON
FOR AVIATION
O
EMER USE ONLY
UNAUTHORIZED OPERATION
PROHIBITED
Figure 10.13 ELT Control Panel

Over Water Emergency Equipment
Life Vests
An inflatable life vest is provided for each member of the flight crew. One
life vest is stowed under each pilot seat, one life vest is stowed adjacent to
the 3rd crew seat and one is adjacent to each flight attendants seat.
Each life vest includes a manual and an oral inflation system, a locator
light, and a system for automatic battery plug removal during life vest
deployment.
Optional inflatable life vests can be installed under each passenger seat.
Additional adult and infant life vests can be stored in the left aft overhead
stowage bin.
Each passenger seat cushion serves as a flotation device.
PRM2791v2_10_013
Figure 10.14 Life Vest

1. Locate and remove 2. Put the life vest 3. ...with the back piece
the life vest. over head... behind.
4. Fasten rings to catch. 5. Pull straps tight. 6. Jerk down on red

inflation tabs.
CAUTION
Inflate life vest just before leaving the aircraft!

If using overwing emergency exit inflate life vest
when on the wing.
PRM2791v2_10_014
7. Should it become
necessary, life vest
can be orally inflated
by blowing into red
oral inflation tubes.
Figure 10.15 Life Vest Operating Instructions
Life Rafts (If Fitted)

Six-man life rafts are available as optional equipment, for a detailed
description of the life rafts and associated emergency equipment refer to
the manufacturing supplier documentation.

Flight Deck and Cabin Emergency Equipment
Emergency equipment that is located in flight deck and cabin includes:
• Standard D-cell type (or optional rechargeable) flashlights
• Crash ax
• Fire extinguishers
• Protective breathing equipment
• Crew life vests
• Escape rope/strap and safety lines
• First aid kits
• Megaphone
Flashlights
There are five handheld flashlights installed in the aircraft. Each flashlight
is battery operated and is stored in a bracket for easy access and removal.
They are located behind the pilot and copilot seats, in the forward and aft
flight attendant's stowage compartments and in the observer's seat area.
The aircraft can be fitted with optional rechargeable flashlights that are
powered using an internal NiCad battery pack. When a rechargeable
flashlight is removed from the retaining bracket, it is activated manually,
via a slide switch on the flashlight body.
WARNING
FAILURE TO TURN THE RECHARGEABLE

FLASHLIGHT OFF PRIOR TO REINSTALLING IT IN
THE RETAINING BRACKET, WILL RESULT IN THE
OVERHEATING OF THE UNIT AND DAMAGE TO
THE ASSEMBLY.
Charging of the flashlight starts automatically when the flashlight is

re-inserted into the retaining bracket. A constant illuminated LED, near
head of the flashlight, indicates the battery pack is charging.

PRM2791v2_10_002
Figure 10.16 Flight Deck Emergency Equipment

Crash Ax
The crash ax is mounted on the lower flight deck bulkhead behind the
copilot. The crash ax handle is insulated to protect against electrical
shock.
The crash ax has two cutting surfaces, the pointed surface is used to
initiate puncture of the surface, the larger blade is used to enlarge the
opening.
Escape Rope/Strap
The flight deck escape rope/strap is installed in the upper right overhead
liner and has a cover that is secured with a Velcro strap. The escape
rope/strap is used by the flight deck crew in an emergency to exit the
aircraft through the overhead escape hatch and then to lower themselves
to the ground.
Safety Lines
A safety line is provided at each overwing exit to assist in evacuation
during a ditching.
First Aid Kits

Two first aid kits are installed in the aircraft. One first aid kit is located in
the forward entrance compartment and one is located in the right aft
overhead storage bin.
Megaphone
A battery-powered megaphone is located in the right aft overhead storage
bin.

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Forced Landing/Ditching Preparation . . . . . . . . . . . . . 11-2
Communications and Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
In-Charge Flight Attendant Briefing . . . . . . . . . . . . . . . . . . . . . . 11-3
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Prior To Impact Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Evacuation Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Ditching or Forced Landing Imminent . . . . . . . . . . . . . . . . . . . . 11-4
Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Planned Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Impact Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Floating Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Life Raft Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Copyright © Bombardier Inc. Emergency Evacuation Procedures

TABLE OF CONTENTS
Emergency Evacuation Procedures Copyright © Bombardier Inc.

EMERGENCY EVACUATION PROCEDURES

Introduction
In the history of commercial aviation, there have been very few incidents
of an airliner being deliberately ditched or force-landed. The low incident
rate for the most part is a function of the extremely low probability of
encountering the multiple system failures that could lead to ditching or
force landing. As a result, these emergencies are minimized and do not
get the attention they deserve during system/self-study and review. In
either emergency, crew communications and QRH familiarization are
paramount to a successful outcome.
Ditching and force landing instructions are provided in both the QRH and
AFM. Chapter 7 of the Emergency section of QRH provides an
abbreviated version of the ditching and forced landing instructions. The
AFM provides the reader with a detailed explanation for each of the steps
in the checklist.
Crew communications can easily break down when the crew is faced with
an emergency of this magnitude and maintaining open lines of
communication between the flight deck and cabin crew will become
difficult. Crew members, especially the cabin crew, will be tasked with
duties seldom practiced and will be forced to deal with heightened
passenger anxiety. The aircraft captain needs to be familiar with the cabin
crew duties during these emergencies to have an appreciation of the effort
and time needed to prepare the cabin for water or ground contact.
Forced Landing/Ditching Preparation

Communications and Briefings
Effective communications between the flight and cabin crew is absolutely
essential in successfully completing either of these emergency
procedures. The following recommended Bombardier briefings and
suggestions are provided for your consideration.

In-Charge Flight Attendant Briefing
When the decision to ditch or force land the aircraft is made and if time
permits, the captain should call the in-charge flight attendant to the flight
deck by stating over the PA system:
• “Flight attendant report in person to the flight deck”
The acronym TEST is an ideal briefing tool to use in communicating the
problem to the flight attendant:
• Type of emergency, planned touchdown location (land or water)
• Evacuation routes
• Signals for bracing and evacuating
• Time available (synchronize watches)
Passenger Briefing
It may be that the flight crew will be too busy to communicate directly with
the passengers and the captain may elect to delegate this responsibility to
the in-charge flight attendant. The following format can be used with
modification by either the captain or the in-charge flight attendant:
“Ladies and gentlemen, Captain _____ informs us that due to _____ we
must prepare the cabin for an emergency landing/ditching in
approximately _____ minutes. Your cabin crew is fully trained to deal with
this situation. Please remain calm and provide your uppermost
cooperation to the flight attendants to allow the necessary preparation to
be carried out.”
Prior To Impact Briefing
The flight crew must transmit on PA to the passenger cabin just prior to
water or ground contact. The Bombardier recommended call is:
• “Brace, Brace, Brace”
Evacuation Order
After the aircraft has come to a complete stop, the captain gives the
executive command to evacuate the aircraft by stating over the PA
system:
• “Evacuate, Evacuate, Evacuate”
Ditching or Forced Landing Imminent
Imminent is used to describe a ditching or forced landing in which there is
less than 10 minutes to water or ground contact. Although this is normally
not enough time to fully secure the loose equipment and complete all
preparations, the QRH Volume 2, Emergency Ditching or Forced Landing
Imminent checklist, provides sufficient instruction to safely prepare and fly
the aircraft to ground or water contact.
Upon completion of the Ditching or Forced Landing Imminent checklist, the
pilot is directed to carry out the Passenger Evacuation QRH.
Forced Landing
In this situation, there is enough time to prepare the flight deck and
passenger cabin prior to ground contact.
The emergency Forced Landing QRH Volume 2 procedure is conducted in
four separate but related stages. The QRH provides a step-by-step
method of preparing the aircraft for a forced landing.
The first stage of the checklist is called “Preliminary”. In this stage the pilot
burns off fuel to lighten the aircraft, establishes internal and external
communications and secures loose equipment on the flight deck.
The second stage is the “Approach” and it in itself is done in two stages.
The checklist commences at approximately 2000 ft and is primarily
concerned with depressurizing of the aircraft and configuring of the ECS
and bleed air system prior to ground contact. At 500 ft the checklist
identifies the steps needed to establish internal and external
communications.
In the third stage “Prior to Contact”, pitch attitude is described and the pilot
is instructed to shutdown the engines prior to contact.
The fourth and final stage is titled “After Contact”. In this stage the pilot
discharges the fire bottles and initiates crew and passenger evacuation.
Upon completion of the Forced Landing checklist, the pilot is directed to
carry out the Passenger Evacuation QRH.
The pilots should render assistance during the egress and direct the
passengers away from the aircraft. The aircraft captain will be expected to
provide direction on administrating first aid and caring for the passengers
and injured crew.

Planned Ditching
A ditching is a water landing and is normally characterized by at least
some preparation time. The first stage of the checklist is called
“Preliminary”. In this stage the pilot burns off fuel to lighten the aircraft,
establishes internal and external communications and secures loose
equipment on the flight deck.
The second stage is the “Approach” and it in itself is done in two stages.
The checklist commences at approximately 2000 ft and is primarily
concerned with determining the ditching heading, depressurizing of the
aircraft and configuring of the ECS and bleed air systems prior to water
contact. At 500 ft the checklist identifies the steps that need to be taken to
establish internal and external communications.
In the third stage “Prior to Contact”, pitch attitude is described and the pilot
is instructed to shutdown the engines prior to contact.
The fourth and final stage is titled “After Contact”. In this stage the pilot
discharges the fire bottles and initiates crew and passenger evacuation.
Upon completion of the Planned Ditching checklist, the pilot is directed to
carry out the Passenger Evacuation QRH.
Impact Characteristics
Passengers should be briefed that more than one severe jolt on

touchdown can be expected depending on sea/water condition. Forces
exerted on cabin furnishing may result in structural damage.
Floating Characteristics
The aircraft is expected to remain afloat providing there is no substantial
damage. It will however slowly fill with water but at a rate that should not
impede evacuation. Flotation attitude can also be dependant upon other
factors such as aircraft center of gravity and wind and sea state. The
passenger and/or service door may be used for water egress.

Life Raft Deployment
Flotation devices are normally limited to seat cushions for the passengers
and life preservers for the crew. However, optional six-man life raft(s) may
also be carried on some flights. When the aircraft has come to a complete
stop, remove the lanyard from the pocket in the carrying case and secure
it to a fixed structure of the aircraft. To deploy the life raft:
• Open overwing exit and have someone go out on the wing to help by
pulling on the raft as it is being pushed from inside
• Once outside, launch raft at leading edge of the wing
• Inflate raft by pulling on the lanyard and giving a sharp tug to start
inflation
Should inflation of the raft accidentally occur in the cabin, immediately
puncture the raft with any available sharp object before it inflates
completely and blocks the exit.
The pilots should render assistance during the egress and direct the
passengers to gather in a group away from the aircraft. If multiple life rafts
are available, the crew should be evenly distributed amongst the rafts to
provide assistance to the passengers.


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Pilot Reference Manual

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General Information Copyright © Bombardier Inc.

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ISSUE DATE INSERTED BY DATE INSERTED SIGNATURE

June 2012 Bombardier June 2012 Original

June 2013 Bombardier June 2013 Original

December 2013 Bombardier December 2013 Original

Rev 0, December 2014 Bombardier December 2014 Original

Rev 1, June 2016 Bombardier June 2016 Original

Rev 2, June 2017 Bombardier June 2017 Original

Rev 3, December 2017 Bombardier December 2017 Original

Rev 4, June 2018 Bombardier June 2018 Original

Rev 5, December 2018 Bombardier December 2018 Original

General Information Copyright © Bombardier Inc.

TITLE IDENTIFICATION REVISION LEVEL

Flight Crew Operating Manual Vol 1: Rev 16, Apr 27/2018

Quick Reference Handbook Vol 1: Rev 20, Sep 28/2018

Copyright © Bombardier Inc. General Information

General Information Copyright © Bombardier Inc.

Copyright © Bombardier Inc. General Information

Pilot Reference Manual

Aircraft Type Publication Title

Chapter Title General Information

General Information Copyright © Bombardier Inc.

Copyright © Bombardier Inc. General Information

SI Units Used In ‘Metric’ Aircraft

B.E.S. Units Used In ‘Imperial’ Aircraft

General Information Copyright © Bombardier Inc.

MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

Centimeters3 0.061 Inch3 kPa 0.145 psi

0.2642 Gal (U.S.)

Feet2 0.0929 Meters2 Meters 3.281 Feet

Feet3 0.0283 Meters3 Meters2 10.76 Feet2

Nautical 1.151 Mile

Inch3 16.387 Centimeters3 Pound (lb) 0.45 Kilogram

Kilogram 2.205 Pound (lb) psi 6.895 kPa

Copyright © Bombardier Inc. General Information

-45 -49.0 -21 -5.8 3 37.4 27 80.6

-44 -47.2 -20 -4.0 4 39.2 28 82.4

-43 -45.4 -19 -2.2 5 41.0 29 84.2

-42 -43.6 -18 -0.4 6 42.8 30 86.0

-41 -41.8 -17 1.4 7 44.6 31 87.8

-40 -40.0 -16 3.2 8 46.4 32 89.6

-39 -38.2 -15 5.0 9 48.2 33 91.4

-38 -36.4 -14 6.8 10 50.0 34 93.2

-37 -34.6 -13 8.6 11 51.8 35 95.0

-36 -32.8 -12 10.4 12 53.6 36 96.8

-35 -31.0 -11 12.2 13 55.4 37 98.6

-34 -29.2 -10 14.0 14 57.2 38 100.4

-33 -27.4 -9 15.8 15 59.0 39 102.2

-32 -25.6 -8 17.6 16 60.8 40 104.0

-31 -23.8 -7 19.4 17 62.6 41 105.8

-30 -22.0 -6 21.2 18 64.4 42 107.6

-29 -20.2 -5 23.0 19 66.2 43 109.4

-28 -18.4 -4 24.8 20 68.0 44 111.2