CRJ Series BO MB A RD IE R CR J SE RI E S I S A R 2 0 1 1 - 09

Flight Deck
Issue 1, 2014

Bombardier’s Electronic Flight Bag Allows

CRJ Series Operators to Reach New
Heights with Paperless Publications
story, page 5

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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014

From the Editor

This edition of Flight Deck’s Editor is Stephanie Grella. Stephanie is with us for the summer before
heading off to pursue her Master’s Degree in Journalism. She has spent several years serving as a
Writer and Editor-in-Chief at various Canadian publications.

Flight Deck is a technical newsletter written for the pilot community. It includes individual articles
that are written specifically for pilots, as well as selected presentations from the latest Flight
Operations Steering Committee. It also provides updates regarding various other Steering
Committees, Forums and Conferences that are relevant to the pilot community. Flight Deck is
intended to be read by all pilots in the operator’s organization. It is issued semi-annually.

If you would no longer like to receive this publication, if you have other names that you would like us
to add to our distribution list, or if you have any general questions regarding Flight Deck, please do
not hesitate to contact Stephanie at: stephanie.grella@aero.bombardier.com or Adam Amato at:
adam.amato@aero.bombardier.com.

Important Note:
Operators concerned with the current validity and possible
implications of a specific article in Flight Deck should contact the
Technical Help Desk: (telephone: 1-416-375-4080; email: thd.crj@aero.bombardier.com).

HOW TO FIND FLIGHT DECK ON iflybombardier.com

- enter username and password and click on Login

- select aircraft type in "For Aircraft Model"
- click on "Resources"
- click on “Newsletters”
- click on “Flight Deck”
- click on desired Flight Deck edition
- click to open .pdf file

Please note that Flight Deck is also available on Bombardier Customer

Services and Support’s You.First iPad app!*
“Available for download in Apple’s App Store

For additional information on any of the in-service items covered in the Flight Deck, please contact your
local Bombardier Commercial Aircraft Field Service Representative, the Technical Help Desk or the
appropriate staff member noted below:

General Customer Liaison Pilot Contact Information crj.liaison.pilots@aero.bombardier.com +1 450 476 7552
Jacques Nadeau Chief Customer Liaison Pilot, Commercial Aircraft jacques.nadeau@aero.bombardier.com +1 450 476 7654
Claude Bissonnette CRJ Customer Liaison Pilot claude.bissonnette@aero.bombardier.com +1 450 476 7683
Alex Rapoport CRJ Customer Liaison Pilot - Russia alexander.rapoport@aero.bombardier.com +7 495 775 1830
Michel Denis CRJ Customer Liaison Pilot - China michel.denis@aero.bombardier.com +86 21 5172 8341

PROPRIETARY NOTICE
This document is for information purposes only and is not part of any proposal and creates no contractual commitment. Information
in this report is Proprietary to Bombardier Inc. and Bombardier Commercial Aircraft. This report must not be reproduced or
distributed in whole or in part to a third party without prior express permission in writing from Bombardier Inc. Bombardier also does
not necessarily endorse any of the advertisements appearing in this newsletter.

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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014

In-Service Activities Report (ISAR)

A Technical Newsletter for the Operator Community

The In-Service Activities Report (ISAR) is a monthly technical newsletter which provides a forum for sharing in-service experiences. It includes
discrepancies that have been experienced and reported by operators, and action taken on other noteworthy maintenance tips.

Additionally, the ISAR provides routine notification of items of interest and significance that have occurred since issuance of the previous
edition. It also provides updates regarding customer services and support initiatives within Bombardier. The ISAR is intended to be read by all
in the operator’s organization who are concerned with maintenance support and operation of the aircraft.
If you cannot access the latest issue of the ISAR or would like to be added to the distribution list, please contact Adam Amato at:
adam.amato@aero.bombardier.com.

The Technical Contact Guide

Your Source for Operator Contacts and Bombardier Personnel Information

The Technical Contact Guide (TCG) presents operators with a concise list of individuals at
Bombardier Aerospace responsible for providing front-line service in a variety of
disciplines. The TCG also presents a list of key technical, operations, and some top
administrative personnel for each operator. The TCG is reissued at least twice a year in
electronic format only. It is available at www.iflybombardier.com. To find it on the website,
click on “Frequently Accessed Documents,” then click on Technical Contact Guide.
The accuracy and completeness of the TCG depends on the timely revision of
operator/Bombardier personnel information regarding operator personnel, aircraft types in
service, and more. We count on our Customer Support Account Managers, Field Service
Representatives, and the operators to provide updates as they happen.
NEW: TCG2014A was issued in June 2014.

Please note that we will be updating TCG 2014A weekly on iflybombardier.com, including
changes immediately as they are brought to our attention. If there are any changes you
would like to see right away, please forward them to:
customer.info@aero.bombardier.com.

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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014

CONTENTS Please note that clicking on the underlined title of

any article will take you directly to that article.
Flight Deck - Issue 1, 2014

ARTICLES and FOSC # 22 FLIGHT OPERATIONS NOTES

PRESENTATIONS CRJ100/200 FONs
page 26
0001 – Bombardier’s Electronic Flight Bag Allows
CRJ Series Operators to Reach New Heights with
Paperless Publications CRJ700/900/1000 FONs
All CRJ Series – page 5 page 26

0002 – FOSC # 22 Update: Orlando, Florida – May 28 –

April 1, 2014
WHAT’S NEW
All CRJ Series – page 7 Bombardier Confirms Global Broadband Connectivity to
be Offered as Line-fit Option on CSeries Aircraft
0003 – Pilot Update – Functional Check Flights page 27
All CRJ Series – page 8

0004 – Bombardier and CAE Sign Flight Training

Agreement for CRJ Series Family of Aircraft
All CRJ Series – page 9

0005 – CRJ Series Program Update

All CRJ Series – page 10

0006 – In-Service Engineering Review

All CRJ Series – page 12

0007 – Operation Procedures Review

All CRJ Series – page 23

www.iflybombardier.com
Visit our website for eServices, operator service documents, news & events, resources, discussion,
forums, and much more

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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014
0001 Bombardier’s Electronic Flight Bag Allows CRJ Series Operators
to Reach New Heights with Paperless Publications
Applicability: All CRJ Series
Contributed by: Paul McCormack, Supervisor, Technical Publications Services
Bombardier Commercial Aircraft is pleased to introduce
an Electronic Flight Bag (EFB) offering to our CRJ Series
aircraft operators. This EFB application is available for
both Apple’s iPad® and Microsoft Windows 8® tablets.
CRJ Series Pilots using this application can now enjoy
the benefits of flying a paperless1 aircraft.
First introduced to Bombardier operators through the
Business Aircraft fleet, this EFB has been proven to add
significant value to operators by providing Pilots with
up- to-date flight publications, as well as fleet and serial
number-specific content (containing the latest regulatory
1 Paperless refers to the process identified in the relevant airworthiness requirement pertaining to paperless cockpits, including but not
limited to FAA-AC-91-78. Use of the EFB application does not relieve operator and its flight crew of their responsibility to comply with the
applicable airworthiness authority-approved documents.
Back to Table of Contents
requirements in a fast and easy to manage application).
This application also includes all of the required FAA,
EASA and TC-compliant audit documentation for
paperless aircraft operations.
With an annual subscription, flight and operations
publications are kept up-to-date and distributed to every
tablet in an operator’s fleet by Bombardier’s Technical
Publications staff. We offer a true end-to-end solution for
your flight publications content, which differentiates
Bombardier’s EFB application from most others currently
available. Temporary Revisions (TRs), along with the
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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014
latest updates to technical content are hosted on our
secure cloud technology. Adding fleet or serial
number-specific information to the tablet is as easy as a
drag and drop from the Fleet Manager’s desktop tools to
online folders on the cloud.
The Bombardier EFB application provides update
notifications to the tablet; Pilots can sync to automatically
download and catalog their publications in minutes,
ensuring that the latest publication revisions and fleet
information are always at their fingertips.
Pilots also have the ability to add notations and ‘redline’
markups, then sign the document and email their Fleet
Manager directly from the cockpit of the aircraft.
Some other features of the application include:
• “Push” notification for content updates.
• Audit trail records in compliance with FAA, EASA and
Transport Canada regulation as outlined in
FAA-AC-91-78.
• Bookmark tabs.
• Annotation with text and redlining tools.
• Drag and drop document management.
• Search and Save Search options.
With the Bombardier EFB application, you can do it all
instantly and securely, with reliable cloud technology that
is optimal in storing and delivering documents to your
tablet.
For details on pricing, available publications and adding
this service to your existing subscription, or to inquire
about system requirement information, please contact:
bombardiercustomerservice@gilmore.ca, or Christopher
Latendresse, Supervisor, Sales and Delivery, Bombardier
Commercial Aircraft, at: (416) 375-3992, or by email at:
christopher.latendresse@aero.bombardier.com.
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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014

0002 CRJ Series – FOSC # 22: Orlando, Florida – April 28 - May 1, 2014

Applicability: All CRJ Series Back to Table of Contents

Contributed by: Claude Bissonnette, CRJ Customer Liaison Pilot

Embedded in the “All Series Operators Conference,”

the 22nd CRJ Flight Operations Steering Committee
(FOSC) meeting was held in Orlando, Florida from April
28 - May 1, 2014.

The meeting agenda was divided into three main topics:

the Flight Operations Update and the Aircraft
Performance sessions, which were held on Monday,
followed by the Functional Check Flight Workshop on
Tuesday. More details on the workshop are provided in
Jacques Nadeau’s article on page eight. From the
Technical Update to a Trade Show, this exceptional
agenda offered our operators the opportunity to meet
and exchange with other groups of participants,
including Bombardier Aerospace Senior Management,
airline maintenance representatives and suppliers.

Representing the majority of the CRJ Series fleet, 24

individuals attended the FOSC, with international
participants from Adria Airways, Air Nostrum, Air
Wisconsin, China Express, Endeavor, Envoy,
ExpressJet, GoJet, Jazz Aviation, Lufthansa CityLine,
Mesa, NAV CANADA, Petroleum Air Services, PSA
Airlines, Regional 1, SkyWest, South African Express
and Suncor.
also proved to be an ideal opportunity to strengthen the
relationship between operators and Bombardier.
Working together over the four days of the event (and of
course between meetings), we have found common
ground and promising resolutions on several different
issues.

Along with the Bombardier supporting cast, supplier
representatives from GE and Rockwell Collins were
also in attendance.
From In-Service Engineering and Flight Sciences to the
Customer Liaison Pilot Group and Technical
Publications, a wide range of Bombardier departments
presented their respective material at the Flight
Operations Update. The Technical Forum also received
presentations from various suppliers.
The agenda, presentations and minutes from this FOSC
meeting – as well as the latest version of the Action
Register – are all available on the Bombardier
Commercial Aircraft Customer Services website
(www.iflybombardier.com), under “Forums &
Committees.”
Please note that the next meeting will be back to its
usual format and will be held in Montreal from
October 28 - 30, 2014.

A highlight of the week was the Customer Appreciation
Dinner, which was held on Wednesday. Entertained by
a live band, customers enjoyed a fun and rewarding
evening, one which allowed our FOSC attendees to
network in a relaxed setting.
The All Series Operators Conference and Trade Show
The FOSC continues to provide an open forum for
networking, sharing ideas and executing leading
practices. If you have not yet taken advantage of the
opportunity to share and exchange with colleagues from
around the world, Bombardier staff and
partners/suppliers, please join us in Montreal this fall.

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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014
0003 Pilot Update
Functional Check Flights
Applicability: All CRJ Series
Contributed by: Jacques Nadeau, Chief Customer Liaison Pilot, Commercial Aircraft
Welcome to the seventh edition of the CRJ Series
Flight Deck. I hope that you have had the opportunity
to peruse the earlier issues, finding them both
informative and entertaining. Please feel free to send
your suggestions for improvements to Adam Amato
at: adam.amato@aero.bombardier.com, Stephanie
Grella at: stephanie.grella@aero.bombardier.com or
to myself at: jacques.nadeau@aero.bombardier.com.
The same email addresses can be used to send in
your own submissions for articles. Those are always
welcome, so if you would like to share your thoughts
with our readers in this forum, we will gladly oblige
and expand your readership.
As Claude mentioned in his article, the last FOSC
meeting was held April 28 - 29, 2014 in Orlando,
Florida and was embedded in the All Series
Operators Conference and Trade Show. An integral
part of the CRJ and Q-Series FOSC agenda, the
workshop on Functional Check Flights (FCFs) was
also open to any other interested conference
attendees.
During the previous FOSC meeting (October 2013) in
Montreal, Al Wongkee (Manager, Mirabel Flight
Operations, Test & Development) provided a brief
update on the progress of the CRJ Series FCF
training program preparations. While discussing
potential agenda items for the shortened edition of
the spring 2014 meeting, Al suggested an FCF
workshop, which received favourable feedback from
operators. Weeks later, this workshop was also
proposed at the Q-Series FOSC meeting, receiving
similar enthusiasm.
In the last edition of Flight Deck, our regular
readership may recall detailed background
information on the activities leading to the need for
better oversight of non-standard flight operations.
Following the Flight Safety Foundation (FSF)
Functional Check Flight Symposium held from
Back to Table of Contents
February 8 – 9, 2011 in Vancouver, Canada,
Bombardier representatives worked with the FSF –
along with fellow manufacturers – in preparation of
generic considerations for FCF. The resulting
Functional Check Flight Compendium can be found
on the FSF website (http://flightsafety.org/current-
safety-initiatives/functional-check-flights).
The Orlando FCF workshop was well attended and
very well received. In addition to CRJ Series and
Dash 8/Q-Series FOSC members, some CSeries
operator representatives were able to attend and
contribute to the event. Esteban Arias (CSeries
Chief Pilot, Mirabel Flight Operations) offered an
excellent presentation, followed by an enlightening
and interactive event. Operators’ participation in the
discussion was intensive, identifying numerous
challenges related to airlines’ need to return aircraft
to service efficiently. A short panel consisting of Al,
Bob MacKenzie (Senior Test Pilot, Toronto Flight
Operations) and yours truly was also occasionally
able to slip in a few words of wisdom. The end result
was a better understanding of the perceived needs,
risks and challenges related to conducting
Functional Check Flights.
Following this workshop, Endeavor’s Chad Tarara,
CRJ FOSC Chairman provided an engaging
presentation relating how non-standard operations
are conducted at his airline. A most entertaining yet
sobering segment of his presentation highlighted the
special challenges he faced while preparing for the
ferry of an aircraft that had been in long-term
storage in the desert.
With FCF training coming soon, preparations are
progressing well; Bombardier should be in a position
to offer FCF training for the CRJ Series aircraft by
early fall of this year. Anyone interested in such
training should contact Esteban at:
esteban.arias@aero.bombardier.com.
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 BOMBARDIER CRJ SERIE S FLIGHT DECK – ISSUE 1, 2014
0004 Bombardier and CAE Sign Flight Training Agreement for CRJ Series
Family of Aircraft
Applicability: All CRJ Series
Reference: Bombardier Aerospace Press Release, May 13, 2014
Bombardier Aerospace recently announced that it has
appointed CAE as its Authorized Training Provider
(ATP) for Bombardier’s CRJ Series family of regional
aircraft that includes the CRJ100/200, CRJ700
NextGen, CRJ900 NextGen and CRJ1000 NextGen
aircraft.
Under the ATP agreement, CAE instructors will deliver
CRJ Series aircraft flight training courses at locations
around the world. The agreement has already taken
effect and Bombardier and CAE are working closely
together to support the training needs of all Bombardier
CRJ Series aircraft operators.
“Our commitment to enhancing our training offering to
customers worldwide remains a top priority,” said Leon
Botteron, General Manager, Aircraft Training,
Bombardier Aerospace. “Working together with CAE
Back to Table of Contents
allows our customers to have increased flexibility for
their long-term training requirements around the world,
with convenient access to a Bombardier-designed
training experience.”
“CAE has proudly served Bombardier operators for over
20 years," Nick Leontidis, CAE Group President, Civil
Simulation Products, Training and Services. “Our new
appointment as CRJ Series Authorized Training
Provider will now add even greater flexibility to
Bombardier in serving its customers with worldwide
state-of-the-art training.”
CAE operates 10 CRJ Series aircraft Full-Flight
Simulators (FFSs) in eight cities of its global training
network: Charlotte, Minneapolis, and Phoenix in the
U.S; Copenhagen, Denmark; Kuala Lumpur, Malaysia;
Madrid, Spain; and Toronto and Montréal in Canada.
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0005 CRJ Series Program Update

Applicability: All CRJ Series Back to Table of Contents

Contributed by: Francois Tessier, Technologist Specialist

Due to the introduction of Link2000+ as well as new European regulations, new options are available regarding CRJ
Series aircraft.

* Generic prices included BA SBs and RC VSBs. For specific pricing as per operator's aircraft configuration, please contact Bombardier
and/or Rockwell Collins for more details.

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CRJ700/900/1000 FMS V 4.2 Desktop Trainer

• Minimum training required when installing options CVNAV & LPV.
• Rockwell can develop Desktop trainer to enable onsite training.
CRJ700/900 FMS Desktop Simulator: $264,000
• Perpetual License.
• 50 Stations, up to two locations.
• The FMS Desktop simulator will be delivered on CD-ROM.
TCAS Change 7.1 Requirements
• Forward fit requirement: March 2012 (In Europe only).
• All CRJ Series aircraft built since 2012 are equipped with TCAS 7.1 as baseline.
• Retrofit requirement: December 2015 (In Europe only).
• CRJ700/900/1000: Service Bulletin available.
• CRJ100/200: Rockwell Collins STC available for aircraft equipped with TTR-920.
• Rockwell Collins VSB available for aircraft equipped with TTR-921.
• No requirement defined for TC or FAA operators.
CRJ200 ADS-B OUT Requirements
Europe:
• Forward Fit: September 2015.
• Retrofit: December 2017 (expect delay to 2019-2020).
• Bombardier is currently evaluating exemption process to obtain a permanent waiver on the CRJ200.
• This will require support of European operators.
• If no exemption possible, a solution shall be developed via Rockwell Collins STC.
North America:
• Forward Fit: January 2020.
• Retrofit: January 2020.
CRJ200 Avionics Update (to be offered via a Rockwell Collins STC)
Scope:
• FMS upgrade to V 4.2.
• Attitude Heading and Reference System AHC-85E replacement with AHRS 3000.
• Radio Altimeter ALT55B replacement with ALT-1000.
• Transponder TTR-920 replacement with TTR2100.
Benefits to Operators:
• LPV capability (not coupled).
• TAWS mode 5.
• Reliability improvement within the avionics.
• Price: $151,321 via Rockwell Collins STC.
VNAV Blanking – MFD
• During FOSC #21, a VNAV blanking issue on MFD was raised.
• As was agreed with operator, this “known” behavior needs to be documented.
• The FMS Pilot Guide has been updated:
 Refer to Addendum 2 to ROCKWELL COLLINS FMS v4.2 Flight Management System for the
Bombardier CRJ700/900/1000 OPERATORS GUIDE dated February 27, 2014.
• If the aircraft descends in a manual vertical flight mode (PTCH or VS modes) near but just below the VNAV
path as reflected by the vertical deviation, it is possible for the VNAV data and TOD to appear and disappear
from the display. In the manual descent mode, the VNAV data is continuously updating in anticipation of
intercepting the VNAV path again.

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0006 In-Service Engineering Review

FOSC Presentation – Bombardier Aerospace

Applicability: All CRJ Series

Presentation by: Brian Baldwin, Specialist, Avionics/Electrical Systems

ATA 5270
Flight Director Un-commanded Speedbug Changes

Issue:
• Speed reference suddenly drops down (typically to 40 knots) without any Pilot action; root cause not defined.
• Operational impact: this results in Flight Crew facing an increased workload.

Achievements:
• January 2014: 8 of 10 micro-QAR installed on CRJ Series aircraft to date.
• January 2014: uQAR download process addressed to prevent loss of data.
• February 2014: One valid event recorded under review.
 FCC was offering LRU.
• February 2014: ADC SW update design freeze.

Strategy:
• ADC SW Upgrade (not final deliverable)
 CRJ100/200 non-CVNAV – BA service bulletin – 3Q ’14.
 CRJ700/900 non-CVNAV – BA service bulletin – 4Q ’14.
 VSB only planned at present with IPC change.
 ADC will address majority of rotary knob erratic operations for Speed Bug.

Future Milestones:
• Continue with mini-QAR recordings to capture more events to zero on root cause.
• Decision to go forward with ADC software under review.
 Benefits presently do not warrant going forward, but further evaluation required.

ATA 36: Air Conditioning System

Single Pack Operation Altitude Limitation

Issue:
• Current “Single Pack” conditions result in altitude limitation.
 Based on full passenger payload.
 Resulting in higher fuel burn.

Achievements:
• January 2013: Concept validation complete

Strategy:
• Provide operators with a table that will provide various altitude limitation options based on passenger head count
in single pack condition.
• Significant fuel savings due to higher altitude flexibility.

Future Milestones:
• Target program approval; First Impact analysis.
• Final Impact analysis; Target Certification Authorities Approval.
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ATA 2605
New Lavatory Smoke Detector

Issue:
• Parts obsolescence P/N 446253-4 (PU90-421R3).
• Current Lav Smoke Detector demonstrates high sensitivity to non-fire generated airborne particles.
• Operational Impact: Air/Ground turnbacks; use of APU for bleeds (first flight of the day).

Achievements:
• June 2013: CRJ200 flight testing completed.
• Resources allocated to prevent further delay in certification.
• Agreement with UTAS that price will remain similar to previous unit.

Strategy:
• Certify a new, direct replacement Lavatory Smoke Detector, which will also serve as a product improvement
by addressing sensitivity issues with the current unit.
• Next parts made (IPC upgrade).
• Cost is unchanged (same as previous Jamco unit).

Future Milestones:
• Prepare certification documentation.
• Finalize parts logistics plan with vendor.
• Prepare Service Letter introducing new Detector (UTAS Fire Defection Systems/Bombardier).
• IPC revision.

Hard Landing Indication System

Background:
Problem Statement: In the past few years, In-Service Engineering has experienced a significant increase in
support for Hard Landing event analysis.

• Worldwide adaptation of Flight Ops Quality Assurance (FOQA) and Safety Management System (SMS) have
spurred this finding.
• Prior to these programs, it was only Pilot reports that initiated hard landing investigations.
• In many cases, the event is discovered days or weeks later.

Background:
Customer Requirements

To address this issue:

• Project was initiated and championed by the Challenger team.
• Part of customers’ Top Priorities list.
• Perceived added value for customer.
• System accelerates initial disposition of the aircraft after a Hard Landing event is reported by the Flight Crew.
• Prevent unnecessary structural inspection and avoidable landing gear removals.

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Current Procedure

Current Requirements Consequences

• FDR download required.
• Specialized equipment needed for FDR download.
• If equipment is not available, it needs to be shipped,
possibly along with qualified personnel.
• Definition is severely conservative due to DCU
reporting limitation.
• Third party services.
• Aircraft grounded for .5 to 2 days due to data
download, data shipping and data analysis.
• FDR low sampling rate.
• Causing up to 40% conservatism margin that leads
to unnecessary downtime and component removal.
• Gear changes when no exceedance has occurred.

Project Objectives
• Develop Hard Landing Indication System in response to customer requests.
• Design, integrate and certify a system suitable for all Bombardier products:
 Initial design targets applied to Challenger aircraft.
• System is ready for installation on other Bombardier aircraft types with only minor testing requirements.

Operators requested a quick and easy method to reduce turnaround time and cost; HLIS was developed for this
need.

Main Chassis

• Stores data from ~25 existing aircraft data parameters:

 ARINC, Analog, Discrete.
• Sufficient memory to record multiple flights for future review:
 80-100 hours for CRJ Series aircraft.
• Critical parameters are recorded at high frequency for accurate event analysis.
• Evaluation of peak value for “Normal Acceleration” is dependable.
• Level “B” Software.

Aircraft ARINC 429 data is acquired from the following systems:

• Left AHRS (IRU) using bus L-IRS-1 going to user L-IOC, IRSRLY, TTR, FQGC.
• Right AHRS (IRU) using bus R-IRS-1 going to user R-IOC, IRSRLY.
• PSEU using bus PSEU-1 going to users R-DCU/L-DCU.
• Input/Output Concentrator (IOC) using bus LA-GP-5 going to users R-DCU/LDCU, LDS, EGPWS.
• Data Concentrator Unit (DCU) using bus L-DCU-5 and L-DCU-7 going respectively to users R-DCU and
LA-IOC/LB-IOC.

Aircraft discrete signals are acquired from the following systems:

• Anti-Skid Control Unit (ASCU).
• Aircraft select input (pin programming).
• Aircraft Electrical Bus.

Maintenance Interface Panel

• Used for event review and data retrieval.

• Modular unit permits installation in cockpit-accessible location.
• Four digit display:
 Normal Acceleration “G” peak value.
 Error ID.
• Fault status light indicates internal system fault.
• Ethernet connection for easy access to stored data via laptop web browser. HLIS Interface
• Supports local FOQA/ FDM program compliance. Panel Sub-System

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Laptop Interface

• HLIS interface is compatible with a laptop through the Ethernet port.

• Communication initiated via the web browser.
• Recorded data can be downloaded for event analysis and returned to service
disposition.

• The reference chart would be available in the AMM.

• The AMM would define the type of Hard Landing for which the chart can be used.
• The AFM remains unchanged.

Operator Action
Operators are requested to:
1. Review the proposed option and potential benefits for their fleet.
2. Complete related survey (contact Brian Baldwin at: brian.baldwin@aero.bombardier.com for details).

• Cost has been minimized.

• Installation kit (SB) would be purchased from Bombardier and would include hardware only.
• Components (Main Chassis, Cockpit Panel, software) would be purchased from L-3 Communications:
 Pricing may be subject to quantity discounts.

ATA 09: Towing

Towbarless Towing Differences on the CRJ200

Issue:
• Why is there only a scissors-connected procedure for towbarless towing of CRJ200 aircraft?

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Response:
• The scissors on the CRJ200 can be easily misconnected so that they look engaged, but can come apart on takeoff.
• On the subsequent landing, with a free-castering and undamped nosewheel, significant shimmy can occur and
damage the gear and structure.
• When the new towbarless towing procedure was created for the CRJ200, this issue was taken into account and it
was decided to only incorporate the towbarless procedure with scissors connected to minimize the risk.
• This is not an issue with the CRJ700/900/1000, which can’t be misconnected in the same way.

ATA 49 Airborne Auxiliary Power - APU Operational Instructions

TCCA Issue:
• Operator requested to review Best Practices for APU-36-150RJ (CRJ100/200) shutdown and harmonize with APU
RE220RJ (CRJ700/900/1000).
 Operator reported improved APU life achieved when performing APU shutdowns while loaded (bleeds).

Status:
• HW SIL APU-78 Rev. 2, released in September 2004, details the following:
 Operate the APU at non-load governed speed for at least two minutes prior to applications of bleed air load.
 Terminated APU operation at the existing operating condition:
• If loaded, shutdown while loaded.
• If unloaded, shutdown unloaded.

Plan:
• FCOM Vol. II, Chapter 4: Normal Procedures (prior to start).
 Caution note already exists for the recommended two-minute stabilization period.
• FCOM Vol. II, Chapter 4: Normal Procedures (after landing) – both platforms.
 No recommendations provided (CRJ200 procedures detail to shut-off bleed prior to APU shutdown).

Solution:
• This SIL was released to accommodate the turbine rotor saddle cracking problem
 APU RE220RJ does not suffer from a similar problem, thus the SIL procedures are not necessary to
incorporate.
• Committee to decide on go-forward plan (if needed).

ATA 2124: Avionics/Equipment Display Cooling - Cockpit Noise Reduction

Issue:
• Some members of the flight community reported that some aircraft are generating more noise than others under the
same ECS/bleed configuration, both on-ground and in-flight.

Achievements:
• September 2012: There are no significant differences between Sound Pressure Level (SPL) values measured by
Bombardier on production aircraft and SPL values measured in-service.
• November 2012: In-service trials.
• December 2012: Maintenance plan definition.
• April 2013: CRJ700/705/900/1000-SL-21-029:
 Inspecting duct system for leaks/blockage.
 Cleaning ducting and cooling fans.
 Filter replacement recommendations.

Strategy:
• Provide Pilots the option to turn the display fan off to reduce noise.

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Future Milestones:
• Feasibility study on switching off Display Fan (in stand-by mode) on ground or during flight:
 Temperature variations and the effect on the cockpit displays are currently being analyzed. Stand-by mode,
ECS flow and the temperature requirements for the cockpit displays are currently being assessed.
• Final decision not expected before 2015.

ATA 52: DOORS

C&D Requirement for Cockpit Door Placard

Issue:
Operators have requested an answer regarding why the cockpit door ground use placard is located here.

Current TC MMEL Addendum for Aircraft with STC SA03-94.

• System 52-51-1 for C&D Aerospace Enhanced Flight Deck Security Door Automatic Locking
System (FAR 25.795 Compliant):
 Item 4: Flight Deck Door Lock Selector Switch.
 Remark C: Alternate procedures are established and used for locking and unlocking the door using the dead
bolt.

• C&D MMEL Document CDR 9397-68A :

 Released 10/10/03 (Rev. NC).
 Unit: Fortified Cockpit Door with Remote Access System (RAS).
 Purpose: This document serves as a justification for MMEL relief (FAA).

Summary

This is the latest input from the C&D Certification Manager:

• The dead bolt ground use only placard should not be removed, and placard removal has never been authorized per
an MMEL procedure.

• For normal door/RAS function, the placard is required to prevent cockpit occupants from latching the dead bolt, thus
negating the RAS and putting the aircraft out of compliance with the regulations (no cabin access possible with dead
bolt latched). The placard is required for normal operations.

• For abnormal operations when the dead bolt is used to secure the cockpit during flight, the placard is no longer
applicable, and it would not be addressed in the MMEL for dead bolt usage because it is not a part of the abnormal
operations process. Dead bolt operations per the MMEL essentially allow the operator to "ignore" the placard under
their procedures approved by their regulatory oversight agency. Since the abnormal operations authorized per the
MMEL and operators’ procedures are only used for a limited number of flights or flight hours, the placard would not be
removed.

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TCCA MMEL HARMONIZATION

Plan:
 4Q 2014: Prepare revision of TC/EASA MMEL (Rev 21).
 Largely based on FAA Rev. 18 changes (18 enhancements).
 New M# items for EASA MMEL.
 Revision currently in draft form and 95% complete.
 Approval for 2014 SOW achieved.

Plan for FAA revision not part of SOW for 2014:

 With the exception of product change-driven MMEL.
 Galley Heater (CRJ700/900/1000).

Portable Electronic Devices - PEDs

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FAA PEDS Policy:

• FAA released new PEDs usage policy on October 13, 2013.

• FAA provides guideline procedure via InFO 13010 in InFO 13010SUP documents.
• InFO 13010SUP gives guidelines to operators to generate an assessment when implementing new
PEDs policy.

• In brief (within others) two options applicable to CRJ Series aircraft given:
 Aircraft that meet RTCA/DO-37 section 3 and 4.
 Aircraft Type Certified that meet FAA/EASE HIRF Special Conditions – (Back Door) +
mitigation and control assessment (Front Door).

Expanded Use to ALL Phases of Flight - New FAA/EASA policy

EASA PEDs Policy:

• EASA released new PEDs usage policy on November 13, 2013.
• EASA has provided short-term guidance to operators when intending to expand the use of PEDs.
Document EASA SIB No: 2013-21.
• EASA SIB No: 2013-21 gives guidelines to operators to generate an assessment when implementing new
PEDs policy.

In brief, “before allowing the expanded use of non-transmitting PEDs on board, operators are expected to
carry out a hazard identification and to manage identified risks (ref. ORO.GEN.200 [a][3]).”
• EUROCAE ED-130.
• Aircraft that meet RTCA/DO-307 section 3 and 4.

EASA does not accept the method of basing Transmitting T-PED assessment purely on the aircraft HIRF
(High Intensive Radiated Fields).

Model: CRJ Series – ALL

TCCA PEDs Policy:

• TCCA has not pronounced yet their position over this new PEDs expanded use policy.
• Although a TCCA announcement is expected, there is no ECD to release their position.

Model: CRJ Series – ALL

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BOMBARDIER CRJ Series – Certification Documents:

• CRJ100/200/700/705/900/1000:
 Type Certificate Data Sheet FAA A21EA
EASA IM.A.023
TCCA A-131

 HIRF Special Conditions FAA CRJ100/200 SC 25-ANM-61

CRJ700/900/1000 SC 25-ANM-109
EASA CRJ100/200 SC F-3 (CRI-F-3)
CRJ700/900/1000 INT/POL/25/2 (CRI D-17)
TCCA CRJ100/200 SCA 91-8
CRJ700 SCA 98-2
CRJ705/900 SCA H2002-05
CRJ1000 SCA 2008-03

HIRF = High-Intensity Radiated Field

Model: CRJ Series - ALL

Bombardier Ongoing Actions

• BA-EMC is currently reviewing Qualification Documented Date regarding HIRF compatibility – <<Back Door >>.
 Why?
• HIRF compatibility reports were applied to external radiated fields affecting aircraft equipment – not applied
purely based on PEDs.

• BA-EMC has performed a CRJ900 « Front Door » testing analysis in the past
• Review and comparison similarity assumption analysis is ongoing.
• Due to aircraft dimension differences and the number and dimensions of windows/doors, antenna arrangement,
etc., a comparison similarity assumption analysis is required.
• Due to the variety of PEDs continually increasing, an additional Front Door testing procedure might be required.
• ECD for ongoing actions and preliminary similarity analysis results – July 2014.
• No ECD defined yet for final aircraft PEDs tolerance BA report.

Model: CRJ Series – ALL

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0007 Operation Procedures Review

Back to Table of Contents

FOSC Presentation – Bombardier Aerospace

Applicability: All CRJ Series

Presentation by: Jacques Nadeau, Chief Customer Liaison Pilot, Commercial Aircraft

Background
• CRJ Series FOSC attendees provided additional comments related to the proposed CRJ200 GEAR
DISAGREE procedure presented last fall.
• These were logged in FOSC # 21 meeting minutes as actions:
 # 9: “No further action required” when GEAR DISAGREE goes out with gear up.
 # 11: Nose wheel steering availability – Clarification.
 # 12: Explanation why retraction not allowed following successful extension.
 # 13: Split procedure for landing gear lever UP / landing gear lever DOWN.

• CRJ Series Customer Liaison Pilot worked with BA Landing Gear and other specialists on
incorporating the latest comments.

Action Items Review

• # 9: “No further action required” when GEAR DISAGREE goes out with gear up:
 Incorporated in the current draft version.

• # 11: Nose wheel steering availability – Clarification:

 The current draft version states: “Nose wheel steering may not be available upon landing, even if
the STEERING INOP caution message is not displayed.”

• # 12: Explanation why retraction not allowed following successful extension:

 The complexity of the various failure modes is such that once the landing gear has been
successfully extended and locked following a malfunction, the only acceptable course of action is to
leave it in that state until landing.

• # 13: Split procedure for landing gear lever UP/landing gear lever DOWN:
 Following analysis of the events that led to the detailed review resulting in the current procedure, it
was concluded by BA and the authorities that a single procedure be implemented to align the
procedure with the single EICAS message, and to avoid confusion as to which procedure to follow.

Draft Procedure
• Will be shown at the next FOSC meeting.

Next Steps
• Bombardier would like to proceed with formal internal approval and submission to TC.

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Unreliable Airspeed

Background
• Bombardier has been working on the preparation of Unreliable Airspeed (URA) procedures for CRJ
Series aircraft (FOSC Action Register item F48 and FOSC #21, action #14).
• When URA conditions occur, pitch/power tables will be used. The same approach has been used by the
other major aircraft manufacturers.
• Multiple simulator sessions have been devoted to development of the procedure, and have included
Transport Canada participation.
• Philosophy:
 Immediate action items.
 Climb in a safe speed range to a safe altitude (if required).
 Stabilization at a safe altitude.
 Troubleshooting to establish current status of airspeed indications.
 Recovery using pitch/power tables if required.

Draft Procedure
• Will be shown at the next FOSC meeting.

Next Steps
• Bombardier would like to proceed with formal internal approval and submission to TC.

Double Engine Failure

• The Double Engine Failure procedures for all CRJ Series aircraft have been under review for a period of
time (FOSC Action Register item O11). The associated engineering review involves numerous system
specialists and is nearing completion.

The main purposes of the review are:

• To simplify the procedures.
• To expedite the possibility of a successful relight.

Philosophy:
• Immediate actions.
• Windmill relight if possible.
• Starter-assisted relight if possible.
• All engines out recovery guidance if required.

Angle of Attack (AOA) Display

Action Items Review

• Two actions identified in FOSC #21 with overlap:
 #17: Flight Sciences to evaluate the feasibility and benefits of an AOA display feature.
 #28: Flight Sciences to research and brief the FOSC on the detailed reasons the AOA display is
not feasible on the CRJ Series for certification reasons.
• Although AOA data can be useful as an alternative reference in some phases of flight (e.g. approach
and landing), this presentation addresses the various issues associated with the implementation and
use of the AOA display.
• Issues relating to a specific display option depend on the implementation scheme itself.
• This presentation focuses on the existing CRJ ‘Flight FTP’ synoptic page as the implementation
scheme.
 Specifically, use of this display as part of URA is postulated.

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Issues Associated with the use of AOA Display:

• Intent of the display:
 The “flight FTP” synoptic page was never conceived of having an operational use.
 It has never been assessed or approved for such use.

• Validity of the data displayed:

 Use of any display in a failure scenario must ensure data is not misleading and does not “do
further harm.”
 It is imperative to understand its limitations under unexpected interactions between aircraft
systems to which the display might be resorted.

• Limitations of AOA data:

 High-speed sensitivity to AOA during high-speed flight.
 Alternative means likely required to prevent an over speed condition.
 Inherent accuracy of the AOA data itself.

• Procedure for use of the display:

 Presenting AOA in the cockpit requires guidance to the crew (it cannot be assumed that they will
be familiar with typical AOA values).
 Would require some form of target ‘fly to’ values (in the manner of the pitch/power target values
being developed for the URA procedure).

• Training on use of display:

 Any procedure for use of a new display would have to be trained for.
 Existing flight simulators may not accurately reproduce the behavior of what is a “not for flight”
display at this time.

Conclusion
• The potential value of an alternate source of reference data in the event of an unreliable airspeed
scenario is not challenged.
• There are a number of issues associated with the operational use of the existing AOA display in the
‘Flight FTP’ synoptic page.
• The decision on the pitch/power table solution follows established industry practice and appears to
provide the most efficient route to the issuance of a procedure to address the URA issue.

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CRJ Series Flight Operations Notes

The FONs below were released after the issuance of the last Flight Deck, Issue 2, 2013 on November 12, 2013. Back to Table of Contents

CRJ100/200 FLIGHT OPERATIONS NOTES

All published Flight Operations Service Letters are available through the www.iflybombardier.com customer portal.
F ON Rev ATA SUBJECT
26- 00 1 -- 2617 Introduction of New Lavatory Smoke Detector Model WKD 3000, P/N 474560-46
27- 00 6 -- 2710 Aileron and/or rudder trim position indication failure
30- 00 3 -- 3041 Side window temperature regulation and associated ambient heat
73- 00 1 -- 7330 Fuel Low Pressure EICAS (Caution) Message
Note:
*CRJ200 FON apply to CRJ100/200/440/Challenger 850

Back to Table of Contents

CRJ700/900/1000 FLIGHT OPERATIONS NOTES

All published Flight Operations Service Letters are available through the www.iflybombardier.com customer portal.
F ON Rev ATA SUBJECT
27- 00 5 -- 2710 Aileron and/or rudder trim position indication failure
30- 00 3 -- 3041 Side window temperature regulation and associated ambient heat
32- 00 4 -- 3251 Tiller usage and landing technique to minimize risk of runway excursion
34- 01 2 A 3460 FMS may occasionally not synchronize after power up on ground
Note:
*CRJ700 FONs also apply to CRJ700/Challenger 870
*CRJ900 FONs also apply to CRJ705/900/Challenger 890

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WHAT’S NEW
Bombardier Confirms Global Broadband
Connectivity to be Offered as Line-fit Option on
CSeries Aircraft
Reference:Bombardier
reference: Bombardier AerospacePress
Aerospace PressRelease,
Release, August
May 13,14,
2014
2013

Bombardier Aerospace recently announced that the

installation of a satellite-based Ku-band antenna on
CSeries Flight Test Vehicle One (FTV1) is now
complete. The installation comes as the company teams
with Panasonic Avionics Corporation (Panasonic) to offer
in-flight global connectivity as a line-fit option for the first
time on a single-aisle aircraft.

The Panasonic eXConnect® system allows operators of

CSeries aircraft to provide passengers with a wide range
of connectivity solutions, including internet browsing,
incoming and outgoing email and mobile telephony, as
well as live television content from both satellite or
ground reception.
“The eXConnect® system is the only global broadband,
in-flight connectivity service available in the world today,
and we are thrilled that it has been chosen to join other
advanced technology systems on the all-new, innovative
CSeries aircraft,” said David Bruner, Vice President,
Global Communication Services, Panasonic Avionics
Corporation. “It is very exciting that airlines can now
select our system for line-fit installation and provide a
truly unique passenger experience enhanced with
broadband internet access, VPN services, email and
much more.”
“We’re excited to publicly share this news about the line-
fit option for in-flight connectivity, as it demonstrates
once again how we are equipping the CSeries aircraft
with leading-edge technologies. Today’s passengers
welcome the convenience that in-flight connectivity
brings and we are working to support airlines in providing
Designed for the growing 100- to 149-seat market, the
100 per cent new CSeries aircraft family combines
advanced materials, leading-edge technology and
proven methods to meet commercial airline
requirements.
the best passenger experience,” said Robert Dewar,
Vice President, CSeries Program, Bombardier
Commercial Aircraft. “In addition to offering connectivity
solutions such as this one, the CSeries family of aircraft
has also been designed to support embedded Audio And
Video On-Demand (AVOD) systems to deliver high-
quality entertainment solutions directly to passengers via
seat-back monitors and also via wireless broadcast.”
During early program phases, the CSeries aircraft’s
design team reserved space for a variety of AVOD and
connectivity systems to ensure there would be no impact
on the aircraft’s cargo or cabin stowage spaces.

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