CRJ FPPM New

FLIGHT PLANNING
AND
PERFORMANCE MANUAL
(FPPM)
CRJ1000
CF34-8C5A1
OPERATION ENGINEERING
CF34-8C5A1
PREFACE
Table Of Content
Flight Planning and Performance Manual
Chapter 0
Preface
Table Of Contents
Preface .....................................................................................................................................................0
Introduction ........................................................................................................................................... 0.1
Control Page ............................................................................................................................................ 0.2
List Of Effectives Pages ............................................................................................................................ 0.3
List Of Revision......................................................................................................................................... 0.4
Glossary .................................................................................................................................................. 0.5
TAKEOFF ..................................................................................................................................................1
FLIGHT PLANNING ...................................................................................................................................2
ENROUTE ............................................................................................................................................... 3
Climb ...................................................................................................................................................... 3.1
Cruise ...................................................................................................................................................... 3.2
Descent ................................................................................................................................................... 3.3
Holding .................................................................................................................................................... 3.4
LANDING .................................................................................................................................................4
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Chapter 0
Preface
Introduction
Section 1
General
This Flight Planning and Performance Manual has been prepared by Operation Engineering.
The purpose of this manual is to provide a complete operational performance data reference including
dispatch and in-flight performance data applicable to a specific airframe engine rating as identified on the
cover page of the document.
This manual is made with reference of CAFM and CIFP and has received permission from Bombardier for a
copy of these manuals.
The manual is periodically revised to incorporate pertinent flight planning and performance information.
In all cases, such revisions and changes must remain compatible with the approved AFM.
In the event of conflict with the AFM, the AFM shall supersede.
Any questions about the content or use of this manual can be directed to:
Operation Engineering (OSE)
GSO building 3rd floor
Phone 021-25601720 / 25601708
Fax 021-5501528
Email : ac.performance@garuda-indonesia.com
Attention : Senior Manager Operation Engineering.
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NUMBER
DATE
INSERT
DATE
PREFACE
List Of Revision
REVISION
BY
NUMBER
DATE
INSERT
DATE
BY
After insertion of each revision, enter revision date as listed on the revision letter after
corresponding revision number
RETAIN THIS SHEET UNTIL REPLACED WITH NEW ISSUE
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Glossary
GLOSSARY
A/I
- Anti Ice
AGS
- Average Ground Speed
CG
- Center of Gravity
DISA
- Deviation from ISA
MCL
- Maximum Climb
MCR
- Maximum Cruise
ROC
- Rate Of Climb
-- oOo
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TAKEOFF
Table Of Content
CF34-8C5A1
Chapter 1
TAKEOFF
Table Of Contents
TEXT ......................................................................................................................................................1.1
Introduction ......................................................................................................................................... 1.1.1
TAKEOFF ...............................................................................................................................................1.2
Atmosphere Data ................................................................................................................................. 1.2.1
Wind Component ................................................................................................................................. 1.2.3
Pressure Altitude Conversion .............................................................................................................. 1.2.4
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INTRODUCTION
A. General
The Take-off Performance Module in the CAFM
calculates all items in the take-off segment,
including the various take-off distances (OEI and
AEO), take-off speeds, maximum tire speed,
brake energy and climb limitations, in varying
conditions of temperature, airport pressure
altitude and airplane weight for the specified
take-off configurations.
The maximum allowable take-off weight is limited
by the most restrictive of the following:
Maximum approved take-off weight (refer to
LIMITATIONS Structural Weight
STRUCTURAL WEIGHT LIMITATION.),
Take-off field length requirements:
OEI and AEO take-off distance,
OEI and AEO take-off run,
Accelerate-stop distance.
Climb requirements,
Obstacle clearance requirements,
Maximum tire speed.
B. Runway Conditions
(1) Dry
The first runway selection given in the drop-down
menu of the Runway Surface Condition Section
under the Runway Data window of the CAFM is
Dry Runway and is used when operating in dry
runway conditions. If operating in runway
conditions other than dry, the dry runway
calculations still need to be run, for comparison
purposes (see paragraph 2. TAKEOFF
PERFORMANCE CALCULATIONS).
(2) Wet
A wet runway condition has a deteriorating effect
on the stopping performance of the airplane and
appropriate corrections should be made to
compensate for this degradation.
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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.
There are two wet runway selections given in the
drop-down menu of the Runway Surface
Condition Section under the Runway Data
window. For wet smooth runways, Wet
Runway must be selected. For wet runways that
have been grooved or treated with porous
friction course material, select Wet Grooved
Runway.
If the take-off weight obtained from the CAFM
calculation for a wet runway is higher than the
take-off weight for a dry runway, use the take-off
weight for a dry runway.
TAKE-OFF PERFORMANCE CALCULATIONS
The Take-off Performance Module in the CAFM
includes the following calculation scenarios:
One engine inoperative take-off,

All engines operating take-off,
Accelerate-stop,
V1 limited by brake energy (V1MBE),
V1 limited by control on the ground
(V1MCG),
Full take-off,
Take-off weight limited by tire speed, and
Take-off
weight
limited
by
climb
requirements.
For details on the listed items, refer to the CAFM

On-line Help. The CAFM user can select the takeoff speed V2 to be used during the take-off run
and the first and second climb segment:
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The following options are available:
DO NOT DRAG THE BRAKES.
1. Minimum V2 /VS :
The Minimum V2 speed is determined using
the minimum V2 /VS ratio. The CAFM verifies
that the resulting V2 speed meets all the
minimum take-off speeds requirements.
2. Specified V2 /VS :
NOTE
B. BTMS Inoperative
NOTE
MAXIMUM ALLOWABLE BRAKE TEMPERATURE

FOR TAKE-OFF
A. BTMS Operative
The minimum brake cooling time after a landing
or a rejected take-off and the maximum allowable
brake temperature for take-off specified in this
section must be observed to ensure sufficient
brake energy capability in the event of a rejected
take-off.
A minimum brake cooling time of fifteen (15)
minutes must be observed between a landing
stop or a rejected take-off and the subsequent
take-off. If a brake overheat warning is displayed
on EICAS, an inspection of the wheel fuse plugs is
required before the next take-off.
BTMS brake temperatures must be in the green
range before take-off.
If conditions exist that can result in water
saturated brakes, use light brake applications
during taxi before takeoff to reach approximately
3 units BTMS.
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Warming of brakes will preclude the chance of

water saturated brakes freezing at altitude and
being locked for landing touchdown.
Use of symmetric braking is recommended to

ensure uniform brake heating.
The operator can select a V2 /VS ratio

between minimum and maximum
allowed values. The CAFM will also verify
that the resulting V2 speed meets all the
minimum take-off speeds requirements.
Take-off speeds and distances are
increased with the use of take-off
overspeed. Take-off overspeed usually
results in improved climb performance,
therefore giving higher take-off weights
limited by minimum climb requirements
and, in some conditions, limited by
obstacle clearance.
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TAKEOFF
Text
Dispatch with the BTMS inoperative must be

conducted with an approved Minimum
Equipment List (MEL). The minimum brake
cooling time at the ramp specified in this section
must be observed following a landing or a
rejected take-off, to ensure sufficient brake
energy capability in the event of a subsequent
rejected take-off.
Brake cooling times are specified for different
V1/V1MBE ratios where V1 and V1MBE are
calculated based upon the appropriate take-off
conditions.
Following a rejected take-off with a brakes
application speed of not more than 80 KIAS, or a
landing at a weight not exceeding the maximum
permissible quick turn-around landing weight, the
following brake cooling times must be observed:
Following a rejected take-off with a brakes

application speed greater than 80 KIAS, or a
landing at a weight exceeding the maximum
permissible quick turn-around landing weight, the
following brake cooling times must be observed,
followed by an inspection of the wheel fuse
plugs:
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If conditions exist that can result in water
saturated brakes, perform the following number
of consecutive brake applications from 20 to
5 kts.
Perform the prescribed number of brake
applications during the last mile/kilometer of taxi
prior to and not including the final stop or snub
before takeoff.
DO NOT DRAG THE BRAKES.
TAKEOFF
Text
the left and crosswind component from the

bottom scale.
PRESSURE ALTITUDE VERSUS TRUE ALTITUDE
The Pressure Altitude Versus True Altitude chart
shows the true altitude variation at reference
pressure altitude for 30 temperature deviation
from ISA.
Example: At a given pressure altitude of 10000 ft
and ISA 20C, the true altitude is: 9280 ft (A)
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.
OBSTACLE CLEARANCE
The gross and net take-off path are determined
through the Take-off Path Module of the CAFM.
This module provides for the calculation of the
take-off path in either the fixed level-off height or
the maximum level-off height scenario.
TAKE-OFF PATH DETERMINATION
INTERNATIONAL STANDARD ATMOSPHERE

The
International
Standard
Atmosphere
tabulated data show temperature, temperature
ratio, pressure, pressure ratio, density, density
ratio, coefficient of viscosity and speed of sound.
The data are tabulated versus varying pressure
altitudes, in 1000-foot and 500-meter
increments. The data are presented in both
imperial units and metric units.
To convert R to F, subtract 459.67. To convert K
to C, subtract 273.15.
WIND COMPONENT
The wind component chart provides crosswind
and head/tail wind components, appropriate to
the runway headings, reported wind velocity and
direction. To use the chart, find the intersection
between reported winds velocity in knots
(circular lines) and the angle in degrees between
reported wind direction and the runway (radial
lines). Then read head/tail wind component to
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The take-off path is determined using a

segmental approach, including the take-off
distance, first, second, level-off acceleration and
final segments (as applicable).
The take-off distance information is obtained
from the take-off performance module. The takeoff path extends up to a minimum gross height of
1500 ft above the runway surface.
The take-off path begins at the start of the takeoff distance and ends at 1500 feet above the
take-off surface, or at the point where transition
from take-off to enroute configuration is
completed, whichever is higher.
The CAFM also allows the calculation of a take-off
path that includes an additional final segment
extending beyond the take-off path defined
previously, up to a gross final height defined by
the user. When determining the take-off path,
the airplane is assumed to be at a height of 35
feet above the take-off surface at the end of the
take-off distance, irrespective of the runway
surface condition. All flight path data are
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calculated relative to the runway surface at the

end of the take-off distance, irrespective of the
runway slope value.
The net flight path must clear all obstacles by a
vertical distance of at least 35 feet.
GRADIENT LOSS IN A STEADY TURN

The gradient loss in a steady turn is given in the
table that follows for a 15-degree bank angle.
For bank angles less than 15 degrees, the
gradient loss may be considered proportional to
bank angle.
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ATMOSPHERE DATA
International Standard Atmosphere (Imperial Units) Standard Day
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PRESSURE ALTITUDE CONVERSION

PRESSURE ALTITUDE VERSUS TRUE ALTITUDE
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FLIGHT PLANNING
Table Of Contents
Chapter 2
FLIGHT PLANNING
Table Of Contents
TEXT ......................................................................................................................................................2.1
Introduction ......................................................................................................................................... 2.1.1
Simplified Flight Planning ..................................................................................................................... 2.1.1
Driftdown ............................................................................................................................................. 2.1.1
SIMPLIFIED FLIGHT PLANNING ...............................................................................................................2.2
Simplified Flight Planning 0.77 M ...................................................................................................... 2.2.1
Simplified Flight Planning LRC ........................................................................................................... 2.2.2
Simplified Flight Planning Standard Mission...................................................................................... 2.2.3
DRIFTDOWN (AFM ENROUTE SPEED) ACCEL/DECEL FROM 0.770 M .................................................. 2.3
ISA ....................................................................................................................................................... 2.3.1
ISA + 10 ............................................................................................................................................... 2.3.5
ISA + 15 ............................................................................................................................................... 2.3.9
ISA + 20 ............................................................................................................................................. 2.3.13
DRIFTDOWN (AFM ENROUTE SPEED) ACCEL/DECEL FROM 0.780 M .................................................. 2.4
ISA ....................................................................................................................................................... 2.4.1
ISA + 10 ............................................................................................................................................... 2.4.5
ISA + 15 ............................................................................................................................................... 2.4.9
ISA + 20 ............................................................................................................................................. 2.4.13
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CF34-8C5A1
INTRODUCTION
This chapter contains flight planning data to
determine trip fuel/time, reserve fuel and
enroute terrain clearance capability. The data
includes engine bleed effects for normal air
conditioning operation, i.e. two packs at normal
flow, one pack bleeding each engine.
SIMPLIFIED FLIGHT PLANNING
The Simplified Flight Planning (all engines
operating) charts are provided for cruise speeds
0.77 M, 0.80 M and LRC at a constant altitude to
determine trip fuel and time from brake release
to touchdown. The mission profile starts at brake
release and includes take-off and acceleration to
enroute climb speed, climb, cruise, descent, and
approach and landing.
To determine driftdown time, fuel and distance,

enter the appropriate table with pressure
altitude for terrain clearance (terrain height plus
2000 ft), move horizontally to equivalent weight
at engine failure (adjusted for ISA deviation and
anti-ice operation as indicated) and read fuel
burned from the point of engine failure by
interpolating between dashed lines. Read time
and ground distance from point of engine failure
by moving vertically downward from equivalent
weight, adjusting distance for wind.
The charts provide data for 100 to 500 NM, 500

to 1000 NM and 1000 NM and above, trip
distances from 25000 ft cruise altitude at fixed
Mach numbers and from 10000 ft cruise altitude
at LRC. Flight planning charts for a 0.77 M cruise
speed are presented with both normal and high
climb and descent speed schedules. The charts
are based on ISA temperature with PACKs on and
anti-ice off.
Take-off and approach segment distances are not
included in the trip distance to be conservative.
Trip distance correction for wind is given for
100 kt wind variation, assuming 100% wind in
cruise and 70% wind in climb and descent. Cruise
distance is a minimum of 30% of the trip
distance. The total fuel required to fly a given
sector is the sum of the trip fuel and the fuel
quantities required for start up (APU), taxiing and
reserve fuel.
DRIFTDOWN
These tables are provided to determine the time,
fuel and distance from engine failure at any point
during driftdown for legal enroute terrain
clearance. Data is based on net performance,
Max Continuous Thrust following engine failure
and level flight deceleration to optimum
driftdown speed (speed for optimum climb
gradient).
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(Ref. CIFP Supplementary Perf. Data 02-05-2)
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Driftdown (AFM Enroute Speed) - accel/decel from 0.770 M

ISA
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ISA
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ISA
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ISA
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ISA
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ISA
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Table Of Contents
Chapter 3
ENROUTE
Table Of Contents
TEXT ......................................................................................................................................................3.1
Introduction ......................................................................................................................................... 3.1.1
Altitude Capability ................................................................................................................................ 3.1.1
Climb .................................................................................................................................................... 3.1.1
Cruise ................................................................................................................................................... 3.1.1
Descent ................................................................................................................................................ 3.1.1
Holding ................................................................................................................................................. 3.1.1
ALTITUDE CAPABILITY (ALTITUDE FOR GROSS WEIGHT) ..................................................................... 3.2
250 KIAS / 0.70 M ............................................................................................................................... 3.2.1
250 KIAS / 290 KIAS / 0.74 M ............................................................................................................. 3.2.2
250 KIAS / 320 KIAS / 0.77 M ............................................................................................................. 3.2.3
CLIMB 250 KIAS / 290 KIAS / 0.74 M ................................................................................................... 3.3
ISA ...................................................................................................................................................... 3.3.1
ISA + 10 .............................................................................................................................................. 3.3.2
ISA + 15 .............................................................................................................................................. 3.3.3
ISA + 20 ............................................................................................................................................... 3.3.4
CRUISE 0.77 M .................................................................................................................................... 3.4
ISA ......................................................................................................................................................
ISA + 10 ..............................................................................................................................................
ISA + 15 ..............................................................................................................................................
ISA + 20 ..............................................................................................................................................
3.4.1
3.4.2
3.4.3
3.4.4
CRUISE 0.78 M .................................................................................................................................... 3.5

ISA ......................................................................................................................................................
ISA + 10 ..............................................................................................................................................
ISA + 15 ..............................................................................................................................................
ISA + 20 ..............................................................................................................................................
3.5.1
3.5.2
3.5.3
3.5.4
LONG RANGE CRUISE .......................................................................................................................... 3.6

ISA ......................................................................................................................................................
ISA + 10 ..............................................................................................................................................
ISA + 15 ..............................................................................................................................................
ISA + 20 ..............................................................................................................................................
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3.6.2
3.6.3
3.6.4
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DESCENT 0.74 M / 290 / 250 KIAS ....................................................................................................... 3.7

ISA ......................................................................................................................................................
ISA + 10 ...............................................................................................................................................
ISA + 15 ..............................................................................................................................................
ISA + 20 ...............................................................................................................................................
3.7.1
3.7.2
3.7.3
3.7.4
DESCENT 0.78 M / 290 / 250 KIAS ....................................................................................................... 3.8

ISA ......................................................................................................................................................
ISA + 10 ...............................................................................................................................................
ISA + 15 ..............................................................................................................................................
ISA + 20 ...............................................................................................................................................
3.8.1
3.8.2
3.8.3
3.8.4
EMERGENCY DESCENT ........................................................................................................................ 3.9

ISA ......................................................................................................................................................
ISA + 10 ...............................................................................................................................................
ISA + 15 ..............................................................................................................................................
ISA + 20 ...............................................................................................................................................
3.9.1
3.9.2
3.9.3
3.9.4
HOLDING (HOLDING AT FIXED GROSS WEIGHT) ................................................................................ 3.10

200 KIAS ; ISA + 20 ............................................................................................................................ 3.10.1
230 KIAS ; ISA + 20 ............................................................................................................................ 3.10.2
At VMD ............................................................................................................................................. 3.10.3
DATE : 19 MAR 2015

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Text
INTRODUCTION
This chapter contains in-flight data for use as
general reference in airplane performance
monitoring, flight planning studies and as a
supplement to information provided in the
Operations Manual.
ALL ENGINES
CLIMB
Enroute Climb
The Enroute Climb tables are based on 280 /.78
climb speed. Local ATC may require that 250 KIAS
not be exceeded below 10000 ft. See Flight
Planning Allowances in Chapter 2 for additional
fuel burn when this restriction is imposed.
CRUISE
Cruise tables are provided for Long Range Cruise
and .79M speed schedules with both engines
operating assuming normal engine bleed for air
conditioning (2 bleeds/2 packs on). These tables
are similar to the cruise control tables presented
in the Performance Inflight chapter of the QRH
and are expanded to include true airspeed and
Max Cruise Thrust setting information.
To account for APU fuel burn, refer to the APU
Operation during Flight table in the chapter 2
text.
DESCENT
in straight and level flight, these values may be

reduced by 5%.
ENGINE INOPERATIVE
Enroute Performance is used to determine the
single-engine net enroute climb gradient and net
ceiling versus weight, as well as enroute climb
speeds VENR (IAS), at FLAPS 0, with the operating
engine at maximum continuous thrust rating.
The net enroute climb gradient is calculated by
reducing the gross enroute climb gradient by
1.1%. The CAFM calculator allows for the
determination of wind effect (headwind or
tailwind) on the climb gradient.
The net ceiling is determined for the specified
weight input(s) by calculating the altitude at
which a net enroute climb gradient of 0% is
achieved. Wind is not accounted for in the
calculations of the net ceiling.
ALTITUDE CAPABILITY
The Engine Inoperative Altitude Capability tables
are based on the thrust limited capability with
100 ft/min residual rate of climb. For the engine
inoperative case, buffet capability is not
considered limiting. Tables are shown for Long
Range Cruise and constant speeds of 280, 290,
310 and 330 KIAS for both Max Continuous and
Max Cruise Thrust. Adjust the table values for
thermal anti-ice operation as shown below the
tables.
Time, fuel, and distance for descent are shown

for two descent speed schedules. This data
includes the effect of a 250 KIAS speed restriction
below 10000 ft and includes a straight in
approach with flaps down at the outer marker.
HOLDING
%N1 required, indicated airspeed and fuel flow
information are tabulated for holding at flaps up
based on the recommended holding speeds.
Small variations in airspeed will not appreciably
affect the overall endurance time. The fuel flow is
based on a racetrack holding pattern. For holding
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Altitude Capability
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Altitude Capability (Altitude for Gross Weight)

Climb / Cruise Ceiling
250 KIAS / 0.70 M
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250 KIAS / 290 KIAS/ 0.74 M
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250 KIAS / 320 KIAS/ 0.77 M
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Altitude Capability
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Climb
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Climb 250 KIAS / 290 KIAS/ 0.74 M
ISA
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ISA + 20
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Cruise
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Cruise (Cruise at Fixed Gross Weight)

Cruise 0.77 M
ISA
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ISA
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ISA + 15
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ISA + 20
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ISA
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ISA + 10
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ISA + 15
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ISA + 20
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Long Range Cruise Table
ISA
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Cruise

ISA
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ISA
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ISA
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ISA + 10
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Cruise

ISA + 10
DATE : 19 OCT 2015

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ENROUTE
Cruise

ISA + 15
DATE : 19 OCT 2015

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ENROUTE
Cruise
CF34-8C5A1
ISA + 15
DATE : 19 OCT 2015

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CF34-8C5A1
ENROUTE
Cruise

ISA + 15
DATE : 19 OCT 2015

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Cruise
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ISA + 20
DATE : 19 OCT 2015

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CF34-8C5A1
ENROUTE
Cruise

ISA + 20
DATE : 19 OCT 2015

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ENROUTE
Cruise
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ISA + 20
DATE : 19 OCT 2015

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ISSUE : 1
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ENROUTE
Cruise

ISA + 20
DATE : 19 OCT 2015

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Holding
Holding (Holding at Fixed Gross Weight)

Holding at 200 KIAS ; ISA + 20
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Holding at 230 KIAS ; ISA + 20
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Holding
Holding at VMD (Minimum Drag Speeds) ; ISA + 20
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Holding
DATE : 19 OCT 2015

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Descent
Normal Idle Descent

Descent 0.74 M / 290 / 250 KIAS
ISA
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.1.1
ISSUE : 1
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ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.1.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.1.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.1.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.2.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.2.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.2.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.2.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.3.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.3.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.3.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.3.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.4.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.4.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.7.4.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.74 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.7.4.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.1.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.1.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.8.1.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.1.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
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FPPM 3.8.2.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.2.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.2.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.2.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.3.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.3.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.3.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.3.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.4.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.4.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.4.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Descent 0.78 M / 290 / 250 KIAS

ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.8.4.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.1.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.1.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.1.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.1.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.1.5
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.1.6
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.2.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.2.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.2.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.2.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.2.5
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 10
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.2.6
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.3.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.3.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.3.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.3.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.3.5
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 15
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.3.6
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.4.1
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.4.2
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.4.3
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.4.4
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.4.5
ISSUE : 1
CF34-8C5A1
ENROUTE
Descent
Emergency Descent
ISA + 20
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 3.9.4.6
ISSUE : 1
LANDING
Table Of Content
CF34-8C5A1
Chapter 4
LANDING
Table Of Contents
TEXT ......................................................................................................................................................4.1
Landing .................................................................................................................................................... 4.1
APPROACH CLIMB PERFORMANCE ..................................................................................................... 4.2
LANDING CLIMB PERFORMANCE ........................................................................................................ 4.3
LANDING WEIGHT LIMITED BY CLIMB REQUIREMENT ......................................................................... 4.4
LANDING DISTANCE (DISPATCH) AND SPEEDS ..................................................................................... 4.5
Dry Runway ; 0 Wind .......................................................................................................................... 4.5.1
Wet Runway ; 0 Wind ........................................................................................................................ 4.5.3
Dry Runway ; Tailwind ( -5 KTS ) ....................................................................................................... 4.5.5
Wet Runway ; Tailwind ( -5 KTS ) ....................................................................................................... 4.5.7
Dry Runway ; Tailwind ( -10 KTS ) ...................................................................................................... 4.5.9
Wet Runway ; Tailwind ( -10 KTS ) .................................................................................................. 4.5.11
DATE : 19 OCT 2015

F-OS-135
CRJ1000
4 TOC 0. 1
ISSUE : 1
CF34-8C5A1
LANDING
Table Of Content
DATE : 19 OCT 2015

F-OS-135
CRJ1000
4 TOC 0.2
ISSUE : 1
CF34-8C5A1
LANDING
Text

LANDING
The Approach and Landing Performance Module
of the CAFM provides for the following scenarios:
Approach climb performance,
Landing climb performance,
Landing weight limited by climb
requirements,
Landing distance and speed.
The maximum allowable landing weight is limited
by the most restrictive of the following:
Maximum approved landing weight,

Runway length available,
Climb requirements.
APPROACH CLIMB PERFORMANCE

This scenario calculates the gross approach climb
gradient and the approach climb speed (V2GA
[IAS]) for a specified airport pressure altitude and
other associated conditions.
for a specified airport pressure altitude and other

relevant conditions.
LANDING WEIGHT LIMITED BY CLIMB
REQUIREMENTS
This scenario calculates the landing weight
limited by climb requirements and the limiting
segment (approach or landing).
LANDING DISTANCE AND SPEED
This scenario calculates the landing distance and
speed. The landing distance is calculated for ISA
temperature only and assumes no runway slope.
The landing distance is calculated considering the
following segments:
Airborne distance from 50 ft height point
to touchdown,
Delay distance from touchdown to full
braking configuration including derotation,
Braking distance.
LANDING CLIMB PERFORMANCE

This scenario calculates the gross landing climb
gradient and the landing climb speed (VLC [IAS])
DATE : 19 OCT 2015

F-OS-135
CRJ1000
--oOo--
FPPM 4.1.1
ISSUE : 1
CF34-8C5A1
LANDING
Text
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.1.2
ISSUE : 1
LANDING
CF34-8C5A1
Approach Climb Performance

APU OFF; Anti Ice OFF; Packs ON (ECS Bleed)
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.2.1
ISSUE : 1
LANDING
CF34-8C5A1
Landing Climb Performance

DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.3.1
ISSUE : 1
LANDING
CF34-8C5A1
Landing Weight Limited by Climb Requirement

DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.4.1
ISSUE : 1
LANDING
CF34-8C5A1
INTENTIONALLY LEFFT BLANK
DATE : 19 OCT 2015

F-OS-135
CRJ 1000
FPPM 4.4.2
ISSUE : 1
LANDING
CF34-8C5A1
Landing Distance (Dispatch) and Speeds

DRY RUNWAY ; 0 WIND
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.1
ISSUE : 1
LANDING
CF34-8C5A1
DRY RUNWAY ; 0 WIND
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.2
ISSUE : 1
LANDING
CF34-8C5A1
WET RUNWAY ; 0 WIND
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.3
ISSUE : 1
LANDING
CF34-8C5A1
WET RUNWAY ; 0 WIND
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.4
ISSUE : 1
LANDING
CF34-8C5A1
DRY RUNWAY ; TAILWIND (-5 KTS)
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.5
ISSUE : 1
LANDING
CF34-8C5A1
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.6
ISSUE : 1
LANDING
CF34-8C5A1
WET RUNWAY ; TAILWIND (-5 KTS)
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.7
ISSUE : 1
LANDING
CF34-8C5A1
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.8
ISSUE : 1
LANDING
CF34-8C5A1
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.9
ISSUE : 1
LANDING
CF34-8C5A1
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.10
ISSUE : 1
LANDING
CF34-8C5A1
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.11
ISSUE : 1
LANDING
CF34-8C5A1
DATE : 19 OCT 2015

F-OS-135
CRJ1000
FPPM 4.5.12
ISSUE : 1

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FLIGHT PLANNING

DATE : 19 OCT 2015

INTENTIONALLY LEFT BLANK

DATE : 19 OCT 2015

Flight Planning and Performance Manual

DATE : 19 OCT 2015

Flight Planning and Performance Manual

INTENTIONALLY LEFT BLANK

DATE : 19 OCT 2015

INTENTIONALLY LEFT BLANK

Date : 19 OCT 2015

FLIGHT PLANNING AND PERFORMANCE MANUAL

INTENTIONALLY LEFT BLANK

Date : 19 OCT 2015

FLIGHT PLANNING AND PERFORMANCE MANUAL

RETAIN THIS SHEET UNTIL REPLACED WITH NEW ISSUE

Date : 19 OCT 2015

FLIGHT PLANNING AND PERFORMANCE MANUAL

INTENTIONALLY LEFT BLANK

Date : 19 OCT 2015

FLIGHT PLANNING AND PERFORMANCE MANUAL

- Average Ground Speed

- Deviation from ISA

Date : 19 OCT 2015

FLIGHT PLANNING AND PERFORMANCE MANUAL

INTENTIONALLY LEFT BLANK

Date : 19 OCT 2015

FLIGHT PLANNING AND PERFORMANCE MANUAL

DATE : 19 OCT 2015

INTENTIONALLY LEFT BLANK

DATE : 19 OCT 2014

DATE : 19 OCT 2015

A runway is considered to be wet when there is

One engine inoperative take-off,

For details on the listed items, refer to the CAFM

DO NOT DRAG THE BRAKES.

MAXIMUM ALLOWABLE BRAKE TEMPERATURE

Warming of brakes will preclude the chance of

Use of symmetric braking is recommended to

The operator can select a V2 /VS ratio

DATE : 19 OCT 2015

Dispatch with the BTMS inoperative must be

Following a rejected take-off with a brakes

the left and crosswind component from the

Warming of brakes will preclude the chance of

INTERNATIONAL STANDARD ATMOSPHERE

The take-off path is determined using a

calculated relative to the runway surface at the

GRADIENT LOSS IN A STEADY TURN

DATE : 19 OCT 2015

International Standard Atmosphere (Imperial Units) Standard Day

DATE : 19 OCT 2015

International Standard Atmosphere (Metric Units) Standard Day

DATE : 19 OCT 2015

DATE : 19 OCT 2015

PRESSURE ALTITUDE CONVERSION

DATE : 19 OCT 2015

DATE : 19 OCT 2015

INTENTIONALLY LEFT BLANK

DATE : 19 OCT 2015

To determine driftdown time, fuel and distance,

The charts provide data for 100 to 500 NM, 500