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Pilot
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CRJ200 PILOT OPERATING HANDBOOK
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Revision 6
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Record the revision number and date of insertion on this page. All
additions, corrections, or changes to manuals will be issued as
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sequence. Revisions shall be incorporated into the manual as
soon as possible, but no later than the published effective date,
and shall not be inserted out of numerical sequence unless so
instructed on the Instruction page that accompanies the revision.
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Table of Contents
Table of Contents
Revision Highlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HGH-1
Record of Revisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROR-1
Manual Revision Status . . . . . . . . . . . . . . . . . . . . . . . . . . . RST-1
Operations Bulletin Summary Record . . . . . . . . . . . . . . . OBS-1
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEP-1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOC-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO-1
Table of Contents
Table of Contents
Chapter 2 Limitations
Section 1. Introduction ....................................................................... 2-1
A. Limitations ..................................................................................2-1
B. Compliance.................................................................................2-1
C. General.......................................................................................2-1
D. Kinds of Airplane Operation ........................................................2-1
E. Crew Headsets ...........................................................................2-1
F. Reduced Vertical Separation Minimum
(RVSM) Minimum Equipment Required .......................................2-2
Section 2. Structural Weight Limitations .............................................. 2-3
Section 3. Center of Gravity (Limits) ................................................... 2-3
Section 4. Operating Limitations ......................................................... 2-4
A. Altitude and Temperature Operating Limits .................................2-4
B. Operating in Icing Conditions ......................................................2-5
C. Thrust Settings ...........................................................................2-8
D. Super-Cooled Large Droplet lcing ...............................................2-9
E. Runway Slopes ...........................................................................2-9
F. Tailwind Condition ......................................................................2-9
G. Minimum Flight Crew ..................................................................2-9
H. Cargo..........................................................................................2-9
I. Cargo Compartment....................................................................2-9
J. Ozone Concentration ..................................................................2-9
Section 5. Power Plant ..................................................................... 2-16
A. Engine Type .............................................................................2-16
B. Engine Indications ....................................................................2-16
C. Engine Operating Limits............................................................2-17
D. Airplane Cold Soak ...................................................................2-17
E. Oil Temperature ........................................................................2-18
F. Oil Pressure ..............................................................................2-18
G. Continuous Engine Ignition .......................................................2-18
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Chapter 9 Performance
Section 1. General ............................................................................. 9-1
A. FAR 121.191 Enroute Limitations: One Engine Inoperative .........9-1
B. FAR 121.161 Airplane Limitations: Type of Route .......................9-1
C. FAR 121.617 Alternate Airport for Departure...............................9-2
D. Diversions to Airports..................................................................9-2
E. Performance Requirements ........................................................9-2
Section 2. Performance Definitions ..................................................... 9-3
A. Airspeeds....................................................................................9-3
B. Determination of Maximum Allowable Takeoff Weight .................9-4
Section 3. AeroData ........................................................................... 9-7
A. General.......................................................................................9-7
Section 4. AeroData Takeoff Reports .................................................. 9-8
A. General.......................................................................................9-8
B. Runway Conditions ...................................................................9-13
C. Ground Vehicle Runway Friction Readings ...............................9-14
D. Takeoff On Wet, Slippery, Or Contaminated Runways ..............9-15
E. Reduced Thrust Takeoff............................................................9-16
F. Runway Naming Conventions ...................................................9-17
G. Performance Penalties With Airplane Systems Inoperative .......9-19
Section 5. Takeoff Performance ........................................................ 9-20
A. Takeoff Runway Analysis Report ..............................................9-20
B. Takeoff and Landing Report (TLR) General Layout ...................9-21
C. TLR Sections ............................................................................9-22
D. Takeoff Report Max Temp Section .........................................9-26
E. Takeoff Report Max Weight Section .......................................9-29
F. Takeoff Report Runway Notes ...............................................9-31
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Table of Contents
Chapter 12 Differences
Section 1. Doors (General) CRJ200 Fleet .......................................... 12-1
Section 2. Main Cabin Entry Door ..................................................... 12-2
A. Phase III Main Passenger Door ................................................ 12-2
B. Phase IV Main Passenger Door................................................ 12-6
Introduction
Introduction
The information contained in this publication represents the CRJ200
Pilot Operating Handbook (CRJ200 POH) for Chautauqua Airlines
and replaces the aircraft manufacturers Airplane Flight Manual (AFM)
in accordance with FAR 121.141(b).
Chapter 2 - Limitations
Contains FAA, Chautauqua Airlines, and manufacturer imposed
airplane and systems limitations.
Introduction
Chapter 9 Performance
Explains the use of data provided by AeroData as well as informa-
tion derived from the manufacturers FAA approved AFM. Takeoff
and landing speed cards are also provided as a backup to those
carried separately onboard the aircraft.
Introduction
Chapter 12 Differences
Contains descriptions and pictorials of the different CRJ200 air-
craft configurations.
Chapter 13 Abbreviations and Acronyms
Contains alphabetical abbreviations and acronyms listing.
Index
Alphabetical listing by subject
Questions
Chautauqua Airlines encourages all flight crewmembers to
address any questions or concerns regarding this manual to either
the Flight Standards Department, the CRJ200 Program Manager
or the Chief Pilot.
Dirk Melchior
Manager of Flight Standards
Chautauqua Airlines
8909 Purdue Rd, Suite 300
Indianapolis, IN 46268
Introduction
Chapter 1
General Policies
Section 1 General Statement
A. Scope
The information contained in this publication represents the
CRJ200 Pilot Operating Handbook (CRJ200 POH) for Chautau-
qua Airlines and replaces the aircraft manufacturers Airplane
Flight Manual (AFM) in accordance with FAR 121.141(b).
The Bombardier Flight Crew Operating Manual (FCOM), Volume
1, which contains detailed system information, will be retained in
each aircraft under a separate cover.
Note: This one aircraft has multiple designations, CRJ200,
CL-65, and CL-600-2B19.
B. Standard Operating Procedures
Central to the CRJ200 POH is the institution of Standard Operat-
ing Procedures (SOP) for the CRJ200 regional jet fleet. Research
has shown that standardized procedures and defined cockpit
communications are significant factors in maintaining flight safety.
The SOP form the shared mental model that flight crewmembers
need to perform their tasks effectively as a team. Promoting team
performance also accomplishes the main objective of Crew
Resource Management (CRM). Chautauqua Airlines is therefore
committed to providing SOP that are clear, comprehensive, and
readily available to its flight crewmembers.
At the same time, however, the SOP presented in this manual aim
to reduce as much as possible the operational shortcomings com-
mon to human interaction. These may include improper coordina-
tion among flight crewmembers, improper coordination between
flight and cabin crewmembers, distraction from basic flying skills
and misunderstandings.
B. Challenge-Do-Verify
In abnormal situations especially during emergencies the
Challenge-Do-Verify (CDV) method will be utilized. This requires
that the Pilot Monitoring (PM) to first make a challenge before an
action is initiated, complete the action, and then verify that the
action has been accomplished. The primary advantage of the
CDV method is the deliberate and systematic manner in which
each action item must be accomplished. The CDV method also
facilitates teamwork, provides for concurrence from the Pilot Fly-
ing (PF) before a critical action is taken, and attains positive con-
firmation that the action was accomplished. A checklist shall be
called for once it is ascertained that the checklist can be com-
pleted in its entirety without interruption.
C. Challenge and Response under Normal Operating Conditions
1. On the Ground:
With the exception of the DELAYED ENGINE START and the
TERMINATING CHECK, all checklists on the ground will be
read by the First Officer (FO) and responded to by the Captain
(CA). If a response is required by both crew members the
Captain will respond first followed by the FO response. The
After Landing Check and Delayed Engine Start will be
completed by the FO who will read aloud both the challenge
and appropriate response. While the CAs primary focus
should be placed on safely taxiing the aircraft, the CA should
also monitor the progress of the check. The CA may
accomplish the TERMINATING CHECK alone.
2. In flight:
The PM will read each item and the PF will make the standard
response, after assuring that the action has been
accomplished. The only exception is the CLIMB CHECK. This
checklist is completed by the PM utilizing the DV method.
With regard to emergency and abnormal situations, as soon
as practical after the aircraft is stabilized, the crew will utilize
the appropriate checklist to assure all subsequent actions are
accomplished correctly. When using the emergency,
abnormal, and subsequent normal checklists, the PM will
confirm with the PF that the correct checklist is being
addressed for the specific situation. The PM will accomplish
the checklist(s) in accordance with the CDV method.
e. SHUTDOWN CHECK
F. First Flight Items
Items marked with a 1 will be completed on the first flight of the
day only. If there is a crew change the 1 items need not be com-
peted if it can be ascertained from the Aircraft Maintenance Log-
book that the aircraft has flown that day. The PIC is responsible for
ensuring that the aircraft is properly configured prior to the
BEFORE START CHECK.
G. Configuration Changes
When the CA/PF requests a configuration change, the FO/PM will
verbally acknowledge the request prior to initiating the action.
Example:
PF: Gear down;
PM: Gear down; then selects landing gear lever down.
H. Checklist Responses
1. TESTED means that a specific test is defined in the
expanded checklist and that this test has been accomplished
successfully.
2. ARMED means a specific switch position is used to arm a
required system.
3. CHECKED means that the crew verified the proper function
of a particular aircraft system (e.g., trim) or detected any
obvious unsatisfactory condition or discrepancy. It also means
that a review of aircraft documentation (e.g., Aircraft
Maintenance Logbook, manuals, etc.) was completed.
4. COMPLETE means the task of a specific procedure as
defined in this manual have been accomplished.
C. Autopilot Operation
1. Use the autopilot system to the maximum extent possible
during all phases of flight as this promotes heightened
situational awareness for both crew members.
2. While CHQ encourages every pilot to maintain their hand
flying skills, it is Company policy to conduct coupled
instrument approaches under normal conditions with the
autopilot engaged whenever weather conditions are either:
ceiling below 500 feet, or
visibility below 1 SM.
D. Altitude Preselect
1. Autopilot ON or OFF
a. Verification
The PM will read back the altitude to ATC and
simultaneously set the altitude preselect. The PM will not
remove his/her hand from the preselect knob until the PF
visually checks and verbally confirms the correct altitude is
set.
Event PF PM
New assigned Repeat altitude assignment
altitude by ATC to ATC,
Simultaneously set new alti-
tude in the Altitude Prese-
lect.
Visually check the ASEL. Do not remove hand from
Confirm altitude set by stat- the ASEL knob until PF con-
ing the new altitude. firms altitude.
_____ _____
4. Airspeed Corrections
a. Wind Correction:
Vref = Landing speed without any wind correction
- This speed is NEVER adjusted for wind
Target airspeed = Vref + 5 KIAS, or Vref + wind
correction
- Whichever is higher
Wind correction is determined by factoring in of the
headwind component + gust value (which is defined as
the difference between the maximum gust and the
steady state headwind component) and is not to
exceed a maximum of 10 knots correction.
5. Malfunction Correction:
Vref = Landing speed without any wind correction
- This speed is adjusted for malfunction as per the
Abnormal or Emergency checklist.
- This speed is NEVER adjusted for wind
Adjusted Vref = original Vref + malfunction penalty
- If more than one malfunction penalty exists, ONLY
the highest, most conservative speed will be
added.
Adjusted target speed = Adjusted Vref + wind
correction.
- The wind correction will now be added in addition
to the malfunction penalty. The wind correction
plus malfunction penalty is not to exceed a
maximum of 30 knots.
FMS PM PM
(in flight) When commanded by PF When commanded by PF
Exception: Exception:
PF when PM is unable to perform PF when PM is unable to perform
task and workload permits task and workload permits
RTUs PM PM
(in flight) When ATC assigns a new fre- When ATC assigns a new fre-
quency/transponder code without quency/transponder code without
specific prompt by PF specific prompt by PF
or or
When commanded by PF When commanded by PF
Exception: Exception:
PF when PM is unable to perform PF when PM is unable to perform
task and workload permits task and workload permits
RTUs PM PM
(approach) Tunes and identifies approach Tunes and identifies approach
NAV radios, when commanded NAV radios, when commanded
by PF by PF
Exception: Exception:
PF when PM is unable to perform PF when PM is unable to perform
task and workload permits task and workload permits
2. RTU Setup
a. COM 1 will be used as the primary radio for communication
with ATC.
b. COM 2 is the secondary radio used for "Company Radio"
communication or ATIS.
c. Cross-side Transfer Button (1/2 Button)
When using the Cross-side Transfer Button to tune the
cross-side RTU, ensure the on-side RTU is re-selected
immediately.
I. Altimeter Setting
Whenever a new altimeter setting has been received, both pilots
must set the new setting and confirm that all altimeters are set
correctly.
Event PF PM
Change of Repeats Altimeter Setting to
Altimeter ATC.
Setting CAPT sets new Altimeter FO sets new Altimeter Set-
Setting left and center. ting right.
CAPT announces, FO announces,
____ SET LEFT AND CEN- ____ SET ON THE RIGHT
TER. AND CROSS-CHECKED.
J. Altitude Callouts
Both pilots will call out 1,000 feet prior to any assigned altitude and
the assigned altitude. An example would be FIVE THOUSAND
FOR FOUR THOUSAND, thereby indicating the current and
expected level-off altitude. The callout 1,000 TO GO will not be
used.
Event PF PM
At 1000 feet to Announces altitude passing Announces altitude passing
an assigned for assigned altitude; e.g, for assigned altitude; e.g,:
Altitude 3000 FOR 4000 OR 3000 FOR 4000 OR
FL 240 FOR 250. FL 240 FOR 250.
Event PF PM
Control State heading, altitude, and
transfer is airspeed that will be main-
needed by PF tained.
____, YOUR CONTROLS.
MY CONTROLS.
When PF is State any changes to head-
ready to resume ing, altitude, and airspeed;
control of the ____, YOUR CONTROLS.
aircraft or
NO CHANGE, YOUR CON-
TROLS.
MY CONTROLS.
Min. 2 Crew 889 938 987 1035 1084 1133 1182 1230 1279 1328
Press 2 Crew +
(psi) 1208 1282 1357 1431 1505 1579 1654 1728 1802 1877
Obs
Example:
Airworthiness release signed off after a routine inspection on
1-May = legal to depart until midnight local time on 11-May.
The next sign-off must be accomplished before the first flight on
12-May.
Section 10 Aircraft Discrepancies
Refer to General Operations Manual (GOM), Chapter 5, Mainte-
nance Irregularities.
E. Maintain CRM
- Maintain Sterile Cockpit.
- Use standard ATC phraseology.
- Read back all hold short and crossing instructions with ATC
and verify with each crewmember.
- Always clarify any misunderstandings concerning ATC
instructions or clearances.
F. Cockpit Coordination
- Both crewmembers will coordinate all taxi maneuvers and
maintain constant vigilance in terminal ramp areas and when
crossing taxiways and runways.
- Taxiing on the marked taxi-line/centerline does not guarantee
obstacle and/or wing tip clearance.
- Continuously be aware of wing tip clearance and use both
crewmembers' vigilance and judgment to keep well clear of
obstacles.
WARNING: Company communications will be minimized and
checklists will be held until ALL active runways are
cleared and the possibility of a runway incursion is
minimized.
G. Crossing Taxiways and Runways
1. Both pilots check their respective side of the runway for
conflicting traffic and state, Clear left (right). In addition,
when the crew is satisfied that the runway to be crossed is
clear in both direction, both state, Cleared to Cross. They
should both look in the opposite direction to double check
each other.
2. If either crew member is in doubt about the clearance to cross
a runway, reaffirm with ATC the clearance to enter or cross a
runway before crossing the hold short line.
3. When the aircraft is on any runway, all exterior lights will be
illuminated.
Note: If the runway is being utilized as a taxiway the Captain
may use discretion with exterior lights.
Event CA FO
Approaching Check left side for conflicting Check right side for conflict-
taxiway traffic ing traffic
intersections CLEAR LEFT CLEAR RIGHT
Approaching Check left side for conflicting Check right side for conflict-
runway traffic ing traffic
intersections CLEAR LEFT - CLEARED CLEAR RIGHT -CLEAR TO
TO CROSS CROSS
Cross check other side. Cross check other side.
IF IN DOUBT Confirm with ATC clearance to enter/cross a runway
before crossing the hold short line!
1. Navigation Lights
Navigation lights will be on whenever the aircraft is powered.
2. Beacon
The red beacons will be turned on prior to main engine start
and remain on until the main engines are shut down.This also
activates the Digital Flight Data Recorder (DFDR).
3. Exterior Lights
a. When the aircraft is on any runway, all exterior lights will be
ON.
Note: If the runway is being used as a taxi way the crew may
use discretion with the use of exterior lighting.
b. Below 18,000 feet all exterior lights, except for landing
lights, will be ON.
Note: Strobe lights are used for all flight operations as long as
they do not create a distraction to the flight crew.
c. Landing lights will be operated in accordance with proce-
dures outlined in Chapter 4.
B. Display Unit Brightness
Display units (PFD, MFD, & EICAS) should be dimmed between
flights to extend the life of the unit. Statistics have shown that
every hour that a display is operated at its higher intensity of
brightness; its life-expectancy is reduced by two hours. By turning
down the displays between flights when they are not needed, we
will increase the life of our Display units dramatically.
C. Windshield Heat
The windshield heat is used to prevent fog formation on the inner
surface and to prevent ice accumulation on the exterior of the
windshield.
In all phases of flight, the windshield heat will normally be selected
to LOW.
The HIGH setting should not normally be used unless directed
by the QRH, POH, or the Captain deems its use necessary.
D. Thrust Lever Positions
Throughout the manual, the following thrust lever positions are
defined as:
1. IDLE
Idle is defined as the lowest forward thrust setting. It is located
at the idle thrust lever stop. Shutoff Release Latches are used
to advance the thrust levers from Shutoff to Idle and to retard
the levers from Idle to Shutoff.
2. SHUTOFF
Shuts off fuel to the engines at the FCU. Located at rear
Thrust Lever stop. Obtained by lifting the Shutoff Release
Latches and retarding to aft of Idle.
3. REVERSE
Thrust Reverser Levers are located forward of the main Thrust
Levers and provide reverse thrust during ground operations
only. A mechanical interlock prevents selection of Reverse
Thrust before Thrust Levers are at Idle.
4. MAX POWER
Nominal forward thrust setting located at the forward thrust
lever stop.
E. Crew Alerting System (CAS)
During normal operations when a new STATUS message
appears, the pilot who notices the message will bring the message
to the attention of the other pilot. After mutual acknowledgement
the message will be cleared by the Pilot Monitoring (PM).
For WARNING or CAUTION messages refer to Chapter 6.
C. Flight Release
1. Aircraft equipment code in the flight plan of the release is key
for dispatching into RNAV operational procedure.
2. Chautauqua Airlines will utilize the following aircraft
equipment suffixes for the CRJ200:
a. Normal operation:............... ......................................"/Q"
b. FMS (GPS) deferred, but RVSM capable:.............. "/W"
c. Non-RVSM, but advanced RNAV capable: .............."/G"
d. Non-RVSM, non-RNAV:........................... ............... "/A"
3. Check the MEL listing on the flight release to verify that none
of the required navigational equipment needed for RNAV
operation is MEL'd.
D. Pre-flight Procedures
1. Review the Aircraft Maintenance Logbook to ensure that all
required equipment for RNAV operations is operational.
2. Verify the appropriate flight plan suffix code is designated on
the flight release.
3. Confirm the availability of onboard navigation equipment
necessary for the route, DP, STAR, or RNAV (GPS) Approach
to be flown.
4. Ensure the onboard navigation data base in the FMS is
current and will remain current for the duration of the flight.
5. Ensure there is no degradation of the FMS system prior to
flight; that is, there are no EICAS or FMS messages that relate
to the abnormal operation of the FMS and/or the GPS system.
6. Before any RNAV operations (DP, STAR, RNAV Approaches)
can be used, both crewmembers must be trained and
qualified.
E. RNAV Operating Procedures
1. When loading the route of the flight into the FMS and using an
RNAV DP:
a. The DP must be retrievable by procedure name from the
FMS database.
Note: Manual entry of any published procedure waypoints into
the aircraft system is not permitted and pilots must not
change any RNAV DP or STAR waypoint type from a fly-
by to a fly-over or vice versa.
Chapter 2
Limitations
Section 1 Introduction
A. Limitations
The Limitations Chapter of the POH is FAA approved and contains
FAA, Chautauqua Airlines, and Manufacturer imposed airplane
and systems limitations.
B. Compliance
Flight crew members are required to be thoroughly familiar with,
and comply with all limitations in this section. The airplane must be
operated at all times in accordance with the limitations presented
in this Chapter.
C. General
The limitations included in this chapter contain items unique to the
model CRJ200 airplane. Observance of these limitations is man-
datory.
D. Kinds of Airplane Operation
The airplane is certified in the transport category for day and night
operations, in the following conditions when the equipment and
instruments required by the airworthiness and operating regula-
tions are approved, installed and in an operable condition:
VFR and IFR
Flight in icing conditions
The airplane is certified for ditching when the safety equipment
specified by the applicable regulations is installed.
E. Crew Headsets
All flight compartment crew members must wear headsets at all
times.
Weight lbs
Maximum Altitude
ITT oC
900 -- 0 to 900
(for first 2 min.)
-- Normal Takeoff
884 -- 0 to 884
(for next 3 min.)
928 -- 0 to 928
--Go-Around or (for first 2 min.)
APR Thrust
900 -- 0 to 900
(for next 3 min.)
-- Maximum 900 *
Continuous Thrust 874 to 900 874 to 900 * 0 to 874
(MCT) 900
N2 % RPM
-- wing anti-ice ON 99.3 0 to 77.9 78 to 99.2
-- wing anti-ice OFF 99.3 -- 0 to 99.2
CF 34-3B1
Start 20 -- 900
Acceleration 900
884 (5 minutes) *
Normal Takeoff 98.3 96.2 900 (2 minutes out of 5
total transient) *
* Transient limits
Engine to engine N2 split at ground idle power should not be greater than 2% N2.
If N2 is 57% or less with an OAT of -20C or greater, do not accelerate above idle.
E. Oil Temperature
Minimum for Starting: -40C
Maximum for Continuous: 155C
Maximum Permissible: 163C (15 minutes maximum)
F. Oil Pressure
Steady state idle: 25 psi minimum
Takeoff power: 45 psi minimum
Maximum continuous: 115 psi maximum
Maximum transient after cold start: 156 psi (130 psi at idle, 10
minutes maximum)
Note: Engine must remain at idle until oil pressure returns to
normal range.
G. Continuous Engine Ignition
1. Continuous engine ignition must be used during the following:
Takeoffs and landings on contaminated runways;
Takeoffs with crosswind component of 15 Knots or higher;
Flight through moderate or heavier intensity rain;
Flight through moderate or heavier intensity turbulence;
Flight in the vicinity of thunderstorms.
Operation in icing conditions.
2. Engine operation at or near shaker and pusher settings is
predicated on an operable auto-ignition system.
H. Automatic Performance Reserve (APR)
1. If takeoff performance is predicated upon the use of APR, the
APR system must be verified operative prior to takeoff.
2. The APR system must be selected off, if an APR INOP caution
message is displayed on EICAS.
3. APR OFF Performance must be used if an APR INOP caution
message is displayed.
2. Associated Conditions
At initiation of thrust lever movement from SHUT OFF to IDLE:
ITT must be 120C or less for all ground starts.
ITT must be 90C or less for all air starts.
3. Dry Motoring Cycle
(With thrust levers at SHUT OFF). The dry motoring cycle may be
used for engine ground starts and engine airstarts.
J. Engine Relight
Engine starting in-flight is only permitted within the envelope
defined in the Engine Start Envelope (Figure 02-05-1)
Section 6 Fuel
A. Imbalance
1. The maximum permissible fuel imbalance between the
contents of the main left tank and the main right tank is
800 Ibs.
2. Fuel remaining in a tank when the appropriate fuel quantity
indicator reads zero is not usable.
B. Maximum Usable Fuel
1. The maximum usable fuel load for each fuel tank is given
below:
2. Takeoff with a fuel load in excess of 500 Ibs in the center tank
is not permitted unless each main wing tank is above 4,400
Ibs.
3. The minimum fuel quantity for go-around is 450 Ibs per wing
(with the airplane level) and assuming a maximum airplane
climb attitude of 10 nose up.
C. Fuel Temperature
1. Takeoff with engine fuel temperature indications below 5C
(41F) is prohibited
2. Takeoff with bulk fuel temperature indications below the limits
stated is prohibited.
3. During flight, bulk fuel temperature must remain above the
applicable bulk fuel freezing point.
4. Bulk Fuel Temperature Limits:
D. Fuel Grades
1. Fuels conforming to any of the following specifications are
approved for use.
American
Section 7 Oil
A. Oil Grades
Mixing of different types of oils is prohibited.
B. Oil Consumption
Maximum oil consumption, on each engine, is 6.4 ounces per hour
(0.05 US gallons per hour).
C. Engine Oil Level
Engine oil levels must be checked as follows:
The maximum duration without engine oil servicing is 16
operating hours.
Note: The engine oil level panel is used with the engines not
running. Erroneous indications will occur if utilized during
any other condition, as stated above.
D. Oil Replenishment System
1. If use of the oil replenishment system is required, then the
engine(s) should be replenished within 15 minutes to 2 hours
after engine shutdown.
2. Maximum refill allowable is 2 US quarts without dry motoring
the engine.
3. If the oil system has to be replenished to maximum capacity
and the replenishment period has been exceeded, the
engine(s) must be dry motored.
System/Condition Limitation
G. APU Generator
The maximum permissible load on the APU generator in flight is
30kVA.
H. APU Indicators
The APU limit display markings on the EICAS must be used to
determine compliance with the maximum/minimum limits and pre-
cautionary ranges. If ElCAS markings show more conservative
limits than those specified below, the limit markings on the ElCAS
should be used.
Note: (1) Red: maximum and minimum limitations
Note: (2) Amber: Caution range
Note: (3) Green: Normal operating range
VFO Maximum flaps operating speed - The maximum speed at which the
wing flaps can be safely extended or retracted
VFE Maximum flaps extended speed - The maximum speed with the wing
flaps in a prescribed extended position
0-35,000 30 30
35,001 to 37,000 25 30
37,001 and above 25 0
H. Thrust Reversers
1. Thrust reversers are approved for ground use only.
2. The thrust reversers are intended for use during full stop
landings. Do not attempt a go-around maneuver after
deployment of the thrust reversers.
3. Takeoff with any of the following thrust reverser lights on,
icons, or EICAS messages displayed is prohibited:
THRUST REVERSER UNLK light,
REV icon N1 gauge,
L or R REV UNLOCKED caution message.
Note: When operations are carried out under the MEL relief,
and deactivation procedure is completed, the L (R) REV
UNSAFE or L (R) REV UNLOCKED caution messages
may continuously or intermittently be displayed.
4. The allowable use of the thrust reversers during landing is
defined in Figure 02-08-1, below:
2. System Limitations
a. The terrain data base, terrain displays and alerting system
do not account for man-made obstructions, except for all
known man-made obstructions in Canada, the United
States and Mexico.
b. Airplane navigation must not be predicated upon the use
of the terrain display.
c. To avoid giving unwanted alerts, the terrain awareness
alerting and display functions must be inhibited by
selecting the GND PROX, TERRAIN switch OFF when
within 15 nm of takeoff, approach or landing of an airport
not contained in the EGPWS airport database.
3. Terrain Avoidance Maneuvering
a. The terrain display provides situational awareness only,
and may not provide the accuracy and/or fidelity upon
which to solely base terrain avoidance maneuvering.
b. When an enhanced ground proximity system alert,
caution, or warning occurs, a standard GPWS escape
maneuver must be initiated. Only vertical maneuvers are
recommended, unless operating in visual meteorological
conditions (VMC) and / or the pilot determines, based upon
all available information, that turning in addition to the
vertical escape maneuver is the safest course of action.
4. GPS Inoperative
With the GPS sensor inoperative, the GND PROX, TERRAIN
switch should be selected to OFF unless the FMS position has
been updated within five (5) minutes prior to takeoff.
5. Integrated Standby Instrument (ISI)
a. Flight Operations
When NAV 1 is tuned to a valid ILS frequency, the ISI will
display localizer and glideslope deviation while on the
backcourse approach. Use of the ISI localizer and
backcourse information is prohibited during backcourse
approaches.
829-4119-012 FMC-011
b. AC 20-130A
The FMS meets the en route terminal and non-
precision approach lateral performance accuracy
criteria of AC 20-130A.
c. ILS, LOC, LOC-BC, LDA, SDF and MLS approaches
using the FMS are prohibited. The FMS does not provide
automatic transition to the ILS.
d. The FMS is approved for use only during en route terminal
and non-precision approach phases of flight.
e. FMS thrust, range and fuel management information is
advisory only.
f. IFR en route and terminal navigation is prohibited unless
the pilot verifies the currency of the database and verifies
waypoints for accuracy by reference to current publica-
tions.
Chapter 3
Normal Checklists
Page 3-3
RIGHT MAIN GEAR Static Dischargers (12)........................................... CHECK LEFT WING
Navigation and Strobe Lights ............ CHECK CONDITION
Tires and Wheels .............................. CHECK CONDITION Flight Control Surfaces and Area ............................CLEAR
Antennas ................................................................ CHECK
Oleo Extension....................................................... CHECK Fuel NACA Vent ......................................................CLEAR
Flight Control Area and Surfaces ............................ CLEAR
Brakes and Wear Pins ........................................... CHECK Ground Spoilers (2) ................................................ CHECK
Accumulator (Hydraulic System No. 3) .................. CHECK Flaps ..................................................................... CHECK
Wheel Well .......................................... CHECK SECURITY AFT EQUIPMENT BAY Flight Spoiler .......................................................... CHECK
Spoileron ................................................................ CHECK
Bay Door ........................................................... SECURED
MLG Overheat Detectors ....................................... CHECK Hinges, Fairings, BUTE Doors .............................. CHECK
Gear Uplock ........................................................... CHECK LEFT REAR FUSELAGE Trailing Edge .......................................................... CHECK
Harness.................................................................. CHECK Aileron .................................................................... CHECK
Left Pack Exhaust ................................................... CLEAR
Gear Actuator......................................................... CHECK Upper Wing Surface ............................................... CHECK
Pylon .................................................................... CHECK
Gear Door .............................................................. CHECK Static Dischargers (6) ............................................. CHECK
Page 3-4
SET UP CHECK BEFORE START CHECK
Exterior Inspection Check.......COMPLETE BOTH Crew O2 & Masks...CHECKED 100%/CHECKED BOTH
Safety Check ..........................COMPLETE CAPT Pressurization ..................................... SET CAPT
Gear and Safety Pins.............. ON BOARD BOTH Passenger Signs ...................................ON CAPT
Selector Valves........................... NORMAL BOTH Altimeters ...... SET LEFT & CENTER CAPT
Section 2
Audio Warning Panel .................. NORMAL FO ........... RIGHT & CROSS CHECKED FO
Electrical Power Panel..............CHECKED CAPT Fuel Quantity........... LBS REQUIRED FO
NORMAL CHECKLIST 1 ............................... LBS ON BOARD CAPT
Fire Test ................................COMPLETE CAPT
Fuel Panel.................................CHECKED CAPT FMS................................. PROGRAMMED BOTH
CRJ 200 POH 1 Antiskid Test........................... COMPLETE CAPT
Bleeds......................................CHECKED CAPT
Rev. 4, 01 DEC 2008 1 Takeoff Briefing ...................... COMPLETE PF
Hydraulic Panel .......................CHECKED CAPT
ELT ................ ARMED RESET POSITION CAPT Before Start Check Complete
Part Number- NCL200-R4-12-01-08-GR
.................. APU Fire Test Required on First Flight of the Day Beacon ..................................................ON CAPT
Clocks ........................................ SET (L/R) BOTH Fuel Pumps/Gravity X-Flow ...ON & CLOSED CAPT
Crewmember giving Response to Checklist Challenge: EFIS Control Panel ..........CHECKED (L/R) BOTH Ignition........................................... ARMED CAPT
Captain ........................................................................ CAPT
First Officer .......................................................................FO
Instrument Panel..............CHECKED (L/R) BOTH PEDs .................................................. OFF BOTH
Both Crewmembers .....................................................BOTH EICAS & Standby Instruments....CHECKED CAPT Seatbelt & Shoulder Harness ....FASTENED BOTH
Pilot Flying ........................................................................ PF MLG Bay Overheat Test........COMPLETE CAPT
Pilot Monitoring ................................................................ PM Bleeds/Packs .................SET FOR START CAPT
Upper Pedestal .........................CHECKED CAPT
Thrust Lever Quadrant..............CHECKED CAPT ENGINES START
SAFETY CHECK Thrust Reversers .... ARMED & INDICATED CAPT Cleared To Start Check Complete
Emergency Equipment ............. CHECKED CAPT Avionics ...................................CHECKED CAPT
Airplane Documents ................. CHECKED CAPT Stab Trim & Mach Trim.... CHECKED & ON BOTH
Circuit Breakers ........................... CLOSED CAPT Engine Speed Switches........................ ON CAPT AFTER START CHECK
AHRS..................................................MAG CAPT Trims........................................CHECKED CAPT
Fuel Check Valve.................... CHECKED CAPT
ADG Manual Release................. STOWED CAPT Source Select Panel ................... NORMAL CAPT Ignition................................................. OFF CAPT
Radar...................................................OFF CAPT Lower Pedestal .........................CHECKED CAPT Bleeds/Packs ................................SET/ON CAPT
Flap Lever......... SET TO FLAP POSITION CAPT Anti-Ice System....................... CHECKED BOTH
Flight Spoilers.......................RETRACTED CAPT Set Up Check Complete Wing & Cowl Heat ............._____/______ BOTH
Landing Gear Lever........................ DOWN CAPT Probes ...................................................ON CAPT
Nose Wheel Steering ..........................OFF CAPT APR........................... TESTED & ARMED CAPT
Hydraulic Pumps .................................OFF CAPT AC & DC Synoptic Pages......... CHECKED CAPT
Battery Master ...................................... ON CAPT Transponder..........................................ON CAPT
APU/AC Electrics ... /ESTABLISHED CAPT
Nose Wheel Area ...........................CLEAR CAPT Nose Wheel Area ........................... CLEAR CAPT
Hydraulic 3A Pump............................... ON CAPT Rudder ..................................... CHECKED CAPT
Parking Brake ............... ON & INDICATED CAPT Nose Wheel Steering .................... ARMED CAPT
FMS Initialization .................... COMPLETE CAPT After Start Check Complete
Safety Check Complete
Section 2 Normal Checklist
Chapter 3 Normal Checklists
CRJ200 PILOT OPERATING HANDBOOK
Page 3-5
SHUTDOWN CHECK
DELAYED ENGINE START CHECK DESCENT CHECK
Parking Brake................ON & INDICATED CAPT
Fuel Pumps .......................................... ON FO Altimeters ....... SET LEFT & CENTER CAPT
Electrics/Generators............................ SET CAPT
Bleeds/Packs................. SET FOR START FO ............. RIGHT & CROSS CHECKED FO
Seatbelt Sign....................................... OFF CAPT
Ignition ...........................................ARMED FO Fuel ............................. & BALANCED PF
Ignition/Anti-Ice/Probes ....................... OFF CAPT
Lights .................................................... ON PM
Generator ............................................. ON FO Bleeds/Packs ...................................... SET CAPT
Pressurization ..................................... SET PM
Ignition .................................................OFF FO Fuel Check Valve.................... CHECKED CAPT
LDG Data & Speeds ....REVIEWED & SET PM
Wing & Cowl Heat ...................... -----/----- FO Thrust Levers ............................ SHUTOFF CAPT
Seatbelt & Shoulder Harness . FASTENED BOTH
Bleeds/Packs................................ SET/ON FO Flaps...................................................... UP CAPT
Descent Check Complete Fuel Pumps ......................................... OFF CAPT
Delayed Engine Start Check Complete
Lights................................................... OFF CAPT
Nose Wheel Steering .......................... OFF CAPT
APPROACH CHECK Radar................................................... OFF CAPT
Page 3-6
CRJ200 PILOT OPERATING HANDBOOK
Chapter 3 Normal Checklists
Section 3 Jump Seat Briefing
Chapter 4
Normal Procedures
B. Exterior Inspection
The exterior inspection is primarily a visual check to ensure that
the overall condition of the airplane and visible components and
equipment are safe for flight. Any discrepancies found by the flight
crew must be entered into the Aircraft Maintenance Logbook and
Dispatch/Maintenance Control must be notified immediately.
1. First Flight of the Day Before operating an aircraft, either
for the first flight of the day or when acquiring the aircraft from
another crew. Crews are responsible for determining the
operating condition of the airplane prior to flight. A complete
circuit of the exterior of the aircraft must be made by a
qualified flight crew member. Checks will be made for open
doors and hatches, damage to components or equipment,
and any other abnormal condition that could adversely affect
the safe operation of the aircraft.
For the aircrafts first flight of the day crews are required to
open and inspect the interiors of the following compartments/
panels during the preflight. The crews are not required to
obtain any type of stand, ladder, or tool to open the compart-
ments or panels. It is imperative that the crew ensure the
compartment doors and the panels are secure after opening.
The Captain is responsible for this task, but may delegate it to
the First Officer. The following is a list of compartments and
panels to be opened for inspection:
L/R Forward Avionics Bay
(TRU) Door
Detailed Inspection Of Low Pressure Conditioned
Nose Gear Bay Air Door
AC Power Inlet Rear Potable Water
Service Panel
Ground Headphone DC Power Inlet Door
Access Panel
Oxygen Service Panel
Forward Potable Water High Pressure Air Panel
Service Panel
Cargo Bin
Both Fuel Access Panels Detailed L Wheel Bin
Inspection
Detailed R Wheel Bin
Inspection
Entering Airplane
1. Nose Door Toggle Switch .........................................OPEN
2. Stairs ................................................. CHECK CONDITION
3. Door Area Security ................................................. VERIFY
Right Wing
1. Flight Control Surfaces and Area ............................ CLEAR
Note: Ensure proper clearance of all flight control surfaces
from all ground equipment or other obstructions.
Ensure surfaces are clear of any contaminant.
Past experience has shown that airplanes without
leading-edge devices may be more susceptible to loss of
lift due to wing leading-edge contamination.
2. Engine Intake .......................................................... CLEAR
3. Fuel Filter Caps (2) ............................................. SECURE
4. Fuel Drains (3) ....................................................... CHECK
5. Leading Edge ......................................................... CHECK
6. Anti-ice Exhaust Ports ............................................. CLEAR
7. Fuel Vent Valve ...................................................... CHECK
8. Lower Wing Surface ............................................... CHECK
9. Navigation and Strobe Lights ............ CHECK CONDITION
10. Winglet ................................................................... CHECK
11. Static Dischargers (6)............................................. CHECK
12. Upper Wing Surface ............................................... CHECK
13. Aileron .................................................................... CHECK
14. Trailing Edge .......................................................... CHECK
15. Hinges, Fairings, BUTE Doors ............................... CHECK
16. Spoileron ................................................................ CHECK
17. Flight Spoiler .......................................................... CHECK
18. Flaps ...................................................................... CHECK
19. Ground Spoilers ..................................................... CHECK
20. Fuel NACA Vent ...................................................... CLEAR
Right Main Gear
1. Tires and Wheels .............................. CHECK CONDITION
Note: All tires should be inspected for evidence of bulges, cuts,
bruises, embedded foreign objects, excessive wear, and
under inflation. Maximum tread wear allowed is to the
bottom of the tread (NO CORD SHOWING). If you are
unable to determine whether the tire wear has exceeded
the limit, the Captain will contact Maintenance Control
and have the tire inspected by a qualified mechanic
before flight.
C. Safety Check
SAFETY CHECK
Emergency Equipment ..................................... CHECKED CAPT
Airplane Documents ..........................................CHECKED CAPT
Circuit Breakers.............................................. CLOSED CAPT
AHRS ....................................................................MAG CAPT
ADG Manual Release ................................... STOWED CAPT
Radar .....................................................................OFF CAPT
Flap Lever ............................SET TO FLAP POSITION CAPT
Flight Spoilers.......................................... RETRACTED CAPT
Landing Gear Lever ...........................................DOWN CAPT
Nose Wheel Steering ................................................OFF CAPT
Hydraulic Pumps ....................................................OFF CAPT
Battery Master..........................................................ON CAPT
a
APU/AC Electrics ..................... ____/ESTABLISHED CAPT
Nose Wheel Area ................................................. Clear CAPT
Hydraulic 3A Pump ..................................................ON CAPT
Parking Brake................................... ON & INDICATED CAPT
FMS Initialization....................................... COMPLETE CAPT
a
Complete APU fire test prior to starting APU.
1. This is a Do Verify (DV) checklist.
2. This is a check to determine if airplane systems are in a
configuration to safely place AC electrical power on the
airplane buses.
3. These procedures should be performed on through-flights and
intermediate stops if the Shutdown Checklist was completed
below the line.
4. Completion of this check ensures that there will be no danger
to the airplane and/or personnel when powering the systems.
This check should be executed prior to assuming normal crew
position.
APU FIRE
Monitor Panel
APU BOTTLE Switch................................... HOLD AT TEST POSITION
On the status page, verify:
APU SQUIB 1
APU SQUIB 2
APU START
At 50% rpm, the START light extinguishes, and the APU START
white status message is removed.
At 95% rpm + 4 seconds, the AVAIL indication (green) switchlight
illuminates.
Note: The AVAIL light indicates that the APU is available for
bleed-air extraction.
.
Hydraulic 3A Pump ON CAPT
Note: When ambient temperatures are greater than 40C
(104F), avoid prolonged ground operations with any
hydraulic system(s) operating.
D. Set Up Check
SET UP CHECK
Exterior Inspection Check..........................COMPLETE BOTH
Safety Check ................................................... COMPLETE BOTH
Gear and Safety Pins ................................ ON BOARD BOTH
SET UP CHECK
EFIS Control Panels........................... CHECKED (L/R) BOTH
Instrument Panels .............................. CHECKED (L/R) BOTH
EICAS and Standby Instrument .................. CHECKED CAPT
1
MLG Bay Overheat Test.......................... COMPLETE CAPT
Upper Pedestal ........................................... CHECKED CAPT
Thrust Lever Quadrant ................................ CHECKED CAPT
Thrust Reversers...................... ARMED & INDICATED CAPT
1
Avionics ..................................................... CHECKED CAPT
1
Stab Trim & Mach Trim.....................CHECKED & ON BOTH
Engine Speed Switches ...........................................ON CAPT
1
Trims.......................................................... CHECKED CAPT
2. FFD items are used in this checklist to provide the flight crews
with a means of confirming completion of certain time
consuming tests and checks that need only be performed
once per day. The Set Up Check shall be used by subsequent
crews to confirm the safe and appropriate conditions of
cockpits switches and systems.The subsequent crews are still
required to check for appropriate switch positions and system
conditions of all items on the Set Up Checklist. This includes
ascertaining that there are no EICAS warning, caution,
advisory, or status messages that indicate a fault or
misconfigure of any system.
3. The Captain performs the flow, but some portions require the
First Officers participation. The First Officer monitors the
Captain unless directed to do other tasks.
4. The First Officer then reads out the Set Up Checklist, and both
pilots ensure that all challenge and response items are
complete.
Captain FO
APU FIRE
R JETPIPE OVHT
L JETPIPE OVHT
R ENG FIRE
L ENG FIRE
Hold the switch in the WARN position for 10 seconds; the following
indications occur:
Master caution single chime
R SQUIB 1
L SQUIB 1
R SQUIB 2
L SQUIB 2
SMOKE CARGO
CARGO SQUIB 1
SMOKE CARGO
CARGO SQUIB 2
NAV Switch.........................................................................................ON
BEACON Switch .............................................................................. OFF
STROBE Switch............................................................................... OFF
LOGO Switch ................................................OFF (or ON for Night Ops)
WING INSP Switch ........................................................ AS REQUIRED
LANDING LTS LEFT,
NOSE, and RIGHT Switches........................................................ OFF
RECOG TAXI LTS Switch ................................................................ OFF
1
Bleeds CHECKED CAPT
DUCT TEST OK
1
Hydraulic Panel CHECKED CAPT
WARNING: Ensure that all flight control surfaces are clear before
powering any hydraulic system.
Anti-ice Panel
1
Ice Detector Test COMPLETE CAPT
ICE
ICE
Glareshield
MASTER WARNING and MASTER CAUTION Switchlights ........... OUT
EGPWS FAIL
WINDSHEAR FAIL
TERRAIN FAIL
PULL UP
GND PROX
1
Stall Test COMPLETE CAPT
WARNING: Both stall protection system switches must remain on
for all phases of flight.
Note: 1 The following procedure or test shall be performed on
the first flight of the day.
Stall Protection System .................................................................. TEST
To ensure a successful test, all items within the following test must
be verified to have occurred in the sequence indicated.
CAPT and FO STALL PTCT PUSHER Switches ...............................ON
CAPT or FO STALL
Switchlight .................................................... PRESS MOMENTARILY
CONT IGNITION
EICAS
EICAS Primary Display............................................................... CHECK
Check for warning/caution messages and that all other
indications are normal.
EICAS Secondary Display .......................................................... CHECK
Check for messages and that all other indications are normal.
Check for the green brake temperature readout.
Standby Instruments
Standby Attitude
Indications................................UNCAGED, ERECT AND NO FLAGS
Standby Altimeter Indication ......................................... CROSS-CHECK
Cross-check the altitude readout with the Captains and First
Officers altimeters.
Standby Airspeed Indication .................................................... 0 KNOTS
Triple chime.
The Gear bay overheat aural message is activated.
Release switch, and indications should extinguish.
Single chime
1
AURAL WARN TEST Switch...................................................... 1, OFF
Check that all dedicated tones, chimes, and voice messages
within data concentrator unit 1 are activated.
Note: This test must only be performed on the first flight of the
day.
1
AURAL WARN TEST Switch...................................................... 2, OFF
Check that all dedicated tones, chimes, and voice messages
within data concentrator unit 2 are activated.
Note: This test must only be performed on the first flight of the
day.
Note: Reactivation of the TEST switch during the test cancels
the aural messages.
Terrain OFF Switchlight .............................................................. CHECK
Check that the switchlight is flush, guarded, and not
illuminated.
Flap OVRD Switchlight ............................................................... CHECK
Check that the switchlight is flush, guarded, and not
illuminated.
L REV ARMED
R REV ARMED
TCAS Test
Display Control Panel, TCAS Switch .................................. PRESS TFC
This selects TCAS traffic display on the MFD.
Display Control Panel, RANGE Knob ........................................UTILIZE
Selects range on traffic display.
Radio Tuning Unit, TCAS Page................................................... PRESS
This selects the TCAS test. Check the following indications:
Verify the following on the PFD:
1
Trims CHECKED CAPT
Lighting Panel
DSPL, INTEG, FLOOD,
and CB PNL Lighting
Switches .....................................................................AS REQUIRED
Acceleration altitude
Initial takeoff clearance
Initial course and altitude
Departure procedure
MSA
Verify Nav radios and altitude preselect are in agreement
with ATC clearance
CAUTION: For RNAV Departures ensure that the correct departure
airport, active runway, RNAV SID and initial waypoints
are programmed correctly into the FMS.
Verify Heading bug to runway heading
- If RNAV SID, brief PM when to switch from HDG mode
to FMS mode.
Emergency return plan consideration
Any change to the Chautauqua Standard Takeoff
Captain FO
Pressurization
O2 Pressure ................................................................................CHECK
Check on EICAS.
o -40 -30 -20 -10 0 10 20 30 40 50
C
OAT
o -40 -22 -4 14 32 50 68 86 104 122
F
Min. 2 Crew 889 938 987 1035 1084 1133 1182 1230 1279 1328
Press 2 Crew +
(psi) 1208 1282 1357 1431 1505 1579 1654 1728 1802 1877
Obs
NO SMOKING
SEAT BELTS
Captain sets and cross-checks the left and center altimeter read-
ings and barometric settings. First Officer sets and cross-checks
the right altimeter reading and barometric setting.
FLPN Page
Verify correct trip distance
MFD MENU Page
Select Windows to desired display
Enable speed, altitude, and range to altitude on both MFDs
Enable other MFD displays as desired
PERF Page
Wing and cowl anti-ice ON or OFF, as required
Enter OAT
Select PERF INIT
Insert CRUISE ALT, enter number of passengers, cargo
weight, and fuel quantity, or enter zero fuel weight
Enter CRUISE WINDS and ISA deviation if available
PERF Page
Select PERF MENU
Select FUEL MGMT
Select MEASURED or predicted performance mode as
desired
EXEC (to save current data)
RADIO Page
Enable auto tuning
LEGS Page
Review entered route against ATC clearance
A/SKID INBD
A/SKID OUTBD
CAPTAIN FO
TRIMS
Fuel Pumps/
Beacon
Gravity Cross Flow
Ignition (A For
PEDs
Captain, B For FO)
PEDs
Beacon ON CAPT
L FUEL PUMP ON
R FUEL PUMP ON
L FUEL PUMP ON
R FUEL PUMP ON
GRAV XFLOW OPEN
ENGINES START
IGNITION A
or
IGNITION B
and
L ENGINE START
or
R ENGINE START
Callouts for N2 is made at the first positive indication. The ITT call-
out is made at 120o C for ground starts and 90o C for air starts.
A. Engine Start - APU Assist
Thrust levers (both) .................................................................... CHECK
SHUT OFF position.
CAUTION: When starting engines in close quarters, consideration
should be given to jet blast.
Note:
If difficulty is experienced in starting an engine under
tailwind conditions, reposition the aircraft into a
headwind and repeat engine starting procedure.
If difficulty is experienced in starting a cold engine using
the APU due to slow acceleration, start the other engine
NORMAL PROCEDURES Engine Starting and perform
a crossbleed start on the affected engine.
When N2 reaches 20% RPM and ITT is below 120C:
Left or right thrust lever ................................................ Advance to IDLE
Fuel flow increasing.
Engine instruments ....................................................................... Check
Indications at approximately 55% N2: Starter disengages;
IGNITION A or B advisory message goes out;
L or R ENGINE START status message goes out.
Engine parameters stabilized.
Note: Idle N2 speed changes approximately 1% per 10C
OAT.
L or R ENG...................................................................................START
Applicable START light and IGNITION A or B, ON light come
on.
IGNITION A or B advisory message comes on.
L or R ENGINE START status message comes on.
Engine Starting When N2 reaches 20% RPM and ITT is below 120C:
Left or right thrust lever ................................................ Advance to IDLE
Fuel flow increasing.
Engine instruments .....................................................................CHECK
Indications.
GEN 1 and GEN 2..............................................................................ON
GEN 1 OFF and GEN 2 OFF message(s) out.
External air supply....................................................................REMOVE
AC external power....................................................................REMOVE
If starting other engine using cross-bleed:
External air supply....................................................................REMOVE
GEN 1 or GEN 2 ................................................................................ON
GEN 1 OFF or GEN 2 OFF message out.
AC external power....................................................................REMOVE
Cross-bleed start procedure............................................ ACCOMPLISH
Refer to ENGINE START - CROSS-BLEED
Thrust Lever
(For Operating Engine).......................................................ADVANCE
Set 85% N2 or higher to achieve a minimum of 60-psi bleed-air
pressure.
Status Page .....................................................SELECT AND MONITOR
For engine to be started:
L or R ENG Switchlight ............................................................... START
- Applicable START Light and
IGNITION A or B ON Light ................................ON
- IGNITION A or B
Advisory Message .............................................ON
- L or R ENGINE START
Status Message.................................................ON
When N2 reaches 20% rpm and ITT is below 120 C:
Thrust Lever
(For Starting Engine) ...........................................ADVANCE TO IDLE
Generators Ignition
1
APR Test Bleeds/Packs
1
AC/DC Anti-Ice
Synoptic Pages System
Probes
1
Fuel Check Valve CHECKED CAPT
L FUEL PUMP
R FUEL PUMP
R FUEL LO PRESS
Select both fuel boost pumps back ON and start the right engine.
Generators
The generators are selected on
GEN 1 OFF and GEN 2 OFF caution messages extinguished.
L WING ANTI-ICE
R WING ANTI-ICE
Probes ON CAPT
1
APR TESTED/ARMED CAPT
1
Note: The following APR test shall be performed on the first
flight of the day. On all flights, the APR shall be selected
to armed.
Note: If the APR system is activated, for any reason, an Aircraft
Maintenance Log page entry is required and the flight
crew must contact Dispatch for Maintenance Control
notification.
ENG SPEED Switches ............................................. CHECK BOTH ON
APR Switch..................................................................................TEST 1
APR TEST 1 OK
APR TEST 2 OK
Transponder ON CAPT
The transponder is selected to the side of the PF.
WARNING: Ensure that the parking brake is set, the tow bar is
disconnected and clear, and the rudder area is clear.
J. Turning Radius.
K. Magnetic Anomalies
At those airports where known localized magnetic anomalies or
proximate ground equipment may cause anomalies that result in
the presentation of the HDG flag and associated triggering of the
EFIS COMP MON caution message, it is recommended that the
crew accomplish rapid alignments of the affected compass sys-
tem(s) as required.
FUEL PUMPS ON FO
Select both fuel BOOST PUMPS on (pressed in)
Ignition ARMED FO
IGNITION Switchlight A or B................................................. SELECT IN
Use ignition A for Captains legs. Use ignition B for FOs legs.
Generator ON FO
Verify generator status on AC synoptic page.
Ignition OFF FO
Bleeds/Packs SET/ON FO
Bleeds are set in the appropriate configuration:
- APU Available - LCV and ISOL Valve Open /10th Stage
Closed
OR
- APU Bleed Inoperative - LCV and ISOL Valve Closed /
10th Stage Open
The L and R Pack switchlights are selected on.
L PACK OFF and R PACK OFF status messages
extinguished.
Captain FO
Flaps
Flight Controls
Fuel Crossflow
Flight Attendant
Chimes
MAN XFLOW
Ignition/Anti-ice ____/____ FO
The First Officer selects the Ignition, Engine Cowl and Wing
Anti-Ice on as briefed for takeoff in accordance with Chapter 2,
Operating in Icing Conditions.
If the wing heat was selected on during final taxi phase and it
is not required for takeoff, it will be selected off at this time.
The First Officer will respond to the actual position of the switch
for the Ignition and Anti-ice systems.
Note: If icing conditions exist, T/O must be performed with packs on
APU bleeds or with packs off. Packs off T/O procedures can be
found in the Supplementary Procedures section of this chapter.
CAUTION: Do not rely on airframe visual icing cues or ice detector,
if installed, before turning the engine cowl and wing anti-
ice system on. Use the temperature and visual moisture
criteria specified in Chapter 2; LIMITATIONS-
OPERATING LIMITATIONS. Delaying the use of engine
cowl anti-ice until ice build-up is visible from the flight
compartment may result in ice ingestion, and possible
severe engine damage and/or flameout. NORMAL
PROCEDURES Prior to Takeoff
BTMS CHECKED FO
The FO will verify that the BTMS indicators are green.
CAS CHECKED FO
CLEARED CAPT
The FO checks the CAS messages to ensure all displayed
messages are normal for the current operational configuration
of the aircraft and states, Checked.
The Captain makes the same check of the CAS and instructs
the FO to clear the messages by stating, cleared.
Once instructed by the Captain, the FO will clear all caution
and status messages by pressing STAT and CAS on the
EICAS Control Panel.
Before calling the checklist complete, both pilots must verify
the following EICAS advisory message is displayed: T/O
CONFIG OK
T/O CONFIG OK
Lights ON CAPT
The Captain will state the runway as seen on either the runway
end identifier sign or as painted at the threshold and confirm
this is in agreement with the assigned takeoff runway.
After aligned on the runway, the FO will sync the heading bug,
state the magnetic heading on the HSI, cross-check with the
magnetic compass, and confirm it is in agreement with the
assigned takeoff runway.
Section 8 Takeoff
A. Normal Takeoff
1. Rolling Takeoff
a. Calling for the Before Takeoff Check below the line, the
Captain will press the TOGA switches and verify TO/TO in
the FMA. The FO will rotate the vertical speed wheel to
position the Flight Director V-Bars to a target pitch attitude
of 10 noting TO/PTCH in the FMA. Once aligned with
runway centerline verify compass headings. Advance the
thrust levers to near vertical (just above 70% N1). This
setting permits the engines to accelerate to a point from
where uniform acceleration to takeoff thrust occurs on both
engines. The exact amount of the initial setting is not as
important as setting symmetrical thrust. After the engines
are stabilized, check that APR ARM advisory message
appears at or above 79% N1. The PF then advances the
thrust levers toward takeoff thrust and calls SET
THRUST (FMS generated N1 thrust value). The PM sets
final takeoff thrust by 60 knots. The PM then calls,
THRUST SET. The Captain will place his right hand on
the thrust levers until achieving V1. Once airborne the PF
will be responsible for thrust lever management.
b. Above 60 knots, do not reduce thrust except as required to
maintain engine parameters within operating limits (red
line). Thrust setting values for takeoff thrust and maximum
continuous thrust are not considered limiting.
c. Keep the airplane on the runway centerline with rudder
steering. The rudder becomes effective between 40 and
60 knots. The tiller should not normally be used for takeoff.
d. A static takeoff is the same as a normal takeoff except that
the brakes are released only after takeoff thrust N1 is
achieved.
Event CA FO
MY CONTROLS.
SET THRUST.
THRUST SET.
Event PF PM
V2 + 20 V2 + 20.
FLAPS UP.
Select Flaps Up.
Event CA FO
MY CONTROLS.
Takeoff
Smoothly advance
thrust levers to Thrust
Set position. Verify engine accelera-
tion and N1 target thrust
CHECK THRUST.
is set.
THRUST SET.
Event CA FO
V2 + 20 V2 + 20.
FLAPS UP.
Select Flaps Up.
MY CONTROLS.
SET THRUST
THRUST SET
Event PF PM
V2 + 20 V2 + 20
FLAPS UP Select Flaps Up
Event CA FO
MY CONTROLS.
THRUST SET.
Event PF PM
Passing 400 feet 400 FEET.
AGL HDG OR NAV.
as appropriate
Select HDG or NAV
mode.
Passing 600 feet AUTOPILOT ON.
AGL If desired
Select Autopilot on.
Acceleration ACCELERATION ALTI-
Altitude BUG ___ KNOTS TUDE
Or 1,000 feet Use 200 or 250 knots as
AGL whichever appropriate Bug airspeed as com-
manded
is higher
V2 + 12
FLAPS 8
Select Flaps to 8
V2 + 20 V2 + 20.
FLAPS UP.
Select Flaps Up.
Enroute Climb SET CLIMB THRUST Set Climb Thrust
Maintain enroute climb
speed.
Section 10 Climb
A. FMS Entries (in Flight)
1. Normally the PF requests that the PM make the FMS entry in
flight. Under low workload conditions, with the autopilot ON,
the PF may make FMS entries.
2. In order to maximize crew coordination and awareness, pilots
are reminded to operate the FMS in a manner to guarantee
that one pilot is always alert to flight path control and traffic
awareness. When the PF or PM edits the FMS, they must
confirm the accuracy of the modification before executing the
change.
3. In order to maximize crew alertness and situational
awareness, FMS editing should be kept to a minimum during
the approach phase.
B. Climb Speed
The climb speed schedules that follow presents three climb
speeds above 10,000 feet. The speed selected is determined by
the operational requirements and will be displayed on the TLR.
The aircraft must be flown precisely to the speed profile listed on
the TLR. However, the crew may deviate indicated Mach speed to
allow a positive climb gradient but under no circumstances allow
the climb speed to go below Mach 0.70.
D. Climb Thrust
1. With all engines operating, set initial N1 climb thrust in
accordance with the FMS Thrust Limit page. Pilots must
coordinate the selection on this page with the current anti-ice
configuration.
2. The FMS automatically changes the thrust values based on
the altitude, temperature, and speed.
E. Maximum Angle Climb
Maximum angle climb speed is normally used for obstacle clear-
ance or to reach a specified altitude/flight level in a minimum dis-
tance. Maximum angle climb speed varies with gross weight and
is approximately the same as the single-engine climb speed
(VFTO).
Fuel Crossflow
Bleeds/Packs
APU
Landing Lights
Climb Thrust
Thrust Reversers
Flight Attendant
Notify
(No Smoking Sign)
Altimeters Altimeters
Landing Gear UP PM
The PM will confirm that the landing gear is retracted and
indicated retracted on the EICAS primary display.
Flaps UP PM
The PM will confirm that the flaps are retracted and indicated
retracted on the EICAS primary display.
Bleeds/Packs SET/ON PM
If the takeoff was done with the APU supplying the air-
conditioning system, transfer the bleeds to the engine. The
crew can initiate the transfer at any time after 1,500 feet above
airport elevation, but no later than the Climb Check passing
through 10,000 feet.
Right 10th-Stage Bleed Valve .................................................. OPENED
Verify the following:
R 10TH CLOSED light is extinguished.
R 10TH SOV CLSD status message is extinguished.
10th-Stage ISOL Valve ............................................... CHECK CLOSED
Verify the following:
10TH ISOL OPEN light and status message are extinguished.
APU LCV OPEN light and status message are extinguished.
Left 10th-Stage Bleed Valve..................................................... OPENED
Verify the following:
L 10TH CLOSED light is extinguished.
L 10TH SOV CLSD status message is extinguished.
APU LCV OPEN light and status message are extinguished.
APU LCV ..................................................................................CLOSED
Press out APU LCV switchlight to match LCV position.
Pressurization CHECKED PM
Verify the cabin differential and cabin pressure altitude are
indicating normal ranges.
Verify the RAM air switch is dark and guarded.
Landing Lights
Turn landing lights off.
Section 12 In Flight
A. Cruise
The engine cowl anti-ice system must be ON:
When in icing conditions, or
When ICE is annunciated by the ice detection system
The wing anti-ice system must be ON:
When ice is annunciated by the ice detection system, or
When in icing conditions and the airspeed is less than 230
KIAS
Section 13 Holding
A. Clearance
1. Upon receiving a holding clearance, the pilot
should verify the following:
SSpeed for holding determined by:
AAltitude for holding
FFuel sufficient for holding and minimum diversion fuel
EExpected further clearance time
2. Speed reduction to the holding airspeed should be initiated at
captains discretion but no later than three minutes before the
estimated arrival at the holding fix.
3. Normally holding is accomplished with FMS navigation. The
Captain is responsible for ensuring FMS holding data is
accurate. Flight crews are required to maintain proficiency at
holding utilizing conventional navigation.
Note: FMS Holding steering commands are limited to 25 maximum
bank angle. It is possible to exceed protected airspace if 1/2
BANK mode is selected. Crews should be prepared to use
Heading mode or manual control to prevent the aircraft from
maneuvering beyond 2.5 nm of the inbound course on the
non-maneuver side. Proper situational awareness is key to
anticipating and maintaining the aircraft within protected
airspace.
4. Fuel flow is significantly influenced by altitude. Flight crews
must always be aware of fuel flow and quantity while holding
to be able to determine when diversion will be necessary.
Report holding delays to your dispatcher as required by the
GOM.
5. Holding should be accomplished with the flaps up at the
following recommended speeds:
ALTITUDE SPEED
Up to and including 14,000 feet
210 KIAS
MSL
14,001 feet up to and including
225 KIAS
FL250
Above FL250 250 KIAS
WARNING: Single-engine Holding Speed -- 210 KIAS.
Avoid holding while ice is detected by the ICE
DETECTOR or if ICE is visibly detected to be
accumulating on the airplane. A change in altitude will
normally be enough to avoid structural icing.
Section 14 Descent
A. Descent Speed Schedule.
The descent speed schedule that follows presents three descent
speeds above 10,000 feet. The speed selected is determined by
the operational requirements.
Above 10,000 feet Long range descent
Mach .70/250 kts
Normal descent
Mach .74/290 kts
High speed descent
Mach .77/320 kts
10,000 feet and below 250 kts
Excess airspeed is slow to dissipate and generally requires a
small level-flight segment.
B. Descent Planning Guide
1. Optimum Point to begin Descent (3 Descent Profile)
- The Time/Distance (T/D) should be considered to
determine the optimum point to begin the descent for
landing. A 3 descent profile will help maintain a 300 fpm
cabin rate of descent. Use the following rule-of-thumb:
a. To determine the distance:
1) Determine the altitude difference.
2) Drop the last three (3) digits.
3) Multiply by three (3).
4) For an unrestricted descent to landing, add ten (10)
NM to allow for deceleration.
For a descent to an intermediate altitude, no
additive is required.
Adjust the descent point for wind; tailwind - earlier,
headwind - later.
Add two (2) NM for every ten (10) knots of tailwind
at initial altitude.
Subtract two (2) NM for every ten (10) knots of
headwind at initial altitude.
G. Descent Check
DESCENT CHECK
Altimeters Altimeters
Recog/Taxi, Logo
& Wing Lights
APU
Bleeds
Flight Attendant
Announcement
Thrust
Reversers
Passing FL 180:
SET PF, PM, and Standby altimeters to current altimeter
setting.
Turn ON RECOGNITION-TAXI, LOGO, and WING INSP
Lights.
Captain sets and cross-checks the left and center altimeter read-
ings and barometric settings. First Officer sets and cross-checks
the right altimeter reading and barometric setting.
Both crewmembers will verbally state the altimeter settings.
Example:
CAPT..................................................29.92 SET LEFT AND CENTER
FO .........................................29.92 SET RIGHT AND CROSSCHECK
Lights ON PM
Pressurization SET PM
The PF confirms that the destination airport landing field elevation
is set.
If the destination field elevation is greater than 8,000 ft, set the
destination field elevation at the beginning of the descent.
FCP
APPROACH PF PM
SELECTION
ILS LOC LOC APR
LOC ONLY LOC LOC NAV1
LDA LOC LOC APR or NAV2
BCRS LOC LOC BCRS
VOR3 FMS FMS6 NAV
VOR4 FMS VOR NAV
GPS5 FMS FMS NAV
NDB FMS FMS NAV
Note: Ensure that the offside (PM) RTU is tuned to the
appropriate approach frequency and AUTO TUNE is not
selected.
1
NAV mode is recommended if the GS indication is flagged red.
2 APR mode if GS is available and operating or, as per note 1.
3 With an operative GPS and with the VOR approach retrieved from the
FMS database, lateral navigation using the FMS is permitted. For
additional safeguard, the PF should display the off-side VOR bearing
pointer (see NOTE below).
4 With an inoperative GPS and with the VOR approach retrieved from the
FMS database, lateral navigation using the FMS is permitted provided
that the off-side VOR bearing pointer is displayed at all times on
approach.
5 Stand alone or Overlay GPS approaches must be retrieved from
database. No other GPS approaches are authorized.
6 If the VOR approach has a VDP not shown in the FMS database, the
identification of the VDP (DME, Cross Radial, etc.) must be tuned and
or hold as appropriate.)
D. GPS/RNAV Approaches
In accordance with the AFM, the FMS 4200 with GPS is autho-
rized for certain non-precision approaches. The ground station
navaid(s) need not be operational or monitored to fly non-preci-
sion approaches when the approach is extracted from the
approved database and RAIM is providing integrity for the duration
of the approach.
RAIM is the primary means of assuring GPS integrity. In order to
have RAIM integrity for different phases of flight, the accuracy
guidelines are:
Oceanic/Remote - 4.0 nm
Enroute - 2.0 nm
Terminal - 1.0 nm
Approach - 0.3 nm
When the destination (DEST) airport is entered on the FPLN page,
the airport identifier is automatically reproduced on the GPS CON-
TROL page.
Predicted RAIM availability is based upon the ETA for the destina-
tion airport and can be monitored on the GPS CONTROL page:
AVAILABLE indicates GPS approach RAIM is available for
the stated conditions.
UNAVAILABLE indicates GPS approach RAIM is not
available for the stated conditions.
REQ PENDING indicates RAIM status is being evaluated.
INIT GPS indicates RAIM status cannot be evaluated
because GPS is not initialized.
LRN STATUS page:
RAIM DETECTED ERROR indicates the satellite signals
sufficiently disagree and the source of the disagreement
cannot be isolated to one satellite.
The crew must verify TERM is displayed on the PFD within 30 nm
of the airport of intended landing. This indicates that the appropri-
ate RAIM is available for terminal navigation.
The approach of intended use must be selected from the FMS cur-
rent database and GPS APPR must be verified on the PFD prior
to crossing the final approach fix. This will ensure appropriate
approach RAIM is available.
If a missed approach must be initiated and the crew is using GPS
navigation the TOGA buttons must be pressed, GA verified dis-
played in the FMA and TERM displayed on the PFD. This will be
the indication to the crew that appropriate GPS navigation is
authorized and RAIM is within the required limits.
Following are the FMS CDU and PFD messages that may be dis-
played and a description of the messages:
GPS-FMS (CDU/PFD) MESSAGES
CDU PFD
Description
Message Message
GPS estimate is different from the FMS. Message is
displayed when differences are greater than or equal
GPS-FMS to:
MSG
DISAGREE 2.0 nm - Oceanic, Remote or Enroute area
1.0 nm - Terminal area
0.3 nm - Approach area
Aircraft distance within 30 nm of defined airport, also
indicates lateral and vertical deviation are being dis-
TERM
played on PFD at GPS terminal sensitivity (+ 1
nm). TERM also appears when GA is selected.
Crew has deselected the usage of all GPS data on the
GPS
GPS CONTROL page. Message is only displayed on
DISABLE
the message page.
GPS sensor is enabled but GPS measurements are not
GPS NOT being used in the FMS position solution for:
MSG 5 minutes in Oceanic/Remote and Enroute area
AVAILABLE
2 minutes in Terminal area
30 seconds in Approach area
The FMS is using solely the GPS sensor for position
GPS ONLY GPS ONLY
estimate.
GPS Dual GPS installation only. Both GPS sensors are
MSG
REVERTED enabled and onside sensor is not used by the FMC.
GPS integrity (RAIM) is not valid for more than 5
NO GPS minutes in either Oceanic/Remote, Enroute or Termi-
MSG
RAIM nal area. For approach phase the RAIM is not valid
and FAF has sequenced.
GPS approach is activated and the aircraft is within 2
GPS APPR nm of FAF until the MAP. Lateral sensitivity change
to + 0.3 nm.
GPS approach active in the FMS flight plan.
NO APPR Approach is enabled and aircraft in arrival terminal
MSG
GPS RAIM area. Predictive RAIM status at destination is
UNAVAILABLE.
Indicates that the aircraft is within 30 nm of the FAF
APPR FOR for the selected airport and the approach is not quali-
MSG
REF ONLY fied for use by the FMS as primary approach guid-
ance.
E. Visual Approaches
The visual approach database for a particular runway defaults to
a five nautical mile extension. This distance can be adjusted.
F. Approach Briefing
1. The approach briefing should be completed as soon as
possible after determining the landing runway and Navids are
identified.
a. Recommended Crew Coordination during Approach
Briefing
1) Crew Coordination with Autopilot ON or OFF/Inoper-
ative.
PF reviews approach plate and briefs the
approach.
PM flies the airplane.
2) Positive transfer of the controls is required.
G. Approach Charts
1. Prior to conducting the approach briefing, both pilots will have
their appropriate approach charts out and in plain view until
completion of the approach.
2. Utilize the Jeppesen Briefing Strip whenever available.
5. Timing
Missed Approach Time depending on speed minus 10% of
HAT
If you are conducting a "timed approach" without the benefit of
DME, simply take 10% of the published HAT at the MDA, then
subtract that from the time between the FAF and MAP.
Example:
MDA is a typical 400' HAT; Time for this example is 2:00
minutes FAF to MAP.
Calculation: 10% of 400' is 40; VDP is 2:00 minutes minus 40
seconds = 1:20
6. DME
HAT divided by 300
If DME is available for the approach, simply take the HAT and
divide it by 300 (the altitude per mile lost for a 3 degree glide
slope). Important to note is that the reference point to subtract
the result is the landing threshold (the MAP may be located
differently).
Example:
MDA is a typical 400' HAT;
Calculation: 400 divided by 300 = 1.3 miles. The VDP is
located 1.3 miles from the landing threshold.
The crew should maintain an awareness of the destination
weather and traffic situation and consider the requirements of
a potential diversion. A review of the airport approach charts
for the approach and landing should be conducted. Use of the
weather radar, TCAS, and selection of EGPWS terrain display
should be discussed as necessary. The approach briefing
should be completed as soon as practical, preferably before
arriving at the top of descent point. This allows the crew to
give full attention to airplane control.
E. Approach Check
APPROACH CHECK
Bleeds................................................ ON ____ PM
Thrust Reversers ........... ARMED & INDICATED PM
Seatbelt Sign ................................................ ON PM
Flight Attendant ................................. NOTIFIED PM
Approach Briefing ........................ COMPLETED PF
Navaids............................ TUNED & IDENTIFIED BOTH
CAS .................................................... CHECKED PM
.............................................................CLEARED PF
PF PM
L and R
Landing Lights
APU:
The APU will be started in accordance with procedures in the
Equipment and Systems Chapter of this manual.
Bleeds ON ____ PM
L REV ARMED
R REV ARMED
Seatbelt Sign ON PM
The PM will confirm that the Seatbelt sign is ON.
Note: Normally, the seatbelt sign will have previously been
turned on somewhere near the top of the descent. This
check is performed in a confirmatory manner to assure
that the seatbelt sign is on at this point in the flight.
CAS CHECKED PM
CLEARED PF
The PM checks the CAS messages to ensure all displayed
messages are normal for the current operational configuration
of the aircraft and states, Checked.
The PF makes the same check of the CAS and instructs the
PM to clear the messages by stating, cleared.
Once instructed by the PF, the PM will clear all caution and
status messages by pressing STAT and CAS on the EICAS
Control Panel.
G. Approach and Maneuvering Speeds
1. Approach Speeds
a. For the initial approach with flaps 20 selected, set airspeed
to 180 knots.
b. When established on final with flaps 30 selected, set
airspeed to 160 knots.
c. When established on final with flaps 45 selected, set
airspeed to VREF + factor.
d. Final approach speeds are obtained by adding a speed
factor to VREF. This factor prevents airspeed excursion
below VREF while assuring reasonable pilot workload. A
speed additive of 5 knots is considered the minimum factor
while an additive of 10 knots is considered maximum. This
factor is to be applied to the final flap setting for the appro-
priate approach configuration.
e. The factor is adjusted for wind gusts. To calculate, simply
divide the gust factor by two and add this to VREF.
Example: For winds of 15 knots gusting to 35 knots
Gust factor = 20 knots (1/2 the gust = 10 knots)
Approach speed = VREF + 10
H. Maneuvering Speeds
Minimum maneuvering speeds are calculated by adding 10 knots
to the applicable flap setting speed. This 10-knot additive provides
adequate speed margin to stick shaker actuation for an inadvert-
ent 15 overshoot beyond the normal autopilot banked turn.
Initial Approach
The initial approach phase is common to all approaches. Nor-
mally, set flaps 20 at the initial approach fix outbound or an equiv-
alent position for a radar vectored or visual approach.
Precision Approach
Airplane procedures are covered in the precision approach profile.
Whenever possible, crews should make maximum use of the FMS
during transition to the precision approach. This profile may be
modified to suit local traffic and ATC requirement.
Threshold Height
Height over the threshold is a function of glide path angle and glide
path intercept point. During a typical 3 approach, with a 1,000 foot
touchdown point, the main landing gear crosses the threshold at
approximately 50 feet.
Special attention must be given to establishing a final approach
that will assure safe threshold clearance and gear touchdown at
least 1,000 feet down the runway. Deviation from the visual glide
path is not permitted in an attempt to touch down shorter than nor-
mal. A go-around should be executed if threshold clearance is
doubtful.
Event PF PM
BEFORE LANDING
CHECK COMPLETE.
Event PF PM
MARKER INBOUND
Verify marker cross- Verify marker crossing
ing altitude. altitude.
Note time if appro- Advise ATC.
priate.
CONTINIUING.
Continue approach
to 100 feet above
TDZE.
Event PF PM
I. Definitions
1. Precision Runway Monitoring (PRM)
Precision Runway Monitoring (PRM) is a new high resolution
display employing a high update radar. This equipment allows
the controller to recognize deviations from the localizer more
quickly than the normal approach radar equipment. "ILS/LDA
PRM Approach" is derived from the precision radar and
employing the abbreviation makes it easier to use for
controller-pilot communication.
2. No Transgression Zone (NTZ)
This is a 2000 foot wide rectangular area centered between
approach courses.
3. Breakout Maneuver
Instructions issued by ATC to depart the ILS approach prior to
reaching decision altitude in order to avoid collision with
another aircraft that strayed into the NTZ. The breakout
instructions begin with the phrase, "TRAFFIC ALERT".
4. Minimum Vectoring Altitude (MVA)
The MVA provides 1000 feet of obstacle clearance (2000 feet
in mountainous terrain) above the highest obstacle.
J. Requirements
1. An airport with ILS/LDA PRM approaches must have two
controllers working each approach course. The extra
controller is called the Runway Monitor. The runway monitor
utilizes the high update radar to monitor airplanes on
simultaneous approaches.
2. Aircraft on ILS/LDA PRM approaches must be equipped with
dual VHF COM radios.
3. Aircrews must have received additional training on ILS/LDA
PRM approaches.
4. Additional approach charts are published for airports with ILS/
LDA PRM approaches entitled "ILS PRM Rwy xy
(Simultaneous Close Parallel)" and an ILS PRM Approach
Information Page. A reference to this page, which is normally
numbered 11-0, is included in a text box in the applicable
approach chart.
K. Communications
Airports with ILS/LDA PRM operations in progress will use two
frequencies assigned to each runway. The tower and final monitor
controllers will transmit on both frequencies while the pilot will
transmit only on the primary frequency. The dual frequency set up
makes it possible to transmit break-out instructions even in the
event of a stuck microphone or blocked frequency. Ensure that
the monitoring frequency is tuned in and that both frequencies are
being monitored at the same volume.
L. ILS/LDA PRM Procedure
An ILS PRM or LDA PRM approach is a normal approach in most
respects. Differences include the additional training and equip-
ment requirements listed above and a few new procedures.
1. Radio Set Up
Pilots must tune in the monitoring frequency listed on the
approach chart when told to contact tower. Both frequencies
must be monitored at equal volume. Pilots will transmit on
Tower frequency only.
2. TCAS Set Up
a. TCAS may be operated in TA/RA mode while executing
ILS PRM or LDA PRM approaches.
b. Pilots must understand that the final monitor controllers
instruction to turn is the primary means for ensuring safe
separation from another airplane. TCAS does not provide
separation in the horizontal plane, only in the vertical
plane. Therefore, during final approach only the final
monitor controller has the capability to command a turn for
lateral separation. Flight crews are expected to follow any
ATC instruction to turn.
c. An operative TCAS is not required to conduct ILS PRM or
LDA PRM approaches.
3. Approach Briefing
a. In addition to the normal approach briefing, a few more
items must be covered to ensure both pilots have
increased situational awareness and realize what is
required for the specific ILS PRM approach.
When ATIS advises ILS PRM in use, ensure all crew
requirements are met.
Set up and brief frequencies, tuning, and volume.
Brief TCAS RA response.
Review and brief hand flown breakout procedures.
Brief crew coordination during the breakout.
Brief the MVA.
4. Traffic Alert
The words Traffic Alert when used by the PRM final
monitor controller, signal critical instructions that the pilot
must act on promptly to preserve adequate separation.
5. Breakout
a. A breakout will be issued if the airplane on a parallel
approach deviates into the No Transgression Zone (NTZ).
All breakout maneuvers will be hand flown to ensure the
fastest reaction time. A breakout instruction will consist of
a horizontal command (turn direction), and/or a vertical
command (climb, descent, or maintain altitude) and a new
altitude to maintain.
Non-Precision Approach
1. The initial portion of the nonprecision approach is similar to
the precision approach. Whenever possible, crews should
make maximum use of the FMS during the nonprecision
approaches.
2. At the final approach fix, descend at an appropriate rate to
arrive at MDA prior to the visual descent point (VDP). VDP is
the point from which normal descent from MDA may begin.
When the runway is in sight, adjust the profile as required and
continue visually for landing.
3. Nonprecision approaches present unique challenges. Some
nonprecision approaches contain multiple step down altitudes
both prior to, and after passing the FAF. Special care must be
exercised in utilizing the automatic flight control system. IAS
mode (flight director or autopilot coupled) is not authorized for
use during approaches. When setting the altitude selector, the
next lower altitude on the approach (either step down or MDA)
shall be preselected by the PM at the command of the PF.
After reaching MDA, the missed approach altitude shall be
preselected in the event of a missed approach. Preselecting
any altitude should only be accomplished after ALTS CAP or
ALTS is displayed on the FMA. Preselecting altitudes on the
altitude selector requires extra caution and increased crew
coordination to ensure safe and efficient performance of
nonprecision approaches.
Note: The pilot must not assume that they will be in a position
to make a normal landing if MDA and the missed
approach point (MAP) are reached simultaneously.
Event PF PM
Maneuvering FLAPS 8
Prior to Slow to 180 knots Confirm airspeed within limits
Approach and select flaps 8
Shortly prior FLAPS 45, BEFORE LAND- Check airspeed indicator for
crossing Final ING CHECK, BUG REF + correct VFL45.
Approach Fix FACTOR. Select Flap - 45.
Complete LANDING CHECK
Event PF PM
Call:
- Sink rates in excess of 1000
ft/min.
- Any significant deviation
from a glideslope and/or
localizer.
- Any significant deviation
from a normal landing
attitude.
Inform PF airspeed at regular
intervals (+10/-0 KIAS).
- OR -
Event PF PM
Missed Both identify the MAP by tim- Both identify the MAP by tim-
Approach Point, ing and/or DME. ing and/or DME.
Runway NOT in MISSED APPROACH POINT,
sight RUNWAY NOT IN SIGHT.
MISSED APPROACH, SET
THRUST, FLAPS 8.
Simultaneously press TOGA
button.
Set Thrust Levers
Rotate to FD command Set and verify thrust to carats
pitch. on N1 gauges
Set flaps 8
THRUST SET
Event PF PM
Maneuvering FLAPS 8
Prior to Slow to 180 knots Confirm airspeed within lim-
Approach its and select flaps 8
Event PF PM
Call:
- Sink rates in excess of
1000 ft/min.
- Any significant deviation
from a glideslope and/or
localizer.
- Any significant deviation
from a normal landing
attitude.
Inform PF airspeed at regu-
lar intervals (+10/-0 KIAS).
- OR -
Event PF PM
Missed Both identify the MAP by tim- Both identify the MAP by tim-
Approach Point, ing and/or DME. ing and/or DME.
Runway NOT in MISSED APPROACH POINT,
sight RUNWAY NOT IN SIGHT.
MISSED APPROACH, SET
THRUST, FLAPS 8.
Simultaneously press TOGA
button.
Set Thrust Levers
Rotate to FD command Set and verify thrust to carats
pitch. on N1 gauges
Set flaps 8
THRUST SET
Circling Approach
4. Circling Approaches
a. Chautauqua Airlines Restrictions
Chautauqua aircrews are permitted to accept instrument
approaches that terminate in a "circle-to-land" maneuver
only if the reported visibility is better than 3 SM.
If the flightcrew requests or ATC assigns a circling
approach, the Captain must fly the approach and landing.
The aircrew must use the highest of the following landing
minimums for an instrument approach that requires a
circle-to-land maneuver to align the aircraft with the
runway of intended landing when a straight-in landing from
an instrument approach is not possible or is not desirable:
1) The circling landing minimum specified by the
applicable instrument approach procedure,
or
2) 1,000 FT HAA ceiling and 3 Statute Miles Visibility,
whichever is higher.
b. Procedure
Proper planning is the key to a well-executed circling
approach. The circling approach must be thoroughly
briefed during the approach briefing with emphasis on
crew duties, callouts, times to be used (if any), direction of
circle, and missed approach considerations.
Prior to each approach, the APPROACH CHECK will be
completed. While maneuvering prior to the approach
Flaps 8 should be selected and the aircraft slowed to 180
knots. When outbound, Flaps 20 will be selected while
maintaining a speed of 180 knots. The Captain will call for,
Flaps and the FO will select them after verifying the
airspeed is within limits.
When established inbound and prior to the FAF (or glide-
slope alive), the Captain will call for, "Gear Down, Flaps
30." The FO will select gear down and Flaps 30 after
verifying airspeed within limits. The FO will verify gear
down and locked and Flaps 30 on the EICAS. The Captain
will make the appropriate thrust adjustments to begin
slowing the aircraft to VREF 30 + 10 knots.
Circling Approach
Visual Approach
A visual approach is an approach where an aircraft on an IFR flight
plan, under the control of an ATC facility and having an ATC
authorization, may proceed to the airport of destination in VFR
weather conditions.
Prior to each approach, the APPROACH CHECK will be com-
pleted.
Prior to initiating the Approach, select Flaps 8 and slow to 180
knots.
Fly a visual approach with a standard traffic pattern or as directed
by ATC. Enter the traffic pattern at not less than 1,500 feet AGL
at an airspeed of not more than 180 knots. Once established on
downwind, select flaps 20.
Abeam the touchdown point, lower the landing gear, select flaps
30, and reduce airspeed to VREF 30 + 10 knots. Turning Base,
initiate a descent. On final, select flaps 45 and complete the
BEFORE LANDING CHECK. The aircraft will be stabilized in the
final approach configuration no less than 500 feet AGL. The PM
will make the appropriate visual callouts.
Cross the runway threshold at 50 feet AGL and VREF. Smoothly
retard the thrust levers to idle and increase the pitch for the land-
ing flare.
In a crosswind, use the crab method for drift correction on final.
Transition to a sideslip for touchdown with increased control
deflection as control effectiveness decreases.
d. Visual Callouts by PM
1) "1000 (Landing Clearance received?)
2) 500, Cleared to Land
3) Any significant deviation from Stabilized VFR
Approach Procedures.
4) Speed calls if deviating from standard
CROSSING THRESHOLD
1. ALTITUDE - 50 AGL
2. SPEED - VREF
3. THRUST - IDLE
TURNING BASE
1. DESCENT INITIATE
2. FLAPS - 30
TURN TO FINAL
3. SPEED VREF 30 + 10 KNOTS 1. FLAPS - 45
2. SPEED - VREF 45 + FACTOR
3. BEFORE LANDING CHECK -
COMPLETE
4. AUTOPILOT - DISCONNECT
(NO LOWER THAN 400 AGL)
Visual Approach
Landing Gear
Flight Attendant
Chimes
Nose Landing
Lights
Landing Lights ON PM
When cleared for the approach the PM will turn on the L/R
landing lights.
When cleared to land the PM will turn on the nose landing light.
Section 17 Landing
A. Normal Landing Profile
1. The pitch attitude is approximately 3 nose down with flaps set
at 45. At 50 feet AGL, slowly reduce the thrust levers to idle,
this technique permits sufficient deceleration to ensure
touchdown at VREF or less. It is imperative that the touchdown
occur at VREF or less since landing at speeds greater than
VREF may result in the nose gear touching first. This could
result in a porpoising bounce, causing structural damage if the
descent rate is high.
2. When the main gear is approximately 10 feet above the
runway, initiate the flare by increasing pitch attitude very
slightly.
3. At touchdown, the ground lift dumpers extend automatically.
Gently lower the nosewheel onto the runway. After nosewheel
touchdown, select thrust reversers and smoothly apply wheel
braking by steadily increasing pedal pressure, adjusted for
runway conditions and length available. Do not attempt to
modulate or pump the brakes. Maintain deceleration rate until
stopped or desired taxi speed is reached. The anti-skid
system should normally remain on at all times.
Note: Do not wait for thrust reverser deployment before
braking.
4. Reverse thrust reduces the airplane stopping distance
compared to using brakes alone. Reverse thrust is most
effective at high speeds.
5. Raise the thrust reverser levers to the interlock/deploy
position and observe the amber REV icons on the N1 gages.
Maintain positive upward pressure on the levers until the
reverser interlocks release and the REV icons change to
green, pull thrust reverser levers to the maximum position, if
required. The PM monitors engine indications and calls out
any abnormalities.
6. At 80 knots, start reducing reverse thrust. Idle reverse power
should be established by 60 knots.
Crosswind Landing
The recommended crosswind landing technique on the CRJ is
to combine crab and sideslip.
On final approach, a crab angle is established with wings level
to hold the airplane on the desired course.
When commencing the flare, gently apply rudder to align the
aircraft with the runway centerline while applying aileron to
prevent a sideways drift.
Rudder control is effective down to approximately 60 knots.
Rudder pedal steering is sufficient for maintaining directional
control during rollout. During a crosswind, displace aileron into
the wind.
b. Planning
To conduct LAHSO, pilots should become familiar with
all available information concerning LAHSO at their
destination airport. Pilots should have, readily
available, the published ALD and runway slope
information for all LAHSO runway combinations at each
airport of intended landing. Additionally, knowledge
about landing performance data permits the pilot to
readily determine that the ALD for the assigned runway
is sufficient for safe LAHSO. As part of a pilot's preflight
planning process, pilots should determine if their
destination airport has LAHSO. If so, their preflight
planning process should include an assessment of
which LAHSO combinations would work for them given
their aircraft's required landing distance. Good pilot
decision making is knowing in advance whether one
can accept a LAHSO clearance if offered.
Note: The maximum required field length for landing at the
destination airport for the CRJ200 at the maximum
allowable landing weight is always within the 6000'
minimum landing distance.
Upon receipt of the Automatic Terminal Information
Service (ATIS), or notification by ATC that LAHSO is
being conducted on the expected landing runway, the
pilot in command shall determine the capability to
accept the LAHSO clearance. When the ATIS is
acknowledged, and upon initial contact with the
appropriate control tower, the PIC will advise ATC
when unable to accept the LAHSO clearance.
A LAHSO clearance shall not be accepted by the flight
crew if provided after the aircraft has descended below
1,000 feet above ground level (AGL) on final approach
to the landing runway.
1) Stabilized Approach
It is essential that a stabilized approach to the landing
runway be flown. A stabilized approach must be
established before descending below the following
minimum stabilized approach altitudes:
1000 feet above the airport elevation during visual flight
rules (VFR) or visual approaches and during straight-in
instrument approaches in Visual Meteorological
Conditions (VMC).
Minimum descent altitude (MDA) or 1000 feet above
airport elevation, whichever is lower, if a circling
maneuver is to be conducted after completing an
instrument approach.
1000 feet above the airport or touchdown zone (TDZ)
elevation during any straight-in instrument approach in
instrument flight conditions.
2) Touchdown Accuracy
It is essential that the airplane touch down in the first one-
third of the ALD, but in no case greater than 3,000 feet
down the runway, whichever is less.
3) Rejected Landing
If touchdown in the first one-third of the ALD, but in no case
greater than 3,000 feet down the runway is not assured, a
rejected landing must be executed.
3. Limitations and Provisions
a. Only the Captain will perform LAHSO.
b. LAHSO on contaminated runways is prohibited.
c. LAHSO will not be authorized to a runway that does not
have visual or electronic vertical guidance.
Full-Stop Landing
The procedures outlined below are done simultaneously or in
quick succession, as the situation requires.
Approach through 50 feet height point at VREF on a stabilized
glide slope of 3, with landing gear down and flaps at 45.
Thrust reversers may be used after touchdown to supplement
the use of wheel brakes. At airports where runway structural
repair or debris is known to exist, use thrust reversers with
extreme caution to preclude the possibility of foreign object
damage (FOD) from occurring.
Note: To avoid possible airplane structural damage upon nose
gear touchdown, it is imperative that touchdown occur at
VREF or less.
Event PF PM
Landing Roll Out GND SPLR DEPLOY
advisory message
GROUND SPOILERS
DEPLOYED
REV in N1 Icon
2 REVERSE
Airspeed 80 KIAS
Move thrust levers out 80 KNOTS
of reverse to Flight Idle.
Airspeed 60 KIAS
60 KNOTS
Missed Approach/Go-Around
A go-around follows essentially the exact same procedure as
for the missed approach. The only difference is that during a
go-around the airplane maneuvers in close proximity to the
ground and on occasion a touch down may not be avoidable
before climb attitude is achieved.
The missed approach procedure is accomplished by
simultaneously applying go-around thrust, pressing the go-
around button, and rotating toward the flight director target
attitude (10 degrees). Once a positive rate of climb is
established, select gear up.
Climb out speed is flown as per normal takeoff profile using as
reference the V2 marker which was preset prior to descent.
If a turning missed approach is required, turns at speeds less
than V2+10 require the selection of 1/2 bank to ensure
adequate overbank protection.
CAUTION: A go-around maneuver should not be attempted after
the thrust reversers have been deployed.
ACCELERATION ALTITUDE
DECISION POINT
1. SPEED MODE SET TO 200 KT OR 250 KT
1. INITIATE MISSED APPROACH 2. V2 + 20 FLAPS UP
2. SIMULTANEOUSLY: 3. CLIMB THRUST IS SET
- THRUST ADVANCE TO GA SETTING
- TOGA SWITCH(ES) PRESS CLIMB
3. ATTITUDE ROTATE TOWARD 10 NOSE UP
4. SELECT FLAPS 8 1. ACCOMPLISH
5. AIRSPEED ADJUST PITCH TO ACHIEVE A NORMAL CLIMB
SPEED OF NOT LESS THAN V2GA ABOVE 400' AGL OUT PROCEDURES
1. HDG OR NAV MODE AS
APPROPRIATE
POSITIVE RATE
1. LANDING GEAR RETRACT
2. AIRSPEED V2 + 15 KT
GO-AROUND
Airport
Go-Around
The following procedures are recommended in the event of a
missed approach or any other situation that would necessitate
making a go-around maneuver with the airplane in the landing
configuration. It is assumed that the flight instruments, radios,
and navigation aids have been previously set up for the missed
approach.
An all-engine go-around maneuver after touchdown during a
normal landing is entirely the prerogative of the pilot-in-
command to employ if conditions are not conducive for a full-
stop landing.
CAUTION: A go-around maneuver should not be attempted after
the thrust reversers have been deployed.
Captain FO
Lights
Radar
(Landing, Strobes,
Wing & Logo*)
*on if night
Flaps
Probes
B. Shutdown Check
SHUTDOWN CHECK
C. Shutdown Flow
SHUTDOWN FLOW
Captain FO
Parking Brake
Transponder
Ignition/Anti-Ice
Fuel Pumps
Generators
Thrust Levers
Beacon
Nose Wheel
Steering
1
Start Time For
Engines Oil Check
(3 min)
1
Fuel Check Valve CHECKED CAPT
L FUEL PUMP
R FUEL PUMP
L FUEL LO PRESS
L FUEL LO PRESS
Flaps UP CAPT
1
Engine Oil Check COMPLETE CAPT
Note: 1 The following procedure or test shall be performed on
the first flight of the day.
The engine oil level check shall be performed after the first flight
of the day from three minutes to two hours after engine shutdown.
Engine Oil Level Stop/Start Switchlight...................................PRESS IN
This will start the oil level check system. Check the following:
Lamp Test is completed (lights on then off).
START light on
LH & RH FAIL light out
LH & RH REFILL lights out
STOP light on
The next three boxed items are provided to allow flight crews to
safely leave the aircraft unattended for short periods of time when
external AC power or APU is available and selected for use. This
allows crews to leave the aircraft for short breaks or crew changes
without the possibility of loss of AC power discharging the Emer-
gency Lights power source or causing overheat damage to the
EICAS display tubes.
These boxed items should not be completed when a crew intends
to secure the aircraft and proceed with a Terminating Checklist.
TERMINATING CHECKLIST
Chapter 5
Emergency/Abnormal Checklists
Section 1 General
A. Principles
It is essential that the Captain assess the situation and clearly
determine the task distribution for the various phases of flight.
Emergency/abnormal operation is non-routine, and all actions in
emergency/abnormal procedures are announced before being
performed. Under no circumstances should control of the airplane
be compromised.
An emergency/abnormal condition caused by a system malfunc-
tion is indicated by the illumination of the master warning/caution
switches and the applicable aural warning displayed on the ElCAS
primary display. The EICAS messages are used to direct the flight
crew to the appropriate emergency/abnormal procedure
contained in the Chautauqua QRH Emergency and Abnormal
Check Lists. However, some emergency/abnormal conditions will
result in a number of messages to be displayed. The flight crew
must assess the situation and determine the nature of the condi-
tion.
For some emergency/abnormal procedures, specific actions have
been defined to be performed as soon as the situation permits.
The delay involved in referring to the applicable checklist is poten-
tially dangerous, therefore, the flight crew must be able to carry out
the applicable boxed procedure. These boxed items are
considered immediate action items and are contained in the
following section for continuous review.
The nature of the emergency/abnormal condition must first be
recognized and assessed, then the master warning/caution switch
must be pressed to reset the warning system and silence the aural
warning.
Unless otherwise specified, the landing configuration of the
airplane will be landing gear down and flaps at 45 degrees.
C. Diversion Terminology
Diversion terms used within the GOM, POH and QRH emergency
procedures are as follows:
Land at the nearest suitable airport - Landing airport and
duration of the flight are at the discretion of the pilot-in-
command. Extended flight beyond the nearest suitable airport
is not recommended.
Land immediately at the nearest suitable airport - Land without
delay at the nearest suitable airport.
Suitable airport - Suitable airport is defined as the airport
where a safe approach and landing is assured.
REJECTED TAKEOFF
Simultaneously:
1. Thrust levers ......................................................................IDLE
2. Wheel brakes .................................................... Maximum until
a safe stop
3. Thrust reverser(s)
[operating engine(s)]........................................ Maximum,
consistent with
directional control
B. FIRE
L (R) ENG FlRE Msg or Severe Engine Damage (In Flight)
C. ENGINE FAILURE
Uncommanded Acceleration
or
ENGINE OVERSPD
On the ground:
During flight:
D. PRESSURIZATION
G. EMERGENCY EVACUATION
PASSENGER EVACUATION
Captain:
1. PARKING BRAKE ................................................................ON
2. Evacuation ............................................................. COMMAND
3. GND LlFT DUMPING.......................................... MAN DISARM
4. Thrust levers ............................................................ SHUT OFF
5. Evacuation .................................... INITIATE using PA system
6. APU, LH ENG and RH ENG,
FIRE PUSH ........................................................ SELECT
7. BATTERY MASTER ...........................................................OFF
to prevent CVR erasure.
H. ELECTRICAL
I. FLIGHT CONTROLS
1. Autopilot................................................................DISENGAGE
2. Aileron controls (both) .................................. Release pressure
3. ROLL DISC................................................PULL, TURN to lock
4. Airplane control.......................................... TRANSFER, to pilot
with operative aileron
1. Autopilot................................................................DISENGAGE
2. Elevator controls (both) ................................................Release
differential pressure
3. PITCH DISC handle ..................................PULL, TURN to lock
4. Airplane control........................................... TRANSFER to pilot
with operative elevator
J. LANDING GEAR
K. AURAL/VISUAL WARNING
Configuration Warning
In flight:
Chapter 6
Abnormal Procedures
Section 1 Introduction
During an emergency situation it is imperative that the crew not
only understand the applicable procedure, but also ensure that
effective communication remains throughout. The latter is perhaps
more challenging. Dealing with the human factor is subjective
and has many variables. It is therefore imperative that we, as oper-
ators, reduce the possibility of communication errors by eliminat-
ing individual interpretations of what is being said.
Standardization of calls and actions, whether for normal or abnor-
mal procedures, removes the unexpected and allows crew mem-
bers to work together in a familiar environment.
The following actions are standard and should be performed for
each abnormal situation:
At the first indication of a master warning/caution light the Pilot
Flying (PF) will state, identify and cancel.
The Pilot Monitoring (PM) will reset the master warning/caution
lights and call out the message exactly as it appears on the
EICAS primary page.
After having assessed the situation, the PF will then direct the
PM to the appropriate checklist, while selecting the applicable
synoptic page. The PF shall then take control of the radios,
thus permitting the PM to focus on the procedure.
Good CRM dictates that both pilots maintain the global picture. In
order for this to occur each crewmember must remember that sim-
ply by nature of the situation, with one pilot flying and the other
completing an abnormal procedure, the potential for confusion
exists. As the PM reads and actions the QRH checklist items, the
PF must be kept in the loop. The PM shall, therefore, read all items
aloud. In an attempt to eliminate inadvertent switch selections, the
PM is required to confirm certain items before repositioning. In all
cases airborne, thrust levers, generator switches and engine fire
push switches shall be confirmed by the PF before the PM actions
them.
Normal checklists can be delayed in order to accomplish a QRH
procedure. Once the QRH procedure is complete, it is the respon-
sibility of the PF to call for any outstanding normal checklists.
The procedures contained in the QRH assume that the crew
accomplishes the following actions:
Normal procedures have been properly accomplished.
Master Warning/Master Caution switch lights are reset.
Obvious corrective action is taken for crew awareness items.
B. Hot Start
The HOT icon (N1 gauge) will appear as soon as the system
detects a 200 C per second rate of temperature increase. Should
the HOT icon appear, immediately move the thrust lever to shut
off. A hot start could still occur without the HOT icon. Monitor the
temperature closely during start to avoid an overtemperature.
Always be vigilant of the peak ITT.
Event CA FO
Abnormal Indi- Either crewmember will call out any abnormal indications
cation during occurring below 80 knots.
Takeoff Roll
before 80 knots
Abnormal Indi- Either crewmember will call out any red light, engine failure,
cation during fire, loss of directional control, any thrust reverser abnormality,
Takeoff Roll or cause for concern that the aircraft is not safe for flight.
after 80 knots
prior to V1
Rejected Takeoff The Captain will be required
Actions to initiate the abort by stating:
ABORT
Maintain directional control. Hold control yoke forward,
Thrust levers IDLE or MAX and appropriate crosswind
REVERSE. correction.
Simultaneously apply maxi- Notify ATC as soon as practi-
mum braking. cal.
Aircraft able to Clear runway. Communicate with the Cabin
exit the as soon as practical.
runway under
own power
When clear of CAPT, FO: Accomplish the Rejected Takeoff checklist and all
runway applicable emergency/abnormal and normal checklists.
Note: If FO is PF during the ABORT, the CAPT must take control of the aircraft
immediately following the abort call.
Note: Before a second takeoff attempt, perform the rejected takeoff QRH pro-
cedures, after landing procedures, After Start Check, and "Before Take-
off Check" to ensure proper aircraft configuration.
Note: Ensure that brake temperature is within limits. (minimum 15 minutes)
OR
Event CAPT FO
Aircraft stopped Order EMERGENCY EVAC- Notify ATC as soon as practi-
on the runway UATION if appropriate, cal.
Communicate with the
OR Cabin as soon as practical.
Call for applicable emer- Accomplish Checklists as
gency or abnormal check- required.
list(s).
Rejected Takeoff
INITIAL CLIMB
Retract the landing gear after attaining a positive rate of climb.
Hold a minimum of V2 to the acceleration altitude.
Indicated airspeed is the primary reference for pitch control after
the initial climb has been established. The initial climb attitude
should be immediately adjusted to maintain a minimum speed of
V2. If an engine fails at an airspeed between V2 and V2 + 10, climb
at the airspeed at which the failure occurred, provided climb per-
formance at that speed is satisfactory for obstacle clearance. If an
engine failure occurs above V2 + 10, increase pitch attitude in
order to reduce airspeed to V2 + 10 and maintain until the accel-
eration altitude.
Obstacle clearance or departure instructions may require a turn
shortly after takeoff. Climb performance is slightly reduced while
turning but is accounted for in the departure procedure. Typically,
a special airport procedure is published if there are any obstacles
present.
ACCELERATION ALTITUDE
Level off at acceleration altitude. At V2 + 20, select flaps up.
After flap retraction, accelerate to VFTO, set maximum continuous
thrust and continue climb at VFTO.
All performance requirements are met whether conducting a nor-
mal rated takeoff or a reduced thrust takeoff. If desired, the oper-
ating engine may be increased to normal rated thrust to improve
performance.
Indications of fire, impending engine breakup, etc., should be
actioned as soon as the airplane is under control and at a safe alti-
tude, but in no case below 400 feet AGL. Accomplish the Engine
Fire/Severe Engine Damage memory items after the airplane is
under control, the gear has been retracted, and a safe altitude has
been attained. Complete the checklist when established in the
climb at VFTO.
Event PF PM
Abnormal Either crewmember that recognizes an engine failure will
Engine Indica- make the call.
tion at or after V1
ENGINE FAILURE
SET MAX THRUST Set and Verify rated thrust.
Continue Takeoff Roll. MAX THRUST SET
Maintain directional con-
trol.
At VR ROTATE
Smoothly rotate to FD.
Positive Climb Accelerate to V2. Verify positive rate of climb on
Indication the VSI and Altimeter
POSITIVE RATE
Visually verify positive
rate.
GEAR UP select gear up.
Climb at V2 until Acceler-
ation Altitude.
Maintain Runway Head-
ing if possible
V2 SPEED MODE, BUG V2
Select speed mode and adjust
bug to V2
Verify CLB on FMA
Note:The initial climb attitude should be immediately adjusted
to maintain a minimum speed of V2. If an engine fails at
an airspeed between V2 and V2 + 10, climb at the air-
speed at which the failure occurred, provided climb per-
formance at that speed is satisfactory for obstacle
clearance. If an engine failure occurs above V2 + 10,
increase pitch attitude in order to reduce airspeed to V2 +
10 and maintain until the acceleration altitude.
Event PF PM
Above 400 feet 400 FEET
AGL HEADING MODE, 1/2
BANK OR NAV MODE,
1/2 BANK Select HDG or NAV
as appropriate Select 1/2 Bank
Verify HDG or appropriate NAV
mode on FMA
Above 600 feet
AGL AUTOPILOT ON Engage Autopilot
At PFs Discretion Advise ATC of the engine failure
Acceleration ACCELERATION ALTITUDE
Altitude or 1,000 ALT HOLD
feet AGL which- Select ALT
ever is higher Verify ALT on FMA
V2 + 20 V2 +20
FLAPS UP
Select Flaps Up
VFTO VFTO
SPEED MODE, SET MCT,
1/2 BANK OFF Select Speed Mode
Set Max Continuous Thrust
1/2 Bank off
THRUST SET
If Immediate Call for immediate action
Action Items are items Complete the applicable immedi-
Required (After ate action items
Reaching VFTO)
At 1,500 feet Call for appropriate check
AGL or above lists Complete appropriate checklist
procedures
At level off CLIMB CHECK
height Complete the Climb Check
CLIMB CHECK COMPLETE
Event PF PM
Abnormal Either crewmember that recognizes an engine failure will
Engine Indica- make the call.
tion at or after V1
ENGINE FAILURE
SET MAX THRUST Set and Verify rated thrust.
Continue Takeoff Roll. MAX THRUST SET
Maintain directional con-
trol.
At VR ROTATE
Smoothly rotate to FD.
Positive Climb Accelerate to V2. Verify positive rate of climb on
Indication the VSI and Altimeter
POSITIVE RATE
Visually verify positive
rate.
GEAR UP select gear up.
Climb at V2 until Acceler-
ation Altitude.
Maintain Runway Head-
ing if possible
V2 SPEED MODE, BUG V2
Select speed mode and adjust
bug to V2
Verify CLB on FMA
Note:The initial climb attitude should be immediately adjusted
to maintain a minimum speed of V2. If an engine fails at
an airspeed between V2 and V2 + 10, climb at the air-
speed at which the failure occurred, provided climb per-
formance at that speed is satisfactory for obstacle
clearance. If an engine failure occurs above V2 + 10,
increase pitch attitude in order to reduce airspeed to V2 +
10 and maintain until the acceleration altitude.
Event PF PM
Above 400 feet 400 FEET
AGL HEADING MODE, 1/2
BANK OR NAV MODE,
1/2 BANK Select HDG or NAV
as appropriate Select 1/2 Bank
Verify HDG or appropriate NAV
mode on FMA
Above 600 feet
AGL AUTOPILOT ON Engage Autopilot
At PFs discretion Advise ATC of the engine failure
Acceleration ACCELERATION ALTITUDE
Altitude or 1,000 ALT HOLD
feet AGL which- Select ALT
ever is higher Verify ALT on FMA
V2 + 12 V2 + 12
FLAPS 8
Select Flaps 8
V2 + 20 V2 +20
FLAPS UP
Select Flaps Up
VFTO VFTO
SPEED MODE, SET MCT,
1/2 BANK OFF Select Speed Mode
Set Max Continuous Thrust
1/2 Bank off
THRUST SET
If Immediate Call for immediate action
Action Items are items Complete the applicable immedi-
Required (After ate action items
Reaching VFTO)
At 1,500 feet Call for appropriate check
AGL or above lists Complete appropriate checklist
procedures
At level off CLIMB CHECK
height Complete the Climb Check
CLIMB CHECK COMPLETE
After Takeoff
At a safe altitude (1,500 to 3,000 feet AFE):
RAM AIR Valve....................................................... CLOSE PM
10TH STAGE, R BLEED AIR ................................... OPEN PM
Air Conditioning, R Pack ............................................... ON PM
Note: If an engine failure occurs, delay turning on the
bleeds until after obstacle clearance is assured.
When cabin rate is stabilized:
10TH STAGE, L BLEED AIR.................................... OPEN PM
L PACK..................................................................... OPEN PM
Landing Elevation.........................................................SET PM
Set to destination field elevation.
Landing
This procedure must be followed when 10th stages are prohibited
from supplying bleed air to the packs (i.e. icing conditions).
Below 10,000 feet AGL:
Pressurization Control ...............................................AUTO PM
Prior to Final Approach:
L AND R PACKs.......................................................... OFF PM
10TH STAGE, L AND R BLEED AIR....................CLOSED PM
RAM AIR Valve......................................................... OPEN PM
Note: Avoid high rates of descent for passenger comfort.
After Landing
RAM AIR Valve....................................................... CLOSE FO
Packs and Bleeds ......................................AS REQUIRED FO
Note: After landing items are to be accomplished in
conjunction with the After Landing Checklist.
B. APU Fire
In flight, not all faults will cause an automatic shutdown. Fire extin-
guishing must always be initiated by the crew through the PUSH
TO DISCHARGE switch on the glareshield.
Push and hold the BOTTLE ARMED PUSH TO DISCHARGE
switch until the green light extinguishes. Both squibs fire at the
same time.
C. Wake Turbulence
1. Recognition
An encounter with wake vortices is associated with abrupt roll
and aerodynamic loads similar to turbulence encounters.
- Prompt initiation of recovery procedures is necessary to
preclude an unusual attitude.
2. Wake Turbulence Recovery Actions and Callouts
Step PF PM
Thrust Verify all actions have
Add thrust as necessary been completed and call
out any omissions
Roll
Autopilot - disconnect
Apply ailerons and rudder
to recover wings-level
attitude
1
Pitch Monitor attitude, airspeed
Accomplished Simultaneously
Event PF PM
BEFORE LANDING
CHECK COMPLETE.
Event PF PM
MARKER INBOUND
Verify marker cross- Verify marker crossing
ing altitude. altitude.
Note time if appro- Advise ATC.
priate.
CONTINIUING
Continue approach
to 100 feet above
TDZE.
Event PF PM
Event PF PM
BEFORE LANDING
CHECK COMPLETE.
Event PF PM
CONTINIUING.
Continue approach
to 100 feet above
TDZE.
Event PF PM
+ CORRECTIONS
400 AGL)
Event PF PM
Acceleration ACCELERATION ALTITUDE
Altitude or or 1,000 ft whichever is higher
1,000 feet AGL ALT HOLD
whichever is Select ALT
higher
V2GA + 20 V2GA + 20
FLAPS UP
Select Flaps Up
Accelerate to VFTO
CROSSING THRESHOLD
1. ALTITUDE50' AGL
2. SPEEDFLAPS 45 VREF
+ 30 KT
3. THRUSTIDLE
FINAL
LINED UP WITH RUNWAY
1. AIRSPEEDFLAPS 45 VREF
+ 30 KT (MIN)
2. CONDITION (1): LANDING
CONTINUE VISUALLY
CONDITION (2): GO-AROUND
PATTERN ENTRY
1 TO 1 1/2 MILES
1. CLEAN
2. AIRSPEED200 KIAS
3. ALTITUDE1,500' AGL
DOWNWIND LEG
1. FLAPS0
2. AIRSPEEDVT ARGET
3. THRUSTAS REQUIRED
4. GEARDOWN LANDING
CHECK
TURN TO FINAL
1. BEFORE LANDING CHECK
COMPLETE
2. AUTOPILOTDISCONNECT
(NO LOWER THAN 400' AGL)
APU and both engine fire push switches Proceed to cabin to assist in evacuation
PUSH
Assist in evacuation
A. EGPWS Caution
When an EGPWS CAUTION occurs, adjust the airplane flight path
until the CAUTION alert ceases.
B. EGPWS Warning
If an EGPWS WARNING occurs and unless operating in VMC
and/or the pilot determines, based on all available information,
that a turning maneuver is required in addition to the procedure
outlined below, then accomplish the following as the safest course
of action:
1. Disconnect the autopilot and set thrust levers to MAX position
and ensure flight spoilers are fully retracted.
2. Rotate the airplane to increase pitch attitude to the highest
possible value.
3. When the stick shaker is encountered, reduce the pitch rate/
angle of attack to keep the shaker speed at a minimum.
4. Do not retract the flaps or landing gear until a safe climb-out is
assured at a minimum of 1500 feet AGL.
5. Once the warning ceases resume the normal flight level
attitude.
Step PF PM
1 THRUST Verify all actions have been completed
Accomplished Simultaneously
B. Traffic Advisory
The pilot must not initiate evasive maneuvers using information
from a traffic advisory (TA) or the TA voice message only. The TA
display and verbal advisory are intended for assistance in visually
locating the traffic.
C. Resolution Advisory
Compliance with TCAS resolution advisory (RA) IS REQUIRED
unless the pilot considers it unsafe to do so. If no Visual:
Follow TCAS commands immediately and advise ATC as soon as
possible. Maneuvers which are in the opposite direction of the RA
are extremely hazardous, especially RAs involving altitude cross-
ing, and are prohibited unless it is visually determined to be the
only means to assure safe separation.
After the TCAS RA clears, expeditiously return to the originally
assigned altitude and advise ATC.
The following actions and callouts are not a checklist, but rather
an emergency maneuver. Pilots are expected to be proficient in
the performance of these actions and maneuvers.
As long as either of the above have been meet the aircraft out
flow valves will be open and the aircraft will not pressurize
inadvertently on the ground.
The Captain should maintain vigilance at all time when
starting or shutting down both engines with a deferred APU or
APU bleed LCV closed. Ensure the ground service
personnel has not hooked up an A/C cart prior to opening
any door. This can and has caused severe injury to the Flight
Attendant. Crews should also be vigilant to a secured aircraft
(parked and all doors closed) with an A/C cart hooked up and
running, the aircraft will be inadvertently pressurized.
WARNING: Do not attempt to open the main cabin or Galley Service
door if you observe an A/C cart hooked up and
supplying air to the aircraft. If an A/C cart is supplying
air and no aircraft 10th stage bleed supplied to the out
flow valves, inadvertent aircraft pressurization will
occur and severe injury to flight or ramp personnel
possible.
WARNING: If the aircraft becomes inadvertently pressurized during
ground operations the crew must immediately push the
EMRG DEPRESS button while simultaneously making a
PA announcement to the Flight Attendant: DO NOT
OPEN THE MAIN CABIN OR SERVICE DOORS UNTIL
FURTHER ADVISED BY THE CAPTAIN.
Note: If the EMRG DEPRESS button did not relieve the
inadvertent pressurization, the crew may also
depress the RAM AIR open valve.
If possible situations exist or not sure if the aircraft has
inadvertently pre-pressurized, notify ramp personnel to
remove the air cart prior to opening any aircraft doors.
B. Procedures
1. Flight Release: Ensure that flight has not been filed with an
RNAV departure, arrival, or en route procedure in the flight
plan. These include, but are not limited to, RNAV SIDs,
STARs and "Q" airways or routes. Be certain you are not
assigned one from ATC; especially when receiving your ATC
Clearance. The PIC will also need to check NOTAMS along
the route of flight to ensure all required NAVAIDS are
operable.
2. Thrust Settings: Pilots will be required to calculate all
required thrust settings using the performance charts found in
Chapter 9 of the POH. All Thrust settings should be calculated
using the current or anticipated aircraft configuration (e.g.
Bleeds on/off, Anti ice on/off). Takeoff N1% should be
calculated for the applicable aircraft configuration. MCT and
initial climb thrust setting should be calculated before takeoff
and noted. During climb, the applicable climb thrust should be
adjusted every 5000 feet. At cruise, the applicable cruise
thrust setting should be set to achieve desired IAS or Mach
number found in the flight plan profile of the release package.
This will be 1%-3%N1 less than the Max Climb Thrust setting.
This should be at or below the Max Cruise Thrust setting for
the current aircraft configuration.
CAUTION: Turning on the anti-ice system will require a reduction
of max climb and cruise thrust to prevent possible over
temping of the engines.
Chapter 7
Weather Operations
5. Holdover Time
a. Holdover time is the estimated time that an application of
an approved de-icing / anti-icing fluid is effective in
preventing frost, ice, or snow from adhering to treated
surfaces. Holdover time is calculated as beginning at the
start of the final application of an approved de-icing / anti-
icing fluid and as expiring when the fluid is no longer effec-
tive.
b. The fluid is no longer effective when its ability to absorb
more precipitation has been exceeded. This produces a
visible surface build-up of contamination.
C. Airframe Contamination
1. Clean Aircraft Concept
a. The Clean Aircraft Concept (aerodynamically clean)
prohibits takeoff when frost, ice, snow, or other contami-
nants are present on the airplanes critical surfaces.
b. As stated previously, having frost on the upper surface of
the fuselage on the CRJ200 (CL-600-2B19) is not consid-
ered limiting. Cold weather operations present specific
challenges in keeping an airplane free of these contami-
nants.
c. The performance data for this airplane are based on the
clean aircraft concept. This means that all performance
values are based on the airplane being aerodynamically
clean prior to takeoff.
d. Failure to remove contaminants will result in adverse
effects on airplane performance and flight characteristics.
These adverse effects can include the following:
Decreased thrust
Decreased lift
Increased drag
Increased stall speeds
Trim changes
Altered stall characteristics
Altered handling qualities.
e. The removal procedures for frost, ice, and snow from the
surfaces of the airplane prior to takeoff, as described in this
section, depend upon the de-icing/anti-icing facilities,
methods, and types of fluid available at the airports
involved. De-icing/anti-icing must be accomplished at the
last possible time prior to takeoff to maximize the time that
anti-icing will be able to provide protection (holdover time).
f. The following general precautions must be observed in
cold weather operations:
1) It must never be assumed that an apparently dry and
loose form of frozen moisture, for example, dry snow,
will be removed by the slipstream during the initial
takeoff roll. For instance, on an airplane removed
from a warm hangar, a dry snowfall that remains free
and uncompacted on the ground may melt and later
refreeze to form ice that sticks to the surfaces of the
airplane.
2) Before each flight, a thorough inspection of critical
surfaces must be made to determine the extent of
contamination on them. This inspection must be
made by the pilot-in-command (PIC) or by other
trained and approved personnel qualified to report
results directly to the PIC. De-icing and anti-icing are
part of flight operations and remain under the
authority of the PIC.
3) After de-icing, another inspection, subject to the same
qualifications mentioned in paragraph 2. above, must
be made to confirm that all contamination is removed.
4) If during the period between the completion of de-
icing and takeoff there is the possibility that the
airplane may again be contaminated, anti-icing
protection, usually in the form of de-icing/anti-icing
fluid, must be provided. The period of effective anti-
icing, known as holdover time, must be longer than
the period between de-icing and takeoff. Holdover
times start at the beginning of the final de-icing proce-
dure.
b. If left or right wing fuel content exceeds 2297.2 lb., the fuel
will be in contact with the upper wing skin. If the fuel
temperature is 0C or below and a high humidity condition
exists or visible moisture in any form is present, pilots must
ensure that the wing upper surface is free of clear ice by
means of a tactile (touch) check. Clear ice must be
removed.
4. Frost Due to Cold Soaked Fuel
a. Wing frost caused by cold soaked fuel can form on the
upper and lower surfaces of the wing even at temperatures
significantly above freezing. Frost on the upper surface of
the wing must be removed.
b. Takeoff with the following accumulation of frost, due to
cold soaked fuel, on the underside of the wing fuel tank
area is permissible:
Maximum 1/8 inch layer of frost.
5. Frost on the Upper Surface of the Fuselage
Frost on the upper fuselage surface is not considered to be
critical if it is possible to distinguish surface features (markings
and lines). Frost in excess of this must be removed from the
fuselage.
D. Icing Conditions
lcing conditions exist when the total air temperature is below 10C
(50F) and visible moisture is present in any form. This includes
cloud, fog, mist, rain, snow, sleet and ice crystals. Regardless of
visible ambient moisture and temperature clues, icing conditions
also exist when there are visible signs of ice accumulation on the
airplane or when the ICE cautionary message is displayed.
1. Cloud Forms
In discussion of icing, cloud types can be categorized into two
general classifications; stratiform (layer type clouds) or cumu-
liform (rising, thunderstorm) clouds. The certification require-
ments define icing envelopes conforming to these cloud types
corresponding to continuous (stratiform) icing and intermittent
(cumulus) icing types.
2. Icing Process
lcing results from super-cooled water droplets that remain in a
liquid state at temperatures below freezing. In general, leading
edge structures passing through such conditions will cause a
certain number of these droplets to impact the leading edge
surface and freeze. A relatively large or bluff body will
generate a large pressure wave ahead of the leading edge
which forces the air and many of the smaller droplets around
it. Only droplets with sufficient mass and inertia will impact the
surface and freeze. Conversely, a narrow leading edge radius
generates a smaller pressure wave and so collects more of
the lower mass inertia droplets. Ice will thus tend to accumu-
late at a greater rate on the (smaller narrower) tail leading
surfaces. Ice will also tend to accumulate in greater quantities
and cover a larger part of the leading edge if the ambient liquid
water droplets are relatively large.
3. Ice Forms
Three recognizable ice forms exist; rime ice (opaque), clear
ice and frost. It is also common to observe mixed form icing
comprising of mixed glaze and rime ice forms.
a. Rime ice is rough and opaque in appearance and generally
forms a pointed or streamlined shape on the leading edge.
b. Clear ice is transparent and often produces a wedge shape
or concave ice shape with double horns. This is caused by
partial run back of the impinging water droplets to positions
aft of the stagnation point. Ice initially forms here as a thin
layer of sandpaper ice which then grows to form the glaze
horns.
c. Frost may form as a thin layer of crystalline ice on all
exposed airplane surfaces. Frost is generally associated
with ground operations.
E. Pre-flight Preparation
1. External Safety Inspection
The removal of contaminants from the airplane is a
maintenance function; however, the flight crew should be
diligent during the pre-flight preparation to inspect areas
where adherence and accumulation of frost, ice, and snow
could seriously affect normal systems operations.
EXTERNAL SAFETY INSPECTION
1. All protective covers ............................................ Removed
- Probe covers (pitot and static, TAT, ice detector,
AOA vane, and fuel NACA vent cover)
- Wheel covers (nose and main landing gear
- Intake and exhaust covers (engines, APU, ram air
scoop, and air-conditioning packs)
2. Pitot and static probes ................ Clear and not obstructed
3. AOA vanes ................................................ Free movement
4. Windshield and wipers ...................... Free of ice and snow
5. Airplane surfaces ..................... Free of frost, ice and snow
Note: During snowfall, freezing rain and drifting snow, it is
possible for snow and melting ice to penetrate into
hinges, operating linkages, drainage openings and
vents, and then refreeze. The above mentioned areas
should be checked with diligence.
2. Cabin Preparation
In case of cold soak at temperatures below -20C, it is
recommended that the cabin interior be warmed up before
dispatching the airplane to ensure proper operation of all exits.
CABIN PREPARATION
1. CABIN temperature control switches........................... HOT
- To warm up the cabin to a comfortable level
(approximately 10C or higher) before the
passengers board aircraft.
2. All doors and exits .................................... Check operation
- Check that the main passenger door and the galley
service door can be opened properly; and
- Check that there are no messages on the door
synoptic page.
CAUTION: For all types of de-icing fluid, the time of protection will
be shortened in heavy weather conditions, heavy
precipitation rates or high moisture content. High wind
velocity or jet blast may reduce holdover time below the
lowest time stated in the range. Holdover time may also
be reduced when airplane skin temperature is lower
than OAT. The only acceptable decision criteria is the
shortest time within the applicable holdover timetable.
De-icing/anti-icing fluids have not been tested for ice
pellet precipitation and all holdover tables do not
address ice pellet precipitation.
When ice pellet precipitation occurs after the
application of de-icing/anti-icing fluid, the de-icing/anti-
icing fluid dilutes which results in rapid wing
contamination.
Fluids used during ground de-icing are not intended for
and do not provide ice protection during flight.
2. De-icing/Anti-icing Procedures
De-icing is the removal of snow, ice or frost from airplane
surfaces using mechanical means, hot water or a heated
mixture of water and de-icing/anti-icing fluid.
Anti-icing is the application of de-icing/anti-icing fluid with a
useful holdover time to prevent the accumulation of snow, ice
or frost on airplane surfaces after de-icing.
Current practice prescribes the following general methods for
effecting de-icing/anti-icing:
a. Mechanical Removal of loose Contamination
If a significant amount of loose snow is on the airplane, the
expenditure of a relatively large amount of de-icing fluid
can be avoided if the snow is removed mechanically.
Subject to the results of an inspection as outlined below
(Removal of Loose Contamination), this may achieve
complete de-icing of the airplane.
b. One-step De-icing / Anti-icing
Fluid is applied in one step to remove frozen contamination
and apply limited anti-ice protection. In this process the
residual fluid film, regardless of the type of fluid used, will
provide only a very limited duration of anti-icing protection.
PRE-DE-ICING/ANTI-ICING CHECK
If Engines/APU are off:
1. Proceed to step 7.
If Engines/APU are operating:
2. Thrust levers ............................................................... IDLE
- for the duration of the operation.
- If the APU is running, ensure that personnel
carrying out the fluid application are aware of the
location of the APU air intake and have been
instructed to avoid fluid spray that can be ingested
by the APU.
H. De-icing/Anti-icing
CAUTION: Under no circumstances can an airplane that has been
anti-iced, receive another coat of Type II/IV fluid on top
of the existing film. If the holdover time is exceeded,
surfaces must first be de-iced with a mixture of hot
water and de-icing fluid, before another application of
Type II/IV fluid is made.
Type II/III/IV fluid must never be applied to the
windshields and side windows.
Application of de-icing/anti-icing fluid on wheel brake
assemblies will seriously degrade braking
performance.
With the APU operating, ingestion of de-icing fluid will
contaminate the air-conditioning system and cause
objectionable fumes (causing throat irritation) and
odors to enter the airplane. This may also cause erratic
operation and possible damage to the APU.
Under no circumstances should spray be directed at
the trailing edges of control surfaces. Such spray may
force partially melted contamination into hinge
mechanisms and under control shrouds with risk of
later re-freezing.
The two-step procedure is accomplished by first applying de-icing
fluid, consisting of heated pure water or a heated mixture of water
and Type I, Type II, Type III, or Type IV fluid, then applying a mix-
ture of water and Type II or Type IV fluid, or undiluted Type I or
Type III fluid.
Note: If heated pure water is used for the first step, the second
step must be completed before refreezing occurs; as a
general rule within 3 minutes of the beginning of the de-
icing step. This short period makes it necessary to de-
ice/anti-ice relatively small areas of the airplane
successively.
Consider the nature of the precipitation present and the
likely duration of the delay between the completion of the
anti-icing step and take-off.
A spray trajectory of 10 feet is recommended to ensure
that direct spray does not damage airplane surfaces.
On flight control surfaces, application should always be
from leading edge to trailing edge and from outer panels
to inner panels.
2. Engine Start
ENGINE START PROCEDURE
5. Takeoff
WARNING: When Type II, Type III, or Type IV anti-icing fluids have
been applied, use of wing anti-ice heat prior to takeoff
can cook the fluid onto the leading edges of the wing
creating contamination.
CAUTION: Operating on ramps or taxiways which are
contaminated with surface snow, slush or standing
water when the OAT is 5C or below, can cause the wing
leading edge to become contaminated with ice, e.g.,
from nose wheel splashing or jet blast spray. Just prior
to takeoff, select the wing anti-ice system ON and
advance the thrust levers, as required, until the L WING
A/ICE and R WING A/ICE caution messages are
extinguished, to remove any leading edge ice
contamination that may have accumulated during taxi.
The same procedure should be performed whenever
the PIC has any doubt of the cleanliness of the wing
leading edge prior to takeoff.
a. Takeoff Considerations:
1) Ensure all engine bleed and runway condition penal-
ties have been considered in takeoff performance
calculations.
2) Power application should be done as symmetrically
as possible to avoid yawing moments during engine
acceleration.
3) Ensure that the cleared runway width available is
sufficient.
4) If the airplane starts to creep or slide on the ice or
snow during thrust application, release the brakes
and begin the takeoff roll. Anticipate lag in nosewheel
steering response and nosewheel skidding and apply
corrections as necessary.
5) Do not exceed 3 degrees/second rate of rotation.
Anticipate and be prepared to accept a higher than
normal initial climb speed. This increased initial climb
speed will not adversely affect the climb profile.
6) Consider delaying gear retraction following takeoffs
from slush or snow covered runways.
7) If the airplane tends to pitch-up or roll-off once
airborne, immediately reduce the pitch to reduce the
angle of attack and simultaneously apply maximum
thrust. Be prepared to accept altitude loss to recover
the aircraft. Use ailerons as required to level the
wings.
8) If the decision is made to reject the takeoff, normal
rejected takeoff procedures are applicable. In addition
the following should be considered:
a) Anticipate the possibility of skidding on contami-
nated runways and be prepared to make the
necessary corrections.
b) If a loss of directional control occurs, reduce
reverse thrust to idle reverse and if necessary,
return the engines to idle forward thrust to return
to the centerline. Regain the centerline with nose-
wheel steering, rudder and/or differential braking.
6. Descent - Approach
a. Considerations:
1) Anticipate wing anti-icing requirements during
descent. This may require increased thrust settings
and associated lower rate of descent. Descent plan-
ning should be adjusted accordingly.
2) Ensure all engine bleed and runway condition penal-
ties have been considered in landing/go-around
performance calculations.
3) Avoid holding in icing conditions for longer than is
necessary.
4) Ensure that the cleared runway width available is
sufficient.
5) Take note of Pilot Reports (PIREPs) on braking condi-
tions.
b. A diversion should be considered:
1) When the depth of contaminants on the runway
surface exceeds the published runway contaminant
depths in the performance section of the CRJ200
POH Chapter 9, PERFORMANCE.
2) During extreme weather conditions (for example,
freezing rain).
3) When braking action is reported to be poor.
4) When crosswind component exceeds 15 knots and
the runway is slippery.
7. Landing
a. Considerations:
1) Carry out a positive touchdown to ensure initial wheel
spin up and breakout of frozen brakes if icing has
occurred
2) Lower the nosewheel immediately.
3) Anticipate skidding and hydroplaning to occur, and be
prepared to make the necessary corrections.
4) Use maximum reverse thrust as soon as possible
after touchdown. Thrust reversers are most effective
at high speed. Maximum reverse thrust may be used
to a complete stop in case of an emergency situation.
5) If a loss of directional control occurs, reduce reverse
thrust to idle reverse and if necessary, return the
engines to forward idle thrust to return to the center-
line. Regain the centerline with nosewheel steering,
rudder and/or differential braking.
6) DO NOT pump the brakes as this will only diminish
braking effectiveness. Apply brakes normally with
steadily increasing pressure, allowing the anti-skid
system to modulate brake pressures to obtain
maximum braking.
8. Taxi-in and Parking
a. Considerations:
1) DO NOT retract the flaps to less than 20 if the landing
occurred on a contaminated runway, to avoid
possible damage to the structure and mechanism by
frozen slush and/or snow.
2) A ground check will be performed and flap retraction
completed only when the Captain has confirmed that
there is no significant amount of ice, slush or snow in
the flap mechanism. This check may be delegated to
the First Officer.
3) Anticipate that movement areas may be slippery and
the use of reverse thrust may be necessary to stop
the airplane.
4. Slush
Slush is snow saturated with water which displaces with a
splatter when stepped firmly on. It is encountered at
temperatures up to 5C (41F) and has a density of
approximately 50 pounds per cubic foot, and a specific gravity
of 0.85.
5. Wet Snow
Wet snow will easily stick together and tends to form a
snowball if compacted by hand. It has a density of
approximately 25 pounds per cubic foot.
6. Dry Snow
Dry light snow is loose and can easily be blown. If compacted
by hand, it will readily fall apart again. It has a density of
approximately 12 pounds per cubic foot. The coverage is
more than 25% of the runway surface.
7. Dry Ice
Ice covered runway having a dull weathered appearance. The
temperature range is from -40C to -5C (-40F to 23F).
8. Wet Ice
Ice covered runway having a shiny wet appearance. The
temperature range is from -5C to 4C (23F to 40F).
D. Hydroplaning
1. Hydroplaning can occur on runways contaminated with
standing water or slush and results when hydrodynamic lift
forces generated between the tires and the contaminant are
sufficient to lift the tires and airplane clear of the runway
surface. In this condition, the tires are no longer capable of
providing directional control or effective braking.
2. Hydroplaning does not normally occur in water depths of less
than 1/5 inch, although under some conditions the minimum
depth may be as low as 1/10 inch.
3. Once hydroplaning has commenced it can be sustained over
areas where the water depth is less than that required to
initiate hydroplaning and to speeds lower than that required
for initiation.
4. Initiation of hydroplaning is calculated to be at the following
ground speeds (KTS) for the Regional Jet airplane:
E. Takeoff
1. Runway contamination in the form of standing water, slush,
snow and ice have a negative impact on the accelerate-stop
distance and the ground run portions of the takeoff run, and
takeoff distance values. Under these conditions, corrections
have to be applied to the takeoff speeds and distances, which
would consequently affect takeoff performance values.
2. Takeoff field length is the greater of the distance required to
accelerate to the critical engine failure recognition speed (V1)
and then come to a full stop, or the distance required to
accelerate to V1 and then continue acceleration with an
engine failed to a height of 35 feet above the runway surface.
Braking coefficients used during the braking phase of a
rejected takeoff are based on analysis. APR must be
operational and armed for takeoff.
3. The takeoff procedures mentioned in the Cold Weather
Operation section of this chapter may be used, as applicable.
F. Landing
1. Landing on an icy runway is not recommended. If landing is
unavoidable under such conditions, it is recommended that
reverse thrust be used as soon as possible after touchdown.
For dry runways the most effective means of stopping the
airplane are the brakes. However, for icing conditions and
contaminated runway operations the thrust reversers were
found to be the most effective deceleration device.
2. DO NOT try to offset a poor runway braking condition by
landing short. It is equally important not to land long. However,
landing short can have far more serious consequences than
overrunning the far end of the runway at low speed. The
desired touchdown point is always about 1,000 feet from the
approach end of the runway.
G. Crosswind Landings
1. A slippery runway and a crosswind is obviously a bad
combination. When landing on a wet runway, a 27-knot
crosswind is generally considered maximum. If the runway is
known to be slippery (braking action reported as less than
good), a crosswind component of 15 knots should be the
maximum.
2. In crosswind conditions, the crosswind crab angle should be
maintained for as long as possible until prior to touchdown.
Aim for the centerline or slightly on the upwind side and avoid
touching down on the downwind side of the runway because
of the possibility of the airplane weathervaning towards the
wind after touchdown, and drifting toward the downwind side
of the runway.
3. After touchdown, the early employment of all means of
decelerating the airplane (particularly the thrust reversers)
cannot be overemphasized. The use of rudder pedals for
steering at high speeds is recommended and use the
nosewheel steering tiller with great care. Apply a slight
forward pressure on the control column to increase main gear
loading and improve directional control.
4. If the airplane starts to skid or drift gradually, it may be
necessary to move the thrust levers out of reverse thrust and
to go to forward idle thrust to recover the centerline. It may
also be necessary to reduce the brake pressure to regain
control and re-establish alignment with the centerline. For
additional procedures and techniques during the landing roll,
refer to the applicable procedures mentioned in the Cold
Weather Operations section of this chapter.
Note: Pilots should seat themselves so as to ensure that they
can achieve maximum braking with full rudder pedal
deflection in either direction.
2. Brake Cooling
a. For quick turnaround operations, bear in mind that the
energy absorbed by the brakes following each landing is
accumulative. This could prove detrimental and may cause
considerable delays at stops, if it results in overheating of
the brakes and the possible melting of the wheel fusible
plug(s) resulting in the deflation of the tire(s) involved.
b. The brake cooling times established in Chapter 9, Takeoff
Performance section of the CRJ200 POH should be
adhered to.
c. Every effort to maintain cool brakes should be attempted.
Early extension of the landing gear prior to the approach is
recommended. Additional in-flight cooling for every
segment of the route should be sufficient enough to cool
the brakes and the tires before landing.
d. The recommended deceleration technique after landing
should be adhered to. Excessive braking should be
avoided and the thrust reversers should be used to their
full advantage.
B. Airspeeds
Maximum recommended airspeed for turbulence are:
280 KIAS; or
Mach .75M whichever is less.
While flight at speeds significantly below the turbulent airspeed
may provide a more comfortable ride in light to moderate turbu-
lence, these low speeds may be undesirable when encountering
severe turbulence for the following reasons.
1. The airplane is closer to the critical angle of attack and since
severe turbulence can cause substantial variance to the angle
of attack there is a greater chance of encountering buffeting
and the accompanying high drag. This will cause altitude loss
and tempt the pilot to make undesirable power and pitch
changes.
2. Trim changes due to power changes at low speed are greater
than at high speed and further compound the difficulty of
maintaining adequate control.
3. Severe gusts or drafts will cause large and often rapid
variations in IAS. Do not chase the airspeed in order to
maintain the recommended speed.
C. Altitude
1. Flight through severe turbulence should be avoided, if
possible. When flying at FL 200 or higher, it is not advisable
to avoid a turbulent area by climbing over it, unless it can be
overflown well in the clear. If necessary, reduce altitude to
increase buffet margin.
2. Due to the high velocity vertical gusts associated with
turbulence, large variations of altitude are extremely likely to
occur. The prime consideration is to avoid increasing the load
on the aircraft by applying excessive elevator input in addition
to the load applied by the gust.
3. As with the other parameters discussed, minor deviations
should be tolerated and corrections for large deviations
should be only that required to reverse the trend.
4. Large altitude variations are possible in severe gusts or drafts,
but do not chase altitude. Allow it to vary provided there is
adequate terrain clearance, that is sacrifice altitude in order
to maintain the desired attitude.
D. Attitude
Flying under extremely turbulent conditions requires techniques
that may be contrary to a pilot's natural reactions. Large, rapid
aileron control inputs are permissible to hold the wings level, but
in extreme turbulence, pitch attitude must be controlled with small,
smooth inputs to avoid excessive stress to the aircraft. The pilot
should rely on the natural stability of the aircraft and not be overly
concerned with minor excursions. Pitch attitude should be con-
trolled solely with elevator control and not with trim. The pilot will
not be able to effectively counter each gust with trim and will prob-
ably make aircraft control more difficult than by leaving the aircraft
trimmed at the original speed. Once the aircraft is established at
the entry speed, power changes are generally undesirable.
E. Aircraft Systems
Consider the use of ignition ON to reduce the possibility of engine
flameout due to interrupted airflow.
If severe turbulence is encountered, maintenance must be notified
prior to the next flight.
1. Autopilot
The autopilot may be used when flying through turbulence and
most cases can be regarded as the primary means of aircraft
control in turbulence. To engage the autopilot in the
turbulence mode, select the turbulence - TURB - switch on the
flight control panel - FCP -. In the turbulence mode the
autopilot gains are reduced to compensate for and provide a
smoother flight during turbulent conditions. When the
autopilot is used, guard the AP/SP DISC button on the control
wheel to permit immediate disengagement should the need
arise.
2. Engines
Adjust thrust to maintain the recommended turbulence
penetration airspeed as required for the phase of flight. Once
power is set to maintain the desired airspeed, avoid further
power changes. Change the thrust setting only in case of
extreme airspeed variation. Remember that a transient
increase is always more advisable than a loss in speed which
decreases buffet margin and is difficult to recover.
VIDEO INTEGRATED
PROCESSOR (VIP)
RAINFALL RAIN- CATEGORIZATIONS
DISPLAY RATE FALL RATE
LEVEL RAINFALL
MM/HR IN/HR STORM VIP RATE MM/
CATEGORY LEVEL HR
IN/HR
Magenta Greater Greater Extreme 6 Greater
than 52 than 2.1 than 125
(5)
Intense 5 50125
(25)
Red 1252 0.52.1 Very 4 2550
Strong (12)
Strong 3 1225
(0.51)
Yellow 412 0.170.5 Moderate 2 2.512
(0.10.5)
Green 14 0.040.17 Weak 1 0.252.5
(0.010.1)
Black Less Less than
than 1 0.04
F. Tilt Control
The TILT control allows the radar beam to be moved up (+15) or
down (15) to aid the pilot in interpreting storm activity. Proper
use of the TILT control allows the pilot to achieve the best picture
of storm-cell size, height, and relative direction of movement. Pro-
cedures for adjusting the TILT control vary, depending on user
requirements. Proper use requires experience and practice.
G. Operating Tip
1. Maximum rainfall rates in a thunderstorm usually occur about
mid-level in the storm. This is normally the area that paints the
strongest returns. If the airplane is below that altitude, some
antenna up-tilt is needed. Conversely, if the airplane is above
that altitude, some degree of down-tilt is needed.
2. The amount of TILT needed varies with the estimated
distance to the storm. The closer the storm, the more TILT
required. In either instance, it is good practice to periodically
move the TILT control throughout its range to reduce the
possibility of missing close-in targets.
3. When operating over land, the best general guideline is to
select a range that is within the line-of-sight distance to the
horizon. Adjust the antenna tilt until a small amount of ground
clutter appears at about the outer third of the display.
4. An aircraft at 10,000 feet AGL, with the 300-nm range
selected, cannot paint ground clutter much beyond 123 nm. A
better range selection at this altitude may be the 100-nm
setting.
5. Once weather activity is identified, it is important to keep the
radar beam pointed to the liquid portion of the cell. As
discussed earlier, ice crystals reflect less energy than liquid
precipitation. Tilting the beam above the freezing level may
result in an underestimation of the cells intensity. Move the
TILT control up and down to determine the most reflective
portion of the cell.
H. Autotilt (AUTO) Switch
1. Autotilt is designed to reduce pilot workload by automatically
adjusting the currently displayed tilt-setting, following altitude
or selected range changes. The radar system adjusts the tilt
position with 1/12 resolution. Autotilt reduces the number of
times manual tilt adjustment is required.
5 2.5 0.6
10 5 1.2
20 10 2.5
40 20 5
80 40 10
160 80 20
320 160 40
Note: The pilot must always keep in mind the blanked area of
the radar display during and after airplane maneuvers in
the presence of potential adverse weather. If one of the
longer ranges is selected during and after airplane
maneuvers, it is possible for weather targets to slip
within the blanked range area and therefore not show on
the display. The shortest practical range should be
momentarily selected both during and following airplane
maneuvers to ensure close-in adverse weather shows
on the display.
L. Transfer Mode
1. In dual radar control installations, the radar works in the split-
scan mode. In the split-scan mode, the radar display on one
side can be completely different from the one on the other
side, except for the scan width (SEC). Selecting the XFR
switch causes the system to operate as if it were a single radar
installation.
2. In single radar installations, the XFR pushbutton determines
which display control panel (DCP) has control of the radar
range. If both sides have selected the radar format on the
multifunction display and the ranges are the same, the display
mileage on the side controlling the radar range is white; it is
yellow on the side not in control. A push on the XFR switch on
the side in control causes the other DCP to assume control of
the radar range.
3. When the radar range is different from the one on the MFD,
the annunciation RADAR NOT AT THIS RANGE is displayed.
M. Operation
1. The subsequent description of operation has been
abbreviated from the vendors pilots guide, For a complete
description of operation, refer to the Collins WXR-840
Weather Radar System, Pilots GuideOperation.
2. Switch the system to STBY mode when on the ground, unless
using WX mode to check the terminal area prior to departure.
CAUTION: The safe distance for human exposure to radar
radiation of the WXR-840 weather radar system is 2 feet.
Users should take necessary and reasonable
precautions to ensure that personnel and equipment
sensitive to microwave radiation are kept safely beyond
this distance while within the illumination pattern of an
operating weather radar system.
N. Preflight
The operational status of the weather radar system should be
checked before the first flight of each day and after any weather
radar system maintenance activity. Successful completion of the
preflight test procedures ensures that the radar is working prop-
erly.
Note: The low power output of the WXR-840 system makes it
reasonably safe to operate in the hangar. However,
users should take necessary and reasonable
precautions to ensure that personnel and equipment
specially sensitive to microwave radiation are not
exposed. Refer to FAA Advisory Circular AC 20-68B for
guidance.
1. Check radome for nicks, cracks, or other signs of damage.
2. Turn on the EFIS and radar circuit breakers.
3. Set the controls on the weather radar panel as follows:
a. MODE switch to TEST
b. RANGE switch to any position
c. GAIN control to CAL
d. TILT control to +5 degrees
e. STB button pushed in (on)
f. GCS button in the out position (off)
g. SLV buttons (if present) both in the out position (off)
4. Push the PWR switch and select the RDR mode on the MFD.
After approximately 20 seconds, one cyan half-range arc, a
white airplane symbol, a white compass display, the antenna
tilt angle (+5), and the word TEST and RDR appear on the
MFD. Adjust the INT control on the MFD for desired
brightness.
5. The weather radar test pattern should show a 120 degree
scan on the MFD. Verify the following items on the test
pattern:
a. At the apex of the display, occupying a range approxi-
mately equal to two of the color bands, is an area of black.
2. Having once adjusted the tilt setting, the pilot should not be
content with just an occasional glance at the screen. Failure to
periodically down-tilt leads to disappearing targets.
Q. Middle Altitudes
Antenna tilt for an airplane flying at 20,000 feet should be set near
0 or slightly down.
R. Higher Altitudes
1. The narrow beam width of the radar presents only a two-
dimensional cross-section of the storm. Setting the tilt near
zero at cruise altitude can significantly degrade the usefulness
of the radar.
2. This radar detects only liquid moisture in the form of raindrops,
wet hail, or wet snowflakes. Unless the beam is aimed at or
below the freezing level of weather cells, there may not be
sufficient moisture to paint a return on the display.
S. Tilt Control at Higher Altitudes (Above FL 350)
1. The tilt used for the middle altitudes is not effective for flight
above 35,000 feet. Typically, at high altitudes, a longer range
is selected and the tilt is adjusted slightly down. When
selecting the operating range, keep in mind the line-of-sight
distance to the horizon. When operating at the higher
altitudes, it is particularly easy to scan over the top of
significant storm cells.
2. Do not attempt to overfly targets. It is possible that dry hail
(which generally cannot be detected) and severe turbulence
may be present far above the (radar) top of any areas of
detected precipitation. The pilot should always remember that
the weather radar system is an avoidance tool. It is strongly
recommended that pilots never attempt to overfly, underfly, or
penetrate storm cells or squall lines. For safest operation, it is
suggested that the pilot plan ahead to establish a flight path
that avoids all returns.
T. Descent
Antenna tilt has to be raised approximately 1 per 10,000 feet of
descent down to 15,000 feet, then 1 per 5,000 feet below 15,000
feet. Range should be adjusted as necessary to scan the arrival
route adequately. In heavy weather, the longest appropriate range
should be used to plan a safe storm avoidance route; then selec-
tion of shorter ranges should show greater details as the airplane
enters the affected area. Remember that more tilt adjustment is
required each time the range is switched. Only very small correc-
tions are required when using autotilt.
U. Summary
1. Experience enables the pilot to properly analyze various types
of storm displays. The key to avoiding detected adverse
weather is to first determine the heading change needed to
bypass a storm safely. Establish the airplane on the
appropriate heading, then recheck the weather radar display
to see if further heading changes are required. The pilot
should remember that the weather radar system was
designed as a weather avoidance tool.
2. The pilot has the sole responsibility to decide how close to
approach various types of storms shown on the displays. Most
convective weather systems in North America travel from
south/southwest to north/northeast. The areas ahead of these
storms (north/northeast) can then be expected to contain gust
fronts, turbulence, heavy rain, and possibly hail. It is
suggested that these areas be avoided by no less than the
minimum distance of 20 Nautical Miles (NM).
Section 6 Windshear
The most important way to cope with windshear is to avoid areas
of known windshear.
A. Definition
Windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15
knots or vertical speed changes greater than 500 fpm.
B. Flight Crew Actions
To prepare for encountering possible windshear, the flight crew
accomplishes the following:
Evaluate the weather.
Avoid known windshear.
Consider precautions.
Follow standard operating techniques.
Perform windshear recovery techniques.
Approximate percentage of
Causes of Windshear
Windshear Accidents
Convective conditions (thunder- 65
storms, rain, and snow showers)
Frontal Systems 15
Low-Altitude Jet Streams 5
Strong or Gusty Surface Winds 5
All Other Causes (temperature inver- 10
sions, mountain waves, seabreeze cir-
culations, and unknown causes)
Event PF PM
Windshear WIND SHEAR - CHECK MAX MAX THRUST SET
Encounter dur- THRUST Monitor Radar Altitude and
ing Thrust levers/TOGA - set Vertical Speed.
Takeoff, Initial maximum thrust. Call out height above terrain
Autopilot (if engaged) - dis- and climbing/descending.
Climb, Approach
connect. Example:
and Landing
Ensure spoilers are 400 FEET, DESCENDING
retracted. OR 100 FEET, CLIMBING.
Follow FD commands (DO Notify ATC as soon as possi-
NOT FOLLOW AMI). ble.
Respect the stick shaker.
Maintain current gear and
flap setting until clear of
windshear.
B. On Ground Operations
The following recommendations apply to starting and operating
engines on airports where volcanic ash has fallen and ground con-
tamination is present:
1. During preflight, check that the engine inlet and exhaust areas
have been cleared of volcanic ash;
2. Check that all volcanic ash has been cleaned away from the
area within 25 ft of the engine inlets;
3. Prior to starting, dry motor the engine for one minute in order
to blow out any ash that may have entered the engine bypass
duct area;
4. Use minimum required thrust for breakaway and taxi;
5. Be aware of loose ash being blown by the exhaust wake of
other aircraft. Maintain adequate ground separation;
6. Use a rolling takeoff technique. Avoid setting high thrust at low
airspeeds;
7. After landing at an airport contaminated with volcanic ash,
minimize the use of reverse thrust to prevent any recirculation
ingestion;
8. Avoid static engine operation above idle;
9. Use APU for engine starting only, not for air conditioning.
C. In Flight Operations
1. Flight operations in volcanic ash are extremely hazardous and
must be avoided. However, volcanic ash/dust clouds may
sometimes extend for hundreds of miles, reaching altitudes
above 60,000 ft and an encounter may be unavoidable.
2. In case of an inadvertent encounter, proceed as follows:
IgnitionCONT
Thrust Lever (If altitude permits) IDLE
- If altitude permits, engine thrust should
be reduced to idle to maximize the
engine stall margin and lower the ITT.
Engine and Wing Anti-Ice ON
Chapter 8
Training Maneuvers and Profiles
Maneuver is complete.
Step PF PM
Thrust Verify all actions have
FIREWALL THRUST been completed and call
Accomplished Simultaneously
Section 5 Windshear
The best windshear procedure is avoidance. Recognize the indi-
cations of potential windshear and then:
AVOID AVOID AVOID
The key to recovery from windshear is to fly the aircraft so that it
is capable of a climb gradient greater than the windshear-induced
loss of performance. Normally, the standard wind/gust correction
factor gust will provide a sufficient margin of climb performance.
If a shear is encountered that jeopardizes safety, initiate a rejected
landing procedure.
For detailed procedures on windshear/microburst avoidance and
recovery, reference Chapter 7, Windshear of this manual.
A. Oral Testing
1. Objective
To determine that the pilot has an adequate level of knowl-
edge and judgement in areas associated with the operation of
the aircraft.
2. Description
The oral examination will be a comprehensive question and
answer session to determine that the pilot has an adequate
level of knowledge and judgement in at least the following
areas:
a. Aircraft systems, powerplant components, operational and
performance factors
b. Normal, abnormal, and emergency procedures including
the operations and limitations associated with such proce-
dures
c. Appropriate provisions of the aircraft flight manual
3. Acceptable Performance Standards
The pilot should demonstrate an adequate level of knowledge
and judgment consistent with safety in at least the following
areas:
a. Aircraft powerplants, aircraft systems, aircraft compo-
nents, aircraft operational and performance factors
b. Normal, abnormal and emergency procedures including
the operation and limitation associated with such proce-
dures
c. Appropriate provisions of the aircraft flight manual
B. Preflight Inspection
1. Objective
To evaluate the pilots ability to make a practical determination
of whether or not the aircraft is ready for flight.
2. Description
The pilot will be expected to use an orderly procedure in
conducting a preflight check of the aircraft in accordance with
the checklist. The check covers the aircrafts readiness for
flight, including fuel, the presence of all required equipment
and documents, and its airworthiness so far as can be deter-
mined by external inspection.
Note: Altitude loss should not be greater than 150 feet during
recovery from power on configurations, 150 feet during
recovery from clean configurations, and 300 feet during
recovery from landing configurations. In all stall
configurations, minimum altitude loss is expected. It
should be noted, in each stall configuration, zero altitude
loss is possible if executed properly.
2. Description
a. Procedures for holding patterns and recommended entry
procedures outlines in the AIM will be used.
b. At least the entry and one complete turn should be
performed to complete the maneuver.
3. Acceptable Performance Standards
The pilots performance will be evaluated on the basis of the
pilots ability to:
a. Adhere to holding procedures as listed in the AIM.
b. Maintain altitude +/- 100 feet while holding
c. Maintain airspeed +/- 10 kias.
N. ILS Approaches
1. Objective
To determine that the candidate can make safe and accurate
ILS approaches under normal and abnormal conditions.
2. Description
The candidate shall be able to perform:
a. Normal ILSs with all engines operating
b. Manually controlled ILSs with simulated failure of 1 power-
plant
c. Raw data ILSs.
3. Acceptable Performance Standards
The pilots performance will be evaluated on the basis of the
pilots ability to comply with ATC or the instructors clearances
and fly the aircraft in a precise, coordinated manner. Any full-
scale deflection of the course deviation indicator during final
approach must result in a missed approach.
a. Altitude: Initial +/- 100 feet, Final: -0, + 50feet
b. Airspeed: Initial +/- 10 kias, Final: +/- 5 kias
c. The localizer indication shall not exceed 1/4 scale deflec-
tion, when below stabilized approach height. The glides-
lope shall not exceed 1/4 scale deflection from the final
approach fix to DA.
O. Non-Precision Approaches
1. Objective
To determine that the candidate can make safe and accurate
non-precision instrument approaches under normal condi-
tions and with a powerplant failure.
2. Description
The candidate shall be able to perform non-precision
approach procedures that are representative of the non-preci-
sion approach procedures described in this manual.
3. Acceptable Performance Standards
The pilots performance will be evaluated on the basis of the
pilots ability to comply with ATC or the instructors clearances
and fly the aircraft in a precise, coordinated manner. Any full-
scale deflection of the course deviation indicator during final
approach must result in a missed approach.
a. Altitude: Initial +/- 100 feet, Final: MDA - 0, + 50 feet
b. Airspeed: Initial: +/- 10 kias, Final: +/- kias
c. When tracking a localizer signal, the tolerance is 1/4 scale.
When tracking a VOR signal, the tolerance is 1/4 scale
deviation of the course deviation indicator. Also, at the
visual descent point or its equivalent, the aircraft must be
in a position that is aligned with the runway without exces-
sive maneuvering.
P. Missed Approach Procedures
1. Objective
These procedures evaluate the execution of missed
approaches in various configurations.
2. Description
The candidate shall be able to demonstrate:
a. Missed approaches from ILS approach
b. Missed approaches from non-precision approaches
c. Complete missed approach procedures
d. Single engine missed approach procedures
Chapter 9
Performance
Section 1 General
Performance data for the CRJ200 Regional Jet is provided by
AeroData, Inc. and information derived from the FAA approved
Bombardier Airplane Flight Manual.
All takeoff weights are predicated upon compliance with the Fed-
eral Aviation Regulation 121.189 and the manufacturers Airplane
Flight Manual.
A. FAR 121.191 Enroute Limitations: One Engine Inoperative
1. FAR 121.191 states, No person operating a turbine-engine
powered airplane may take off at a weight that is greater than
that which will maintain a positive slope at an altitude of at
least 1,000 feet above all terrain and obstructions within 5
statute miles of the intended track. The pilot will determine
this from the information contained in this section.
2. FAR 121.191 also states, No person operating a turbine-
engine powered airplane may takeoff at a weight that is
greater than that which will maintain a positive slope at 1500
feet above the airport where the airplane is assumed to land
after an engine fails. This is accomplished through the
AeroData Analysis information presented to the pilot.
B. FAR 121.161 Airplane Limitations: Type of Route
1. Requires that the route of flight must be within one hours flying
time of an adequate airport in still air at normal cruising speed
with one engine inoperative.
2. Within the current route structure of Chautauqua Airlines, all
flights are within one hour flying time, single engine from an
adequate airport and are in compliance with FAR 121.161.
Section 3 AeroData
A. General
The following procedures will be used when calculating CRJ200
performance provided by AeroData.
1. The AeroData system information is provided to the airline in
several different formats and may be disseminated in four
different channels.
a. These include as part of an attachment to the Flight
Release, faxed, via internet access, or via phone.
b. The AeroData system will calculate maximum allowable
takeoff weights, landing gross weights, and adjusted V
speeds, and are based upon specific aircraft/engine
combinations, aircraft configurations, airport/runway char-
acteristics, and operating rules.
c. Flight crewmembers are required to ensure all structural
aircraft weight limitations, enroute weight limitations, and
emergency landing runway lengths are in compliance.
2. The normal means of distributing the AeroData information
will consist of an attachment to the Flight Release.
a. As a backup for missing data, dispatch may access infor-
mation through the Internet.
b. Dispatch will issue the data through any of the normal or
secondary communications links established between
dispatch and the crew.
3. As part of the required crew briefing, a review of the AeroData
performance information is required.
a. You must confirm the data presented in the attachment
matches your conditions.
b. EXAMPLE: Aircraft engine type and model, airport city
pairs, runways in use, temperature range, inoperative
items and other conditions.
4. The following pages contain a sample of the takeoff and
landing performance. A line by line break down of the
information on these samples is provided along with a set of
instructions as to how a pilot will calculate the performance for
each flight.
Weather Conditions
ENGINE FAILURE IMC VMC
ALTITUDE
Below 1,000' AFE. Climb straight ahead to 1,000' Climb straight ahead to 1,000'
AFE, then commence turn to AFE. Return to land visually or
NAVAID or heading as listed on complete IMC procedure.
runway analysis page using
maximum bank angle
appropriate for aircraft speed. If
NAVAID is listed, hold on the
inbound radial using a direct
entry and standard holding
procedures. If heading is listed,
fly heading until a minimum safe
altitude is attained. Radar
vectors may be accepted when
available after reaching 1,000'.
1,000' or more AFE. Commence turn to NAVAID or Return to land visually or
heading as listed on runway complete IMC procedure.
analysis page using maximum
bank angle appropriate for
aircraft speed. If NAVAID is
listed, hold on the inbound radial
using a direct entry and
standard holding procedures. If
heading is listed, fly heading
until a minimum safe altitude is
attained. Radar vectors may be
accepted when available.
B. Runway Conditions
1. The 4 Runway Conditions for AeroData are Wet Runway,
Contaminated Runway, Compacted Snow Runway, and
Slippery Runway.
a. Wet Runway - A runway that has a shiny appearance due
to a thin layer of water less than 1/8" covering 100% of the
runway surface. If there are dry spots showing on a drying
runway with no standing water, the runway is not consid-
ered to be wet.
b. Contaminated Runway - A runway where more than 25%
of the runway length, within the width being used, is
covered by standing water or slush more than 1/8" deep,
or that has an accumulation of snow or ice. A runway may
also be considered contaminated with less than 25%
coverage if the contaminant is located prior to the midpoint
of the runway.
c. Compacted Snow Runway - A runway is considered to
be contaminated by compacted snow when covered by
snow which has been compacted into a solid mass which
resists further compression and will hold together or break
into lumps if picked up.
d. Slippery Runway - A runway surface condition where
braking action is expected to be very low, due to the pres-
ence of ice.
2. Runway Contaminants
a. Standing Water Accumulated water on the runway
surface caused by heavy rainfall or by poor drainage.
b. Slush - Snow mixed with water.
c. Dry Snow - Snow that cannot be easily compacted by
hand.
d. Wet Snow - Snow that is easily compacted by hand.
3. Contamination Levels
CONTAMINATION LEVELS
Contaminant
Water Slush Wet Snow Dry Snow
Level 1 Heavy rain with <1/8" <1/4" <1"
up to 1/8" or or or or
3mm flooding. <3mm <6mm <25mm
Level 2 >1/8" to <1/4" >1/8" to <1/4" >1/4" to <1/2" >1" to <2"
or or or or
3mm to 6mm 3mm to 6mm 7mm to 13mm 26mm to 51mm
Level 3 >1/4" to <1/2" >1/4" to <1/2" >1/2" to <1" >2" to <4"
or or or or
7mm to 13mm 7mm to 13mm 14mm to 25mm 52 to 102mm
---- ---- ------ ----- ------- --- --- --- --- --- ------------------
RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CONFIG/CONDITION
-------- DRY RWY - ROLLING - BLEEDS CLSD - A/I OFF - APR OFF --------
DRY RWY - ROLLING - BLEEDS CLSD - A/I OFF
FLAT TEMP 24
01 01V 19
6869 FT 6869 FT 6869 FT
SPECIAL SPECIAL DT H186
WT MT FLAP 8 MT FLAP 20 MT FLAP 20
5100 -3M 47-47-55 28 37-38-43 28 37-38-43
5050 3M 45-46-55 28 35-37-42 28 35-37-42
5000 10M 43-45-54 28 33-37-42 28 32-37-42
4950 17M 40-44-53 28 31-36-41 28 31-36-41
4900 23M 43-44-52 28 30-35-40 28 30-35-40
/ 4889 23M 43-43-52 28 30-35-40 28 30-35-40
4850 25 43-43-51 28 29-34-40 28 29-34-40
4800 27 42-42-51 28 28-33-39 28 28-33-39
4750 28 40-41-50 28 27-32-38 28 27-32-38
4700 28 38-40-49 28 27-32-37 28 27-32-37
4650 28 36-39-48 28 26-31-37 28 26-31-37
10KT HW 5 1 4 1 5 1
5KT TW -4 2 -3 2 -3 2
10KT TW -- --- -4 1 -4 1
BL OP -3 0 -3 -1 -3 -1
EAI -- --- -- --- -- ---
-------- MAX WT - DRY RWY - STANDING - BLEEDS CLSD - A/I OFF --------
01 01V 19
OAT FLAP 8 FLAP 20 FLAP 20
05 5281/50-50-58 5512/41-44-49 5512/40-44-49
03 5298/50-50-58 5512/40-44-49 5512/40-44-49
01 5315/51-51-59 5512/40-44-49 5512/39-44-49
/-01 5329/51-51-59 5512/39-44-49 5512/39-44-49
-03 5343/51-51-59 5512/39-44-49 5512/39-44-49
-05 5358/51-51-59 5512/39-44-49 5512/39-44-49
-07 5376/51-51-60 5512/39-44-49 5512/39-44-49
HW/10KT 150 3 3 2 0 0 0 0 0 0 0 0
TW/10KT -470 -9 -8 -7 -295 -3 -5 -4 -292 -3 -5 -4
BL OP -.3 -19 0 0 0 0 0 0 0 0 0 0 0
EAI -.3 -80 -2 -1 -1 -5 2 0 0 0 0 0 0
EWAI -1.3 -183 -4 -3 -3 -99 2 -2 -1 -9 4 0 0
---------------- SPECIAL ENG FAIL TAKEOFF PROCEDURES ----------------
RWY CLB VIA REACHING OR TURN FRA HOLD
01 V2 D0.4 DCA D0.4 IDCA -LT H310 1015
-INTRCPT DCA R328 AND CONTINUE / IF DCA OTS LT H320 / EARLY ALL ENG
OPERATING TURN ABOVE 400 FT OK
01V
SEE WASHINGTON DC DCA COMPLEX SPECIAL PROCEDURES VISUAL
/// LANDING DATA ///
P 1
C. TLR Sections
1. TLR Header Section
TAKEOFF AND LANDING REPORT CHQ 8200 DCA-BOS 22DEC06
TLR-1 SEQ-11114180 23DEC06 2112Z
A/C N657BR CL6-2B19 CF34-3B1
/// TAKEOFF DATA ///
4. TLR Revisions
---- ---- ------ ----- ------- --- --- --- --- --- ------------------
RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CONFIG/CONDITION
-------- DRY RWY - ROLLING - BLEEDS CLSD - A/I OFF - APR OFF --------
DRY RWY - ROLLING - BLEEDS CLSD - A/I OFF
FLAT TEMP 24
01 01V 19
6869 FT 6869 FT 6869 FT
SPECIAL SPECIAL DT H186
WT MT FLAP 8 MT FLAP 20 MT FLAP 20
5) BL ON Bleeds On
6) BL OFF Bleeds Off
7) 5KT TW 1-5 knots tailwind
8) 10KT TW 6-10 knots tailwind
9) 10KT HW 10 knots headwind
c. Adjustment data is in the form of temperature adjustments
and V1 speed adjustments.
d. Dashes in place of an adjustment indicate the adjustment
cannot be made for the specified condition for any weight
in the scale.
D. Takeoff Report Max Temp Section
1. General Description Max Temp Section
a. The MAX TEMP section provides a simplified method of
determining if takeoff requirements are satisfied for current
operating conditions.
b. It also provides for quick determination of takeoff speeds,
if reduced thrust is possible, and the associated maximum
assumed temperature.
c. This section may not necessarily provide the highest
possible uplift capability.
d. As such, other sections may need to be referenced to
obtain the highest possible takeoff weight.
e. Sample Max Temp Section
-------- DRY RWY - ROLLING - BLEEDS CLSD - A/I OFF - APR OFF --------
DRY RWY - ROLLING - BLEEDS CLSD - A/I OFF
FLAT TEMP 24
01 01V 19
6869 FT 6869 FT 6869 FT
SPECIAL SPECIAL DT H186
WT MT FLAP 8 MT FLAP 20 MT FLAP 20
5100 -3M 47-47-55 28 37-38-43 28 37-38-43
5050 3M 45-46-55 28 35-37-42 28 35-37-42
5000 10M 43-45-54 28 33-37-42 28 32-37-42
4950 17M 40-44-53 28 31-36-41 28 31-36-41
4900 23M 43-44-52 28 30-35-40 28 30-35-40
/ 4889 23M 43-43-52 28 30-35-40 28 30-35-40
4850 25 43-43-51 28 29-34-40 28 29-34-40
4800 27 42-42-51 28 28-33-39 28 28-33-39
4750 28 40-41-50 28 27-32-38 28 27-32-38
4700 28 38-40-49 28 27-32-37 28 27-32-37
4650 28 36-39-48 28 26-31-37 28 26-31-37
10KT HW 5 1 4 1 5 1
5KT TW -4 2 -3 2 -3 2
10KT TW -- --- -4 1 -4 1
BL OP -3 0 -3 -1 -3 -1
EAI -- --- -- --- -- ---
B. Method 1
1. Method 1 requires the aircraft to take off at a weight that
ensures that if an engine failure occurs anywhere from V1 to
the destination, that the aircraft's net altitude capability will
clear all obstructions 5 SM either side of the intended route by
1,000 feet until reaching the destination.
2. The aircraft must also have a positive net gradient at 1,500
feet above the destination airport. Under optimum conditions,
these requirements provide actual aircraft altitude capability of
approximately 6,000 feet over the most critical obstruction and
6,500 feet above the destination field elevation when
operating at enroute climb speed and planned conditions.
Safety Margin
Actual Altitude (0% Climb Gradient)
t ~ 5000 FT
i en
ad
Gr
b
im .1%
Net Altitude (1.1% Climb Gradient Available)
Cl - 1
a l nt 1000 FT
tu die
Ac Gra ~ 5000 FT
mb
Cli
ual
Act
1500 FT
Origin Destination
DCA
MTXW 53.3
MTOW 49.5/LS PTOW 48.8 MRTW 54.0/F08/F P01/3307/30.20/01
METW 54.0 METHOD 1
MLDW 47.0/S PLDW 46.4 MRLW 47.0/F45/S M01/2710/29.93/33L
MQTW N/A. /F45
C. Method 2
1. Method 2 (driftdown) requires that if an engine failure occurs,
the aircraft be able to divert to at least one suitable airport from
normal cruise altitude and the aircraft's net driftdown altitude
will clear all obstructions 5 SM either side of the route of flight
by 2,000 feet until reaching the diversion airport.
2. The aircraft must also have a positive net gradient at 1,500
feet above the diversion airport.
3. Under optimum conditions, these requirements provide actual
aircraft altitude capability of approximately 7,000 feet over the
most critical obstruction and 6,500 feet above the destination
field elevation when operating at optimum driftdown speed
and planned conditions.
1.
1%
Gr Safety Margin
ad Actu
i en al Pr
t ofil
e
2000 FT
Net
Pro ~ 5000 ft
fi le
1500 FT
D. Distance Section
----------------------- LANDING FIELD LENGTH ------------------------
FLAP 45
LDW DRY WET
4900 5009 5760
4800 4928 5668
4700 4850 5578
/ 4628 4796 5516
4600 4776 5492
4500 4701 5407
4400 4625 5319
HW/KT -28 -32
TW/KT 90 104
------------------- DEMONSTRATED LANDING DISTANCE -------------------
FLAP 45
LDW DRY WET
4900 3005 3456
4800 2957 3401
4700 2910 3347
/ 4628 2878 3309
4600 2865 3295
4500 2821 3244
4400 2775 3191
HW/KT -17 -19
TW/KT 54 62
B. Description
1. Aircraft Type and Engine Configuration
a. CL600-2B19 is the official designation for the CRJ200.
b. Check for the correct engine type: CF34-3B1.
2. Actual Takeoff Weight
a. Use the chart with the actual takeoff weight rounded up to
the nearest 1,000 lb increment for takeoff speed determi-
nation.
b. For takeoff weights below 34,000 lbs, use the 34,000 lbs
chart.
3. Takeoff Speeds
a. The table provides V1, VR and V2 speeds for the different
flap configurations. These speeds are not to be obtained
from the speed cards but from the TLR.
4. Final Takeoff Climb Speed (VFTO)
The VFTO portion of the cards provides the speed for flap
retraction for the final takeoff climb.
5. Landing Speeds
This portion of the card provides reference speeds for the
various landing flap settings.
6. Go-Around Speed
The Go-Around Speed V2GA is shown with the Landing
Speeds.
7. Driftdown Speeds
The driftdown speed table provides the pilot with a quick
reference for the optimum speed in case of an engine failure
enroute at different flight levels.
2. ISA Tables
0.487
0.
LB/HR/ENG
MCR
30 >41000 39640
32 40660 38930
34 >41000 39960 38330
36 40710 39250 37720
38 >41000 39980 38600 37070
40 >41000 >41000 40300 39230 37980 36490
42 40610 40570 39550 38540 37350 35560
44 39900 39800 38830 37860 36730 33670
46 39180 39080 38170 37180 36130 31360
48 38510 38420 37500 36550 34880
50 37850 37760 36850 35800 33430
52 37200 37100 36240 34710 31920
54 36540 36480 35340 33640 30160
30
32 >41000
34 >41000 40620
36 >41000 40670 39690
38 >41000 >41000 >41000 40630 39780 38880
40 40990 41000 40350 39750 39000 38030
42 40180 40150 39570 38970 38220 37320
44 39370 39370 38730 38110 37450 36610
46 38570 38610 37930 37370 36760 35790
48 35860 37860 37220 36640 36000 34600
50 37150 37190 36550 35870 35020 33520
52 36480 36490 35780 34890 33790 32290
54 35760 35800 34950 34020 33020 31520
( )
ISA DEV Gross Weight (100 LBS)
(C) 340 360 380 400 420 440 460 480 500 520 540
30 22600 20900 19300 17600 16100 14600 12800 11100 9600 8000 6400
25 23800 22100 20500 18900 17400 16000 14400 12800 11300 9800 8300
20 24900 23200 21500 19900 18600 17300 15700 14200 12800 11400 9900
15 25800 24200 22600 21000 19600 18400 16800 15400 14000 12600 11100
10 26600 25000 23500 22000 20600 19400 17900 16500 15200 13800 12400
5 26800 25200 23800 22400 21200 20000 18600 17300 16000 14700 13300
0 26800 25200 23800 22500 21200 20000 18600 17300 16000 14700 13300
-5 26800 25200 23800 22500 21200 20000 18600 17300 16000 14700 13300
-10 26800 25200 23800 22500 21200 20000 18600 17300 16000 14700 13300
-15 26800 25300 23900 22500 21200 20000 18600 17300 16000 14700 13300
-20 26800 25300 23900 22500 21200 20000 18600 17300 16000 14700 13300
Instructions: 1. Correct landing distance available for wet runway and/or non-standard configurations.
2. Correct landing distance available for wind.
3. Determine field length limited weight using corrected landing distance available.
Adjustments
Correction
Weight (1000 lb)
Condition 30.0 34.0 38.0 42.0 46.0 50.0
Low Visibility (<4000 RVR / mile) x 1.15
Headwind per kt - 12 - 12 - 14 - 15 - 16 - 17
Tailwind per kt + 54 + 54 + 59 + 63 + 67 + 68
Anti-skid 1 Channel Inoperative x 1.87 x 1.87 x 1.88 x 1.89 x 1.90 x 1.90
Ground Spoilers 1 Pair Inoperative x 1.09
Temperature (C)
Press. Alt. (ft) 18 22 26 30 34 38 42 46 50
10000 43800 43800 43800 42900
9500 43800 43800 43800 43800
9000 45000 45000 45000 44900
8500 45000 45000 45000 45000
8000 46300 46300 46300 46300 45200
7500 46300 46300 46300 46300 46100
7000 53000 51600 50200 48600 47100
6500 53900 52600 51200 49600 48000
6000 54900 53500 52100 50600 49000 47200
5500 55100 54600 53100 51700 50000 48200
5000 55100 55100 54100 52700 51100 49200
4500 55100 55100 55100 53700 52100 50300
4000 55100 55100 55100 54700 53000 51300 49600
3000 55100 55100 55100 55100 55100 53300 51600
2000 55100 55100 55100 55100 55100 55100 53400 51600
1000 55100 55100 55100 55100 55100 55100 55100 53400
Sea Level 0 55100 55100 55100 55100 55100 55100 55100 55100 53400
b. V1MBE FLAPS 20
3. BTMS Operative
If all BTMS are operative, proceed as follows:
a. Observe the 15 minute brake cooling time before the next
takeoff.
b. Brake temperatures, as obtained from the BTMS, must be
stable or decreasing before takeoff.
STEP 2
Calculate the V1/V1MBE ratio by dividing the planned takeoff V1 by
the V1MBE derived from the tables.
STEP 3
Verify BTMS Units for the warmest brakes are below the value
given in the table above before the next takeoff.
4. BTMS Inoperative
Brake cooling times with any BTMS inoperative are
determined by the following STEPS.
STEP 1
a. You must first determine the V1/V1MBE ratio.
b. V1 in this ratio is the V1 for the upcoming takeoff.
c. V1MBE is determined from the table in this section
d. Use the table for the planned takeoff flap setting (Flaps 8
and Flaps 20).
e. Apply the applicable corrections for the given conditions
to the V1MBE tables:
At weights less than 40,000 lbs., use V1MBE for
40,000 lbs.
Reduce V1MBE by 3 knots per 1,000 ft. altitude
above sea level.
Wind correction:
- Reduce V1MBE by 1.5 kts/1 kt of tailwind.
- Increase V1MBE by 0.3 kts/1 kt of headwind.
Runway slope correction:
- Reduce V1MBE by 2 kts/1% downhill.
- Increase V1MBE by 2 kts/1% uphill.
STEP 2
Calculate the V1/V1MBE ratio by dividing the planned takeoff V1 by
the V1MBE derived from the tables.
STEP 3
Determine:
if the rejected takeoff was initiated below or above 80
knots, or
if the actual landing weight was below or above the
Maximum Quick-Turn Weight as listed in the table in next
paragraph.
STEP 4
Use the appropriate table for the conditions found in STEP 3 to
derive the Minimum Brake Cooling Time in minutes before the
next takeoff may be attempted.
a. Below 80 kts. (RTO) or Below Max Quick-Turn Weight
(Landing)
Following a rejected takeoff with a brake application speed
of not more than 80 knots or a landing at a weight not
exceeding the maximum permissible quick turn-around
landing weight (see next section), the brake cooling times
shown below must be observed.
Temperature (C)
Press. Alt. (ft) 18 22 26 30 34 38 42 46 50
10000 44700 44400 44100 43800
9500 45200 44900 44600 44200
9000 45700 45400 45100 44700
8500 46200 45900 45600 45200
8000 46700 46400 46000 45700 45400
7500 47200 46900 46500 46200 45900
7000 47700 47400 47000 46700 46400
6500 48200 47900 47500 47200 46900
6000 48700 48400 48000 47700 47400 47000
5500 49200 48800 48500 48200 47800 47500
5000 49600 49300 48900 48600 48300 48000
4000 50600 50200 49800 49500 49200 48900 48600
3000 51500 51200 50800 50500 50100 49800 49500
2000 52500 52100 51800 51400 51000 50700 50400 50100
1000 53500 53100 52700 52400 52000 51700 51300 51000
Sea Level 0 54500 54100 53700 53400 53000 52600 52300 51900 51600
1. BTMS Inoperative:
If landing weight exceeds maximum quick turn-around weight,
a minimum brake cooling period of 40 minutes is required,
followed by an inspection of the wheel fuse plugs. A longer
waiting period may be necessary prior to taxi-out.
80
WIND DIRECTION RELATIVE
70 TO RUNWAY
(STRAIGHT LINES)
EFFECTIVE HEADWIND
COMPONENT - KTS
60
0 10
50 20
30
40
40
50
30
60
20 70
10 80
CROSSWIND
0 90
COMPONENT
0 10 20 30 40 50 60 70- KTS80 90
-10 100
EFFECTIVE TAILWIND
COMPONENT - KTS
-20 110
120
-30
130
-40 140
150
REPORTED WIND
-50 160 SPEED
180 170
(CURVED LINES)
145CTA50 - OUT 01, 1996
-60
-70
-80
Chapter 10
Weight and Balance
OW x (OMA - 528.593)
= BOI
50,000
Where
OMA is operating moment arm
OW is operating weight.
2. The operating index should be a negative number.
3. For a given aircraft, this operating index will be the starting
point for calculations during line operations. If the aircraft is
reweighed, or if any of the variables used in computing the
operating weight and moment change, then a new operating
index should be computed.
B. Calculator Layout
1. See Gee calculators are laid out such that the lower half of
the calculator displays the CG envelope and the upper half
displays the various scales used for loading the passengers,
cargo, and fuel into the various compartments of the aircraft.
2. There are two cursors attached to the face of the calculator.
One is a full circle wheel with an engraved radius line and the
other is wedge shaped, also with an engraved radius line.
a. The cursors are generally operated with the line of the
wheel cursor in the lower half of the calculator and along
the INDEX scale in that area.
b. The wedge shaped cursor operates in the upper half of the
calculator along the scales in that area.
3. The principle of the See GeeTM Calculator method is that the
cabin is divided into multiple sections; SEC A, SEC B, and
SEC C.
Section CRJ200
SEC A Rows 1 - 4
SEC B Rows 5 - 9
SEC C Rows 10 - 13
I. Load Planning
The See Gee calculator makes a convenient tool for planning
the loading of an aircraft. By using the See Gee to do a sample
loading of an aircraft with the planned payload, it can often be
determined in advance which methods will result in an acceptable
center of gravity, thereby precluding time consuming last minute
movements of passengers or baggage.
CANADAIR
CRJ200
C. G. CALCULATOR
ZERO 16 SEC A
20 SEC B
2 1 5 10 1 PAX 14 SEC C
3 1000 20004
4 500 3000
5 400
0
6 100
0
(lbs
7 ) BAGGAGE
C
8 00
BAGGAG
15 5 E
9 10 1000
200
0 500
150 1000
10
0 150
00
30 0
2000
20
X
11
FUEL 20
PA 40 x 10
00) 00
(lbs 25
12
2 1 00
B (lb
s) 54 3
00
13
10 8 F/A
25
30
11 *
00
14
12 *8000
35
TO ACM
00
300 5
13
9380
1
0
14
16
8
,5 1
14
PAX
All weights
in pounds
(lbs)
EICAS STABILIZER
TRIM UNITS
50 PAX
A
8
-28
AIRCRAFT
-27
IT
WEIGHT
3
7
FW D LIM
E
SE MP
53,000 CT TY
IO SE AF
-26
6 5 T
2
N A
M TS LI
50,000 US IN M
S FUEL
T E IT
S IN EA ARD
BE A
-25
C
AF H
CH
1
RW
T
EMPT UST BE FO
0 LB
-24
45,000
0
Y SEAT
400
NE
M
W+
ZO
CTION
-2
-1
ZF
3
N
IO
IT
SE
UT
LIM
40,000
-2
CA
-2
5
2
T
FW
AF
-2
-3
1
FW
-2 D
35,000
0 CA
-4
IN -1 8
U
TI
X
6
O
DE 9 DE
N
ZO
7 -5
X -18 N
E IN
-17 30,000 -6
-16 -7
SEE GEE -15 -8
-14 -9 Copyright 2006
Center of Gravity -13 -12 -11 -10 CAVU International
Calculator seegeesolutions.com
ALL RIGHTS RESERVED
509-286-4281
Chautauqua Airlines
1. Passenger Count Form
ROW 2. CRJ200 EMB 135 EMB 140 EMB 145
1
Section A (16) 3. Section A (10) Section A (8) Section A (5)
2
Adult 4. Adult Adult Adult
3 Child
4
Child 5. Child Child Section B (12)
6
Adult
6. Adult Adult
Child
7
Child Child
Section C (12)
8
9
Child 7. Section C (9) Section C (12) Adult
11
Adult 8. Child Child
13
Child 9. Child
Section D (12) Adult
Adult
14 Child
Section E (12)
15
Child Adult
16
17
Child
18
10.
Specials: Lap Children:
11. 12.
Closets: Fwd Aft Comments:
(not for CRJ200)
13. 14.
Date: 2. Flight: 3.
MM DD YY
45.
Pilot Signature
White - Flight Crew Copy 46. Yellow - Station Copy (File for 3 Months)
Chapter 11
Equipment and Systems
LOCATION QUANTITY
LOCATION QUANTITY
4. Pressure Refueling
a. Auto Mode
b. Manual Mode
2 Set the SOV toggle switch for each tank (2) to ON.
3 Make sure the
Make sure that the refuel rate is 50 +- 5 psi (345 +-
NOTE
5. Refueling Diagram
LEGEND
1. Refuel/defuel single-point adapter
2. Refuel SOV toggle-switch
3. Refuel start switch
4. Toggle switch
5. Indicator light
6. Fault annunciator indicator light
7. Mode selector knob
8. Selector switch
9. Preselected-fuel quantity display
10. SOV indicator light 162AB
11. Fuel tank quantity display
12. SOV indicator light
13. BITE initial pushbutton
14. Lamp test pushbutton
15. Hi level detector light
192BR
6. Job Close-Up
If unable to properly bond the aircraft using the bayonet fitting, the
NOTE
3 For the left wing fuel tank, open the Gravity-fuel filler cap 550AT.
4 For the right wing fuel tank, open the Gravity-fuel filler cap 650AT.
5 For the center fuel tank, open the Gravity-fuel filler cap 640DT.
3. Gravity Refueling
2 Lift the guard off from the POWER toggle switch (4). Make sure the
POWER ON indicator light (5) comes on.
3 Set the
POWER toggle Make sure the FAULT ANNUNC indicator light (6)
NOTE
switch (4) to does not come on. If it comes on, notify the flight
crew.
ON. Make sure
the POWER
ON indicator
light (5) comes on.
MAKE SURE THE FUEL NOZZLE DOES NOT
TOUCH THE BOTTOM OF TEH FUEL TANK
DURING THE GRAVITY REFUEL PROCE-
DURE. THE FUEL NOZZLE CAN BREAK
THE PROTECTIVE COATING AND THIS
WILL CAUSE CORRISION IN THE FUEL
TANK
4. Job Close Up
F. Suction Defueling
1. General
This section outlines the procedure for pressure defueling the
aircraft.
WARNING: Ensure the aircraft is in a safe condition before you do
the fueling procedures, to prevent injury to persons
and/or damage to the equipment.
2. Job Set Up
4 Remove the
Make sure the defuel pressure of the fuel tender is
NOTE
NOTE
switch (4) to ON. Make sure indicator light (6) does not come
the POWER ON indicator on. It it comes, notify the flight
light (5) comes on. crew.
ON.
LEGEND
1. Refuel/defuel single-point adapter
2. Refuel SOV toggle-switch
3. Refuel start switch
4. Toggle switch
5. Indicator light
6. Fault annunciator indicator light
7. Mode selector knob
8. Selector switch
9. Preselected-fuel quantity display
10. SOV indicator light 162AB
11. Fuel tank quantity display
12. SOV indicator light
13. BITE initial pushbutton
14. Lamp test pushbutton
15. Hi level detector light
192BR
6. Job Close-Up
Before the refuel-SOV toggle switch (2) is set to OFF, wait 10
seconds after the applicable SOV indicator lights (CL (12) has
come on. This will prevent the defueling to stop before it is
completed.
G. Gravity Defueling
Gravity defueling may be accomplished through fuel tank drain
valves (3) located on the underside of the wings. The main tanks'
fuel drain valves are installed near the wing root on the underside
of each wing. The center tank fuel drain valve is located near the
wing root, underside of the left wing. A gravity defueler adapter
can then be inserted into the valve after it has been opened to start
gravity defueling.
6. Push the MLI back to the top and lock it by aligning the red lines.
7. Refer to the following tables to determine the fuel quantities of the
respective tanks.
Note: The MLI system provides a direct reading of the fuel
volume. The fuel mass in the MLI Readings Conversion
tables is assuming a relative density of 0.815 (6.8 Ib/
USG).
The fuel density will vary from fuel to fuel and will also
vary with temperature. This variation will induce an error
of up to 51.0% in the table values.
If the on-board fuel density is different from 0.815 (6.8 Ib/
USG), the table values must be corrected accordingly.
C. Distribution
For distribution or revision status of the MEL, contact the Manager
of Technical Publications at (317) 484-6038. (This is also a Dialnet
number).
The Manager of Technical Publications (or his/her designee) dis-
tributes and monitors this MEL. Monitoring is performed through
the use of a tracking system and Acknowledgement Letters which
are returned to the Manager of Technical Publications at the time
of the MEL distribution or revision.
THE MINIMUM EQUIPMENT LIST WILL BE KEPT IN A
SEPARATE BINDER IN THE AIRCRAFT.
8. APU START/STOP
Switchlight...........................................................PRESS IN
Check the following:
- START Light ..................................................... ON
- APU START Status Message ........................... ON
- 50% rpmSTART Light
and APU START Status Message ..................OUT
Maximum 60 seconds below 50% rpm.
- 95% rpm + 4 seconds
(approx)AVAIL Light ...................................... ON
- 100% rpm + 30 seconds
(approx)APU GEN OFF
Caution Message .............................................. ON
9. AC POWER APU
GEN Switch ........................................SET AS REQUIRED
10. BLEED AIR APU
LCV Switchlight...................................SET AS REQUIRED
D. Starting the APU on Ground or in Flight (Subsequent Starts)
Note: The APU PWR FUEL switchlight must be selected off
between each APU start. It should be firmly pressed
once only. If pressed twice, an immediate shutdown may
occur.
1. BATTERY MASTER Switch............................. CHECK ON
2. DC ELECTRICAL Page ........................................ SELECT
Check that the APU BATT and MAIN BATT voltage readings are
above 22 VDC.
3. AC POWER
APU GEN Switch ......................................................... OFF
Note: It is permissible to start the APU with the APU GEN
switch selected to on, provided that the No. 1 and No. 2
generators are powering their respective buses.
4. BLEED AIR APU LCV
Switchlight............................... CHECKED PRESSED OUT
1. Definitions
OOOI - Out, Off, On, In. Four aircraft movement events which
ACARS automatically monitors and reports.
2. Restrictions of Use
Section II
SYSTEM OVERVIEW
1. General
(See Figure 1)
The Aircraft Communications Addressing and Reporting System
(ACARS) is an addressable digital data link system. This system permits
an exchange of data between aircraft devices and ACARS, between
ACARS and a ground station, and between the ground station and an
airline host computer. The system can also be switched to allow voice
communications.
ACARS consists of a flight deck Multi-function Control Display Unit
(MCDU) and Printer (PTR) connected to a compartment installed
Management Unit (MU) and VHF radio transceiver.
On the IDU or MCDU, the operator can select <DFDAU to switch from
ACARS to the Digital Expandable Flight Data Acquisition and Recording
System (DEFDARS) for transmission of maintenance reports through
ACARS. Some event initiated maintenance reports are automatically
transmitted and printed. See the Air Crew and Flight Maintenance Guide
for operation of the DEFDARS system using the MCDU.
ACARS connects aircraft data systems for air-to-ground (downlink) data
messages from the following types of devices:
2. System Operation
When the ACARS system is energized and while the aircraft is in the
gate, the System Main MENU is displayed on the MCDU. The operator
can select the ACARS system. When the ACARS MU is given control of
the MCDU, the ACARS MENU displays. The operator can select the
PRE-FLIGHT menu and from it the INITIALIZATION display. From the
INITIALIZATION display, necessary pre-flight documentary data such
as: FLT NO/DAY (flight number/day), DEP (departure airfield), DATE
(UTC date), FTI (flight time), DES (destination airfield) and FOB (fuel on
board) may be verified/entered. Other pre-flight procedure selections
include LOADSHEET/NOTOC request, UTC AUTO UPDATE or
MANUAL UPDATE and WEATHER REQUEST.
On the MCDU, before the aircraft leaves the gate, the operator can
request an automatic update of the aircraft system UTC. This ensures
that all internal and transmitted data are based on a standard time.
When an OOOI (Out, Off, On, In) event occurs, UTC is automatically
entered along with the OOOI event. Both are available for recall and
visual display on the MCDU any time after the event occurs. They are
also automatically downlinked in accordance with the system mode
logic.
Once the aircraft leaves the gate, ACARS monitors VHF frequency
message traffic to ensure that no other ACARS equipped aircraft or
ground stations are transmitting. When the frequency is not being used,
ACARS will downlink an OUT message.
Similar handling is accorded each of the aircraft event reports that are
initiated by the system mode logic and automatically transmitted.
Every flight leg requires the entry of initialization data. In-flight, ACARS
is capable of providing operator initiated procedures such as
ETA/DIVERSION, MESSAGES, WEATHER REQUEST, RETURN TO
FIELD, FREE TEXT MESSAGE, ATIS REQUEST and TRAINING
FLIGHT data entry.
3. Component Descriptions
The MU gathers and stores data from the aircraft, receives uplink
data messages and controls the downlink of data messages through
the VHF radio transceiver.
4. System Maintenance
If the Link Test fails again without sufficient reason being indicated, one
or more of the following faults exists:
A. Aircraft position in flight, on the ramp, or at the gate is in a "dead
zone" for ACARS.
B. The VHF transceiver, antenna, or interconnecting coaxial cable is
marginal (not likely if Voice Mode is operational).
C. A failure of the ACARS system should be considered at this time.
Section III
MCDU OPERATION
1. Multi-function Control and Display Unit
If you make a mistake, press the CLR key to clear the scratchpad;
then begin the entry line again.
1. Advisories
2. Error Messages
3. Alert Messages
Data obtained from the broadcast bus appear in lower case font.
Section IV
1. MENU
(See Figure 6) MENU
PRE-FLIGHT - Paragraph 4
INITIALIZATION - Paragraph 5
LOADSHEET/NOTOC - Paragraph 6
UTC AUTO UPDATE - Paragraph 7
UTC MANUAL UPDATE - Paragraph 8
WEATHER REQUEST - Paragraph 9
ATC - Paragraph 10
DEPARTURE - Paragraph 11
OCEANIC - Paragraph 12
IN-FLIGHT - Paragraph 13
ETA/DIVERSION - Paragraph 14
OOOI TIMES - Paragraph 15
MESSAGES - Paragraph 16
MISCELLANEOUS - Paragraph 17
RETURN TO FIELD - Paragraph 18
FREE TEXT MESSAGE - Paragraph 19
ATIS REQUEST - Paragraph 20
TRAINING FLIGHT - Paragraph 21
MAINTENANCE - Paragraph 22
Figure 8 shows the ACARS menus, submenus, data entry displays and
report hierarchy.
ACARS INITIALI-
PRE-FLIGHT
MENU ZATION
LOADSHEET/
NOTOC
UTC AUTO
UPDATE
UTC MANUAL
UPDATE
WEATHER
REQUEST
ATC DEPARTURE
ETA/
IN-FLIGHT OCEANIC
DIVERSION
MESSAGES
WEATHER
REQUEST
RETURN TO
OOOI TIMES
FIELD
FREE TEXT
MESSAGES
MESSAGE
MISCELLA- ATIS
NEOUS REQUEST
TRAINING
FLIGHT
MAINTE-
NANCE
PRE-FLIGHT MENU
4. PRE-FLIGHT MENU 1
(See Figure 9 and Table 6) <INITIALIZATION ATC>
2
[Activated by pressing <PRE- <LOADSHEET/NOTOC
3
FLIGHT line select key on <UTC AUTO UPDATE
ACARS MENU] 4
<UTC MANUAL UPDATE
5
The PRE-FLIGHT MENU <WEATHER REQUEST
6
provides access to functions <MENU
that are related to pre-
departure activities.
Figure 9. PRE-FLIGHT MENU
Initialization consists of
verifying and, if necessary, ********
filling-in data on the INITIALI- <MENU SEND*
ZATION display. Initialization scratchpad
should be performed prior to Figure 10. INITIALIZATION
take-off. Verify or enter data Documentary Data Entry Display
according to the following
instructions.
A. Activation
B. Initialization
(See Figure 10)
Data for the flight number and day (FLT NO/DAY), departure station
(DEP), destination station (DES), UTC date (DATE) and fuel-on-
board (FOB) are normally supplied automatically by the system via
uplink. If any of these data are missing or incorrect, they may be
filled-in manually from the MCDU as follows:
NOTE: The trailing alpha character in the flight number and the day
digits in the FLT NO/DAY field, and the flight time (FTI) are made by
manual entry only.
NOTE: Any manual entry in the FLT NO field will overwrite any
broadcast data that may be present. If this data is later deleted,
the field will revert to the broadcast value. When broadcast data
is not available, boxes are shown on the display.
6. LOADSHEET/NOTOC LOADSHEET/NOTOC
REQUEST
REQUEST
(See Figure 11A)
[Activated by pressing *LOADSHEET <sel>
<LOADSHEET/NOTOC line *NOTOC <sel>
select key on PRE-FLIGHT
MENU]
********
The LOADSHEET/NOTOC <MENU SEND*
display is used to downlink a scratchpad
Loadsheet/Notoc Request Figure 11A. LOADSHEET/NOTOC
Message. REQUEST
A. On MCDU, on PRE-FLIGHT MENU, press <LOADSHEET/NOTOC
line select key to activate the LOADSHEET/NOTOC REQUEST
display.
C. When the desired selection has been made, press the SEND* line
select key to queue the request message for downlink. The status
shown in the area above this key reflects the status of the last
message queued from this display.
NOTE: The SEND* line select key is ignored unless one of the two
available options is selected.
D. When completed, press the <MENU line select key to return to the
PRE-FLIGHT MENU.
G. When the appropriate selection has been made, press the SEND*
line select key to queue the acknowledgement message for
downlink. The status shown in the area above this key reflects the
status of the last message queued from this display.
NOTE: The SEND* line select key is ignored unless one of the two
available options is selected.
H. When completed, press the <MENU line select key to return to the
most recently displayed menu.
B. Press the UPDATE* line select key to send the UTC Clock Update
Request message. The status shown in the area above this key
reflects the status of the last message queued from this display.
C. Refer to Table 7 and select one or more line select keys to select
the appropriate message(s) for downlinking.
D. When all displayed information is correct, press the SEND* line
select key to queue the request message for downlink transmission.
The status shown in the area above this key reflects the status of
the last message queued from this display.
E. Press the <MENU line select key to return to the PRE-FLIGHT
MENU or IN-FLIGHT MENU, as appropriate.
B. Refer to Table 9. Enter all required data, and any additional data, as
desired.
C. When all necessary information has been entered, press the SEND*
line select key to queue the request message for downlink
transmission. The status shown in the area above this key reflects
the status of the last message queued from this display.
NOTE: Data entered on this page should not be cleared if the page
is exited before SEND* is selected. This is to enable the crew to
enter data pre-flight, and still be able to use other functions of the
system in the interim. All fields should be cleared or reset to default
at the End-of-Flight event.
B. Refer to Table 10. Enter all required data and any additional data,
as desired.
C. When all necessary information has been entered, press the SEND*
line select key to queue the request message for downlink
transmission. The status shown in the area above this key reflects
the status of the last message queued from this display.
NOTE: Data entered on this page should not be cleared if the page
is exited before SEND* is selected. This is to enable the crew to
enter data pre-flight, and still be able to use other functions of the
system in the interim. All fields should be cleared or reset to default
at the End-of-Flight event.
3. Enter the reason code for the diversion in the REASON field.
Manual entry of up to two alphanumeric characters is accepted.
D. Press the SEND* line select key to queue the message for downlink
transmission. The status shown in the area above this key reflects
the status of the last message queued from this display.
<MENU
Individual messages are viewed by pressing the line select key to the left
of the stored message title.
Message text is displayed with four lines of text per page. See Figure
21B. If a message contains more than one page, the upper-right corner
of the display will indicate more than one page (e.g. 01/nn). If a
message requires more than one page, the next page is displayed by
pressing the NEXT PAGE key. When the last page is currently
displayed, pressing the NEXT PAGE key returns to the first page of the
message.
The top three display lines are used to display the message header on
each page of the message. The message header is obtained from the
user text portion of the uplinked message and contains the following
information:
For all label Ax messages, the FROM field shows the originator address
taken from the uplink message, the DTG field is blank, and the title is
fixed as follows:
LABEL TITLE
A1 OCEANIC CLRNCE
A3 DEPARTURE CLRNCE
A4 ATS PROGRESS
A9 ATIS
(2) On RCVD MSG LIST display, press the line select key for any
message. The selected message will be displayed.
NOTE: If <RETURN TO
FIELD is selected while <MENU
the aircraft is not airborne,
the RETURN TO FIELD
Figure 23B. RETURN TO FIELD
Invalid page is displayed Invalid
(see Figure 23B).
B. The FREE TEXT display provides for directing the free text
message either to Operations (*OPS), to Maintenance (MAINT*), or
both. When the display is initially activated, neither message
destination is selected. To direct a message to Operations, press
the *OPS key to toggle its <sel> indicator on. To direct a message
to Maintenance, press the MAINT* key to toggle its <sel> indicator
on. To send a message to both Operations and Maintenance, press
both the OPS and MAINT keys to toggle their respective <sel>
indicators to on. Pressing either key repeatedly will toggle it on and
off.
C. Enter the first line of the free text message (21 characters,
maximum) into the scratchpad; then press the MSG LINE-1 line
select key (either the left or right key) to transfer the entered
information to that line.
F. In a similar manner as for line one, enter the information for the
remaining lines in the message. You may use up to 22 lines. As
necessary, use the NEXT PAGE and PREV PAGE keys to move
among display pages.
NOTE: The final page will contain only three message lines
(message lines 20. and 22).
I. When all lines of the message are correctly entered, press the
SEND* line select key to downlink the free text message. The status
of the last message queued from this key is indicated by the status
indicator above the key.
J. When completed, press the < MENU line select key to return to the
MISCELLANEOUS MENU.
NOTE: If the first three characters of text entered are FAX, the SITA
fax downlink message will be sent instead of the standard free text
message.
B. If the ICAO airport identification code for the station from which ATIS
information is being requested is not already displayed in the
STATION field, enter the correct code into the scratchpad (manual
entry of 3-4 alphabetic characters is accepted), then press the
STATION line select key to transfer data to the STATION field.
NOTE: Prior to the OFF event, the STATION field defaults to the
Departure station. After the OFF event, the STATION field defaults
to the current Destination station. The STATION field can be
overwritten without affecting the specified Departure and Destination
stations.
C. Press the appropriate line select key for the TYPE of information
being requested; either ARRIVAL*, DEPARTURE*, UPDATE*,
UPDATE OFF*, or ENROUTE*. TYPE selections are mutually
exclusive. The <sel> prompt displays next to the currently selected
TYPE. Pressing a key repeatedly will toggle it on and off.
D. When all information shown is correct, press the SEND* line select
key to queue the request message for downlink. The status shown
in the area above this key reflects the status of the last message
queued from this display.
NOTE: If any mandatory fields are empty when the SEND* key is
pressed, the message will not be sent.
E. When completed, press the <MENU line select key to return to the
MISCELLANEOUS MENU.
H. When all information shown is correct, press the SEND* line select
key to queue the Training Flight message for downlink. The status
shown in the area above this key reflects the status of the last
message queued from this display.
NOTE: Data entered on the TRAINING FLIGHT Data Entry Page is not
cleared automatically until End-of-Flight.
FA Jumpseat Compartment
1 Flashlight
1 Life Vest Row 8
(Overwing Emergency Exit)
Row 8 1 Ditching Rope
(Overwing Emergency Exit)
1 Ditching Rope
Row 12CD (Overhead Bin)
1 AED
2 Portable Oxygen Bottles w/ masks
1 EEMK
Chapter 12
Differences
Doors - General
Chapter 13
Abbreviations and Acronyms
A
A/C Air-conditioning
A/G Air/Ground
A/ICE Anti-ice
A/P Autopilot
A/S Airspeed
A/SKID Anti-skid
ABS Absolute
AC Alternating Current
ACARS Airborne Communication Addressing and Reporting System
ACCEL Acceleration, accelerate(d), accelerometers
ACM Air Cycle Machine
ACMP Alternating Current Motor/Electric Hydraulic Pump
ACT Active
ACU Air-conditioning Unit
ADC Air Data Computer
ADDR Address
ADF Automatic Direction Finder
ADG Air Driven Generator
ADI Attitude Director Indicator
ADS Air Data System
AFCS Automatic Flight Control System
AFT Afterward
AGL Above Ground Level
AHC Attitude Heading Computer
AHRS Attitude Heading Reference System
AIL Aileron
B
B/AIR Bleed Air
B/C Back Course
B/CRS Back Course
B/LEAK Bleed Leak
BARO Barometric
BAT Battery
BATT Battery
BDI Bearing Distance Indicator
BFO Beat Frequency Oscillator
BITE Built-In-Test-Equipment
BK Brake
BLD Bleed
BOOM Headset microphone
BRG Bearing
BRKR(s) Breaker(s)
BRT Bright
BTL Bottle
BTMS Brake Temperature Monitoring System
BTMU Brake Temperature Monitoring Unit
BYPS Bypass
C
C Center, Caution, Cabin
CAA Civil Aviation Authority (UK)
CAL Calibrate
CAP Captain
CAPT Captain
CAS Calibrated Air Speed
CAS Crew Alerting System
CAT Category
CAT II Category II
CB, C/B Circuit Breaker
CBP Circuit Breaker Panel
CC Cubic Centimeter
CCW Counter Clockwise
CDL Configuration Deviation
CDP Compressor Discharge Pressure
CDU Control Display Unit
CFM Cubic Feet Per Minute
CG Center of Gravity
CH Chapter, Channel
CHAN Channel
CHGR Charger
CHR Chronograph
CHRT Chart
CK Check
CKPT Cockpit
CKT Circuit
CLB Climb
CLK Clock
CLSD Closed
Cm Centimeters
CMD Command
CMPS Compass
CMPTR Computer
CO2 Carbon Dioxide
COM Communication
COMM Communication
COMP Compressor, Comparator
COMPT Compartment
COND Condition, Continued
CONFIG Configuration
CONN Connection
CONT Control, Continuous, Contactor
COOL Cooling
CORR Correction
CPAM Cabin Pressure Acquisition Module
CPLT Copilot
CRS Course
CRT Cathode Ray Tube
CRZ Cruise
CSD Constant Speed Drive
CTA Centro Tecnico Aeroespacial (Brazil)
CTR Center
CVR Cockpit Voice Recorder
CW Clockwise
CYL Cylinder
D
DA Drift Angle
DA Decision Altitude
DBU Data Base Unit
DC Direct Current
DCP Display Control Panel
DCU Data Concentrator Unit
DECEL Decelerate(d)
DECR Decrease
DEFL Defuel
DEG Degree
DEPR Depressurize
DEPT Departure
DEST Destination
DET Detector
DEV Deviation
DFDAU Digital Flight Data Acquisition Unit
DFDR Digital Flight Data Recorder
DG Directional Gyro
DlFF Differential
DIM Dimming
DIR Direct
DIS Distance (to way point), Disconnect
DISC Disconnect
DlSCH Discharge
DlSP Dispatch, Display
DlST Distance
DME Distance Measuring Equipment
DN Down
DOT Department of Transport (Canada)
DR Door
E
EAS Equivalent Airspeed
ECP EICAS Control Panel
ECS Environmental Control System
ECU Electronic Control Unit
ED ElCAS Display
EDP Engine Driven Pump/Engine Primary Hydraulic Pump
EFlS Electronic Flight Instrument System
EGT APU Exhaust Gas Temperature (oC)
ElCAS Engine Indication and Crew Alerting System
EL Elevator, Elevation
ELEC Electrical
ELEV Elevation
ELT Emergency Locator Transmitter
EMER(G) Emergency
ENG Engine
EPC External Power Contactor
EQUIP Equipment
F
F/CTL Flight Controls
FA Flight Attendant
FAA Federal Aviation Administration (USA)
FAIL Failure
FCC Flight Control Computer
FCU Fuel Control Unit
FD, F/D Flight Director
FDAU Flight Data Acquisition Unit
FDR Flight Data Recorder (Digital)
FECU Flaps Electronic Control Unit
FEED Feeder
FF, F/F Fuel Flow
FIRE BTL Fire Bottle
FIREX Fire Extinguisher
FL CH Flight Level Change
FLD Field
FLT Flight
FLT DIR Flight Director
FLUOR Fluorescent
FM Fan Marker
FMS Flight Management System
FPM Feet Per Minute
FREQ Frequency
FT Feet, Foot
FW Firewall
FWD Forward
G
G (+/-) Receiver Gain
G/S Glide Slope
GA Go-Around
GAL Gallon
GALY Galley
H
HDG Heading
HDG HOLD Heading Hold
HDG SEL Heading Select
HEAT Heater
HF High Frequency (3 - 30 mHz)
Hg Mercury
HI High
HLDR Holder
HOR, HORIZHorizontal
HOT High Oil Temperature
HP High Pressure
HPa Hecto Pascals
HSI Horizontal Situation Indicator
HSTA Horizontal Stabilizer Trim
HSTCU Horizontal Stabilizer Trim Control Unit
HTR Heater
HUD Heads-Up Display
HYD Hydraulic
Hz Hertz
I
I/B Inboard
I/C Intercom, Inspection Check
IAPS Integrated Avionics Processor System
IAS Indicated Air Speed
K
K, KT, KTS Knots
kg(s) Kilogram(s)
kHz KiloHertz
KlAS Knots Indicated Airspeed
kPa Kilo Pascals
KW(s) KiloWatt(s)
L
L Left, Landing
L/T Landing/Taxi
LAV Lavatory
LBs) Pounds
LCN Load Classification Number
LCV Load Control Valve
LDG Landing
LDG GR Landing Gear
LDU Lamp Driver Unit
LE Leading Edge
LG Landing Gear
LGC Landing Gear Controller
LGW Landing Gross Weight
LH Left Hand
LIM Limit
LK Leak
LN Left Nose
LNAV Lateral Navigation
LO Low
LOC ILS Locater
LOGO Logo Graphic
LOM, MM Compass Locator at Outer Marker
LOP Low Oil Pressure
LP Low Pressure
LPM Liter Per Minute
LR Left Rear
LRC Long Range Cruise
LSB Lower Side Band
LT(s) Light(s)
LW Left Wing
LWD Left Wing Down
LWR Lower
M
M Mach Number
m Meter
MAA Maximum Authorized IFR Altitude
MAC Mean Aerodynamic Chord
MAG Magnetic
MAINT Maintenance
MALF Malfunction
MAN Manual
MAP Ground Map (WXR)
MAX Maximum
MAZ MLS Azimuth
MB Millibars
MCA Minimum Crossing Altitude
MCT Maximum Continuous Thrust
MDA Minimum Descent Altitude
MEA Minimum Enroute IFR Altitude
MECH Mechanic
MED Medium
MEL Minimum Equipment List
MFD Multifunction Display
MGP MLS Glideslope
MHz Mega Hertz
MI Miles
MI Mach Number Indicated
MIC Microphone
MID AFT Middle Afterward
MID FWD Middle Forward
MILS 0.001 of an inch
MIN Minimum
MISC Miscellaneous
MISCOMP Miscompare
MKR Marker
MLG Main Landing Gear
MLS Microwave Landing System
MLW Maximum Landing Weight
MM ILS Middle Marker
MMEL Master Minimum Equipment List
MMO Maximum Operating Speed in Mach Number
MOCA Minimum Obstruction Clearance Altitude
MOD Module
MON Monitor
MPH Miles Per Hour
MRA Minimum Reception Altitude
MSG Message
MSL Mean Sea Level
MTG Miles to Go
MTOW Maximum Take-off Weight
MTW Maximum Taxi Weight
MZFW Maximum Zero Fuel Weight
MlSCELLANEOUS
% Percent
Delta (Differential)
& And
o
C Degrees Centigrade
o
F Degrees Farenheit
N
N/A Not applicable
N1 Low Pressure Rotor
N2 High Pressure Rotor
NAM Nautical Air Miles
NAV Navigation
ND Nose Down, Navigation Display
NDB (ADF) Nondirectional Beacon (Automatic Direction Finder)
NEG Negative
NEUT Neutral
NL Nose Left
NLG Nose Landing Gear
NM Nautical Mile(s)
No. Number
NOPT No Procedure Turn Required
NORM Normal
NOSE Nose Wheel
NR Nose Right
NU Nose Up
O
OAT Outside Air Temperature
OB/OUTBD Outboard
OBS Observer
OEI One Engine Inoperative
OEW Operating Empty Weight
OH, OVHD Overhead
OK Okay
OM ILS Outer Marker
OVBD Overboard
OVHT, OH Overheat
OVLD Overload
OVSP Overspeed
OVSPD Overspeed
P
P#6 Panel 6
P/S Pitot/Static
PA Passenger Address
PASS Passenger
PBE Portable Breathing Equipment (Smoke Hood)
PCU Power Control Unit
PF Pilot Flying
PFD Primary Flight Display
PLA Power Lever Angle
PLT(s) Pilot(s)
PM Pilot Monitoring
PNF Pilot Not Flying (PM preferred)
PNLS(s) Panel(s)
PO Outside Air Pressure
POS Position
PPH Pounds Per Hour
PRESS Pressure, Pressurization
PRI Primary
PRIM Primary
PROC Procedure
PROT Protection
PROX Proximity
PROX Proximity Sensor Electronics Unit
PSI Pounds Per Square lnch
PSID Pounds Per Square lnch Differential
PSIG Pounds Per Square lnch Gauge
PSS Proximity Sensor System
PSU Passenger Service Unit
PT2 Engine Inlet Pressure
PTCT Protect
PTT Push To Talk
PWR Power
Q
QAR Quick Access Recorder
QEC Quick Engine Change
QFE Local Station Pressure
QNE ISA, Barometric Pressure
QNH Altimeter Setting
QTY Quantity
R
R Right
RA Radio Altitude
RAI Registro Aeronautical ltaliano (Italy)
RAT Ram Air Turbine
RCCB Remote Controlled Circuit Breaker
RCDR Recorder
RCVR Receiver
RDR Radar
REC Receiver, Recorder
RECOG Recognition
REF(s) Reference(s)
REFL Refuel
REV Reverse
RH Right Hand
RMI Radio Magnetic Indicator
ROT Rotation
RPM Revolutions Per Minute
RT, R/T Receiver-Transmitter
RTE Route
RTE DATA Route Data
RTO Rejected Take-off
RTU Radio Tuning Unit
RUD Rudder
RVR Runway Visual Range
RVSR Reverser
RW Right Wing
RWD Right Wing Down
RWY Runway
S
S Status
SAT Static Air Temperature
SCAV Scavenge
SEC Second, Secondary
SECS Spoiler Electronic Control System
SECU Spoiler Electronic Control Unit
SEL Select, Selector
SEL CAL Selective Call
SENS Sensitivity, Sensor
SERV, SVCEService
SMKG Smoking
SOV Shutoff Valve
SP, SPD Speed
SPKR Speaker
SPLR(s) Spoiler(s)
SQL Squelch
SSB Single Side Band
STA Station '
STAB Stabilizer
STAT Status
STW Standby
STEER Steering
SUPPL Supply
SW(s) Switches
SYN Synchronize
SYNC Synchronous
SYS, SYST System
T
T/C Top of Climb
T/D Top of Descent
T/R Thrust Reverser
TACAN UHF Tactical Air Navigation Aid
TAS True Airspeed
TAT Total Air Temperature
TCASE Traffic Alert and Collision Avoidance System
TE Trailing Edge
TEMP Temperature
TGT Target
U
UNSCHD Unscheduled
USB Upper Side Band
USG United States Gallons
UTIL Utility
V
V Volt
V/S Vertical Speed
V_ V-Speed
VERT Vertical
VFR Visual Flight Rules
VG Vertical Gyro
VHF Very High Frequency (30 - 300 mHz)
VIB Vibration
VMC Visual Meteorological Conditions
VNAV Vertical Navigation
VOL Volume
VOLT Voltage
VOR VHF Omnidirectional Range Station
VORTAC VOR and TACAN co-located
VSI Vertical Speed Indicator
W
WARN Warning
W/C Wind Component
W/S Wind Shear
W/W Wheel Well
WF Runway Length Limited Weight
WGT Weight
WHLS Wheels
WIND Window
WOW Weight On Wheels
X
X Cross Transfer
XFER, XFR Transfer
XFLOW Cross Flow
XMIT Transmit
XPNDR Transponder
XTK Cross Track
XWC Cross Wind Component
Y
YD, Y/D Yaw Damper
Z
ZFW Zero Fuel Weight
Index
Index
A
Abbreviations and Acronyms .......................................................... 13-1
Acceleration Altitude ....................................................................... 6-12
Action & Callouts
Stalls ............................................................................................. 8-4
Actions & Callouts .......................................................................... 6-23
After Landing Check ..................................................................... 4-184
After Start Check ............................................................................ 4-71
After Takeoff ................................................................................. 4-110
AHRS Operation in Localized Magnetic Field Anomalies .............. 6-46
Aileron System Jammed ......................................................... 5-8, 6-24
Air Data Reference Panel ............................................................... 4-38
Aircraft Bonding Points ................................................................. 11-13
Aircraft Communications Addressing and
Reporting System (ACARS) .................................................... 2-42
Airplane ................................................................................... INTRO-1
Airplane Flight Manual (AFM) .................................. INTRO-1, INTRO-2
Airplane Operators Manual (AOM) ................................................... 1-1
Airplane Preparation ......................................................................... 4-1
Airspeed ......................................................................................... 1-15
Airworthiness Release .................................................................... 1-20
Altitude Preselect .................................................................... 1-9, 1-10
Anti-ice Panel ................................................................................. 4-34
Antiskid ......................................................................................... 4-177
Approach ...................................................................................... 4-131
Approach and Maneuvering Speeds ............................................ 4-139
Approach Briefing ................................................... 4-130, 4-131, 4-147
Approach Charts .......................................................................... 4-130
Approach Check ................................................................ 4-130, 4-137
Approach Emergencies .................................................................. 6-25
Approach Navigation Setup .......................................................... 4-127
Approach Preparation .................................................................. 4-126
Approach Speeds ........................................................................... 1-14
APU FIRE ......................................................................................... 5-6
Index
B
Backup Tuning Unit ........................................................................ 4-44
Battery / External Air Start ................................................................ 6-5
Beacon ............................................................................................ 1-24
Before Landing Check .................................................................. 4-166
Before Start Check ......................................................................... 4-50
Before Takeoff Check ..................................................................... 4-86
BRAKE OVHT ................................................................................... 5-9
Brakes ............................................................................................. 4-82
Breakout ....................................................................................... 4-148
C
CABIN ALT ....................................................................................... 5-6
Cabin Announcements ................................................................... 1-23
Calibrated Airspeed KCAS ............................................................ 9-3
Callouts
Stalls ............................................................................................. 8-4
Wake Turbulence ........................................................................ 6-23
Cargo Firex Panel ........................................................................... 4-46
Challenge and Response ................................................................. 1-5
challenge-and-response ................................................................... 3-9
Challenge-Do-Verify ......................................................................... 1-5
CHECKED ........................................................................................ 1-7
Checklist ........................................................................................... 1-3
Checklist Hold ................................................................................ 1-6
Checklist Interruption ........................................................................ 1-6
Checklist Philosophy ......................................................................... 1-4
Checklist Responses ........................................................................ 1-7
Index
D
Deactivation after a Reportable Event .......................................... 4-194
Deadbolt Lock .................................................................................. 3-9
Decent Check ............................................................................... 4-123
Definition of Terms ........................................................................... 1-3
Definitions ..................................................................................... 4-146
Delayed Engine Start Checklist ...................................................... 4-84
Departure ....................................................................................... 1-23
Departure Delays ........................................................................... 1-23
Index
E
EGPWS .......................................................................................... 6-41
EGPWS CAUTION ......................................................................... 6-41
EGPWS Input Sources ................................................................... 6-43
EGPWS WARNING ........................................................................ 6-41
EICAS ............................................................................................. 4-39
Elevator System Jammed ........................................................ 5-8, 6-24
Emergency Descent ....................................................................... 6-22
Emergency Descent Procedure ........................................................ 5-6
Emergency Evacuation ................................................................... 6-39
Engine Dry Motoring ......................................................................... 6-4
Engine Failure After V1 ................................................................... 6-11
Engine Failure on Approach ........................................................... 6-33
Engine Fire / Severe Damage (On the Ground) ............................. 6-40
Engine Overboost ............................................................................. 6-3
ENGINE OVERSPD ......................................................................... 5-5
Engine Start - APU Assist ............................................................... 4-63
Engine Start - Cross-Bleed ............................................................. 4-69
Engine Start - External Air .............................................................. 4-66
Engine Start Abort ............................................................................ 6-4
Engine Starter Fails to Cut Out ....................................................... 5-11
Enhanced Ground Proximity Warning System ............................... 6-41
Index
F
FIRE DETECTION PANEL ............................................................. 4-17
Fire Detection Panel .............................................................. 4-17, 4-26
Firex Monitor Panel ........................................................................ 4-28
First Flight Items ............................................................................... 1-7
First Flight of the Day ....................................................................... 4-2
Flap Extension / Approach Restrictions .............................. 2-43, 4-135
Flap Failure AD Limitation and Requirements ................................ 2-43
Flap Failure after Takeoff ............................................................... 2-44
Flaps 20 Takeoff Actions and Callouts ....................................... 4-101
FLAPS 8 Takeoff Actions and Callouts ......................................... 4-94
Flight Crew Operating Manual (FCOM) ................................... INTRO-1
Flight Crewmembers at their Stations ............................................ 1-18
Flight Deck Safety Check ............................................................... 4-13
Flight Training Acceptable Performance .......................................... 8-7
FMS Arrival and Approach Programming ..................................... 4-126
Full-Stop Landing ......................................................................... 4-177
G
Generators ..................................................................................... 4-72
Glareshield ..................................................................................... 4-35
Global Positioning System ............................................................. 2-42
Go-Around .................................................................................... 4-183
GPS Predictive RAIM (Receiver Autonomous Integrity Monitoring) . 1-31
GPS/RNAV Approaches ............................................................... 4-128
Gravity Refueling .......................................................................... 11-12
Ground Emergencies ..................................................................... 6-39
Index
H
High Speed ILS ............................................................................. 4-159
Holding .......................................................................................... 4-119
Hot Start ............................................................................................ 6-4
Hung Start ......................................................................................... 6-4
I
ILS PRM Approaches ................................................................... 4-145
In Flight ......................................................................................... 4-117
Inadvertent On Ground Aircraft Pressurization ............................... 6-50
Indicated Airspeed - KIAS ................................................................. 9-3
Inflight Emergencies ....................................................................... 6-22
Initial Approach ............................................................................. 4-140
Initial Climb ..................................................................................... 6-12
In-Range Communications ........................................................... 4-122
Intermediate Exterior Inspections ..................................................... 4-3
Intrusion Resistant Cockpit Door ............................................. 2-39, 3-9
J
Jump Seat Briefing ......................................................................... 4-48
K
KCAS ................................................................................................ 9-3
KIAS .................................................................................................. 9-3
L
L (R) ENG FlRE ..................................................................5-3, 5-4, 5-5
L (R) JET PlPE OVHT ...................................................................... 5-4
L (R) REV UNLOCKED .................................................................... 5-5
LAHSO .......................................................................................... 4-171
Land And Hold Short Operations .................................................. 4-171
Landing Distance Factor ................................................................. 6-25
Landing Lights .............................................................................. 4-116
Landing Normal Landing Profile ................................................... 4-169
Leaving the Aircraft ....................................................................... 4-195
Lighting Panel ................................................................................. 4-45
Limitations ......................................................................................... 2-1
Load Manifest ............................................................................... 10-18
Index
M
M.E.L ............................................................................................ 11-23
Magnetic Anomalies ....................................................................... 4-83
Manual Alignment Procedure ......................................................... 6-48
Maximum Angle Climb ................................................................. 4-112
Maximum Performance Landing .................................................. 4-170
Microbursts ..................................................................................... 7-67
Minimum Equipment Required ....................................................... 1-27
Minimum Stabilized Approach Heights ......................................... 4-133
Missed Approach ............................................................... 4-162, 4-180
MLG BAY OVHT .............................................................................. 5-9
Monitor Panel ................................................................................. 4-17
N
Navigation Lights ............................................................................ 1-24
Navigation Policy ............................................................................ 1-26
NO STARTER CUTOUT ................................................................ 5-11
Non-Precision Approach .............................................................. 4-152
non-precision approach ................................................................ 4-133
Non-Precision Approach without a Depicted
FAF Actions & Callouts .......................................................... 4-157
Normal Checklist .............................................................................. 3-5
Normal Takeoff ............................................................................... 4-92
Nosewheel/Rudder Pedal Steering ................................................ 4-82
O
Operation in Icing Conditions ....................................................... 4-118
Operation with Air Cycle Machines in Manual Mode ...................... 6-19
Operational Test of the Refuel/Defuel System .................... 11-5, 11-15
Overview of CRJ200 Pilot Operating Handbook ..................... INTRO-1
Overweight Landing ....................................................................... 6-37
Ozone Concentration ....................................................................... 2-9
Index
P
Passenger Count Form ................................................................. 10-17
PASSENGER EVACUATION ........................................................... 5-7
Passing FL 180 ............................................................................. 4-116
PIC Final Authority ........................................................................ 4-176
Pilot Flying ........................................................................................ 1-9
Pilot Incapacitation ............................................................................ 6-2
Pilot Monitoring ................................................................................. 1-9
PIREPS ........................................................................................... 7-31
Post Flight Inspection ....................................................................... 4-3
Post-Flight Exterior Inspection ...................................................... 4-184
Post-Shutdown Engine Tail Pipe Fire ............................................... 5-4
Precision Approach ....................................................................... 4-140
Precision Approach (ILS) Actions and Callouts ............................ 4-141
Pre-Taxi Planning ........................................................................... 1-21
Procedural Factors During Automatic Mode Operation .................. 6-19
Procedures ....................................................................................... 1-3
Pushback Actions and Callouts ...................................................... 4-58
R
RA ................................................................................................... 6-44
Rapid Alignment Procedure ............................................................ 6-47
Recommended Flows ....................................................................... 1-3
Recoveries
From Stalls .................................................................................... 8-3
Rejected Landing .......................................................................... 4-173
Rejected Landing Procedure (RLP) .............................................. 4-175
REJECTED TAKEOFF ..................................................................... 5-3
Rejected Takeoff ............................................................................... 6-7
Rejected Takeoff/Abort - Actions and Callouts ................................. 6-9
Release Briefing ............................................................................. 4-47
Required Briefings .......................................................................... 4-47
Required Release Briefing Items .................................................... 4-47
Resolution Advisory ........................................................................ 6-44
RNAV Operating Procedures .......................................................... 1-28
Roll Switchlights .............................................................................. 4-37
Rudder System Jammed .................................................................. 5-9
Index
S
Secure door/entry to the airplane ................................................. 4-195
SET .................................................................................................. 1-8
SET UP CHECK ............................................................................. 4-22
Severe Engine Damage ............................................................ 5-3, 5-4
Shutdown Check .......................................................................... 4-184
Side Panels .................................................................................... 4-37
Single-Engine Taxi Procedures ...................................................... 4-81
Slam Latch ....................................................................................... 3-9
SOPs ................................................................................................ 1-1
Special Advisories ............................................................................ 1-3
Speed Bug ...................................................................................... 1-13
Stabilized Approach .......................................................... 4-132, 4-173
Stabilizer Trim Runaway .................................................................. 5-9
Stall Recovery .................................................................................. 8-4
Stalls
Recovery ...................................................................................... 8-3
Recovery Actions & Callouts ........................................................ 8-4
Standard Operating Procedures ....................................................... 1-1
Standard Operating Procedures (SOPs) .......................................... 1-1
Standard Operating Procedures (SOPs) for
Taxiing/Runway Operations ..................................................... 4-79
Standard Takeoff Configuration ..................................................... 4-49
Standby Instruments ...................................................................... 4-39
Start/Ignition Panel ......................................................................... 4-32
Starter Fails to Cutout ...................................................................... 6-4
Starting Engines ............................................................................. 4-62
Static Takeoff Procedure ................................................................ 4-93
Static Takeoff with Flaps 20 ........................................................ 4-104
Static Takeoff with Flaps 8 ............................................................ 4-97
Sterile Cockpit ................................................................................ 1-19
Supplemental Oxygen .................................................................... 1-18
System Operations ......................................................................... 1-24
Index
T
TA ................................................................................................... 6-44
Takeoff and Landing with Air Conditioning Packs Off ..................... 6-17
Takeoff Briefing ............................................................................... 4-48
Takeoff Emergencies ........................................................................ 6-7
Takeoff with Anti-ice On ................................................................ 4-108
Takeoff with Engine Failure, Flaps 20 - Actions and Callouts ....... 6-15
Takeoff with Engine Failure, Flaps 8 - Actions and Callouts ......... 6-13
Taxi - General Information .............................................................. 4-78
Taxi Instructions .............................................................................. 1-21
Taxi Operations .............................................................................. 1-21
Taxiing in Adverse Weather ............................................................ 4-82
Taxiway Diagram ............................................................................ 1-21
TCAS ................................................................................... 4-147, 6-44
TCAS Test ...................................................................................... 4-42
Terminating Checklist ................................................................... 4-192
Threshold Height .......................................................................... 4-140
Thrust Lever Positions .................................................................... 1-25
Thrust Reverse ............................................................................. 4-177
Traffic Advisory ............................................................................... 6-44
Traffic Alert and Collision Avoidance System
(TCAS) Operation .............................................................. 1-3, 6-44
Turbulence ...................................................................................... 7-45
Turbulence Intensity ....................................................................... 7-49
Turning Radius ...................................................................... 4-82, 4-83
U
U.S. Terminal and En Route Area Navigation (RNAV) Operations 1-27
Uncommanded Acceleration ............................................................. 5-5
Unusual Attitude Recovery ............................................................. 8-19
V
VDP .............................................................................................. 4-133
Visual ............................................................................................ 4-164
Visual Approach ............................................................................ 4-164
Visual Approaches ........................................................................ 4-130
Visual Callouts .............................................................................. 4-164
Index
W
Wake Turbulence ........................................................................... 6-23
Recovery .................................................................................... 6-23
Weather Radar Panel ..................................................................... 4-44
Weight and Balance ............................................................ 10-1, 10-18
Windshear ...................................................................................... 7-63
Windshear Recovery ...................................................................... 7-73
Windshield Heat ............................................................................. 1-25
Wing & Cowl Heat .......................................................................... 4-74
Wing / Cowl Anti-ice and 14th Stage Valve check ......................... 4-73
Workload Sharing ............................................................................. 1-9
Y
Yaw Damper Panel ........................................................................ 4-45
Z
Zero Flap/Flap Inoperative Approach ............................................. 6-36
Index