CRJ Poh 12 01 2008 PDF

CRJ200
Pilot
Operating
Handbook
CRJ200 PILOT OPERATING HANDBOOK
Revision Highlights
Revision Highlights
Revision 6
Incorporated bulletin POH200-08-06

Added new A/C limitation in Chapter 2 requiring wing heat to
be on during all taxi's 5 C or below regardless of moisture.
Added a new item to the After Start Checklist regarding engine
and cowl anti-ice during taxi.
Added new warning to Chapter 2 Cold Weather Operations
regarding ground use of wing heat.
Removed contradicting text from Chapter 2 Cold Weather
Operations regarding single engine taxis.
Added a new item to the Delayed Engine Start Checklist
regarding engine and cowl anti-ice during taxi.
Added new wording to the expanded text on the Before Takeoff
Checklist advising crew to turn off wing heat if it is not needed
for takeoff.
Added new item to the Cleared To Start Checklist advising
crewmembers to turn off Portable Electronic Devices.
Realigned flow items on the 1,500' climb flow box.
Removed all reference to the line on the Before Landing
Checklist.
Corrected wording on the Shutdown Checklist.
REV. 6, 01 DEC 2008 Page HGH-1

Revision Highlights
This Page Intentionally Left Blank
REV. 6, 01 DEC 2008 Page HGH-2

Record of Revisions
Record of Revisions
Record the revision number and date of insertion on this page. All
additions, corrections, or changes to manuals will be issued as
manual revisions and will be numbered in ascending numerical
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.
REVISION NUMBER DATE ENTERED YOUR INITIALS

ORIGINAL, 9 OCT 2006 10/09/06 RLC/CM/CEC/CM/CH/BB
REV. 1, 15 NOV 2006 11/15/2006 CEH
REV. 2, 15 DEC 2006 12/15/2006 CEH
REV. 3, 01 OCT 2007 10/01/2007 CEH/DM
REV. 4, 01 MAY 2008 05/01/2008 CEH
REV. 5, 01 NOV 2008 11/01/2008 CEH
REV. 6, 01 DEC 2008 12/01/2008 CEH
REV. 3, 01 OCT 2007 Page ROR-1

Record of Revisions
REV. 3, 01 OCT 2007 Page ROR-2

Manual Revision Status

Manual holders are provided multiple ways to access current man-
ual and revision status information. The various platforms are
detailed as follows:
A. Airline Reservation System Listing/Entries

Each airline we operate for has a proprietary reservation system
with a location for posting our publications revision status. The
system must first be signed in with a valid ID/password that is
authorized for using these entries.
System/Listings: Entry
American Airlines Computer System (SABRE)
For Chautauqua N*RPREVISIONS
Delta Airlines Computer System (DELTAMATIC)
For Chautauqua G.RP*178
United Airlines Computer System (APOLLO)
For Chautauqua S*UAX/RPRP-MISC.P
US Airways Computer System (SABRE)
For Chautauqua N*JNREVISIONS
B. Through the Company Intranet

All publications issued and tracked by the Publications Depart-
ment are posted in these reports. The procedure to access them
is as follows:
Log onto the Chautauqua Airlines, Inc. Intranet page.
(www.flychautauqua.com, click on Employee Login)
Click on the Tech Pubs link.
Click on the Manual Revision Status Reports link.
REV. 3, 01 OCT 2007 RST-1

C. Email Status Report

The Chautauqua Airlines - Current Manual Status report is distrib-
uted, via E-mail, by the Publications Department on a regular
basis (normally each week, but no more than two weeks).
Note: This information is kept up to date by the Manager of
Publications or a designee, IND, at (317) 484-6038.
(This is also a Dialnet number).
D. Bulletins
Bulletins will be issued on an as needed basis to convey timely
information. Bulletin information may supersede current opera-
tional information or introduce new procedures due to changes in
the regulatory or operating environment. Bulletins will have either
a verbal or written FAA acceptance or approval prior to distribu-
tion.
Bulletins are to be inserted in the area so designated on the first
page of the bulletin. Record the receipt of each bulletin on page
OBS-3. Bulletins will be removed once the material covered is
incorporated in a future revision or it is no longer valid. Bulletins
will be numbered consecutively unless otherwise specified.
E. Required Reading
Memos issued from the Operations, Flight, and Inflight Depart-
ments take on two new concepts, 1) they become required
reading and 2) they are sequentially numbered in their category of
memo.
From a crewmember perspective you must have read any new
memo(s) prior to your next trip. You will have no sign-in obligation,
but you will be held in compliance with the content of the memo.
All memos will be placed on the pilot bulletin board at each base
and on the Companys Intranet web site under Department News.
For the LGA crews, the memos will be placed on the bulletin board
in the agents break room.
CRJ200 Memos C200-07-000
The number 07 refers to the year and the next three numbers
denote the memo sequence.
REV. 3, 01 OCT 2007 RST-2

Operations Bulletin Summary Record

Bulletins are issued on an as needed basis to convey timely informa-
tion to flight crewmembers. Bulletin information may supersede cur-
rent information found in this manual or introduce new procedures due
to changes in the regulatory or operating environment. Bulletins will
have either a verbal or written FAA acceptance or approval prior to
distribution. Bulletins are to be inserted in the area so designated on
the first page of the Bulletin. Their insertion or removal is to be
recorded below. Bulletins will be removed once the material covered
is incorporated into a Company manual revision (usually the next revi-
sion), or is no longer valid. Bulletins will be numbered consecutively
unless otherwise noted. It will be the responsibility of the crew mem-
ber to insert the bulletins by the date specified on the bulletin. Current
bulletin status is available in Sabre. See Page ROR-1 for more infor-
mation on revisions
A. Instructions:
1. Bulletin No.
Enter number of bulletin as indicated on the bulletin and/or the
instructions sheet.
2. Date Issued
Enter Effective Date of the bulletin as indicated on the bulletin
and/or the instructions sheet.
3. Subject:
Enter title of bulletin as indicated on the bulletin and/or the
instruction sheet.
4. Date removed
Enter the date on which you removed the bulletin.
5. Chapter/Page Location
Enter the chapter and page number(s) where the bulletin has
been inserted (e.g. 2-34, 7-11
REV. 3, 01 OCT 2007 Page OBS-1


Chapter/
Effective Date
Bulletin No. Subject Page
Date Removed
Location
C200-08-02 05-01-08 Enhancement to Takeoff Opera- 11/01/08 2-6, 4-89

tional Safety Margins
C200-08-03 05-15-08 Aircraft Inadvertent Pressurization 11/01/08 2-35, 6-50

On the Ground
C200-08-04 05-27-08 Normal Checklist 11/01/08 3-6
C200-08-05 10-10-08 Crew Communications 11/01/08 4-87, 4-90
POH200-08-06 11-15-08 FA Before Takeoff Notification 12/01/08 4-90
REV. 5, 01 NOV 2008 Page OBS-3

Chapter/
Effective Date
Bulletin No. Subject Page
Date Removed
Location

List of Effective Pages

Page Revision/Dated Page Revision/Dated
HGH-1 . . . . REV. 6, 01 DEC 2008 TOC-12 . . . REV. 6, 01 DEC 2008
HGH-2 . . . . REV. 6, 01 DEC 2008 TOC-13 . . . REV. 6, 01 DEC 2008
ROR-1 . . . . REV. 3, 01 OCT 2007 TOC-14 . . . REV. 6, 01 DEC 2008
ROR-2 . . . . REV. 3, 01 OCT 2007 TOC-15 . . . REV. 6, 01 DEC 2008
RST-1 . . . . REV. 3, 01 OCT 2007 TOC-16 . . . REV. 6, 01 DEC 2008
RST-2 . . . . REV. 3, 01 OCT 2007 TOC-17 . . . REV. 6, 01 DEC 2008
OBS-1 . . . . REV. 3, 01 OCT 2007 TOC-18 . . . REV. 6, 01 DEC 2008
OBS-2 . . . . REV. 3, 01 OCT 2007 TOC-19 . . . REV. 6, 01 DEC 2008
OBS-3 . . . . REV. 5, 01 NOV 2008 TOC-20 . . . REV. 6, 01 DEC 2008
OBS-4 . . . . REV. 3, 01 OCT 2007 INTRO-1 . . . REV. 3, 01 OCT 2007
LEP-1. . . . . REV. 6, 01 DEC 2008 INTRO-2 . . . REV. 3, 01 OCT 2007
LEP-4. . . . . REV. 6, 01 DEC 2008 1-1 . . . . . . . REV. 3, 01 OCT 2007
LEP-7. . . . . REV. 6, 01 DEC 2008 1-4 . . . . . . . REV. 4, 01 MAY 2008
LEP-10. . . . REV. 6, 01 DEC 2008 1-7 . . . . . . . REV. 6, 01 DEC 2008
LEP-11. . . . REV. 6, 01 DEC 2008 1-8 . . . . . . . REV. 4, 01 MAY 2008
LEP-12. . . . REV. 6, 01 DEC 2008 1-9 . . . . . . . REV. 4, 01 MAY 2008
TOC-1 . . . . REV. 6, 01 DEC 2008 1-10 . . . . . . REV. 4, 01 MAY 2008
TOC-10 . . . REV. 6, 01 DEC 2008 1-19 . . . . . . REV. 4, 01 MAY 2008
TOC-11 . . . REV. 6, 01 DEC 2008 1-20 . . . . . . REV. 4, 01 MAY 2008
FAA Approved This manual is FAA approved.

The signed master LEP/LCP pages are kept on
file with Technical Publications. Changes are only
issued with Principal Inspector approval.
REV. 6, 01 DEC 2008 LEP-1


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REV. 6, 01 DEC 2008 LEP-2


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REV. 6, 01 DEC 2008 LEP-3


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REV. 6, 01 DEC 2008 LEP-4


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REV. 6, 01 DEC 2008 LEP-5


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6-8 . . . . . . . REV. 4, 01 MAY 2008 6-43. . . . . . .REV. 4, 01 MAY 2008
6-9 . . . . . . . REV. 4, 01 MAY 2008 6-44. . . . . . .REV. 4, 01 MAY 2008
6-10 . . . . . . REV. 4, 01 MAY 2008 6-45. . . . . . .REV. 4, 01 MAY 2008
6-11 . . . . . . REV. 4, 01 MAY 2008 6-46. . . . . . .REV. 4, 01 MAY 2008
6-12 . . . . . . REV. 4, 01 MAY 2008 6-47. . . . . . .REV. 4, 01 MAY 2008
6-13 . . . . . . REV. 4, 01 MAY 2008 6-48. . . . . . .REV. 4, 01 MAY 2008
6-14 . . . . . . REV. 4, 01 MAY 2008 6-49. . . . . . .REV. 4, 01 MAY 2008
6-15 . . . . . . REV. 4, 01 MAY 2008 6-50. . . . . . .REV. 5, 01 NOV 2008
6-16 . . . . . . REV. 4, 01 MAY 2008 6-51. . . . . . . REV. 6, 01 DEC 2008
6-17 . . . . . . REV. 4, 01 MAY 2008 6-52. . . . . . . REV. 6, 01 DEC 2008
6-18 . . . . . . REV. 4, 01 MAY 2008 7-1. . . . . . . . REV. 3, 01 OCT 2007
6-19 . . . . . . REV. 4, 01 MAY 2008 7-2. . . . . . . . REV. 3, 01 OCT 2007
6-20 . . . . . . REV. 4, 01 MAY 2008 7-3. . . . . . . . REV. 3, 01 OCT 2007
6-21 . . . . . . REV. 4, 01 MAY 2008 7-4. . . . . . . . REV. 3, 01 OCT 2007
6-22 . . . . . . REV. 4, 01 MAY 2008 7-5. . . . . . . . REV. 3, 01 OCT 2007
6-23 . . . . . . REV. 4, 01 MAY 2008 7-6. . . . . . . . REV. 3, 01 OCT 2007
6-24 . . . . . . REV. 4, 01 MAY 2008 7-7. . . . . . . . REV. 3, 01 OCT 2007
6-25 . . . . . . REV. 4, 01 MAY 2008 7-8. . . . . . . . REV. 3, 01 OCT 2007
6-26 . . . . . . REV. 6, 01 DEC 2008 7-9. . . . . . . . REV. 3, 01 OCT 2007
6-27 . . . . . . REV. 6, 01 DEC 2008 7-10. . . . . . . REV. 3, 01 OCT 2007
6-28 . . . . . . REV. 6, 01 DEC 2008 7-11. . . . . . . REV. 3, 01 OCT 2007
6-29 . . . . . . REV. 4, 01 MAY 2008 7-12. . . . . . . REV. 3, 01 OCT 2007
6-30 . . . . . . REV. 6, 01 DEC 2008 7-13. . . . . . . REV. 3, 01 OCT 2007
6-31 . . . . . . REV. 6, 01 DEC 2008 7-14. . . . . . . REV. 3, 01 OCT 2007
6-32 . . . . . . REV. 6, 01 DEC 2008 7-15. . . . . . . REV. 3, 01 OCT 2007
6-33 . . . . . . REV. 4, 01 MAY 2008 7-16. . . . . . . REV. 3, 01 OCT 2007
6-34 . . . . . . REV. 6, 01 DEC 2008 7-17. . . . . . . REV. 3, 01 OCT 2007
6-35 . . . . . . REV. 6, 01 DEC 2008 7-18. . . . . . . REV. 3, 01 OCT 2007
6-36 . . . . . . REV. 4, 01 MAY 2008 7-19. . . . . . . REV. 3, 01 OCT 2007
6-37 . . . . . . REV. 4, 01 MAY 2008 7-20. . . . . . . REV. 3, 01 OCT 2007
6-38 . . . . . . REV. 4, 01 MAY 2008 7-21. . . . . . . REV. 3, 01 OCT 2007
6-39 . . . . . . REV. 4, 01 MAY 2008 7-22. . . . . . . REV. 3, 01 OCT 2007

REV. 6, 01 DEC 2008 LEP-6


7-23 . . . . . . REV. 3, 01 OCT 2007 7-58 . . . . . . REV. 3, 01 OCT 2007
7-24 . . . . . . REV. 5, 01 NOV 2008 7-59 . . . . . . REV. 3, 01 OCT 2007
7-25 . . . . . . REV. 5, 01 NOV 2008 7-60 . . . . . . REV. 3, 01 OCT 2007
7-26 . . . . . . REV. 3, 01 OCT 2007 7-61 . . . . . . REV. 3, 01 OCT 2007
7-27 . . . . . . REV. 3, 01 OCT 2007 7-62 . . . . . . REV. 3, 01 OCT 2007
7-28 . . . . . . REV. 3, 01 OCT 2007 7-63 . . . . . . REV. 3, 01 OCT 2007
7-29 . . . . . . REV. 3, 01 OCT 2007 7-64 . . . . . . REV. 3, 01 OCT 2007
7-30 . . . . . . REV. 3, 01 OCT 2007 7-65 . . . . . . REV. 3, 01 OCT 2007
7-31 . . . . . . REV. 3, 01 OCT 2007 7-66 . . . . . . REV. 3, 01 OCT 2007
7-32 . . . . . . REV. 3, 01 OCT 2007 7-67 . . . . . . REV. 3, 01 OCT 2007
7-33 . . . . . . REV. 3, 01 OCT 2007 7-68 . . . . . . REV. 3, 01 OCT 2007
7-34 . . . . . . REV. 3, 01 OCT 2007 7-69 . . . . . . REV. 3, 01 OCT 2007
7-35 . . . . . . REV. 3, 01 OCT 2007 7-70 . . . . . . REV. 3, 01 OCT 2007
7-36 . . . . . . REV. 3, 01 OCT 2007 7-71 . . . . . . REV. 3, 01 OCT 2007
7-37 . . . . . . REV. 3, 01 OCT 2007 7-72 . . . . . . REV. 3, 01 OCT 2007
7-38 . . . . . . REV. 3, 01 OCT 2007 7-73 . . . . . . REV. 3, 01 OCT 2007
7-39 . . . . . . REV. 3, 01 OCT 2007 7-74 . . . . . . REV. 3, 01 OCT 2007
7-40 . . . . . . REV. 3, 01 OCT 2007 7-75 . . . . . . REV. 3, 01 OCT 2007
7-41 . . . . . . REV. 3, 01 OCT 2007 7-76 . . . . . . REV. 3, 01 OCT 2007
7-42 . . . . . . REV. 5, 01 NOV 2008 7-77 . . . . . . REV. 3, 01 OCT 2007
7-43 . . . . . . REV. 3, 01 OCT 2007 7-78 . . . . . . REV. 3, 01 OCT 2007
7-44 . . . . . . REV. 3, 01 OCT 2007 7-79 . . . . . . REV. 3, 01 OCT 2007
7-45 . . . . . . REV. 3, 01 OCT 2007 7-80 . . . . . . REV. 3, 01 OCT 2007
7-46 . . . . . . REV. 3, 01 OCT 2007 8-1 . . . . . . . REV. 4, 01 MAY 2008
7-47 . . . . . . REV. 3, 01 OCT 2007 8-2 . . . . . . . REV. 4, 01 MAY 2008
7-48 . . . . . . REV. 3, 01 OCT 2007 8-3 . . . . . . . REV. 4, 01 MAY 2008
7-49 . . . . . . REV. 3, 01 OCT 2007 8-4 . . . . . . . REV. 4, 01 MAY 2008
7-50 . . . . . . REV. 3, 01 OCT 2007 8-5 . . . . . . . REV. 4, 01 MAY 2008
7-51 . . . . . . REV. 3, 01 OCT 2007 8-6 . . . . . . . REV. 4, 01 MAY 2008
7-52 . . . . . . REV. 3, 01 OCT 2007 8-7 . . . . . . . REV. 4, 01 MAY 2008
7-53 . . . . . . REV. 3, 01 OCT 2007 8-8 . . . . . . . REV. 4, 01 MAY 2008
7-54 . . . . . . REV. 3, 01 OCT 2007 8-9 . . . . . . . REV. 5, 01 NOV 2008
7-55 . . . . . . REV. 3, 01 OCT 2007 8-10 . . . . . . REV. 4, 01 MAY 2008
7-56 . . . . . . REV. 3, 01 OCT 2007 8-11 . . . . . . REV. 4, 01 MAY 2008
7-57 . . . . . . REV. 3, 01 OCT 2007 8-12 . . . . . . REV. 4, 01 MAY 2008

REV. 6, 01 DEC 2008 LEP-7


8-13 . . . . . . REV. 4, 01 MAY 2008 9-28. . . . . . . REV. 3, 01 OCT 2007
8-14 . . . . . . REV. 4, 01 MAY 2008 9-29. . . . . . . REV. 3, 01 OCT 2007
8-15 . . . . . . REV. 4, 01 MAY 2008 9-30. . . . . . . REV. 3, 01 OCT 2007
8-16 . . . . . . REV. 4, 01 MAY 2008 9-31. . . . . . . REV. 3, 01 OCT 2007
8-17 . . . . . . REV. 4, 01 MAY 2008 9-32. . . . . . . REV. 3, 01 OCT 2007
8-18 . . . . . . REV. 4, 01 MAY 2008 9-33. . . . . . . REV. 3, 01 OCT 2007
8-19 . . . . . . REV. 4, 01 MAY 2008 9-34. . . . . . . REV. 3, 01 OCT 2007
8-20 . . . . . . REV. 4, 01 MAY 2008 9-35. . . . . . . REV. 3, 01 OCT 2007
9-1 . . . . . . . REV. 3, 01 OCT 2007 9-36. . . . . . . REV. 3, 01 OCT 2007
9-2 . . . . . . . REV. 3, 01 OCT 2007 9-37. . . . . . . REV. 3, 01 OCT 2007
9-3 . . . . . . . REV. 3, 01 OCT 2007 9-38. . . . . . . REV. 3, 01 OCT 2007
9-4 . . . . . . . REV. 3, 01 OCT 2007 9-39. . . . . . . REV. 3, 01 OCT 2007
9-5 . . . . . . . REV. 3, 01 OCT 2007 9-40. . . . . . . REV. 3, 01 OCT 2007
9-6 . . . . . . . REV. 3, 01 OCT 2007 9-41. . . . . . . REV. 3, 01 OCT 2007
9-7 . . . . . . . REV. 3, 01 OCT 2007 9-42. . . . . . . REV. 3, 01 OCT 2007
9-8 . . . . . . . REV. 3, 01 OCT 2007 9-43. . . . . . . REV. 3, 01 OCT 2007
9-9 . . . . . . . REV. 3, 01 OCT 2007 9-44. . . . . . . REV. 3, 01 OCT 2007
9-10 . . . . . . REV. 3, 01 OCT 2007 9-45. . . . . . . REV. 3, 01 OCT 2007
9-11 . . . . . . REV. 3, 01 OCT 2007 9-46. . . . . . . REV. 3, 01 OCT 2007
9-12 . . . . . . REV. 3, 01 OCT 2007 9-47. . . . . . . REV. 3, 01 OCT 2007
9-13 . . . . . . REV. 3, 01 OCT 2007 9-48. . . . . . . REV. 3, 01 OCT 2007
9-14 . . . . . . REV. 3, 01 OCT 2007 9-49. . . . . . . REV. 3, 01 OCT 2007
9-15 . . . . . . REV. 3, 01 OCT 2007 9-50. . . . . . .REV. 4, 01 MAY 2008
9-16 . . . . . . REV. 3, 01 OCT 2007 9-51. . . . . . .REV. 4, 01 MAY 2008
9-17 . . . . . . REV. 3, 01 OCT 2007 9-52. . . . . . .REV. 4, 01 MAY 2008
9-18 . . . . . . REV. 3, 01 OCT 2007 9-53. . . . . . .REV. 4, 01 MAY 2008
9-19 . . . . . . REV. 4, 01 MAY 2008 9-54. . . . . . .REV. 4, 01 MAY 2008
9-20 . . . . . . REV. 3, 01 OCT 2007 9-55. . . . . . .REV. 4, 01 MAY 2008
9-21 . . . . . . REV. 3, 01 OCT 2007 9-56. . . . . . .REV. 4, 01 MAY 2008
9-22 . . . . . . REV. 3, 01 OCT 2007 9-57. . . . . . .REV. 4, 01 MAY 2008
9-23 . . . . . . REV. 3, 01 OCT 2007 9-58. . . . . . .REV. 4, 01 MAY 2008
9-24 . . . . . . REV. 3, 01 OCT 2007 9-59. . . . . . .REV. 4, 01 MAY 2008
9-25 . . . . . . REV. 3, 01 OCT 2007 9-60. . . . . . .REV. 4, 01 MAY 2008
9-26 . . . . . . REV. 3, 01 OCT 2007 9-61. . . . . . .REV. 4, 01 MAY 2008
9-27 . . . . . . REV. 3, 01 OCT 2007 9-62. . . . . . .REV. 4, 01 MAY 2008

REV. 6, 01 DEC 2008 LEP-8


9-63 . . . . . . REV. 4, 01 MAY 2008 9-98 . . . . . . REV. 3, 01 OCT 2007
9-64 . . . . . . REV. 4, 01 MAY 2008 9-99 . . . . . . REV. 3, 01 OCT 2007
9-65 . . . . . . REV. 4, 01 MAY 2008 9-100 . . . . . REV. 3, 01 OCT 2007
9-66 . . . . . . REV. 4, 01 MAY 2008 9-101 . . . . . REV. 3, 01 OCT 2007
9-67 . . . . . . REV. 4, 01 MAY 2008 9-102 . . . . . REV. 3, 01 OCT 2007
9-68 . . . . . . REV. 4, 01 MAY 2008 9-103 . . . . . REV. 3, 01 OCT 2007
9-69 . . . . . . REV. 4, 01 MAY 2008 9-104 . . . . . REV. 3, 01 OCT 2007
9-70 . . . . . . REV. 4, 01 MAY 2008 9-105 . . . . . REV. 3, 01 OCT 2007
9-71 . . . . . . REV. 4, 01 MAY 2008 9-106 . . . . . REV. 3, 01 OCT 2007
9-72 . . . . . . REV. 3, 01 OCT 2007 9-107 . . . . . REV. 3, 01 OCT 2007
9-73 . . . . . . REV. 3, 01 OCT 2007 9-108 . . . . . REV. 3, 01 OCT 2007
9-74 . . . . . . REV. 3, 01 OCT 2007 9-109 . . . . . REV. 3, 01 OCT 2007
9-75 . . . . . . REV. 3, 01 OCT 2007 9-110 . . . . . REV. 3, 01 OCT 2007
9-76 . . . . . . REV. 3, 01 OCT 2007 9-111 . . . . . REV. 3, 01 OCT 2007
9-77 . . . . . . REV. 3, 01 OCT 2007 9-112 . . . . . REV. 3, 01 OCT 2007
9-78 . . . . . . REV. 3, 01 OCT 2007 9-113 . . . . . REV. 3, 01 OCT 2007
9-79 . . . . . . REV. 3, 01 OCT 2007 9-114 . . . . . REV. 3, 01 OCT 2007
9-80 . . . . . . REV. 3, 01 OCT 2007 9-115 . . . . . REV. 3, 01 OCT 2007
9-81 . . . . . . REV. 3, 01 OCT 2007 9-116 . . . . . REV. 3, 01 OCT 2007
9-82 . . . . . . REV. 3, 01 OCT 2007 9-117 . . . . . REV. 3, 01 OCT 2007
9-83 . . . . . . REV. 3, 01 OCT 2007 9-118 . . . . . REV. 3, 01 OCT 2007
9-84 . . . . . . REV. 3, 01 OCT 2007 9-119 . . . . . REV. 3, 01 OCT 2007
9-85 . . . . . . REV. 3, 01 OCT 2007 9-120 . . . . . REV. 3, 01 OCT 2007
9-86 . . . . . . REV. 3, 01 OCT 2007 9-121 . . . . . REV. 3, 01 OCT 2007
9-87 . . . . . . REV. 3, 01 OCT 2007 9-122 . . . . . REV. 3, 01 OCT 2007
9-88 . . . . . . REV. 3, 01 OCT 2007 9-123 . . . . . REV. 3, 01 OCT 2007
9-89 . . . . . . REV. 3, 01 OCT 2007 9-124 . . . . . REV. 3, 01 OCT 2007
9-90 . . . . . . REV. 3, 01 OCT 2007 9-125 . . . . . REV. 3, 01 OCT 2007
9-91 . . . . . . REV. 3, 01 OCT 2007 9-126 . . . . . REV. 3, 01 OCT 2007
9-92 . . . . . . REV. 3, 01 OCT 2007 9-127 . . . . . REV. 3, 01 OCT 2007
9-93 . . . . . . REV. 3, 01 OCT 2007 9-128 . . . . . REV. 3, 01 OCT 2007
9-94 . . . . . . REV. 3, 01 OCT 2007 9-129 . . . . . REV. 3, 01 OCT 2007
9-95 . . . . . . REV. 3, 01 OCT 2007 9-130 . . . . . REV. 3, 01 OCT 2007
9-96 . . . . . . REV. 3, 01 OCT 2007 9-131 . . . . . REV. 3, 01 OCT 2007
9-97 . . . . . . REV. 3, 01 OCT 2007 9-132 . . . . . REV. 3, 01 OCT 2007

REV. 6, 01 DEC 2008 LEP-9


9-133 . . . . . REV. 3, 01 OCT 2007 10-26. . . . . . REV. 3, 01 OCT 2007
9-134 . . . . . REV. 3, 01 OCT 2007 11-1. . . . . . . REV. 3, 01 OCT 2007
9-135 . . . . . REV. 3, 01 OCT 2007 11-2. . . . . . . REV. 3, 01 OCT 2007
9-136 . . . . . REV. 3, 01 OCT 2007 11-3. . . . . . . REV. 3, 01 OCT 2007
9-137 . . . . . REV. 3, 01 OCT 2007 11-4. . . . . . . REV. 3, 01 OCT 2007
9-138 . . . . . REV. 3, 01 OCT 2007 11-5. . . . . . . REV. 3, 01 OCT 2007
9-139 . . . . . REV. 3, 01 OCT 2007 11-6. . . . . . . REV. 3, 01 OCT 2007
9-140 . . . . . REV. 3, 01 OCT 2007 11-7. . . . . . . REV. 3, 01 OCT 2007
9-141 . . . . . REV. 3, 01 OCT 2007 11-8. . . . . . . REV. 3, 01 OCT 2007
9-142 . . . . . REV. 3, 01 OCT 2007 11-9. . . . . . . REV. 3, 01 OCT 2007
10-1 . . . . . . REV. 3, 01 OCT 2007 11-10. . . . . . REV. 3, 01 OCT 2007
10-2 . . . . . . REV. 3, 01 OCT 2007 11-11. . . . . . REV. 3, 01 OCT 2007
10-3 . . . . . . REV. 3, 01 OCT 2007 11-12. . . . . . REV. 3, 01 OCT 2007
10-4 . . . . . . REV. 3, 01 OCT 2007 11-13. . . . . . REV. 3, 01 OCT 2007
10-5 . . . . . . REV. 3, 01 OCT 2007 11-14. . . . . . REV. 3, 01 OCT 2007
10-6 . . . . . . REV. 3, 01 OCT 2007 11-15. . . . . . REV. 3, 01 OCT 2007
10-7 . . . . . . REV. 3, 01 OCT 2007 11-16. . . . . . REV. 3, 01 OCT 2007
10-8 . . . . . . REV. 3, 01 OCT 2007 11-17. . . . . . REV. 3, 01 OCT 2007
10-9 . . . . . . REV. 3, 01 OCT 2007 11-18. . . . . . REV. 3, 01 OCT 2007
10-10 . . . . . REV. 3, 01 OCT 2007 11-19. . . . . . REV. 3, 01 OCT 2007
10-11 . . . . . REV. 3, 01 OCT 2007 11-20. . . . . . REV. 3, 01 OCT 2007
10-12 . . . . . REV. 3, 01 OCT 2007 11-21. . . . . . REV. 3, 01 OCT 2007
10-13 . . . . . REV. 3, 01 OCT 2007 11-22. . . . . . REV. 3, 01 OCT 2007
10-14 . . . . . REV. 3, 01 OCT 2007 11-23. . . . . . REV. 3, 01 OCT 2007
10-15 . . . . . REV. 3, 01 OCT 2007 11-24. . . . . . REV. 3, 01 OCT 2007
10-16 . . . . . REV. 3, 01 OCT 2007 11-25. . . . . . REV. 3, 01 OCT 2007
10-17 . . . . . REV. 3, 01 OCT 2007 11-26. . . . . . REV. 3, 01 OCT 2007
10-18 . . . . . REV. 3, 01 OCT 2007 11-27. . . . . . REV. 3, 01 OCT 2007
10-19 . . . . . REV. 3, 01 OCT 2007 11-28. . . . . . REV. 3, 01 OCT 2007
10-20 . . . . . REV. 3, 01 OCT 2007 11-29. . . . . . REV. 3, 01 OCT 2007
10-21 . . . . . REV. 3, 01 OCT 2007 11-30. . . . . . REV. 3, 01 OCT 2007
10-22 . . . . . REV. 3, 01 OCT 2007 11-31. . . . . . REV. 3, 01 OCT 2007
10-23 . . . . . REV. 3, 01 OCT 2007 11-32. . . . . . REV. 3, 01 OCT 2007
10-24 . . . . . REV. 3, 01 OCT 2007 11-33. . . . . . REV. 3, 01 OCT 2007
10-25 . . . . . REV. 3, 01 OCT 2007 11-34. . . . . . REV. 3, 01 OCT 2007

REV. 6, 01 DEC 2008 LEP-10


11-35 ..... REV. 3, 01 OCT 2007 11-70 . . . . . REV. 3, 01 OCT 2007
11-36 ..... REV. 3, 01 OCT 2007 11-71 . . . . . REV. 3, 01 OCT 2007
11-37 ..... REV. 3, 01 OCT 2007 11-72 . . . . . REV. 3, 01 OCT 2007
11-38 ..... REV. 3, 01 OCT 2007 11-73 . . . . . REV. 3, 01 OCT 2007
11-39 ..... REV. 3, 01 OCT 2007 11-74 . . . . . REV. 3, 01 OCT 2007
11-40 ..... REV. 3, 01 OCT 2007 11-75 . . . . . REV. 3, 01 OCT 2007
11-41 ..... REV. 3, 01 OCT 2007 11-76 . . . . . REV. 3, 01 OCT 2007
11-42 ..... REV. 3, 01 OCT 2007 11-77 . . . . . REV. 3, 01 OCT 2007
11-43 ..... REV. 3, 01 OCT 2007 11-78 . . . . . REV. 3, 01 OCT 2007
11-44 ..... REV. 3, 01 OCT 2007 12-1 . . . . . . REV. 3, 01 OCT 2007
11-45 ..... REV. 3, 01 OCT 2007 12-2 . . . . . . REV. 3, 01 OCT 2007
11-46 ..... REV. 3, 01 OCT 2007 12-3 . . . . . . REV. 3, 01 OCT 2007
11-47 ..... REV. 3, 01 OCT 2007 12-4 . . . . . . REV. 3, 01 OCT 2007
11-48 ..... REV. 3, 01 OCT 2007 12-5 . . . . . . REV. 3, 01 OCT 2007
11-49 ..... REV. 3, 01 OCT 2007 12-6 . . . . . . REV. 3, 01 OCT 2007
11-50 ..... REV. 3, 01 OCT 2007 12-7 . . . . . . REV. 3, 01 OCT 2007
11-51 ..... REV. 3, 01 OCT 2007 12-8 . . . . . . REV. 3, 01 OCT 2007
11-52 ..... REV. 3, 01 OCT 2007 12-9 . . . . . . REV. 3, 01 OCT 2007
11-53 ..... REV. 3, 01 OCT 2007 12-10 . . . . . REV. 3, 01 OCT 2007
11-54 ..... REV. 3, 01 OCT 2007 13-1 . . . . . . REV. 3, 01 OCT 2007
11-55 ..... REV. 3, 01 OCT 2007 13-2 . . . . . . REV. 3, 01 OCT 2007
11-56 ..... REV. 3, 01 OCT 2007 13-3 . . . . . . REV. 3, 01 OCT 2007
11-57 ..... REV. 3, 01 OCT 2007 13-4 . . . . . . REV. 4, 01 MAY 2008
11-58 ..... REV. 3, 01 OCT 2007 13-5 . . . . . . REV. 4, 01 MAY 2008
11-59 ..... REV. 3, 01 OCT 2007 13-6 . . . . . . REV. 4, 01 MAY 2008
11-60 ..... REV. 3, 01 OCT 2007 13-7 . . . . . . REV. 4, 01 MAY 2008
11-61 ..... REV. 3, 01 OCT 2007 13-8 . . . . . . REV. 4, 01 MAY 2008
11-62 ..... REV. 3, 01 OCT 2007 13-9 . . . . . . REV. 3, 01 OCT 2007
11-63 ..... REV. 3, 01 OCT 2007 13-10 . . . . . REV. 3, 01 OCT 2007
11-64 ..... REV. 3, 01 OCT 2007 13-11 . . . . . REV. 3, 01 OCT 2007
11-65 ..... REV. 3, 01 OCT 2007 13-12 . . . . . REV. 4, 01 MAY 2008
11-66 ..... REV. 3, 01 OCT 2007 13-13 . . . . . REV. 4, 01 MAY 2008
11-67 ..... REV. 3, 01 OCT 2007 13-14 . . . . . REV. 4, 01 MAY 2008
11-68 ..... REV. 3, 01 OCT 2007 13-15 . . . . . REV. 4, 01 MAY 2008
11-69 ..... REV. 3, 01 OCT 2007 13-16 . . . . . REV. 4, 01 MAY 2008

REV. 6, 01 DEC 2008 LEP-11


INX-1 . . . . . REV. 6, 01 DEC 2008
INX-2 . . . . . REV. 6, 01 DEC 2008
INX-3 . . . . . REV. 6, 01 DEC 2008
INX-4 . . . . . REV. 6, 01 DEC 2008
INX-5 . . . . . REV. 6, 01 DEC 2008
INX-6 . . . . . REV. 6, 01 DEC 2008
INX-7 . . . . . REV. 6, 01 DEC 2008
INX-8 . . . . . REV. 6, 01 DEC 2008
INX-9 . . . . . REV. 6, 01 DEC 2008
INX-10 . . . . REV. 6, 01 DEC 2008
INX-11 . . . . REV. 6, 01 DEC 2008
INX-12 . . . . REV. 6, 01 DEC 2008

REV. 6, 01 DEC 2008 LEP-12

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
Chapter 1 General Policies

Section 1. General Statement ............................................................. 1-1
A. Scope .........................................................................................1-1
B. Standard Operating Procedures ..................................................1-1
C. Deviation from Standard Operating Procedures ..........................1-2
Section 2. Definition of Terms ............................................................. 1-3
A. Checklist .....................................................................................1-3
B. Expanded Checklist ....................................................................1-3
C. Recommended Flows .................................................................1-3
D. Procedures .................................................................................1-3
E. Special Advisories ......................................................................1-3
Section 3. Checklist Philosophy .......................................................... 1-4
A. Do Verify.....................................................................................1-4
B. Challenge-Do-Verify....................................................................1-5
C. Challenge and Response ...........................................................1-5
D. Checklist Interruption ..................................................................1-6
E. Checklist Hold ..........................................................................1-6
F. First Flight Items.......................................................................1-7
G. Configuration Changes ...............................................................1-7
H. Checklist Responses ..................................................................1-7
Section 4. Workload Sharing .............................................................. 1-9
A. Primary Task ..............................................................................1-9
B. Automation Statement.................................................................1-9
C. Autopilot Operation ...................................................................1-10
D. Altitude Preselect......................................................................1-10
E. Flight Control Panel (FCP) Management ...................................1-11
F. Automation Workload Functions................................................1-12
G. Speed Bug Entry Procedures ....................................................1-13
REV. 6, 01 DEC 2008 Page TOC-1

Table of Contents
H. FMS and Radios....................................................................... 1-16

I. Altimeter Setting ....................................................................... 1-17
J. Altitude Callouts ....................................................................... 1-17
K. Flight Crewmembers at their Stations ....................................... 1-18
L. Crew Coordination during Control Transfer............................... 1-18
M. Crew Coordination when a Pilot Leaves
The Communication Loop......................................................... 1-18
Section 5. Sterile Cockpit ................................................................. 1-19
Section 6. Company Related Communications ................................... 1-19
Section 7. Cabin Signs ..................................................................... 1-19
Section 8. Minimum Flight Crew Oxygen Pressure ............................. 1-19
Section 9. Airworthiness Release ...................................................... 1-20
Section 10. Aircraft Discrepancies ...................................................... 1-20
Section 11. Flight Crew Procedures prior to and during
Taxi Operations ............................................................... 1-21
A. Conduct Pre-Taxi Planning ....................................................... 1-21
B. Write Down Taxi Instructions .................................................... 1-21
C. Taxiway Diagram...................................................................... 1-21
D. Maintain Situational Awareness ................................................ 1-21
E. Maintain CRM .......................................................................... 1-22
F. Cockpit Coordination ................................................................ 1-22
G. Crossing Taxiways and Runways ............................................. 1-22
H. Crossing Runways Actions and Callouts .................................. 1-23
I. FMS Entries (On Ground) ......................................................... 1-23
J. Departure Delays ..................................................................... 1-23
K. Cabin Announcements ............................................................. 1-23
Section 12. System Operations ........................................................... 1-24
A. Exterior Lights .......................................................................... 1-24
B. Display Unit Brightness ............................................................ 1-24
C. Windshield Heat ....................................................................... 1-25
D. Thrust Lever Positions.............................................................. 1-25
E. Crew Alerting System (CAS) .................................................... 1-25
Section 13. APU Operation ................................................................. 1-26
A. APU Operation ......................................................................... 1-26
B. APU In Flight Start Considerations ........................................... 1-26
C. APU Emergency Shutdown ...................................................... 1-26
Section 14. GPU Operation ................................................................. 1-26
Section 15. Navigation Policy ............................................................. 1-26

Table of Contents
Section 16. U.S. Terminal and En Route Area Navigation

(RNAV) Operations .......................................................... 1-27
A. Introduction...............................................................................1-27
B. Minimum Equipment Required ..................................................1-27
C. Flight Release...........................................................................1-28
D. Pre-flight Procedures ................................................................1-28
E. RNAV Operating Procedures ....................................................1-28
F. GPS Predictive RAIM (Receiver Autonomous Integrity
Monitoring) ..............................................................................1-31
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

Table of Contents
H. Automatic Performance Reserve (APR).................................... 2-18

I. Starter Cranking Limits (Ground and Air) .................................. 2-19
J. Engine Relight .......................................................................... 2-20
K. Engine Start Envelope .............................................................. 2-21
Section 6. Fuel ................................................................................. 2-22
A. Imbalance ................................................................................ 2-22
B. Maximum Usable Fuel .............................................................. 2-22
C. Fuel Temperature ..................................................................... 2-23
D. Fuel Grades ............................................................................. 2-24
E. Fuel Crossflow ......................................................................... 2-24
Section 7. Oil ................................................................................... 2-25
A. Oil Grades ................................................................................ 2-25
B. Oil Consumption ....................................................................... 2-25
C. Engine Oil Level ....................................................................... 2-25
D. Oil Replenishment System ....................................................... 2-25
Section 8. Auxiliary Power Unit (APU) ............................................... 2-26
A. APU Type................................................................................. 2-26
B. APU Limits ............................................................................... 2-26
C. Starting .................................................................................... 2-26
D. Maximum EGT ......................................................................... 2-26
E. APU starting and operation operating envelope: ....................... 2-27
F. APU Bleed Air .......................................................................... 2-27
G. APU Generator ......................................................................... 2-27
H. APU Indicators ......................................................................... 2-28
I. APU Start and Operating Envelope .......................................... 2-29
Section 9. Operating Speeds ............................................................ 2-30
A. Maximum Operating Speed and MACH Number ....................... 2-30
B. Design Maneuvering Speed...................................................... 2-30
C. Minimum Clean Airspeed.......................................................... 2-30
D. Minimum Holding Speed and Configuration .............................. 2-30
E. Flap Speeds ............................................................................. 2-30
F. Maximum Landing Gear Operating Speed ................................ 2-31
G. Maximum Landing Gear Extended Speed................................. 2-31
H. Tire Limit Speed ....................................................................... 2-31
I. Maximum Airspeed for Air Driven Generator (ADG) Operation ...... 2-31
J. Maximum Operating Speed and Mach Number ........................ 2-31
K. Design Maneuvering Speed ..................................................... 2-32
L. Turbulence Penetration Speed ................................................. 2-32
M. Minimum Operating Limit Speed............................................... 2-32
N. Windshield Wiper Operation ..................................................... 2-32
O. Crosswind Limitations, Takeoff and Landing............................. 2-32

Table of Contents
Section 10. Maneuvering Loads .......................................................... 2-33

A. Maneuvering Limit Load Factors ...............................................2-33
B. Side Slip Maneuvers .................................................................2-33
Section 11. Systems Limitations ......................................................... 2-33
A. Air Conditioning and Pressurization ..........................................2-33
B. Automatic Flight Control System ...............................................2-33
C. Bleed Air Systems ....................................................................2-34
D. Electrical Systems ....................................................................2-34
E. Flight Controls - LIFT/DRAG Devices........................................2-35
F. Stall Protection System .............................................................2-35
G. Taxi Lights ................................................................................2-35
H. Thrust Reversers ......................................................................2-36
I. Wheel Brake Cooling Limitations...............................................2-37
J. Traffic Alert and Collision Avoidance System (TCAS)................2-37
K. Configuration Deviation List ......................................................2-37
L. Red Strobe Lights .....................................................................2-37
M. Minimum Descent Altitude ........................................................2-37
N. Enhanced Ground Proximity Warning System (EGPWS) ...........2-37
O. Intrusion Resistant Cockpit Door ...............................................2-39
Section 12. Navigation Systems Limitations ........................................ 2-40
A. Flight Management System.......................................................2-40
B. Global Positioning System ........................................................2-42
C. Aircraft Communications Addressing and
Reporting System (ACARS) ......................................................2-42
Section 13. CRJ200 Flap Failure AD Limitation and Requirements ....... 2-43
A. CRJ200 Flap Extension / Approach Restrictions .......................2-43
B. CRJ200 Flap Failure after Takeoff ............................................2-44
C. CRJ200 Temperature Limitation................................................2-44
Chapter 3 Normal Checklists

Section 1. Exterior Inspection Checklist .............................................. 3-3
Section 2. Normal Checklist ................................................................ 3-5
Section 3. Jump Seat Briefing ............................................................. 3-7
A. General.......................................................................................3-7
Section 4. Operation of the Intrusion Resistant Cockpit Door ............... 3-9
A. Normal Operation .......................................................................3-9
B. Emergency Operation .................................................................3-9
C. Operational Check ......................................................................3-9
D. Intrusion Resistant Cockpit Door Layout - Cockpit View ...........3-10
E. Intrusion Resistant Cockpit Door Layout - Cabin View ..............3-11

Table of Contents
Chapter 4 Normal Procedures

Section 1.Airplane Preparation ...........................................................4-1
A.General ...................................................................................... 4-1
B.Exterior Inspection ..................................................................... 4-2
C.Safety Check ............................................................................ 4-13
Fire Detection Panel ..................................................................4-17
Monitor Panel.............................................................................4-17
APU Starting Sequence .............................................................4-18
Establishing Air Conditioning (APU Bleed Air)...........................4-19
D. Set Up Check ........................................................................... 4-22
E. Set Up Check Flow................................................................... 4-24
Fire Detection Panel ..................................................................4-26
Firex Monitor Panel....................................................................4-28
External Lights Panel .................................................................4-30
Start/Ignition Panel ....................................................................4-32
Anti-ice Panel.............................................................................4-34
Glareshield.................................................................................4-35
Roll Switchlights.........................................................................4-37
Side Panels................................................................................4-37
Air Data Reference Panel ..........................................................4-38
Display Reversionary Panel.......................................................4-38
Cockpit Voice Recorder .............................................................4-38
EICAS ........................................................................................4-39
Standby Instruments ..................................................................4-39
TCAS Test .................................................................................4-42
Audio Control Panel ...................................................................4-43
Weather Radar Panel ................................................................4-44
Backup Tuning Unit ...................................................................4-44
Display/ARINC Fan Panel..........................................................4-44
Lighting Panel ............................................................................4-45
Yaw Damper Panel ....................................................................4-45
Cargo Firex Panel ......................................................................4-46
Section 2. Required Briefings ............................................................ 4-47
A. Release Briefing ....................................................................... 4-47
B. Jump Seat Briefing ................................................................... 4-48
C. Takeoff Briefing ........................................................................ 4-48
D. Chautauqua Standard Takeoff Configuration ............................ 4-49
E. Chautauqua Standard Takeoff Briefing ..................................... 4-49
Section 3. Before Start ..................................................................... 4-50
A. Before Start Check ................................................................... 4-50
B. Before Start Flow ..................................................................... 4-50
C. Cleared to Start Check ............................................................. 4-56
D. Cleared to Start Flow................................................................ 4-57

Table of Contents
Section 4. Starting Engines .............................................................. 4-62

A. Engine Start - APU Assist .........................................................4-63
With the APU operating:.............................................................4-63
B. Engine Start - External Air ........................................................4-66
C. Engine Start - Cross-Bleed .......................................................4-69
Section 5. After Start Check ............................................................. 4-71
A. After Start to the Line Flow .......................................................4-71
After Starting Second Engine.....................................................4-72
Generators .................................................................................4-72
Wing / Cowl Anti-ice and 14th Stage Valve check: ....................4-73
Section 6. Taxi - General Procedures ................................................ 4-78
A. General.....................................................................................4-78
B. Standard Operating Procedures (SOPs) for
Taxiing/Runway Operations ......................................................4-79
C. Single-Engine Taxi Procedures .................................................4-81
D. Single-Engine Taxi is Prohibited: ..............................................4-81
E. One Engine Shutdown After Gate Departure .............................4-82
F. Nosewheel/Rudder Pedal Steering...........................................4-82
G. Brakes ......................................................................................4-82
H. Turning Radius .........................................................................4-82
I. Taxiing in Adverse Weather ......................................................4-82
J. Turning Radius. ........................................................................4-83
K. Magnetic Anomalies..................................................................4-83
L. Delayed Engine Start Check .....................................................4-84
Section 7. Before Takeoff Check ....................................................... 4-86
A. Before Takeoff to the Line Flow ................................................4-87
Section 8. Takeoff ............................................................................ 4-92
A. Normal Takeoff .........................................................................4-92
B. Crosswind Takeoff ....................................................................4-93
C. Static Takeoff Procedure...........................................................4-93
Rolling Takeoff With Flaps 8.....................................................4-94
Static Takeoff with Flaps 8........................................................4-97
Flaps 20 Takeoff Actions and Callouts ...................................4-101
Static Takeoff with Flaps 20 ...................................................4-104
D. Takeoff with Anti-ice On ..........................................................4-108
E. Lower than Standard Takeoff ..................................................4-109
F. Takeoff Alternate Requirements..............................................4-109
Section 9. After Takeoff .................................................................. 4-110
A. After Takeoff Procedures ........................................................4-110

Table of Contents
Section 10. Climb ............................................................................. 4-111

A. FMS Entries (in Flight)............................................................ 4-111
B. Climb Speed........................................................................... 4-111
C. Climb Speed Determination .................................................... 4-111
D. Climb Thrust ........................................................................... 4-112
E. Maximum Angle Climb ............................................................ 4-112
Section 11. Climb Check .................................................................. 4-113
A. Climb Through 1,500 Flow ..................................................... 4-113
B. Climb Through 10,000 Flow ................................................... 4-114
C. Climb Through 18,000 Flow ................................................... 4-114
Landing Lights .........................................................................4-116
APU Shutdown: .......................................................................4-116
Passing FL 180: .......................................................................4-116
Section 12. In Flight ......................................................................... 4-117
A. Cruise .................................................................................... 4-117
B. Operation in Icing Conditions.................................................. 4-118
Section 13. Holding .......................................................................... 4-119
A. Clearance............................................................................... 4-119
Section 14. Descent ......................................................................... 4-120
A. Descent Speed Schedule. ...................................................... 4-120
B. Descent Planning Guide ........................................................ 4-120
C. Other Methods for Descent Planning ...................................... 4-121
D. "Minimum Descent Rate Required" Method ............................ 4-122
E. Flight Spoiler and Thrust Usage ............................................. 4-122
F. In-Range Communications ..................................................... 4-122
G. Descent Check ....................................................................... 4-123
H. Descent Through 18,000 Flow ............................................... 4-123
I. Descent Through 10,000 Flow ............................................... 4-124
Passing FL 180: .......................................................................4-124
Section 15. Arrival Planning .............................................................. 4-126
A. Approach Preparation............................................................. 4-126
B. FMS Arrival and Approach Programming ................................ 4-126
C. Approach Navigation Setup .................................................... 4-127
D. GPS/RNAV Approaches ......................................................... 4-128
E. Visual Approaches ................................................................. 4-130
F. Approach Briefing ................................................................... 4-130
G. Approach Charts .................................................................... 4-130
H. Approach................................................................................ 4-131
I. Descent below Minimum Safe Altitude
(MSA) or Minimum Vectoring Altitude (MVA) .......................... 4-132
J. Stabilized Approach .............................................................. 4-132

Table of Contents
D. Flap Extension / Approach Restrictions...................................4-135

E. Approach Check .....................................................................4-137
F. Cleared for Approach Flow .....................................................4-137
G. Approach and Maneuvering Speeds .......................................4-139
H. Maneuvering Speeds ..............................................................4-139
Initial Approach .......................................................................4-140
Precision Approach..................................................................4-140
Threshold Height......................................................................4-140
Precision Approach (ILS) Actions and Callouts .......................4-141
ILS/LDA PRM Approaches ......................................................4-145
I. Definitions...............................................................................4-146
J. Requirements .........................................................................4-146
K. Communications .....................................................................4-147
L. ILS/LDA PRM Procedure ........................................................4-147
M. Actions & Callouts for ILS PRM Breakout with
Climb Instruction .....................................................................4-150
N. Actions & Callouts for ILS PRM Breakout
with Descent Instruction ..........................................................4-151
Non-Precision Approach ..........................................................4-152
Non-Precision Approach without a Depicted FAF....................4-152
Non-Precision Approach with Depicted FAF
Actions & Callouts ...................................................................4-153
Non-Precision Approach without
a Depicted FAF Actions & Callouts ........................................4-157
High Speed ILS .......................................................................4-159
Circling Approach.....................................................................4-161
Visual Approach.......................................................................4-164
Section 16. Before Landing .............................................................. 4-166
A. Before Landing Check.............................................................4-166
B. Before Landing Flow ...............................................................4-166
C. Cleared to Land Flow ..............................................................4-166
Section 17. Landing ......................................................................... 4-169
A. Normal Landing Profile ...........................................................4-169
Maximum Performance Landing ..............................................4-170
Crosswind Landing ..................................................................4-170
Land And Hold Short Operations (LAHSO) .............................4-171
Full-Stop Landing.....................................................................4-177
B. Transfer of Control ..................................................................4-179
Missed Approach/Go-Around...................................................4-180
Missed Approach (Both Engines Operating)............................4-181
Go-Around ...............................................................................4-183

Table of Contents
Section 18. After Landing ................................................................. 4-184

A. After Landing Clear of Runway Flow....................................... 4-184
B. Shutdown Check .................................................................... 4-184
C. Shutdown Flow ....................................................................... 4-186
Section 19. Terminating Checklist ..................................................... 4-192
Section 20. Cockpit Voice Recorder (CVR) ........................................ 4-194
A. Deactivation after a Reportable Event .................................... 4-194
NTSB 830 Reportable Event Check ........................................ 4-194
Section 21. Leaving the Aircraft ........................................................ 4-195
Chapter 5 Emergency/Abnormal Checklists

Section 1. General .............................................................................5-1
A. Principles ................................................................................... 5-1
B. Landing Distance Factors ........................................................... 5-2
C. Diversion Terminology ................................................................ 5-2
Section 2. Immediate Action Items ......................................................5-3
Chapter 6 Abnormal Procedures

Section 1. Introduction ........................................................................6-1
Section 2. Pilot Incapacitation .............................................................6-2
Section 3. Crew Action .......................................................................6-2
Section 4. Diversion ...........................................................................6-2
Section 5. Circuit Breaker Reset Procedure .........................................6-3
Section 6. Engine Overboost (Firewall)................................................6-3
Section 7. Starting Engines .................................................................6-4
A. Engine Start Abort ...................................................................... 6-4
B. Hot Start..................................................................................... 6-4
C. Hung Start/N2 Stagnation........................................................... 6-4
D. Engine Dry Motoring................................................................... 6-4
E. Starter Fails to Cutout ................................................................ 6-4
F. Battery / External Air Start .......................................................... 6-5
Section 8. Takeoff Emergencies ..........................................................6-7
A. Rejected Takeoff ........................................................................ 6-7
Rejected Takeoff/Abort - Actions and Callouts ............................ 6-9
B. Engine Failure After V1 ............................................................ 6-11
Takeoff with Engine Failure, Flaps 8 - Actions and Callouts .... 6-13

Table of Contents
Takeoff with Engine Failure, Flaps 20 - Actions and Callouts ..6-15

C. Takeoff and Landing with Air Conditioning Packs Off ................6-17
D. Operation with Air Cycle Machines in Manual Mode ..................6-19
Section 9. Inflight Emergencies ........................................................ 6-22
A. Emergency Descent..................................................................6-22
B. APU Fire ...................................................................................6-22
C. Wake Turbulence ......................................................................6-23
D. Aileron PCU Runaway ..............................................................6-24
E. Aileron System Jammed ...........................................................6-24
F. Elevator System Jammed .........................................................6-24
Section 10. Approach Emergencies .................................................... 6-25
A. Landing Distance Factor ...........................................................6-25
B. Approach Speed Adjustment.....................................................6-25
C. Single Engine Approach............................................................6-25
Precision Approach (ILS) - One Engine
Inoperative Actions and Callouts ...............................................6-26
Non-Precision Approach - One Engine
Inoperative Actions and Callouts ...............................................6-30
D. Engine Failure on Approach ......................................................6-33
E. Single Engine Go-Around .........................................................6-34
F. Zero Flap/Flap Inoperative Approach ........................................6-36
G. Emergency Landing/Ditching ....................................................6-37
H. Overweight Landing ..................................................................6-37
I. Post-Flight Exterior Inspection Following Abnormal Landing .....6-38
Section 11. Ground Emergencies ........................................................ 6-39
A. APU Fire ...................................................................................6-39
B. Emergency Evacuation .............................................................6-39
C. Engine Fire / Severe Damage (On the Ground).........................6-40
D. Evacuation--Engine Fire on the Runway ...................................6-40
Section 12. Enhanced Ground Proximity Warning System (EGPWS)
Caution/Warning Escape Maneuvers ................................ 6-41
A. EGPWS Caution .......................................................................6-41
B. EGPWS Warning ......................................................................6-41
C. EGPWS Input Sources..............................................................6-43
D. Use of the EGPWS ...................................................................6-43

Table of Contents
Section 13. Traffic Alert and Collision Avoidance System

(TCAS) Operation ............................................................ 6-44
A. Acquire Visual Contact ............................................................. 6-44
B. Traffic Advisory ........................................................................ 6-44
C. Resolution Advisory.................................................................. 6-44
D. Traffic Alert and Collision Avoidance System............................ 6-44
E. TCAS Warning Action and Callouts .......................................... 6-45
Section 14. AHRS Operation in Localized Magnetic Field Anomalies .... 6-46
A. Introduction .............................................................................. 6-46
B. Rapid Alignment Procedure ...................................................... 6-47
C. Manual Alignment Procedure.................................................... 6-48
D. Takeoff from Runways with Known Magnetic Anomalies .......... 6-49
E. After Takeoff ............................................................................ 6-49
Section 15. Inadvertent On Ground Aircraft Pressurization ................... 6-50
Section 16. Flight with FMS Inoperative or Deferred ............................ 6-51
Chapter 7 Weather Operations

Section 1. Cold Weather Operations ...................................................7-1
A. General ...................................................................................... 7-1
B. Definitions .................................................................................. 7-2
C. Airframe Contamination .............................................................. 7-5
D. Icing Conditions.......................................................................... 7-8
E. Pre-flight Preparation ............................................................... 7-11
External Safety Inspection ......................................................... 7-11
Cabin Preparation...................................................................... 7-13
F. Airframe De-icing, Anti-icing, and Inspection ............................ 7-13
Removal of Loose Contamination.............................................. 7-16
G. Preparation for De-icing/Anti-icing ............................................ 7-16
Pre-De-Icing/Anti-Icing Check ................................................... 7-16
Post De-Icing/Anti-Icing Check .................................................. 7-18
H. De-icing/Anti-icing .................................................................... 7-20
I. Airplane Procedures during Gantry De-icing ............................ 7-21
J. Phase of Flight Procedures ...................................................... 7-21
Engine Start Procedure ............................................................. 7-22
After Engine Start Procedure..................................................... 7-22
Taxi-Out Procedure ................................................................... 7-24
Leaving The Aircraft Procedure ................................................. 7-30
K. PIREPS relating to Airframe Icing ............................................ 7-31

Table of Contents
Section 2. Operation on Contaminated Runways ............................... 7-33

A. General.....................................................................................7-33
B. Definitions.................................................................................7-33
C. Limitations and Recommendations............................................7-35
D. Hydroplaning ............................................................................7-36
E. Takeoff .....................................................................................7-37
F. Landing.....................................................................................7-37
G. Crosswind Landings..................................................................7-39
H. Use of Reverse Thrust ..............................................................7-40
Section 3. Hot Weather Operations ................................................... 7-41
A. General.....................................................................................7-41
B. Pre-flight Preparation ................................................................7-41
Hot Weather Procedure .............................................................7-41
C. Taxi-out and Takeoff .................................................................7-43
D. Landing.....................................................................................7-44
Section 4. Operation in Turbulence ................................................... 7-45
A. General.....................................................................................7-45
B. Airspeeds..................................................................................7-46
C. Altitude .....................................................................................7-46
D. Attitude .....................................................................................7-47
E. Aircraft Systems........................................................................7-47
F. Secure the Airplane ..................................................................7-48
G. Definitions of Turbulence Intensity ............................................7-49
Section 5. Weather Radar ................................................................ 7-51
A. General.....................................................................................7-51
B. Power Output............................................................................7-51
C. Display Calibration ....................................................................7-51
D. WXR-80 Color and VIP Levels ..................................................7-52
E. Flat-Plate Antenna ....................................................................7-53
F. Tilt Control ................................................................................7-54
G. Operating Tip ............................................................................7-54
H. Autotilt (AUTO) Switch ..............................................................7-54
I. Gain Control .............................................................................7-55
J. Ground Clutter Suppression ......................................................7-56
K. Range Control...........................................................................7-56
L. Transfer Mode ..........................................................................7-58
M. Operation..................................................................................7-58
N. Preflight ....................................................................................7-59
O. Takeoff and Climb.....................................................................7-60
P. Cruise .......................................................................................7-60
Q. Middle Altitudes ........................................................................7-61

Table of Contents
R. Higher Altitudes ........................................................................ 7-61

S. Tilt Control at Higher Altitudes (Above FL 350) ......................... 7-61
T. Descent .................................................................................... 7-62
U. Summary.................................................................................. 7-62
Section 6. Windshear ....................................................................... 7-63
A. Definition .................................................................................. 7-63
B. Flight Crew Actions .................................................................. 7-63
C. Windshear Recovery Technique ............................................... 7-73
D. Windshear Encounter Action and Callouts ................................ 7-77
Section 7. Volcanic Ash .................................................................... 7-78
A. General .................................................................................... 7-78
B. On Ground Operations ............................................................. 7-79
C. In Flight Operations ................................................................. 7-79
Chapter 8 Training Maneuvers and Profiles

Section 1. General Pilot Information ....................................................8-1
Section 2. Stabilized Approach ...........................................................8-1
Section 3. Steep Turns .......................................................................8-2
Section 4. Stall Maneuvers .................................................................8-3
A. Entry .......................................................................................... 8-3
B. Stall Recovery Actions and Callouts ........................................... 8-4
Section 5. Windshear .........................................................................8-5
Section 6. General Training Procedures ..............................................8-6
Section 7. Flight Training Acceptable Performance ..............................8-7
A. Oral Testing ............................................................................... 8-8
B. Preflight Inspection..................................................................... 8-8
C. Taxing ........................................................................................ 8-9
D. Takeoffs ..................................................................................... 8-9
E. Steep Turns.............................................................................. 8-10
F. Approach To Stall ..................................................................... 8-11
G. Recovery From Specific Flight Characteristics.......................... 8-12
H. Powerplant Failures.................................................................. 8-12
I. Landings and After Landing ...................................................... 8-13
J. Zero Flap Landing .................................................................... 8-13
K. Emergency Descent ................................................................. 8-14
L. Area Arrival And Departure....................................................... 8-15
M. Holding..................................................................................... 8-15
N. ILS Approaches ........................................................................ 8-16
O. Non-Precision Approaches ....................................................... 8-17

Table of Contents
P. Missed Approach Procedures ...................................................8-17

Q. Emergency/Abnormal Procedures .............................................8-18
Section 8. Unusual Attitude (Upset) Recovery ................................... 8-19
A. Recognition...............................................................................8-19
B. Recovery ..................................................................................8-19
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

Table of Contents
Section 6. Enroute Performance Analysis .......................................... 9-32

A. General .................................................................................... 9-32
B. Method 1 .................................................................................. 9-33
C. Method 2 .................................................................................. 9-34
D. Dispatch Airport Suitability........................................................ 9-35
E. Inflight Airport Suitability........................................................... 9-36
F. MEL/CDL Penalties .................................................................. 9-36
G. Selection Of Method 1 Or Method 2.......................................... 9-36
H. Enroute Engine Failure Procedures .......................................... 9-37
Section 7. Landing Performance ....................................................... 9-44
A. General .................................................................................... 9-44
B. Runway Naming Conventions................................................... 9-44
C. Landing Report Layout ............................................................. 9-46
D. Distance Section ..................................................................... 9-48
Section 8. Takeoff and Landing Speed Cards .................................... 9-50
A. Speed Card Layout .................................................................. 9-50
B. Description ............................................................................... 9-51
C. Speed Card 34,000 lbs ............................................................. 9-52
D. Speed Card 35,000 lbs ............................................................. 9-53
E. Speed Card 36,000 lbs ............................................................. 9-54
F. Speed Card 37,000 lbs ............................................................. 9-55
G. Speed Card 38,000 lbs ............................................................. 9-56
H. Speed Card 39,000 lbs ............................................................. 9-57
I. Speed Card 40,000 lbs ............................................................. 9-58
J. Speed Card 41,000 lbs ............................................................. 9-59
K. Speed Card 42,000 lbs ............................................................. 9-60
L. Speed Card 43,000 lbs ............................................................. 9-61
M. Speed Card 44,000 lbs ............................................................. 9-62
N. Speed Card 45,000 lbs ............................................................. 9-63
O. Speed Card 46,000 lbs ............................................................. 9-64
P. Speed Card 47,000 lbs ............................................................. 9-65
Q. Speed Card 48,000 lbs ............................................................. 9-66
R. Speed Card 49,000 lbs ............................................................. 9-67
S. Speed Card 50,000 lbs ............................................................. 9-68
T. Speed Card 51,000 lbs ............................................................. 9-69
U. Speed Card 52,000 lbs ............................................................. 9-70
V. Speed Card 53,000 lbs ............................................................. 9-71

Table of Contents
Section 9. Takeoff Thrust Settings % N1 ........................................... 9-72

A. Bleeds OFF ..............................................................................9-72
B. Bleeds ON, Packs ON...............................................................9-73
C. Bleeds ON, Cowl Anti-Ice ON ...................................................9-74
D. Bleeds ON, Wing and Cowl Anti-Ice ON ....................................9-75
Section 10. Maximum Continuous Thrust Setting % N1 ........................ 9-76
A. Pack ON ...................................................................................9-76
B. Pack ON, Cowl Anti-Ice ON ......................................................9-77
C. Pack ON, Cowl and Wing Anti-Ice ON.......................................9-78
Section 11. Maximum Climb Thrust Settings % N1 .............................. 9-80
A. Packs ON ................................................................................9-80
B. Packs ON, Cowl Anti-Ice ON.....................................................9-81
C. Packs ON, Cowl and Wing Anti-Ice ON .....................................9-82
Section 12. Maximum Cruise Thrust Settings %N1 .............................. 9-84
A. Packs ON ................................................................................9-84
B. Packs ON, Cowl Anti-Ice ON.....................................................9-85
C. Packs ON, Cowl and Wing Anti-Ice ON .....................................9-86
Section 13. Long Range Cruise (LRC) Tables ..................................... 9-88
A. Procedure .................................................................................9-88
B. Long Range Cruise Tables........................................................9-89
Section 14. Go Around Thrust Setting % N1 ...................................... 9-114
A. Bleeds OFF ............................................................................9-114
B. Bleeds ON, Packs ON.............................................................9-115
C. Bleeds ON, Cowl Anti-Ice ON .................................................9-116
D. Bleeds ON, Wing and Cowl Anti-Ice ON ..................................9-117
Section 15. Altitude Capability .......................................................... 9-118
A. Introduction.............................................................................9-118
B. Altitude Capability - MACH 0.74 ..............................................9-119
C. Altitude Capability - MACH 0.77 ..............................................9-120
D. Altitude Capability - MACH 0.80 ..............................................9-121
E. Altitude Capability - Long Range Cruise..................................9-122
Section 16. High Altitude Low and High Speed Buffet Boundaries ...... 9-124
A. Introduction.............................................................................9-124
B. High Altitude Low and High Speed Buffet Boundaries ...........9-125
Section 17. Enroute Single Engine Performance ............................... 9-126
A. Enroute Climb Speed/Driftdown Speed (KIAS) ........................9-126
B. Single Engine Service Ceiling - Net Gradient (FT)...................9-126
C. Single Engine Service Ceiling - Gross Gradient (FT)...............9-127
D. Corrections to Single Engine Service Ceiling ..........................9-127

Table of Contents
Section 18. Landing Data ................................................................. 9-128

A. Maximum Landing Weight - Field Length Limit ....................... 9-128
B. Landing Distance - Inflight ...................................................... 9-129
C. Maximum Landing Weight - Climb Limit .................................. 9-130
D. Constant Rate Approach Descent (fpm) ................................. 9-132
E. Brake Cooling Requirements .................................................. 9-133
F. Maximum Quick Turnaround Weight (Landing) Table ............. 9-139
Section 19. Crosswind Performance .................................................. 9-140
A. Demonstrated Crosswind ....................................................... 9-140
B. Wind Components .................................................................. 9-140
C. Wind Component Chart .......................................................... 9-141
Chapter 10 Weight and Balance

Section 1. Operating Instructions for the See Gee Calculator .......... 10-1
A. Computation Of Operating Index .............................................. 10-1
B. Calculator Layout ..................................................................... 10-2
C. Use Of See Gee Calculator ................................................... 10-2
D. Caution Zones .......................................................................... 10-5
E. Fuel Loading and Burn Off........................................................ 10-6
F. Adding or Moving Payload ........................................................ 10-8
G. Utilizing the Scales ................................................................... 10-8
H. Setting Takeoff Pitch Trim ........................................................ 10-9
I. Load Planning ........................................................................ 10-10
J. See Gee Calculator for CRJ200 .......................................... 10-11
K. Weight Tables for CRJ200 ..................................................... 10-12
Section 2. Establishment of Weights and Indexes ............................ 10-13
A. Flight Crew and Flight Attendant Weight/Index ....................... 10-13
B. Crew Bags.............................................................................. 10-13
C. Observer Weight Index ........................................................... 10-13
D. Passenger Weight Index......................................................... 10-13
E. Child Count ............................................................................ 10-14
F. Baggage Weight/Index ........................................................... 10-14
Section 3. Chautauqua Airlines Passenger Count Form (PCF) .......... 10-15
A. General .................................................................................. 10-15
B. Passenger Count Form Instructions........................................ 10-16
C. Sample Passenger Count Form .............................................. 10-17
Section 4. Weight and Balance Load Manifest ................................ 10-18
A. General .................................................................................. 10-18
B. Sample Load Manifest ............................................................ 10-19
C. Load Manifest Instructions...................................................... 10-20

Table of Contents
Chapter 11 Equipment and Systems

Section 1. Refueling and Defueling ................................................... 11-1
A. General.....................................................................................11-1
B. List of fuels approved by Bombardier: .......................................11-2
C. Tank Capacities for Gravity Refuel Operations .........................11-3
D. Pressure Fueling Procedures ....................................................11-4
E. Gravity Fueling Procedures.....................................................11-11
F. Suction Defueling....................................................................11-14
G. Gravity Defueling ....................................................................11-18
H. Fuel Quantity Measuring Procedure with the
Magnetic Level Indicators ......................................................11-19
I. MLI Readings Conversion Table .............................................11-21
J. MLI Readings Conversion Table .............................................11-22
Section 2. Minimum Equipment List (MEL) ...................................... 11-23
A. General...................................................................................11-23
B. Discrepancies After Departure ................................................11-23
C. Distribution .............................................................................11-24
Section 3. Auxiliary Power Unit (APU) Garrett ................................ 11-25
A. General Description ................................................................11-25
B. Control System .......................................................................11-25
C. Starting the APU on the Ground or in Flight ...........................11-26
D. Starting the APU on Ground or in Flight .................................11-27
E. Stopping the APU on Ground or in Flight ................................11-29
Section 4. Aircraft Communications Addressing
and Reporting System (ACARS) ..................................... 11-30
A. Introduction to ACARS ............................................................11-30
Section 5. Location of Emergency Equipment .................................. 11-77
A. CRJ200 Emergency Equipment Diagram ..............................11-77
Section 6. Flight with Landing Gear Down ....................................... 11-78
A. General...................................................................................11-78
B. Effects on Normal and Abnormal/Emergency Procedures .......11-78

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
Chapter 13 Abbreviations and Acronyms

Section 1. Symbols and Meanings ..................................................... 13-1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INX-1

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).
The Bombardier Flight Crew Operating Manual (FCOM), Volume 1,

which contains detailed system information, will be retained in each
aircraft under a separate cover.
Overview of CRJ200 Pilot Operating Handbook (CRJ200 POH).

Chapter 1 - General
Outlays a brief discussion of various aspects of the CRJ200 POH.
Topics include checklist philosophy, crew coordination, flight auto-
mation, sterile cockpit concept, maintenance inspections and def-
inition of terms.
Chapter 2 - Limitations
Contains FAA, Chautauqua Airlines, and manufacturer imposed
airplane and systems limitations.

Lists all items for each normal checklist from preflight inspection to
the terminating check. Also identifies the appropriate crewmem-
ber making a challenge or response and the EXACT phrase to be
given. These checklists will also serve as a backup to those car-
ried separately onboard the aircraft.
Chapter 4 - Normal Procedures

Presents a logical sequence of events from preflight to post flight.
Sections include expanded checklists, actions, callouts and flight
profiles. Details are also provided on the use of automation, brief-
ings and crew coordination.
REV. 3, 01 OCT 2007 Page INTRO-1

Introduction
Chapter 5 Emergency & Abnormal Checklists

Includes an alphabetical index of EICAS messages and Emer-
gency and Abnormal Procedures. A third index is organized by air-
craft systems. This chapter is identical to the Emergency and
Abnormal Checklist in the aircraft and will be referred to in case
the onboard checklist is missing or damaged.
Chapter 6 - Abnormal Procedures

Outlines the procedures, flight profiles and crew coordination to be
followed under abnormal conditions. This chapter will be a main
focus during initial and recurrent training.

Outlines procedures, guidelines and considerations for cold
weather operations, turbulence, wind shear, and thunderstorms.
Chapter 8 Training Maneuvers

Explains the maneuvers required during initial and recurrent train-
ing and check flights as well as the applicable performance stan-
dards and recommended flows.
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.

Explains the use of the SeeGeeTM Wheel and methods of calcu-
lation.

Contains a brief explanation of the MEL, which is kept in a sepa-
rate binder in each aircraft, and procedures for the discovery of a
discrepancy after departure. Also included are descriptions of the
APU variants, Integrated Standby Instruments, ACARS, refueling/
defueling and diagrams with the emergency equipment location.

Introduction
Contains descriptions and pictorials of the different CRJ200 air-
craft configurations.
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
Phone: (317) 484-2609

Fax: (317) 484-4589
E-mail: DMelchior@flychautauqua.com

Introduction

Section 1 General Statement
Chapter 1
General Policies
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.
REV. 3, 01 OCT 2007 Page 1-1

The information contained in this publication is based on flight

tests, and accumulated airline and flight training experience, and
embraces current industry philosophies of aircraft operation.
Through strict adherence to the procedures contained in this man-
ual, flight crewmembers will achieve the objectives of Chautauqua
Airlines which are to place safety, standardization, passenger
comfort, schedule reliability and economy in their proper order.
C. Deviation from Standard Operating Procedures
On a routine basis, non-standard procedures are unacceptable in
a professional cockpit. However, the pilot-in-command has the
final authority as to the disposition of the aircraft and may deviate
from standard procedures as circumstances warrant.
In this case, the pilot-in-command must file an Irregularity
Report explaining the circumstances leading to the deviation
from standard procedures.
REV. 3, 01 OCT 2007 Page 1-2

Section 2 Definition of Terms
Section 2 Definition of Terms

A. Checklist
A formal printed list used to identify, schedule, compare, or verify
a group of elements or actions.
B. Expanded Checklist
A detailed and sequential description of every checklist item and
an explanation of how each element shall be completed.
C. Recommended Flows
A systematic approach to accomplishing action items pertaining to
specific phases of flight prior to calling for a checklist.
D. Procedures
An itemized or narrative format utilized to describe how to com-
plete action items which are not covered by a formal checklist but
are inherent to the operation of aircraft systems and/or flight oper-
ations.
E. Special Advisories
WARNING: Operating procedures, techniques and other related
information, which may result in personal injury or
loss of life, if not followed.
CAUTION: Operating procedures, techniques and other related
information, which may result in damage or destruction
of equipment, if not followed.
Note: Operating procedures, techniques and other related
information, which are considered essential to
emphasize.
REV. 3, 01 OCT 2007 Page 1-3

Section 3 Checklist Philosophy

Chautauqua Airlines checklists are essential equipment neces-
sary for the safe operation of the aircraft. Normal, Abnormal and
Emergency checklists are the primary documents for confirming
the aircraft is configured properly for all phases of flight. It is man-
datory the checklists furnished are completed for every flight seg-
ment and utilized in a manner consistent with company
procedures. Crewmembers will refrain from accomplishing action
items assigned to other crewmembers. Alternatively, crewmem-
bers should verbally prompt each other to complete their respec-
tive duties.
A detailed description of each checklist item can be found in the
Normal Procedures of the POH under its respective Expanded
Checklist section.
There is also information contained in the expanded portion sec-
tion of Chapter 4 that while not contained in the actual checklist is
still required to be completed in accordance with standard operat-
ing procedures.
A. Do Verify
Under normal operating conditions the Do Verify (DV) method (or
clean-up method) will be utilized to accomplish a checklist in a
variable sequence without a primary challenge.
After all checklist actions have been completed, the checklist is
then read while each item is verified. The POH provides recom-
mendations for pilot actions or flows that aid in the completion of
checklist items prior to actually calling for the appropriate check-
list. (Ref: Chapter 8, Checklist Flow Patterns.) Upon completion of
the flow, the corresponding checklist must be reviewed as soon as
workload permits to ensure that all checklist items have been per-
formed and the aircraft is in the proper configuration. These flows
were developed to mirror the natural progression of a particular
checklist under normal circumstances. By using the flows set forth
in the POH, checklists will be executed in a predictable and effi-
cient method, thereby reducing pilot distraction or confusion in crit-
ical phases of flight.
REV. 4, 01 MAY 2008 Page 1-4

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.
REV. 4, 01 MAY 2008 Page 1-5

The response must be stated EXACTLY as indicated in the

checklist. It is the responsibility of both crewmembers to
ensure that this policy is followed. In the case where an items
response is not specifically listed, clearly state the position or
condition of a switch, control or instrument indication.
Before start of a checklist, the CA/PF will call for a Normal
Checklist and the FO/PM will state the title of the checklist
prior to reading the checklist items, (e.g. CA: After Start
Check; FO: After Start Check, Fuel Check Valve....)
Upon completion of a particular check on the Normal,
Abnormal and Emergency checklists, a COMPLETE callout
is required. An example would be After Start Check
Complete.
In several instances on the Normal Checklist a pilot is required
to stipulate that an item was executed without actually
conducting the check him/herself. An example would be the
Exterior Inspection on the Set Up Check. In this event,
communication between pilots should be clear beforehand in
order to facilitate a checklists completion.
D. Checklist Interruption
A checklist shall be called for once it is ascertained that the
checklist can be completed in its entirety without interruption.
If the completion of a checklist is interrupted, the crew will
repeat the last checklist item before the interruption. If the
crew is unsure at which point the checklist was interrupted,
the whole checklist must be repeated from the beginning.
E. Checklist Hold
It is NOT permissible to commence a checklist with the
express intent of holding at a particular checklist item. Again,
checklists are to be completed in their entirety without
interruption.
EXCEPTIONS:
1. A pause - marked by a solid line - before a group of items is
permitted until it is procedurally correct to complete the
remaining items.
REV. 4, 01 MAY 2008 Page 1-6

The applicable Normal Checklist groups are:

a. AFTER START CHECK
b. DELAYED ENGINE START
c. BEFORE TAKEOFF CHECK
d. CLIMB CHECK
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.
REV. 6, 01 DEC 2008 Page 1-7

5. SET addresses switches etc. that have been set as defined

in the respective expanded checklists of the POH and need to
be verified by the crew or when a certain value has been
entered (i.e. _____ SET for flight number).
6. _____ A blank line between quotation marks indicates that
the crewmember must respond by stating the actual switch
setting as appropriate for the existing conditions, instrument
indication, or numeric value called for by the checklist.
7. When specific conditions are required, the checklist will spell
out the correct response (examples: AUTO, OFF,
NORMAL, STOP, etc.)
REV. 4, 01 MAY 2008 Page 1-8

Section 4 Workload Sharing

Optimal performance on the flight deck depends on cooperation
among crewmembers and the use of interpersonal communication
and technical skills by all crewmembers.
A. Primary Task
1. Pilot Flying (PF)
a. The primary task of the Pilot Flying is to fly the aircraft.
b. Under normal condition, the PF will respond to checklist
challenges as defined in the Normal Checklist.
2. Pilot Monitoring (PM)
a. The primary task of the Pilot Monitoring is to monitor and
assist the Pilot Flying as well as manage systems and
radio communications.
b. The PM is responsible to monitor the actions of the PF and
advise the PF anytime the aircraft deviates from assigned
parameters.
c. The PM will read the checklists and respond where
required by the Normal Checklist.
d. In Abnormal/Emergency situation, the PM will read,
accomplish and give the correct response to the respective
Normal, Abnormal or Emergency Checklist.
B. Automation Statement
1. Proper use of automation reduces the pilots workload to allow
freedom to complete other tasks. Improper use of automation
will do just the opposite.
2. Use of automation for all phases of flight promotes safety,
heightened situational awareness for both crew members,
and passenger comfort.
3. For special situations or unusual occurrences briefings shall
include automation duties and responsibilities for each
crewmember during each phase of flight.
4. It is imperative both crewmembers maintain situational
awareness. Avoid the tendency for both crewmembers to be
distracted by the automation/autopilot systems.
REV. 4, 01 MAY 2008 Page 1-9

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.
_____ _____
REV. 4, 01 MAY 2008 Page 1-10

E. Flight Control Panel (FCP) Management

The PM will verify verbally the selection made to the (FCP) by
responding to the FMA indication on the PFD.
1. Autopilot ON
a. Pilot Flying
The PF sets the appropriate modes on the FCP. The PF
may command or brief the PM to perform these tasks.
b. Pilot Monitoring
The PM will make the necessary inputs into the FCP when
commanded by the PF.
2. Autopilot OFF
a. Pilot Monitoring
The PM will make the necessary inputs into the FCP when
commanded by the PF or ATC.
b. Pilot Flying
The PF is responsible to ensure that the PM sets the
correct modes on the FCP.
Exception: The PF may set the FCP if the PM is task
saturated and the PFs workload permits.
REV. 4, 01 MAY 2008 Page 1-11

F. Automation Workload Functions

This table shows who will manipulate the FCP functions with the
autopilot ON or OFF.
FCP Function Autopilot ON Autopilot OFF
Altitude Pre- PF PM
select Knob Will verify altitude When ATC assigns a new altitude
(ALT) without specific command by PF
or
or
Exception:
PF when PM is unable to When PF asks for an altitude
or
perform task and workload
As per crew briefing
permits
Heading PF PM
Select Knob When workload permits When ATC assigns a new heading
(HDG), or without specific command by PF
May ask PM to set heading or
Sync Button or center When PF asks for a heading or cen-
tering
Exception:
PF when PM is unable to perform
task and workload permits
Course PF PM
Selector When workload permits When ATC assigns a new course
Knob (CRS) or without specific command by PF
May ask PM to set a course or
1(2), or center When PF asks for a new course or
Sync Button centering
Exception:
PF when PM is unable to perform
task and workload permits
Vertical PF PM
Speed Con- When workload permits When PF asks for a selection
trol Wheel or Exception:
May ask PM to set a PF when PM is unable to perform
(SPEED), function task and workload permits
VS, ALT
Autopilot/ PF PM
Flight Direc- When workload permits When PF asks for a selection
tor Functions or
May ask PM to set a function
(FD 1(2),
HDG, NAV,
APPR, Exception:
1/2 BNK, AP, PF when PM is unable to perform
XFR) task and workload permits
REV. 4, 01 MAY 2008 Page 1-12

G. Speed Bug Entry Procedures

1. Setting Speed Bugs for Take off - Flaps 8 (or) 20 degrees
Normally the Captain will set the speed bugs for takeoff at the
gate, while the FO completes the weight and balance compu-
tations and performance calculations. The takeoff weight
reflected on the completed weight and balance form will be
used for our speed reference, rounded off to the higher weight
value on our takeoff data cards. (Example: Take-off weight of
43,501 lbs would be rounded UP to 44,000 lbs). Speeds are
displayed on both the Captains and the FOs PFD simulta-
neously regardless of which crew member makes the input
with the Speed Refs knob located on their respective side
panels.
a. The reference speed bugs displayed on the PFDs should
be set as follows:
V1 Reference Bug (Cyan) .........................Set V1
VR Reference Bug (Cyan).........................Set VR
V2 Reference Bug (Cyan) .........................Set V2
VT Reference Bug (Cyan) .........................Set VFTO
IAS Speed Bug on the PFD (Magenta).....Set V2 + 15
KIAS
b. The speeds now indicating on the PFD and speed tape will
be deleted off of the PFD displays shortly after take off
automatically.
REV. 4, 01 MAY 2008 Page 1-13

2. Setting speed bugs for final approach and landing

The CRJ200 utilizes Category D approach minimums based
on target speed (VREF + 5 KIAS) plus any corrections made
for wind condition, or malfunctions (Example: Flap Failure).
Normally, it is the responsibility of the PM to make the appro-
priate speed inputs for approach and landing based upon
known landing weight, corrected for winds as reported on the
ATIS, and any known malfunctions. Once these speeds have
been set, they will only appear on the speed tape.
a. The reference speed bugs displayed on the PFD's should
be set as follows:
V1 Reference Bug (Cyan)............................. BLANK
VR Reference bug (Cyan)............................ Set VREF
V2 Reference Bug (Cyan)............................. Set V2GA
VT Reference Bug (Cyan) ........................... Set VFTO
IAS Speed Bug on the PFD (Magenta) .... IAS is used
to Bug VTGT.
- This target speed is adjusted for any wind
condition, or malfunction that requires an increased
approach speed.
3. Use of higher approach speeds
a. The described airspeed parameters are recommended:
Higher airspeeds may be used if required by ATC or
other operational considerations dictate. In such cases
the PF must inform the PM of the planned airspeed
during the approach as part of the approach briefing.
Regardless of the speed used during the initial phase
of the approach, the airspeed must be reduced to the
target speed in order to achieve a stabilized approach.
REV. 4, 01 MAY 2008 Page 1-14

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.
REV. 4, 01 MAY 2008 Page 1-15

H. FMS and Radios

1. Autopilot ON or OFF
Navigation inputs to the FMS, communication frequencies
and transponder codes are handled in flight by the PM.
Autopilot ON Autopilot OFF
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
RTUs PM PM
(approach) Tunes and identifies approach Tunes and identifies approach
NAV radios, when commanded NAV radios, when commanded
by PF by PF
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.
REV. 4, 01 MAY 2008 Page 1-16

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.
REV. 4, 01 MAY 2008 Page 1-17

K. Flight Crewmembers at their Stations

Both pilots must be seated in the cockpit whenever the aircraft is
moving during ground operations. Each required flight crew-
member shall remain at their station while the aircraft is in the
takeoff or landing phase. They must also remain at their station
while enroute unless the absence of one crewmember is neces-
sary for the performance of duties in connection with the operation
of the aircraft or in connection with physiological needs.
When a pilot leaves the cockpit, follow the Intrusion Resistant
Cockpit Door Procedure as per GOM Chapter 2.
If a pilot leaves his/her station and the aircraft is operating above
FL 250, the remaining pilot must don and use supplemental
oxygen until the other pilot returns to his/her position.
L. Crew Coordination during Control Transfer
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.
M. Crew Coordination when a Pilot Leaves

The Communication Loop.
The pilot leaving the communications loop shall coordinate with
the other pilot before leaving and, upon returning, shall be briefed
of any changes and pertinent information prior to resuming his/her
duties.
REV. 4, 01 MAY 2008 Page 1-18

Section 5 Sterile Cockpit
Section 5 Sterile Cockpit

Sterile cockpit begins when the flight attendant closes the cockpit
door prior to taxi. Sterile cockpit must be maintained at all times
below 10,000 feet, except during cruise flight below 10,000 feet.
Section 6 Company Related Communications
Reference the General Operations Manual (GOM).
Section 7 Cabin Signs
1. The NO SMOKING signs (NO SMKG switch) are to remain
ON at all times, except when required for cockpit-cabin
communication.
2. The FASTEN SEAT BELT signs (SEAT BLTS switch) will be
ON prior to engine start and turned OFF after the aircraft has
safely parked at the gate.
3. The SEAT BLTS switch may be turned to AUTO during flight
when conditions permit at the Captains discretion to allow
passengers to move about the cabin. If turned to AUTO, a
flight crewmember will make an announcement stating that
while passengers are seated they are to keep their seat belts
fastened.
Section 8 Minimum Flight Crew Oxygen Pressure
1. The table below defines the minimum oxygen system
pressure required before departure which corresponds to the
quantity of oxygen necessary to perform an emergency
descent from 41,000 to 10,000 feet in 10 minutes, followed by
110 minutes of cruise at 10,000 feet, with normal (N) mask
setting (FAR 121.333).
oC -40 -30 -20 -10 0 10 20 30 40 50

OAT
oF -40 -22 -4 14 32 50 68 86 104 122
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
REV. 4, 01 MAY 2008 Page 1-19

Section 9 Airworthiness Release
Section 9 Airworthiness Release

The LC1 is a 3-day check and no Airworthiness Release is
required. The LC2 is a 10-day check and will receive an Airwor-
thiness Release.
An airworthiness release from a LC2 is good for an interval of 10
calendar days. Interval means the span of calendar time between
successive inspections. Counting of an interval begins the day
after the inspection is accomplished. The day of accomplishment
is not counted for calculating the next inspection due date.
The next airworthiness sign-off must be accomplished on the 10th
day after the sign-off before midnight (11:59 PM) local time at the
location of the aircraft, or prior to flight on the 11th day.
The aircraft is legal to depart on the 10th day prior to midnight local
time and continue to fly past midnight.
It is not legal to depart on the 11th day after the sign-off until a new
inspection has been accomplished and signed off.
Counting backwards from the day of intended flight, you must find
the airworthiness release within the previous 11 days counting the
current day first.
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.
REV. 4, 01 MAY 2008 Page 1-20

Section 11 Flight Crew Procedures prior to and
Section 11 Flight Crew Procedures prior to and during

Taxi Operations
In an effort to prevent runway and taxiway incursions, the Com-
pany has adopted the following general guidelines for all aircraft
surface movement.
A. Conduct Pre-Taxi Planning
- Listen to ATIS and note expected takeoff runway and taxiway/
runway conditions or closures.
- Study airport diagram before taxiing from the gate or before
landing.
- Identify complex intersections and Hot Spots.
- Plan timing of checklists.
- Plan timing of Company communications.
B. Write Down Taxi Instructions
- Copy taxi instructions to reduce the chance for pilot error.
C. Taxiway Diagram
- Both crewmembers must have the current airport plan view
(taxiway diagram) out and in plain view during all taxi
operations.
- During reduced visibility operations, crews must use the low
visibility taxi route diagram if published.
- While the CA is taxiing, the FO must continuously monitor the
aircrafts position with respect to taxiways, runways and the
taxiway diagram and advise the CA of the correct taxi route.
- If any doubt exists as to the taxi clearance or your position on
the airport, stop and verify.
D. Maintain Situational Awareness
- Know where you are and where youre going.
- Monitor ATC instructions to other aircraft.
- Look before crossing intersecting taxiways or runways.
- Be vigilant if instructed to taxi into position and hold.
- Use extra caution at night or during reduced visibility.
- Be extremely cautious when directed to use a runway as
taxiway.
- Use utmost caution when exiting the ramp area if the exit
taxiway will shortly intersect a runway.
- Use utmost caution when exiting the runway after landing if
the exit taxiway will shortly intersect another runway.
REV. 4, 01 MAY 2008 Page 1-21

Section 11 Flight Crew Procedures prior to and during
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.
REV. 4, 01 MAY 2008 Page 1-22

Section 11 Flight Crew Procedures prior to and
H. Crossing Runways Actions and Callouts
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!
I. FMS Entries (On Ground)

If the FO makes any FMS entries during taxi, they will execute only
after confirmation by the Captain. The Captain will only make
FMS entries on the ground when the parking brake is ON.
J. Departure Delays
1. In the event a takeoff delay cannot be absorbed at the gate or
is incurred after leaving the gate, the Captain should evaluate
the estimated holding time and if the APU is available, shut
down both engines to conserve fuel.
2. Restarting the engines should be accomplished in sufficient
time to allow proper completion of all applicable checklists and
engine warm-up.
K. Cabin Announcements
Courtesy information to the passengers such as an explanation for
ground delays, expected holding time, expected time enroute etc.
will only be relayed if the aircraft is not in motion.
REV. 4, 01 MAY 2008 Page 1-23

Section 12 System Operations

A. Exterior Lights
The basic principle for the use of lights is to "see and be seen".
Maximum use of exterior lights is required when crossing runways
and for takeoff and landing.
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.
REV. 4, 01 MAY 2008 Page 1-24

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.
REV. 4, 01 MAY 2008 Page 1-25

Section 13 APU Operation
Section 13 APU Operation

A. APU Operation
1. The Captain has full discretion on APU usage.
B. APU In Flight Start Considerations
1. It is recommended to start the APU on descent at 250 KIAS.
C. APU Emergency Shutdown
1. In the event of an emergency, the flight crew can press the
APU FIRE PUSH switchlight on the glareshield.
2. On the ground, the APU can be shut down by pushing an APU
emergency stop button located in the aft equipment
compartment or by selecting the APU shut-off (cover-
guarded) switch on the external services panel on the right
forward fuselage.
3. Either selection sends a signal to the ECU to carry out an
immediate shutdown.
Section 14 GPU Operation
Ensure the GPU is plugged in and proper voltage is indicated. If it
is necessary for both crewmembers to leave the aircraft while
under GPU power, ensure BATTERY MASTER switch and the
EMER LTS switch are OFF.
Section 15 Navigation Policy
1. Navigation charts, departure or arrival plates must be out and
in plain view during the respective phase of flight.
2. The PM will consciously and continuously monitor the aircraft
position throughout every phase of flight utilizing all available
resources including charts, nav radios, and FMS.
3. The PF may use the FMS for departure, enroute, and arrival
navigation. The programmed route in the FMS must be
verified with the ATC clearance before switching to FMS
navigation.
4. For RNAV Departures ensure that the correct runway
identifier, SID, and first fix are programmed into the FMS.
5. Whenever the PF uses the FMS for navigation, the PM will
continuously monitor the FMS navigation performance and
verify the present position and route using ground based
navigation systems.
REV. 5, 01 NOV 2008 Page 1-26

Section 16 U.S. Terminal and En Route Area
Section 16 U.S. Terminal and En Route Area Navigation

(RNAV) Operations
A. Introduction
RNAV or Area Navigation System is a method of navigation which
permits aircraft operation on any desired path within the coverage
of station-referenced navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.
1. U.S. RNAV SID Departure Procedures (DP) and STAR
procedures are designated as RNAV 1.
2. RNAV Q routes and T route are designated RNAV 2.
3. RNAV requires the procedure to be programmed into the FMS
from the FMS database. You are not permitted to manually
program in each waypoint or fix. With these procedures
having tighter tolerances you must check and double check to
verify that you have the proper information programmed in
and you are familiar with the procedure before proceeding to
fly it.
B. Minimum Equipment Required
1. The display of navigation data.
2. Capability to continuously display to pilot flying the computed
RNAV path.
3. Means for the Pilot Monitoring to verify the desired path and
aircraft position.
4. A Navigational data base containing current navigational data.
5. Means to display the validity period.
6. Means to retrieve and display the data stored in the data base.
7. Capacity to load entire RNAV segment from the database into
the RNAV system.
8. Display of the active navigation sensor type.
9. Display of the identification of the active (To) waypoint.
10. Display of distance and bearing to the active (To) waypoint in
pilot's field of view.
REV. 5, 01 NOV 2008 Page 1-27

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.
REV. 5, 01 NOV 2008 Page 1-28

b. Both pilots must verify:

1) The correct departure airport.
2) Correct departure runway.
3) RNAV DP and initial waypoint are properly entered
into the FMS database for the active flight plan.
4) That any discontinuities are resolved (deleted) with
respect to the departure procedure.
5) The route of flight is verified either on the MFD map or
the Flight Plan on the FMS.
c. The information regarding the RNAV DP will be included
as part of the Departure Review briefing when covering
"Clearance and DP."
d. When utilizing a RNAV 1 DP with Radar Vectors to the first

RNAV fix:
1) The correct departure runway must be programmed
in the FMS prior to taking the active runway.
2) Takeoff in FMS mode with HDG selected and the
Flight Director displayed.
3) The auto pilot must be engaged (if operable) after
passing 600 AGL.
4) Upon reaching the first fix on the RNAV departure and
no longer under radar vectors, select NAV mode.
5) Any changes to the departure clearance by ATC must
be loaded in the FMS by the PM on the command of
the PF.
6) Must use the Flight Director and/or autopilot, in lateral
navigation mode.
e. When utilizing a RNAV 1 DP without Radar Vectors to the
first RNAV fix:
1) The correct departure runway must be programmed
in the FMS prior to taking the active runway.
2) No later than 500 AGL, the FMS mode and NAV must
be selected, Flight Director displayed.
3) The auto pilot must be engaged (if operable) after
passing 600 AGL.
REV. 6, 01 DEC 2008 Page 1-29

4) Any changes to the departure clearance by ATC must

be loaded in the FMS by the PM on the command of
the PF.
5) Must use the Flight Director and/or autopilot, in lateral
navigation mode.
RNAV STAR:
a. The STAR must be retrievable by procedure name from
the FMS database.
change any RNAV STAR waypoint type from a fly-by to
a fly-over or vice versa.
1) The correct arrival STAR.
2) RNAV STAR and initial waypoint are properly entered
from the FMS database.
3) That any discontinuities are resolved.
the Flight Plan on the FMS.
c. The information regarding the RNAV STAR shall be
reviewed and briefed before reaching the first waypoint on
the published STAR.
RNAV (GPS) Approach:
a. The RNAV Approach must be retrievable by procedure
name from the FMS database.
change any RNAV Approach waypoint type from a fly-by
to a fly-over or vice versa.
1) The correct RNAV (GPS) Approach.
2) RNAV Approach and initial waypoint are properly
entered from the FMS database for the planned
approach.
3) That any discontinuities are resolved.
REV. 5, 01 NOV 2008 Page 1-30


the Flight Plan on the FMS from the RNAV Approach
plate.
c. FMS mode must be selected on the display control panel.
d. A RNAV (GPS) Approach is considered a non-precision
approach. Use all call-outs and procedures as published
for a non-precision approach.
4. Crosscheck the cleared flight plan against the Jeppesen
charts or other applicable resources, as well as the navigation
system textual display and the aircraft map display.
5. Any RNAV operation is not authorized if the GPS Predictive
RAIM indicates RAIM unavailable or unsatisfactory for the
type procedures to be used.
F. GPS Predictive RAIM (Receiver Autonomous Integrity
Monitoring)
1. If no GPS satellites are scheduled to be out-of-service, the
aircraft can depart without further action.
2. Dispatch should be monitoring these NOTAMs. If satellites are
scheduled out-of-service, then the availability of GPS integrity
(RAIM) must be confirmed for the intended flight (route and
time).
3. In addition to RAIM for current conditions, the GPS receiver

predictive RAIM calculation gives the pilot an indication as to
whether the GPS satellite geometry will be satisfactory for
approach at the selected or expected arrival time.
REV. 5, 01 NOV 2008 Page 1-31

4. Receiver Autonomous Integrity Monitoring or RAIM, as it is

commonly called, is used to check the GPS accuracy to
assure the required minimum accuracy is being met. The GPS
RAIM accuracy levels for navigation are:
a. 4 nm for oceanic/remote
b. 2 nm for en-route
c. 1 nm for terminal
d. 0.3 nm for approach
5. Required Navigation Performance (RNP) is a statement of the
minimum navigation performance accuracy necessary for
operation within a defined airspace. The RNP value may be
specified by entering the value on the FMS PROGRESS page
(for example, 0.4). The position accuracy (POS ACCURACY)
is also displayed (for example, 0.2). If flying in RNP airspace,
the FMS position accuracy should be less than the RNP value
(POS ACCURACY value less than RNP value). In the event
the FMS position accuracy error is greater than the RNP
value, a LOW POS ACCURACY message will be displayed
on the FMS CDU (for example, POS ACCURACY value 0.32,
RNP value 0.3).
6. For additional information regarding the Rockwell Collins
FMS-4200, refer to the FMS Operators Manual in the aircraft.
REV. 5, 01 NOV 2008 Page 1-32

Section 1 Introduction
Chapter 2
Limitations
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.
REV. 3, 01 OCT 2007 Page 2-1

F. Reduced Vertical Separation Minimum

(RVSM) Minimum Equipment Required
The CRJ200 family requires a defined set of equipment that must
be operational prior to operations within RVSM airspace. All of the
following equipment must be in proper operating condition before
dispatching into RVSM airspace.
Note: For the purposes of this document, DRVSM=RVSM.
The D represents Domestic and refers to RVSM
operations in the United States.
Minimum Equipment For RVSM
- Autopilot, and its Hold Mode, must be operative;
- Altitude Alerting System must be operative;
- Altitude Reporting Transponder must be operative (2
installed; 1 required);
- Air Data Computers (2 installed; 2 required)
If any of this minimum equipment becomes inoperative while en
route, the pilot will notify ATC and request an altitude below FL
290.
CAUTION: The ADC source coupled to the active autopilot must be
the same as that coupled to the ATC transponder
during flight in RVSM airspace.
Note: Standby Instruments can not be used for RVSM
operations.
Altimeter Limitations
Before takeoff:
The aircraft altimeters should be set to the local altimeter
settings. They should display a known elevation such as the
published runway elevation. The difference between the
published runway elevation and the altimeter display should
not exceed 75 feet.
All above-mentioned Minimum Equipment for RVSM must be
operational with no indications of malfunction.
In Flight
The primary and stand-by altimeters should be cross-checked
at least every hour. A minimum of two primary altimeters
should agree with a maximum difference of 200 feet or less. If
there is a difference greater than 200 feet, the altimetry system
should be reported to ATC as being defective.
WARNING: The higher-reporting altimeter should be ignored.
REV. 3, 01 OCT 2007 Page 2-2

Section 2 Structural Weight Limitations
Section 2 Structural Weight Limitations
Weight lbs
Maximum Taxi and Ramp Weight 53,250
Maximum Takeoff Weight (MTOW) 53,000
Maximum Landing Weight (MLW) 47,000
Maximum Zero Fuel Weight (MZFW) 44,000
Minimum Flight Weight 30,000
Note: The Maximum Takeoff Weight (MTOW) and/or

Maximum Landing Weight (MLW) may be further limited
due to performance considerations.
Section 3 Center of Gravity (Limits)
The maximum permissible center of gravity (CG) range with land-
ing gear extended is shown in Figure 02-03-1 below. The airplane
must be loaded in accordance with the loading instructions asso-
ciated with the Weight and Balance Chapter of the CRJ200 POH.
The effect of landing gear retraction on CG position is negligible.
REV. 5, 01 NOV 2008 Page 2-3

Section 4 Operating Limitations

A. Altitude and Temperature Operating Limits
1. Maximum airport pressure altitude for takeoff and landing is
10,000 feet.
2. Maximum operating altitude is 41,000 feet, however
Chautauqua aircraft will be limited to 37,000 feet.
3. Maximum ambient air temperature approved for takeoff and
landing is ISA +35 C. Minimum ambient temperature for
takeoff is -40 C (-40 F).
4. The flight crew will monitor the SAT during flight. If any time
during flight the SAT becomes colder than -60 C, a descent
to warmer air must be initiated within 10 minutes. Dispatch will
take this limitation into account when planning the cruise
altitude during the winter season.
Altitude and Temperature Operating Limits (Figure 02-04-01)
REV. 5, 01 NOV 2008 Page 2-4

B. Operating in Icing Conditions

1. Cowl Anti-ice System
a. Ground Operations
Note: Icing conditions exist on the ground when the OAT is 10C
(50F) or below and:
visible moisture in any form (such as clouds, fog or mist),
is present below 400 feet AGL, or
the runway is wet or contaminated, or
in the presence of any precipitation (such as rain, snow,
sleet or ice crystals).
The cowl anti-ice system must be ON:
When in icing conditions.
b. Flight Operations:
Note: lcing conditions exist in flight at a TAT of 10C (50F) or
below and:
visible moisture in any form is encountered (such as
clouds, rain, snow, sleet or ice crystals), except when
the SAT is -40C (-40F) or below.
The engine cowl anti-ice system must be ON:
When in icing conditions, or
When ICE is annunciated by the ice detection system.
2. Wing Anti-ice System
a. Ground Operations:
The wing anti-ice system must be ON during final taxi:

When in icing conditions, unless Type II, Type III, or
Type IV anti-icing fluids have been applied.
The wing anti-ice system must be on during the final
phase of taxi if the outside air temperature is at or below
5 degrees C [41 degrees F] regardless of any moister
content, surface or air.
Wing heat is not to be used during single engine taxi.
Final phase of taxi is defined as that period after the
second engine has been started and prior to crossing
the hold short line.
REV. 6, 01 DEC 2008 Page 2-5

The wing heat will be selected off prior to crossing the

hold short line if not required for takeoff in icing
conditions on the ground as described below.
WARNING: Ground use of the wing anti-ice system is intended to
complement and not replace, ground de-icing / anti-
icing and inspection procedures. Close inspection is
still required to ensure that no frost, snow, or ice is
adhering to critical surfaces.
Note: (1) L or R WING A/ICE caution messages may be
posted during taxi but must be verified out and the
WING A/ICE ON advisory message posted prior
to takeoff. If wing anti-ice is not required for take-
off, it should be selected OFF just prior to take-off.
(2) To prevent wing contamination from reverse jet

blast, operating the thrust reversers during taxi
operations on wet and contaminated surfaces
should be avoided.
The wing anti-ice system must be ON for takeoff:
When in icing conditions.
Note: (1) Icing conditions exist on the ground when the
OAT is 5C (41F) or below and:
Visible moisture in any form (such as clouds, fog or
mist), is present below 400 feet AGL, or
The runway is wet or contaminated, or
In the presence of any precipitation (such as rain,
snow, sleet or ice crystals).
(2) When Type II, Type III or Type IV anti-icing fluids
have been applied ,the wing anti-ice system must
only be selected and confirmed ON just prior to
thrust increase for take-off.
(3) If the wing anti-ice system is selected ON for take-
off, the cowl anti-ice system must also be selected
ON.
a. Flight Operations:
below, and:
Visible moisture in any form is encountered (such as
clouds, rain, snow, sleet, or ice crystals), except when
the SAT is -40C(-40F) or below.
REV. 6, 01 DEC 2008 Page 2-6

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.
3. Cold Weather Operations
a. Takeoff is prohibited with frost, ice, snow or slush adhering
to any critical surface (wings, horizontal stabilizer, vertical
stabilizer, control surfaces, engine inlets and upper
surface of the fuselage).
WARNING: Even small amounts of frost, ice, snow or slush on the
wing leading edges and forward upper wing surface
may adversely change the stall speeds, stall
characteristics and the protection provided by the
stall protection system, which may result in loss of
control on takeoff.
Note: Comprehensive procedures for operating in cold
weather are provided in Chapter 7, Weather Operations.
Takeoff is permitted with frost adhering to the underside
of the wing that is caused by cold soaked fuel, in
accordance with the instructions provided in Chapter 7,
Weather Operations - Pre-flight Preparation, External
Safety Inspection.
b. In addition to a visual check, a tactile check of the wing
leading edge, wing forward upper surface and wing rear
upper surface is required during the External Walk around
inspection, to determine that the wing is free from frost, ice,
snow or slush when the Outside Air Temperature (OAT) is
5C (41 F) or less, or the wing fuel temperature is 0C
(32F) or less; and:
1) There is visible moisture (rain, drizzle, sleet, snow,
fog, etc.); or
2) The atmospheric conditions have been conducive to
frost formation.
3) Refer to Chapter 7, Cold Weather Operations section
for more information on required tactile inspections.
Note: Ice and frost may continue to adhere to wing surfaces for
some time even at outside air temperatures above 5C
(41F)
REV. 6, 01 DEC 2008 Page 2-7

c. Takeoff in Icing Conditions

1) Rotation Rate and Pitch Attitude
WARNING: Excessive rotation rates (exceeding 3 degrees per
second) or over-rotations may lead to high pitch
attitudes being attained while the aircraft is near the
ground. This can reduce stall margins significantly
resulting in stick shaker/pusher activation and
potentially loss of control. Pilots must rotate
smoothly towards the target pitch attitude then
transition to speed control.
2) Pitch Trim
WARNING: Failure to set the pitch trim appropriate to the
computed center of gravity may result in excessive
rotation rate at take off.
Pitch trim must be set according to the aircraft's
computed CG.
3) Takeoff Pitch Target
The initial target pitch for rotation will be 10.
Once achieving positive rate of climb and speed of
V2 + 15 the crew will immediate transition the
Flight Director to speed mode.
4. Winter Weather Operations Training
a. No takeoff shall be conducted when OAT is 5 C or below
unless the PF has successfully completed Chautauquas
Winter Weather Operations Training course within the
proceeding twelve calendar months.
b. If neither of the flight crew have meet the training require-
ment a takeoff may be conducted provided the Wing Anti-
Ice System is turned on for takeoffs during operations with
the surface temperature of 5C or below.
C. Thrust Settings
For takeoffs in icing conditions, from 0C to 5C OAT and at pres-
sure altitudes of 2,000 feet and below, the takeoff thrust settings
and associated airplane performance for 10th-stage bleeds
closed and engine cowl anti-icing on, can be used with engine
cowl and wing anti-icing bleeds switched on.
REV. 6, 01 DEC 2008 Page 2-8

D. Super-Cooled Large Droplet lcing

1. Continued operation in areas where super-cooled large
droplet (SLD) icing conditions exist is prohibited.
2. SLD icing conditions are indicated by ice accretion on the
flight compartment side windows.
The wing anti-ice system must be ON in SLD icing
conditions.
The cowl anti-ice system must be ON in SLD icing
conditions.
Leave icing conditions when side window icing occurs
E. Runway Slopes
The maximum runway slopes approved for takeoff and landing
are:
+2% (uphill)
-2% (downhill)
F. Tailwind Condition
The maximum tailwind component approved for takeoff and land-
ing is 10 knots.
G. Minimum Flight Crew
The minimum flight crew is one pilot and one copilot.
H. Cargo
Flight must be within 45 minutes of a suitable airport if any
items are to be carried in the cargo compartment. (This
includes checked bags, wheel chairs, etc.)
I. Cargo Compartment
1. The cargo compartment maximum weight is 3,500 pounds.
J. Ozone Concentration
1. Airplane operations are prohibited on routes where ozone
concentrations will exceed the following limits:
0.25 parts per million, sea level equivalent, at any time
above flight level 320, and
0.1 parts per million, sea level equivalent, time weighted
average during 3 hours interval above flight level 270.
Note: Sea level equivalent refers to conditions or 25C and
760 millimeters of mercury pressure.
REV. 6, 01 DEC 2008 Page 2-9

2. Two checks are required to determine the cabin ozone

concentration flight profile limitation. The first check
determines the maximum allowable altitude while the second
check determines the maximum flight duration at altitude. The
most limiting of these checks should then be used.
3. Maximum Altitude (FAR 25.852(a)(1))
The maximum allowable altitudes are presented on the
following pages. It is permitted to interpolate linearly between
months and altitudes.
Example
Using the applicable table, it is found that when operating in
eastern North America in September, at latitude 60N, the
maximum allowable altitude is FL 410. However, when
operating in the same region in April, the maximum allowable
altitude is FL 370.
4. Maximum Flight Duration at Altitude (FAR 25.832(a)(2))
The maximum allowable duration at altitude are presented on
the following pages for
Eastern North America
Western North America
It is permitted to interpolate linearly between months, latitudes
or altitudes. There are no flight duration limitations below FL
350.
REV. 6, 01 DEC 2008 Page 2-10

Maximum Altitude
REV. 5, 01 NOV 2008 Page 2-11

Maximum Flight Duration at Altitude
REV. 5, 01 NOV 2008 Page 2-12

Maximum Flight Duration at Altitude (contd)
REV. 5, 01 NOV 2008 Page 2-13

REV. 5, 01 NOV 2008 Page 2-14

REV. 5, 01 NOV 2008 Page 2-15

Section 5 Power Plant

A. Engine Type
General Electric CF34-3B1, quantity two.
B. Engine Indications
The engine limit display markings on ElCAS 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
must be used.
Note: (1) Red - Maximum and minimum Limitations
Note: (2) Amber - Caution range
Note: (3) Green - Normal operating range.
CF 34-3B1
INDICATION RED AMBER GREEN
N1 % RPM 98.6 -- 0 to 98.5
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
OIL TEMP oC 163 150 to 162 -40 to 149
OIL PRESS psi 0 to 25 116 to 156 26 to 115

NOTES:
* During MCT, amber band and red tick mark appear if ITT is greater than 874C.
During MCT, amber band becomes a red band if ITT remains above 874C for more
than 30 seconds or if ITT is greater than 900C. Red tick mark stays at 900C
REV. 5, 01 NOV 2008 Page 2-16

C. Engine Operating Limits

1. Engine Operating Limits Table
CF 34-3B1
Condition Core RPM N2% FAN RPM N1% ITT C
Start 20 -- 900
Idle 56.5 to 68.0 -- --
Acceleration 900
Max Continuous 99.2 98.6 874
884 (5 minutes) *
Normal Takeoff 98.3 96.2 900 (2 minutes out of 5
total transient) *
Go-Around or 900 (5 minutes) *

APR Thrust 99.4 98.6 928 (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.
Note: The takeoff, go-around and maximum continuous thrust

N1 values for the CF34-3B1 engine are presented on the
appropriate engine thrust setting charts contained in
Chapter 9; PERFORMANCE - THRUST SETTINGS of
this manual.
Note: If above 40,000 feet one air-conditioning unit or cowl
anti-ice must be selected on for each engine.
D. Airplane Cold Soak
1. Before the first flight of a day, when the airplane is cold-
soaked at an ambient temperature of -30C (-22 F) or below
for more than 8 hours, the engines must be motored for 60
seconds and the fan rotation must be verified before an
engine start is initiated.
2. Thrust reversers must be actuated until the deploy and stow
cycles are less than 5 seconds.
REV. 3, 01 OCT 2007 Page 2-17

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.
REV. 3, 01 OCT 2007 Page 2-18

I. Starter Cranking Limits (Ground and Air)

The starter must not be used if indicated N2 RPM exceeds 55%.
1. Engine Start
START MAXIMUM TIME ON FOLLOWED BY
1 1-minute 10 seconds off
2 1-minute 10 seconds off
3 1-minute 5 minutes off
4 and subsequent 1-minute 5 minutes off
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.
START MAXIMUM TIME ON FOLLOWED BY
1 90 seconds 5 minutes off
2 and subsequent 30 seconds 5 minutes off
REV. 3, 01 OCT 2007 Page 2-19

J. Engine Relight
Engine starting in-flight is only permitted within the envelope
defined in the Engine Start Envelope (Figure 02-05-1)
RELIGHT TYPE ENVELOPE (Figure 02-05-01)
Altitude from 21,000 to 15,000 feet:

Speed 300 KIAS to VMO/MMO, and
from 12 to 55% N2.
Windmilling
Altitude less than 15,000 feet:
Speed 300 KIAS to VMO/MMO, and
from 9 to 55% N2.
Altitude from 21,000 to 15,000 feet:

Speed 180 KIAS up to VMO, and
from 0 to 55% N2.
Starter-assisted Cross Bleed
(>60 psi) Altitude less than 15,000 feet:
Speed from VREF up to VMO, and
from 0 to 55% N2.
REV. 3, 01 OCT 2007 Page 2-20

K. Engine Start Envelope
REV. 3, 01 OCT 2007 Page 2-21

Section 6 Fuel
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:
Pressure Refueling Gravity Refueling

(lbs) (lbs)
Left Main Tank 4,760 4,488
Right Main Tank 4,760 4,488
Center Tank 4,998 4,930
TOTAL 14,518 13,906
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.
REV. 3, 01 OCT 2007 Page 2-22

Section 6 Fuel
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:
FUEL Bulk Fuel Bulk Fuel

Takeoff Limit Freezing Point
ASTMD 1655 JET A -30C -40C
ASTMD 1655 JET A1 -37C -47C
5. Use of wide-cut fuels is prohibited.
REV. 3, 01 OCT 2007 Page 2-23

Section 6 Fuel
D. Fuel Grades
1. Fuels conforming to any of the following specifications are
approved for use.
American
ASTM D1655 JET A
ASTM D1655 JET A1

Fuel additives
The following additives, used individually or in combination, are approved:
Anti-icing additives to the latest revision of specification MIL-I-
27686E or any direct equivalent at a concentration of 0.10 to
0.15% by volume.
Anti-icing Methyl Cellosolve at concentrations of 0.10 to 0.15% by
volume.
SOHIO Biobor JF biocide additive at a concentration not in excess
of 270 parts per million (ppm) (20 ppm elemental boron) to prevent
the growth of micro-organisms.
Shell ASA-3 anti-static additive at a concentration that will provide
not in excess of 300 conductivity units, which is approximately
equivalent to 1 ppm.
Note: Call Maintenance Control for fuel information other than

JET A or JET A1.
2. Mixing of fuels is NOT permitted.
E. Fuel Crossflow
Powered crossflow and gravity crossflow must be off for
takeoff.
REV. 3, 01 OCT 2007 Page 2-24

Section 7 Oil
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.
REV. 3, 01 OCT 2007 Page 2-25

Section 8 Auxiliary Power Unit (APU)

A. APU Type
Garrett GTCP-36-150RJ
B. APU Limits
1. Maximum RPM: 107%
2. Maximum EGT: 743C
C. Starting
1. Minimum ambient temperature for starting a cold soaked APU
on the ground is -40C.
2. The following APU start cycles are permitted:
a. Using airplane batteries on the ground or for normal in-
flight start:
Two start attempts, each of 30 seconds continuous
cranking
Followed by a 20-minute off-time
Followed by two further attempts each of 30 seconds
continuous cranking.
b. Using ground power:
Two start attempts each of 15 seconds continuous
cranking
Followed by a 20-minute off-time
Followed by two further attempts each of 15 seconds
continuous cranking.
c. If in either case 2.a. or 2.b. a successful start is not
obtained, a further start must not be attempted for a period
of at least 40 minutes.
Note: It is recommended that a 2-minute delay be observed
between cranking attempts to allow for cooling of starter
and start contactor and for APU drainage.
D. Maximum EGT
974C (not to be exceeded under any operating conditions)
REV. 3, 01 OCT 2007 Page 2-26

E. APU starting and operation is permitted within the following

operating envelope:
1. Temperature. Refer to Chapter 2, Section 4, Figure 02-04-01.
2. Altitude and Airspeed. Refer to Chapter 2, Section 8, Figure
02-05-2.
F. APU Bleed Air
APU BLEED AIR LIMITATIONS
System/Condition Limitation
Air conditioning Bleed air extraction from the APU is

not permitted above 15,000 feet.
Refer to Figure 02-05-2
Engine-start during ground operations No bleed air extraction limitation.
Each engine may be started using
the APU as a bleed air source. If
both engines are to be started using
the APU bleed air, then the operat-
ing engine's thrust must not exceed
70% N2.
Engine-start during flight During single engine operations,

APU bleed air extraction for an
engine start is not permitted. During
double engine failure conditions,
APU bleed air extraction for engine
starts is permitted. However, APU
bleed air extraction is limited to
13,000 feet and below. Refer to Fig-
ure 02-05-2.
G. APU Generator
The maximum permissible load on the APU generator in flight is
30kVA.
REV. 3, 01 OCT 2007 Page 2-27

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
INDICATION RED AMBER GREEN
APU EGT oC Greater than 743 713 to 742 0 to 712
APU RPM % Greater than 107 101 to 106 0 to 100
REV. 3, 01 OCT 2007 Page 2-28

I. APU Start and Operating Envelope
REV. 3, 01 OCT 2007 Page 2-29

Section 9 Operating Speeds

A. Maximum Operating Speed and MACH Number
Maximum operating limit speeds as given in Figure 02-06-1, must
not be deliberately exceeded in any regime of flight (climb, cruise
or descent), unless a higher speed is specifically authorized for
flight test or training operations.
B. Design Maneuvering Speed
Full application of rudder and aileron controls as well as maneu-
vers that involve angles of attack near the stall, must be confined
to speeds below VA. Values of VA are given in Figure 02-06-2, for
varying pressure altitudes and airplane weights.
CAUTION: Avoid rapid and large alternating control inputs,
especially in combination with large changes in pitch,
roll, or yaw (e.g., large side slip angles) as they may cause
structural failure at any speed, including below VA.
C. Minimum Clean Airspeed
Chautauquas company limitation of 190 KIAS is the minimum air-
speed to be flown in a clean configuration, unless directed by
Emergency/Abnormal Checklist or MEL procedure.
D. Minimum Holding Speed and Configuration
210 KIAS, with clean configuration, is the minimum holding speed.
E. Flap Speeds
VFO Maximum flaps operating speed - The maximum speed at which the
wing flaps can be safely extended or retracted
Flaps 0 to 8 degrees: 200 KlAS

Flaps 20 to 30 degrees: 185 KIAS
VFE Maximum flaps extended speed - The maximum speed with the wing
flaps in a prescribed extended position
Flaps to 8 degrees: 215 KlAS

Flaps to 30 degrees: 185 KIAS
REV. 5, 01 NOV 2008 Page 2-30

F. Maximum Landing Gear Operating Speed

The maximum airspeed at which it is safe to extend the landing
gear is 250 KIAS.
The maximum airspeed at which it is safe to retract the landing
gear is 200 KIAS.
G. Maximum Landing Gear Extended Speed
The maximum airspeed at which the airplane may be flown
with the landing gear extended and locked is 250 KIAS.
H. Tire Limit Speed
The tire limit speed is 182 knots ground speed.
I. Maximum Airspeed for Air Driven Generator (ADG) Operation
There are no airspeed limitations with the ADG deployed during
flight.
J. Maximum Operating Speed and Mach Number
REV. 5, 01 NOV 2008 Page 2-31

K. Design Maneuvering Speed
L. Turbulence Penetration Speed

Maximum air speed for turbulence penetration is 280 KlAS or 0.75
Mach, whichever is lower.
M. Minimum Operating Limit Speed
Intentional speed reduction below the onset of stall warning, as
defined by stick shaker operation, is prohibited.
N. Windshield Wiper Operation
The windshield wiper must not be operated above 220 KIAS.
O. Crosswind Limitations, Takeoff and Landing
The maximum demonstrated crosswind component for Takeoff
and Landing on a dry runway is 27 Knots, however the following
are limitations:
Wet Runway .........................................................27 Knots
Contaminated runways with braking
action less than good ............................................15 Knots
REV. 5, 01 NOV 2008 Page 2-32

Section 10 Maneuvering Loads
Section 10 Maneuvering Loads

A. Maneuvering Limit Load Factors
These load factors limit the permissible angles of bank in turns and
the severity of pull-up and push-over maneuvers:
Flaps up: -1.0 G to 2.5 G
Flaps down: 0.0 G to 2.0 G
B. Side Slip Maneuvers
Avoid unnecessary and large side-slip maneuvers during low
speed operations.
Section 11 Systems Limitations

A. Air Conditioning and Pressurization
The maximum relief differential pressure is 8.7 psi.
The maximum negative differential pressure is -0.5 psi.
During taxi, takeoff and landing, the pressure differential must
not exceed 0.1 psi.
The airplane must be completely depressurized prior to
opening any of the airplane doors.
Any time an external A/C cart is supplying air, the main cabin
door must be open.
The Captain must make immediate notification to the Flight
Attendant if inadvertent on the ground pressurization occurs.
The cabin pressurization system must not be operated to
-1,500 feet when the system is in manual mode.
B. Automatic Flight Control System
1. Operation with the autopilot engaged is prohibited at altitudes
below 600 feet AGL, except when performing the following:
a. For visual and non-precision approaches, the minimum
autopilot use height is 400 feet AGL.
b. For precision approaches (PAR/ILS), the minimum auto-
pilot use height is 80 feet AGL, however Chautauqua has
imposed a limitation of 200 feet AGL.
2. Use of DES submode (flight director of autopilot coupled)
during approach is not permitted.
3. Airplanes equipped for operation in Reduced Vertical
Separation Minimum (RVSM) airspace:
a. The ADC source coupled to the active autopilot must be
the same as that coupled to the ATC transponder during
flight in RVSM airspace.
REV. 5, 01 NOV 2008 Page 2-33

C. Bleed Air Systems

The bleed air 10th stage valves must be closed for takeoff and
landing if the engine cowl and/or wing anti-ice systems have been
selected on.
D. Electrical Systems
1. Permissible Loads on AC System
Individual AC generator loading must not exceed the following
values:
Load Limitation (kVA)

Altitude (feet)
Main Generator
APU Generator
(EACH)
0-35,000 30 30
35,001 to 37,000 25 30
37,001 and above 25 0
2. Permissible Loads on DC Systems

a. In Flight
The maximum permissible continuous load on each TRU
is 100 amps.
b. Ground Operation
To protect the flight compartment CRT displays, the
maximum permissible time for ground operations with DC
power only is 5 minutes.
3. Circuit Breaker Reset
A circuit breaker must not be reset or cycled (that is, opened
or closed) unless doing so is consistent with explicit
procedures specified in the Pilot Operating Handbook or
unless, in the judgement of the Pilot-in-Command, that
resetting or cycling of the circuit breaker is necessary for the
safe completion of the flight.
REV. 5, 01 NOV 2008 Page 2-34

E. Flight Controls - LIFT/DRAG Devices

1. Flaps
a. En-route use of flaps is prohibited.
b. Flight with flaps extended at altitudes above 15,000 feet is
prohibited.
2. Flight Spoilers
a. Flight spoilers must not be extended in flight below an alti-
tude of 1000 feet AGL or beyond flaps 20.
b. When spoilers are used the PF will keep his/her hand on
the spoiler lever until the spoilers are fully retracted.
Note: During certain circumstances the flight spoilers may
need to be extended in icing conditions during long
descents to allow the crew to keep the ENG N2 within
proper ranges for wing and ENG anti-ice. It will be
acceptable for the PF to remove his/her hand from the
spoiler lever to perform other tasks, however, the crew
member must remain vigilant to the spoiler deployment.
c. To ensure adequate maneuver margins, flight spoilers
must not be extended in flight at airspeeds below the
recommended approach speed plus 17 KlAS (refer to
Chapter 9; PERFORMANCE - LANDING PERFOR-
MANCE).
F. Stall Protection System
1. Both stall protection system switches must remain on for all
phases of flight.
2. Engine operation at or near shaker and pusher settings is
predicated on an operable auto-ignition system.
G. Taxi Lights
The taxi lights must be switched OFF whenever the airplane is sta-
tionary in excess of 10 minutes.
REV. 5, 01 NOV 2008 Page 2-35

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:
5. During pre-flight check of the thrust reversers with the airplane

stationary, reverse thrust must be limited to reverse idle.
REV. 5, 01 NOV 2008 Page 2-36

I. Wheel Brake Cooling Limitations

Brake cooling times (established in accordance with Chapter 9;
PERFORMANCE - TAKEOFF PERFORMANCE - MAXIMUM
ALLOWABLE BRAKE TEMPERATURE FOR TAKEOFF) must be
observed between a landing or a low-energy rejected takeoff
(RTO) and a subsequent takeoff, to ensure that sufficient brake
energy is available to bring the airplane to a complete stop, if the
subsequent takeoff is rejected.
J. Traffic Alert and Collision Avoidance System (TCAS)
Pilots are authorized to deviate from their Air Traffic Control (ATC)
clearance in order to comply with a TCAS resolution advisory (RA)
command.
K. Configuration Deviation List
If the airplane is to be operated with certain secondary airframe
and/or any nacelle parts missing, operation must be in accordance
with the limitations specified in the approved MEL/CDL.
L. Red Strobe Lights
The red strobe lights are used for ground recognition purposes
only and must not be used as anti-collision lights.
M. Minimum Descent Altitude
When setting the MDA marker on the barometric altimeter using
the DH/MDA knob on the altitude reference panel, the next highest
10 foot increment must be selected if the altitude is not at a 10 foot
increment.
N. Enhanced Ground Proximity Warning System (EGPWS)
1. General
a. The system must be operated in accordance with proce-
dures outlined in the CRJ200 POH Chapter 8.
b. Pilots are authorized to deviate from their current air traffic
control (ATC) clearance to the extent necessary to comply
with an EGPWS.
WARNING: When there is no GPS input, the EGPWS may fail to
alert when a terrain threat exists:
during ambient surface temperatures below ISA
during non-standard temperature lapse rates
or if incorrect barometric setting are set on the
altimeter.
REV. 5, 01 NOV 2008 Page 2-37

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.
REV. 5, 01 NOV 2008 Page 2-38

O. Intrusion Resistant Cockpit Door

1. An operational check of the cockpit door must be
accomplished once each flight day.
2. The cockpit door must be kept closed and locked at all times
when the aircraft is being operated in accordance with FAR
121.587(a) except to permit access and egress in accordance
with the FAA approved procedure (see GOM Chapter 2) for
opening, closing, and locking the door.
3. Any time the cockpit door is opened in flight, a challenge-and-
response closing and locking verification procedure must be
used to verify that the door is closed and locked.
4. Any time one of the required flight crew leaves the cockpit
another crew member must remain in the cockpit to ensure
the leaving flight crew member is not locked out of the cockpit.
REV. 5, 01 NOV 2008 Page 2-39

Section 12 Navigation Systems Limitations

A. Flight Management System
1. Operating Data
The flight management system (FMS) must be operated in
accordance with the latest edition of the following:
Pilot Operating Handbook, and
Collins Flight Management System Pilot's Guide:
Publication number Applicability
Collins 523-0778363 FMS-4200 FMC-011
2. FMS-4200 Operating Limitations FMC-011,

a. Software Program Version
The FMS is approved for use only with the software
program version:
Software Program Version (SCID) Applicability
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.
REV. 5, 01 NOV 2008 Page 2-40

g. Instrument approaches must be accomplished with instru-

ment approach procedures that are retrieved from the
FMS database. The FMS must incorporate the current
update cycle. The pilot must verify approach waypoints for
accuracy by reference to current publications.
h. The approach must not be continued past the final
approach fix if an FMS "NO APPR message is displayed
on the PFD.
i. The VNAV system information is not temperature
compensated. FMS generated altitudes and V-paths are
not corrected for non-ISA conditions.
j. The performance database must be verified to be current
and valid for the appropriate engine model installed in the
airplane:
Performance Database Part

Engine Model Applicability
Number
CF34-3B1 (Basic) 832-4172-103 EICAS 2000
The FMS calculated thrust setting must not be used if the

pressure altitude is greater than 36,000 feet EICAS 2000
REV. 5, 01 NOV 2008 Page 2-41

B. Global Positioning System

1. Other approved navigation equipment appropriate to the route
of flight (enroute and terminal) must be installed and
operating.
2. The GPS may only be used for approach guidance if the
approach is accessed from the current FMS database.
C. Aircraft Communications Addressing and Reporting System
(ACARS)
The ACARS is approved for the transmission and receipt of mes-
sages that will not create an unsafe condition if the message is
improperly received. An unsafe condition may exist if:
the message or part of the message is delayed or not received,
the message is delivered to the wrong recipient, or
the message content is corrupted.
Crew actions based on messages such as pre-departure clear-
ance, digital automatic terminal information service, weight and
balance, takeoff data (speeds, trim settings, runway distances),
are prohibited, unless approved operational procedures are used
to verify that the message is received by the intended recipient,
that the message is valid and that the content is not corrupted.
REV. 5, 01 NOV 2008 Page 2-42

Section 13 CRJ200 Flap Failure AD Limitation and
Section 13 CRJ200 Flap Failure AD Limitation and Requirements

A. CRJ200 Flap Extension / Approach Restrictions
The intent of this section is to mitigate the risk of a flaps extended
diversion with inadequate fuel to reach a suitable alternate.
An approach shall not be commenced, nor shall the FLAPS be
extended beyond 0 unless one of the following conditions exists:
1. Precision Approach
When conducting a precision approach the reported visibility
(or RVR) is confirmed to be at or above the landing minimums
for the approach in use and can be reasonably expected to
remain that way until after landing.
2. Non-Precision Approach
When conducting a non-precision approach, the reported
ceiling and visibility (or RVR) are confirmed to be at or above
the landing minimums for the approach in use and can be
reasonably expected to remain that way until after landing
WARNING: The above restrictions do not apply if an emergency
or abnormal situation occurs that requires landing at
the nearest suitable airport.
Note: For Non-Precision Approaches both ceiling and visibility
minimums are governing for the purpose of lowering
flaps for this AD only.
Note: For a visual approach, no restrictions apply.
The Captain will determine if the weather can be reasonably

expected to remain at or above minimums until after landing.
Factors such as fluctuating visibility or RVR, fluctuating ceiling
for non-precision approaches, trends in the weather, and
proceeding aircraft will be taken into account when making this
determination.
If the Captain is unable to verify the weather at the destination
or does not reasonably expect the weather to remain at or
above landing minimums until after landing; a diversion to an
alternate airport shall be initiated prior to extending the flaps
beyond 0 degrees.
REV. 5, 01 NOV 2008 Page 2-43

Section 13 CRJ200 Flap Failure AD Limitation and
This does not preclude holding while the weather improves,

provided there is sufficient fuel on board and the flaps are not
extended beyond 0 degrees.
If a go-around is executed for any reason and the flaps fail at
any position other than 0, the Captain must immediately
declare an emergency and follow the Flaps Fail QRH
procedure. In this situation the Captain has full authority to
deviate as necessary and any airport that has an instrument
approach to a usable runway with weather reported at or above
landing minimums may be considered a suitable airport for
diversion.
B. CRJ200 Flap Failure after Takeoff
1. When a takeoff alternate is filed, terrain and weather must
allow a minimum flight altitude not exceeding 15,000 feet
along the diversion route to the filed alternate.
2. The fuel at departure shall be sufficient to divert to the takeoff
alternate with the flaps extended to the takeoff position,
conduct an approach and land with 1000 lb of fuel remaining.
The intent of this section is to ensure that a flight has
enough fuel to divert to the filed takeoff alternate airport in
the event of a failure of the flaps to retract from 8 or 20
after departure.
This provision is applicable only when a takeoff alternate is
required.
Before a flight release is issued the dispatcher will confirm
this requirement is met.
If a diversion to the takeoff alternate is required due to a
flap failure this will be considered an emergency and the
Captain will have full authority regarding a suitable airport.
C. CRJ200 Temperature Limitation

The flight crew will monitor the SAT during flight. If any time during
flight the SAT becomes colder than -60 C, a descent to warmer
air must be initiated within 10 minutes. Dispatch will take this lim-
itation into account when planning the cruise altitude during the
winter season.
REV. 5, 01 NOV 2008 Page 2-44

Section
Chapter 3
Normal Checklists
This chapter contains copies of the laminated checklists found in

each cockpit. The flight crew can use the POH checklists in case
the laminated checklists are lost or unusable.
REV. 4, 01 MAY 2008 Page 3-1

Section
REV. 3, 01 OCT 2007 Page 3-2

NOSEWHEEL AND GEAR Wing Inspection Lights ...................... CHECK CONDITION
Beacon Light ..................................... CHECK CONDITION
Nose Landing Lights.......................... CHECK CONDITION
Overwing Emergency Lights (3) ........ CHECK CONDITION
Tires and Wheels .............................. CHECK CONDITION
Overwing Emergency Exit ................................. SECURED
Oleo Extension ....................................................... CHECK
Wing Antislip Surface .............................................INTACT
WOW Switches and Harness ................................. CHECK
Section 1
Ram-Air Inlet ...........................................................CLEAR
Steering Actuator.................................................... CHECK
Antennas ................................................................ CHECK
Retraction Actuator................................................. CHECK
Check for the following:
SAFETY CHECK Aft Door .................................................................. CHECK
TCAS (Directional - top, Omni - lower)
Forward Doors................LATCH OPEN, SAFETY, CHECK
ATC 1, 2 (lower)
EXTERIOR INSPECTION Proximity Switches (2)............................................ CHECK
VHF 1 (top), VHF 3 (top), VHF 2 (lower)
Door Wiring and Connectors .................................. CHECK
CRJ200 POH DME 2 (lower), ADF (top)
NLG Uplock and Pin............................ CHECK/REMOVED
REV. 4, 01 MAY 2008

Revision 2, 01 MAY 2008 GPS 1 (top)
ADG Safety Pin .................................................REMOVED
Part Number EXT200-R2-05-01-08-WT Area Security..........................................................VERIFY RIGHT WING
Bay Maintenance Light.................................................OFF Flight Control Surfaces and Area ............................CLEAR
Downlock Safety Pin .........................................REMOVED Engine Intake ..........................................................CLEAR
FAA Approved A ppr ov a l D a te : / /
Fuel Filter Caps (2) ..............................................SECURE
Si gn a t ure : RIGHT FORWARD FUSELAGE
Fuel Drains (3)........................................................ CHECK
Tit l e (P O I, P M I, O t he r) : External AC Power Service Door .............. OPEN/CLOSED
Leading Edge ......................................................... CHECK
External Service Panel ..............................................OPEN
Anti-ice Exhaust Ports .............................................CLEAR
Nose Door ........................................................ FLT/NORM
Fuel Vent Valve ...................................................... CHECK
External Service Panel ................... CLOSE AND SECURE
Lower Wing Surface ............................................... CHECK
ENTERING AIRPLANE O2 Service Panel ........................... QUANTITY, SECURED
Navigation and Strobe Lights ............ CHECK CONDITION
ADG Door.......................................................... SECURED
Nose Door Toggle Switch .........................................OPEN Winglet ................................................................... CHECK
Pitot-Static Probe ....................................................CLEAR
Stairs ............................................... CHECK CONDITION Static Dischargers (6) ............................................. CHECK
Forward Avionics Bay Door ............................... SECURED
Door Area Security................................................. VERIFY Upper Wing Surface ............................................... CHECK
Exterior Inspection Checklist
Ice Detector Probe ..................................................CLEAR

Aileron .................................................................... CHECK
TAT Probe............................................................... CLEAR
Trailing Edge .......................................................... CHECK
EXTERIOR INSPECTION AOA Vane ....................CHECK MOVEMENT/CONDITION
Hinges, Fairings, BUTE Doors ............................... CHECK
O2 Blowout Plug......................................................INTACT
LEFT FORWARD FUSELAGE Spoileron ................................................................ CHECK
Alternate Static Port ................................................CLEAR
Flight Spoiler .......................................................... CHECK
Passenger Door Emergency Light .... CHECK CONDITION Galley Service Door ............................................... CHECK
Flaps ..................................................................... CHECK
Alternate Static Port ................................................ CLEAR Underfloor Avionics Bay Door ........................... SECURED
Ground Spoilers...................................................... CHECK
Ice Detector Probe .................................................. CLEAR Galley Service Door
Fuel NACA Vent ......................................................CLEAR
AOA Vane ....................CHECK MOVEMENT/CONDITION Emergency Light..................... CHECK CONDITION
Pitot-Static Probe .................................................... CLEAR Refuel/Defuel Adapter Door .............................. SECURED
Standby Pitot Probe ................................................ CLEAR Refuel/Defuel Panel Door.................................. SECURED
Forward Avionics Bay ........................................SECURED Avionics Exhaust .....................................................CLEAR
External Lights (All) .......................... CHECK OPERATION Water Service Panel............................................... CHECK
Windshields, Windows ........................................... CHECK Forward Drain Mast................................................ CHECK
Wipers (2) .............................................................. CHECK Landing/Taxi Lights ........................... CHECK CONDITION
Section 1 Exterior Inspection Checklist
-1- -2- -3-
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
REV. 4, 01 MAY 2008

Jet Pipe ......................................CLEAR AND CENTERED
Area Security.......................................................... VERIFY Winglet ................................................................... CHECK
Engine Drain Lines ................................................. CHECK
Wheel Chocks ..................................IN PLACE/REMOVED Navigation and Strobe Lights ............ CHECK CONDITION
Engine Cowl ........................................................... CHECK
Downlock Safety Pin ......................................... REMOVED Lower Wing Surface ............................................... CHECK
Engine Cowl Anti-ice Blowout Plug ............CHECK FLUSH
Downlock Dust Cover...................................... INSTALLED Fuel Vent Valve .......................................................CLEAR
Fuel Vent Ports....................................................... CHECK
Anti-ice Exhaust Ports (8) .......................................CLEAR
RIGHT REAR FUSELAGE Thrust Reverser................................................... STOWED
Leading Edge ......................................................... CHECK
Engine Intake and Exhaust ..................................... CLEAR
Door (Hydraulic System No. 3)...........................SECURED Fuel Drains ............................................................. CHECK
APU Inlet ................................................................. CLEAR
Fuel Vent Ports ...................................................... CHECK Fuel Filler Caps ................................................. SECURED
External Ground Air Door .................................. SECURED
Engine Intake and Exhaust ..................................... CLEAR Landing/Taxi Lights ........................... CHECK CONDITION
Baggage Door ................................... CHECK CONDITION
Water Service Panel ..........................................SECURED Wing Inspection Light ........................ CHECK CONDITION
Airline Logo Light, Baggage
Lavatory Service Panel ......................................SECURED Overwing Emergency Lights (3) ........ CHECK CONDITION
Door Light .............................. CHECK OPERATION
Aft Drain Mast ......................................................... CLEAR Overwing Emergency Exit ................................. SECURED
Antennas ................................................................ CHECK
External DC Power Service Door .............. OPEN/CLOSED Wing Antislip Surface .............................................INTACT
APU Exhaust..............................................CHECK/CLEAR CARGO COMPARTMENT Antennas ................................................................ CHECK
LP Ground Air Cover............................................ CLOSED Smoke Detectors (2) .............................................. CHECK
LP Ground Air Door............................................SECURED
LEFT MAIN GEAR
Right Pack Exhaust................................................. CLEAR
Exterior Inspection Checklist (Page 2)
Right Pylon............................................................. CHECK Tires and Wheels .............................. CHECK CONDITION

Oleo Extension ....................................................... CHECK
Engine Anti-ice Blowout Plug .....................CHECK FLUSH
Brakes and Wear Pins............................................ CHECK
Thrust Reverser .................................................. STOWED
Wheel Well .......................................... CHECK SECURITY
Engine Cowl ........................................................... CHECK
MLG Overheat Detectors ....................................... CHECK
Engine Drain Lines.................................................. CLEAR Gear Uplock ........................................................... CHECK
Jet Pipe ...................................... CLEAR AND CENTERED Harness .................................................................. CHECK
Antennas ................................................................ CHECK Gear Actuator ......................................................... CHECK
Gear Door .............................................................. CHECK
Area Security.......................................................... VERIFY
TAIL Wheel Chocks ................................. IN PLACE/REMOVED
Horizontal Stabilizer ............................ POSITION, CHECK Downlock Safety Pin .........................................REMOVED
Elevators ................................................................ CHECK Downlock Dust Cover...................................... INSTALLED
-4- -5- -6-

Section 1 Exterior Inspection Checklist
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
REV. 6, 01 DEC 2008

Passenger & Crew O2 ...............CHECKED CAPT
Pressurization Panel.................CHECKED CAPT
Air Conditioning Panel ..............CHECKED CAPT CLEARED TO START CHECK
Ice Detector Test ...................COMPLETE CAPT APU/AC Electrics ..................... CHECKED CAPT
Emergency Lights ......................... ARMED CAPT Paperwork ...............................ON BOARD CAPT
Standby Compass ....................CHECKED CAPT Trims ................................. GREEN & CAPT
....................................................... First Flight of the Day Item 1
EGPWS Test .........................COMPLETE CAPT Doors........................ CLOSED & LOCKED CAPT
____ .................................... Appropriate Response Required
Stall Test................................COMPLETE CAPT
Normal Checklist
.................. 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
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
REV. 6, 01 DEC 2008

BEFORE TAKEOFF CHECK
Bleeds ...........................................ON PM Transponder......................................STBY CAPT
Flight Instruments ..................... CHECKED BOTH Engines Oil Check ................ COMPLETE CAPT
Thrust Reversers .. ARMED & INDICATED PM
T/O Data & Speeds ..... REVIEWED & SET CAPT Seatbelt Sign ........................................ ON PM
Flaps......... DEGREES & INDICATED CAPT Hydraulic 3A Pump ............................. OFF CAPT
Flight Attendant..........................NOTIFIED PM Emergency Lights ............................... OFF CAPT
Flight Controls .......................... CHECKED FO
Approach Briefing ...................COMPLETE PF Battery Master..................................... OFF CAPT
Fuel Crossflow.................... MANUAL/OFF FO Navaids ................. TUNED & IDENTIFIED BOTH
Ignition/Anti-Ice........................... / FO Shutdown Check Complete
CAS...........................................CHECKED PM
BTMS........................................ CHECKED FO
.................................................. CLEARED PF
Flight Attendant .........................NOTIFIED FO
Normal Checklist (Page 2)
CAS .......................................... CHECKED FO TERMINATING CHECK

...................................................CLEARED CAPT Approach Check Complete
Emergency Lights ............................... OFF CAPT
Fuel Quantity .......... LBS REQUIRED FO
Windshield Heat .................................. OFF CAPT
................................ LBS ON BOARD CAPT
BEFORE LANDING CHECK Cargo Fan ........................................... OFF CAPT
Lights .................................................... ON CAPT Packs................................................... OFF CAPT
TOGA Buttons .......................... PRESSED CAPT Landing Gear ......DOWN, THREE GREEN PF ECS Bleeds................................. CLOSED CAPT
Takeoff Runway.................................. CAPT ...................................................VERIFIED PM Hydraulic Pumps ................................. OFF CAPT
...........................................HEADING FO Flight Attendant..........................NOTIFIED PM Standby Attitude Indicator ............. CAGED CAPT
Landing Lights ...................................... ON PM APU Generator.................................... OFF CAPT
Before Takeoff Check Complete
Flight Spoilers ...................... RETRACTED PM APU ..................................................... OFF CAPT
Flaps .......................... ___ & INDICATED PM APU PWR Fuel ................................... OFF CAPT
DC Service .......................................... OFF CAPT
CLIMB CHECK
Before Landing Check Complete Battery Master..................................... OFF CAPT
Landing Gear.........................................UP PM Terminating Check Complete
Flaps......................................................UP PM
Climb Thrust ........................................SET PM
Fuel Crossflow..................................AUTO PM NTSB REPORTABLE EVENT CHECK
Bleeds/Packs................................ SET/ON PM
Pressurization........................... CHECKED PM CVR Circuit Breaker (CBP4-D7) ....... PULL CAPT
Thrust Reversers .................................OFF PM AFML Entries ......................... COMPLETE CAPT
Seatbelt Sign ............................. ON/AUTO PM NTSB Reportable Event Check Complete
Flight Attendant ......................... NOTIFIED PM
Climb Check Complete
Section 2 Normal Checklist
Page 3-6
Section 3 Jump Seat Briefing

A. General
Welcome aboard.
The shoulder harness must be worn during takeoff and landing.
The seat belt may be removed only if the seatbelt sign is off and
with the concurrence of the Captain.
Observe sterile cockpit procedures during critical phases of flight
(all operations below 10,000 feet except cruise flight).
In the event of an emergency landing, if there is a seat available,
time permits, and the crew does not need your assistance, you will
be instructed to stow the jump seat and occupy a regular passen-
ger seat in the cabin. Otherwise, after an emergency landing,
when the aircraft has come to a stop, stow the jump seat and
assist the passengers in deplaning.
REV. 3, 01 OCT 2007 Page 3-7

CRJ200 JUMPSEAT BRIEFING CARD

STERILE FLIGHT DECK
Through 10,000 feet or cruise (whichever is lower).
Advise flight crew of any observed unsafe condition.
JUMPSEAT OPERATION
Located behind Capt.and released by chrome latch.
Ensure seat locks in left latch and fold seat down.
The shoulder harness must be worn during takeoff and landing. The
seat belt may be removed only if the seatbelt sign is off and with the
concurrence of the captain.
HEADSET LOCATION/USE
Located in cabinet behind FO.
Jacks are located in coat closet forward of cabinet.
Audio panel is located between Capt & FO seats.
Keep wafer selector on INT/SVC.
Keep R/T- I/C switch in I/C.
OXYGEN MASK
Located behind Capt.
EROS Quick Don one-piece unit.
Release by squeezing red tabs.
Don after harness is inflated.
COCKPIT DOOR
Secure door by sliding slam latch to the right when directed.
Twist deadbolt clockwise if directed.
Emergency Egress
Stow jump seat.
Open door and assist evacuation.
(IF DOOR IS RESTRICTED/JAMMED)
- Unlock and lift lower hinge pin.
- Unlock and pull down upper hinge pin.
- Kick door at left side.
- Rotate door left (clockwise), stow against galley and
evacuate.
EMERGENCY LANDING RESPONSIBILITIES
If a cabin seat is available, you will be directed to stow the jump seat
and sit in the cabin. If an evacuation is necessary, assist the FA as
directed.
If in the cockpit and an evacuation is required, stow the jump seat,
open the cockpit door and assist the FA as directed.
EMERGENCY EVACUATION VIA OVERHEAD HATCH
Hatch is released by pressing green latch button and rotating handle
left.
Hatch is hinged at rear and will open inward toward you.
The Emergency rope must be fully deployed before exiting the
aircraft.
REV. 3, 01 OCT 2007 Page 3-8

Section 4 Operation of the Intrusion Resistant Cockpit
Section 4 Operation of the Intrusion Resistant Cockpit Door

A. Normal Operation
To secure the door before taxi and during flight, slide the Slam
Latch into the locked position.
1. Should anytime during flight one of the flight crew leave the
cockpit, the other crewmember will lock the door when they
are gone and verify it is locked. For the crewmember to leave
or return to the cockpit, use the Company approved
challenge-and-response procedure.
2. The Deadbolt Lock is for use by maintenance only. A key will
operate it from the cabin side. From the cockpit side, it
operates by turning the lock handle 90 degrees. DO NOT
LOCK THE COCKPIT DOOR WHEN LEAVING THE
AIRCRAFT.
B. Emergency Operation
Emergency Egress Procedure can be used in case the door is
jammed and unable to open normally.
1. Unlock and lift lower hinge pin.
2. Unlock and pull down upper hinge pin.
3. Kick out door at hinge side.
4. Rotate door clockwise and stow against the galley.
In the event the crew is trapped in the cockpit or incapacitated,

rescue personnel can enter the door using normally available non-
powered hand-carried tools.
C. Operational Check
Make sure that an operational check of the flight deck door has
been accomplished according to approved procedures once each
flight day.
1. Close the door
2. With the door closed and locked, push on the door to verify it
is locked.
REV. 5, 01 NOV 2008 Page 3-9

D. Intrusion Resistant Cockpit Door Layout - Cockpit View
REV. 3, 01 OCT 2007 Page 3-10

E. Intrusion Resistant Cockpit Door Layout - Cabin View
REV. 3, 01 OCT 2007 Page 3-11

REV. 3, 01 OCT 2007 Page 3-12

Section 1 Airplane Preparation
Chapter 4
Normal Procedures

A. General
1. The Safety Check must be accomplished first, by the Captain
or First Officer, in order to safely apply power (electrical,
hydraulic, or pneumatic) to the airplane.
2. After completion of the Safety Check, the Exterior Inspection
must be accomplished, by the First Officer or Captain.
3. The inspections are the direct responsibility of the Captain but
may be delegated to the First Officer.
4. The Safety Check and Set Up Checks are required for the
following:
Before the airplanes first flight of the day
After a crew change
After any maintenance action
Anytime the airplane has been completely powered down
If the PIC has any doubt about airplane status
REV. 3, 01 OCT 2007 Page 4-1

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
REV. 4, 01 MAY 2008 Page 4-2

2. Intermediate Exterior Inspections The following

procedures will be accomplished when a crew continues with
the same airplane, provided one crew member remains on
board and a constant power source is supplied. If the
Shutdown Checklist has only been completed to the line, the
crew will proceed with the Before Start Checklist at the
required time. A full pre-flight is not required during through
flight and intermediate stops. However, at a minimum, the
airplane and its visible components must be checked for the
following:
Proximate area is free of potential FOD items
Passenger walkway and boarding stairs are safe and clear
Flight control surfaces are unobstructed and free from ice,
frost or snow
All vents, ports, intakes, and exhausts are unobstructed
Tire condition and pressure are acceptable
All covers, plugs, picket/mooring lines are removed
Pay particular attention to any evidence of fluid leaks from
components, drains, panels, and airplane skin.
Condition of skin (visible damage) on radome section,
fuselage, wings, nacelles, pylons, and empennage
All access panels and doors are secured
Pitot static probes for evidence of freezing, severe
discoloration, condition and security.
3. Post Flight Inspection If it becomes necessary for crews to
leave the aircraft unattended for an extended period of time or
after the completion of the final flight for the day, crews will
perform a Post Flight External Inspection. This is similar in
nature to the Intermediate Exterior Inspection in that its intent
is to determine any discrepancies with the operational
condition of the aircraft components and equipment. Crews
will complete a full circuit of the exterior of the aircraft and note
any abnormality. This inspection is a vital tool to help crews
evaluate the aircrafts condition and note any defects that may
cause delays either the following flight day or upon the flight
crews return from an extended absence from the aircraft. Any
defect or discrepancy should be immediately entered in the
Aircraft Maintenance Logbook and brought to the attention of
Dispatch as well as Maintenance Control. As with any other
Exterior Inspection, this task is the immediate responsibility of
the Captain but may be delegated to the First Officer.
REV. 3, 01 OCT 2007 Page 4-3

Exterior Inspection Graphic
Entering Airplane
1. Nose Door Toggle Switch .........................................OPEN
2. Stairs ................................................. CHECK CONDITION
3. Door Area Security ................................................. VERIFY
REV. 3, 01 OCT 2007 Page 4-4

Left Forward Fuselage

1. Passenger Door Emergency Light.....CHECK CONDITION
2. Alternate Static Port................................................ CLEAR
3. Ice Detector Probe.................................................. CLEAR
4. AOA Vane.................... CHECK MOVEMENT/CONDITION
5. Pitot-Static Probe.................................................... CLEAR
6. Standby Pitot Probe................................................ CLEAR
Note: The pitot-static probes must be unobstructed, with no
abnormal discoloration and the fuselage skin in the
vicinity of each static source must be free of damage.
7. Forward Avionics Bay ........................................ SECURED
Note: The compartment must be open for inspection.
8. Radome ..................... CONDITION, LATCHES SECURED
9. External Lights (All)...........................CHECK OPERATION
Note: This is not to include external emergency lights.
10. Windshields, Windows............................................ CHECK

11. Wipers (2) ............................................................... CHECK
Nosewheel and Gear
1. Nose Landing Lights ..........................CHECK CONDITION
2. Tires and Wheels...............................CHECK CONDITION
Note: All tires should be inspected for evidence of bulges, cuts,
bruises, embedded foreign objects, excessive wear, and
underinflation. 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.
3. Oleo Extension ....................................................... CHECK
4. WOW Switches and Harness ................................. CHECK
5. Steering Actuator .................................................... CHECK
6. Retraction Actuator ................................................. CHECK
7. Aft Door................................................................... CHECK
REV. 5, 01 NOV 2008 Page 4-5

WARNING: Hydraulically operated nose doors open and shut

rapidly. Stay clear when doors are operated.
8. Forward Doors ............................................ LATCH OPEN,
SAFETY, CHECK
9. Proximity Switches (2)............................................ CHECK
10. Door Wiring and Connectors .................................. CHECK
11. NLG Uplock and Pin............................ CHECK/REMOVED
Note: If any gear pin is found installed, contact Maintenance
Control prior to pin removal to ensure aircraft is
operational.
Note: If significant resistance is felt during pin extraction, do
not remove pin. Leave pin in place and request
maintenance checkout.
12. ADG Safety Pin .................................................REMOVED
Note: If ADG safety pin is installed, leave pin in place and
consult maintenance.
13. Area Security.......................................................... VERIFY
14. Bay Maintenance Light.................................................OFF
15. Downlock Safety Pin .........................................REMOVED
Right Forward Fuselage
1. External AC Power Service Door .............. OPEN/CLOSED
Note: The panel must be open for inspection.
2. External Service Panel ..............................................OPEN
3. Forward Doors ..................................................FLT/NORM
WARNING: Hydraulically operated nose doors open and shut
rapidly. Stay clear when doors are operated.
4. External Service Panel ................... CLOSE AND SECURE
5. O2 Service Panel .......................... QUANTITY, SECURED
6. ADG Door.......................................................... SECURED
7. Pitot-Static Probe .................................................... CLEAR
Note: The pitot-static probes must be unobstructed, with no
abnormal discoloration and the fuselage skin in the
vicinity of each static source must be free of damage.
REV. 5, 01 NOV 2008 Page 4-6

8. Ice Detector Probe.................................................. CLEAR

9. TAT Probe .............................................................. CLEAR
10. AOA Vane.................... CHECK MOVEMENT/CONDITION
11. O2 Blowout Plug .................................................... INTACT
12. Alternate Static Port................................................ CLEAR
13. Galley Service Door................................................ CHECK
14. Underfloor Avionics Bay Door............................ SECURED
15. Galley Service Door

Emergency Light................................CHECK CONDITION
16. Refuel/Defuel Adapter Door............................... SECURED
17. Refuel/Defuel Panel Door .................................. SECURED
18. Avionics Exhaust .................................................... CLEAR
19. Water Service Panel ............................................... CHECK
20. Forward Drain Mast ................................................ CHECK
21. Landing/Taxi Lights............................CHECK CONDITION
22. Wing Inspection Lights.......................CHECK CONDITION
23. Beacon Light......................................CHECK CONDITION
24. Overwing Emergency Lights (3) ........CHECK CONDITION
25. Overwing Emergency Exit ................................. SECURED
26. Wing Antislip Surface............................................. INTACT
27. Ram-Air Inlet........................................................... CLEAR
28. Antennas................................................................. CHECK
a. TCAS (Directional- top, Omni- lower)
b. ATC 1, 2 (lower)
c. VHF 1 (top), VHF 3 (top), VHF 2 (lower)
d. DME 2 (lower), ADF (top)
e. GPS 1 (top)
REV. 4, 01 MAY 2008 Page 4-7

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
under inflation. Maximum tread wear allowed is to the
before flight.
REV. 3, 01 OCT 2007 Page 4-8


Note: A minimum of 2 1/2 to 3 3/4 inches of strut must be
present.
3. Brakes and Wear Pins ............................................ CHECK
4. Accumulator (Hydraulic System No. 3)................... CHECK
Note: Verify 1,500 psi system pressure.
5. Wheel Well...........................................CHECK SECURITY
6. MLG Overheat Detectors........................................ CHECK
7. Gear Uplock............................................................ CHECK
8. Harness .................................................................. CHECK
9. Gear Actuator ......................................................... CHECK
10. Gear Door ............................................................... CHECK
11. Area Security ......................................................... VERIFY
12. Wheel Chocks.................................. IN PLACE/REMOVED
13. Downlock Safety Pin......................................... REMOVED
operational.
14. Downlock Dust Cover ...................................... INSTALLED
Right Rear Fuselage
1. Door (Hydraulic System No. 3) .......................... SECURED
2. Fuel Vent Ports ....................................................... CHECK
3. Engine Intake and Exhaust..................................... CLEAR
4. Water Service Panel .......................................... SECURED
5. Lavatory Service Panel...................................... SECURED
6. Aft Drain Mast ......................................................... CLEAR

7. External DC
Power Service Door.................................. OPEN/CLOSED
8. APU Exhaust ............................................. CHECK/CLEAR
9. LP Ground Air Cover ............................................CLOSED
10. LP Ground Air Door ........................................... SECURED
11. Right Pack Exhaust ................................................ CLEAR
REV. 4, 01 MAY 2008 Page 4-9

12. Right Pylon ............................................................. CHECK

13. Engine Anti-ice
Blowout Plug ..............................................CHECK FLUSH
14. Thrust Reverser .................................................. STOWED
15. Engine Cowl ........................................................... CHECK
Note: Check cowl anti-ice blowout plug is flush with skin and
cowl leading edge for evidence of discoloration or
deformation.
16. Engine Drain Lines .................................................. CLEAR
17. Jet Pipe ......................................CLEAR AND CENTERED
18. Antennas ................................................................ CHECK
Check for two radio altimeter and two marker beacon antennas.
Tail
1. Horizontal Stabilizer ............................ POSITION, CHECK
2. Elevators ................................................................ CHECK
3. Static Dischargers (12)........................................... CHECK
4. Navigation and
Strobe Lights ..................................... CHECK CONDITION
5. Antennas ................................................................ CHECK
Check for the ELT and VOR/LOC (both sides of fin) antennas.
6. Flight Control Area and Surfaces ............................ CLEAR
Ensure that all surfaces are clear of any contaminants.
Aft Equipment Bay
1. Bay Door ........................................................... SECURED
Left Rear Fuselage
1. Left Pack Exhaust ................................................... CLEAR
2. Pylon ...................................................................... CHECK
3. Jet Pipe ......................................CLEAR AND CENTERED
4. Engine Drain Lines ................................................. CHECK
5. Engine Cowl ........................................................... CHECK
6. Engine Cowl
Anti-ice Blowout Plug .................................CHECK FLUSH
Note: Check cowl anti-ice blowout plug is flush with skin and
cowl leading edge for evidence of discoloration or
deformation.
7. Fuel Vent Ports ...................................................... CHECK
REV. 3, 01 OCT 2007 Page 4-10

8. Thrust Reverser ...................................................STOWED

9. Engine Intake and Exhaust..................................... CLEAR
10. APU Inlet................................................................. CLEAR
11. External Ground Air Door .................................. SECURED
12. Baggage Door....................................CHECK CONDITION
Note: The compartment must be open for inspection.
13. Airline Logo Light,
Baggage Door Light..........................CHECK OPERATION
14. Antennas................................................................. CHECK
Check for two radio altimeter and one marker beacon antennas.
Cargo Compartment
1. Smoke Detectors (2)............................................... CHECK
Left Main Gear
1. Tires and Wheels...............................CHECK CONDITION
under inflation. Maximum tread wear allowed is to the
before flight.
Note: A minimum of 2 1/2 to 3 3/4 inches of strut must be
present.
3. Brakes and Wear Pins ............................................ CHECK
4. Wheel Well...........................................CHECK SECURITY
5. MLG Overheat Detectors........................................ CHECK
6. Gear Uplock............................................................ CHECK
7. Harness .................................................................. CHECK
8. Gear Actuator ......................................................... CHECK
9. Gear Door ............................................................... CHECK
10. Area Security ......................................................... VERIFY
11. Wheel Chocks.................................. IN PLACE/REMOVED
12. Downlock Safety Pin......................................... REMOVED
Control prior to pin removal to ensure aircraft is operational.
REV. 3, 01 OCT 2007 Page 4-11

13. Downlock Dust Cover...................................... INSTALLED

Left Wing
1. Flight Control Surfaces and Area ............................ CLEAR
Ensure surfaces are clear of any contaminants.
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. Fuel NACA Vent ...................................................... CLEAR
3. Ground Spoilers (2) ................................................ CHECK
4. Flaps ...................................................................... CHECK
5. Flight Spoiler .......................................................... CHECK
6. Spoileron ................................................................ CHECK
7. Hinges, Fairings, BUTE Doors ............................... CHECK
8. Trailing Edge .......................................................... CHECK
9. Aileron .................................................................... CHECK
10. Upper Wing Surface ............................................... CHECK
11. Static Dischargers (6)............................................. CHECK
12. Winglet ................................................................... CHECK
13. Navigation and Strobe Lights ............ CHECK CONDITION
14. Lower Wing Surface ............................................... CHECK
15. Fuel Vent Valve ....................................................... CLEAR
16. Anti-ice Exhaust Ports (8) ...................................... CLEAR
17. Leading Edge ......................................................... CHECK
18. Fuel Drains ............................................................. CHECK
19. Fuel Filler Caps ................................................. SECURED
20. Landing/Taxi Lights ........................... CHECK CONDITION
21. Wing Inspection Light ........................ CHECK CONDITION
22. Overwing Emergency Lights (3) ........ CHECK CONDITION
23. Overwing Emergency Exit ................................. SECURED
24. Wing Antislip Surface ............................................. INTACT
25. Antennas ................................................................ CHECK
Note: Check for the DME 1 and ATC 1 antennas.
REV. 3, 01 OCT 2007 Page 4-12

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.
REV. 4, 01 MAY 2008 Page 4-13

Emergency Equipment CHECKED CAPT

Check for the availability, status and proper location of the follow-
ing equipment:
Life vest (3)
Crew escape hatch and escape rope (1)
Flashlight (2)
Crash axe (1)
Halon fire extinguisher (1), properly charged
Oxygen mask/smoke goggles (3)
PBE unit (1), check that PBE is present and that the
vacuum is intact and not tampered with. Look for obvious
damage.
Airplane Documents CHECKED CAPT

Ensure all required documents are on board:
Aircraft Maintenance Logbook
FCOM, Volume 1 Aircraft Systems (Bombardier)
FMS Pilots Guide (Collins)
MEL
QRH (Emergency and Abnormal Checklists)
Normal Checklists (2)
Exterior Inspection Checklist
Jumpseat Briefing Card
C.G. Calculator (See Gee Calculator)
Data Cards
Aircraft Registration
Certificate of Airworthiness
Ensure manuals required to be carried by pilots are on board and
have the most current revisions inserted:
GOM
POH
Jeppesen Airway Manual
REV. 5, 01 NOV 2008 Page 4-14

Circuit Breakers CLOSED CAPT

Breakers should be either in (closed) or out (open) and collared.
CAUTION: Indiscriminate pulling or resetting of circuit breakers

for systems or components may cause unanticipated
results because of systems inter-relationship.
When a circuit breaker trips, a 3 minute cooling period

should be observed before reset.
For Chautauquas policy on circuit breaker resets, refer

to POH Chapter 2, Circuit Breaker Reset.
AHRS MAG CAPT

AHRS initialization takes between 30 and 70 seconds. Alignment
in DG mode can take up to 11 minutes.
ADG Manual Release STOWED CAPT
Radar OFF CAPT
Flap Lever SET TO FLAP CAPT

POSITION
Lever and flap surface positions should agree. If not, reposition
flap lever to the actual surface position.
Flight Spoilers RETRACTED CAPT
Landing Gear Lever DOWN CAPT
REV. 4, 01 MAY 2008 Page 4-15

Nose Wheel Steering OFF CAPT
Hydraulic Pumps OFF CAPT
Battery Master ON CAPT

With the battery master selected to ON, verify minimum main and
APU battery voltage of 22V on DC synoptic page.
Note: Flight compartment standby lights come on when the
battery bus is powered and normal AC power is off.
EICAS display cooling is not available when the battery
bus is powered and normal AC power is off or when the
battery bus is powered and the APU is in service
configuration (SERVICE CONFIGURATION message
on AC ELECTRICAL synoptic page). If the above
condition continues for more than 5 minutes, the EICAS
display cooling circuit breakers (2Q6 and 2Q7) should
be opened (once the A/C power is established and/or
APU becomes operative the crew must select circuit
breakers closed). If an ENG TYPE MISCOMP status
message is displayed, do not start the APU and the
engines.
APU/AC Electricsa ____/ CAPT

ESTABLISHED
a. APU Fire Test required on First Flight of the Day.
AC power can be obtained from a ground power unit (GPU) or

from the APU. The choice of GPU or APU is dependent upon
availability of external AC and ground air-conditioning equipment.
Check that the BATTERY MASTER switch is on.
If APU power is to be supplied, the following Fire Detection Test
must be accomplished for the First Flight of the Day.
CAUTION: Before commencing the fire test, ensure that there is no
APU FIRE FAIL caution message on the primary page.
REV. 4, 01 MAY 2008 Page 4-16

Fire Detection Panel

APU Switch...............................................................SELECT TO BOTH
TEST Switch ................................................................ HOLD AT WARN
The following indications occur:
Fire bell, triple chime, Jetpipe overheat aural
On the primary page, verify:
APU FIRE
TEST SWITCH ....................................................................... RELEASE
Monitor Panel
APU BOTTLE Switch................................... HOLD AT TEST POSITION
On the status page, verify:
APU SQUIB 1
APU SQUIB 2
Note: Any personnel working in or around the AFT equipment

bay should be notified prior to commencing the APU fire
test.
APU BOTTLE Switch.............................................................. RELEASE
REV. 4, 01 MAY 2008 Page 4-17

APU Starting Sequence

Before starting the APU on the ground, ensure that:
BATTERY MASTER switch is ON.
DC ELECTRICAL page is selected. Check both main and APU
batteries for minimum voltage of 22 volts before starting APU.
Complete APU FIRE TEST (First flight of the day).
APU GEN switch is OFF.
Status page is selected.
BLEED AIR APU LCV Switchlight ....................CHECK PRESSED OUT
APU PWR FUEL Switchlight .................................................. PRESS IN
Check the following APU indications:
APU SOV OPEN

APU IN BITE
APU DOOR OPEN
OR
APU DOOR MID
Note: APU IN BITE status message stays on approximately

five (5) seconds.
Note: APU DOOR MID status message only inflight
APU START/STOP Switchlight .............................................. PRESS IN
Check the following:
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.
REV. 4, 01 MAY 2008 Page 4-18

APU GEN Switch ....................................................SET AS REQUIRED

Note: If after 30 seconds following APU start completion and
100% rpm the APU generator is not selected ON, the
APU GEN OFF caution message appears.
APU GEN OFF
Select the AC synoptic page to verify that voltage, frequency, and

load indications are normal (green) and all AC buses are powered.
Select the DC synoptic page to verify that TRU voltage and load
indications are normal (green) and all DC buses are powered.
BLEED AIR APU LCV Switchlight ..........................SET AS REQUIRED
Establishing Air Conditioning (APU Bleed Air)

Check that the APU is operating and the APU AVAIL light is illumi-
nated.
10TH STAGE, L and R BLEED Valves .....................................CLOSED

Check that the L and R CLOSED lights are illuminated on the
BLEED-AIR panel and the status messages are present. Check
that the switchlights are pressed out and flush with the panel.
L 10TH SOV CLSD

R 10TH SOV CLSD
APU LCV ...................................................................................... OPEN

Check that the APU LCV OPEN switchlight on the BLEED-AIR
panel is illuminated and the status message appears:
REV. 5, 01 NOV 2008 Page 4-19

APU LCV OPEN
10TH STAGE ISOL Valve.............................................................. OPEN

Check that the 10th-stage isolation valve switchlight is illuminated
and the status message appears:
10TH ISOL OPEN
AIR CONDITIONING, L and R PACKs ...............................................ON

Check that the L and R PACK OFF switchlights extinguish and the
status messages disappear.
APU LCV OPEN

10TH ISOL OPEN
L 10TH SOV CLSD
R 10TH SOV CLSD
Cabin and Cockpit

Mode and Temperature ............................................................. AUTO
Nose Wheel Area CLEAR CAPT
WARNING: Ensure the nose wheel area and flight control

surfaces are clear of obstructions and personnel
before turning hydraulic 3A pump on. The nose
landing gear doors will close when #3 hydraulic
pressure is established if the nose door switch, on the
external service panel, is selected to FLT/NORM
position. If the doors are open, they will close with
great force, possibly causing harm or loss of life to
ground personnel.
REV. 4, 01 MAY 2008 Page 4-20

.
Hydraulic 3A Pump ON CAPT
Note: When ambient temperatures are greater than 40C
(104F), avoid prolonged ground operations with any
hydraulic system(s) operating.
Parking Brake ON & INDICATED CAPT

Note: Pull and rotate the parking brake handle and verify the
green PARKING BRAKE ON Advisory Message is
displayed.
FMS Initialization COMPLETE CAPT

On the INDEX page check:
Status Page
Verify active data base validity period
Index Page
GPS CTL Page
GPS 1 (ENABLE)
SAT deselect (if applicable)
Index Page
VOR CTL Page
VOR and DME USAGE (ENABLED)
Index Page
Pos INIT
Insert departure airport four-letter identifier
Key R2 select
Set position key R5 select
EXEC (to save current data)
REV. 4, 01 MAY 2008 Page 4-21

D. Set Up Check
SET UP CHECK
Exterior Inspection Check..........................COMPLETE BOTH
Safety Check ................................................... COMPLETE BOTH
Gear and Safety Pins ................................ ON BOARD BOTH
Selector Valves .............................................. NORMAL BOTH

Audio Warning Panel ..................................... NORMAL FO
Electrical Power Panel.................................CHECKED CAPT

1Fire Test ...................................................COMPLETE CAPT
Fuel Panel ................................................... CHECKED CAPT

1Bleeds ........................................................CHECKED CAPT
1Hydraulic Panel ..........................................CHECKED CAPT

ELT ................................... ARMED RESET POSITION CAPT
Passenger & Crew O2 .................................CHECKED CAPT
Pressurization Panel.................................... CHECKED CAPT
Air Conditioning Panel .................................CHECKED CAPT
1
Ice Detector Test. .....................................COMPLETE CAPT
Emergency Lights .................................................. ARMED CAPT

Standby Compass............................................. CHECKED CAPT
1
EGPWS Test.................................................... COMPLETE CAPT
1
Stall Test .......................................................... COMPLETE CAPT
Clocks .................................................................... SET (L/R) BOTH
REV. 4, 01 MAY 2008 Page 4-22

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
Source Select Panel.......................................NORMAL CAPT

Lower Pedestal ........................................... CHECKED CAPT
1. This is a flow-patterned checklist that includes tests that must

be completed under the following conditions:
Aircrafts first flight of the day (FFD), as indicated by a
superscript 1 (1) in the checklist, where all checks and tests
are completed in their entirety.
Any time the Captain is unsure of aircraft condition
The Flight Crews first flight in the aircraft where the FFD
checks may be omitted as instructed per the instructions
published in this Chapter.
REV. 4, 01 MAY 2008 Page 4-23

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.
E. Set Up Check Flow
SETUP CHECK FLOW
Captain FO
Follow the sequence of the

Airplane Preparation Section
Exterior Inspection Check COMPLETE BOTH

The Captain is responsible to ensure the Exterior Inspection
Check has been completed.
Safety Check COMPLETE BOTH
REV. 4, 01 MAY 2008 Page 4-24

Gear and Safety Pins ON BOARD BOTH

Landing gear pins (3) and ADG safety pin (1).
Note: Gear pins will not normally be installed by flight crew
unless specifically requested by maintenance
personnel. This is typically a maintenance-only function.
However, it is the direct responsibility of the flight crew to
ensure all safety pins are removed prior to flight.
operational.
Note: If ADG safety pin is installed, leave pin in place and
consult maintenance.
Selector Valves NORMAL BOTH

Selected up and guarded
Audio Warning Panel NORMAL FO

Switchlights dark and guarded
Electrical Power Panel CHECKED CAPT

BATTERY MASTER Switch .................................................CHECK ON
APU GEN Switch ........................................................................ CHECK
ON if the APU is running; OFF if the APU is not running.
IDG Disconnects....................................................................GUARDED
GEN 1, 2 switches ........................................................................... OFF
Switchlights..........................................................................OFF/FLUSH
Check that all lights extinguish.
REV. 4, 01 MAY 2008 Page 4-25

1 Fire Test COMPLETE CAPT

WARNING: Ensure that no FIRE FAIL caution messages exist.
The APU FIRE FAIL message is present if only one of
the loops is sensing an APU fire. During single loop
operations, if the faulty loop is selected, and a fire
warning is annunciated, the APU automatically shuts
down, and 5 seconds later, the fire extinguisher
discharges.
The following procedure or test shall be performed on the first
flight of the day. On subsequent flights, the crew must still confirm
that all system components/switch positions are correct for the air-
crafts current condition. If at any time the flight crew determines
that full system checks are needed, they should perform these
checks in their entirety. Crews will also ascertain that there are no
messages that indicate a fault in any system component.
Fire Detection Panel

Check that no APU FIRE FAIL caution message is displayed.
LH ENG and JET, APU, and
RH ENG and JET Switches....................................................... BOTH
TEST Switch ................................................................................ WARN
The following indications occur immediately:
Fire bell, triple chime, and Jetpipe overheat aurals
REV. 4, 01 MAY 2008 Page 4-26

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
HYD SOV 2 OPEN

HYD SOV 1 OPEN
R ENG SOV OPEN
L ENG SOV OPEN
Additionally, the following also appears if the APU is operating:
APU SOV OPEN
All indications and aurals disappear when the TEST switch is

released.
TEST Switch .................................................................................... FAIL
Hold the switch in this position. The following indications occur:
A single chime is heard.
REV. 4, 01 MAY 2008 Page 4-27

R JET OVHT FAIL

L JET OVHT FAIL
APU FIRE FAIL
R FIRE FAIL
L FIRE FAIL
All indications disappear when the TEST switch is released.
Firex Monitor Panel

ENGINE BOTTLE 1 and 2 Switches .............................................. TEST
Check for the following advisory messages:
R SQUIB 1
L SQUIB 1
R SQUIB 2
L SQUIB 2
ENGINE BOTTLE 1 and 2 Switches ............................................ NORM

Check that the EICAS advisory messages disappear.
CARGO BOTTLE Switch ............................................................ TEST 1
Check for the following indications:
Triple chime and Smoke aural
SMOKE CARGO
REV. 4, 01 MAY 2008 Page 4-28

CARGO SQUIB 1
CARGO BOTTLE Switch ............................................................ TEST 2

Check for the following indications:
Triple chime and Smoke aural
SMOKE CARGO
REV. 4, 01 MAY 2008 Page 4-29

CARGO SQUIB 2
All indications disappear when the switch is released.
External Lights Panel
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
Fuel Panel CHECKED CAPT

All Switchlights ................................................................... CHECK OUT
Check that INOP on fuel boost pump switchlights illuminate
amber and tank quantities on the EICAS primary page are
normal.
REV. 4, 01 MAY 2008 Page 4-30

1
Bleeds CHECKED CAPT
Note: 1 The following procedure or test shall be performed on

the first flight of the day.
DUCT MON Switch........................................................... Hold at TEST
Triple chime, BLEED-AIR DUCT aural.

R 14TH DUCT
L 14TH DUCT
R 10TH DUCT
L 10TH DUCT
ANTI-ICE DUCT
DUCT TEST OK
On the BLEED AIR panel verify red DUCT FAIL illuminates in

the 14TH STAGE and 10TH STAGE switchlights:
On the ANTI-ICE panel verify the red OVHT/DUCT fail lights

appear.
REV. 4, 01 MAY 2008 Page 4-31

DUCT MON Switch ..................................................................NORMAL

All bleed-air duct overheat indications are removed.
L and R 14TH STAGE Switchlights ..................................SELECTED IN

Note: The 14th-stage bleed-air switchlights are selected in and
remain in that position until the terminating checklist.
14TH STAGE ISOL Switchlight ....................................SELECTED OUT
L and R 10TH STAGE Switchlights ..............................SELECTED OUT
1
Hydraulic Panel CHECKED CAPT
WARNING: Ensure that all flight control surfaces are clear before
powering any hydraulic system.

EICAS Hydraulic Page .............................................................. SELECT
Hydraulic Fluid Temperatures .................................... CHECK NORMAL
PUMP 1B, 3B, and 2B Switches ........................................................ON
PUMP 3A ......................................................................................... OFF
Check that pressures and hydraulic fluid quantities for systems
1, 2, and 3 are normal.
PUMP 1B, 3B, and 2B Switches ................................................... AUTO
Check that no HYD PUMP caution messages illuminate.
PUMP 3A Switch ................................................................................ON
Start/Ignition Panel
All Switchlights .................................................................... OFF/FLUSH
ELT ARMED RESET CAPT

POSITION
REV. 4, 01 MAY 2008 Page 4-32

PASSENGER and CREW O2 CHECKED CAPT

Check the PASS OXY switchlight to ensure the ON light is
extinguished and the switchlight is guarded.
Check crew O2 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
Pressurization Panel CHECKED CAPT

MAN ALT Switch .................................................................CENTERED
MAN RATE Selector .................................................. FULL DECREASE
Check that ECS synoptic page shows cabin differential
pressure at zero, cabin altitude at approximately the field
elevation, and cabin rate of climb is zero.
EMER DEPRESS .............................................GUARDED LIGHT OFF
PRESS CONTROL Switchlight....................................MAN LIGHT OFF
Air Conditioning Panel CHECKED CAPT

Temperature Control Mode ............................................................AUTO
RAM AIR Switchlight..................................GUARDED/EXTINGUISHED
Packs .......................................WITH APU ESTABLISHED, PACKS ON
CARGO Switch ..........................................................................FAN AIR
If aircraft is equipped with conditioned air it should be on only
when live cargo is carried and outside air temperature at/or
below 50F or 10C.
Cabin and Duct temperatures................................................ CHECKED
REV. 4, 01 MAY 2008 Page 4-33

Anti-ice Panel
Anti-ice Switches .............................................................................. OFF

L and R Windshield Heat Switches ................................................. LOW
Note: Normally, the LH and RH WSHLD switches are selected
to LOW prior to taxi. It is recommended however, that
when ambient temperatures are above 30C (86F), to
delay selection of the WSHLD switches to LOW until
after takeoff. The L (R) WSHLD HEAT and/or WINDOW
HEAT caution messages may still come on momentarily.
L and R Probes ................................................................................ OFF
1
Ice Detector Test COMPLETE CAPT

DET TEST Switchlight................................................................... PUSH

If the wing leading-edge internal temperature is less than or equal
to 18C, then check for the following indications:
ICE
If the wing leading-edge internal temperature is greater than 18C,

check the following indication:
ICE
This test identifies an inoperative ice detector.
REV. 4, 01 MAY 2008 Page 4-34

Emergency Lights ARMED CAPT

Ensure EMER LTS OFF caution message is not displayed.
Standby Compass CHECKED CAPT
Compare the Captains and First Officers HSI headings on the

PFDs and MFD to the Standby Compass.
Note: Heading information may be affected by magnetic
disturbances created by ground equipment.
Glareshield
MASTER WARNING and MASTER CAUTION Switchlights ........... OUT
1 EGPWS Test COMPLETE CAPT

CAPT or FO EGPWS-G/S
Switchlight.....................................................PRESS MOMENTARILY
REV. 4, 01 MAY 2008 Page 4-35

EGPWS FAIL
WINDSHEAR FAIL
TERRAIN FAIL
PULL UP
GND PROX
Glideslope aural warning sounds (mode 5 operational).

Whoop, whoop, pull up aural warning sounds (mode 1
through 4 operational).
Windshear, windshear, windshear aural warning sounds
(mode 7 operational).
Terrain, whoop, whoop, pull up aural warning sounds.
EGPWS and WINDSHEAR FAIL status messages extinguish
(EGPWS data bus operational).
TERRAIN FAIL status messages extinguish
1
Stall Test COMPLETE CAPT
WARNING: Both stall protection system switches must remain on
for all phases of flight.
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
REV. 4, 01 MAY 2008 Page 4-36


Check that CONT IGNITION ON light and CONT IGNITION
status message illuminate.
CONT IGNITION
Captains stick shaker is activated.

First officers stick shaker is activated.
Stick pusher is activated, and STALL switchlights flash.

The stick pusher is deactivated and the STALL switchlights
extinguish.
The Captains stick shaker stops.
The First Officers stick shaker stops.
The CONT IGNITION ON light and CONT IGNITION status
message extinguish.
Roll Switchlights
Captains and First Officers ROLL
Switch ............................................................................ LIGHTS OUT
Autopilot Disengage Switchbar..............................................ENGAGED
Side Panels
Check the following on the side panels and adjust as necessary.

LIGHTING Panel Switches .............................................AS REQUIRED
WIPER Selector.....................................................................OFF/PARK
Stall PTCT PUSHER Switch .................................................CHECK ON
Clocks SET (L/R) BOTH
REV. 4, 01 MAY 2008 Page 4-37

EFIS Control Panels CHECKED (L/R) BOTH
Display Control Switches ............................................... AS REQUIRED

Air Data Reference Panel
AIR DATA REFERENCE Switch .................................... AS REQUIRED
Select IN
RA (Verify 50 Feet RA)................................................................... TEST
Display Reversionary Panel

Display Reversionary Selector ..................................................... NORM
In the event of a five-screen operation, ensure that the EICAS
primary display and secondary display are both visible.
Ensure that display brightness is adjusted properly (using
respective BRT/DIM switches) for the existing lighting
conditions.
Primary Flight Display .................................................................CHECK
Check for no annunciations.
Cross-check the ADIs and HSIs.
Altimeter Readout .........................................................CROSS-CHECK
Multifunction Display ............................................................. NO FLAGS
Instrument Panels CHECKED (L/R) BOTH
Cockpit Voice Recorder

CVR TEST Switch ..................... PRESS AND HOLD FOR 5 SECONDS
Check for the green lamp to illuminate.
ERASE Switch ..............................................PRESS FOR 2 SECONDS
EICAS & Standby CHECKED CAPT

Instruments
REV. 4, 01 MAY 2008 Page 4-38

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
1 MLG BAY OVERHEAT TEST COMPLETE CAPT

1 MLG BAY OVHT Switch..............................................................OVHT

Hold switch and check the following indications occur:
MLG BAY OVHT
Triple chime.
The Gear bay overheat aural message is activated.
Release switch, and indications should extinguish.
REV. 4, 01 MAY 2008 Page 4-39

OVHT TEST WARN FAIL Switch ......................................... WARN FAIL

MLG OVHT FAIL
Single chime
Upper Pedestal CHECKED CAPT

FMS................................................................................ AS REQUIRED
Check that no messages are displayed.
MUTE HORN Switch............................................................. GUARDED
Check that the MUTE HORN light is out.
ANTI SKID, Left Switch .............................................................. ARMED
LDG GEAR Lever................................................................. CHECK DN

Check that the landing gear selector lever is in the DN position
and three DN indicators are displayed on the EICAS primary
display.
LAMP TEST ............................................................... TEST CH1 & CH2
Note: If the APU is not running, the APU PUMP FAIL light will
not illuminate.
OVSP TEST Switch ...........................................................SEL 1, SEL 2
Check the following indication:
Overspeed clacker activates.
IND LTS Switch ........................................................................ BRT/DIM
Check that indicator light intensity responds to the appropriate
selection. Set intensity as required.
REV. 4, 01 MAY 2008 Page 4-40

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.
Thrust Lever Quadrant CHECKED CAPT

PITCH and ROLL DISC Handles........................................ IN/STOWED
GND LIFT DUMPING ....................................................................AUTO
EMER STOW Switchlights...................................................OFF/FLUSH
FLIGHT SPOILER Lever ...................................................RETRACTED
THRUST Levers ....................................................................SHUT OFF
FLAPS Selector .......................................................................... CHECK
Flap position, on the FLIGHT CONTROLS synoptic page,
should agree with the flaps selector setting.
REV. 4, 01 MAY 2008 Page 4-41

Thrust Reversers ARMED & INDICATED CAPT
Check that the following indications occur:
L REV ARMED
R REV ARMED
1 Avionics CHECKED CAPT

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:
REV. 4, 01 MAY 2008 Page 4-42

Verify the following on the MFD
TCAS system test OK aural message activates after

approximately 8 seconds.
Note: TCAS system test failure is indicated by TCAS system
test fail aural message and TCAS FAIL caution
message on the MFDs and PFDs.
Radio Tuning Unit, ATC Page
ALT Line Select Key................................................................ PRESS
This turns on the altitude reporting mode.
Check that the ATC page indicates ALT ON and the displayed
altitude corresponds to the current airfield elevation.
Audio Control Panel

All Receive and Transmit Switches.................................AS REQUIRED
VOICE/BOTH Switch .....................................................................BOTH
MASK/BOOM Switch ....................................................................BOOM
EMER/NORM Switch....................................................................NORM
Public Address System............................................................... CHECK
Select PA on the transmit selector.
Check that the public address message is audible.
REV. 4, 01 MAY 2008 Page 4-43

Weather Radar Panel

1Weather Radar Mode Select Switch............................................. TEST
Test in accordance with Chapter 7 Weather Radar Preflight.
Weather Radar Mode Select Switch ................................................ OFF
Backup Tuning Unit

Backup RTU TUNE INHIBIT
Switchlights ..................................................................... OFF/FLUSH
FMS Tune Inhibit Switch .................................................................... UP
Backup Mode Selector Switch .......................................................STBY
Check that the backup tuning unit shows the frequency on COM 1
and NAV 1.
1Stab Trim & Mach Trim CHECKED & ON BOTH

Engage STAB TRIM and MACH TRIM switches.

Complete a functional check of the STAB TRIM system by activat-
ing trim switches on both sides to ensure movement in the
selected direction.
Display/ARINC Fan Panel

DSPLY and ARINC Fan Switches ................................................ NORM
Engine Speed Switches ON CAPT

APR Switches ............................................................................ ARMED
VIB Switch ........................................................................................ OFF
REV. 4, 01 MAY 2008 Page 4-44

1
Trims CHECKED CAPT

AIL TRIM Switches ..................................................................... CHECK
Check for aileron trim travel in both directions.
Return the aileron trim to the green position.
RUD TRIM Switch....................................................................... CHECK
Check for rudder trim travel in both directions.
Return the rudder trim to the green position.
Lighting Panel
DSPL, INTEG, FLOOD,
and CB PNL Lighting
Switches .....................................................................AS REQUIRED
Yaw Damper Panel
YD 1 and YD 2 Switches ......................................................... ENGAGE

Yaw Damper Caution message extinguished.
YD1 and YD2 Status messages extinguished.
Source Select Panel NORMAL CAPT

ATTD HDG, AIR DATA,
EICAS, and DSPL CONT Switches ..........................................NORM
Lower Pedestal CHECKED CAPT
LG PULL Handle...................................................................... STOWED
REV. 4, 01 MAY 2008 Page 4-45

Cargo Firex Panel

CARGO FIREX NORMAL
and STANDBY Switchlights (4) ...............................................CHECK
CARGO SMOKE PUSH
Switchlights (2) .......................................................... OFF/GUARDED
BOTTLE ARMED PUSH
TO DISCH Switchlights (2) .............................................. OFF/FLUSH
REV. 4, 01 MAY 2008 Page 4-46

Section 2 Required Briefings

A. Release Briefing
1. The PIC shall brief the SIC after having received the
ATC CLEARANCE and prior to starting the BEFORE START
CHECK.
2. Both flight crew members shall become familiar with the
contents of the flight release and all attachments.
3. Both pilots will hold a copy of the flight release portion of the
paperwork while the PIC reads the required briefing items and
the SIC will confirm. As each item on the release is briefed and
verified, each flight crew member should put a check mark
over that item.
4. The flight crew must ensure that no other activity or
distractions (i.e. getting ATIS, clearance, weight & balance,
etc.) occur during the briefing.
Required Release Briefing Items
Note: All asterisk (*) items must be briefed while in the cockpit.
a. Authorized departure time (in ZULU time)
b. * Flight number
c. Destination
d. Alternate/s as required
e. * Minimum fuel
f. *Aircraft tail number
- When the PIC reads aloud the N-Number from the flight
release, the SIC will verbally confirm the correct N-
Number from the aircraft placard.
g. * Preferred fuel
h. Aircraft Equipment Code (e.g. /Q, /W, /G or /A)
- The PIC is responsible to verify the aircraft status with
regard to RVSM and RNAV operation.
i. * Filed flight plan / ATC clearance / RNAV Procedure
- Special emphasis if ATC clearance is different than the
filed flight plan
j. MEL/CDL (if any)
k. Remarks
- Any remarks that affect the flight
l. Verify proper crew
m. Pertinent weather and NOTAMs
n. AeroData Performance
REV. 4, 01 MAY 2008 Page 4-47

B. Jump Seat Briefing

When a person is occupying the jump seat, the Captain is respon-
sible to brief the jump seat occupant/additional crew member
before each takeoff on the items listed on the JUMP SEAT BRIEF-
ING CARD.
C. Takeoff Briefing
The takeoff briefing is a review and description of the departure
flight path with emphasis on anticipated track and altitude restric-
tions. Additional briefing points may be required when an element
of the takeoff and departure is different from those routinely used.
The briefing should be accomplished at the gate prior to engine
start and amended, as required, prior to takeoff.
1. Takeoff Briefing Contents
Note: Takeoff briefings will be accomplished by the PF.
The takeoff briefing must be tailored to the conditions present
for takeoff and shall include, as appropriate, the following
items:
Identify the Pilot Flying
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
REV. 4, 01 MAY 2008 Page 4-48

2. Additional Briefing Items

a. The following items must be briefed when applicable:
- Rejected Takeoff considerations due to field length or
surface contamination
- Takeoff with less than landing minimums
- Takeoff alternate(s)
- 8/20 Takeoff flap setting
Initial pitch attitude and control forces of aircraft
during takeoff
Flap retraction schedule
b. Pitch attitude change during flap retraction
Note: If the Captain is the PF, select the XFR switch so that the
arrow points to the left. If the First Officer is the PF, select
the XFR switch so that the arrow points to the right.
Note: An adequate crew briefing covering the important
aspects of the particular takeoff is a must and cannot be
overemphasized.
It is the responsibility of the Captain to ensure that the
flight crew is familiar with the pertinent takeoff and
departure procedures and any emergency which may
arise.
D. Chautauqua Standard Takeoff Configuration
The parameters, methods, and configurations listed below define
the CHAUTAUQUA STANDARD TAKEOFF. The purpose of a
standardized takeoff is to foster common understanding among
crew members and to abbreviate the takeoff briefing which should
emphasize important factors that may differ from takeoff to takeoff.
The items listed under the CHAUTAUQUA STANDARD TAKE-
OFF will be accomplished and need not be verbally stated during
the takeoff briefing.
E. Chautauqua Standard Takeoff Briefing
Takeoff Method. . . . . . . . . . . . . . . . . . . . . ROLLING
Thrust Rating . . . . . . . . . . . . . . . . . . . . . . . . . FLEX
Flaps Setting. . . . . . . . . . . . . . . . . . . . FLAPS 8/20
Anti-ice Equipment . . . . . . . . . . . . . .AS REQUIRED
RADAR/Terrain Display . . . . RADAR OR TERRAIN
TCAS Takeoff Setting. . . . . . . . . . . . . . . . . . ABOVE
REV. 4, 01 MAY 2008 Page 4-49

Section 3 Before Start

A. Before Start Check
BEFORE START CHECK
Crew O2 and Masks ............ CHECKED 100%/CHECKED BOTH
Pressurization ............................................................... SET CAPT
Passenger Signs ..................................................... ON CAPT
Altimeters....................... ____ SET LEFT & CENTER CAPT
............................ ____ RIGHT & CROSS-CHECKED FO
Fuel Quantity .......................... ____ LBS REQUIRED FO
............................................... ____ LBS ON BOARD CAPT
FMS .................................................... PROGRAMMED BOTH
Antiskid Test ..................................................... COMPLETE CAPT
Takeoff Briefing ............................................COMPLETE PF

1. This is a challenge and response checklist.
2. As soon as practical, after the crew receives the departure
clearance and briefs the takeoff, the BEFORE START check
will be done. This checklist will be accomplished prior to the
Cleared To Start checklist.
B. Before Start Flow
BEFORE START FLOW
Captain FO
Pressurization
Seat Belt Sign
Anti Skid Test
REV. 4, 01 MAY 2008 Page 4-50

Crew O2 and Masks CHECKED 100%/ BOTH

CHECKED
Note: At each pilot station.
INT SVC switch................................................................................... I/C

SPKR switch ..............................................................................SELECT
Select and adjust volume for oxygen flow test.
MASK/BOOM switch..................................................................SELECT
Select to MASK and adjust volume for oxygen flow test.
Regulator flow selector .....................................................................SET
Set to 100%.
PRESS TO TEST AND RESET lever ........................ PUSH AND HOLD
Listen for oxygen flow sound through speaker, check that the
flow indicator shows a yellow cross, then turns black.
I/C switch ........................................................................AS REQUIRED
Emergency flow control switch ......................................................PUSH

Check that the flow indicator shows a yellow cross.
Emergency flow control switch ............................................... RELEASE
Check that the flow indicator turns black.
Mask Operating Levers.......................................................... SQUEEZE
Check that the flow indicator shows a yellow cross and the
harness inflates.
PRESS TO TEST AND RESET
and mask operating levers...................................................... RELEASE
REV. 4, 01 MAY 2008 Page 4-51

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
Pressurization SET CAPT

Select the destination field elevation on the status page using the
LDG ELEV knob on the CABIN PRESS panel.
If the destination field elevation is greater than 8,000 ft., select
8,000 ft. or lower for the duration of climb and cruise, and set
destination field elevation at the beginning of the descent.
Passenger Signs ON CAPT

NO SMKG and SEAT BELTS Switch .................................................ON
On the status page, note:
NO SMOKING
SEAT BELTS
Altimeters ____ SET LEFT & CAPT

CENTER
____ RIGHT & FO
CROSS-CHECKED
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.
REV. 4, 01 MAY 2008 Page 4-52

Both crewmembers will verbally state the altimeter settings.

Example:
CAPT ................................................. 29.92 SET LEFT AND CENTER
FO......................................... 29.92 SET RIGHT AND CROSSCHECK
FUEL QUANTITY ___ LBS REQUIRED FO

___ LBS ON BOARD CAPT
Fuel Quantity ....................................................STATE THE QUANTITY

The FO will state the MIN FUEL listed on the release and the CA
will verify the actual quantity on board.
Ensure that the fuel temp is within limits on the FUEL synoptic
page and L and R FUEL TEMP LO caution message is not dis-
played on the primary page.
Ensure that the quantity is balanced and corresponds with the dis-
patch release requirements for preferred fuel.
FMS PROGRAMMED BOTH

Ensure FMS flight plan procedures are complete and ACARS data
is set appropriately. Utilize extreme caution to ensure the accu-
racy of the SID loaded in the FMS.
FLPN Page
Enter departure and arrival airports. On DEP/ARR page, select
departure runway, and if applicable, SID and transition. Select
destination arrival if applicable.
On FLPN page enter flight number and alternate airport if
applicable
Enter flight plan route as cleared by ATC.
LEGS Page
Both pilots select MFD FORMAT to PLAN MAP with DCP.
One pilot will scroll through all the waypoints using the keys
while the other will confirm the routing with the computer flight
plan or appropriate departure, enroute, and arrival charts.
Select MFD FORMAT to FMS MAP
REV. 4, 01 MAY 2008 Page 4-53

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
RADIO Page
Enable auto tuning
LEGS Page
Review entered route against ATC clearance
Note: The information is displayed on the Primary EICAS in the

form of the N1 target value. Refer to POH Chapter 9,
Performance, or Collins FMS Pilot Guide for more
information.
Anti-Skid Test COMPLETE CAPT
Anti-Skid Switch ......................................................................... ARMED

Parking Brake................................................................................... OFF
Note: This test will be performed while holding toe pressure on
the brake pedals or with wheel chocks inserted.
REV. 4, 01 MAY 2008 Page 4-54

ANTI-SKID TEST Switch ...............................................HOLD AT TEST

A/SKID INBD
A/SKID OUTBD
ANTI-SKID TEST Switch ........................................................ RELEASE

The messages disappears after approximately 6 seconds.
Note: If either caution message fails to come on or if after
releasing the anti-skid TEST switch, either caution
message remains on, the anti-skid system must be
assumed to have failed.
CAUTION: Do not reset the parking brake until both the A/SKID
INBD and A/SKID OUTBD have extinguished. Setting
the brake with either or both of these messages
illuminated will interfere with the test sequence and
indicate a failed test.
Takeoff Briefing COMPLETE PF

The PF will accomplish the takeoff briefing.
REV. 4, 01 MAY 2008 Page 4-55

C. Cleared to Start Check
CLEARED TO START CHECK
APU/AC Electrics ............................. CHECKED CAPT

Paperwork ....................................... ON BOARD CAPT
Trims ....................................... GREEN & ____ CAPT
Doors ............................... CLOSED & LOCKED CAPT
Beacon .......................................................... ON CAPT
Fuel Pumps & Gravity X-Flow .... ON & CLOSED CAPT
Ignition .....................................................ARMED CAPT
PEDS ........................................................ OFF BOTH
Seatbelt & Shoulder Harness............ FASTENED BOTH
Bleeds/Packs ......................... SET FOR START CAPT
ENGINES START
1. This is a challenge and response checklist.The items above
the line will be accomplished prior to aircraft movement.
2. The item below the line is completed with the checklist when
ready for engine start.
3. Prior to commencing the checklist, reset the total fuel used
counter to zero using the EICAS menu page.
4. When all passengers are on board and the station personnel
have indicated that the flight has been closed out and the jet
bridge (if used) is withdrawn from the aircraft, the Flight
Attendant will check with the Captain before closing the
passenger door.
5. When the jet bridge has been removed and the cabin door has
been closed, the aircraft is ready for engine starting. Cleared
to Start checklist can then be completed. When this has been
accomplished, the First Officer will contact the appropriate
ground facility to obtain a pushback clearance (if necessary).
In the hub operations where a capturing tug device is used
(and the aircraft has not already been captured), the capture
may commence at the Captains direction at any time after all
doors are closed.
6. All pushbacks must be accomplished using the ground crew
interphone system. This is the normal procedure. If the
handset/interphone is found to be inoperative or unavailable,
the exception as defined in the GOM applies.
REV. 6, 01 DEC 2008 Page 4-56

7. Prior to pushback or taxi, the Flight Attendant must verify with

the Captain, Cabin is secure to taxi.
8. When appropriate clearances have been received, the Captain
will advise the pushback crew to begin the pushback. The
engines can be started during the pushback if so advised by
the pushback crew and only after receiving clearance to start
from the pushback crew.
9. The Captain will handle all required communications during
pushback procedure. The First Officer will perform all required
engine starts and must focus full attention on the engine
instruments while monitoring for abnormal engine starts.
The Captain has the final authority over which
crewmember performs the engine starts.
CAUTION: Only one engine may be operating while under tow.
WARNING: A crossbleed start is NOT allowed during pushback.
The forward force opposing the pushback may
damage the towbar and/or the nose wheel.
WARNING: A cross bleed start will not be accomplished during
aircraft ground surface movement. If a cross bleed
start is to be accomplished the parking brake must be
set prior to advancing the thrust and initiating the
start sequence.
D. Cleared to Start Flow
CLEARED TO START FLOW
CAPTAIN FO
TRIMS
Fuel Pumps/
Beacon
Gravity Cross Flow
Ignition (A For
PEDs
Captain, B For FO)
PEDs
REV. 6, 01 DEC 2008 Page 4-57

1. Pushback Actions and Callouts
Event Cockpit Ground Personnel

Prior to Cleared To Start Check com- Connect tow bar.
Pushback plete to the line. Connect tug.
Ensure cabin is secure. Tug is in PARK and BRAKES
Verify nosewheel steering is set.
OFF. Remove all wheel chocks.
Ensure equipment, personnel,
and passengers clear for push-
back.
Wing-walkers present and
ready.
When Obtain pushback clearance
Pushback is and repeat pushback instruc-
desired tions.
CLEARED TO PUSH, TAIL __
CONFIRM STEERING OFF,
BRAKES RELEASED
BRAKES ARE RELEASED,
STEERING IS OFF, READY FOR
PUSHBACK
Push the aircraft in the desired
direction.
Push Back SET BRAKES
Complete BRAKES ARE SET - OK TO
DISCONNECT Disconnect tow bar and inter-
phone cable.Give appropriate
hand signal.
APU/AC Electrics CHECKED CAPT

Verify that the APU generator is on and all external power is
disconnected.
Paperwork ON BOARD CAPT

It is the flight crews responsibility to ensure that the proper docu-
ments are on board prior to engine start. Reference the GOM for
a list of the required paperwork.
REV. 5, 01 NOV 2008 Page 4-58

Trims GREEN & ____ CAPT

Verify that aileron and rudder trim indicators are green and set
to neutral position.
Note: When the aileron and rudder trim indicators are
centered, they are green on the ground and white in
flight.
Verify that the stabilizer trim indicator is green and set as
required. This setting must be announced out loud.
Set stabilizer trim for correct takeoff range as determined from
weight and balance calculations (See Gee Wheel).
Doors CLOSED & CAPT

LOCKED
Check that no red or amber EICAS door messages are
displayed.
Check that the crew escape hatch is secure, the locked marks
are aligned, and the handle is stowed.
Check the cockpit door is closed and locked securely.
Beacon ON CAPT
Fuel Pumps & Gravity X- ON & CLOSED CAPT

Flow
L and R BOOST PUMP Switchlights .................................. SELECT ON
REV. 4, 01 MAY 2008 Page 4-59

Check that the following lights are illuminated:
L FUEL PUMP ON
R FUEL PUMP ON
GRAVITY XFLOW Switchlight........................................ SELECT OPEN

Check that the following light is illuminated:
L FUEL PUMP ON
R FUEL PUMP ON
GRAV XFLOW OPEN
GRAVITY XFLOW Switchlight................................... SELECT CLOSED

GRAVITY XFLOW OPEN switchlight extinguished.
GRAV XFLOW OPEN status message extinguished.
REV. 4, 01 MAY 2008 Page 4-60

Ignition ARMED CAPT

IGNITION Switchlight A or B................................................. SELECT IN
Use ignition A for Captains legs. Use ignition B for FOs legs.
PEDs OFF BOTH

Both crew members will ensure that all of their portable electronic
devices are turned off and properly stowed for flight.
SEATBELT & SHOULDER FASTENED BOTH

HARNESS
The seatbelt and shoulder harness will be fastened during all
operations below 18,000 feet.
Bleeds/Packs SET FOR START CAPT

The bleeds will be configured in accordance with the starting
engines section for the appropriate type of start.
The packs will be turned off for all starts.
ENGINES START
REV. 6, 01 DEC 2008 Page 4-61

Section 4 Starting Engines

When ground crew has given an engine start signal, the Captain
will state Cleared to start left (or right) engine.
Normally the right engine is started first. On the first flight of the
day, however, the left engine is started first to verify the fuel check
valve.
L or R ENG START Switchlight ............................................. PRESS IN
On the status page verify:
IGNITION A
or
IGNITION B
and
L ENGINE START
or
R ENGINE START
Note: The FO starts the chronometer when the L or R ENGINE

START status message appears on the status page.
The following engine instrument verification is required (silent):
N2 ........................................................................VERIFY INCREASING
Oil Pressure ........................................................VERIFY INCREASING
N1 ........................................................................ VERIFY INCREASING
ITT.................................................................... VERIFY BELOW 120 C
N2 20%.............................................L OR R THRUST LEVER TO IDLE
Fuel Flow.............................................................VERIFY INCREASING
Light Off........................................................VERIFY INCREASE IN ITT
55% ..........................................................VERIFY L OR R ENG START
STATUS MESSAGE DISAPPEARS
The following parameters indicate a stable engine at ISA:
N1 ................................................................................. 22 TO 25% RPM
ITT ..................................................................................... 450 to 600 C
N2 ................................................................................ 56.5 to 68% RPM
Fuel Flow..............................................APPROXIMATELY 350 LBS/HR
Oil Pressure .................................................... GREATER THAN 25 PSI
REV. 4, 01 MAY 2008 Page 4-62

The following callouts are required during all engine starts:

N2 rotation
20% N2
ITT below 120
Light Off
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.
If both engines are to be started using APU bleed air,

the operating engine's thrust must not exceed 70% N2.
L and R PACKS ............................................................................... OFF

L and R PACK OFF lights and status messages come on.
With the APU operating:
APU LCV ...................................................................................... OPEN
APU LCV OPEN light on,
APU LCV OPEN status message on.
For engine to be started:
L or R ENG .................................................................................. START

Press and Hold ENG START push button for three (3)
seconds.
Begin timing for Starter Limits.
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.
REV. 4, 01 MAY 2008 Page 4-63

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.
If N2 stabilizes at more than 2% below chart idle speed,

do not advance thrust levers above 70% N2 until core
speed is stabilized within normal limits.
Before starting other engine:
Fuel feed check valve test................................................... COMPLETE
To verify fuel system check valve operation.
L and R FUEL PUMP ON advisory messages on.
L and R BOOST PUMP ON lights on.
Fuel Pumps ...................................................................................... OFF
L or R FUEL LO PRESS caution message comes on for the
non-operating engine.
If after two (2) minutes and the FUEL LO PRESS caution mes-
sage is still not displayed for the non-operating engine:
Non-operating engine.............................................................. Dry motor
For a maximum duration of 30 seconds.
Applicable FUEL LO PRESS caution message should be
displayed during motoring as the residual fuel pressure is
reduced.
REV. 4, 01 MAY 2008 Page 4-64

Note: Absence of the low pressure caution message on the

ElCAS is an indication that the fuel feed check valve has
failed in the open position.
Fuel Pumps........................................................................................ ON
L and R BOOST PUMP ON lights come on;
L and R BOOST PUMP INOP lights go out;
L and R FUEL PUMP ON advisory messages come on; and
Applicable FUEL LO PRESS caution message goes out.
Other engine .................................................................................... Start
If the other engine is to be started using APU bleed air:

Thrust lever of operating engine ......................................................IDLE
For the engine to be started:
L or R ENG ................................................................................. START

on.
Left or right thrust lever.................................................Advance to IDLE
Fuel flow increasing
Engine instruments .................................................................... CHECK
Indications.
APU EGT indications ................................................................ CHECK
Within normal limits.
REV. 4, 01 MAY 2008 Page 4-65

B. Engine Start - External Air

CAUTION: When starting engines in close quarters, consideration
should be given to jet blast.
AC power .............................................................................ESTABLISH
External air supply............................................................ CONNECTED
L and R PACKS................................................................................ OFF
L and R PACK OFF lights and status messages come on.
Note: The external air source must be capable of supplying 45
psi manifold pressure at the initiation of start, however,
lower pressure units, dependent upon altitude and flow,
have been proven satisfactory.
APU LCV........................................................................................ Close
APU LCV OPEN light goes out, and
APU LCV OPEN status message goes out.
ECS page ........................................................SELECT AND MONITOR
Thrust levers (both) ....................................................................... Check
SHUT OFF position.
For the engine to be started:
L or R ENG...................................................................................START
on.

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
REV. 4, 01 MAY 2008 Page 4-66

Note: Idle N2 speed changes approximately 1% per

10 C OAT.
If N2 stabilizes at more than 2% below chart idle speed,
do not advance thrust levers above 70% N2 until core
speed is stabilized within normal limits.
Before starting other engine:
Fuel feed check valve test ....................................................... Complete
To verify fuel system check valve operation.
L and R FUEL PUMP ON advisory messages on.
L and R BOOST PUMP ON lights on.
(a) Fuel Pumps.. ......................... ...................................................... Off
FUEL LO PRESS caution message comes on for the non-
operating engine.
If after two (2) minutes and the FUEL LO PRESS caution message is
still not displayed for the non-operating engine:
(b) Non-operating engine.........................................................Dry motor
for a maximum duration of 30 seconds.
Applicable FUEL LO PRESS caution message should be
displayed during motoring as the residual fuel pressure is
reduced.
ElCAS is an indication that the fuel feed check valve has
failed in the open position.
(c) Fuel Pumps .................................................................................. ON
L and R BOOST PUMP ON lights come on;
L and R BOOST PUMP INOP lights go out;
L and R FUEL PUMP ON advisory messages come on; and
Applicable FUEL LO PRESS caution message goes out.
Other engine ................................................................................ START
If starting other engine using external air:

L or R ENG ................................................................................. START
REV. 4, 01 MAY 2008 Page 4-67

Engine Starting When N2 reaches 20% RPM and ITT is below 120C:
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
REV. 4, 01 MAY 2008 Page 4-68

C. Engine Start - Cross-Bleed

WARNING: A crossbleed start is NOT allowed during pushback.
The forward force opposing the pushback may
damage the towbar and/or the nosewheel.
WARNING: A cross bleed start will not be accomplished during
aircraft ground surface movement. If a cross bleed
start is to be accomplished the parking brake must be
set prior to advancing the thrust and initiating the
start sequence.
CAUTION: This procedure requires the use of higher than normal
thrust settings on the ground. Ensure that intake and
exhaust areas of the operating engine are secure.
When starting engines in close quarters, consideration
should be given to the effects of jet blast.
IGNITION A or B Switch ..................................................................ARM
A will be used for Captains legs, B will be used for FO legs.
- IGNITION A or B
Arm Light........................................................... ON
L and R PACK Switchlights................................................. CHECK OFF
- OFF Lights ........................................................ ON
- L and R PACK
OFF Status Message ........................................ ON
Thrust Lever
(Engine to Be Started)..................................... CHECK AT SHUTOFF
APU LCV .................................................................................... CLOSE
- OPEN Light .....................................................OUT
- APU LCV OPEN
Status Message ..............................................OUT
L or R 10TH STAGE
BLEED AIR Switch
(For Operating Engine) ............................................................. OPEN
- L or R CLOSED Light......................................OUT
- L or R 10TH
SOV CLSD
Status Message ..............................................OUT
ECS Page ....................................................... SELECT AND MONITOR
REV. 4, 01 MAY 2008 Page 4-69

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
Engine Instruments .....................................................................CHECK

- Starter Disengages.....................................55% N2
- IGNITION A or B
Advisory Message .......................................... OUT
- L or R ENGINE START
Status Message.............................................. OUT
- ITT .................................................... 450 to 600 C
- The maximum during start is 900 C N1 22% TO 25% RPM
- N2 ..................................................56.5 TO 68.0%
Note: Idle N2 speed changes approximately 1% per 10 C
OAT. If N2 stabilizes at more than 2% below chart idle
speed, do not advance thrust levers above 70% N2 until
core speed is stabilized within normal limits.
- Oil Pressure Normal Range ...........ABOVE 25 PSI
Thrust Lever of
First Engine ................................................................................. IDLE
Accomplish when the starter disengages.
REV. 4, 01 MAY 2008 Page 4-70

Section 5 After Start Check

AFTER START CHECK
1Fuel Check Valve ............................ CHECKED CAPT
Ignition ........................................................ OFF CAPT
Bleeds/Packs........................................ SET/ON CAPT
1
Anti-ice System ............................... CHECKED BOTH
Wing & Cowl Heat .............................. -----/----- BOTH
Probes .......................................................... ON CAPT
1APR................................... TESTED & ARMED CAPT
AC & DC Synoptic Pages ................. CHECKED CAPT
Transponder ................................................... ON CAPT
Nose Wheel Area ................................... CLEAR CAPT
Rudder.............................................. CHECKED CAPT
Nose Wheel Steering............................. ARMED CAPT
2. The items above the line are completed using a flow pattern.
3. The items below the line are completed with the checklist and
only after the nosewheel area is clear.
Note:Do not accelerate engine until oil pressure has stabilized below 116
psi. A high-vortex noise may occur during stationary engine runup
to high power in crosswind or tailwind conditions. This phenomenon
is not harmful to the engines and may be ignored.
A. After Start to the Line Flow
AFTER START TO THE LINE FLOW
Captain FO
Generators Ignition
1
APR Test Bleeds/Packs
1
AC/DC Anti-Ice
Synoptic Pages System
Wing & Cowl

Transponder Heat
Probes
REV. 6, 01 DEC 2008 Page 4-71

1
Fuel Check Valve CHECKED CAPT

Note: The check may be done in reverse if operationally
necessary.
Before starting the right engine, select both Fuel Boost Pumps
OFF.
L and R BOOST PUMP INOP lights illuminate.
L FUEL PUMP
R FUEL PUMP
R FUEL LO PRESS
Select both fuel boost pumps back ON and start the right engine.
After Starting Second Engine

If L or R FUEL LO PRESS caution message is on:
Affected Thrust Lever .............................................................ADVANCE
Momentarily increase thrust to approximately 5% N2 above IDLE,
and check that the L or R FUEL LO PRESS caution message goes
out.
Generators
The generators are selected on
GEN 1 OFF and GEN 2 OFF caution messages extinguished.
Ignition OFF CAPT
REV. 4, 01 MAY 2008 Page 4-72

Bleeds/Packs SET/ON CAPT

Bleeds are set in the appropriate configuration:
APU Available - LCV and ISOL Valve Open /
10th Stage Closed
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.
1 Anti-ice System CHECKED BOTH

FO..........................................................................PERFORMS CHECK

CAUTION: When on the ground, do not rely on airframe visual
icing cues or the ice detector system before turning the
engine cowl anti-ice system on. Use the temperature
and moisture criteria specified in Chapter 2 -
LIMITATIONS - OPERATING LIMITATIONS. Delaying the
use of cowl anti-ice until ice buildup is visible from the
flight compartment may result in ice ingestion and
possible severe engine damage and/or flameout.
Note: Both L and R 14TH STAGE shut-off valves must remain
open throughout the normal operation of the airplane.
Wing / Cowl Anti-ice and 14th Stage Valve check:

L and R 14TH STAGE BLEED AIR...........................................CLOSED
L and R CLOSED lights come on and L and R 14TH SOV
CLSD status messages come on.
L and R 14TH STAGE BLEED AIR............................................... OPEN
L and R CLOSED lights and 14TH SOV CLSD status
messages out.
REV. 6, 01 DEC 2008 Page 4-73

ANTI-ICE, LH and RH COWL switches .............................................ON

Check that both engines' ITT indications increase
Note: There is no requirement to wait until L and R COWL ICE
caution messages go out during this check.
WING ANTI-ICE switch ................................................................ NORM
The following caution messages come on briefly, then goes
out:
L WING ANTI-ICE
R WING ANTI-ICE
Note: There is no requirement to wait until L and R WlNG

ANTI-ICE caution messages goes out during this check.
Check that both engines' ITT indications increase.
N2 gauges change color to indicate wing anti-ice on. (addition
of amber range).
14TH STAGE ISOL switch ............................................................ OPEN

ISOL OPEN light and 14TH ISOL OPEN status message come
on.
14TH STAGE ISOL switch .......................................................... CLOSE
ISOL OPEN light and l4TH ISOL OPEN status message go
out.
WING ANTI-ICE switch .................................................. AS REQUIRED
N2 gauges change color to indicate wing anti-ice off. (amber
range disappears) if wing anti-ice is switched off.
ANTI-ICE, COWL LH and RH switches ......................... AS REQUIRED
Wing & Cowl Heat -------/------- BOTH

The FO will select the wing and cowl heat on as briefed by the
Captain regarding the requirements of each per Chapter 2 limita-
tions, Ground Operations in icing conditions. Both crewmembers
will respond to the actual switch position of the wing and cowl
heat.
REV. 6, 01 DEC 2008 Page 4-74

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
Check for the EICAS status message: APR TEST 1 OK
APR TEST 1 OK
REV. 6, 01 DEC 2008 Page 4-75

APR Switch ................................................................................. TEST 2
Check for the EICAS status message: APR TEST 2 OK
APR TEST 2 OK
CAUTION: If an APR INOP caution message is displayed, select

the ENGINE CONTROL, APR switch to OFF and use
APR-off performance. Refer to Chapter 5; ABNORMAL
PROCEDURES - POWER PLANT - APR FAILURE.
AC & DC Synoptic Pages CHECKED CAPT

Reviewing the AC and DC electrics synoptic pages, the Captain
verifies:
All buses are powered.
The loads, voltages, and frequencies are within normal ranges.
The flow lines are green.
No abnormal messages are displayed.
Transponder ON CAPT
The transponder is selected to the side of the PF.
REV. 4, 01 MAY 2008 Page 4-76

WARNING: Ensure that the parking brake is set, the tow bar is
disconnected and clear, and the rudder area is clear.
Instruct the ground crew to disconnect and revert to

hand signals. Only after receiving the all-clear signal
should the aircrew proceed below the line.
Nose Wheel Area CLEAR CAPT
Rudder CHECKED CAPT
EICAS Control Panel (ECP) ......................................................... F/CTL

Verify nose wheel steering switch off.
The Captain moves the rudder pedals full travel and confirms
on the synoptic page that maximum deflection is obtained
without binding.
EICAS Control Panel (ECP) ........................................................... STAT
Nose Wheel Steering ARMED CAPT

Nose wheel steering switch armed.
REV. 4, 01 MAY 2008 Page 4-77

Section 6 Taxi - General Procedures

A. General
Pilots should allow time for the airplane to respond to each thrust
change.
1. To begin taxi, release the brakes and smoothly increase thrust
to the minimum required for the airplane to roll forward. Once
taxi has commenced, idle thrust is more than adequate for
most conditions. Do not start a turn until sufficient forward
speed has been obtained which allows the airplane to turn at
idle thrust.
Note: The nosewheel should not be turned when the aircraft is
static.
2. Thrust use during ground operation demands sound judgment
and techniques. The air blast effects at relatively low thrust
can be destructive and cause injury. Be aware of aircraft
behind you and likewise avoid following other airplanes too
closely. Jet blast is a major cause of foreign object damage
(FOD).
3. The tendency is to taxi faster than desired, especially during
runway turnoff after landing. The appropriate taxi speed
depends on turn radius and surface condition. The normal
straight-ahead taxi speed should not exceed 20 knots. When
approaching a turn, adjust speed for the surface conditions.
4. At some taxi speeds, usually between 10 and 20 knots, an
increase in airplane vibration can occur. If this occurs, a slight
increase or decrease in speed reduces, or eliminates, the
vibration increasing passenger comfort.
5. Do not be diverted from the primary task of safely taxiing the
airplane. The flight crew should avoid all unnecessary activity
and duties (including paperwork) that can be accomplished at
another time.
REV. 4, 01 MAY 2008 Page 4-78

B. Standard Operating Procedures (SOPs) for Taxiing/Runway

Operations
Training in the use of Standard Operating Procedures (SOPs) for
Taxiing/Runway Operations is designed to reduce the probability
of pilot deviation Runway Incursions. These SOPs are designed
to help increase and maintain pilot vigilance and situational aware-
ness during ground operations thereby avoiding pilot deviation
runway incursions. This training meets the requirements outline
in HBAT 04-04 (AC 120-74 and AC 91-73, as amended).
1. Conduct a pre-taxi/departure briefing (or self-brief) that
includes the expected taxi route and restrictions.
2. Monitor the frequency when initial taxi clearance is called for
to ensure that the taxi clearance is heard.
3. After taxi clearance has been received, determine the runway
assigned, any restrictions, and the taxi route. If in doubt or not
in agreement, seek clarification from ATC.
4. Observe sterile cockpit, especially while taxiing.
5. Have the airport diagram(s) out, available, and in use. As
appropriate, cross check the heading situation indicator (HSI),
airport diagram, and airport signage to confirm aircraft position
while taxiing.
6. Fixed navigation lights (red, green, and white) must be on
whenever the airplane is in motion.
7. Both pilots will monitor the appropriate tower frequency when
anticipating a clearance to cross or taxi onto an active runway.
8. When approaching an entrance to an active runway, both
pilots will ensure compliance with hold short or crossing
clearance by discontinuing non-monitoring tasks (e.g., Flight
Management System (FMS) programming, Airborne
Communications Addressing and Reporting System
(ACARS), company radio calls, etc.).
9. Prior to crossing or taxiing onto any runway, verbally confirm
ATC clearance with other crewmember and visually scan the
runway and approach area.
REV. 4, 01 MAY 2008 Page 4-79

10. Read back all clearances/instructions.

Note: Do not merely acknowledge the foregoing instructions/
clearances by using your call sign and saying Roger or
Wilco. Instead, read back the entire instructions/
clearances including the runway designator.
11. When entering a runway after being cleared for takeoff, or
when taxiing into position and hold, make your aircraft more
conspicuous to aircraft on final behind you and to ATC by
turning on all aircraft lighting.
12. Be especially vigilant when instructed to taxi into position and
hold,'' particularly at night or during periods of reduced
visibility. Scan the full length of the runway and scan for
aircraft on final approach when taxiing onto a runway either at
the end of the runway or at an intersection. Contact ATC
anytime you have a concern about a potential conflict.
a. In instances where you have been instructed to taxi into
position and hold and have been advised of a reason/
condition (wake turbulence, traffic on an intersecting
runway, etc.) or the reason/condition is clearly visible
(another aircraft that has landed on or is taking off on the
same runway), and the reason/condition is satisfied, you
should expect an imminent takeoff clearance, unless
advised of a delay.
b. If landing traffic is a factor, the tower is required to inform
you of the closest traffic that is cleared to land, touch-and-
go, stop-and-go, or unrestricted low approach on the same
runway when clearing you to taxi into position and hold.
Take care to note the position of that traffic and be espe-
cially aware of the elapsed time from the position and
hold clearance while waiting for the takeoff clearance.
c. ATC should advise of any delay in receiving takeoff clear-
ance (e.g., expect delay for wake turbulence) while
holding in position. If a takeoff clearance is not received
within a reasonable time after clearance to position and
hold, contact ATC. Suggested phraseology: (call sign)
holding in position (runway designator or intersection).
REV. 4, 01 MAY 2008 Page 4-80

Note: FAA analysis of accidents incidents involving aircraft

holding in position indicate that TWO MINUTES or more
elapsed between the time instruction was issued to
position and hold and the resulting event (e.g., landover or
go-around). Pilots should consider the length of time they
have been holding in position whenever they HAVE NOT
been advised of any expected delay to determine when it's
appropriate to query the controller.
13. As part of the approach briefing/checklist, review the airport
diagram and anticipated taxi route.
CAUTION: A potential pitfall of pre-taxi and pre-landing planning is
setting expectations and then receiving different
instructions from ATC. Pilots need to follow the
clearance or instructions that are actually received, and
not the ones the they expected to receive.
C. Single-Engine Taxi Procedures
1. It may be desirable to leave the gate with both engines
running and then subsequently shut an engine down. For
example, leaving a parking area that requires both engines
running, or when departure is unexpectedly delayed. In these
cases, if single-engine taxi is desired, follow the shutdown
procedures as described in Engine Shutdown After Gate
Departure below.
2. Single-engine taxi may be initiated provided that jet blast does
not present a hazard to personnel and equipment. If jet blast
would present a hazard to personnel and equipment, do not
initiate single-engine taxi.
3. All single-engine taxi will be conducted with the right engine
operating and the L & R BOOST PUMPS OFF (Pressed
OUT).
4. A cross bleed start may not be accomplished during aircraft
surface movement. The parking brake must be set prior to
advancing the thrust and initiating the start sequence.
D. Single-Engine Taxi is Prohibited:
On the first taxi for departure of the day (Arrival taxi ok)
With the left engine
When ramps or taxiways are contaminated
When RVR is 1,200 or less
CAUTION: If the crew is performing a single engine taxi without the

APU and the operative engine generator falls off line the
crew should expect to perform a cross bleed/battery
start on the other engine.
REV. 4, 01 MAY 2008 Page 4-81

E. One Engine Shutdown After Gate Departure

Select the AC Electrics Synoptic page and ensure the APU is
available for electric power.
Select L & R BOOST PUMPS............................. OFF
Select GEN 1 ...................................................... OFF
Engine Thrust Lever..................................SHUT OFF
F. Nosewheel/Rudder Pedal Steering
1. Straight-ahead steering and large radius turns should be
accomplished with rudder pedal steering only. Avoid stopping
the airplane in a turn, as excessive thrust is required to start
taxiing again.
2. After completing a turn, and prior to stopping, center the
nosewheel and allow the airplane to roll straight ahead for a
short distance.
G. Brakes
Avoid riding the brakes to control taxi speed. If taxi speed is too
high, reduce speed with a steady brake application, and then
release the brakes to permit brake cooling. Continuous braking
should be avoided. Allow for decreased braking effectiveness on
slick surfaces.
H. Turning Radius
The turning radius illustration shows the minimum turning radius
capability. The wing tip of the Regional Jet airplane describes the
largest arc while turning and determines the minimum obstruction
clearance path.
I. Taxiing in Adverse Weather
1. Taxiing in adverse weather conditions requires awareness of
surface conditions. If the taxiways and runways are covered
with snow, slush, or ice, taxi out with the flaps up.
2. Enter the holding pad prior to takeoff, and select takeoff flaps.
The Before Takeoff Checklist can then be completed.
3. When taxiing on a slick surface at reduced speeds, the use of
differential engine thrust may assist in maintaining airplane
trajectory through a turn. Differential braking may be more
effective than nosewheel steering on very slick surfaces.
Reduce speed prior to initiating a turn.
REV. 6, 01 DEC 2008 Page 4-82

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.
REV. 4, 01 MAY 2008 Page 4-83

L. Delayed Engine Start Check
DELAYED ENGINE START CHECK
Fuel Pumps .................................................. ON FO

Bleeds/Packs ......................... SET FOR START FO
Ignition .................................................. ARMED FO
Generator...................................................... ON FO
Ignition ........................................................ OFF FO
Wing & Cowl Heat .............................. ------/----- FO
Bleeds/Packs ........................................ SET/ON FO
1. This is a Do Verify checklist.
2. Captain will call for delayed engine start to the line to initiate
the engine start.
3. During single-engine taxi procedures, at the Captains
discretion, the First Officer may start the remaining engine
during aircraft movement providing the Captain devotes full
attention to aircraft movement and operation.
At no time will an engine start be accomplished while
approaching or crossing a runway.
At no time will the Captain attempt an engine start while
taxiing the aircraft.
Crews are urged to start the engine in time to allow for the
required two (2) minute warm-up and to complete
checklists items.
At no time will a cross bleed engine start be accomplished
during aircraft ground surface movement. The parking
brake must be set prior to advancing the thrust and
initiating the start sequence.
4. Once engine has stabilized, below the line items may be
completed.
FUEL PUMPS ON FO
Select both fuel BOOST PUMPS on (pressed in)
REV. 6, 01 DEC 2008 Page 4-84

Bleeds/Packs SET FOR START FO

The bleeds will be configured in accordance with the starting
engines section for the appropriate type of start.
The packs will be turned off for all starts.
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
Wing & Cowl Heat ------/------ FO

The FO will select the wing and cowl heat on as briefed by the
Captain regarding the requirements of each per chapter 2 limita-
tions, Ground Operations in icing conditions. The FO will respond
to the actual switch position of the wing and cowl heat.
Bleeds/Packs SET/ON FO
- 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.
REV. 6, 01 DEC 2008 Page 4-85

Section 7 Before Takeoff Check
BEFORE TAKEOFF CHECK
Flight Instruments.............................. CHECKED BOTH

T/O Data & Speeds .............. REVIEWED & SET CAPT
Flaps .............. ____ DEGREES & INDICATED CAPT
Flight Controls ................................... CHECKED FO
Fuel Crossflow ............................ MANUAL/OFF FO
Ignition/Anti-ice ............................ ____/____ FO
BTMS ................................................ CHECKED FO
Flight Attendant................................. NOTIFIED FO
CAS................................................... CHECKED FO
............................................................ CLEARED CAPT
Fuel Quantity............. ____ LBS REQUIRED FO
____ LBS ON BOARD CAPT
Lights............................................................. ON CAPT
TOGA Buttons................................... PRESSED CAPT
Takeoff Runway ....................................... ____ CAPT
............................................... HEADING ____ FO

2. The items should be completed using the Flow pattern.
3. The Before Takeoff Check above the Line shall be
accomplished prior to crossing the hold-short line and within a
few minutes of expected departure. The crew shall consider
fuel burn from completion of this part of the checklist up to
brake release when checking MIN FUEL.
4. Below the Line items will be completed after crossing the Hold
Short line as a Challenge-Do-Verify check.
Note: Before commencing this checklist, ensure that the Flight

Attendant has reported, Cabin secure for takeoff.
REV. 4, 01 MAY 2008 Page 4-86

A. Before Takeoff to the Line Flow

BEFORE TAKEOFF TO THE
LINE FLOW
Captain FO
Flaps
Flight Controls
Fuel Crossflow
Flight Attendant
Chimes
Flight Instruments CHECKED BOTH

Both crew members will verify that ALT, IAS, vertical speed,
pitch and HDGS are indicating normal and consistent with
cross side ADC and AHARS indications.
The Captain ensures that the altitude preselected is set to the
initial clearance altitude.
For takeoffs only it is acceptable for the crew to set the
acceleration altitude in the MDA window on the PFD.
Take-Off Data & Speeds REVIEWED & SET CAPT

Both crewmembers will review the type of take-off planned,
take-off engine parameters, and take-off V-speeds.
Flaps ___ DEG & CAPT

INDICATED
The FO moves the flap selector lever to the requested position
and verifies the position indictor on the primary page.
REV. 5, 01 NOV 2008 Page 4-87

Flight Controls CHECKED FO

EICAS Control Panel (ECP) ......................................................... F/CTL
The FO will move the control wheel left and right to full
deflection, and verify movement on the synoptic page. Check
for smooth movement without binding.
Move the control wheel fore and aft to full deflection and verify
movement on the synoptic page. Check for smooth movement
without binding.
Ensure there are no abnormal status or advisory messages on
F/CTL synoptic page, and no abnormal graphic colors. Ensure
that the left and right flap position on the synoptic page
coincide with the indication on the primary page.
Note: If a FLUTTER DAMP FAIL status message (or a
FLUTTER DAMPER status message) is displayed, the
affected flight control (elevator / aileron) will remain
operative.
However, hydraulic fluid level in the affected flutter

damper is approximately 20% of the normal level.
A difference of up to 3 degrees between the left and right

elevator indications on the FLIGHT CONTROLS
synoptic page is allowed. With the horizontal stabilizer
set to neutral (2 units on EICAS) the elevator indication
on EICAS should be in the neutral position (0+0.5). A
tolerance of +1.0 in the indications is allowed. With the
horizontal stabilizer set to 15 units, the elevator
indications on EICAS could be as high as 7(+1.0).
Aileron position indication may disappear from the

FLIGHT CONTROLS synoptic page when the aileron is
moved to full travel. When this occurs at full travel, there
are no operational restrictions and the anomaly should
be disregarded.
EICAS Control Panel (ECP) ........................................................... STAT
REV. 4, 01 MAY 2008 Page 4-88

Fuel Crossflow MANUAL/OFF FO

The First Officer presses in the XFLOW AUTO OVERRIDE
switchlight.
Confirm the following message illuminates: MAN XFLOW
MAN XFLOW
Confirm GRAV XFLOW OPEN advisory message or L or R

XFLOW ON status messages are NOT displayed.
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
Clear ice could build up on the upper surface of the

wings if visible water is present and the wing surface
temperature is at or below freezing.
REV. 6, 01 DEC 2008 Page 4-89

BTMS CHECKED FO
The FO will verify that the BTMS indicators are green.
Flight Attendant Notified FO

The First Officer advises the Flight Attendant of the imminent
takeoff by pressing the Chime button twice slowly. The two HI/
LOW chimes will indicate to the Flight Attendant to be seated and
assume the brace position.
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
FUEL QUANTITY ___ LBS REQUIRED FO

___ LBS ON BOARD CAPT
Fuel Quantity.................................................... STATE THE QUANTITY
The FO will state the MIN FUEL listed on the release and the
Captain will verify the actual quantity on board.
Ensure that the quantity is balanced and corresponds with the
dispatch release requirements.
REV. 6, 01 DEC 2008 Page 4-90

Lights ON CAPT
When the aircraft is on any runway, all exterior lights will be ON
TOGA Buttons PRESSED CAPT

The Captain will press the TOGA Buttons.
The Captain will verify TO/TO on the FMA and the flight
director is present.
The FO will rotate the vertical speed wheel to position the Flight
Director V-bars to a target pitch of 10 nose up noting TO/
PTCH is displayed on the FMA.
Takeoff Runway ___ CAPT

HEADING ___ FO
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.
REV. 5, 01 NOV 2008 Page 4-91

Section 8 Takeoff
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.
2. Aft Center-of-Gravity Effects

a. At aft CG and light weights, nosewheel steering effective-
ness may be reduced. Hold the control wheel slightly
forward to improve nosewheel steering.
REV. 5, 01 NOV 2008 Page 4-92

Section 8 Takeoff
3. Rotation and Liftoff

a. At VR, rotate smoothly toward the target pitch attitude (10)
in one continuous motion. Use a rotation rate of approxi-
mately 3 per second. Correct rotation technique is impor-
tant to ensure that adequate performance is obtained.
Liftoff occurs prior to reaching initial climb target attitude.
After liftoff and once a positive rate of climb has been
established, select landing gear up. Check that all landing
gears are up and locked.
b. With all engines operating, adjust the pitch attitude to
maintain V2 + 15 KIAS to the acceleration altitude.
Note: The flight director guidance on takeoff represents an initial
target for rotation only and does not guarantee that V2 will
be achieved/maintained under all conditions. Pilots must
transition to speed immediately after lift-off.
c. Obstruction clearance, noise abatement, or departure
procedures may require an immediate turn after takeoff.
Minimum airspeed for a turn after takeoff is V2 + 10 knots
with flaps 20. Turns at speeds less than V2 + 10 require
the selection of 1/2 bank to ensure adequate overbank
protection.
d. At acceleration altitude (at or above 1,000 feet AGL),
adjust the pitch attitude to maintain a slight climb rate while
accelerating.
e. At V2 + 20, select flaps up and set climb thrust.
B. Crosswind Takeoff
1. The CRJ200 demonstrates good crosswind control capability
during the takeoff roll. Directional deviations should be
corrected immediately with smooth and positive control
inputs.
2. The aileron becomes effective as the aircraft accelerates
through approximately 80 knots. Use aileron, as needed, to
maintain wings level and rudder to maintain centerline.
C. Static Takeoff Procedure
When a Static Takeoff is required, HOLD the brakes until takeoff
N1 is set. Release the brakes and continue as per the Normal
Takeoff procedure.
Note: When the crosswind component is greater than 10 knots
and a Max Performance takeoff is required, HOLD the
brakes until takeoff N1 minus (-) 5% is achieved, release
the brakes, advance the thrust to takeoff N1 and proceed
as per Normal Takeoff.
REV. 5, 01 NOV 2008 Page 4-93

Section 8 Takeoff
FLAPS 8 TAKEOFF ACTIONS AND CALLOUTS
Rolling Takeoff With Flaps 8
Event CA FO
Shortly BEFORE TAKEOFF FO Flow.

Prior to Takeoff CHECK TO THE LINE. Read Before Take Off
Check to the line.
BEFORE TAKEOFF
CHECK TO THE LINE
COMPLETE.
Crossing the Press TOGA buttons. Select 10 Target Pitch

Hold Short Line Taxi on to the Runway. Attitude on flight direc-
Line up Aircraft with run- tor.
way centerline. Check EICAS.
Confirm proper runway
heading.
BELOW THE LINE.
Complete the before

takeoff check.
BEFORE TAKEOFF
CHECK COMPLETE
If First Officer is YOUR CONTROLS. Transition to rudder

PF pedals aileron control.
MY CONTROLS.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-94

Section 8 Takeoff
Aircraft control changes from CA to PF

Event PF PM
Takeoff Smoothly advance Set takeoff power prior

thrust levers to approxi- to 60 knots and call:
mately 70% N1 and call:
SET THRUST.
THRUST SET.

N1 at target value.
ITT within limits.
Remaining engine
parameters in limits.
Passing 80 KIAS Visually confirm 80 80 KNOTS.

knots. Crosscheck both airspeed
CHECKED indicators.
At V1 If PF, the Captain will V1.

release thrust levers Monitor aircraft flight
and place both hands on instruments.
the yoke. If PM, the Captain will
release thrust levers.
At VR Smoothly rotate aircraft ROTATE.

attitude to match flight
director command bars
approximately 10
Airborne, Posi- Verify positive rate of

tive Climb Indi- climb on the VSI and
cation Altimeter
POSITIVE RATE.
Verify positive rate. Select Gear Up.
GEAR UP. *Check Gear Up Indication.
At V2 + 15 knots SPEED MODE.

Select Speed Mode and
verify speed bug is set
to V2 + 15.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-95

Section 8 Takeoff
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 TUDE.
Or 1,000 feet
AGL whichever Bug airspeed as com-
BUG ___ KNOTS.
is higher manded.
Use 200 or 250 knots as
appropriate.
V2 + 20 V2 + 20.
FLAPS UP.
Select Flaps Up.
Enroute Climb SET CLIMB THRUST Set Clmb Thrust

Maintain enroute climb
speed.
REV. 4, 01 MAY 2008 Page 4-96

Section 8 Takeoff
Static Takeoff with Flaps 8
Event CA FO

Check to the line.
BEFORE TAKEOFF
CHECK TO THE LINE
COMPLETE.

heading.
BELOW THE LINE.
Complete the before

takeoff check.
BEFORE TAKEOFF
CHECK COMPLETE

MY CONTROLS.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-97

Section 8 Takeoff

Event PF PM
Takeoff
Smoothly advance
thrust levers to Thrust
Set position. Verify engine accelera-
tion and N1 target thrust
CHECK THRUST.
is set.
THRUST SET.
Smoothly release the Check the following:

brakes and maintain N1 at target value.
runway centerline with ITT within limits.
rudder steering. Remaining engine
Passing 80 KIAS Visually confirm 80 80 KNOTS.

knots. Crosscheck both air-
CHECKED speed indicators.


approximately 10.

cation Altimeter
Verify positive rate. POSITIVE RATE.
GEAR UP. Select Gear Up.
*Check Gear Up Indication.

to V2 + 15.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-98

Section 8 Takeoff
Event CA FO

AGL HDG OR NAV.
as appropriate
Select HDG or NAV
mode.

AGL If desired

Altitude TUDE.
Or 1,000 feet
AGL whichever Bug airspeed as com-
BUG ___ KNOTS.
is higher manded.
Use 200 or 250 knots as
appropriate.
V2 + 20 V2 + 20.
FLAPS UP.
Select Flaps Up.
Enroute Climb SET CLIMB THRUST Set Climb Thrust

speed.
REV. 4, 01 MAY 2008 Page 4-99

Section 8 Takeoff
Normal Takeoff - Flaps 8
REV. 5, 01 NOV 2008 Page 4-100

Section 8 Takeoff
Flaps 20 Takeoff Actions and Callouts
Rolling Takeoff With Flaps 20

Event CA FO

Check to the line.
BEFORE TAKEOFF
CHECK TO THE LINE
COMPLETE.

heading.
BELOW THE LINE.
Complete the before

takeoff check.
BEFORE TAKEOFF
CHECK COMPLETE

MY CONTROLS.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-101

Section 8 Takeoff

Event PF PM
Takeoff Smoothly advance Set takeoff power prior
thrust levers to approxi- to 60 knots and call:
mately 70% N1 and call:
SET THRUST
THRUST SET

N1 at target value
ITT within limits
Remaining engine
parameters in limits
Passing 80 KIAS Visually confirm 80 80 KNOTS
knots Crosscheck both air-
CHECKED speed indicators
At VR Smoothly rotate aircraft ROTATE
approximately 10
cation Altimeter
Verify positive rate POSITIVE RATE
GEAR UP Select Gear Up
*Check Gear Up Indication
At V2 + 15 knots SPEED MODE
to V2 + 15
Passing 400 feet 400 FEET

AGL HDG OR NAV Select HDG or NAV
as appropriate mode
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-102

Section 8 Takeoff
Event PF PM
Passing 600 feet AUTOPILOT ON

AGL If desired
Select Autopilot on

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

speed
REV. 4, 01 MAY 2008 Page 4-103

Section 8 Takeoff
Static Takeoff with Flaps 20
Event CA FO

Check to the line.
BEFORE TAKEOFF
CHECK TO THE LINE
COMPLETE.

heading.
BELOW THE LINE.
Complete the before

takeoff check.
BEFORE TAKEOFF
CHECK COMPLETE

MY CONTROLS.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-104

Section 8 Takeoff

Event PF PM
Takeoff
Smoothly advance
thrust levers to Thrust
Set position. Verify engine accelera-
tion and N1 target thrust
CHECK THRUST.
is set.
THRUST SET.
Smoothly release the Check the following:

brakes and maintain N1 at target value.
runway centerline with ITT within limits.
rudder steering. Remaining engine
Passing 80 KIAS Visually confirm 80 80 KNOTS

knots. Crosscheck both air-
CHECKED speed indicators.
approximately 10.
cation Altimeter
Verify positive rate. POSITIVE RATE.
GEAR UP. Select Gear Up.
*Check Gear Up Indication.
to V2 + 15.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-105

Section 8 Takeoff
Event PF PM
AGL HDG OR NAV.
as appropriate
Select HDG or NAV
mode.
AGL If desired
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.
speed.
REV. 4, 01 MAY 2008 Page 4-106

Section 8 Takeoff
Normal Takeoff - Flaps 200
REV. 5, 01 NOV 2008 Page 4-107

Section 8 Takeoff
D. Takeoff with Anti-ice On

1. Operating on ramps or taxiways which are contaminated with
surface snow, slush, or standing water when the OAT is 5 C
(41 F) or below can cause the wing leading edge to become
contaminated with ice (e.g., from nosewheel splashing or jet
blast spray). If Type II, Type III or Type IV anti-icing fluids have
been applied, select the wing anti-ice system ON just prior to
takeoff, 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.
2. The wing anti-ice system must be ON for final taxi and takeoff
when the OAT is 5 C (41 F) or below and visible moisture in
any form is present below 400.
3. The wing anti-ice system must be ON for final taxi and takeoff
when the OAT is 5 C (41 F) or below and the runway is
contaminated with surface snow, slush, or standing water.
4. When Type II, Type III or Type IV anti-icing fluids have been
applied, the wing anti-ice system must only be selected ON, if
required, just prior to thrust increase for takeoff.
5. The cowl anti-ice system must be ON when the OAT is 10 C
(50 F) or below and visible moisture in any form is present,
such as fog with visibility of one mile or less, rain, snow, sleet,
and ice crystals.
6. The cowl anti-ice system must be ON when the OAT is 10 C
(50 F) or below when operating on runways, ramps, or
taxiways where surface snow, ice, standing water, or slush is
present.
Note: The indicated SAT on EFIS cannot be used before
takeoff, since the TAT probe gives inaccurate readings
on the ground when the airplane is static or at low
forward speed.
REV. 5, 01 NOV 2008 Page 4-108

Section 8 Takeoff
E. Lower than Standard Takeoff

1. Lower than STD takeoffs require crews to exercise caution to
ensure safety. Procedurally they are similar to a normal
takeoff with a few minor exceptions.
2. Crews are still required to cross check the DG heading with
the runway heading to ensure proper runway alignment. This
is standard procedure that becomes even more important
during reduced visibility conditions.
3. Only captains are permitted to perform takeoffs when lower
than standard visibility exists.
4. If visibility is lower than that required for an approach into the
departure airport, crews should be sure to obtain a departure
alternate from Dispatch if one is not already provided.
5. Additionally, crews should exercise caution to ensure the
departure runway meets the criteria found in the GOM Ch. 2
for performing a reduced visibility takeoff.
6. During all ground operations when lower than standard
visibility exists, crews will have out and available their
Reduced Visibility Taxi Charts.
Note: Refer to the GOM Chapter 2 for a complete breakdown
of company procedures and policies relating to Lower
than STD takeoffs.
F. Takeoff Alternate Requirements
If the visibility is lower than that required for and approach into the
departure airport, crews should be sure to obtain a departure alter-
nate from dispatch if one is not already provided.
1. It will be the responsibility of the Captain to coordinate with
dispatch the required fuel load for a Flap Failure diversion.
When a takeoff alternate is filed, terrain and weather must
allow a minimum flight altitude not exceeding 15,000 feet
along the diversion route to the filed alternate.
2. The fuel at departure shall be sufficient to divert to the takeoff
alternate with the flaps extended to the takeoff position,
conduct an approach and land with 1000 lb of fuel remaining.
3. If a diversion to the takeoff alternate is required due to a flap
failure this will be considered an emergency and the Captain
will have full authority regarding a suitable airport.
REV. 4, 01 MAY 2008 Page 4-109

Section 9 After Takeoff
Section 9 After Takeoff

A. After Takeoff Procedures
FCP mode ................................................................................... SPEED
At V2 + 15 KIAS.
FCP mode ............................................................................... LATERAL
As required.
At a safe altitude, not below 600 feet AGL:
Autopilot (if required) ................................................................ENGAGE
At the acceleration altitude (minimum 1,000 feet AGL):
Airspeed .......................................................................... ACCELERATE
To 200 KIAS.
Flaps ....................................................................................................0
At not less than V2 (Flaps 20) + 20 KIAS.
Flaps ....................................................................... Retract on schedule
Flaps 20 takeoff
(a) Flaps ...............................................................................................8
At V2 (Flaps 20) + 12 KIAS
(b) Flaps ...............................................................................................0
At V2 (Flaps 20) + 20 KIAS.
Flaps 8 takeoff:
(a) Flaps.........................................................................................0
At V2 (Flaps 8) + 20 KIAS.
Climb thrust ...................................................................................... SET
Adjust thrust levers to the computed climb thrust setting.
below and visible moisture in any form is encountered
(such as clouds, rain, snow, sleet or ice crystals), except
when the SAT is -40C (-40F) or below.
The engine cowl and wing anti-ice systems must be ON

during flight in icing conditions or when ICE is
annunciated by the ice detection system (refer to
LIMITATIONS - OPERATING LIMITATIONS).
If it is elected to climb according to the recommended

long range speed schedule, the preselected Mach
should be corrected from M0.69 to M0.70 when the
autopilot transitions to Mach mode at FL 316.
REV. 4, 01 MAY 2008 Page 4-110

Section 10 Climb
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.
3,000 AGL to 10,000 MSL 250 kts

10,000 ft. and above Long Range Climb 250 kts/
Mach 0.70
Normal Climb 290 kts/
Mach 0.74
High Speed Climb 320 kts/
Mach 0.77
C. Climb Speed Determination
1. Maintain flaps-up maneuvering speed until clear of obstacles
or above minimum crossing altitudes.
2. If there are no altitude or airspeed restrictions, accelerate to
the desired climb speed schedule.
3. If considerable maneuvering is required during the departure,
the flaps-up maneuvering speed is recommended until the
maneuvering phase is complete and the airplane is enroute
towards the destination.
REV. 4, 01 MAY 2008 Page 4-111

Section 10 Climb
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).
REV. 4, 01 MAY 2008 Page 4-112

Section 11 Climb Check

CLIMB CHECK
Landing Gear................................................. UP PM
Flaps.............................................................. UP PM
Climb Thrust ................................................ SET PM
Fuel Crossflow.......................................... AUTO PM
Bleeds/Packs........................................ SET/ON PM
Pressurization................................... CHECKED PM
Thrust Reversers ........................................ OFF PM
Seatbelt Sign ..................................... ON/AUTO PM
Flight Attendant ................................. NOTIFIED PM
1. This is a do verify checklist.
2. The above the line items can be completed by the PM using a
flow pattern no lower than 1,500 feet AGL. This flow should be
done, work load permitting and is intended to ensure proper
aircraft configuration prior to commencing the climb check.
Note: This is a flow procedure only. The verbal checklist
should be held until passing 10,000 feet.
3. Below the line items are not part of the flow and should be
performed above 10,000 feet AGL at which time the checklist
can be completed in its entirety.
A. Climb Through 1,500 Flow
CLIMB THROUGH 1,500' FLOW
PF PM
Fuel Crossflow
Bleeds/Packs
APU
Landing Lights
Climb Thrust
Thrust Reversers
REV. 6, 01 DEC 2008 Page 4-113

B. Climb Through 10,000 Flow

PF PM
Flight Attendant
Notify
(No Smoking Sign)
Seat Belt Sign
C. Climb Through 18,000 Flow

PF PM
Altimeters Altimeters
Recog/Taxi, Logo &

Wing Lights
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.
REV. 5, 01 NOV 2008 Page 4-114

Climb Thrust SET PM

When prompted by the PF the PM will select climb thrust (N1)
from the FMS thrust limit page.
The PF will set the thrust levers to the climb thrust setting.
Fuel Crossflow AUTO PM

XFLOW AUTO OVERRIDE Switchlight ............................ SELECT OUT
Note: MAN light and MAN XFLOW status message out
extinguished.
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
10TH ISOL OPEN light and status message are extinguished.
APU LCV OPEN light and status message are extinguished.
Left 10th-Stage Bleed Valve..................................................... OPENED
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.
REV. 4, 01 MAY 2008 Page 4-115

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.
Thrust Reversers OFF PM
L and R REV ARMED advisory messages extinguished.
Seatbelt Sign ON/AUTO PM

The flight crew will turn the FASTEN SEATBELT sign to AUTO
(weather permitting).
Flight Attendant NOTIFIED PM

At 10,000 feet, the flight crew will initiate two chimes by cycling
the No-Smoking sign OFF then ON. This notifies the Flight
Attendant of the following conditions:
- Sterile cockpit has ended.
- Use of electronic devices is permitted.
- It is safe to serve, unless otherwise briefed or notified by
the flight crew.
APU Shutdown:
Passing through 1,500 feet, shutdown APU in accordance with
procedures in the Equipment and Systems Chapter.
Passing FL 180:
SET PF, PM, and Standby altimeters to 29.92
Turn OFF RECOGNITION-TAXI, LOGO, and WING INSP
LIGHTS
REV. 5, 01 NOV 2008 Page 4-116

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
WING ANTI-ICE, LH COWL and

RH COWL Switches ...................................................AS REQUIRED
Upon level-off:
CABIN Automatic
Temperature Control Switch ..................................................SELECT
Select the most comfortable setting.
Fuel Balance.................................................. CHECK/MONITOR BOTH
Monitor L or R AUTO XFLOW ON advisory message for
evidence of abnormal operation.
CAUTION: Continued or repetitive automatic crossflow operation
could be indicative of a fuel tank leak.
Note: During gravity crossflow operations, a steady heading
sideslip must be used to ensure proper operation and to
accelerate gravity crossflow.
Note: During uncoordinated flight, fuel indications are
inaccurate. Accurate fuel indications will be obtained
after 30 seconds when level and stabilized in
coordinated flight.
REV. 4, 01 MAY 2008 Page 4-117

B. Operation in Icing Conditions

Note: Flaps should not be extended in icing conditions except
as required for takeoff, approach and landing. However,
if flaps are deployed in icing conditions for extended
periods or in severe icing, light to moderate buffet may
be encountered. No handling difficulties will result and
normal landing flaps can be used. If the buffet is
alleviated by reducing the flap setting, a landing in this
configuration may be made at the discretion of the pilot.
Refer to ABNORMAL PROCEDURES - FLIGHT
CONTROLS - FLAPS FAIL, for factors to be applied to
approach speed and landing distance.
Higher than normal engine vibration of a fluctuating

nature may be experienced in icing conditions. If the
FAN VIB gauge indicates higher than normal, refer to
ABNORMAL PROCEDURES - POWER PLANT.
During single-engine operation in icing conditions with

the wing anti-ice system on, open the bleed air isolation
valve to prevent asymmetric anti-icing. N2 RPM in
excess of 78% may be required to prevent an ice
caution.
Use of cowl and wing anti-ice systems affects engine

and airplane performance. Crews should anticipate the
expected ITT increase at high power settings prior to
turning on the anti-ice.
If the airplane flies out of icing conditions and the ice

detector system senses no ice present, the ICE light and
ICE message go out (after 60 seconds).
The N2 gauges will continue to indicate wing anti-ice on

for as long as the WING ANTI-ICE switch is selected
ON.
Even small accumulations of ice on the wing leading

edge can change the stall speed, stall characteristics or
warning margin provided by the stall protection system.
Do not reduce speed below VREF or land with visible ice

on the wing.
REV. 4, 01 MAY 2008 Page 4-118

Section 13 Holding
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.
REV. 4, 01 MAY 2008 Page 4-119

Section 14 Descent
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.
REV. 4, 01 MAY 2008 Page 4-120

Section 14 Descent
b. To determine the rate of descent:

1) Multiply the ground speed by six (6).
2) Continuous cross reference with the DME during the
descent will provide an indication of whether the
descent rate must be adjusted.
C. Other Methods for Descent Planning
There are several other ways to calculate the enroute
descents. Introduced here are the "Constant Descent Rate"
and the "Minimum Descent Rate" methods.
1. "Constant Descent Rate" Method
This method applies generally to airplanes that maintain a
constant vertical speed and a relatively constant
groundspeed during the descent. The result will give a
distance from an altitude fix at which you must begin your
descent at the desired descent rate.
a. Calculate the altitude to lose (e.g. 12,000 feet).
b. Calculate the time required to descend at a desired
constant descent rate (e.g. 12,000 feet divided by 2,000 ft./
min. = 6 minutes).
c. Calculate the distance traveled during the time needed to
make the constant rate descent to the new altitude. You
need to convert groundspeed in knots to NM/min. (60
knots = 1NM/min.) and multiply the result with the time
required to descent (e.g. 240 knots groundspeed equals
4NM/min.; 4NM/min. x 6 minutes = 24 NM distant trav-
eled).
d. Add the distance from step three to the given altitude
restriction to receive the actual descent point in relation to
that altitude (e.g. for a restriction at 15 DME; 15 + 24 = 39;
the actual point to start the descent would be 39 DME.)
Also consider the extra distance needed to slow down
the aircraft to comply with FAR or ATC speed
restrictions at the new altitude. A good estimate would
be 1 NM distance traveled for every 10 knots speed
change. Add this to the height above descent point.
REV. 4, 01 MAY 2008 Page 4-121

Section 14 Descent
D. "Minimum Descent Rate Required" Method

1. This method applies if you need to figure an appropriate
descent rate that will let you reach the new altitude at the
given fix.
a. Calculate the altitude to lose (e.g. 12,000 feet).
b. Calculate the distance available to descent to the new alti-
tude (e.g. 24NM).
c. Divide the distance from Step Two by your actual ground-
speed in NM/min (60 knots = 1NM/min; e.g. 240 knots
groundspeed equals 4NM/min) to get the time in minutes
available to descend. (e.g. 24NM 4NM/min = 6 minutes)
d. Then divide the altitude to loose from Step One by the
result of Step Three to receive the required minimum
descent rate. (e.g. 12,000 feet divided by 6 min = 2,000 ft/
min)
In this example, you must initiate a minimum descent
rate of 2,000 ft/min in order to reach the new altitude at
or before the given fix.
Note: As a rule-of-thumb, the descent should be planned so as
to arrive at the following conditions:
Altitude ............................................................................... 10,000 FEET
Distance from the Airport......................................................... 30 MILES
Airspeed ................................................................................... 250 KIAS
E. Flight Spoiler and Thrust Usage

Whenever using the flight spoilers, the PF should keep his hand
on the spoiler lever to avoid forgetting that the flight spoilers are
extended. The flight spoilers should be retracted before adding
thrust.
F. In-Range Communications
1. In range call must be completed on company radio.
2. The PM will make a passenger announcement regarding
arrival weather conditions and any anticipated ATC delays.
REV. 4, 01 MAY 2008 Page 4-122

Section 14 Descent
G. Descent Check
DESCENT CHECK
Altimeters............ ____ SET LEFT & CENTER CAPT

____ RIGHT & CROSS CHECKED FO
Fuel................................. ____ & BALANCED PF
Lights ............................................................ ON PM
Pressurization.............................................. SET PM
LDG Data & Speeds ............ REVIEWED & SET PM
Seatbelt & Shoulder Harness .......... FASTENED BOTH
1. This is a challenge and response check.

2. Once the descent preparation is complete, the crew performs
the Descent Check. It should normally be initiated after
passing through FL180 (transition) but prior to entering the
destination terminal area.
H. Descent Through 18,000 Flow

DESCENT THROUGH 18,000' FLOW
PF PM
Altimeters Altimeters
Recog/Taxi, Logo
& Wing Lights
REV. 5, 01 NOV 2008 Page 4-123

Section 14 Descent
I. Descent Through 10,000 Flow

DESCENT THROUGH 10,000' FLOW
PF PM
APU
Bleeds
Flight Attendant
Announcement
Seat Belt Sign
Thrust
Reversers
Passing FL 180:
SET PF, PM, and Standby altimeters to current altimeter
setting.
Turn ON RECOGNITION-TAXI, LOGO, and WING INSP
Lights.
Altimeters ____ SET LEFT & CAPT

CENTER
____ RIGHT & FO
CROSS-CHECKED
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
REV. 4, 01 MAY 2008 Page 4-124

Section 14 Descent
Fuel ____ & PF

BALANCED
The PF reads the quantity of fuel remaining and reviews the fuel
required to proceed to an alternate airport. Verify fuel balance.
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.
LDG Data & Speeds REVIEWED & SET PM

The PM calculates the speeds in accordance with the General
Policies Chapter. The PM will then verbally brief the PF on the
speeds selected.
Seatbelt & FASTENED BOTH

Shoulder Harness
REV. 4, 01 MAY 2008 Page 4-125

Section 15 Arrival Planning

A. Approach Preparation
At or before the Approach Check:
PM PF
Get ATIS
Set landing data and speedsa
Prepare for approach
Preset approach frequencies
on RTUs
Select bearing pointers, as Select bearing pointers, as
required required
Set MDA/DA Set MDA/DA
Program FMS
PM takes control Transfer control to PM, do not
transfer flight director(Autopilot-
OFF)
Brief the approach
Transfer control to PF PF takes control
a. Reference this manual, Chapter One, General Policies, Setting Speeds
B. FMS Arrival and Approach Programming

Select the STAR and approach (i.e., ILS 06L) and their respected
transitions. Make any amendments necessary on the LEGS page.
Insert VREF as a speed constraint on the LEGS page abeam the
runway or missed approach point, dependent upon the approach
flown.
Execute the FMS modification.
Note: It is mandatory that both pilots verify all FMS lateral and
vertical programmed information against the current
published procedures. If a discrepancy exists between
the FMS and the published procedure, the published
procedure must be used. If time permits, modify the FMS
data to conform to the published information.
REV. 4, 01 MAY 2008 Page 4-126

C. Approach Navigation Setup

The recommended method of switching to green Nav Data from
FMS is as follows:
Heading Bug ..................................................................................SYNC
Heading Mode ...........................................................................SELECT
Nav Source ...............................................................GREEN NAV DATA
FCP......................................................SELECT APPROPRIATE MODE
Note: All radio navigation aids used for final approach
guidance must be identified. If the NAV SOURCE block
on the PFD displays the identifier, there is no need to
aurally identify the navaid. If the identifier does not
appear in the NAV SOURCE block, identify the navaid.
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.)
REV. 5, 01 NOV 2008 Page 4-127

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.
REV. 4, 01 MAY 2008 Page 4-128

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.
REV. 4, 01 MAY 2008 Page 4-129

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.
REV. 4, 01 MAY 2008 Page 4-130

3. Approach Briefing - Instrument Approaches

The approach briefing must be tailored to the specific
approach situation and should include the items listed below
as appropriate.
a. Specific approach to be flown (page number and date).
b. NAV radio set up.
c. Courses to be flown.
d. Altitudes:
- Glideslope Intercept or FAF,
- DA (H) / MDA (H),
- Airport Elevation and Touchdown Zone Elevation.
e. Missed Approach.
- including the Acceleration Altitude (1000 AGL).
f. Applicable Notes.
g. Minimum Safe Altitude (MSA).
h. Timing.
i. Notams.
j. Callouts.
- Specify if visual or instrument callouts are expected from
the PM.
k. Additional crew coordination items such as:
- Requesting the PM to select step-down altitudes in the
altitude preselector during a non-precision approach,
- Controlled Flight into Terrain (CFIT) items pertinent to
the approach being flown.
H. Approach
1. It is assumed that all the necessary preparations for the
approach have been accomplished prior to reaching the
terminal control zone. The descent check should have been
initiated, and completed, prior to arriving at the terminal area.
Plan the descent such that the airplane will be at the traffic
pattern altitude at flaps-up maneuvering speed, at about 12
miles out when proceeding straight in, or at about 8 miles out
when entering the pattern abeam.
CAUTION: PFD negative barometric altitude is indicated by a small
white minus () sign within the coarse tape area of the
barometric altitude tape.
REV. 4, 01 MAY 2008 Page 4-131

I. Descent below Minimum Safe Altitude

(MSA) or Minimum Vectoring Altitude (MVA)
1. When cleared for a visual approach at night and a working
instrument approach is available to the landing runway, the
flight crew must comply with the following procedures:
a. The instrument approach to the landing runway will be
briefed, dialed in and utilized as a backup to the visual
approach.
b. Crews will descend no lower than the Minimum Safe Alti-
tude (MSA) or Minimum Vectoring Altitude (MVA) when in
radar environment until the aircraft is established on a
published segment of the approach or feeder route.
c. Adhere to the altitude restrictions on the instrument
approach.
d. If given vectors to intercept the approach and the crew
cannot achieve a stabilized approach, the full approach
procedure must be accomplished.
e. For night visual approaches where no instrument
approach is available as backup, the flight crew must thor-
oughly review and brief obstacle clearance.
f. The maximum descent rate below MSA is 1000 feet per
minute.
J. Stabilized Approach
1. Definition and Parameters for Stabilized Approaches
A Stabilized Approach is one of the key features of safe
approaches and landings. It means the aircraft must be in an
approved landing configuration (including a circling
configuration, if appropriate), must maintain the proper
approach speed, and must be established on the proper flight
path before descending below the minimum "stabilized
approach height" specified for the type of operation being
conducted. These conditions must be maintained throughout
the remainder of the approach. A stabilized approach is
characterized by a constant-angle, constant-rate of descent
approach profile ending near the touchdown point, where the
landing maneuver begins.
REV. 4, 01 MAY 2008 Page 4-132

2. Minimum Stabilized Approach Heights

a. 1000 feet above the airport elevation during VFR or visual
approaches and during straight in instrument approaches
in VFR weather conditions.
b. MDA or 1000 feet above airport elevation whichever is
lower, if a circling maneuver is to be conducted after
completing an instrument approach.
c. 1000 feet above the airport or TDZ elevation during any
straight-in instrument approach in instrument flight condi-
tions.
d. In any type of abnormal or emergency situation, the
approach must be stabilized no later than 1000 feet above
the airport or TDZ elevation under VFR conditions.
If the above conditions are not met a missed approach or
go-around must be executed.
3. Visual Descent Point (VDP)
a. When executing a non-precision approach, a VDP marks
the point along the final approach segment where a
descent from the MDA to the runway can be completed
using "normal" maneuvering. Normal is defined as a three-
degree glide slope (300 feet per NM or 800 fpm descent
rate).
b. After passing the VDP with the runway not in sight, a
missed approach is likely. Reaching the VDP prior to
MDA, or runway not in sight at the VDP, should alert the
flight crew to the possibility of a missed approach
depending on the excess height at the VDP.
A Missed Approach will be initiated at the Missed
Approach Point if runway not in sight or not in a position
to land from a stabilized approach.
4.Visual Descent Point (VDP) Calculation
Some approaches depict a VDP on the chart. For
approaches that do not publish one, you may use the fol-
lowing calculation methods to derive your own VDP.
REV. 4, 01 MAY 2008 Page 4-133

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.
REV. 4, 01 MAY 2008 Page 4-134

D. Flap Extension / Approach Restrictions.

1. The intent of this section is to mitigate the risk of a flaps
extended diversion with inadequate fuel to reach a suitable
alternate.
2. Chautauqua flights will not be planned with sufficient fuel for a
diversion from the destination airport to the alternate airport
with flaps at 45. Therefore, flap selection shall be delayed as
outlined below.
3. An approach shall not be commenced, nor shall the FLAPS be
extended beyond 0 unless one of the following conditions
exists:
a. Precision Approach
When conducting a precision approach the reported visibility
(or RVR) is confirmed to be at or above the landing minima for
the approach in use and can be reasonably expected to
remain that way until after landing.
b. Non-Precision Approach
When conducting a non-precision approach, the reported
ceiling and visibility (or RVR) are confirmed to be at or above
the landing minima for the approach in use and can be
reasonably expected to remain that way until after landing
WARNING: The above restrictions do not apply if an emergency
or abnormal situation occurs that requires landing at
the nearest suitable airport.
Note: For Non-Precision Approaches both ceiling and visibility
minimums are governing for the purpose of lowering
flaps for this AD only.
Note: For a visual approach, no restrictions apply.
REV. 4, 01 MAY 2008 Page 4-135

The Captain will determine if the weather can be reasonably

expected to remain at or above minimums until after landing.
Factors such as fluctuating visibility or RVR, fluctuating ceiling
for non-precision approaches, trends in the weather, and
proceeding aircraft will be taken into account when making this
determination.
If the Captain is unable to verify the weather at the destination
or does not reasonably expect the weather to remain at or
above landing minimums until after landing, a diversion to an
alternate airport shall be initiated prior to extending the flaps
beyond 0 degrees.
The statement at or above landing minimums for the approach
in use refers to the visibility value on the approach chart for the
approach in use. Visibility values published on approach
charts for the USA are always governing. In order to comply
with the AD, the visibility and ceiling for Non-Precision
Approaches found on the approach charts shall be considered
governing for the determination of lowering flaps only.
This does not preclude holding while the weather improves,
provided there is sufficient fuel on board and the flaps are not
extended beyond 0 degrees.
If a go-around is executed for any reason and the flaps fail at
any position other than 0, the Captain must immediately
declare an emergency and follow the Flaps Fail QRH
procedure. In this situation the Captain has full authority to
deviate as necessary and any airport that has an instrument
approach to a usable runway with weather reported at or above
landing minimums may be considered a suitable airport for
diversion.
REV. 4, 01 MAY 2008 Page 4-136

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

2. The Approach Check should be completed prior to initiating
the approach as soon as possible after the navigation aids are
tuned and identified and runway to be used is known.
F. Cleared for Approach Flow
CLEARED FOR
APPROACH FLOW
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
This response should announce whether APU or Engine is supply-

ing Bleed Air.
Check that the green AVAIL light on the APU START/STOP
switchlight is illuminated, and then transfer the bleeds from the
engine to the APU.
- APU Available - LCV and ISOL Valve Open /10th Stage
Closed
OR
- APU Bleed Inoperative - LCV and ISOL Valve Closed /
10th Stage Open
REV. 4, 01 MAY 2008 Page 4-137

Thrust Reversers ARMED & PM

INDICATED
The PF confirms that the REV ARMED advisory messages are
displayed.
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.

Passing through 10,000 FT the PM will make a PA announcement
stating, Flight Attendant prepare for landing.
Note: This indicates to the FA that sterile cockpit procedures
have begun.
Approach Briefing COMPLETE PF

The PF will ensure that the approach briefing has been completed.
Note: The PF will transfer controls to the PM when conducting

the approach briefing and will resume control after the
completion of the briefing.
Navaids TUNED & BOTH

IDENTIFIED
REV. 4, 01 MAY 2008 Page 4-138

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.
REV. 4, 01 MAY 2008 Page 4-139

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.
REV. 4, 01 MAY 2008 Page 4-140

Precision Approach (ILS) Actions and Callouts
Event PF PM
Maneuvering Prior to Approach check

approach should be com-
pleted.
FLAPS 8. Verify airspeed and
Slow to 180 knots. select flaps 8.
Prior to localizer FLAPS 20. Verify airspeed within

Intercept Maintain 180 knots. limits and set flaps to
20.
When cleared for Select APPR on FCP.

approach Verify proper FMA indications.
Localizer needle LOCALIZER ALIVE.

begins to move Intercept and track
localizer.
Localizer Capture LOCALIZER CAP-

TURE.
Glideslope Begins to GLIDESLOPE ALIVE.

Move
GEAR DOWN, Select gear down and
FLAPS 30. flaps to 30.
Slow to 160 knots
1 Dot on the Glides- 1 DOT

lope FLAPS 45, BEFORE
LANDING CHECK,
BUG REF + FAC-
TOR. Verify airspeed within
Slow to target limits and select flaps
speed. (Vref + fac- 45.
tor) Read before landing
check and call:
BEFORE LANDING
CHECK COMPLETE.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-141

Event PF PM
Glideslope Intercept GLIDESLOPE CAP-

TURE.
SET MISSED
APPROACH ALTI- Set and verify missed
TUDE. approached altitude.
At outer marker Identify marker. Identify marker.
MARKER INBOUND
Verify marker cross- Verify marker crossing
ing altitude. altitude.
Note time if appro- Advise ATC.
priate.
At 1,000 to DA 1,000 FEET TO DA.

Cleared to Land? Cleared to Land?
At 500 feet to DA 500 FEET TO DA,

CLEARED TO LAND.
CLEARED TO
LAND.
At 100 feet to DA 100 FEET TO DA.
Divide time between

monitoring instruments
and scanning outside
for runway environ-
ment.
At DA, Runway envi- MINIMUMS, ____ IN

ronment in sight SIGHT, CONTINUE.
Autopilot off (no
later than 200 feet
AGL).
CONTINIUING.
Continue approach
to 100 feet above
TDZE.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-142

Event PF PM
(or) runway in sight MINIMUMS, RUNWAY

at DA IN SIGHT
____OCLOCK.
Autopilot off below
DA
Call:
Transition from
- Sinkrates in excess of
instrument scan to 1000 ft/min.
visual scan. - 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) At DA runway MINIMUMS, RUNWAY

environment not in NOT IN SIGHT.
sight MISSED
APPROACH.
Execute missed
approach proce-
dure.
REV. 5, 01 NOV 2008 Page 4-143

Precision Approach With Depicted FAF

Note: As soon as possible after the navigation aids are
identified, for the approach, the approach check should
be completed.
REV. 5, 01 NOV 2008 Page 4-144

ILS/LDA PRM Approaches

ILS PRM approaches are simultaneous close parallel
independent ILS approaches where the runway centerlines are
spaced less than 4300 feet apart. Radar monitoring and a
Precision Runway Monitor System (PRM) are required for this
type of approach.
For pilots, an ILS PRM approach is like any other simultaneous
parallel ILS approach with one exception - aircraft are flying
alongside one another less than 4300 feet apart. If an aircraft
strays toward the adjacent parallel approach course, the
controller has less time to recognize the danger and keep the
two airplanes safely apart. The following procedure has been
devised to accommodate for this reduced reaction time.
LDA PRM (SOIA) comprises one ILS and one localizer type
directional aid (LDA) with glide slope. The ILS is aligned with
the runway, but the LDA serving the second runway is offset
(no more than 3 degrees) from a parallel track. This offset
permits simultaneous instrument approach operations to
parallel runways spaced less than 3000 feet apart, but no less
than 750 feet. Because of the offset, this operation is also
called simultaneous offset instrument approach (SOIA).
REV. 4, 01 MAY 2008 Page 4-145

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.
REV. 4, 01 MAY 2008 Page 4-146

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.
REV. 4, 01 MAY 2008 Page 4-147

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.
b. You will not be expected to descend in excess of 1000 ft/

min. A descending breakout will never require you to
descend below the Minimum Vectoring Altitude (MVA).
Following the breakout, expect holding instructions or
vectors for sequencing.
i) ATC Command with TCAS RA
If operating the TCAS in TA/RA mode and
the flight crew receives a TCAS RA at any
time while following the final monitor
controllers commands, the flight crew will
simultaneously continue to turn to the
controllers assigned heading and follow the
vertical guidance provided by the TCAS RA.
REV. 4, 01 MAY 2008 Page 4-148

ii) TCAS RA alone

In the extremely unlikely event that an RA
occurs without a concurrent breakout
instruction from the final monitor controller,
the pilot should follow the RA and advise the
controller of the action taken as soon as
possible. In this instance, it is likely that a
breakout command would follow.
c. Upon receiving the breakout command, the PF immedi-
ately disconnects the autopilot and hand-flies the break-
out. The PM resets the Flight Guidance Controller and Alti-
tude Preselector as directed by the PF. Return the
secondary radio to the Company frequency for monitoring.
d. If ordered to climb, execute the actions and callouts as
described for a missed approach in this chapter while
complying with the breakout instructions. Do NOT fly the
published missed approach procedure.
e. If ordered to descend, maintain current configuration until
established on the assigned altitude.
f. Perform the CLIMB CHECK at level off altitude, workload
permitting, to ensure proper aircraft configuration.
g. Before commencing the next approach accomplish the
DESCENT CHECK and APPROACH CHECK.
REV. 4, 01 MAY 2008 Page 4-149

M. Actions & Callouts for ILS PRM Breakout with Climb

Instruction
Event PF PM
At minimums, BREAKOUT, SET THRUST,
no contact or FLAPS 8
go-around is Press TOGA button
called Set Thrust Levers Set and verify thrust to carats
Rotate to FD commanded on N1 gauges
pitch Set flaps 8
THRUST SET
Positive Climb Verify positive rate of climb
Indication on the VSI and Altimeter
POSITIVE RATE
GEAR UP Select gear up
Climb at minimum of V2GA
At V2GA + 15 SPEED MODE
Select speed mode
Verify CLB on FMA
Above 400 feet 400 FEET
AGL HDG OR NAV
as appropriate Select HDG or NAV
Verify HDG or appropriate
NAV mode on FMA
Above 600 feet AUTOPILOT ON
AGL If desired Autopilot - on
Advise ATC, if applicable
Acceleration ACCELERATION ALTITUDE
Altitude or 1,000 BUG ___ KNOTS
feet AGL which- Use 200 or 250 knots as Bug airspeed as commanded
ever is higher appropriate
Maintain speed no less than
V2GA through 1,500 feet AGL
V2GA + 20 V2GA + 20
FLAPS UP
Select Flaps Up
Proceed on the published or
assigned missed approach pro-
cedure
Enroute Climb SET CLIMB THRUST Set Climb Thrust.
speed
At Level Off At level off height:
Height CLIMB CHECK Accomplish Climb Check List
CLIMB CHECK COMPLETE
REV. 4, 01 MAY 2008 Page 4-150

N. Actions & Callouts for ILS PRM Breakout

with Descent Instruction
Event PF PM
Breakout Com- TRAFFIC ALERT, (CALL SIGN) TURN (LEFT/RIGHT) IMME-
mand by ATC DIATELY HEADING (DEGREES), DESCEND AND MAINTAIN
(ALTITUDE).
Immediately BREAKOUT. Assist PF with altitude call-
Press Autopilot disconnect outs.
button.
Hand fly the breakout instruc-
tions.
Maintain aircraft configura-
tion.
Adjust thrust levers as nec-
essary to establish 1000 ft/
min descent rate (maximum).
Do not exceed maximum air-
speed for current aircraft
configuration.
Do not descend below
assigned altitude or MVA,
whichever is higher.
Level Off Reconfigure aircraft.
Accelerate to 200 KIAS or as
assigned by ATC.
CLIMB CHECK. Complete CLIMB CHECK
items alone.
CLIMB CHECK COMPLETE.
Switch secondary radio to
Company frequency.
REV. 4, 01 MAY 2008 Page 4-151

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.
Non-Precision Approach without a Depicted FAF

The procedure for a nonprecision approach without a depicted
FAF is similar to one with FAF with two exceptions:
During the procedure turn inbound, slow to VTGT and select the
ASEL to the MDA rounding up to the nearest 100 feet.
When established on the inbound course and within depicted
procedure turn airspace, select gear down, flaps 30 and 45 in
sequence and complete the Landing Check.
REV. 4, 01 MAY 2008 Page 4-152


Actions & Callouts
Event PF PM
Maneuvering FLAPS 8
Prior to Slow to 180 knots Confirm airspeed within limits
Approach and select flaps 8
Initial Approach FLAPS 20.

Fix Outbound Maintain 180 knots Check airspeed indicator for
correct VFL20.
Select Flap - 20.
Final Approach COURSE ALIVE.

Course Inbound Intercept and track Inbound
Course. Check airspeed indicator for
GEAR DOWN, FLAPS 30. correct VLG.
Slow to target speed (Vref + select gear down.
factor). Check airspeed indicator for
correct VFL30.
Select Flap - 30.
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
At Final Identify FAF. Identify FAF.

Approach Fix FINAL APPROACH FIX.
Start TIME. Start TIME.
Target Speed (Vref + factor)
Descent Rate approxi-
mately 1000 ft/min.
1000 Feet above 1000 FEET TO MDA.

MDA Landing Clearance Landing Clearance received?
received?
500 Feet above 500 FEET TO MDA,

MDA CLEARED TO LAND. CLEARED TO LAND.
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-153

Event PF PM

MDA
Arrival at MDA Arrive at MDA at the pub- MINIMUMS.

lished or computed Visual
Descent Point.
Level Off at MDA.
SET MISSED APPROACH Set Missed Approach Alti-
ALTITUDE tude in the Altitude Preselect.
Runway RUNWAY IN SIGHT ____

environment O'CLOCK.
in sight from LEAVING MDA
MDA Autopilot - Off by 400 ft AGL
Call:
- Sink rates in excess of 1000
ft/min.
- Any significant deviation
from a glideslope and/or
localizer.
from a normal landing
attitude.
Inform PF airspeed at regular
intervals (+10/-0 KIAS).
Continue with Action & Callouts for Landing
REV. 5, 01 NOV 2008 Page 4-154

- 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
Continue with Actions & Callouts for Missed Approach.
REV. 4, 01 MAY 2008 Page 4-155


be completed.
REV. 5, 01 NOV 2008 Page 4-156

Non-Precision Approach without

a Depicted FAF Actions & Callouts
Event PF PM
Maneuvering FLAPS 8
Prior to Slow to 180 knots Confirm airspeed within lim-
Approach its and select flaps 8
Initial Approach FLAPS 20.

Fix Outbound Maintain 180 knots
Check airspeed indicator for
correct VFL20.
Select Flap - 20.
Procedure Turn Maintain FLAPS 20 and 180

Inbound knots
Course Alive COURSE ALIVE.

GEAR DOWN, FLAPS 30. Check airspeed indicator for
Intercept and track Inbound correct VLG.
Course. select gear down.
Slow to 160 knots Check airspeed indicator for
correct VFL30.
Select Flap - 30.
Approach FLAPS 45, BEFORE LAND- Check airspeed indicator for

Course Inbound ING CHECK, BUG REF + FAC- correct VFL45.
TOR. Select Flap - 45.
Target speed (Vref + Factor) Complete BEFORE LAND-
Descent Rate approximately ING CHECK.
1000 ft/min.

MDA Landing Clearance received? Landing Clearance
received?
500 Feet above 500 FEET TO MDA,

MDA CLEARED TO LAND. CLEARED TO LAND.

MDA
(Contd Next Page)
REV. 5, 01 NOV 2008 Page 4-157

Event PF PM
Arrival at MDA Arrive at MDA at the pub- MINIMUMS.

lished or computed Visual
Descent Point.
Level Off at MDA.
SET MISSED APPROACH Set Missed Approach Alti-
ALTITUDE tude in the Altitude Prese-
lect.
Runway RUNWAY IN SIGHT ____

environment O'CLOCK.
in sight from LEAVING MDA
MDA Auto Pilot - Off
Call:
- Sink rates in excess of
1000 ft/min.
from a glideslope and/or
localizer.
from a normal landing
attitude.
Inform PF airspeed at regu-
lar intervals (+10/-0 KIAS).
Continue with Action & Callouts for Landing
REV. 5, 01 NOV 2008 Page 4-158

- 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
Continue with Actions & Callouts for Missed Approach.
High Speed ILS

This maneuver profile depicts the recommended procedure to be
followed when flying a high speed ILS approach to landing. This
approach profile is used when/if it becomes necessary to maintain
an above normal indicated airspeed during the arrival phase of the
approach.
Consideration of airspeed and airspace limitations must be com-

plied with.
REV. 4, 01 MAY 2008 Page 4-159

Prior to initiating an approach, the APPROACH CHECK will be

completed.
While outbound, flaps 8o, inbound flaps 20.
When intercepting the glide slope or 2 NM from the OM, the PF
will call, GEAR DOWN.
At 185 knots or less the PF will call, FLAPS 30.
At 170 knots or less the PF will call, FLAPS 45 BEFORE
LANDING CHECK.
Airspeed control must be maintained to cross the runway thresh-
old at VREF and 50 ft. HAT.
High Speed ILS

be completed.
REV. 5, 01 NOV 2008 Page 4-160

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.
REV. 4, 01 MAY 2008 Page 4-161

When crossing the final approach fix, thrust must be

reduced to establish a descent rate of 1,000 fpm at target
speed. At MDA, adjust thrust to maintain VREF 30 + 10
knots throughout the circling maneuver. When aircraft is in
position from which a normal descent and landing can be
accomplished, the Captain will call, "Leaving MDA, Flaps
45, BEFORE LANDING CHECK." The FO will select flaps
45 after verifying airspeed within limits and complete the
BEFORE LANDING CHECK. The Captain will slow to an
airspeed of not less than VREF + Factor.
The FO will make the appropriate standard callouts as
previously described in the profiles of the precision or
nonprecision approach.
Do not exceed 30 angle of bank during the circling
maneuver.
Note: It is highly recommended that crews utilize the Autopilot
during Circling Maneuver to prevent loss of situational
awareness.
c. Missed Approach from a Circling Maneuver
A missed approach must be initiated at any point if the
approach is not stabilized, if the aircraft is not in a position
from which a normal landing can be made, or any time
visual reference with the airport and runway is lost.
Initially perform a climbing turn toward the landing runway.
Continue turning until established on the prescribed
missed approach course. Then follow the specific missed
approach procedures for that particular instrument
approach that has been flown, unless an alternate missed
approach procedure has been specified by ATC.
Adherence to the procedure will assure that the aircraft will
remain within the circling and missed approach obstruction
clearance areas.
REV. 4, 01 MAY 2008 Page 4-162

Circling Approach
REV. 6, 01 DEC 2008 Page 4-163

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
REV. 4, 01 MAY 2008 Page 4-164

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
REV. 4, 01 MAY 2008 Page 4-165

Section 16 Before Landing

A. Before Landing Check
BEFORE LANDING CHECK
Landing Gear .............. DOWN, THREE GREEN PF

.............................................................VERIFIED PM
Flight Attendant................................. NOTIFIED PM
Landing Lights............................................... ON PM
Flight Spoilers .............................. RETRACTED PM
Flaps ................................ ____ & INDICATED PM
1. This is a flow pattern challenge and response checklist.
B. Before Landing Flow
BEFORE LANDING FLOW

PF PM
Landing Gear
Flight Attendant
Chimes
C. Cleared to Land Flow

CLEARED TO LAND FLOW
PF PM
Nose Landing
Lights
REV. 6, 01 DEC 2008 Page 4-166

Landing Gear DOWN, THREE

GREEN PF
VERIFIED PM
PM selects the LDG GEAR lever to the DN position when directed
by the PF. During the checklist, the PM confirms that three DN
gear symbols are displayed.

PM presses the chime button twice slowly. This informs the Flight
Attendant to assume the brace position for landing. Under normal
conditions notification should not occur earlier than gear down
selection.
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.
Flight Spoilers RETRACTED PM

PM will verify that the flight spoiler handle is in the zero
position.
PM will verify FLT SPLR DEPLOY advisory message
extinguished
REV. 4, 01 MAY 2008 Page 4-167

Flaps _____ & PM

INDICATED
Verify flap selector is in 45 degree detent.
Verify flaps indicate 45 degrees on ED1.
If landing with reduced flaps setting the actual flap indication
will be announced.
REV. 6, 01 DEC 2008 Page 4-168

Section 17 Landing
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.
REV. 4, 01 MAY 2008 Page 4-169

Section 17 Landing
7. To stow the thrust reversers, lower the thrust reverser levers

and maintain positive downward pressure on the levers until
the REV icon has disappeared from the N1 gage.
Note: During landing, application of maximum reverse thrust is
not permitted at airspeeds below 60 KIAS. Below 60
KIAS, reverse thrust must be reduced to idle (not above
30% N1). If reverse thrust above idle reverse is used at
speeds less than 60 KIAS, foreign object damage to the
engines may occur.
Maximum Performance Landing

If a minimum landing roll is necessary, select the thrust
reversers as soon as the main wheels touch down. Once the
nosewheel is on the runway, aggressively apply the brakes.
Maintain a slight forward pressure on the control column to
increase nosewheel directional stability.
With rapid airplane deceleration, exercise caution to ensure
idle reverse thrust is not exceeded below 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.
REV. 4, 01 MAY 2008 Page 4-170

Section 17 Landing
Land And Hold Short Operations (LAHSO)

LAHSO is an acronym for "Land And Hold Short Operations."
These operations include landing and holding short of an inter-
secting runway, an intersecting taxiway, or some other designated
point on a runway other than an intersecting runway or taxiway.
1. Approved LAHSO Airports and Runway Configurations
Chautauqua Airlines is authorized to conduct Land and Hold
Short Operations at the destination airports and runway
configurations listed in General Operations Manual (GOM) in
accordance with the Operations Specifications A027.
2. LAHSO Policies and Procedures
The following paragraphs outline specific pilot/operator
responsibilities when conducting LAHSO.
a. Pilot Notification of LAHSO
When LAHSO operations are expected to be utilized,
an announcement will be made on the ATIS; e.g.
"LAHSO in effect" or "Expect landing on Runway 22 to
hold short of Runway 27." The Available Landing
Distance (ALD) may or may not be added to the ATIS
message.
When LAHSO is conducted at locations not served by
an ATIS, or the ATIS is out of service, pilots will be
advised on initial contact, or as soon as practical
thereafter, to expect a LAHSO clearance.
Aircraft conducting closed traffic operations need only
be advised once that LAHSO is in effect.
Acknowledgement of the current ATIS meets this
requirement.
REV. 4, 01 MAY 2008 Page 4-171

Section 17 Landing
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.
REV. 4, 01 MAY 2008 Page 4-172

Section 17 Landing
c. Importance of a Stabilized Approach and Touchdown

Accuracy when Conducting LAHSO
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.
REV. 4, 01 MAY 2008 Page 4-173

Section 17 Landing
d. Minimum Weather Requirements:

LAHSO requires the following prevailing weather
conditions:
Ceiling of no less than 1,500 feet.
Visibility of no less than 5 statute miles.
Where a Precision Approach Path Indicator (PAPI) or

Visual Approach Slope Indicator (VASI) is installed and
operational, the following weather minima can exist:
Ceiling of no less than 1,000 feet.
Visibility of no less than 3 statute miles.
At locations where a rejected landing procedure is
published, the ceiling and visibility minima will be
established in local flying directives.
e. Pilots will only accept a LAHSO clearance when the above
weather conditions exist as listed above. The intent of
having "basic" VFR weather conditions is to allow pilots to
maintain visual contact with other aircraft and ground
vehicle operations. Pilots should consider the effects of
prevailing inflight visibility (such as landing into the sun)
and how it may affect overall situational awareness.
f. LAHSO is not authorized if windshear has been reported
within the previous 20 minutes prior to the LAHSO clear-
ance being issued.
g. The tailwind on the hold short runway shall be calm (less
than 3 knots).
h. Night LAHSO may only be conducted where an approved
LAHSO lighting configuration is installed and operating.
4. Pilot Requirements when conducting LAHSO
a. Pilots may accept a LAHSO clearance provided that the
pilot-in-command determines that the aircraft can safely
land and stop within the Available Landing Distance (ALD).
b. Pilots receiving instructions "cleared to land, runway "xx""
from air traffic control are authorized to use the entire
landing length of the runway and should disregard any
holding position markings located on the runway.
c. Pilots receiving and accepting instructions "cleared to land
runway "xx," hold short of runway "yy" from air traffic
control must either exit runway "xx," or stop at the holding
position prior to runway "yy."
REV. 4, 01 MAY 2008 Page 4-174

Section 17 Landing
d. A pilot is expected to promptly inform ATC, ideally even

before the clearance is issued, if for any reason, the pilot
elects to land on the full length of the runway, to land on
another runway, or to decline LAHSO.
e. A LAHSO clearance, once accepted, must be adhered to,
just as any other ATC clearance, unless an amended
clearance is obtained or an emergency occurs. A LAHSO
clearance does not preclude a rejected landing.
f. If a rejected landing becomes necessary after accepting a
LAHSO clearance, the pilot should maintain safe separa-
tion from other aircraft or vehicles, and should promptly
notify the controller.
g. Controllers need a full read back of all LAHSO clearances.
Pilots should read back their LAHSO clearance and
include the words, "HOLD SHORT OF (RUNWAY/
TAXIWAY/OR POINT)" in their acknowledgment of all
LAHSO clearances. In order to reduce frequency conges-
tion, pilots are required to read back the LAHSO clearance
without prompting. Don't make the controller have to ask
for a read back!
EXAMPLE-
ATC: "(Aircraft ID) cleared to land runway six right, hold short
of taxiway bravo for crossing traffic (type aircraft)."
Aircraft: "(Aircraft ID), wilco, cleared to land runway six right
to hold short of taxiway bravo."
ATC: "(Aircraft ID) cross runway six right at taxiway bravo,
landing aircraft will hold short."
Aircraft: "(Aircraft ID), wilco, cross runway six right at bravo,
landing traffic (type aircraft) to hold."
5. Rejected Landing Procedure (RLP)
If a rejected landing becomes necessary, the PIC must
promptly notify ATC.
A rejected landing must be initiated immediately if any doubt
exists whether a safe landing will occur within the first one-
third of the ALD, or within 3,000 feet down the runway,
whichever is less.
REV. 4, 01 MAY 2008 Page 4-175

Section 17 Landing
a. With Published RLP

1) Upon conducting an instrument approach and cleared
to land and hold short, and a go around becomes
necessary:
a) Below 1000 feet AGL and in VMC, execute the
published rejected landing procedure and main-
tain clear of clouds.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) If conducting a visual approach and cleared to land
and hold short, and a go around becomes necessary:
a) Below 1000 feet AGL, execute the published
rejected landing procedure and maintain clear of
clouds.
3) Heading and/or altitude assignments must be flown
as published until directed otherwise by ATC.
b. Without Published RLP
1) Upon conducting an instrument approach and cleared
to land and hold short, and a go around becomes
necessary:
a) Below 1000 feet AGL and in VMC, remain clear of
clouds and maintain visual separation from all
other traffic.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) Upon conducting a visual approach and cleared to
land and hold short, and a go around becomes neces-
sary below 1000 feet AGL, pilots are expected to
remain clear of clouds and maintain visual separation
from all other traffic.
3) The pilot is expected to comply with specific heading
and/or altitude instructions issued by ATC.
6. PIC Final Authority
The pilot-in-command has the final authority to accept or
decline any land and hold short clearance.
REV. 4, 01 MAY 2008 Page 4-176

Section 17 Landing
7. Use of Antiskid and Thrust Reverse

The anti skid system and/or thrust reverse system must be
functional during a landing under LAHSO conditions. LAHSO
is prohibited if either aircraft system is inoperable that would
adversely affect the stopping capability.
8. Crew Briefing
There have been several instances where the pilot operating
the radios accepted a LAHSO clearance but forgot to tell the
pilot flying the aircraft. Effective communication between
cockpit crewmembers is critical. The approach briefing must
cover the required LAHSO items.
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.
Touchdowns that occur at speeds greater than VREF

may result in a nose gear-first landing, which, depending
upon the rate of descent, may result in a porpoising
bounce which can generate loads sufficient to cause
nose gear structural damage.
After main gear touchdown, smoothly fly the nosewheel

onto the runway by relaxing aft control column pressure.
Do not use full down elevator.
REV. 4, 01 MAY 2008 Page 4-177

Section 17 Landing
Thrust Levers .................................................................................. IDLE

Set at idle at or below 50 feet AGL.
Airplane Attitude..................................................................... MAINTAIN
Maintain the airplane attitude until close to the runway. Perform
partial flare, and touch down without holding off.
Ground Spoilers ..................................................... CHECK DEPLOYED
PM will verbally verify that the ground spoilers have deployed.
Brakes ..........................................................................................APPLY
Apply brakes as appropriate for landing and runway conditions.
Thrust Reversers.................................................... CHECK DEPLOYED
PM will verbally verify the thrust reverser icons on the N1 gauges
are present.
Raise the piggyback levers to the locks. Maintain positive upward
pressure on the levers until the reverser interlocks release and the
REV icons change to green indicating the solenoid locks are
released. Apply reverse thrust, as required.
With the thrust reversers deployed, a noseup pitching
tendency will occur at high reverse thrust settings, particularly
at aft CG light weights. This tendency is controllable with the
elevator and may be minimized by ensuring that nosewheel
touchdown is achieved, and nosedown elevator applied,
before increasing reverse thrust.
Directional Control.................................................................. MAINTAIN
Use rudder and aileron as required.
Engine Instruments and Airspeed .......................................... MONITOR
PM advises PF of any engine limitations about to be reached or of
any discrepancy. PM calls out 80 and 60 knots to the PF.
Note: During landing, full reverse thrust may be used down to
80 knots.
At 80 knots begin reducing reverse thrust to reach idle
reverse thrust by 60 knots.
Thrust reversers will stow if piggy-back levers are
pushed fully down.
When reducing reverse thrust, carefully move thrust
levers to prevent an inadvertent stowing of thrust
reversers.
REV. 4, 01 MAY 2008 Page 4-178

Section 17 Landing
Thrust Reversers ................................................................. IDLE/STOW

Lower the piggyback levers and maintain positive downward pres-
sure on the levers until the REV icons have disappeared indicating
the thrust reversers are stowed and locked.
CAUTION: An engine must not be shut down until the affected
thrust reverser is confirmed stowed by the thrust
reverser levers at the stowed position, the REV icon at
N1 gage out, and the REV UNLOCKED caution message
out.
Note: Reverse thrust idle is 25 to 30% N1.
Thrust reverser (piggyback) levers must be pushed fully

down to achieve thrust reverser stow, and ensure that
the main thrust lever mechanical lock is disengaged.
Nosewheel Steering........................................................ AS REQUIRED
B. Transfer of Control
1. Transfer of control after Captain's landing
The Captain manipulates nose wheel steering tiller and power
levers, while the FO takes over the control column and maintains
slight forward pressure and any crosswind correction.
2. Transfer of control after First Officer's landing
As the aircraft slows to a taxi speed, the Captain takes over control
of power levers, brakes and nose wheel steering, and calls "My
Controls". FO acknowledges the control transfer with "Your Con-
trols" and maintains slight forward pressure on the control column
and any crosswind correction until clear of the runway.
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
REV. 6, 01 DEC 2008 Page 4-179

Section 17 Landing
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.
The minimum fuel quantity for a go-around is 450

pounds per wing tank (with the airplane level), with a
maximum airplane climb attitude of 10 noseup.
CAUTION: A touchdown may occur if the flaps are raised before
the descent rate has been arrested and positive rate is
achieved.
REV. 4, 01 MAY 2008 Page 4-180

Section 17 Landing
Missed Approach (Both Engines Operating)

Event PF PM
At minimums, MISSED APPROACH, SET
no contact or THRUST, FLAPS 8
called Set Thrust Levers Set and verify thrust to carats
Rotate to FD commanded on N1 gauges
pitch Set flaps 8
THRUST SET
POSITIVE RATE
GEAR UP Select gear up
Climb at minimum of V2GA
At V2GA + 15 SPEED MODE
Select speed mode
Verify CLB on FMA
AGL HDG OR NAV
as appropriate Select HDG or NAV
NAV mode on FMA
Altitude or BUG ___ KNOTS
1,000 feet AGL Use 200 or 250 knots as Bug airspeed as commanded
whichever is appropriate
Maintain speed no less than
higher
V2GA through 1,500 feet AGL
V2GA + 20 V2GA + 20
FLAPS UP
Select Flaps Up
cedure
Enroute Climb SET CLIMB THRUST Set Climb Thrust.
Maintain enroute climb speed
At Level Off At level off height:
Height CLIMB CHECK
Accomplish Climb Check List
REV. 4, 01 MAY 2008 Page 4-181

Section 17 Landing
MAXIMUM THRUST NORMAL CLIMB THRUST
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
Missed Approach - Both Engines Operational
REV. 4, 01 MAY 2008 Page 4-182

Section 17 Landing
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.
The minimum fuel quantity for a go-around is 450

pounds per wing tank (with the airplane level), with a
maximum airplane climb attitude of 10 noseup.
From a gear-down, flaps 45 approach:
At the MAP or DA or during circling and a decision to go-around is
made:
Thrust Levers/Go-Around Switch.......................ADVANCE/PRESS PF
Advance the thrust levers to the go-around thrust setting while
simultaneously pressing the TOGA switch.
Airplane............................................................................... ROTATE PF
Rotate smoothly to the target pitch attitude of +10 to arrest
descent.
Flaps ...............................................................................SET TO 8 PM
When selecting flaps for go-around, ensure that the back face of
the flap lever is pushed without any downward pressure. This
ensures that the correct flap position is selected for go-around.
Pitch Attitude....................................................................... ADJUST PF
Adjust to achieve a speed of not less than V2 (Flaps 8) + 15 KIAS
as the flaps are retracted to 8.
When a positive rate of climb has been achieved:
Landing Gear .................................................................. RETRACT PM
Airspeed........................................................................... MAINTAIN PF
Maintain not less than V2 (Flaps 8) + 15 KIAS.
Normal Climb Out Procedure.................................... ACCOMPLISH PF
REV. 4, 01 MAY 2008 Page 4-183

Section 18 After Landing

A. After Landing Clear of Runway Flow
AFTER LANDING
CLEAR OF RUNWAY FLOW
Captain FO
Lights
Radar
(Landing, Strobes,
Wing & Logo*)
*on if night
Flaps
Probes
B. Shutdown Check
SHUTDOWN CHECK
Parking Brake ....................... ON & INDICATED CAPT

Electrics/Generators ................................... SET CAPT
Seatbelt Sign............................................... OFF CAPT
Ignition/Anti-ice/Probes ............................... OFF CAPT
Bleeds/Packs .............................................. SET CAPT
1Fuel Check Valve............................. CHECKED CAPT
Thrust Levers ..................................... SHUTOFF CAPT
Flaps ............................................................. UP CAPT
Fuel Pumps ................................................. OFF CAPT
Lights........................................................... OFF CAPT
Nose Wheel Steering .................................. OFF CAPT
Radar ............................................................ OFF CAPT
Transponder................................................STBY CAPT
1
Engines Oil Check .......................... COMPLETE CAPT
Hydraulic 3A Pump ..................................... OFF CAPT
Emergency Lights ....................................... OFF CAPT
Battery Master............................................... OFF CAPT
REV. 6, 01 DEC 2008 Page 4-184

1. This is a flow pattern challenge and response checklist with

two First Flight of the Day items.
2. Below the line items will be accomplished after passengers
have been deplaned, and the crew wishes to leave the aircraft
for times ranging from five (5) minutes to approximately one
(1) hour.
3. If the checklist is completed below the line, the Safety Check
List must be accomplished.
CAUTION: Under normal circumstances, an engine must not be

shut down until after the following conditions have
been confirmed:
- The thrust reverse lever is at the stowed position,
- The REV icon at N1 gauge goes out, and
- The REV UNLOCKED caution message goes out.
Note: Prior to shutdown, operate the engines at or near IDLE
for a minimum of two minutes to dissipate heat and
stabilize internal operating temperatures.
Taxi time at a stabilized 80% N2 or below may be

credited in the two-minute cool down period.
If ITT rises above 350C and is increasing rapidly

following engine shutdown, carry out an engine motoring
cycle immediately to reduce ITT.
If the APU is not running, the crew should wait for

external AC to be plugged in before shutting down the
second engine.
REV. 4, 01 MAY 2008 Page 4-185

C. Shutdown Flow
SHUTDOWN FLOW
Captain FO
Parking Brake
Transponder
Seat Belt Sign
Ignition/Anti-Ice
Fuel Pumps
Generators
Thrust Levers
Beacon
Nose Wheel
Steering
1
Start Time For
Engines Oil Check
(3 min)
REV. 4, 01 MAY 2008 Page 4-186

Parking Brake ON & INDICATED CAPT

Note: Pull and rotate the parking brake handle and verify the
green PARKING BRAKE ON Advisory Message is
displayed.
Electrics/Generators SET CAPT

When the APU generator is ON, or external AC is available, the
pilot selects GEN 1 and GEN 2 switches to OFF.
Seatbelt Sign OFF CAPT

Turn the FASTEN SEATBELT sign OFF after the Captain has set
the parking brake.
Ignition/Anti-ice/Probes OFF CAPT
Bleeds/Packs SET CAPT

If the APU is inoperative turn the L/R PACKS OFF and close the
L/R 10-stage bleeds.
1
Fuel Check Valve CHECKED CAPT

Note: The check may be done in reverse if operationally

necessary.
REV. 4, 01 MAY 2008 Page 4-187

L and R BOOST PUMP Switches .................................................... OFF

L and R BOOST PUMP ON lights are extinguished.
L and R BOOST PUMP INOP lights illuminate.
L and R FUEL PUMP ON advisory message is extinguished.

Check that the following EICAS message is displayed:
L FUEL PUMP
R FUEL PUMP
L FUEL LO PRESS
If after two minutes and the L FUEL LO PRESS caution message

is still not displayed for the left engine:
Left Engine ..................................... DRY-MOTOR (30 SECONDS MAX)
The applicable FUEL LO PRESS caution message should be dis-
played during motoring as the residual fuel pressure is reduced.
L FUEL LO PRESS
Absence of the low-pressure caution message on the EICAS is an

indication that the fuel feed check valve has failed in the open
position.
Right Engine...................................................................... SHUT DOWN
Thrust Levers SHUT OFF CAPT

Thrust Levers will be selected to the FUEL SHUT OFF position by
lifting the SHUT OFF RELEASE latches and retarding to aft of
IDLE.
Flaps UP CAPT
REV. 4, 01 MAY 2008 Page 4-188

Fuel Pumps OFF CAPT

L and R BOOST PUMP Switches..................................... SELECT OUT
Lights OFF CAPT

NAV Lights and LOGO lights (night operations) will remain on.
Nose Wheel Steering OFF CAPT
Radar OFF CAPT
Transponder STBY CAPT
1
Engine Oil Check COMPLETE CAPT
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
REV. 6, 01 DEC 2008 Page 4-189

If the LH or RH FAIL lights remain on:

Engine Oil Level Indication Failure Procedure ................ ACCOMPLISH
Refer to Abnormal ProceduresPowerplant (QRH).
Note: Master caution lights will not come on for this condition.
*Contact Maintenance and Enter Discrepancy in Aircraft

Maintenance Logbook* (i.e., during engine oil check left
engine fail light).
If LH or RH REFILL lights remain on:
Engine Oil Level Stop/Start switchlight ............................... PRESS OUT
This will shut down the oil level check system. Check the following:
Stop light out
All lights out
Note: *Contact Maintenance and Enter Discrepancy in Aircraft
Maintenance Logbook* (i.e., during engine oil check left
engine refill light on)
If only the STOP light remains on:
Engine Oil Level Stop/Start switchlight ............................... PRESS OUT
This will shut down the oil level check system. Check the following:
Stop light out
All lights out
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.
Hydraulic 3A Pump OFF CAPT
REV. 4, 01 MAY 2008 Page 4-190

Emergency Lights OFF CAPT

The emergency lights switch may be turned off if the aircraft is
established on external AC power and the crew wishes to leave
the aircraft for times ranging from approximately five minutes to
approximately one hour.
Note: When returning to the aircraft, the emergency lights
should be returned to the armed position after the battery
master is placed to the ON position.
Battery Master OFF CAPT

The battery master switch may be turned off if the aircraft is estab-
lished on external AC power and the crew wishes to leave the air-
craft for times ranging from approximately five minutes to
approximately one hour.
Note: The crew should turn the battery master switch on when
returning to the aircraft. The APU should not be started
nor AC power transferred to the APU generator without
confirming that the Battery Master Switch is selected to
the ON position.
Note: For Through Flight and Intermediate stops, refer to
Aircraft Preparation section of this Chapter, for a
detailed list of exterior inspection items.
REV. 4, 01 MAY 2008 Page 4-191

Section 19 Terminating Checklist
TERMINATING CHECKLIST
Emergency Lights ....................................... OFF CAPT

Windshield Heat .......................................... OFF CAPT
Cargo Fan ................................................... OFF CAPT
Packs ........................................................ OFF CAPT
ECS Bleeds......................................... CLOSED CAPT
Hydraulic Pumps ......................................... OFF CAPT
Standby Attitude Indicator ..................... CAGED CAPT
APU Generator ........................................... OFF CAPT
APU............................................................. OFF CAPT
APU PWR Fuel ........................................... OFF CAPT
DC Service .................................................. OFF CAPT
Battery Master............................................. OFF CAPT

2. This checklist will be completed when the aircraft is
completely powered down.
3. The Captain may accomplish this checklist alone or delegate
to FO.
Emergency Lights OFF CAPT

Verify the Emergency Lights switch is selected OFF. The Emer-
gency Lights switch is selected OFF prior to selecting the Battery
Master Switch to OFF.
Windshield Heat OFF CAPT
Cargo Fan OFF CAPT
REV. 4, 01 MAY 2008 Page 4-192

Packs OFF CAPT
ECS Bleeds CLOSED CAPT

10th stage bleed, ISOL, APU LCV and 14th stage bleed
switches selected off.
Hydraulic Pumps OFF CAPT
Standby Attitude Indicator CAGED CAPT

Pull and rotate the pull to cage knob clockwise.
APU Generator OFF CAPT

Ensure there is no AC power to the aircraft except for AC service
configuration.
Verify the following message displays:
APU GEN OFF
APU OFF CAPT

Shutdown APU in accordance with procedures in the
Equipment and Systems Chapter of this manual.
APU PWR Fuel OFF CAPT
DC Service OFF CAPT
Battery Master OFF CAPT
REV. 4, 01 MAY 2008 Page 4-193

Section 20 Cockpit Voice Recorder (CVR)
Section 20 Cockpit Voice Recorder (CVR)

A. Deactivation after a Reportable Event
The Captain is responsible to deactivate the CVR immediately
upon completion of a flight during which a reportable event
according to NTSB 830 occurred (see GOM Chapter 1 for details).
Thereafter, the CA will inform Dispatch and Maintenance Control
of the reportable event and preserve the CVR data. The CA will
make one Aircraft Maintenance Logbook entry for the event and a
separate one for the pulled CVR circuit breaker.
NTSB 830 REPORTABLE EVENT CHECK
1. CVR Circuit Breaker (CBP 4 - D7) ............................. PULL CA

- The CVR must be deactivated upon completion of a
flight after reportable event has occurred.
- This circuit breaker is located on CBP (circuit
breaker panel) 4, row D, line 7 (D7).
2. Aircraft Flight Maintenance Logbook Entries... COMPLETE CA
- Make an Aircraft Flight Maintenance Logbook entry
describing the reportable event and one for the
pulled circuit breaker.
"NTSB 830 REPORTABLE EVENT CHECK COMPLETE"
REV. 4, 01 MAY 2008 Page 4-194

Section 21 Leaving the Aircraft

The airplane will be secured any time the crew is leaving the air-
craft unattended between flights, or at the end of duty day.
Prior to walking away from the aircraft, a flight crewmember must
do a Post Flight Inspection that requires a complete circuit of the
exterior of the aircraft. The intent is to detect any obvious discrep-
ancies and it consists of the same steps as the preflight GENERAL
EXTERIOR INSPECTION.
Upon termination of a flight, the flight crew must contact Mainte-
nance Control via dispatch and advise them of any maintenance
problem along with noting the problem in the Aircraft Maintenance
Logbook.
CAUTION: Ensure that the courtesy lights are OFF before leaving
the aircraft.
1. Chocking the Airplane
It is the crew's responsibility to ensure the airplane is chocked
when left at the gate.
2. Secure door/entry to the airplane
Any time the crew leaves the airplane unattended, ensure that
no obvious method is available for a non-authorized person to
gain easy access to the airplane.
Do not leave the doors open, stairs down or any mobile stairs
in position against the entrance.
REV. 4, 01 MAY 2008 Page 4-195

REV. 4, 01 MAY 2008 Page 4-196

Section 1 General
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.
REV. 6, 01 DEC 2008 5-1

Section 1 General
Procedures for failures that occur during ground operations are

generally contained within the Minimum Equipment List (MEL).
However, the POH does provide coverage for rejected takeoff,
engine and APU fire, passenger evacuation, and takeoff configu-
ration warnings.
B. Landing Distance Factors

Landing distance factors are provided in the Chautauqua QRH
with and without the use of thrust reversers. No operation should
be predicated on the use of thrust reversers.
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.
REV. 5, 01 NOV 2008 5-2

Section 2 Immediate Action Items

The boxed items contained in this Section are required memory
action items. Each crewmember will be required to commit these
items to memory. This Section contains the current list of memory
items for crewmember review.
A. REJECTED TAKE-OFF
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)
At a safe altitude, affected engine:

1. Thrust lever ............................................. CONFIRM and IDLE
2. Thrust lever ................................... CONFIRM and SHUT OFF
3. ENG FlRE PUSH................................ CONFIRM and SELECT
4. FUEL BOOST PUMP ................................ CONFIRM and OFF
After 10 seconds and fire warning persists:

5. Affected engine BOTTLE .......................SELECT, to discharge
After another 30 seconds and fire warning still persists:

6. Other engine BOTTLE............................SELECT, to discharge
REV. 5, 01 NOV 2008 5-3

L (R) ENG FlRE Msg or Severe Engine Damage (On Ground)
Note: Attempt to face the airplane into the wind.

1. PARKING BRAKE ................................................................ON
Affected engine:
2. Thrust lever ............................................................. SHUT OFF
3. ENG FlRE PUSH switch .............................................. SELECT
4. L and R FUEL BOOST PUMP ............................................OFF
After 10 seconds and fire warning persists:

5. Both engine BOTTLEs........................... SELECT, to discharge
L (R) JET PlPE OVHT Msg
1. Thrust lever ........................................CONFIRM and RETARD

slowly until warning
message goes out.
Post-Shutdown Engine Tail Pipe Fire
1. Affected engine .................................................. DRY MOTOR

until ITT is reduced below
150o C or starter limit.
REV. 5, 01 NOV 2008 5-4

C. ENGINE FAILURE
Double Engine Failure
1. IGNITION CONT switch........................................................ON

2. Airspeed...................................................... 240 KIAS minimum
L (R) REV UNLOCKED Msg
1. Affected thrust lever ................................. CONFIRM and IDLE

2. Affected thrust reverser EMER STOW........................ SELECT
Uncommanded Acceleration
or
ENGINE OVERSPD
On the ground:
1. Affected thrust lever .......................................................... IDLE

then SHUT OFF
During flight:
1. Affected thrust lever ......................................Confirm and IDLE

Check engine response
REV. 5, 01 NOV 2008 5-5

D. PRESSURIZATION
CABIN ALT or Emergency Descent Procedure Msg
1. Oxygen masks ......................................... DON, SET TO 100%

2. Crew communications ...........................................ESTABLISH
3. PASS SIGNS switches (both) .............................................. ON
4. Descent .......................................................................INITIATE
to 10,000 feet or lowest safe altitude.
5. Thrust Levers .....................................................................IDLE
6. Flight spoilers .............................................................. DEPLOY
E. AUXILIARY POWER UNIT
APU FIRE Msg
1. APU FIRE PUSH..........................................................SELECT
After 5 seconds and APU FlRE warning message persists:

2. APU BOTTLE................................. SELECT, TO DISCHARGE
REV. 5, 01 NOV 2008 5-6

F. DITCHING and FORCED LANDING
DITCHING OR FORCED LANDING IMMINENT
1. L and R PACK .................................................................... OFF

2. EMER DEPRESS.................................................................ON
Just before contact:
3. EMER DEPRESS................................................ SELECT OFF
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.
First Officer: On evacuation command

1. ATC .............................................................................. NOTIFY
of emergency conditions and of
intention to evacuate.
2. EMER DEPRESS.................................................................ON
3. EMER LTS
(coincident with PA) .................................................... ON
REV. 5, 01 NOV 2008 5-7

H. ELECTRICAL
Loss of All AC Power
1. ADG manual deploy handle ..............................................PULL
I. FLIGHT CONTROLS
Aileron System Jammed
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
Elevator System Jammed
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
REV. 5, 01 NOV 2008 5-8

Rudder System Jammed
1. YAW DAMPER DISC .................................................. SELECT

2. Rudder pedals ................................................... OVERPOWER
Stabilizer Trim Runaway
1. Control column .................................... Assume manual control

and override runaway
2. Both STAB TRIM DISC switches .......Press, hold, and release.
3. Airplane Control ........................................................... Transfer
to Captains side
4. STAB CH1 & CH2 HSTCU cbs (2F5 & 4A1).....................Open
J. LANDING GEAR
BRAKE OVHT Msg
1. Airspeed ...................................... NOT MORE THAN 250 KlAS

2. LDG GEAR lever .................................................................. DN
MLG BAY OVHT Msg
1. Airspeed .....................................NOT MORE THAN 250 KIAS

2. LDG GEAR lever .................................................................. DN
REV. 5, 01 NOV 2008 5-9

During Landing-Excessive Asymmetry or Loss of Braking
1. Wheel brakes .................................RELEASE MOMENTARILY

2. ANTI-SKID ......................................................................... OFF
3. Wheel brakes ................................. RE-APPLY AS REQUIRED
K. AURAL/VISUAL WARNING
Configuration Warning
1. Takeoff ............................................. Discontinue Immediately.
L. ENGINE START MALFUNCTIONS
Engine Start Malfunctions
1. Affected thrust lever ......................................... SHUT OFF

2. IGNITION switches ..................................................... OFF
3. Dry motor ......................................................... Accomplish
until ITT is reduced to below 120C or
starter limit, whichever comes first.
REV. 5, 01 NOV 2008 5-10

NO STARTER CUTOUT Msg

OR
Engine Starter Fails to Cut Out

On the ground:
1. Affected ENG START switch ........................................... STOP
In flight:
1. Affected ENG START switch ........................................... STOP
REV. 5, 01 NOV 2008 5-11

REV. 5, 01 NOV 2008 5-12

Chapter 6
Abnormal Procedures
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.
REV. 3, 01 OCT 2007 Page 6-1

Section 2 Pilot Incapacitation
Section 2 Pilot Incapacitation

Pilot incapacitation occurs in all age groups and during all phases
of flight. Incapacitation has many forms, ranging from sudden
death to partial loss of mental or physical performance. Subtle
incapacitation effects can range from loss of function to uncon-
sciousness or death.
The key to recognizing pilot incapacitation is to ensure all crew
members comply with standard procedures. Routine adherence to
these procedures and associated profiles can aid in detecting a
problem. Suspicion, to some degree, of gross or subtle incapaci-
tation should also be considered when a crew member does not
respond to verbal communication, especially associated with a
significant deviation advisory.
Section 3 Crew Action
The unaffected pilot shall take over the controls:
Declare an emergency.
Use the autopilot to reduce workload.
Notify the cabin crew and request assistance to restrain the
incapacitated pilot by sliding their seat to the full aft position.
Plan cockpit duties to prepare for landing.
Consider soliciting help from able-bodied passengers to assist
in cabin crewmember duties.
Section 4 Diversion
Diversion from the approved flight plan may be necessary for rea-
sons of flight safety. The Captain, when faced with an emergency
situation, must decide whether it is prudent to continue to destina-
tion or land at another airport. The following is offered as guidance
to assist in making that decision. In all cases, flight safety is the
first consideration.
Landing at the nearest suitable airport should be accomplished in
the event of:
Any fire, overheat or smoke indication, which cannot be
immediately and positively determined to be eliminated or
extinguished.
One engine remaining.
Loss of a complete hydraulic system.
One AC power source remaining (engine or APU generator).
Any other situation determined by the crew to present
significant adverse effect on safety.
REV. 3, 01 OCT 2007 Page 6-2

Section 5 Circuit Breaker Reset Procedure
Section 5 Circuit Breaker Reset Procedure

CAUTION: See Chapter 2, Limitations, Electrical Systems, Circuit
Breaker Reset (In Flight) for circuit breaker policy.
Circuit breakers are essentially heat-sensing protective devices.
They protect the majority of electrical circuits on the airplane
against electrical faults.
The electrical system is installed with trip-free type circuit break-
ers. This means that if a trip condition exists, the breaker will open
the faulty circuit, even if the circuit breaker is manually held in.
If possible, allow the circuit to cool for at least three minutes or
more before attempting one reset.
CAUTION: If the circuit breaker re-trips, confirm that the button is
fully out. Do not attempt a second reset.
Repeated resetting of a circuit breaker could result in

an electrical fire.
Section 6 Engine Overboost (Firewall)
The airplane has a significant thrust overboost capability, which
could possibly be used to advantage in emergency situations. This
overboost capability should only be considered during emergency
situations. Overboosting the engines when the situation is not suf-
ficiently serious would unnecessarily shorten engine life.
CAUTION: Overboosting the engines could result in an engine

over temperature or overspeed condition with ITT and
N1 indications well over the red line.
REV. 3, 01 OCT 2007 Page 6-3


A. Engine Start Abort
Abort the engine start by completing the Memory Items and
ABNORMAL ENGINE START checklist for any of the reasons
listed in the abnormal checklist.
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.
C. Hung Start/N2 Stagnation

If a hung start occurs, abort the start following the approved pro-
cedures. Start the opposite engine if not yet running. Consider
starting the affected engine with a different air source.
D. Engine Dry Motoring

If another start is to be attempted, the Engine Dry Motoring proce-
dure must be performed for at least 30 seconds after an aborted
start in which fuel was introduced to ensure that no unburned fuel
remains in the combustion chamber and/or reduce residual ITT
prior to attempting another start.
E. Starter Fails to Cutout

It is imperative that starter cutout be observed at 55% N2. The
resultant high speed of the starter turbine above 55% N2 could
cause mechanical damage.
Pressing the STARTER STOP should be all that is required to
close the valve and stop 10th stage air to the starter turbine.
On the ground, should the STARTER STOP action not resolve the
problem, you must shut down the engine and turn off the source
of 10th stage air, whether APU or external air. The only remaining
source of air is the other engine.
REV. 3, 01 OCT 2007 Page 6-4

F. Battery / External Air Start

The following procedures are recommended when starting the
engines using external air and battery power only. Communication
with the ground crew during the start process should be estab-
lished at all times. It should be noted that only IGNITION B and the
left fuel pump will be operational when starting with just battery
power.
Note: 1. Flight compartment standby lights come on when
the battery bus is powered and normal AC power is
off.
2. ElCAS display cooling is not available when the

battery bus is powered and normal AC power is off. If
this condition will continue for more than five (5)
minutes, the ElCAS display circuit breakers (2Q6 and
207) should be opened.
With the air cart connected and supplying at least 45 psi manifold
pressure, as confirmed by the ground crew:
1. BATTERY MASTER switch .......................................... ON
- L and R 10TH SOV CLSD status messages on.
Note: If an ENG TYPE MISCOMP status message is
displayed, do not start the engines.
2. Left BOOST PUMP........................................................ ON
- L FUEL PUMP ON advisory message on.
3. IGNITION B .................................................................. ON
- IGNITION B ARM light on.
4. L ENG ......................................................................START
- IGNITION B ON light and IGNITION B advisory message on.
- L ENGINE START status message on.
- 10TH ISOL OPEN status message on
- L and R 10TH SOV CLSD status messages go out.
REV. 3, 01 OCT 2007 Page 6-5

WHEN N2 REACHES 20% RPM AND ITT IS BELOW 120 C:

Left Thrust lever ......................................................... IDLE
- Check that starter disengages at 55% N2 .
Note: If ITT is greater than 120C prior to start, engine must
be dry motored for a maximum of 90 seconds with
ignition off and affected thrust lever at SHUT OFF, in
order to lower ITT below 120 C.
- Check that ITT is 450 C - 600 C; the maximum during start
is 900o C,
- Check that N1 stabilizes and does not drop below 22%-25%
RPM,
- Check that N2 is between 62.9% - 64.0%.
Note: 1. ldle N2 speed changes approximately 1%/10 C
OAT.
2. If ITT stabilizes at more than 2% below chart idle
speed, do not advance thrust levers above 70%
N2 until core speed is stabilized within normal
limits.
Check that oil pressure is within normal range [above 25psi].
5. GEN 1 ............................................................................ON
- R FUEL PUMP ON advisory message on.
Before starting right engine:
6. Fuel feed check valve test .............................. COMPLETE
Fuel feed check valve test procedure:
(a) BOOST PUMP, L and R......................................... OFF
(b) FUEL LO PRESS caution ...........................CHECK ON
- For the right engine.
EICAS is an indication that the fuel feed check valve
has failed in the open position.
(c) BOOST PUMP, L and R ........................................... ON
7. Right engine ............................................................ START
REV. 3, 01 OCT 2007 Page 6-6

Section 8 Takeoff Emergencies

A. Rejected Takeoff
A rejected takeoff is a maneuver performed during the takeoff roll
to expeditiously stop the airplane on the runway. As the airplane
accelerates, energy increases rapidly. At low speeds however, up
to approximately 80 knots, the energy developed is not sufficient
to cause difficulty in stopping the airplane.
As airspeed approaches V1, on a balanced field, the effort
required to stop the airplane in the event of a rejected take off
approaches maximum. The decision to reject the takeoff must
therefore be made so that the maneuver can be initiated no later
than V1.
A successful rejected takeoff at or near V1 is dependent upon the
pilot making quick decisions and using the correct procedures.
The use of reverse thrust will produce additional stopping
capability. When recognition of conditions requiring a rejected
takeoff are within one second of V1, the balance of risk shifts in
favor of continuing the takeoff. Continuing the takeoff, after
recognition of engine failure slightly below V1 will result in a
reduction in aircraft height above the end of the runway. This is
less of a consequence than overrunning the runway from rejecting
the takeoff due to high speed.
1. Precautions following a Rejected Takeoff/Abort
Following a maximum effort abort (any combination of high
speed, high gross weight, maximum braking) the thermal
fuses in the main wheel assemblies may melt causing a
controlled deflation of the tire(s), rather than an explosive
blowout.
After a maximum effort abort where maximum wheel braking
was applied, consider the following procedures:
a. Taxi clear of the runway, if possible.
b. Inform dispatch and maintenance.
c. Always approach the main gear with caution, and never
directly from the side.
d. Avoid spraying an extinguisher directly on a hot inflated
tire/brake/wheel assembly.
WARNING: Takeoff must not be attempted if thrust reversers have
been deployed.
REV. 4, 01 MAY 2008 Page 6-7

2. Procedures following a Rejected Takeoff/Abort

After a rejected takeoff, the flight crew must complete the
following procedures/checklists to ensure the condition
leading to the rejected takeoff has been cleared.
a. Rejected Takeoff Checklist
b. Associated Abnormal or Emergency Checklists
The following items must be performed before a second
takeoff attempt:
c. After Landing Procedure
d. After Start Check
e. Before Takeoff Check
CAUTION: Check brake temperatures are within limits before
attempting another takeoff.
Note: Reference Chapter 9 Brake Cooling Requirements to
determine if a wait time is needed beyond the required
15 minutes.
REV. 4, 01 MAY 2008 Page 6-8

Rejected Takeoff/Abort - Actions and Callouts
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).
REV. 4, 01 MAY 2008 Page 6-9

Rejected Takeoff
REV. 4, 01 MAY 2008 Page 6-10

B. Engine Failure After V1

Engine failure due to turbine failure or other internal causes usu-
ally results in the same yawing moment as an engine flameout.
Vibration and noise from the affected engine however, may be
more apparent and the onset of yaw may be more rapid. An
engine failure at or after V1 will initially affect yaw much like a
crosswind would.
If an engine fails between V1 and lift-off, maintain directional con-
trol by smoothly applying rudder, proportionate with thrust decay
to maintain the runway centerline. The rotation should be exe-
cuted smoothly with one continuous motion up toward the single-
engine target pitch attitude (10) at 3 per second. Use the
required amount of rudder to keep the wings level.
To counter the thrust asymmetry of an engine failure, maintain
wings level with the rudder. Flying with lateral control wheel dis-
placement or with aileron trim decreases single engine perfor-
mance.
The control wheel will be centered when the proper amount of rud-
der is applied. Full lateral control will be available in both direc-
tions.
Takeoff With Engine Failure Above V1 - FLAPS 8o

Engine-out controllability is excellent during the takeoff roll and
after lift-off. Minimum control speed in the air (VMCA) is well below
VR.
REV. 4, 01 MAY 2008 Page 6-11

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.
REV. 4, 01 MAY 2008 Page 6-12

Takeoff with Engine Failure, Flaps 8 - Actions and Callouts
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.
REV. 4, 01 MAY 2008 Page 6-13

Event PF PM
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
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
REV. 4, 01 MAY 2008 Page 6-14

Takeoff with Engine Failure, Flaps 20 - Actions and Callouts
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.
REV. 4, 01 MAY 2008 Page 6-15

Event PF PM
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
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
1/2 Bank off
THRUST SET
Action Items are items Complete the applicable immedi-
Required (After ate action items
Reaching VFTO)
AGL or above lists Complete appropriate checklist
procedures
REV. 4, 01 MAY 2008 Page 6-16

Takeoff With Engine Failure Above V1 - FLAPS 20o
C. Takeoff and Landing with Air Conditioning Packs Off

The following procedures are required when the engine bleeds
cannot be used for takeoff (due to hot ambient temperature, run-
way contamination, and use of anti-ice) and the APU is inopera-
tive.:
Before Takeoff
Pressurization Control .............................................. AUTO FO
MAN light - OUT
L and R PACKS ........................................................... OFF FO
10TH STAGE ISOL Valve .................................... CLOSED FO
10TH STAGE, L and R BLEED AIR..................... CLOSED FO
Landing Elevation ........................................................ SET FO
To 3,000 feet above departure field elevation
RAM AIR Valve .........................................................OPEN FO
REV. 4, 01 MAY 2008 Page 6-17

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.
REV. 4, 01 MAY 2008 Page 6-18

D. Operation with Air Cycle Machines in Manual Mode
1. Procedural Factors During Automatic Mode Operation

Even when accomplishing all recommended and mandatory
maintenance actions, some operators still experience lower
than expected ACM life. ACM life can be improved by making
sure operating practices that place higher than necessary
demands on the ACM's are minimized.
An effective action to improve ACM life is to avoid excessive
ACM cooling demands. Certain operating practices can
cause the ACM to operate at much higher demand than is
necessary for the temperature conditions. Significant factors
are:
Temperature setting practices by crewmembers.
Operating the ECS in Manual Mode for high demand
cooling.
Operation of the ECS from the air conditioning packs with
the service door open.
High demand" operation of the ECS packs when ground
sources of conditioned air are available.
Not taking advantage of the gaspers to improve air
circulation during initial cabin cooling on the ground.
The following recommendations may help to keep cooling
demands on the ACM to a level more appropriate to the actual
cooling requirement during ground operation in hot, high
humidity conditions:
Set the cabin temperature selector to a level appropriate
to the desired cabin temperature.
Setting the CABIN temperature control knob to full COLD
commands a cabin temperature of approximately 58
degrees F (14.5 degrees C) at the level of the overhead
bin. Selections toward the COLD end of the range will
result in the ACM running at/near full capacity for long
periods (as evidenced by duct temperatures in the 3
degrees C range on EICAS), and supplying much more
colder air than is necessary.
REV. 4, 01 MAY 2008 Page 6-19

This high demand is aggravated by the tendency for the

cold air to pool at floor level so that the temperature sensor
does not detect the temperature reduction immediately,
extending the period of excess cold air delivery.
A hot cabin can be cooled to an acceptable level with a
much warmer control knob setting than is commonly used.
Note that the temperature range of the cabin temperature
controller is approximately 58-82 degrees F (14.5-28
degrees C). Therefore the mid point (12 o'clock) setting on
the CABIN temperature control knob is approximately 70
degrees F (21 degrees C).
Considering the location of the temperature sensor at bin
level, even 70 degrees F is lower than is appropriate for a
comfortable cabin environment. If an acceptable
temperature goal at bin level is 75-78 degrees F, the
temperature setting required to achieve this temperature
will be about halfway between the mid-point and full hot
position for the control knob. Therefore, it is recommended
to experiment with temperature knob settings between the
mid point and MAX. This can result in less extreme
operational ACM demand and also reduce overcooling of
the floor area.
Flight crews should also take into account the long
response cycle when operating the system in automatic
mode, especially when selections are made that result in
temperature reduction commands. The tendency of cold
air to pool at floor level can in the right circumstances
cause the controller to command colder inflow temperature
as it attempts to achieve the commanded temperature
requirement at the level of the bin mounted temperature
sensor. In addition to using temperature settings in the
warmer end of the range, crews may find that temperature
control improves if they give the system more time to
stabilize.
REV. 4, 01 MAY 2008 Page 6-20

2. Keep the service door closed, to the maximum extent

possible, when cooling the aircraft on a hot ramp.
When the service door is open, cold air tends to flow out
along the floor instead of reaching the temperature sensor
in the overhead bin. This greatly extends the time the ACM
runs at/near maximum demand, since the controller does
not sense all of the cold air inflow. When possible, the
service door should be kept closed when cooling the cabin
from the packs in hot weather.
3. Use alternate sources of conditioned air for initial cooling
of a heat soaked cabin.
Installation and use of the ground air conditioning
connection is strongly recommended. It eliminates ACM
operation in its most demanding mode, cooling a hot cabin
on the ground.
4. Use the gaspers to improve air circulation.
Many operators report that cooling of a hot cabin prior to
boarding is much improved by opening all gasper vents to
force air to the floor area. This improves overall mixing of
cabin air and reduces the cold air pooling/overcooling
effect, thereby helping to reduce ACM demand.
REV. 4, 01 MAY 2008 Page 6-21

Section 9 Inflight Emergencies

A. Emergency Descent
The emergency descent maneuver is designed to descend the air-
plane smoothly to a safe cabin altitude in the minimum amount of
time with the least possible passenger discomfort. If the descent
is performed because of a rapid loss of cabin pressure, oxygen
masks are donned and crew communication is established at the
first indication of a pressurization problem.
The autopilot should remain engaged to accomplish the descent.
Although a turn is not required when initiating an emergency
descent, it may be performed using heading mode.
Note: If cabin pressure is verified to be uncontrollable and
the airplane structural integrity is in doubt, the speed
should be limited as much as possible. In this case, it
is preferable to maintain at or below the existing
speed and avoid high maneuvering loads.
The PM will check the minimum enroute altitude, notify ATC and
obtain the local altimeter setting. Level off altitude should be cho-
sen based on the passenger oxygen system capacity or the lowest
safe altitude, whichever is higher. The lowest safe altitude is the
Minimum Enroute Altitude (MEA), Minimum Obstruction Clear-
ance Altitude (MOCA), or any other altitude based on terrain clear-
ance, navigation aid reception or other appropriate criteria.
When turbulent air is encountered or expected, the airspeed
should be reduced to the maximum turbulent air penetration
speed (280 knots or 0.75 Mach, whichever is lower). If descending
into icing conditions, use cowl and wing anti-ice as required.
Once reaching level-off altitude, the pressurization system should
be rechecked and the situation re-evaluated. Establish communi-
cation with the Flight Attendant for passenger/cabin status. The
crew oxygen masks should not be removed if the cabin altitude
remains above 10,000 feet. A situation assessment should be
made based on weather, oxygen, fuel remaining and available air-
ports.
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.
REV. 4, 01 MAY 2008 Page 6-22

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
Adjust pitch to horizon and altitude

Monitor radio altimeter,
and call out information on
flight path
(e.g., 300 FEET
DESCENDING; 400
FEET CLIMBING, etc.)
Check airspeed and adjust
thrust
Establish pitch attitude
2 Advise ATC if required
Initiate go-around if on
approach with probability
of further encounter
REV. 4, 01 MAY 2008 Page 6-23

D. Aileron PCU Runaway

Spoileron control transfer is automatic in the event of a PCU run-
away. The green PLT ROLL or CPLT ROLL on the glareshield
indicates the pilot with the operative aileron.
Disconnecting the roll torque tube isolates the faulty aileron and
prevents further mechanical damage.
E. Aileron System Jammed

If the autopilot is engaged, the first indication could be an amber
A on the ADI. This indicates that the autopilot is encountering
higher-than-normal force loads on the control surface. Investigate
further with flight control synoptic page, if the situation permits.
Disconnecting the roll torque tube isolates the ailerons and the
control columns on the roll axis. Attempt to determine the operable
side before pulling the ROLL DISC handle.
Selecting the PLT ROLL or the CPLT ROLL allows spoileron con-
trol transfer.
F. Elevator System Jammed

If the autopilot is engaged, the first indication could be an amber
E on the ADI. This indicates that the autopilot is encountering
higher-than-normal force loads on the control surface. Investigate
further with flight control synoptic page, if the situation permits.
Disconnecting the pitch torque tube isolates the elevators and the
control columns on the pitch axis. Attempt to determine the oper-
able side before pulling the PITCH DISC handle.
REV. 4, 01 MAY 2008 Page 6-24

Section 10 Approach Emergencies

A. Landing Distance Factor
Certain procedures contained in QRH require a landing distance
factor be applied to the actual landing distance. This is necessary
to account for any difference from the normal landing configura-
tion. The Landing Distance Flaps 45 chart can be found in two
locations:
POH Chapter 9
QRH Emergency/Abnormal Procedures, behind the
Emergency tab
B. Approach Speed Adjustment
The minimum airspeed on approach is based on the certified con-
figuration of 45 flaps (VREF). Certain procedures contained in the
QRH require an adjustment be made to VREF on approach due to
a nonstandard flap configuration. All speed adjustments are to be
applied to the VREF for the aircraft approach weight. Normal speed
additives as described in this POH Chapter 4, Normal Proce-
dures section, Approach Speeds, are to be applied to the
adjusted VREF.
Example:
Flaps .................................................................................. LAND AT 20
Approach Speed .................NOT LESS THAN VREF (Flaps 45) + 12 KTS
Calculation:
Aircraft weight ..................................................................40,000 pounds
VREF......................................................................................... 130 knots
Adjusted VREF .....................................130 knots + 12 knots = 142 knots
C. Single Engine Approach

Comprehensive planning is the key to a safe, unhurried, profes-
sional approach. Every attempt should be made to complete the
approach preparations before arrival in the terminal area. Ade-
quate thrust and normal maneuvering margins are available if the
approach is flown in accordance with the standard profile.
The single engine approach profile is the same as for two engines,
except that the flaps are held at 20 with approximately a 5%
higher N1 thrust setting. When the landing gear is selected down,
slow to the final approach speed. The landing flare is reduced due
to the flatter approach attitude.
REV. 4, 01 MAY 2008 Page 6-25

Precision Approach (ILS) - One Engine Inoperative Actions and

Callouts
Event PF PM

pleted.
When cleared for Select APPR on FCP.

Localizer needle When Localizer needle

begins to move begins to move
Intercept and track LOCALIZER ALIVE.
localizer.
Localizer Capture When Localizer is cap-

tured
Confirm Localizer LOCALIZER CAP-
captured TURE.
Glideslope Begins to When Glideslope

Move begins to move
GLIDESLOPE ALIVE.
1 1/2 Dots on the 1 1/2 DOTS

Glideslope GEAR DOWN,
FLAPS 20, BEFORE
LANDING CHECK,
BUG REF + COR- Verify airspeed within
RECTION. limits and select flaps
Slow to target 20.
speed. (Vref + cor- Select Gear Down
rection) Read before landing
checklist and call:
BEFORE LANDING
CHECK COMPLETE.
(Contd Next Page)
REV. 6, 01 DEC 2008 Page 6-26

Event PF PM
Glideslope Intercept GLIDESLOPE CAP-

TURED.
SET MISSED
APPROACH ALTI- Set and verify missed
TUDE. approached altitude.
At outer marker Identify marker. Identify marker.
MARKER INBOUND
Verify marker cross- Verify marker crossing
ing altitude. altitude.
Note time if appro- Advise ATC.
priate.
At 1,000 above DA 1,000 FEET ABOVE

Cleared to Land? DA.
Cleared to Land?
At 500 feet above DA 500 FEET ABOVE DA,

CLEARED TO LAND.
CLEARED TO
LAND.
At 100 feet above DA 100 FEET ABOVE DA.
Divide time between

for runway environ-
ment.
At DA, Runway envi- MINIMUMS, ____ IN

ronment in sight SIGHT, CONTINUE.
Autopilot off (no
later than 200 feet
AGL).
CONTINIUING
Continue approach
to 100 feet above
TDZE.
(Contd Next Page)
REV. 6, 01 DEC 2008 Page 6-27

Event PF PM

at DA IN SIGHT
____OCLOCK.
LANDING.
Transition from
instrument scan to
Call:
visual scan.
1000 ft/min.
- Any significant
deviation from a
glideslope and/or
localizer.
- Any significant
deviation from a
normal landing
attitude.
KIAS).
(or) At DA runway MINIMUMS, RUNWAY

sight MISSED
APPROACH.
Execute missed
approach proce-
dure.
REV. 6, 01 DEC 2008 Page 6-28

Precision Approach - One Engine Inoperative

be completed.
REV. 4, 01 MAY 2008 Page 6-29

Non-Precision Approach - One Engine Inoperative Actions and

Callouts
Event PF PM

pleted.
When cleared for Select NAV (or B/C if applicable) on FCP.

Course (or Local- When Course (or Local-

izer) begins to move izer) begins to move
Intercept and track COURSE (OR LOCAL-
localizer. IZER) ALIVE.
Course (or Local- When Course (or Local-

izer) Capture izer) is captured
Confirm Course (or COURSE (OR LOCAL-
Localizer) captured IZER) CAPTURE.
Shortly Prior to GEAR DOWN,

Crossing the Final FLAPS 20, BEFORE
Approach Fix (FAF) LANDING CHECK.
Slow to target Verify airspeed within
speed. (Vref + cor- limits and select flaps
rection) 20.
Select Gear Down
Read before landing
checklist and call:
BEFORE LANDING
CHECK COMPLETE.
SET NEXT ALTI- Set stepdown altitude

TUDE OR SET or MDA as requested
MDA
Update each stepdown altitude until MDA is set
(Contd Next Page)
REV. 6, 01 DEC 2008 Page 6-30

Event PF PM
At FAF (if GPS or Identify marker. Identify marker.

RNAV approach, ver-
ify GPS APPR is dis- MARKER INBOUND
played at the bottom Verify marker cross- Verify marker crossing
of the NAV source ing altitude. altitude.
block on both PFDs) Note time if appro- Advise ATC.
priate.
Select/Request V/S Select V/S, if requested
Initiate descent Monitor descent
At 1,000 above MDA 1,000 FEET ABOVE

Cleared to Land? MDA.
Cleared to Land?
At 500 feet above 500 FEET ABOVE MDA,

MDA CLEARED TO LAND.
CLEARED TO
LAND.
At 100 feet above 100 FEET ABOVE

MDA MDA.
Divide time between

for runway environ-
ment.
At MDA, Runway MINIMUMS, ____ IN

environment in sight SIGHT, CONTINUE.
Autopilot off (no
later than 400 feet
AGL).
CONTINIUING.
Continue approach
to 100 feet above
TDZE.
(Contd Next Page)
REV. 6, 01 DEC 2008 Page 6-31

Event PF PM

at MDA IN SIGHT
____OCLOCK.
LEAVING MINI-
MUMS.
Transition from
Call:
instrument scan to
visual scan. 1000 ft/min.
- Any significant
deviation from a
glideslope and/or
localizer.
- Any significant
deviation from a
normal landing
attitude.
KIAS).
(or) At MDA runway MINIMUMS, RUNWAY

sight MISSED
APPROACH.
Execute missed
approach proce-
dure.
Continue with Actions & Callouts for Missed Approach (One
Engine Inoperative)
REV. 6, 01 DEC 2008 Page 6-32

APPROACH CHECK - COMPLETE
+ CORRECTIONS
400 AGL)
Non-Precision Approach - One Engine Inoperative

be completed.
D. Engine Failure on Approach

The pilot should establish, as quickly as possible, the single
engine approach configuration. If able to complete a stabilized
approach from this position, continue. Otherwise, carry out a sin-
gle engine go-around.
REV. 4, 01 MAY 2008 Page 6-33

E. Single Engine Go-Around

Missed Approach (One Engine Inoperative)
Event PF PM
At minimums, MISSED APPROACH, SET
no contact or THRUST, FLAPS 8
called Set Thrust Lever close to go- Set and verify thrust to carat
around thrust on N1 gauges
Rotate to FD commanded Set flaps 8
pitch THRUST SET
GEAR UP POSITIVE RATE
Climb at minimum of V2GA Select gear up
Between V2GA SPEED MODE, BUG V2
and V2GA + 10 Ensure speed is bugged Select speed mode
between V2GA and V2GA + - If airspeed above V2GA +
10 10, set speed bug to V2GA
+ 10
- If airspeed between V2GA
and V2GA + 10, maintain
airspeed
- If airspeed below V2GA,
set speed bug to V2GA
Verify CLB on FMA
Above 400 feet HDG OR NAV, 1/2
AGL BANK 400 FEET
(as appropriate) Select HDG or NAV
Select 1/2 bank on
NAV mode on FMA
(Contd Next Page)
REV. 6, 01 DEC 2008 Page 6-34

Event PF PM
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

cedure
VFTO VFTO
SPEED MODE, SET MCT, 1/2
BANK OFF Select Speed Mode
1/2 Bank off
THRUST SET
Action Items items Complete the applicable
are Required immediate action items
(After Reach-
ing VFTO)
AGL or above lists Complete appropriate check-
list procedures
REV. 6, 01 DEC 2008 Page 6-35

Missed Approach/Go-Around - One Engine Inoperative
F. Zero Flap/Flap Inoperative Approach

The following procedures should be used when carrying out a
flaps zero/flaps inoperative approach and landing:
1. If necessary, burn off fuel to reduce landing weight.
2. A straight-in precision approach, using autopilot, is
recommended.
3. Select the longest runway available, considering wind and
braking action, preferably with an ILS or VASI.
4. Complete appropriate QRH Procedure.
Use standard terminal area speeds and establish final approxi-
mately 10 miles from the runway. This will allow time to extend the
gear and decelerate to the target speed while in level flight.
Attempt to be in the landing configuration prior to descending on
the glideslope. Due to the higher energy on approach, ensure
accurate flight path and speed control. If necessary, flight spoilers
are authorized for use above 1000 feet AGL.
Landing will tend to be firmer than normal as very little flare is
desired. Allowing the airplane to float in ground effect will greatly
increase landing distance, which could be critical on a short run-
way. Verify landing distance requirements and compare to runway
available. After main gear touchdown, gently lower the nose to the
runway. Apply brakes only after nose wheel touchdown.
Note: Improper landing technique during flap failure can
generate loads on the nose gear sufficient to cause
structural damage.
REV. 4, 01 MAY 2008 Page 6-36

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)
Visual Approach, No Flaps

G. Emergency Landing/Ditching
Refer to CRJ200 QRH, Ditching and Forced Landing.
H. Overweight Landing
Overweight landings up to maximum takeoff weight may be safely
accomplished by using normal landing procedures and tech-
niques. There are no adverse handling characteristics associated
with heavier-than-normal landing weights. Compute the landing
distance required to assure that the runway length is adequate for
the higher threshold speed. Observe flap placard speeds and do
not maintain excess airspeed on final. This technique is especially
important when landing with flaps 20 during an engine inopera-
tive or other abnormal condition.
A smooth landing is desirable but avoid the tendency of a long
flare, as this will considerably increase the landing distance. Apply
maximum reverse thrust promptly after touchdown to help prevent
brake temperatures from becoming excessive.
REV. 4, 01 MAY 2008 Page 6-37

I. Post-Flight Exterior Inspection Following Abnormal Landing

1. Following a landing in which one of the following occurs:
Excessive sink rate;
Gross weight exceeds placarded Maximum Landing
Weight;
Aircraft leaves the prepared runway surface;
Aircraft lands before reaching the prepared runway
surface;
A hard landing causes one or more tires to burst;
Aircraft lands with an uncontrolled sideways skid.
2. It is possible that damage may occur to the aircraft structure
or systems. This damage may not be visible to the naked eye.
3. If any of the above occur, an Aircraft Maintenance Logbook
entry will be made and Maintenance Control notified via
Dispatch.
REV. 4, 01 MAY 2008 Page 6-38

Section 11 Ground Emergencies

A. APU Fire
On the ground, automatic APU shutdown and fire extinguishing
is provided. It is required that the memory items be carried out
as a back up to the automatic system.
Push and hold the BOTTLE ARMED PUSH TO DISCHARGE
switch until the green light extinguishes. Both squibs fire at the
same time.
B. Emergency Evacuation
An emergency evacuation is initiated for a condition potentially
endangering the life or physical well being of passengers and
crew.
In the majority of cases, this procedure will follow another QRH
procedure. This requires a great deal of coordination on the
part of the crew members.
This checklist secures the aircraft against movement of any
sort and therefore allows for a safe evacuation.
If the Captain chooses to evacuate the passengers by a
particular exit he should state the exit first, followed by the
evacuate command.
Captain First Officer
Parking brake SET (verify problem)
Command Evacuation ATC Notify (condition and intention to

evacuate)
GLD MAN DISARM EMER DEPRESS Push
Thrust levers SHUT OFF
Evacuation initiate using PA system Emergency lights ON

This is the captain. Evacuate, evacuate Note: Should coincide with the Captains
PA announcement.
APU and both engine fire push switches Proceed to cabin to assist in evacuation
PUSH
Battery Master OFF
Assist in evacuation
REV. 4, 01 MAY 2008 Page 6-39

C. Engine Fire / Severe Damage (On the Ground)

This checklist is performed by the captain and closely resembles
the Engine Fire/Severe Damage (in Flight) checklist.
When the aircraft is on the ground the captain performs the mem-
ory items without the need for confirmation by the first officer.
D. Evacuation--Engine Fire on the Runway
Captain First Officer
Parking brake SET
Verify the problem
Initiate memory items.

1. Affected thrust lever SHUT OFF
2. Affected engine fire switch
PUSH
3. Both boost pumps OFF
4. If fire persists after 10 seconds,
both bottles DISCHARGE
Advise First Officer to prepare for EMER DEPRESS Push

evacuation
GLD MAN DISARM
If an evacuation is necessary, Advise tower of evacuation

command evacuation and shut off
remaining thrust lever.
PA to passenger, This is the cap- Emergency Lights on

tain. Evacuate, Evacuate
Push the remaining engine and

APU FIRE PUSH switches.
Battery master switch off
REV. 4, 01 MAY 2008 Page 6-40

Section 12 Enhanced Ground Proximity
Section 12 Enhanced Ground Proximity Warning System

(EGPWS) Caution/Warning Escape Maneuvers
The EGPWS warning is normally the flight crew's last opportunity
to avoid Controlled Flight Into Terrain (CFIT). Incidents and acci-
dents have occurred because flight crews have failed to make
timely and correct responses to the EGPWS warning. The avail-
able time has increased between initial warning and airplane
impact since the first version of the EGPWS; however, this time
should not be used to analyze the situation. React immediately.
With the early versions, there was as little as a five second warn-
ing, and none at all if the impact point was a relatively steep slope
of a mountain.
The following will be accomplished when a Ground Proximity Alert
Event occurs:
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.
REV. 4, 01 MAY 2008 Page 6-41

Step PF PM
1 THRUST Verify all actions have been completed
MAXIMUM THRUST and call out any omissions

- SET MAX THRUST Monitor radio altimeter and call out in-
formation on flight path (e.g., 300 feet
PITCH descending; 400 feet, climbing, etc.)
Autopilot-disconnected
roll wings level
Rotate (3/sec.) to 15 pitch
respect stick shaker/buffet
Call out the safe altitudea (e.g., MSA

IS 3,400 FEET.
2 CONFIGURATION
Advise ATC
Flight Spoilers--retract
Do NOT alter gear/flap con-
figuration until terrain clear-
ance is assured
3 Climb to safe altitude
4 AFTER EGPWS RECOVERY
Resume normal flight
OTHER EGPWS ALERTS

TERRAIN, TERRAIN - TOO LOW TERRAIN
Adjust the flight path or initiate a go around.
CAUTION TERRAIN
Adjust the flight path. Stop descent. Climb and/or turn as necessary
based on analysis of all available instruments and information.
SINKRATE - DON'T SINK
Adjust pitch attitude and thrust to silence the alert.
TOO LOW GEAR or TOO LOW Flaps
Correct the configuration or perform a go around.
GLIDESLOPE
Establish the aircraft on the glideslope or switch OFF the G/S mode
pushbutton if flight below the glideslope is intentional.
CAUTION:The terrain display is intended to be used as a situational
tool only and may not provide the accuracy and/or fidelity
on which to solely base terrain avoidance maneuvering
decisions.
REV. 4, 01 MAY 2008 Page 6-42

C. EGPWS Input Sources

1. Systems that monitor altitude, airspeed, attitude, glideslope,
and position are required for operation of the EGPWS.
Accelerations, angle-of-attack (AOA), and flap position are
required for the windshear function.
2. The EGPWS is fully active when the following systems are
powered and functioning normally:
a. EGPWS
b. Radio Altimeter
c. Air Data
d. ILS or glideslope receiver
e. AHRS, VG (attitude)
f. GPS, FMS
g. Landing gear
h. Stall warning or AOA (wind shear only)
i. Weather radar, EFIS, or a dedicated terrain display.
D. Use of the EGPWS

1. The EGPWS has a self-test capability that verifies and
indicates intended functions.
2. When a terrain warning/caution exists and the terrain is not
selected on the MFD, the terrain is automatically displayed on
the MFD with a range of 10 NM.
REV. 4, 01 MAY 2008 Page 6-43

Section 13 Traffic Alert and Collision
Section 13 Traffic Alert and Collision Avoidance System

(TCAS) Operation
A. Acquire Visual Contact
Even though a Traffic Alert and Collision Avoidance System
(TCAS) is installed in the airplane to aid in the detection of other
airplanes, "SEE AND AVOID" is still the primary means of collision
avoidance.
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.
D. Traffic Alert and Collision Avoidance System

When a resolution advisory is indicated, the pilot flying will perform
the following action:
Autopilot.....................Disconnect
Pitch and Power.........As required for RA
Adjust the vertical rate promptly and smoothly to comply with the
guidance indicated on the VSI. The majority of TCAS resolution
advisories are resolved with vertical movements of 300 to 500
feet.
Regulations permit deviation from assigned altitude to comply with
a TCAS resolution advisory however ATC must be advised of the
RA.
REV. 4, 01 MAY 2008 Page 6-44

Section 13 Traffic Alert and Collision
E. TCAS Warning Action and Callouts

Event PF PM
"TRAFFIC, Initiate visual search for Initiate visual search for
TRAFFIC intruder aircraft. intruder aircraft.
Be alert for possible Resolu- Be alert for possible Resolu-
tion Alert (RA) command. tion Alert (RA) command.
Continue to fly the aircraft. Continue to monitor aircraft
parameters.
"MONITOR VER- Monitor RA/VSI to ensure Continue visual search for
TICAL SPEED" that red arc is avoided. intruder aircraft.
Continue visual search for Monitor RA/VSI to ensure
intruder aircraft. that red arc is avoided.
"DESCEND, Disconnect Autopilot. Continue visual search for
DESCEND Thrust levers to Flight Idle or intruder aircraft.
as required. Monitor RA/VSI to ensure
Descend at the rate com- that red arc is avoided.
manded by the green fly-to Notify ATC as soon as possi-
arc on the RA/VSI. ble.
Continue to monitor aircraft
parameters and altitude.
"CLIMB, CLIMB" Disconnect Autopilot. Continue visual search for
Thrust levers as necessary to intruder aircraft.
comply with RA guidance on Monitor RA/VSI to ensure
the VSI. that red arc is avoided.
Climb at the rate com- Notify ATC as soon as possi-
manded by the green fly-to ble.
arc on the RA/VSI. Continue to monitor aircraft
parameters and altitude.
WARNING: If in landing configuration, a normal go-around

procedure should be initiated.
WARNING: Always respect the stick shaker.
"CLEAR OF Return promptly to last Advise ATC when clear of
CONFLICT" assigned ATC clearance. conflict and of returning to
Return to appropriate power last assigned altitude.
setting.
REV. 4, 01 MAY 2008 Page 6-45

Section 14 AHRS Operation in Localized
Section 14 AHRS Operation in Localized Magnetic Field

Anomalies
A. Introduction
1. This Section contains procedures to be used when operating
from airports with localized magnetic field anomalies. These
anomalies arise from the construction i.e. use of ferrous
metals for rigidity, or electrical / mechanical equipment
operating beneath them, or ground equipment in close
proximity to the aircraft.
2. The dual Attitude and Heading Reference System (AHRS)
installed on the CRJ aircraft utilizes two flux valves to sense
the Earth's magnetic field for derivation of the aircraft's
heading. The flux valves are installed in the forward outward
portion of the aircraft's left and right wings. Due to their relative
close proximity to the ground, the flux valves can be affected
by localized magnetic field anomalies which in turn can cause
the presentation of the AHRS "HDG" comparator flag, and
concurrently trigger the "EFIS COMP MON" caution message.
3. This will occur if the EFlS Comparator Monitor determines that
a heading split greater than 6 degrees has occurred between
the LH and RH AHRS flux valves.
4. When the EFlS COMP MON caution message is displayed in
conjunction with the HDG comparator flag during ground
operations, magnetic interference from proximate ground
equipment or localized magnetic field anomalies could be
responsible. When such a condition is experienced, it is
recommended the flight crew accomplish a compass system
rapid or manual alignment. If the messages can be cleared by
accomplishing this procedure, the aircraft maybe dispatched.
REV. 4, 01 MAY 2008 Page 6-46

B. Rapid Alignment Procedure

To determine if the messages are cause by localized magnetic
anomalies, proximate ground equipment, or if an actual system
failure has occurred, carry out the rapid alignment procedure that
follows:
1. COMPASS switch selections.................................... Check
- if both switches are set to MAG, proceed to step 2.
One of the COMPASS switches is set to DG:
- Applicable COMPASS switch......................MAG
- Check that the heading immediately
slews to the heading displayed for the
system already in MAG mode.
HDG flag and EFlS COMP MON caution message still
persist:
- Proceed to step 2.; otherwise, proceed
normally.
2. Aircraft ............................................................... Reposition
- away from the magnetic materials
OR
- have ground equipment moved as necessary.
3. EFlS and
Standby Instruments Cross check
- Determine which AHRS has been affected
4. Affected AHRS
COMPASS switch..... Select to DG and then back to MAG.
- Verify EFlS COMP MON caution message is not
displayed.
Note: It may be necessary to perform this procedure for
both of the AHRS as the anomalies may have affected
both systems, although to different degrees.
If the caution message remains and it is known that

the aircraft has been removed from all sources of
magnetic anomalies, a system failure has occurred.
REV. 4, 01 MAY 2008 Page 6-47

C. Manual Alignment Procedure

If it is not possible to remove the aircraft from all sources of
magnetic anomalies, and the rapid alignment procedure cannot
correct the heading miscompare condition, a manual alignment
procedure must be used.
Monitor the displays for reappearance of the EFlS COMP MON
caution message and the HDG flag during taxi, up to and including
taking position on the active runway. If the EFlS COMP MON
caution message reappears, verify the message continues due to
localized electromagnetic anomalies by performing the manual
alignment procedure that follows:
1. Two heading readouts..................................... Cross check
- PFDl and PFD2, with standby compass.
- If necessary switch the affected AHRS
compass switch to DG mode and then slew to
compass heading or runway reference heading
(as appropriate).
- Verify EFIS COMP MON caution message and
HDG flag are not displayed.
2. COMPASS switch(es) ..........................................DG mode
- Just prior to takeoff verify EFlS COMP MON caution
message is not displayed.
3. AFTER TAKEOFF procedure...............................Complete
- Refer to AFTER TAKEOFF Procedure in this
Section.
REV. 4, 01 MAY 2008 Page 6-48

D. Takeoff from Runways with Known Magnetic Anomalies

When departing from specified runways where known local mag-
netic fields and magnetic anomalies cause EFlS COMP MON cau-
tion message and the HDG comparator flag to appear, the
following procedure may be used within 10 minutes of departure.
Note: Prior to taking position on the runway, and
immediately prior to commencing the takeoff verify
that EFlS COMP MON caution message and the HDG
comparator flag are not displayed on their respective
screens.
1. COMPASS switch................................................ DG mode
2. (2) SLEW switch ..........................................................Slew
- Align the primary compass heading representation
on the PFDs to the standby compass heading.
3. PFD1 and PFD2 ..............................................Cross check
- with the aircraft lined up on the runway, the
published heading for that runway, and align as
required.
E. After Takeoff
1. COMPASS switches ......................................... MAG mode
- Confirm while in straight, level, nonaccelerating or
decelerating flight, (one at a time if both in DG
mode).
- Also verify that neither the EFlS COMP MON
caution message or HDG flag are displayed.
REV. 4, 01 MAY 2008 Page 6-49

Section 15 Inadvertent On Ground Aircraft
Section 15 Inadvertent On Ground Aircraft Pressurization

If the aircraft 10th stage bleed air is not provided to the out
flow valves, the valves will be spring loaded shut. There are
two ways to provide 10th stage bleed air to the out flow valves:
APU bleed air with the APU LCV open and one or both
packs operating.
Either engine running with the respected 10th stage valve
open and pack operating and the APU LCV closed.
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.
REV. 5, 01 NOV 2008 Page 6-50

Section 16 Flight with FMS Inoperative or
Section 16 Flight with FMS Inoperative or Deferred

A. The following procedures should be followed in the event the FMS
becomes inoperative or is deferred under MEL 34-61-01-1 Flight
Management System (Complete System).
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.
For Landing, a GA and MCT thrust setting should be calcu-

lated. The MCT setting should be noted in case it is needed.
Note: All crews shall write down and brief required and
anticipated power settings.
REV. 6, 01 DEC 2008 Page 6-51

Section 16 Flight with FMS Inoperative or
3. V Speeds: Takeoff V speeds should be set using the second

section of the Max Temp section of the TRL, if able. If the
actual temperature exceeds the max temp, the Max Weight
section can be used for setting the V speeds.
4. Navigation: Departure, en route, and arrival navigation will be
based on ground based NAVAIDS or ATC vectors. All
navigation will be done in green needles with the appropriate
NAVAID tuned and identified manually. Required charts and
arrival and departure procedure plates will be used.
5. Fuel Considerations: The fuel score card should be utilized
en route to validate fuel burn numbers calculated by dispatch,
and to derive landing weight numbers.
6. Calling of OOOI Times: Crews should follow the procedures
outlined in the GOM for the calling of OOOI times to the
respective stations.
REV. 6, 01 DEC 2008 Page 6-52

Section 1 Cold Weather Operations
Chapter 7
Weather Operations

A. General
1. The winter season presents additional challenges to airplane
operations resulting from low temperatures, the potentially
hazardous effects of precipitation contaminating the airplane
and the aircraft movement area, and extreme turbulence.
Removal of contaminants on runway surfaces, taxiways,
aprons, holding bays and other areas, rests on the
administration of the airports concerned, based on flight safety
and schedule considerations.
2. However, it is the ultimate responsibility of the pilot-in-
command to make sure that the airplane is in a condition for
safe flight prior to takeoff. Use of the ATIS or other means to
acquire accurate ambient temperature and other pertinent
meteorological conditions cannot be overemphasized. The
indicated SAT on EFIS cannot be used before takeoff since
the TAT probe gives inaccurate readings on the ground when
the airplane is static or at low forward speed.
3. Adherence to the procedures in this section ensures an
aerodynamically clean aircraft before takeoff. When operating
in such conditions, these procedures account for operational
hazards associated with frozen contamination.
4. In all cases, it is assumed that the decision to operate is based
on the general rules of good airmanship applicable in cold
weather operations and on the assurance that the operational
and system limitations will not be exceeded (refer to the
CRJ200 POH, Chapter 2 LIMITATIONS). Under these
provisions, the procedures given in the following section have
been provided to supplement the normal operating
procedures with the goal of enhancing flight safety and
assisting in obtaining maximum performance from the
airplane.
REV. 3, 01 OCT 2007 Page 7-1

5. In no circumstances, however, do they warrant operations in

conditions imposing demands beyond the capabilities of the
airplane or its flight crew.
B. Definitions
1. Cold Weather Operations
a. Cold weather operations refer to ground handling, takeoffs
and landings conducted on surface conditions where
frozen moisture is present or conditions are conducive to
moisture freezing. These conditions are commonly
encountered when the surface temperature is at or below
0C, although frozen moisture may be present and persist
for a significant time at higher temperatures. Examples of
this latter condition are the penetration of heavy frozen
precipitation to ground level when surface temperature is
near freezing and the formation of frozen condensation on
airframe surfaces in contact with cold fuel.
b. Cold soaking is the effect cold fuel in the tanks may have
on moisture present on the upper and lower wing surfaces.
If fuel temperature is 0C or below, it is possible to have
clear ice or frost on the wing with the ambient air tempera-
tures above freezing.
c. The wing surfaces must be below freezing temperatures
for frost to form, even though the ambient temperatures
may be above freezing.
2. Contaminants
a. Slush
Slush is snow saturated with water which displaces with a
splatter when stepped on firmly. It is encountered at
temperatures up to 5C.
b. Wet Snow
Wet snow will easily stick together and tends to form a
snowball if compacted by hand.
c. Dry Snow
Dry snow is loose and can easily be blown. If compacted
by hand, it will readily fall apart again.
d. Frost
1) Frost forms from the slow deposition of ice crystals on
cold surfaces, directly from water vapor in the air.
REV. 3, 01 OCT 2007 Page 7-2

2) The frost forming surface must be below freezing

temperatures for frost to form even though the
ambient temperature may be above freezing.
3) Frost appears as a white crystalline deposit that
usually develops uniformly on exposed surfaces
during below-freezing, calm and cloudless nights with
a high ambient dewpoint.
4) The deposit is thin enough for surface features under-
neath, such as paint lines, markings and lettering, to
be distinguished.
e. Ice
Two types of ice, rime ice and clear ice, commonly affect
aircraft operations:
1) Rime ice: Although rime ice is more commonly found
in flight, it may occur on the ground when conditions
are favorable. Rime ice may occur on the ground in
low temperatures with a low concentration of small
super-cooled water droplets and moderate winds. It
appears as an opaque and rough ice surface that
adheres to surfaces exposed to wind. It can easily be
detected and is easily removed by application of de-
icing/anti-icing fluids.
2) Clear ice: Clear ice can occur in flight or on the
ground. It forms at temperatures at or just below 0C
with a high concentration of large super-cooled water
droplets. Clear ice is hard, and appears as a smooth
and glassy coating that can be very difficult to detect
without a tactile inspection. Clear ice may not be seen
during a walkaround, particularly if the wing is wet or
during night time operations. Clear ice adheres firmly
to surfaces and is difficult to remove, requiring special
care during de-icing/anti-icing.
3. Dehydrated De-icing / Anti-icing Fluids
a. If de-icing/anti-icing fluid is allowed to dry on airplane
surfaces, this same fluid can become a contaminant. De-
icing, and especially anti-icing fluids are designed to
adhere to airplane surfaces and shear off at speeds
approaching takeoff speeds.
REV. 3, 01 OCT 2007 Page 7-3

b. If left on airplane surfaces for long periods of time (over-

night), they may dehydrate and form a gel or dried deposit
that will not shear off, even at high speeds. This contami-
nant will severely affect airplane performance and lift.
4. Critical Surfaces
a. Critical surfaces are defined to be wings, horizontal stabi-
lizer, vertical stabilizer, control surfaces, upper surfaces of
the fuselage and engine inlets. If the upper surface of the
fuselage is contaminated with ice, or snow, or frost
(through which it is not possible to distinguish surface
features (markings and lines)), then the surface must be
de-iced.
b. The upper surface may be de-iced with a one step proce-
dure prior to flight.
c. Airplane Critical Surfaces for Cold Weather Operations:
REV. 3, 01 OCT 2007 Page 7-4

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.
REV. 3, 01 OCT 2007 Page 7-5

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.
REV. 3, 01 OCT 2007 Page 7-6

5) If during the conditions described in paragraph 4.

above, takeoff cannot be started prior to the expiration
of the holdover time, the airplane must again be
inspected and de-iced, if necessary, before
attempting takeoff.
6) If ice, snow or frost is found on the airplane, accom-
plishing a one-step de-icing / anti-icing procedure will
remove the contamination and provide limited anti-ice
protection. When visible precipitation continues to fall,
extended anti-ice protection is required. In such
cases, the application of de-icing/anti-icing fluids
must be accomplished in two separate steps which
will provide adequate protection in most environ-
mental conditions. The characteristics of the various
de-icing/anti-icing fluids used in carrying out these
operations are described later in this section.
2. Wet Aircraft and Temperatures Greater Than 0C but Less
Than 5C
Consideration of the following should be made as to whether
the aircraft should be de-iced/anti-iced:
a. Conditions such as wind and forecast temperature. If
temperatures are dropping or are forecast to drop, treat-
ment with Type 1 fluid should be considered.
b. When an aircraft is wet due to light rain or mist and the
AFM icing definition of visible moisture and less than
5C is satisfied. In such a situation, the AFM limitations
require the use of wing anti-ice for takeoff.
c. If the aircraft is wet because it has been cleaned with hot
water but there is no visible moisture in the air, then the
wing is at the same risk of being contaminated as if the
aircraft was taxiing in slush or pooled water on taxiways/
runways. The use of wing anti-ice is required for such
conditions.
3. Clear Ice Due to Cold Fuel
a. Pilots must be aware of the effect that cold fuel in the tanks
may have on moisture present on the wing upper and
lower surfaces. If fuel temperature is 0C or below, it is
possible to have clear ice on the wing with the temperature
above freezing.
REV. 3, 01 OCT 2007 Page 7-7

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.
REV. 3, 01 OCT 2007 Page 7-8

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.
REV. 3, 01 OCT 2007 Page 7-9

4. Super-Cooled Large Droplet Icing Conditions

Super-cooled large droplet conditions are distinct from the
icing described above because of the propensity for the
ambient liquid water to be contained in droplets of relatively
large mass and inertia. This causes a larger proportion of the
water to impact the leading edge surfaces. In addition, the
droplets impacting the surface will do so further aft than
smaller droplets. On the protected wing surfaces this may
result in formation of ice ridges on the trailing edges of the
slats.
5. Recognition of Super-Cooled Large Droplet Icing
Conditions
a. It is known that super-cooled large droplet (SLD) may be
prevalent in pristine atmospheres typical of coastal mari-
time environments, however, there are no defined means
for prior indication of SLD icing conditions or for differenti-
ating SLD from other icing conditions.
b. The presence of SLD can only be determined by observa-
tion of the resulting ice accumulation on unprotected
surfaces.
c. The indicator for differentiating SLD icing is observation of
ice accumulation on the flight compartment (cockpit) side
windows. Any ice accumulation on the side windows
should be taken as the indication that SLD icing conditions
are present.
6. Procedures
a. Operation in SLD icing conditions is prohibited. Following
recognition of SLD icing conditions by observation of side
window icing, the engine cowl and wing anti-icing systems
must be activated. Even with anti-icing systems being
active, it is necessary to leave SLD icing conditions imme-
diately.
b. After leaving SLD icing conditions, the wing leading edges
and unheated wing upper surface aft of the leading edges
should be observed for signs of ice formation. If ice is
observed on or aft of the leading edges, then the Ice
Dispersal Procedure (Refer to ABNORMAL PROCE-
DURES - ICE AND RAIN PROTECTION - ICE
DISPERSAL) should be accomplished.
REV. 3, 01 OCT 2007 Page 7-10

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.
Takeoff is permitted with frost on the upper surface of the

fuselage through which it is possible to distinguish
surface features (markings and lines).
Takeoff is permitted with frost adhering to the underside

of the wing that is caused by cold soaked fuel. Maximum
1/8 inch layer of frost.
6. Nosewheel and
main landing gear area ............ Clear of frost, ice and snow
- Latching and operating mechanisms are free and
clear of any accumulation (uplocks/downlocks).
REV. 3, 01 OCT 2007 Page 7-11

- Check electrical components (connectors, cables

and micro-switches) for evidence of water ingress.
- Gear doors are free from accumulations.
- Tire pressure is acceptable and wheels are not
frozen to the ground.
7. APU and air-conditioning
intake and exhaust areas ...... Clear of frost, ice and snow
8. Engine inlet and cowlings ....... Clear of frost, ice and snow
- Check fan rotation as applicable
- Drain lines are clear
9. Fuel tanks and
hydraulic components .............Check for evidence of leaks
10. Water system and
drain masts ........................ Check for evidence of freezing
- Check that potable water system has been refilled
- Check that lavatory system has been serviced and
recharged.
11. APU and
main airplane battery ..................................Check charged
REV. 3, 01 OCT 2007 Page 7-12

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.
F. Airframe De-icing, Anti-icing, and Inspection

1. De-icing/Anti-icing Fluids
The application of de-icing/anti-icing fluid is the most common
means of ground de-icing and anti-ice protection. These fluids
are water/glycol solutions, broadly classified as Type I, Type
II, Type III and Type IV.
a. Type I Fluids:
1) In concentrated form, these fluids contain glycols to a
minimum concentration of 80%, but with no thickening
agents. Their resulting low viscosity and very short
holdover time provide very limited anti-icing protec-
tion.
2) It is apparent that except for the case of frost or
freezing fog, the duration of anti-icing protection
provided by Type I fluid is inadequate unless takeoff
can be made almost immediately after de-icing.
Therefore, if conditions require effective ground anti-
icing, it is imperative that Type II/III/IV fluid be avail-
able for use.
REV. 3, 01 OCT 2007 Page 7-13

b. Type II and Type IV Fluids:

1) These fluids contain glycols to a minimum concentra-
tion of 50% as well as thickening agents. Their rela-
tively high viscosity permits the application of a layer
of fluid that is effective in anti-icing and persists for a
significant holdover time to provide anti-icing. During
takeoff, the slipstream imparts a shear stress to the
fluid layer causing it to flow off the surface to which it
was applied.
2) Anti-icing effectiveness, however, is subject to many
more variables that are usually present in de-icing. Of
fundamental concern to the aircrew is the calculation
of the anti-icing holdover time available after de-icing
given prevailing conditions and use of a particular
fluid.
3) To provide some assistance in this regard, the tables
located in the GOM Chapter 2 are provided to show
holdover times for Type I, Type II, Type III, and Type
IV fluids, as influenced by the kind of freezing precip-
itation present.
4) The following points must be considered when refer-
ring to these tables:
a) These tables do not account for all the factors that
influence holdover time.
b) Diverse and individually variable factors such as
fluid temperature, relative humidity, wind direction
and speed, can significantly shorten the holdover
times shown in these tables.
c. Type III Fluids:
1) Type III is a thickened fluid which has properties that
lie between Types I and II. Therefore, it provides a
longer holdover time than Type I but less than Type II.
2) On the basis of acceptance criteria, Type III fluid qual-
ifies for use on large transport type jet aircraft in the
following temperature range above -29C in case of
undiluted fluid.
REV. 3, 01 OCT 2007 Page 7-14

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.
REV. 3, 01 OCT 2007 Page 7-15

c. Two-step De-icing / Anti-icing

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

Per Chautauqua GOM procedures, the CRJ200 will operate under the
Clean Aircraft concept.
If frozen contamination is found adhering to critical surfaces:
1. Perform one-step or two-step de-icing / anti-icing
G. Preparation for De-icing/Anti-icing

Note: It is recommended that the application of de-icing/anti-
icing fluid be carried out with the engines and APU off. If
this is not possible, steps (2) to (6), following, must be
observed.
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.
REV. 3, 01 OCT 2007 Page 7-16

3. L and R PACKs............................................................ OFF

4. L and R 10TH STAGE BLEED AIR ........................... Close
5. WING and COWL ANTI-ICE........................................ OFF
6. L and R 14TH STAGE BLEED AIR ........................... Close
7. WIPERS............................................................ OFF/PARK
8. Stabilizer trim .................................................... As required
- In most cases, it is advisable to set the stabilizer trim
to 15 (nose up) in order for the de-icing fluid and
contaminants to run off more easily.
- Set stabilizer trim for takeoff after completion of the
de-icing procedure.
9. FLAPS .............................................................. As required
- If the flaps require de-icing, extend to (or leave at)
45 during the de-icing procedure.
- Upon completion, retract to 0 or set for takeoff, as
applicable.
- Otherwise, leave flaps retracted or in their present
position, as applicable.
10. Pilot to advise de-icing operator to avoid direct spraying of the anti-
icing fluid jet, to prevent damage, on:
- Windshields, side windows and cabin windows;
- Pitot-static and TAT probes;
- AOA vanes;
- Static pressure ports;
- Engine air intake (to prevent ingestion) / engine
exhaust, APU inlet, and APU exhaust;
- Antennas;
- Vents and drains;
- Winglets;
- Wheels and brakes (to prevent thermal damage).
CAUTION: Application of de-icing/anti-icing fluid on wheel brake
assemblies will seriously degrade braking
performance.
Note: A spray trajectory of 10 feet is recommended to ensure
that direct spray does not damage airplane surfaces.
11. Airplane .....................................Head into wind, if possible
REV. 3, 01 OCT 2007 Page 7-17

CAUTION: Under no circumstances should spray be directed at

the trailing edges of control surfaces. Such spray may
force partially melted contamination into hinge
mechanisms and under control shrouds with risk of
later refreezing.
12. Application of fluid should follow the sequence below:
- Horizontal stabilizer
- Vertical stabilizer
- Top of fuselage
- Sides of fuselage
- Wings.
Note: On flight control surfaces, application should always be
from leading edge to trailing edge and from outer panels
to inner panels.
POST DE-ICING/ANTI-ICING CHECK

13. Inspect the areas listed below, to confirm complete de-icing:
- Wings
- leading edges, upper and lower surfaces;
- Upper fuselage;
- Vertical and horizontal stabilizers
- leading edges, upper/lower surfaces and side
panels;
- Flaps, flap tracks and flap drives;
- Ailerons, elevators, rudder, spoilers and spoilerons;
- Air data probes/sensors, AOA vanes;
- Antennas;
- Fuel drains and NACA vent scoops;
- Engine and APU intakes; APU exhaust;
- Landing gear and landing gear bays;
- Windshield, windows; door sills and surrounds.
REV. 3, 01 OCT 2007 Page 7-18

If Engines/APU are Operating:

14. Thrust................................................... Increase to 60% N1
- for 20 seconds, to clear residual fluid.
15. L and R 14TH STAGE BLEED AIR .......................... OPEN
16. WING and COWL ANTI-ICE............................. As required
Note: Wait 2 minutes before opening the 10th stage bleed air
valves and turning on the packs to avoid contaminating
the air-conditioning system with de-icing/anti-icing fluid.
Contamination will cause objectionable fumes (causing
throat irritation) and odors to enter the airplane.
17. L and R 10TH STAGE BLEED AIR .......................... OPEN
18. L and R PACKs.............................................................. ON
19. WIPERS............................................................ As required
20. Takeoff configuration ............................................ Recheck
- Check that TO CONFIG OK advisory (green)
message is on.
REV. 3, 01 OCT 2007 Page 7-19

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.
REV. 3, 01 OCT 2007 Page 7-20

I. Airplane Procedures during Gantry

De-icing (Carwash Operation)
WARNING: For personal safety and to avoid occurrence of
incidents caused by engine suction or blast, engines
must be run at idle.
CAUTION: The gantry should be programmed to avoid direct
impingement on engine intakes, windshields and cabin
windows, AOA vanes, pitot heads, static vents, wheels
and brakes. If the airplane is de-iced using manual
direct spray jets, the above areas should be avoided.
Note: Direct spraying is defined as anti-ice fluid jet impact due
to spray velocity which may cause mechanical damage.
If direct spraying occurs to the engine(s), the pilot should
request a wash of both engines on the airplanes return
to base.
J. Phase of Flight Procedures
Note: For all de-icing/anti-icing procedures, refer to
AIRFRAME DE-ICING, ANTI-ICING, and
INSPECTION in this Chapter.
1. Push Back
When the parking position is covered with ice or snow, the tow
truck may not be capable of developing normal power to effect
a push back due to reduced friction. It is recommended,
therefore, to delay engine start until push back or towing is
completed. The flight crew must be aware that in extreme
conditions, the application of the parking brake may not be
sufficient to restrain the forward motion of the airplane, with
the engines at idle thrust.
REV. 3, 01 OCT 2007 Page 7-21

2. Engine Start
ENGINE START PROCEDURE
1. Normal engine start procedures ........................Accomplish

- It may be necessary to use ground heating to warm
the starter valve, fuel control unit and ignition
system if the engine fails to start normally.
- If ground heating was used to remove ice build-up
from the fan, start the engine immediately to prevent
refreezing.
2. Engine Instruments .............. Observe for normal operation
- During cold weather starts, initial oil pressure
response may be slow and is not unusual. The oil
pressure indication may then indicate higher than
the normal range and should progressively reduce
to normal readings as the engine achieves normal
operating temperatures (130 psid at idle, 10 minutes
maximum).
Note: No oil pressure indication by the time idle RPM is
achieved requires an immediate shutdown.
3. After Engine Start

AFTER ENGINE START PROCEDURE
1. Electrical power ................................. Transfer to generator

- Expect generators to be slow in producing steady
power due to cold oil in the IDGs.
- Five minutes may be required for the IDGs to
stabilize sufficiently.
2. Cowl and wing anti-ice .....................................As required
WARNING: When Type II, Type III, or Type IV anti-icing fluids have
been applied, use of wing anti-ice heat prior to takeoff
can cook the fluid onto the leading edges of the wing
creating contamination.
REV. 3, 01 OCT 2007 Page 7-22

Note: If snow, ice or frost is detected in any amount on the

wings and tail surfaces of the airplane then the airplane
must be treated with de-icing fluids prior to takeoff.
The following procedures should not be used if the
airplane has been treated with de-icing fluids.
Whenever the aircraft has been held over for a
considerable time on the ground in conditions conducive
to frost formation, 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
potential uncertainty about the state of the leading
edges.
WARNING: Ground use of the wing anti-ice system is intended to
complement, and not replace, ground de-icing / anti-
icing and inspection procedures. Close inspection is
still required to ensure that no frost, snow or ice is
adhering to critical surfaces.
3. Engine instruments ................................................. Monitor
- Do not operate engines above idle power until
engine indications have returned to normal. Make
thrust lever movements cautiously.
- If a sudden unexplainable rise in ITT occurs, shut
down engine immediately.
- When moderate to severe icing conditions are
present during prolonged ground operation, periodic
engine run-ups to as high a thrust setting as
practical are recommended. This run-up should be
done for a minimum of 15 seconds each at 10-
minute intervals. This action is effective in
dissipating fan blade icing.
- Do not increase to takeoff thrust until normal engine
operation has been achieved and indications
stabilized.
CAUTION: At temperatures below -20C, the condensation and
freezing of moisture in thrust reverser components may
degrade the performance of the thrust reversers. The
risk of this occurrence is highest when airplanes
hangared in relatively warm ambient conditions are
readied for flight in freezing conditions.
REV. 3, 01 OCT 2007 Page 7-23

Note: To clear the thrust reversers of frozen moisture during

the above described conditions, it is recommended that
the thrust reversers be actuated until the deploy and
stow cycles are less than 5 seconds.
4. Taxi-out
The following considerations for ground handling during cold
weather operations apply:
Avoid large nosewheel steering inputs.
Always taxi at a manageable speed (10 knots maximum is
recommended).
Maintain a greater distance than normal between airplanes
especially when slush, standing water, ice or snow is
present on surfaces of the movement area.
Application of brakes should be kept to a minimum during
turns.
TAXI-OUT PROCEDURE
1. During taxi, use light brake applications to warm brakes before

takeoff.
- Monitor BTMS during taxi.
- Be aware of increased residual thrust at cold
temperatures.
- Be aware of increased stopping distances, engine
exhaust of the airplane ahead, obscured runway,
taxiway or ramp markings, snowbanks and
crosswind conditions.
- DO NOT use thrust reversers if movement area
surfaces are covered with slush, ice, standing water
or snow except in the interest of safety.
- If taxiways are contaminated, delay flap extension
until prior to takeoff.
2. Nosewheel steering...................................................Check
- Nosewheel steering should be exercised in both
directions during taxi.
REV. 5, 01 NOV 2008 Page 7-24

3. Flaps ......................................................................... Check

- Closely monitor the associated indicator and
annunciators for positive movement when operating
the flaps during low temperatures. In the event of
stoppage in a detented position, immediately place
the flaps selector in the same position as indicated.
4. Prior to positioning for takeoff on the active runway, make certain:
- Before Take-off checklist has been completed.
- The airplane is properly configured for takeoff.
CAUTION: Takeoff is not recommended:
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).
During extreme weather conditions (i.e. freezing rain).
When braking action is reported to be poor.
When crosswind component exceeds 15 knots and the
runway is slippery.
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.
REV. 5, 01 NOV 2008 Page 7-25

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.
REV. 3, 01 OCT 2007 Page 7-26

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.
REV. 3, 01 OCT 2007 Page 7-27

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.
REV. 3, 01 OCT 2007 Page 7-28

9. Leaving the Airplane

a. Considerations:
If able, park on a clear or sanded spot.
Park into wind, if possible.
In addition to the normal procedures for securing the
airplane, the flight crew must ensure that ground
personnel provides for special servicing of the airplane,
specially for prolonged or overnight stops.
The APU may be operated and air-conditioning packs
used to provide for heating of the airplane interior and
essential compartments to preclude freezing of the
battery or water containers.
At airports where normal support is not available, the
flight crew should make certain that the following
procedures are performed:
REV. 3, 01 OCT 2007 Page 7-29

LEAVING THE AIRCRAFT PROCEDURE
1. Wheel chocks ............................................. Check in place.

2. Parking brake ................................................................. Off
- Wheel chocks must be in place and parking brake
off to eliminate the possibility of the brakes freezing.
3. All protective covers ...............................................Installed
4. Water, lavatory and waste systems...................As required
- If adequate airplane interior heating cannot be
provided, the water, lavatory and waste systems
must be drained. (This procedure must performed
by trained ground personnel only.)
Note: If the batteries require removal due to temperature
extremes, this must be performed by maintenance only.
10. Procedures to Prevent Freezing of Wheelbrakes
When operating from wet, snow covered or slush covered run-
ways or taxiways, or following overnight parking in known icing
conditions, the following steps are applicable in order to prevent
freezing of the wheelbrakes:
1. During taxi, use light brake applications to warm brakes before
take-off. Monitor BTMS during taxi.
2. When landing, carry out a positive landing to ensure initial wheel
spin up and breakout of frozen brakes if icing has occurred.
3. During landing roll and subsequent taxi, use the brakes to prevent
progressive build-up of ice on the wheels and brakes. Monitor
BTMS during taxi.
Following take-off or landing on wet, snow or slush covered run-
ways, tires should be inspected for flat spotting prior to the next
flight.
REV. 3, 01 OCT 2007 Page 7-30

K. PIREPS relating to Airframe Icing
INTENSITY ICE ACCUMULATION

TRACE Ice becomes perceptible. Rate of accumulation
slightly greater than rate sublimation. It is not
hazardous even though deicing/anti-icing equip-
ment is not utilized, unless encountered for an
extended period of time (over one hour).
LIGHT The rate of accumulation may create a problem
if flight is prolonged in this environment (over
one hour). Occasional use of deicing/anti-icing
equipment removes/prevents accumulation. It
does not present a problem if the de-icing/anti-
icing equipment is used.
MODERATE The rate of accumulation is such that even short
encounters become potentially hazardous and
use of deicing/anti-icing equipment or diversion
from the area is necessary.
SEVERE The rate of accumulation is such that deicing/
anti-icing equipment fails to reduce or control the
hazard. Immediate diversion from the area is
necessary.
REV. 3, 01 OCT 2007 Page 7-31

REV. 3, 01 OCT 2007 Page 7-32

Section 2 Operation on Contaminated Runways

A. General
1. Experience with operations conducted from wet or
contaminated runways has shown that standing water, slush,
snow or ice cause a deteriorating effect on takeoff and landing
performance. Braking effectiveness is reduced due to low tire-
to-runway friction and is further reduced if tire hydroplaning
occurs.
2. During takeoff on a contaminated runway, airplane
acceleration is reduced. Energy normally available for
acceleration is dissipated in compression or displacement of
the contaminant and the resulting impingement of the
contaminant onto the airplane can aggravate this energy loss.
3. Landing on a contaminated runway on the other hand,
increases the stopping distance of the airplane and may
present directional control difficulties.
4. The following supplement is provided to serve as a guideline
when operating under such conditions.
B. Definitions
1. Damp
A runway is said to be damp when it is not perfectly dry, and
when the water on it does not give it a shiny appearance.
Note: There should be no performance penalties on a damp
runway.
2. Wet
A runway is said to be wet when it has a shiny appearance due
to a thin layer of water on it, not leading to hydroplaning. There
should be no standing water covering large areas of the
runway.
3. Standing Water
Standing water is usually caused by heavy rainfall and/or
insufficient runway drainage with a depth of more than 1/8
inches, and covering more than 25% of the runway surface.
REV. 3, 01 OCT 2007 Page 7-33

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).
REV. 3, 01 OCT 2007 Page 7-34

C. Limitations and Recommendations

1. Limitations
The limitations established in Chapter 2 concerning the
operation of the airplane on contaminated runways and icing
conditions, and the operation of the thrust reversers, must be
complied with.
2. Recommendations
Compliance with the following takeoff and landing practices is
recommended:
a. Takeoff
1) Takeoff is not recommended on runways which have
an appreciable area covered with ice.
2) Takeoff is not recommended on runways covered by
more than:
0.50 inch of standing water;
0.50 inch of slush;
1.00 inch of wet snow; or
3.00 inches of dry snow.
3) Takeoff is not recommended unless APR and both
thrust reversers are operational and armed.
b. Landing
1) Landing is not recommended unless both thrust
reversers are operational.
2) Landing is not recommended following a system
failure (e.g. anti-skid, spoilers, etc.) that would
adversely affect the landing distance.
3) Landing is not recommended on runways covered by
more than:
0.75 inch of standing water;
0.88 inch of slush;
1.50 inches of wet snow; or
3.75 inches of dry snow.
REV. 3, 01 OCT 2007 Page 7-35

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:
Tire Pressure Hydroplaning

Contaminant
(psi) Speed (KTS)
Standing Water MAIN: 168 117

( = 1.OO)
NOSE: 146 109
Slush MAIN: 168 127

( = 0.85)
NOSE: 146 118
Wet Snow MAIN: 168 165

( = 0.50)
NOSE: 146 154
Dry Snow MAIN: 168 261

( = 0.20)
NOSE: 146 243
Note: Tire pressures are determined with the airplane on the

ground.
Note: = specific gravity of contaminant.
REV. 3, 01 OCT 2007 Page 7-36

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.
REV. 3, 01 OCT 2007 Page 7-37

3. Maintain close control over approach speeds and maintain the

recommended speed for the existing condition. The
recommended wind additives (plus 1/2 gust factor to a
maximum of 10 knots) should provide adequate safety
margins for both the approach and the landing roll. Control the
glide slope path to accomplish a touchdown on the desired
touchdown point. Fly the airplane firmly toward the runway,
keeping the aim point even if the approach speed will be
overshot. If an unsatisfactory approach will result in a
touchdown far down the runway, go around and make another
approach.
CAUTION: Once the airplane has been landed and the deceleration
effort commenced, attempting a go-around is not
recommended.
gear touchdown:
It is imperative that touchdowns occur at VREF or less.
may result in a nose gear-first landing which,
depending upon the rate of descent, may result in a
porpoising bounce which can generate loads sufficient
to cause nose gear structural damage.
After main gear touchdown, smoothly fly the nose
wheel onto the runway by relaxing aft control column
pressure. Do not use full down elevator.
4. If the wing anti-ice system is inoperative and large ice
formations remain on the wing leading edge, 30 knots must be
added to the reference speed to maintain normal handling
characteristics (Refer to Chapter 5; ABNORMAL
PROCEDURES - ICE AND RAIN PROTECTION).
REV. 3, 01 OCT 2007 Page 7-38

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.
REV. 3, 01 OCT 2007 Page 7-39

H. Use of Reverse Thrust

1. The intensity and duration of reverse thrust used at low
speeds should be minimized. Using reverse thrust at low
speeds on snow and ice covered runways can cause foreign
object damage (FOD) to engines, increase the possibility of
loss of forward visibility due to "whiteout", as well as increase
the possibility of ice build-up on the wing and empennage
sections, which could cause considerable delays specially
during quick turn-around schedules.
2. It should be realized however that maximum reverse thrust
may be used up to a full stop during emergency situations or
if the safety of the airplane will be jeopardized.
3. The use of reverse thrust during crosswind conditions may
aggravate possible directional control problems encountered
during such conditions. If the airplane is allowed to
weathervane into the wind, the reverse thrust side force
component will add to the crosswind component, drifting the
airplane towards the downwind side of the runway at a faster
rate than normal. To correct the situation, it will be necessary
to reduce the reverse thrust to reverse idle and release the
brakes. In extreme conditions, it may even be necessary to
move the thrust levers out of reverse thrust and to go to
forward idle thrust. Use rudder, steering and differential
braking as required to prevent overcorrecting past the runway
centerline. When re-established on the runway centerline,
reapply steady brakes and reverse thrust as required to stop
the airplane.
4. Do not attempt to turn off from a slippery runway until the
speed is reduced to a safe level to prevent skidding.
Anticipate low friction when approaching the touchdown zone
at the far end of the runway. The touchdown zone may be very
slippery when wet due to heavy rubber and oil deposits.
REV. 3, 01 OCT 2007 Page 7-40

Section 3 Hot Weather Operations

A. General
1. Extremely high temperature conditions present problems to
airplane operations of a different nature than those associated
with cold weather operations. The main concerns focus
primarily on passenger and crew comfort and the significant
decrease in air plane performance which high ground
temperatures can effect.
2. The following recommended procedures have been provided
to supplement the normal operating procedures and should be
observed, as applicable.
B. Pre-flight Preparation
1. During airplane operations when the flight compartment and
cabin temperatures are above 30C (86F), the air-
conditioning packs or the low pressure ground conditioned air
supply must be operating in order to maintain display
temperatures within a range that prevents a display shutdown.
2. The importance of keeping the interior of the airplane as cool
as possible cannot be overemphasized.
3. All entrances and access doors to the airplane should be kept
closed as much as possible, and the cargo bay door should
not be left open any longer than is necessary. Every effort to
reduce the heat being generated in the flight compartment
while the airplane is on the ground should be made.
4. The flight crew should see to it that the following procedures
are performed:
HOT WEATHER PROCEDURE
If a ground air source is available:
1. Ground Power Cart............................................ Connected
2. APU LCV ................................................................. Closed
If APU is the only air source available:
1. APU Bleed air pressure ............................................ Check
(Environmental Control System page)
2. APU LCV ....................................................................Open
Then:
3. 10TH STAGE, ISOL valve ................................ As required
REV. 3, 01 OCT 2007 Page 7-41

4. 10th Stage Bleed air....................................................... Off

5. L and/or R PACK (s) ...................................................... On
- Both air-conditioning packs should be used for
maximum cooling, if possible.
- For single pack usage, position ISOL Valve as
required:
- For left pack:
10TH STAGE ISOL valve ................... Close
- For right pack:
10TH STAGE ISOL valve ....................Open
6. CKPT and CABIN Temperature controls................... COLD
7. CARGO switch ................................................ FAN or OFF
8. DSPLY FAN ............................................................. NORM
9. ARINC FAN .............................................................. NORM
10. WSHLD Heat.....................................................Check OFF
Note: Normally, the LH and RH WSHLD switches are selected
to LOW prior to taxi. It is recommended however, that
when ambient temperatures are above 30C (86F), to
delay selection of the WSHLD switches to LOW until
after takeoff. The L (R) WSHLD HEAT and/or WINDOW
HEAT caution messages may still come on momentarily.
11. Weather Radar ............................................................... Off
12. Non-essential avionics equipment ................................. Off
13. All air outlets and gaspers .......................................... Open
14. Cabin gaspers (Flight attendants) .............................. Open
15. Window shades (Flight attendants) ..........................Closed
- On the sun-exposed side of the passenger cabin.
If cooling air is available from an external source, the supply

should be connected immediately after engine shutdown and
should not be removed until just prior to engine start.
Special attention should be given to and prompt action taken in the
event of inadvertent unscheduled pressurization of the airplane.
REV. 5, 01 NOV 2008 Page 7-42

C. Taxi-out and Takeoff

1. Taxi-Out
a. Operation in areas of high ambient temperatures may
cause brake temperature limits to be exceeded. This
condition would lead to the fusible plug melting, resulting in
the deflation of the tire involved. When operating on
runways and taxiways exposed to high temperatures,
considerations for brake cooling should always be taken
into account. These areas usually maintain temperatures
well above the ambient, therefore, excessive use and
riding of brakes should be avoided. Braking should be
done to a minimum so as to allow ample time for cooling in
between applications. The recommended technique is to
allow the airplane to accelerate, then brake to a very slow
taxi speed and release the brakes completely.
b. The use of single (or both) reverse thrust should be consid-
ered when operating under the following conditions:
High ambient temperatures
Heavy braking after landing
Downslope taxi
Tailwinds
Light gross weight
Any combination of the above.
c. The application of reverse thrust should be done with
caution, taking into account the surface condition of the
movement area. The use of thrust reversers during taxi on
airports with contaminated runways and taxiways (for
example, dirt, dust, loose debris, etc.) is not recom-
mended.
2. Takeoff
a. High ambient temperatures in combination with short
runways or high elevation airports could cause substantial
penalties on airplane performance. These penalties should
be taken into account early in the pre-flight preparation and
the limiting effects to the payload, which can be carried,
should be seriously considered. The use of alternate
takeoff procedures (e.g., Zero-Bleed Takeoff, etc.) may be
necessary under such conditions.
REV. 3, 01 OCT 2007 Page 7-43

b. Review the various airplane, powerplant and fuel temper-

ature limitations.
c. Use the longest runway available, if possible.
D. Landing
1. Landing
gear touchdown:
It is imperative that touchdowns occur at VREF or less.
may result in a nose gear-first landing which,
depending upon the rate of descent, may result in a
porpoising bounce which can generate loads sufficient
to cause nose gear structural damage.
After main gear touchdown, smoothly fly the nose
wheel onto the runway by relaxing aft control column
pressure.
DO not use full down elevator.
a. The landing phase of flight during high ambient tempera-
ture conditions is not as demanding as with cold weather
operations. It should be noted however that runway condi-
tions, particularly at the touchdown area could be slick due
to the heavy deposits of rubber and oil which have melted.
The occurrence of hydroplaning is not remote, and the
procedures mentioned in the 'Landing' portion of the
"Operation on Contaminated Runways" section of this
chapter can be used.
b. This condition also holds true at the opposite approach
area at the end of the runway in use, therefore, slow down
to a manageable speed before turning off from the runway
to preclude skidding and departing from the intended path.
c. Always opt for the longest runway available for landing, if
possible.
REV. 3, 01 OCT 2007 Page 7-44

Section 4 Operation in Turbulence
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.

A. General
In severe turbulence, two major concerns arise, excessive struc-
tural loads on the aircraft and maintaining positive control of the
aircraft.
Operating the aircraft at or below the turbulent airspeed should
provide adequate protection from excessive structural loads due
to exposure to vertical gusts. However, there is some evidence
that most aircraft structural failures in flight result from a combina-
tion of the loads imposed by the recovery maneuver as well as the
gusts themselves. More realistic benefits can perhaps result from
a discussion of these factors in combination.
REV. 3, 01 OCT 2007 Page 7-45

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.
REV. 3, 01 OCT 2007 Page 7-46

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.
REV. 3, 01 OCT 2007 Page 7-47

Select CONT IGNITION to ON. This action will reduce the

possibility of flame out due to engine instability. Once out of
the area of turbulence, deselect CONT IGNITION unless
further required.
3. Flaps/Spoilers
Flap extension in an area of known turbulence should be
delayed as long as possible because the aircraft can
withstand higher gust loads in the clean configuration.
Whenever the flight spoilers are employed, keep hand on the
Flight Spoilers Lever unless it is necessary to remove hand in
order to perform some other specific function.
F. Secure the Airplane
Check cockpit equipment is secured and shoulder harnesses fas-
tened. Advise F/A prior to entering turbulent conditions if possible
or shortly after entering areas of turbulence. Turn on the FASTEN
SEATBELT sign and make a P.A. announcement advising pas-
sengers of the turbulence.
REV. 3, 01 OCT 2007 Page 7-48

G. Definitions of Turbulence Intensity
INTENSITY AIRCRAFT REACTION

LIGHT Turbulence that momentarily causes slight,
erratic changes in altitude and/or attitude (pitch,
roll, yaw). Report as Light Turbulence.
Turbulence that causes slight, rapid, and some-
what rhythmic bumpiness without appreciable
changes in altitude or attitude. Report as Light
Chop.
MODERATE Turbulence that is similar to Light Turbulence but
of greater intensity. Changes in altitude and/or
attitude occur, but the airplane remains in posi-
tive control at all times. It usually causes varia-
tions in indicated airspeed. Report as Moderate
Turbulence.
Turbulence that is similar to Light Chop but of
greater intensity. It causes rapid bumps or jolts
without appreciable changes in altitude or atti-
tude. Report as Moderate Chop.
SEVERE Turbulence that causes large, abrupt changes in
altitude and/or attitude. It usually causes large
severe variations in indicated airspeed. Airplane
may be momentarily out of control. Report as
Severe Turbulence.
EXTREME Turbulence in which the airplane is violently
tossed about and is practically impossible to
control. Extreme may cause structural dam-
age. Report as Extreme Turbulence.
Note: Whenever a pilot encounters a meteorological condition

in flight, the knowledge of which he considers essential
to the safety of other flights, the PIC shall notify an
appropriate ground station (ATC or Dispatch) as soon as
practical.
Severe or extreme turbulence encountered when
enroute requires a Aircraft Maintenance Logbook
discrepancy entry and the aircraft must be inspected by
maintenance before its next takeoff.
REV. 3, 01 OCT 2007 Page 7-49

REV. 3, 01 OCT 2007 Page 7-50

Section 5 Weather Radar

A. General
1. The primary function of the WXR-840 weather radar system is
to aid the pilot in the detection and avoidance of areas of
precipitation in and around thunderstorms.
2. The WXR-840 cannot detect clear-air turbulence, windshear,
clouds, or lightning. However, rain, wet hail, moderate to
heavy wet snow, and, in some cases, possible icing conditions
can be detected by the system. The WXR-840 can also be
used to map-read the terrain.
3. The basic characteristics of this X-band radar system are:
Low-power transmitter (25 watts)
Flat-plate antenna (14 inches)
Digital processing
Relatively narrow beam-width,
Color-screen imagery
4. This new-technology solid-state radar requires different
operating techniques than the older parabolic-antenna radar.
B. Power Output
1. The newer weather radar systems use digital signal
processing which has resulted in a receiver that is extremely
sensitive. The transmitter output power can be reduced to a
mere 25 watts and still provide better performance than high-
powered systems (5,000 watts or more) used previously.
2. The total system gain determines the overall performance of
a radar system. Using this relationship, the capabilities of a
radar system can be optimized (low-power transmitter with
high-sensitivity receiver provides equal or better performance
than high-power transmitter with lower-sensitivity receiver).
C. Display Calibration
The colors on this radar represent variations in rainfall rate and
create a display which is easier to interpret than older mono-
chrome sets. Detectable weather appears as one of five colors
(least reflective to most reflective) as follow: 0black, 1green, 2
yellow, 3red, 4magenta.
REV. 3, 01 OCT 2007 Page 7-51

D. WXR-80 Color and VIP Levels
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
1. Another significant difference with newer radar is the way the

picture is painted on the screen. In previous analog weather
radar, new returns were added by each sweep of the antenna
while the old returns gradually bled away.
2. The new radar display is generated in the same way as a TV
screen; each new sweep is a totally new picture; the old
picture is completely erased. Thus, color changes can occur
quickly if a return is close to the threshold between rainfall-
rate categories.
3. Digital weather radar incorporates hypersensitive receivers
and sensitivity time control (STC) circuitry to present a true or
calibrated image within a range of approximately 60 miles.
REV. 3, 01 OCT 2007 Page 7-52

4. Therefore, a yellow storm-return at 60 miles is still yellow at 10

miles.
WARNING: Sunglasses with polarized lenses or lenses that are
designed to filter specific colors/ frequencies of light
may adversely affect a pilots ability to see some
colors shown on radar and EFIS displays. Some
elements on the display could be completely invisible
while wearing these types of sunglasses.
Also, the color of some elements may be changed. For

example, some blue light filtering lenses can change
magenta to red. For a radar target, this represents a
reduction in the actual level of intensity of the target.
E. Flat-Plate Antenna
1. Some energy from the older parabolic antenna was lost in the
side lobes. This resulted in more ground clutter at low altitudes
and more close-range weather returns around the periphery of
the main beam. The flat-plate antenna transmits a narrow-
focus long-range beam which greatly reduces the side lobes
and focuses much more energy into the main lobe.
2. With the loss of the side lobes, tilt control becomes more
critical. As the aircraft approaches storms and the range is
reduced, the tilt must be adjusted downward to avoid over-
scanning significant returns.
3. When using a flat-plate antenna for the first time, some pilots
have expressed doubt about the lack of weather targets
displayed, pointing out that they could see clouds that were
not shown on the radar. Since radar display of clouds is
dependent upon moisture content, clouds with low moisture
may not have enough reflectivity to be displayed. This
misunderstanding has been aggravated by the use of flat-
plate antennas.
4. The flat-plate antenna exhibits characteristics different from
the parabolic antenna. A great reduction in side-lobe energy
results in the tilt setting being very sensitive, and its
adjustment is critical to effective weather detection. It is
recommended that the pilot not flying coordinate tilt and range
selections with the pilot flying to detect and avoid adverse
weather.
REV. 3, 01 OCT 2007 Page 7-53

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.
REV. 3, 01 OCT 2007 Page 7-54

2. When autotilt is turned on, manual tilt commands from the

TILT control remain operational. Pushing in the AUTO switch
turns off the autotilt feature and returns the antenna to the
current manual TILT control setting. Autotilt may be turned
on continuously as the system always uses the current
manual tilt setting as its starting point.
3. With autotilt turned on, a change in the selected range may
result in an automatic change in the antenna tilt setting. The
higher the aircraft AGL altitude, the larger the automatic tilt
adjustment. Conversely, the lower the AGL altitude, the
smaller the adjustment. Also, the shorter the selected range,
the more tilt adjustment and the longer the selected range, the
less tilt adjustment.
I. Gain Control
1. The gain control is a 7-position switch that allows manual gain
control of the radar system when operating in the MAP and
WX modes. When placed in the NORM position, the gain is
preset to a value that allows the radar receiver to calibrate its
operation to the actual reflectivity level.
2. To aid the pilot in making correct weather judgments, the
GAIN control may be adjusted to higher or lower gain settings.
The higher settings (+l, +2, +3) may be chosen to identify the
lightest levels of precipitation, while the lower settings (l, 2,
3) may be temporarily chosen to allow a more in-depth study
of the most intense weather targets.
3. Each of the minus settings (l, 2, 3) reduces the sensitivity
of the radar system below that of the NORM setting by
approximately one color level.
4. Each of the plus settings (+1, +2, +3) increases the sensitivity
of the radar system through a combination of lengthening the
transmitted pulse width and increasing the receiver gain. The
effective gain increase can be as much as one color level
when the target is in close (out to approximately 65 nm) and
less than one color level at longer ranges. The greatest utility
offered by the plus gain settings is the ability to display light
precipitation that otherwise would be just under the green
level threshold on the NORM setting. In many cases, these
light levels still cause turbulence and can be avoided by use
of the plus-gain feature.
REV. 3, 01 OCT 2007 Page 7-55

Note: Although proper use of the gain control can provide

added knowledge of the targets displayed, the pilot
should always return the gain control to the NORM
position when finished analyzing the display. Failure to
do so may result in missing significant targets at any
range when operating in one of the minus settings (l,
2, 3).
Proper use of the GAIN control allows a pilot, with

weather radar operating experience, to estimate rainfall
rates greater than a VIP level 3 (red) or 5 (magenta)
return. Targets that show in a reduced gain condition
indicate that severe turbulence, hail, and very heavy
rainfall is likely.
J. Ground Clutter Suppression
Ground clutter suppression (GCS) is operable only in the WX
mode. When selected, GCS reduces the intensity of ground
returns so that many of them disappear from the display, which
makes the precipitation returns easier to identify. When selected,
GCS is annunciated in cyan in the upper left corner of the MFD.
Note: GCS should only be used to identify ground clutter.
Continuous operation with the GCS feature turned on is
not recommended because some precipitation returns
may also be reduced in intensity or eliminated from the
display.
If the antenna is excessively tilted down and GCS is

turned on, a phenomenon known as a GCS wedge
may occur. This wedge shows as a black area (an area
showing no return) located approximately 10 of dead
ahead, and of the same depth as the area of ground
return that was being painted prior to turning on GCS. To
eliminate the wedge, turn GCS off or raise the tilt angle
until the wedge disappears.
K. Range Control
1. The RANGE control is a rotary switch that selects the
maximum display range. For all of the selectable ranges, one
cyan or white (MAP mode only) half-range arc shows in the
center of the MFD.
REV. 3, 01 OCT 2007 Page 7-56

2. Extending outward from the aircraft symbol is a blanked range

area. The size of this blanked range area equals 1/8th of the
selected range. The pilot should remember that the area
between the airplane symbol and perimeter of the blanked
range does not show any targets. The selectable ranges,
range-arc annunciations, and blanked range are shown.
3. RADAR RANGE AND ARC ANNUNCIATIONS
SELECTED RANGE, HALF-RANGE ARC BLANKED RANGE,

NMI ANNUNCIATION NMIA
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
a. The blanked range is equal to 1/8 of the selected range.
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.
REV. 3, 01 OCT 2007 Page 7-57

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.
REV. 3, 01 OCT 2007 Page 7-58

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.
REV. 3, 01 OCT 2007 Page 7-59

b. Extending outward from the black area are colored arcs as

follows:
1) The first colored arc is green.
2) The second arc is yellow.
3) The third arc is red.
4) The fourth arc is magenta.
5) The fifth arc is changes between red and magenta on
alternate scan sweeps.
6) The sixth and outermost arc is yellow.
7) After aircraft has been moved outside the hangar,
step 6 can be performed as an operational integrity
check.
c. (The aircraft should be on the ramp for this step.) Select
WX mode and the 10-mile range on the WXP. Note that
WX and 5 are annunciated on the MFD. Adjust the TILT
control between +15 and 5 degrees. Observe that close-
in ground clutter appears at the lower settings, and any
local detectable weather appears at the higher settings.
This completes the preflight check. Select STBY mode and
adjust the other controls on the control panel as desired
prior to takeoff. Select WX mode when ready for takeoff.
O. Takeoff and Climb
Prior to takeoff, a short-range selection should be used, such as
20 nm scale. Tilt the antenna up to approximately +52 to scan for
weather along the departure path. Select autotilt to compensate
for the initial altitude and range changes during climb out. As the
airplane climbs, the tilt should be gradually decreased to aim at
the regions of maximum precipitation while avoiding ground clut-
ter, and the range should be increased. To reduce pilot workload,
the use of autotilt during ascents and descents is encouraged.
P. Cruise
1. For cruise, the tilt should be adjusted so that ground returns
are barely visible at the outer edge of the screen. Ground
returns are displayed in arcs, paralleled to range marks. They
merge together as the tilt is brought down and cause
shadowing behind prominent features. They are generally
smaller, sharper, and more angular than weather returns. To
avoid over-scanning, the tilt must be adjusted more frequently
as storms approach or range is changed.
REV. 3, 01 OCT 2007 Page 7-60

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.
REV. 3, 01 OCT 2007 Page 7-61

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).
REV. 3, 01 OCT 2007 Page 7-62

Section 6 Windshear
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.
REV. 3, 01 OCT 2007 Page 7-63

Section 6 Windshear
1. Evaluate the Weather

The Collins Avionics installed in the CRJ200 aircraft employs
state of the art Windshear detection and warnings. The pilots
are alerted of either an increasing or decreasing Windshear
event through the PFDs. When an increasing performance
situation is detected by the Air Data Computers, an Amber
annunciator is displayed on the PFD. This caution will remain
displayed as long as the condition is detected.
REV. 3, 01 OCT 2007 Page 7-64

Section 6 Windshear
Similarly, a Red Warning annunciator is displayed and a brief

siren followed by a Windshear, windshear, windshear oral
warning is heard when a decreasing performance situation is
detected. Like the Increasing performance Caution, the
Warning will be displayed as long as the threat is detected by
the Air Data Computers.
REV. 3, 01 OCT 2007 Page 7-65

Section 6 Windshear
Pilots should remain ever vigilant to the signs of a windshear

event and take necessary action immediately. It is
Chautauqua Airlines policy to treat both Increasing and
Decreasing Performance windshear events as hazardous
conditions. These events should be avoided at all times.
Although an advanced-technology windshear detection and

annunciation system is installed, flight crewmembers should
develop an awareness of the causes and danger signals of
windshear to successfully avoid it.
As shown in Table 1 "Causes of Windshear", convective

weather conditions have produced the majority of known
windshear accidents. Thus the most dangerous form of
windshear is a convective weather microburst of either the dry
or wet type (Table 2 "Danger Signals of Dry Microbursts" and
3 "Danger Signals of Wet Microbursts").
a. Table 1: Causes Of Windshear
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)
REV. 3, 01 OCT 2007 Page 7-66

Section 6 Windshear
b. Table 2: Danger Signals of Dry Microbursts

PIREPS Caution - Due to the rapid intensification of
microbursts, actual windshear may be up to
twice as severe as the PIREP.
LLWAS Caution - LLWAS, in its present state of devel-
opment, is not completely accurate in detecting
microbursts and is prone to false alarms.
Virga Rain falling from high-based convective
clouds, evaporating before it reaches the
ground.
Temperature/Dewpoint Forecast - Watch for a spread of -1C to
+10C (30 F to 50F).
Localized Strong Winds Blowing dust, rings of dust, dust devils, other
tornadic features, and other evidence of
strong, local outflow near the surface.
Turbulence Moderate or greater turbulence may be associ-
ated with the outflow from a microburst.
Airborne Weather Radar Indication of weak cells with bases from 5,000
to 15,000 feet AGL which indicate weak pre-
cipitation, usually virga.
Weather Forecast The potential for a microburst is indicated by
mid-level moisture, very dry surface condi-
tions, and a -1C to +10C (30 F to 50F) tem-
perature/dewpoint spread.
REV. 3, 01 OCT 2007 Page 7-67

Section 6 Windshear
c. Table 3: Danger Signals of Wet Microbursts

PIREPS Caution - Due to the rapid intensification of
microbursts, actual windshear may be up to
twice as severe as the PIREP.
LLWAS Caution - LLWAS, in its present state of devel-
opment, is not completely accurate detecting
microbursts and is prone to false alarms.
Thunderstorms In addition to the well-known hazards of thun-
derstorms, an estimated 5% of thunderstorms
accompanied by heavy rain and/or lightning
contain embedded microbursts.
Localized Strong Winds Blowing dust, rings of dust, dust devils, other
tornadic features, and other evidence of
strong, local outflow. (Caution-Visual clues
may be obscured by low visibilities in wet thun-
derstorm microburst situations.)
Turbulence Moderate or greater turbulence may be associ-
ated with the outflow from a microburst.
Airborne Weather Radar Search the area above and along the takeoff
and approach paths for heavy precipitation.
Weather Forecast Although there are currently no techniques to
forecast wet microbursts, crews should con-
sider the thunderstorm forecasts contained in
the terminal forecasts and severe weather
advisories as a possible indication of the pres-
ence of wet microbursts.
REV. 3, 01 OCT 2007 Page 7-68

Section 6 Windshear
d. Microburst Guidelines/Windshear Probability

Table 4 "Microburst Guidelines/Windshear Probability",
designed specifically for convective weather conditions,
provides a subjective evaluation of various observations to aid
in making appropriate avoidance decisions. Although
encountering weather conditions described in the table above
1,000 feet AGL, may be less critical in terms of flight path,
such encounters may present other significant weather-
related risks.
Windshear clues should be considered cumulative. The
probability of each single observation is given. However, if
more than one windshear clue is observed, the probability
rating may be increased to reflect the total set of observations.
Use of the table does not replace the total set of observations.
Additionally, use of the table does not replace sound judgment
when making avoidance decisions. Crewmembers are urged
to exercise caution when determining a course of action.
REV. 3, 01 OCT 2007 Page 7-69

Section 6 Windshear
e. Table 4: Microburst Guidelines/Windshear Probability

Probability of
Observation
windshear
Presence of convective weather near intended flight path:
With localized strong winds (tower reports or observed HIGH

blowing dust, rings of dust, tornadic features, etc.)
With heavy precipitation (observed or radar indications HIGH

of contour)
With rain showers MEDIUM
With lightning MEDIUM
With virga MEDIUM
With moderate or greater turbulence (reported or radar MEDIUM

indications)
With temperature/dewpoint spread of -1C to +10C MEDIUM

(30 F to 50F)
Onboard windshear detection system alert:
Reported or observed HIGH
PIREP or airspeed loss or gain:
20 KIAS or greater HIGH
Less than 20 KIAS MEDIUM
Forecast of convective weather LOW
HIGH- Critical attention needs to be given to this classification. A decision to avoid

(i.e. divert or delay) is appropriate.
MEDIUM- Consideration should be given to avoiding. Precautions are appropriate.
LOW- Consideration should be given, but a decision to avoid is not generally indi-
cated.
Note: These guidelines apply to operations in the airport vicinity (within 3 miles of
the point of takeoff or landing along the intended flight path and below 1,000
feet AGL). The hazard increases with proximity to the convective weather.
Weather assessment should be continuous.
CAUTION: Currently no quantitative means exist for determining
the presence or intensity of microburst windshear.
Crewmembers are urged to exercise caution when
determining a course of action.
REV. 3, 01 OCT 2007 Page 7-70

Section 6 Windshear
2. Avoid Known Windshear

The policy is to avoid areas of known windshear. Consider
one or more of the following actions as appropriate:
a. Delay takeoff until conditions improve.
b. In flight, divert around the area of known windshear.
c. If windshear is indicated during approach, initiate a
go-around or hold until conditions improve.
3. Consider Precautions
Precautions are recommended whenever probability of
windshear exists but avoidance action is not necessary.
a. The following precautions are for takeoff:
1) Use maximum takeoff thrust instead of reduced
thrust.
2) Use the longest suitable runway that takes you away
from potential windshear.
b. The following precautions are for approach:
1) Achieve a stabilized approach not later than 1000 feet
AGL.
2) Avoid large thrust reductions or trim changes in
response to sudden airspeed increases, as these
may be followed by airspeed decreases.
3) Use the longest suitable runway away from potential
windshear.
4) Consider using increased approach speed up to a
maximum of 15 knots correction in normal landing
configuration not to exceed flap limitations.
5) Use the autopilot for the approach to provide more
monitoring and recognition time.
REV. 3, 01 OCT 2007 Page 7-71

Section 6 Windshear
4. Follow Standard Operating Techniques

Certain procedures and techniques can prevent a dangerous
situation from developing if windshear is inadvertently
encountered. These procedures and techniques are of such
importance that they should be incorporated into each
crewmember's personal standard operating techniques and
practiced on every takeoff and landing, whether or not
windshear is anticipated. Develop a cockpit atmosphere
which encourages awareness and effective crew
coordination, particularly at night and during marginal weather
conditions.
a. Windshear Encountered During Takeoff
The following are takeoff standard operating techniques:
1) Be alert for any airspeed fluctuations during takeoff
and initial climb.
2) Minimize reductions from the initial climb pitch atti-
tude until terrain and obstruction clearance is
assured.
3) Develop an awareness of normal values of airspeed,
attitude, vertical speed, and airspeed buildup.
4) The PM closely monitors the vertical flight path instru-
ments, such as vertical speed and altimeters, and
calls out any deviations from normal.
b. Windshear Encountered During Approach
The following are approach standard operating
techniques:
1) Develop an awareness of normal values of vertical
speed, thrust, and pitch.
2) Cross-check flight director commands, using vertical
flight path indications.
3) Know the go-around decision criteria, and be
prepared to execute an immediate go-around if the
parameters are exceeded.
4) The PM closely monitors the vertical flight path instru-
ments, such as vertical speed, altimeters, and glide-
scope displacement, and calls out any deviations
from normal.
REV. 3, 01 OCT 2007 Page 7-72

Section 6 Windshear
C. Windshear Recovery Technique

1. Windshear Indications
The windshear escape maneuver below will be performed
whenever the amber or red windshear warning is annunciated
or when flight path control becomes marginal below 1,000 feet
AGL. Marginal flight path control may be indicated by
uncontrolled changes from normal, steady-state flight
conditions in excess of any one or more of the following:
a. 15 KIAS
b. 500 fpm vertical speed
c. 5 pitch attitude
d. 1 dot displacement from the glide slope
2. Windshear Escape Maneuver
The following procedures are used if windshear is
encountered in flight:
a. Immediately set firewall thrust.
b. Ensure spoilers are retracted.
c. Follow the Flight Director commands smoothly and
precisely (DO NOT FOLLOW THE AMI).
d. The stick shaker may come on intermittently during the
commanded maneuver.
e. Do not attempt to regain lost airspeed until terrain contact
is no longer a factor.
f. Do not change landing gear or flap configuration until the
vertical flight path is under control and the AMI has been
removed, indicating the end of the windshear condition
(1500 feet AGL min.).
g. The PM will call out heights above the terrain (Radar Altim-
eter) and climbing/descending throughout the windshear
encounter.
Example: 400 feet descending or 100 feet climbing
h. The PM will notify ATC of the windshear condition as soon
as practical.
WARNING: Always respect the stick shaker and use it as upper
limit of pitch attitude. Control attitude in a smooth
steady manner to avoid overshooting the attitude at
which the stick shaker is initiated.
REV. 3, 01 OCT 2007 Page 7-73

Section 6 Windshear
WARNING: Do not change gear and flap configuration or trim

position until positive climb gradient on the Vertical
Speed Indicator is established and terrain contact is
no longer a factor (1500 feet AGL min.).
Use of all available thrust is recommended if there
exists a possibility of ground or obstacle contact.
3. Takeoff into Suspected Windshear
Takeoff into known windshear is prohibited.
However, use the following procedure when taking off into
suspected windshear:
a. Delay the take-off until conditions are more favorable.
b. Assess the situation during the delay and ensure that a
safe take-off is possible.
c. Use the longest runway available with the least possibility
of windshear encounter.
d. Consider using maximum takeoff thrust.
e. Monitor airspeed closely during takeoff roll to detect early
signs of windshear.
f. Rotate to normal initial climb attitude, and maintain this
attitude. This technique produces a higher initial climb
speed.
WARNING: Do not exceed 15 nose up attitude.
g. After establishing a positive rate of climb, accelerate and
configure to enroute climb as soon as possible, but do not
retract flaps until terrain and obstacle clearance is
assured.
h. The PM should closely monitor the vertical flight path
instruments, such as vertical speed and altimeters, and
call out any deviation from normal.
i. If windshear is detected on the runway, the takeoff must be
aborted prior to V1.
j. Be familiar with the normal (All Engine) initial climb pitch
attitude and rotate the airplane at the normal rate to this
attitude. Reduction of the pitch attitude should be delayed
until terrain and/or obstruction clearance is assured or
when the Stick Shaker is activated.
REV. 3, 01 OCT 2007 Page 7-74

Section 6 Windshear
k. If windshear is detected after lift-off either by marginal flight

path control, or an amber or red windshear warning annun-
ciation, initiate the windshear escape maneuver.
l. If windshear is encountered near the normal rotation speed
and the airspeed suddenly decreases, there may be not
sufficient runway remaining to accelerate back to normal
takeoff speeds. If there is insufficient runway remaining to
stop initiate a normal rotation at least 2000 feet before the
end of the runway. Ensure maximum engine thrust is set.
m. Anticipate a greater than normal control column force
requirement to keep the desired pitch attitude.
n. Remain prepared for further windshear encounters.
4. Approach and Landing into Suspected Windshear
a. Delay the approach until conditions are more favorable, or
divert to another airport.
b. Use the longest and most favorable runway.
c. Select the minimum flap setting acceptable for the runway
length to be used.
d. Add an appropriate wind correction to the final approach
speed.
e. Fly an On the slot approach and consider the use of auto-
pilot during the approach to allow for more monitoring and
recognition time.
f. Be aware of the normal values of the flight instruments
during the approach and consonantly cross-check flight
director commands with the vertical flight path instruments.
g. The PM should closely and consistently monitor the flight
instruments paying particular attention to the vertical flight
path instruments (i.e. vertical speed, altitude, glideslope
and airspeed) and call-out any deviation from the normal.
h. Establish crew coordination and awareness especially at
night or marginal weather conditions and be alert for the
possibility of an inadvertent encounter.
i. Do NOT make large thrust reductions or trim changes to
correct fluctuations in airspeed for they could vary from an
increase to a decrease in a very short span of time.
REV. 3, 01 OCT 2007 Page 7-75

Section 6 Windshear
j. If windshear is encountered during the approach and a

significant reduction and/or increased rate of decent is
experienced, immediately execute a go-around and follow
the windshear recovery guidance.
k. Trade the airspeed for altitude. Maintain the go-around
pitch attitude until terrain and/or obstacle clearance is
assured unless the stick shaker is activated.
l. Anticipate the encounter of subsequent windshear activity
along the flight path.
It is important to achieve a stabilized approach as early as possi-
ble and no later than 1000 feet above the ground level. If winds-
hear is inadvertently encountered, recovery must be promptly
initiated especially if flight path control becomes marginal. Recog-
nition of marginal flight path control depends on the crews
assessment of the existing conditions. Indications of marginal
flight path control are characterized by uncontrolled changes in
excess of the following (+ or -):
15 knots indicated airspeed,
500 feet per minute vertical speed,
5 degree pitch attitude,
1 dot displacement from glide slope,
10 variation from normal heading,
unusual thrust lever position for a significant period of time.
When clear of the windshear encounter, the windshear warnings
and escape flight guidance will be cancelled. The flight crew can
then proceed with a normal climb-out once positive climb gradient
has been established.
If windshear activity was encountered during take-off or approach,
promptly inform ATC of the encounter. The PIREP should include:
Location where windshear was encountered,
Altitude when windshear was encountered,
Airspeed fluctuations experienced (speed gained or lost),
Type of aircraft.
REV. 3, 01 OCT 2007 Page 7-76

Section 6 Windshear
D. Windshear Encounter Action and Callouts
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.
Note: The autopilot will automatically disconnect within two (2)

seconds after a windshear warning.
Ensure the autopilot is disengaged by using the AP/SP
disconnect switch on the control wheel.
REV. 3, 01 OCT 2007 Page 7-77

Section 7 Volcanic Ash

A. General
1. Flight in areas of known volcanic activity must be avoided.
This is particularly important during hours of darkness or
daytime instrument meteorological conditions when volcanic
dust may not be visible.
2. When a flight is planned into an area with a known potential
for volcanic activity, it is recommended that all NOTAMs and
air traffic control directives be reviewed for current status of
volcanic activity. If volcanic activity is reported, the planned
flight should remain well clear of the area and, if possible, stay
on the upwind side of the volcanic dust.
3. The airplane's weather radar is not capable of detecting
volcanic ash/dust clouds and is therefore not reliable under
these circumstances.
4. The presence of volcanic ash/dust may be indicated by:
a. Smoke or dust appearing inside the airplane;
b. An acrid odor similar to electrical smoke;
c. Engine malfunctions such as power loss, engine stalls,
increasing ITT, fluctuating engine RPM, etc.
d. At night, Saint Elmo's fire/static discharges may be
observed around the windshield or windows.
5. Flight into volcanic ash/dust clouds can result in the
degradation of airplane and engine performance. The adverse
effects caused by volcanic ash/dust encounters may be:
a. Rapid erosion and damage to the internal engine compo-
nents;
b. Ash/dust build-up and blockage of the guide vanes and
cooling holes, which may cause surge, loss of thrust and/
or high ITT;
c. Ash/dust blockage of the pitot system, resulting in unreli-
able airspeed indications;
d. The abrasive properties of volcanic material may cause
serious damage to the engines, wing and tail leading edge
surfaces, windshields, landing lights, etc.
e. Windshield and windows may become opaque, reducing
the visibility.
REV. 3, 01 OCT 2007 Page 7-78

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
REV. 3, 01 OCT 2007 Page 7-79

- This action will increase bleed air

extraction from the engines and further
improve the engine stall margin.
ITT .......................................................... MONITOR
If the ITT is still increasing even with the thrust levers
in idle:
Affected Engine ..................................SHUTDOWN
- If it becomes necessary to shutdown an
engine to prevent exceeding ITT limits,
restart the engine once it has cooled
down.
- If the engine fails to start, repeated
attempts should be made immediately
(Adhere to starter cranking limits as per
Limitations).
Note: A successful start may not be possible until the
airplane is clear of the volcanic ash/dust, and the
airspeed and altitude is within the airstart envelope.
Take note that engines can be very slow to
accelerate to idle at high altitudes and this could be
interpreted as a failure to start or as an engine
malfunction.
3. After exiting the area of volcanic ash/dust cloud and the
engine(s) restarted, restore systems to normal operation.
Inform ATC of the encounter.
REV. 3, 01 OCT 2007 Page 7-80

Section 1 General Pilot Information
Chapter 8
Training Maneuvers and Profiles
Section 1 General Pilot Information

The following flight profiles show some normal and emergency
operating procedures. They are designed as a general guide for
ground training purposes. Actual in-flight procedures may differ
due to aircraft configuration, weight, weather, traffic, ATC instruc-
tions, etc. Procedures outlined are consistent with the Aircraft
Flight Manual (AFM). If a conflict should develop between these
procedures and the AFM, the AFM procedures must be followed.
Section 2 Stabilized Approach
This training program uses the stabilized approach concept. The
approach profiles are based upon achieving a stabilized
approach. Configuration changes at low altitude are limited to
those changes that can be easily accommodated without
adversely affecting pilot workload. A stabilized approach must be
established before descending below the following minimum sta-
bilized approach heights:
1. 1000 feet above the airport elevation during VFR or visual
approaches and during straight-in instrument approaches in
VFR weather conditions
2. MDA or 1000 feet above airport elevation, whichever is lower,
if a circling maneuver is to be conducted after completing an
instrument approach
3. 1,000 feet above the airport or TDZ elevation during any
straight-in instrument approach in instrument flight conditions
4. 1,000 feet above the airport during contact approaches
5. If a stabilized approach cannot be achieved before
descending below the above minimum stabilized approach
heights, immediate action will be taken to execute a missed
approach or go-around.
REV. 4, 01 MAY 2008 Page 8-1

Section 3 Steep Turns
Section 3 Steep Turns

Configuration Guidance: The autopilot will be off and the flight direc-
tor will be off. The steep turns will be accomplished at 45 bank, 180
turn to the left immediately followed by 180 to the right. The maneu-
ver will be accomplished at or above 10,000 ft. MSL at a speed no less
than 250 knots.
The objective of the steep turn maneuver is to familiarize the
pilot with the aircrafts handling characteristics and improve the
pilots instrument scan.
Prior to commencing the maneuver, note the pitch attitude and
N1 thrust setting that is maintaining 250 knots. This is where
you will want to be at the completion of the maneuver. (Approx
2 pitch and 71% N1 at 10,000 ft.)
During the maneuver correct for altitude deviations with pitch,
using no more than +5 and no less than 0 pitch attitude.
Watch the attitude while scanning the airspeed, heading, and
VSI.
PF PM
When stabilized, disengage autopilot
AUTOPILOT OFF
FLIGHT DIRECTOR OFF
Begin rolling into a 45 bank turn, increase N1 by 3% and
smoothly and simultaneously increase pitch to approximately
2.5 to maintain altitude.
Begin rolling 10 prior to heading change and make a
smooth continuos turn to 45 bank in the other direction, do
not roll wings level until the completion of the maneuver.
Reduce thrust to original setting to maintain 250 knots
When wings are level and back on initial heading
HEADING MODE
When you are back to initial altitude and 250 knots and have
verified the FMA is on HDG and ALTS, and VSI is 300 FPM
or less then call:
AUTOPILOT ON
Maneuver is complete.
REV. 4, 01 MAY 2008 Page 8-2

Section 4 Stall Maneuvers

A. Entry
1. The instructor is responsible for the set up of the stalls.
2. Recovery at the first stall warning indication
a. Call FIREWALL THRUST while advancing the thrust
levers to the mechanical stops.
b. Establish a pitch and roll attitude to keep altitude loss to a
minimum.
c. Continue accelerating and establish climb or level flight as
necessary.
3. When normal airspeed for the existing configuration is
reached
a. Reduce thrust to the normal operating range
b. If an engine exceedance occurs or is suspected, refer
to QRH procedure.
4. Landing Gear - If the entry has been made with the landing
gear extended, do not retract the landing gear until after the
recovery.
5. Flaps - Do not retract flaps during the recovery. Retracting the
flaps from the landing position, especially when near the
ground, causes an altitude loss during the recovery. Flap
extension above 15,000 is not permitted.
6. If Terrain Contact is a Factor.
a. At the first indication of a stall (buffet or stick-shaker),
disconnect the autopilot, smoothly advance the thrust
levers to firewall thrust and adjust the pitch attitude as
necessary to avoid the terrain.
b. Simultaneously level the wings.
c. Control pitch as smoothly as possible.
d. As the engines accelerate, the airplane nose will pitch up.
e. To assist in pitch control, add more nose down trim as the
thrust increases.
f. Avoid abrupt control inputs that may induce a secondary
stall.
g. Use intermittent stick shaker as the upper limit for pitch atti-
tude.
h. When terrain contact is no longer a factor, continue to
adjust pitch as required to accelerate to maneuvering
speed.
REV. 4, 01 MAY 2008 Page 8-3

7. If Terrain Contact is Not a Factor.

a. At the first indication of a stall (buffet or stick-shaker),
smoothly apply firewall thrust and smoothly decrease the
pitch attitude to approximately 5 above the horizon and
level the wings.
b. As engines accelerate, counter the nose-up pitch tendency
with positive forward control column pressure and nose-
down trim. (At altitudes above 20,000 feet, pitch attitudes
of less than 5 may be necessary to achieve acceptable
acceleration).
c. Accelerate to maneuvering speed and stop the rate of
descent. Correct back to the target altitude.
B. Stall Recovery Actions and Callouts
Step PF PM
Thrust Verify all actions have
FIREWALL THRUST been completed and call
Set firewall thrust out any omissions

Roll
Autopilot - disconnect
1 Roll wings level
Pitch
Adjust pitch as required Monitor attitude, airspeed
to minimize altitude and altitude
loss Monitor radio altimeter,
Respect stick-shaker/ and call out information on
buffet flight path
Configuration (e.g., 300 FEET
Speedbrakes - retract DESCENDING; 400
2 FEET CLIMBING, etc.)
Do not alter gear/flap
configuration
After Stall Recovery
Resume normal flight.
3
Retract gear/flaps as
required.
REV. 4, 01 MAY 2008 Page 8-4

Section 5 Windshear
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.
REV. 4, 01 MAY 2008 Page 8-5

Section 6 General Training Procedures
Section 6 General Training Procedures

All normal, abnormal, and emergency procedures will be accom-
plished in accordance with the POH.
If conducted in the simulator, they will be performed as close to
actual conditions as possible.
The maneuvers required under FAR 121 will be accomplished
according to the descriptions and diagrams which follow. Profiles
will be flown at recommended pattern speeds.
Minimum Altitude to conduct training maneuvers:

In the aircraft..................................15,000 feet AGL
In the simulator ................................5,000 feet AGL
Approach to Stall/Stall Recovery

Clearing turns are required before all approaches to stall maneu-
vers commence in the airplane only.
Approach to stalls/stall recovery in the aircraft will not be practiced
during actual or simulated one-engine-inoperative (OEI).
Approach to stalls/stall recovery in the aircraft will not be practiced
in icing conditions or with residual ice on the airframe.
Inflight Engine Shutdown / Restart

Observe extreme caution and diligence in shutting down an
engine in flight; a mistake in the shutdown procedure could result
in a more serious emergency. Therefore, use the IN-FLIGHT
ENGINE SHUTDOWN CHECKLIST in the Abnormal Checklist.
This checklist procedure requires a coordinated effort between the
PF and the PM. Remember it is the PF's responsibility to fly the
airplane and ensure it is safely under control at all times.
REV. 4, 01 MAY 2008 Page 8-6

Section 7 Flight Training Acceptable Performance

The performance standards required for course completion are
detailed in the FAA's Airline Transport Pilot and Type Rating Prac-
tical Test Standard (FAA-S-8081-5 as amended). The flight
maneuvers and related procedures described herein will be used
as a basis for simulator and airplane flight instruction for Chautau-
qua Airline's Training Program. During training, emphasis will be
placed upon maximum practical use of the simulator, consistent
with applicable regulations, in lieu of the actual airplane.
At no time during flight training in the simulator or the actual air-
plane will limitations of the equipment be exceeded intentionally,
nor will maneuvers be conducted that would jeopardize safety.
Satisfactory Performance
The ability of an applicant to perform the required maneuvers or
procedures is based on:
Executing maneuvers within the aircrafts performance
capabilities and limitations, including use of the aircrafts
systems;
Executing emergency procedures and maneuvers appropriate
to the aircraft;
Piloting the aircraft with smoothness and accuracy;
Exercising good judgement;
Applying aeronautical knowledge; and
Showing mastery of the aircraft within the standards outlined in
this manual, with the successful outcome of a maneuver never
in doubt.
Unsatisfactory Performance
Consistently exceeding the tolerances stated in the acceptable
performance standards or failure to take prompt, corrective action
when those tolerances are exceeded is indicative of unsatisfactory
performance. The tolerances represent the performance
expected in good flying conditions. Any action, or lack thereof, by
the applicant that requires corrective intervention by the examiner
or check airman to maintain safe flight, shall be disqualifying.
REV. 4, 01 MAY 2008 Page 8-7

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.
REV. 4, 01 MAY 2008 Page 8-8


The pilot should know the significance of each item checked,
and not overlook an obviously unairworthy condition. The
pilot should know the appropriate remedial action for a pilot to
initiate for the correction of each unsatisfactory item detected.
C. Taxing
1. Objective
To evaluate the pilots procedure of smooth, safe and practical
taxi operations.
2. Description
Taxiing will be checked while accomplished.
The pilots performance will be evaluated on the basis of
proper direction of turn, to maintain a safe distance from other
aircraft and objects and to taxi at a safe speed.
D. Takeoffs
1. Objective
To determine that the candidate is competent in performing
takeoffs under normal and emergency conditions, and under
various meteorological conditions; and that he can safely
reject a takeoff when appropriate.
2. Description
The candidate shall be capable of performing:
a. Normal takeoffs
b. Takeoffs with simulated entry into instrument conditions at
or before reaching an altitude of 100 feet above the airport
elevation
c. Crosswind takeoffs
d. Takeoffs with simulated failure of the critical engine after
V1
e. Rejected takeoffs
REV. 5, 01 NOV 2008 Page 8-9


Evaluation shall be based on the applicants takeoff and reject
technique, judgement and observance of traffic patterns and
control tower instructions, coordination and smoothness. In
case of rejected takeoff, the candidate shall clearly command
the abort prior to taking the appropriate action. The pilots
performance will also be evaluated on the basis of the pilots
ability to use proper techniques, the proper sequence of
procedures, and maintain positive directional control of
aircraft.
In the case of an engine failure after V1, the candidate shall be
evaluated on the ability to:
a. Promptly identify the failed engine;
b. Maintain assigned heading within +/-5 degrees;
c. Maintain a target airspeed of V2 + 5 kias +/- 5 kias, until
safety allows a higher operational speed;
d. Maintain altitude: at acceleration height +75, -0 feet;
e. Comply with standard operating procedures outlined in the
applicable portions of this manual. Monitor altitude as to
not descend below acceleration height;
f. Specifically call for and use the appropriate memory
items.
E. Steep Turns
1. Objective
To determine that the candidate is competent in controlling
the aircraft with greater than normal bank angles.
2. Description
Each steep turn should involve a bank angle of 45 degrees
with a heading change of at least 180 degrees, but not more
than 360 degrees.
REV. 4, 01 MAY 2008 Page 8-10


The pilots performance will be evaluated on the basis of the
pilots ability to maintain:
a. Airspeed +/- 10 kias
b. Altitude +/- 100 feet
c. Heading within 10 degrees
d. No unintentional stalls
e. Angle of bank +/- 5 degrees
F. Approach To Stall
1. Objective
To determine that the candidate is competent with the cues
and handling characteristics encountered when approaching
a stalled condition in various configurations and to practice in
recovering from such conditions.
2. Description
The candidate may be required to demonstrate:
a. An approach to and recovery from a stall in the clean
configuration
b. An approach to and recovery from a stall with 20 degree
flaps (takeoff configuration)
c. An approach to and recovery from a stall in the full landing
configuration
The approach to a stall may be required while in a banked turn
of 15-30 degrees. At the discretion of the Check Pilot, the
stalls may be performed in simulated icing conditions.
pilots ability to accomplish prompt and correct power and
flight control application with no uncontrollable pitching of the
nose, no secondary stalls, no abrupt pitch changes during
recovery. Altitude + 100 feet during the entry portion of the
maneuver while configuring.
REV. 4, 01 MAY 2008 Page 8-11

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.
G. Recovery From Specific Flight Characteristics

1. Objective
To train pilots to recover from unusual attitudes (e.g. wake
vortex encounter).
2. Description
The applicant will recover from an unusual attitude condition
induced by the instructor.
The candidate shall be able to recover from the condition
maintaining control at all times and without placing undue
stress on the aircraft.
H. Powerplant Failures
1. Objective
To determine that the candidate has adequate knowledge of,
and the ability to perform the correct procedures of shutting
down an engine in flight and that he can maneuver the
airplane effectively and safely with an engine inoperative.
2. Description
In flight engine shutdowns will be SIMULATED ONLY.
The candidate shall be evaluated on the ability to:
a. Promptly identify the failed engine
b. Maintain assigned altitude within +/- 100 feet
c. Maintain heading within +/- 10 degrees
d. Maintain assigned airspeed within +/- 10 kias
e. Comply with standard operating procedures outlined in the
applicable portions of this manual.
f. Specifically call for and use the appropriate memory Item
REV. 4, 01 MAY 2008 Page 8-12

I. Landings and After Landing

1. Objective
This maneuver evaluates the pilot through the touchdown to
the roll out and after landing. It is used to develop proper tech-
niques in power and control usage at the critical phase of
touchdown and roll out.
2. Description
The candidate shall be able to demonstrate:
a. A normal landing
b. Landing in sequence from an ILS instrument approach
c. A crosswind landing
d. A single engine landing
e. A rejected landing, including a normal missed approach
procedure, that is rejected approximately 50 feet over the
runway. This maneuver may be combined with missed
approach procedures, but instrument conditions need not
be simulated below 100 feet above the runway.
pilots ability to accomplish the following.
a. Airspeed VREF +/- 5 kias at the runway threshold
b. Touchdown in the touchdown zone with the main landing
gear straddling the runway centerline
c. Directional control maintained after landing
d. Proper power management before and after touchdown
e. Heading 10 (rejected landing)
J. Zero Flap Landing
1. Objective
This maneuver evaluates the pilots ability to make
approaches with simulated failure of the landing flap system.
2. Description
Applicant will be able to demonstrate a stabilized approach
using the appropriate speed and procedures for a zero flap
landing.
REV. 4, 01 MAY 2008 Page 8-13


pilots ability to accomplish the following:
a. Maintain a stabilized approach
b. Airspeed VAPP +/- 5 kias at the runway threshold
c. Directional control maintained after landing
d. Proper power management before and after touchdown
K. Emergency Descent
1. Objective
This maneuver affords evaluation of the pilots use of recom-
mended procedures for their duty position while the aircraft is
established in the highest practical rate of descent during
emergency conditions or any other situation demanding an
immediate and rapid descent.
2. Description
The primary purpose of this maneuver is to descend the
aircraft as rapidly as practical to a safe altitude. In order to
maintain positive G forces, and for the purpose of clearing
altitudes below, a 30 to a 45 degree bank should be estab-
lished in the initial descent for at least a 90 degree heading
change.
The Captains performance will be evaluated on the basis of
their ability to:
a. Maintain positive aircraft control
b. Not exceed maximum speed (VMO) or less (as applicable)
c. Maintain positive G Forces
d. Demonstrate knowledge as outlined in the description
above.
The FOs performance will be evaluated on the basis of their
ability to :
a. Transfer control of aircraft to the Captain
b. Demonstrate practical knowledge as outlined in the
description above.
REV. 4, 01 MAY 2008 Page 8-14

L. Area Arrival And Departure

1. Objective
To provide evaluate of the pilots in VFR and IFR techniques
for safe navigation of the airspace under VFR and IFR flight
conditions and safe handling of the aircraft under normally
anticipated emergency situations.
2. Description
Upon acceptance of departure and arrival clearances, the
applicant shall be able to:
a. Adhere to actual or simulated ATC clearances (including
assigned radials)
b. Properly use available navigation facilities as appropriate
to the airplanes equipment
c. Whenever practical a standard instrument departure or
standard arrival should be used.
pilots ability to follow the intended course, correctly identify
checkpoints, and maintain heading and altitude within estab-
lished tolerances. The pilot will be expected to have an accu-
rate knowledge of emergency procedures applicable to the
aircraft and will be evaluated on the accuracy of their applica-
tion.
The use of appropriate checklists will be mandatory during all
normal and emergency operations:
a. Maintain assigned heading within +/- 10 degrees
b. Maintain assigned airspeed within +/- 5 kias
c. Maintain assigned altitude within +/- 100 feet
M. Holding
1. Objective
This maneuver provides the opportunity to evaluate instru-
ment holding pattern procedures.
REV. 4, 01 MAY 2008 Page 8-15

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.
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.
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.
REV. 4, 01 MAY 2008 Page 8-16

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.
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
REV. 4, 01 MAY 2008 Page 8-17


pilots ability to maintain:
a. Positive control of the aircraft
b. Airspeed +/- 5 kias
c. Heading +/- 10 degrees
d. Correct sequences of procedures
e. Compliance with published missed approach procedures
or ATC instructions as appropriate
Q. Emergency/Abnormal Procedures
1. Objective
To determine that the candidate has adequate knowledge of,
and the ability to perform, emergency and abnormal proce-
dures applicable to the aircraft used in the test.
2. Description
In flight, emergencies will be SIMULATED ONLY. During the
evaluation of a crewmember or candidate manual extensions
of the landing gear shall not be attempted in actual flight,
except in an actual emergency.
The candidate shall:
a. Comply with standard operating procedures outlined in this
manual
b. Specifically call for and use the appropriate emergency
checklist including memory items.
REV. 4, 01 MAY 2008 Page 8-18

Section 8 Unusual Attitude (Upset) Recovery

Successful recovery from an unusual attitude (upset) depends on
immediate recognition of the actual airplane attitude and the cor-
rect maneuvering to recover.
A. Recognition
1. Sky Pointer ................................................................Locate
2. Bank & Pitch Attitude........................................... Determine
3. Horizon Line ..............................................................Locate
4. Confirm attitude by reference to other instruments.
5. Correct Recovery Procedure..................................... Initiate
B. Recovery
- Autopilot ................................................Disconnect
1. Excessive Roll Recovery
a. Roll shortest way towards upright wings level attitude.
- Towards the sky pointer.
- Coordinate rudder with the roll.
b. If bank angle in excess of 90, maintain neutral to slightly
forward yoke pressure.
- Reduces nose drop.
c. As bank angle approaches 90, neutralize back pressure.
d. At bank angles less than 60, increase back pressure on
yoke to establish level pitch attitude.
- When recovered, adjust pitch, power, and airspeed as
necessary.
2. Nose High Recovery
a. Increase power as necessary.
b. Simultaneously reduce pitch attitude while maintaining
positive G load.
c. When recovered, level the wings and adjust pitch, power,
and airspeed as necessary.
REV. 4, 01 MAY 2008 Page 8-19

3. Nose Low Recovery

a. Reduce power as necessary.
- Reduce power if large pitch down attitude.
- Do not over-speed the aircraft in the dive.
- Do not over-stress the airframe during pull-out.
b. Simultaneously roll the airplane in the shortest direction to
wings level attitude.
- Towards the sky pointer.
- At excessive pitch attitudes, there will be pitch arrows
("Chevrons") displayed, pointing in the recovery
direction.
- Coordinate rudder with the roll.
- If bank angle in excess of 90, maintain neutral to
slightly forward yoke pressure. Reduces further nose
drop.
- At bank angles less than 60, increase back pressure on
yoke to pull towards level pitch attitude. Pull towards
sky pointer or in the "Chevron" direction.
c. When recovered, adjust pitch, power, and airspeed as
necessary.
- Utilize flight spoilers as necessary.
REV. 4, 01 MAY 2008 Page 8-20

Section 1 General
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.
REV. 3, 01 OCT 2007 Page 9-1

Section 1 General
C. FAR 121.617 Alternate Airport for Departure

1. Requires that if the weather conditions at the departure airport
are below landing minimums, a takeoff alternate is required.
The takeoff alternate cannot be more than one hour flying time
at normal cruise speed with one engine inoperative.
2. The airport used for the takeoff alternate cannot exceed 270
nautical miles from the departure airport. The single engine
cruise speed for the CRJ200 aircraft is 270 nautical miles per
hour.
3. The mileage can be determined from the enroute chart.
D. Diversions to Airports
1. When departing from an airport without the available
performance, call dispatch and they will obtain the required
takeoff performance data from AeroData.
2. You will need to provide dispatch with a fax number so they
may fax you the charts. If no fax is available, dispatch will read
the performance to you over the phone.
E. Performance Requirements
ALL OF THE FOLLOWING PERFORMANCE REQUIREMENTS
MUST BE CONSIDERED PRIOR TO DEPARTURE:
1. If takeoff alternate is required does it meet the requirement of
FAR 121.617?
2. Is a landing alternate required?
3. Proper fuel load on the aircraft.
4. Complete load manifest.
5. Does the route of flight meet FAR 121.191 requirement?
6. Compliance with FAR 121.161.
Note: The current route structure of Chautauqua Airlines
provides for an adequate airport within one hours flying
time single engine.
7. Compute takeoff performance data.
Note: Items 1, 2, and 3 must be in agreement with the flight
release sent by dispatch.
REV. 3, 01 OCT 2007 Page 9-2

Section 2 Performance Definitions

A. Airspeeds
1. Indicated Airspeed - KIAS
The reading on the airspeed indicator in knots, as installed in
the airplane, uncorrected for static source position error. Zero
instrument error is assumed.
2. Calibrated Airspeed KCAS
The indicated airspeed in knots, corrected for static source
position error.
3. True Airspeed TAS
The equivalent airspeed corrected for atmospheric density
effects.
4. Critical Engine Failure Speed VEF
The speed at which, if one engine fails, the failure is
recognized at V1.
5. Takeoff Decision Speed V1
The speed at which, following a failure of one engine at VEF,
the decision to continue the takeoff distance to a height of 35
feet at V2 speed, that will not exceed the available takeoff
distance; or the distance to bring the airplane to a full stop that
will not exceed the accelerate stop distance available.
Note: V1 must not be greater than the rotation speed (VR).
6. Rotation Speed VR
The speed at which rotation is initiated during the takeoff, to
attain the takeoff safety V2 climb speed at or before a height
of 35 feet above the runway surface.
7. Takeoff Safety Speed V2
The target speed to be attained at a 35 foot height during a
takeoff with an engine failure.
8. Air Minimum Control Speed VMCA
The minimum flight speed at which the airplane is controllable
with a maximum 5 degree bank, when one engine suddenly
becomes inoperative with the remaining engine operating at
takeoff power. The value presented represents the most
critical combination of power, weight, and center of gravity.
REV. 3, 01 OCT 2007 Page 9-3

9. Ground Minimum Control Speed VMCG

The minimum speed on the ground at which the takeoff can
be continued, utilizing aerodynamic controls alone, when one
engine suddenly becomes inoperative and the remaining
engine is operating at takeoff power. The value presented
represents the most critical combination of power, weight, and
center of gravity.
10. Landing Reference Speed VREF XX
The speed at a 50 foot height in a normal landing. This speed
is equal to 1.3 VS in the landing configuration (gear down and
specific landing flaps XX).
11. Maneuvering Speed VA
The maximum speed at which application of full available
aileron, rudder, or elevator will not overstress the airplane.
Maneuver involving pitching control must not exceed the limit
load factor of the aircraft.
12. Minimum Control Speeds During Landing and Approach
VMCL AND VMCL-1
VMCL is the minimum control speed during landing and
approach with all engines operating.
VMCL-1 is the minimum control speed during landing and
approach with one engine inoperative.
13. Final Takeoff Segment Speed VFTO
The speed to be achieved during final segment, with the
landing gear up and the flaps retracted.
B. Determination of Maximum Allowable Takeoff Weight
1. Limiting Weights
To accurately determine the Maximum Allowable Takeoff
Weight, the most limiting of the following must be determined.
a. Structural Weights
- Ramp Structural Limit (RAMP WT)
- Takeoff Structural Limit (STRUCT TOW)
- Landing Structural LIMIT (STRUCT LDG)
- Maximum Zero Fuel Weight (MAX ZFW)
REV. 3, 01 OCT 2007 Page 9-4

b. Performance Limit Weights

1) Takeoff
- Accelerate Stop Distance (Runway)
- Takeoff Distance (Runway)
- Obstacle Clearance (Runway)
- Takeoff Climb (Climb)
2) Remaining Within Enroute Driftdown
3) Arrival Within Landing
- Landing Distance
- Approach Climb
- Landing Climb (Not a factor, approach climb is
limiting)
2. Performance Weight Limits
The takeoff weight (weight at the start of the takeoff roll) is
limited by the most restrictive of the maximum takeoff weights
for:
Altitude and temperature
Takeoff field length requirements
Brake energy requirements
Obstacle clearance
The above limits are determined from AeroData, enroute
weight limits, or landing weight limits.
Enroute weight limits are determined by the route to be flown
and single engine drift down performance, or landing weight
restrictions plus enroute fuel as determined on the weight and
balance calculations.
The landing weight is limited by the most restrictive of:
Landing field length requirements, and
Maximum approach climb weight for the current altitude
and temperature.
REV. 3, 01 OCT 2007 Page 9-5

REV. 3, 01 OCT 2007 Page 9-6

Section 3 AeroData
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.
REV. 3, 01 OCT 2007 Page 9-7

Section 4 AeroData Takeoff Reports

A. General
1. Takeoff Path
a. When the aircraft is assigned to a Standard Instrument
Departure (SID) that is published in the Jeppesen Airway
Manual that has no minimum climb chart associated with
the SID, the pilot will commence the initial turn out of traffic
at 400 feet AFE and will accelerate to flap retraction speed
at 1,000 feet AFE.
b. When the aircraft is assigned to a Standard Instrument
Departure (SID) that is published in the Jeppesen Airway
Manual that has a minimum climb chart associated with
the SID, AeroData will be responsible to provide the
Complex Special Procedure for the applicable runway if
the climb gradient requirements are restrictive to the
aircraft performance. The provided MRTWs for the
planned runway are based on the pilot complying with the
Complex Special Procedure.
c. When no SID is assigned to the aircraft for departure, the
PIC will ensure compliance with the Takeoff and Obstacle
Departure Procedure as published in the Jeppesen Airway
Manual (normally located on the back of the airport
diagram page 10-9).
d. In the event that the aircraft is going to fly into a non-radar
environment, is not assigned a SID, and there is no
Takeoff and Obstacle Departure Procedure published in
the Jeppesen Airway Manual, then NO turns shall be
commenced below 1,000' above field elevation (AFE)
when takeoff weather is less than 1,000 ceiling and 3 sm
visibility unless a Special Departure Procedure prescribes
otherwise. In the event that the aircraft is not assigned a
SID but on departure the aircraft is in a radar environment
and Departure Control assigns a heading, the pilot is
allowed to turn to that heading.
e. Acceleration Altitude (AALT), (also known as Flap Retrac-
tion Altitude) for all takeoffs is 1,000' AFE unless a Special
Procedure prescribes otherwise.
REV. 3, 01 OCT 2007 Page 9-8

2. Standard Engine Failure Takeoff Path

a. The following path will be flown whenever an engine failure
occurs during takeoff and no Special Procedure exists:
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. This path will allow the aircraft to safely attain an altitude

and position where radar vectors can be provided, or a
minimum enroute or approach altitude. This path is an
extension of the Captain's emergency authority and must
be stated as such to ATC as soon as practical
REV. 3, 01 OCT 2007 Page 9-9

3. Special Engine Failure Takeoff Path & Procedures

Special Procedures for takeoff are provided when Standard
Engine Failure Takeoff Procedures cannot be used due to
obstacle requirements. Special Procedures are designed to
only provide procedures and information that differ from
Standard Procedures. For takeoff there are two types of
Special Procedures:
a. Simple-Special
The Simple-Special Procedure differs from Standard
Procedures in that a turn to a NAVAID or heading is
required before reaching 1,000'.
FRA remains at 1,000' AFE unless otherwise specified
in the FLAP RETRACT box.
Simple-Special Procedures are mandatory in IMC.
They are also mandatory in VMC until reaching 1,000'
AFE.
The turn to the NAVAID or heading is to be made at the
highest bank angle appropriate for aircraft speed.
In IMC, if radar vectors are not available, comply with
the special procedure until 3,000 AFE at which time
you may proceed on course (as applicable).
Simple-Special Procedures, when required, are
provided on the top of each page of takeoff runway
analysis.
Below is a sample Simple-Special Procedure and
legend:
CLIMB AT VIA REACHING OR TURN FLAP RETRACT HOLD
V2 14.0 VOR 4600 LT VOR 5100 STD
1 2 3 4 5 6 7
8
1) Engine failure climb speed - only listed if different than

the standard engine failure profile.
2) Engine failure initial heading or course - only listed if
different than runway alignment. A turn to the speci-
fied heading or course shall be commenced at 50'
AFE or at engine failure above 50' AFE.
3) Engine failure turn point - listed in feet MSL for an alti-
tude turn point and DME or radial for geographic turn
points.
REV. 3, 01 OCT 2007 Page 9-10

4) Alternate turn point - Alternate turning fix (if available)

for redundancy and/or convenience.
5) Turn direction and NAVAID or heading
- LT = left turn;
- RT = right turn;
- DT = direct (turn to NAVAID or heading in direction
of shortest distance);
- H = heading.
6) Flap retraction altitude - FRA (feet MSL).
7) Holding procedures at NAVAID - STD = right turns &
1 minute legs. Unless otherwise noted, hold on the
inbound radial using a direct entry. This may not
necessarily be a published holding pattern.
8) Remarks.
b. Complex-Special
1) The Complex-Special Procedure is issued when an
engine failure procedure is too complex to fit in the
Simple-Special table and/or other considerations
must be taken into account. Often, all-engine proce-
dures are also specified in order to ensure that the
aircraft will remain in the obstacle protected area until
reaching a safe engine failure altitude. FRA remains
at 1,000' AFE unless otherwise specified in the proce-
dure.
2) Complex-Special Procedures may be specifically
designed for a published instrument departure proce-
dure. In these cases, the name of the applicable
instrument departure procedure will be indicated on
the Complex-Special and the Complex-Special is only
valid for the instrument departure procedure speci-
fied. Complex-Special Procedures are mandatory
under IMC and VMC.
3) The following is an example of a Complex Special
Procedure using Reno (RNO) Takeoff for Runway
16L.
REV. 3, 01 OCT 2007 Page 9-11

4) Sample Complex-Special Procedure

Takeoff - Runway 16L
AIRCRAFT MINIMUMS MAX CROSWIND OTHER
ALL 30 KNOTS RIGHT
All Engines Operating Takeoff Considerations:
1) Reaching 7400, accelerate and retract flaps.
2) Maintain at least 1000 fpm or greater during acceleration and flap retraction.
Engine Failure During Takeoff:
Prior to D3.0 IRNO:
1) Climb at V2 on 175 heading to intercept the IRNO LOC SOUTH CRS (heading 170 if IRNO
LOC is out of service).
2) At D1.9 IRNO (crossing FMG R-210 if IRNO DME OTS), accelerate in level flight to V2+10.
3) At D3.0 IRNO (crossing FMG R-205 if IRNO DME OTS), commence climbing LEFT 25 bank
turn to heading 325.
4) Established on 325 heading and above 5400, accelerate, retract flaps, reduce to MCT/MCP
and continue climb.
5) Abeam NO LMM or NO NDB (D2.5 IRNO if NO LMM/NDB is out of service), commence
climbing RIGHT turn to heading 007.
6) Reaching 8000, commence climbing RIGHT turn direct to FMG (NO LMM or NO NDB if FMG
VOR out of service) and hold.
After D3.0 IRNO:
1) Continue climbing on IRNO LOC SOUTH CRS (heading 170 if IRNO LOC is out of service).
2) Reaching 8500, commence climbing LEFT turn direct to FMG (NO LMM or NO NDB if FMG
Other Considerations:
Reduced power takeoffs PROHIBITED when weather is less than 2000-3 and/or during hours of
darkness.
Takeoff - Runway 16R

AIRCRAFT MINIMUMS MAX CROSSWIND OTHER
ALL 30 KNOTS RIGHT
All Engines Operating Takeoff Considerations:
1) Maintain at least 1000 fpm or greater during acceleration and flap retraction.
Engine Failure During Takeoff:
Prior to D3.0 IRNO:
1) Climb at V2 via IRNO LOC SOUTH CRS (heading 170 if IRNO LOC is out of service).
2) At D1.9 IRNO (crossing FMG R-210 if IRNO DME OTS), accelerate in level flight to V2+10.
3) At D3.0 IRNO (crossing FMG R-205 if IRNO DME OTS), commence climbing LEFT 25 bank
turn to heading 325.
4) Established on 325 heading and above 5400, accelerate, retract flaps, reduce to MCT/MCP
and continue climb.
5) Abeam NO LMM or NO NDB (D2.5 IRNO if NO LMM/NDB is out of service), commence
climbing RIGHT turn to heading 007.
6) Reaching 8000, commence climbing RIGHT turn direct to FMG (NO LMM or NO NDB if FMG
After D3.0 IRNO:
1) Continue climbing on IRNO LOC SOUTH CRS (heading 170 if IRNO LOC is out of service).
2) Reaching 8500, commence climbing LEFT turn direct to FMG (NO LMM or NO NDB if FMG
VOR out of service) and hold
Other Considerations:
Reduced power takeoffs PROHIBITED when weather is less than 2000-3 and/or during hours of
darkness.
REV. 3, 01 OCT 2007 Page 9-12

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
REV. 3, 01 OCT 2007 Page 9-13

C. Ground Vehicle Runway Friction Readings

1. At certain airports, ground vehicle friction readings are
provided by ATIS and/or the control tower when slippery
runway conditions are thought to exist.
2. These readings are derived from devices that attempt to
measure the runway coefficient of friction ( or mu).
Unfortunately, the measurements made by these devices do
not directly correlate to the that would be experienced by an
aircraft, although they do provide indications of airplane/
runway braking action that may be used for planning
purposes.
3. Reported measurements are also a function of the device
itself. The readings from these devices are given by ATIS and/
or the control tower and typically are given with the type of
measuring device used.
4. Please note that the readings may be given as whole numbers
(i.e., .47 would be given as 47). In addition, Runway Condition
Readings (RCR) are normally associated with military and
Canadian airports. The following table can be used to
correlate ground vehicle friction readings to an airplane/
runway braking action level.
Ground-vehicle Friction Correlation for Compacted Snow- and Ice-Covered Runways

Ground-vehicle friction readings (P)
Surface Runway
Braking friction Runway BV-11 Bow- condition
Action tester Friction skid- Tapley monk readings
Level (SAAB) Tester dometer Mu-Meter meter meter (RCR)
Excellent > .53 > .50 > .58 > .50 >.53 > .51 > 17
Good .37 - .50 .35 - .47 .41 - .54 .35 - .47 .38 - .50 .37 - .48 12 -16
Fair .28 - .34 .26 - .33 .31 - .37 .26 - .33 .28 - .35 .27 - .34 9 - 11
Poor < .25 < .24 < .27 < .24 < .26 < .25 <8
REV. 3, 01 OCT 2007 Page 9-14

D. Takeoff On Wet, Slippery, Or Contaminated Runways

1. The takeoff data provided for non-dry runways serves to
maintain a margin of safety equivalent to a dry runway by
taking into consideration performance characteristics
associated with non-dry runway conditions. Therefore, the
more accurate the assessment of runway conditions, the
greater the margin of safety maintained.
a. Runway condition information can normally be obtained
from ATC, Flight Service and/or station personnel.
b. When accurate information is not available, an assess-
ment of the runway condition must be made by the crew.
c. However, due to a lack of the proper means, making an
accurate assessment of the runway condition is often
impossible.
d. Even if a runway condition assessment is inaccurate, using
takeoff data for that runway condition still offers an
increased margin of safety over using dry runway data.
2. Takeoff Runway Analysis provides maximum takeoff weights
and maximum V1s for wet, slippery, and contaminated
runways.
a. This data preserves accelerate-go and accelerate-stop
distances for the appropriate runway conditions.
b. Wet maximum takeoff weights are based on the braking
capability of the runway being analyzed.
c. This is reflected in that a runway with no friction treatment
(i.e. grooving) will show significant weight penalty when
comparing wet versus dry, while a runway with good fric-
tion characteristics will show little or no penalty.
d. Comparing the difference between dry and nondry takeoff
weights for each available runway will indicate the best
runway for takeoff.
e. Wet, slippery, and contaminated takeoff weights are based
on all components that affect aircraft performance being
operative, unless otherwise specified on the runway anal-
ysis.
f. The following limitations apply to takeoffs on wet, slippery,
and contaminated runways: Reduced thrust takeoff is
PROHIBITED on wet ice, slippery or contaminated
runways.
REV. 3, 01 OCT 2007 Page 9-15

E. Reduced Thrust Takeoff

1. Any amount of reduced thrust for takeoff is desirable to reduce
engine wear.
2. The greatest benefit is realized in the first 5% of thrust
reduction, as this brings peak EGT out of the most critical
range, although thrust reduction in excess of 5% is still of
considerable benefit.
3. The Assumed Temperature Method is used to calculate
reduced thrust.
4. Takeoff thrust may be reduced up to 25% (FMC will not allow
thrust reduction greater than 25%) from the maximum takeoff
thrust.
5. Based on the AFM, the following limitations apply to
operations with reduced thrust:
a. Takeoff performance is based on APR OFF as indicated
by NO APR CREDIT on the TLR.
b. Anti-skid must be operative.
c. PROHIBITED on wet ice, slippery or contaminated
runways. Reduced thrust takeoff may be used provided
wet runway performance data is used.
d. PROHIBITED if wing and/or cowl anti-icing bleeds are in
use.
e. PROHIBITED if warnings of windshear or downdrafts are
reported.
f. PROHIBITED when a Special Departure Procedure spec-
ifies full thrust for takeoff.
6. On wet, slippery, or contaminated runways, the applicable
performance data for the existing runway condition must be
used.
7. Refer to the Takeoff Report - MAX TEMP section later in this
Chapter for instructions on determining reduced thrust takeoff
data.
REV. 3, 01 OCT 2007 Page 9-16

F. Runway Naming Conventions

1. Intersection Runways
Intersection runways are designated by / between the
runway and the intersecting taxiway or runway.
a. 26L/A Designates runway 26L at the intersection of
taxiway A.
2. Intersection Departure
Intersection performance data may be used for an intersection
departure of longer length or a full length departure. Engine
failure procedures remain the same.
3. Shortened Runways
Shortened runways are designated using the following code:
26L-E2000F
a. 26L Indicates the base runway
b. Indicates that the runway has been shortened
c. E Indicates the end of the runway which has been short-
ened (possible values are N, NE, E, SE, S SW, W, NW)
d. 2000 Indicates the shortened distance
e. F Indicates the units for the shortened distance where F
= feet. The shortened distance unit shown will correspond
to that given by the applicable shortened runway NOTAM.
4. Temporary Obstacle Runways
When an obstacle listed by a NOTAM affects takeoff
performance, the obstacle will be included in takeoff weight
calculations and the NOTAM will be referenced in the runway
notes, if the NOTAM is not conditional (i.e. time of day). If the
NOTAM is conditional, a new runway name will be created
with a description referencing the NOTAM (i.e. 07LCRANE).
This provides for the use of the normal runway or the
NOTAMed runway, depending on NOTAM applicability.
REV. 3, 01 OCT 2007 Page 9-17

5. Arresting Gear Cable Runways

Runways equipped with an arresting gear cable(s) are
designated by using CBL. Distance beyond a cable from the
liftoff end will be considered as clearway. The following
naming conventions represent cable runway designations.
a. 22L-NECBL Runway 22L with cable on Northeast (brake
release) end of runway deployed. Takeoff run is initiated at
cable. Effective runway length is the distance from the
cable to the lift-off end of the runway.
b. 22L-SWCBL Runway 22L with cable on Southwest (lift-off)
end of runway deployed. Takeoff run is initiated at the
brake release end of runway. Effective runway length is
the distance from the brake release end of the runway to
the cable.
c. 22L-CBL-CBL Runway 22L with cable on Northeast
(brake release) and Southwest (liftoff) ends of the runway
deployed. Takeoff run is initiated at cable. Effective
runway length is the distance between cables.
d. 22L/B10-CBL Runway 22L intersection B10 with cable on
Southwest (lift-off) end of runway deployed. Takeoff run is
initiated at intersection B10. Effective runway length is the
distance from B10 to the cable.
e. 22L-1000-CBL Runway 22L with 1000 NOTAM on North-
east (brake release) end of runway and cable on lift-off end
of the runway deployed. Takeoff run is initiated at break
release end minus 1000. Effective runway length is the
distance from 22L minus 1000 to the cable.
f. 22L-CBL-1000 Runway 22L with cable on Northeast
(brake release) end of runway deployed and 1000 NOTAM
on lift-off end of the runway. Takeoff run is initiated at
cable. Effective runway length is the distance from the
cable to the lift-off end of the runway minus 1000 due to
NOTAM.
REV. 3, 01 OCT 2007 Page 9-18

G. Performance Penalties With Airplane Systems Inoperative

If a crewmember finds a need to defer items that require the dis-
patcher to plan performance as wet and contaminated runway
performance, you will not see wet or contaminated runway perfor-
mance listed on the performance section of your TLR. You must
verify that the correct MEL item is listed on the TLR in the remarks
section. By doing this it will automatically generate contaminated
performance numbers that bias the entire TLR performance pack-
age.
As an example: Thrust Reverser System, it states, "Conduct oper-

ations in accordance with POH- operations on wet and contami-
nated runways". It will advise the crewmember that the penalty
will automatically be added to the entire TLR packet as long as the
MEL item is listed on the dispatch release under the MEL section.
The crew member will not see the performance penalty on the per-
formance section of the TLR, just know the numbers have been
biased.
Following is a list of items found in the CRJ200 MEL that will

require the dispatch to add wet or contaminated performance to
the TLR:
1) Integrated Drive Generator (IDG) 1 or 2 inoperative.
2) Engine Driven Pump (EDP) 1 or 2 Inoperative.
3) A/C Hydraulic Pump 1 or 2 inoperative.
4) Engine Cowl Anti-Ice Presser Relief Valve.
5) Nose wheel Steering inoperative.
6) Thrust Reverser Inoperative.
7) Anti-Skid System.
REV. 4, 01 MAY 2008 Page 9-19

Section 5 Takeoff Performance

A. Takeoff Runway Analysis Report
1. The Takeoff Runway Analysis Report (Takeoff Report) is
prepared for each flight based on the environmental
conditions, runway conditions, and aircraft configuration
anticipated by the dispatcher at the time of departure.
2. The Takeoff Report provides takeoff data for the planned
conditions as well as a range of data surrounding planned
conditions.
3. The Takeoff Report includes takeoff data for all of the runways
designated for inclusion by the airline.
4. Runways are listed in numerical order. Shortened runways
are listed following the associated full length runway, if
applicable.
5. MEL and CDL penalties that are planned by the dispatcher
are transferred to the Takeoff Report and are included in
takeoff weight calculations. Included penalties are always
indicated in the Takeoff Report.
REV. 3, 01 OCT 2007 Page 9-20

B. Takeoff and Landing Report (TLR) General Layout
TAKEOFF AND LANDING REPORT CHQ 8200 DCA-BOS 22DEC06

TLR-1 SEQ-11114180 23DEC06 2112Z
A/C N657BR CL6-2B19 CF34-3B1
/// TAKEOFF DATA ///
APT PRWY POAT PWIND PQNH PMRTW FLP V1 VR V2 PTOW MFPTW
DCA 01 -1.0 350/15 29.90 5347 8 51 51 59 4889 5347
RMKS ENGINE AND WING ANTI-ICE ON
---- ---- ------ ----- ------- --- --- --- --- --- ------------------
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
REV. 3, 01 OCT 2007 Page 9-21

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 ///
The header contains the parameters that were used by the

dispatcher for planning the flight. At the top are:
Flight Number
Departure and Destination airports
Local departure date.
The next line contains:
The TLR-# identifier is provided for matching flight release
and Takeoff Report versions. SEQ-# is a unique identifier
given to each Takeoff Report.
Following the SEQ-# number is the UTC date and time that
the Takeoff Report was created.
The third line contains:
Aircraft tail number
Associated airframe/engine combination designation.
Note: All weight data is displayed as weight / 10.
2. TLR Planned Section
APT PRWY POAT PWIND PQNH PMRTW FLP V1 VR V2 PTOW MFPTW
DCA 01 -1.0 350/15 29.90 5347 8 51 51 59 4889 5347
a. APT Airport IATA identifier.
b. PRWY Planned runway. The runway that was used by
the dispatcher for planning the flight.
c. POAT Planned outside temperature.
d. PWIND Planned wind direction / speed.
e. PQNH Planned QNH (Altimeter setting).
1) The entire Takeoff Report is based on this QNH.
2) The Takeoff Report is valid when the actual QNH is
no less than 0.10 below PQNH.
a) For example, if the dispatcher planned for a QNH
of 29.82, then the report is valid if the actual QNH
is no lower than 29.72. If the actual QNH falls
below 29.72, then a new Takeoff Report must be
generated or a radio revision may be accepted.
REV. 3, 01 OCT 2007 Page 9-22

3) A new Takeoff Report is never required when the

actual QNH exceeds the planned QNH, but additional
uplift capability may be gained by using an actual
QNH that is higher than PQNH.
f. PMRTW Planned maximum runway takeoff weight.
g. FLP Takeoff flap setting associated with PMRTW.
h. V1, VR, V2 - The takeoff speeds associated with the
planned conditions based on the lower of the PMRTW or
the MFPTW.
1) Add 100 to each number shown that is less than 80.
2) Example: V1 = 51 means 151 KIAS.
i. PTOW Planned takeoff weight.
j. MFPTW Maximum flight plan takeoff weight.
1) This is the maximum takeoff weight for which the flight
plan is valid when considering all flight planning limits
except MRTW.
2) These limits include the structural MTOW, METW,
MLDW + planned fuel burn off, fuel capacity limited
takeoff weight, structural MTXW - taxi fuel, and, if
required, takeoff alternate METW. MRTW for actual
conditions can exceed PMRTW, but the final MTOW
can never exceed MFPTW.
3. TLR Remarks Section (RMKS)
RMKS ENGINE AND WING ANTI-ICE ON
a. Non-standard airplane configuration and runway condition

listing.
b. Listed configuration changes are applied to the entire
report unless specified otherwise in a section title.
1) For example, if the RMKS indicates that one brake
inoperative, the entire Takeoff Report is calculated
with the one brake inoperative.
2) If the RMKS indicates a wet runway and a section title
includes the words DRY RUNWAY, the section is
still based on a dry runway.
c. Generally, but not without exception, inoperative compo-
nents will apply to the entire report, while pilot selectable
options are overridden by the section title.
REV. 3, 01 OCT 2007 Page 9-23

4. TLR Revisions
---- ---- ------ ----- ------- --- --- --- --- --- ------------------
RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CONFIG/CONDITION
a. This area is for last minute revisions to takeoff data.

b. It can be used in cases where the takeoff report does not
contain data for the current conditions or when fine-tuning
of the MRTW is required to obtain maximum payload capa-
bility.
c. The dispatcher can quickly make a single point calculation
for exact conditions that can be relayed to the flight crew.
d. Typical scenarios for its use are
Last minute MEL/CDL items that were not included in
the original report,
Actual OAT exceeding the scale on the report,
OAT in decimal degrees,
Headwind/tailwind adjustments calculated to provide
exact numbers, and
Any other additional refinement.
5. TLR Takeoff Performance Data Section
FLAT TEMP 24
01 01V 19
6869 FT 6869 FT 6869 FT
a. A takeoff data section is identified by the title line, which

describes the base conditions and airplane configuration
for which the data was calculated.
b. The conditions and configuration listed override any listed
in the RMKS section.
c. The next few lines of data indicate the runway, runway
length, abbreviated engine failure procedure, and flap
setting.
Note: See Runway Naming Conventions section earlier in this
Chapter for a description of runway naming details.
Note: See the Takeoff Path section earlier in this Chapter for a
description of engine failure procedures.
REV. 3, 01 OCT 2007 Page 9-24

d. Abbreviated Engine Failure Takeoff Procedure - (LT, RT,

OR DT NAVAID or Heading) or (SPECIAL).
1) RT Right Turn
2) LT Left Turn
3) DT Direct (turn to NAVAID or heading in direction of
shortest distance)
4) H Heading (i.e. RT H180)
5) SPECIAL Special engine failure procedures are
listed at the bottom of the report.
6. TLR Special Engine Failure Takeoff Procedures Section
---------------- 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
a. The Special Engine Failure Takeoff Procedures section is

included whenever at least one runway in the takeoff report
has a special engine failure procedure.
b. A special engine failure procedure is indicated by the word
SPECIAL just below the runway designation in the first
section of data in the takeoff report.
Note: See the Special Engine Failure Takeoff Path &
Procedures section for a full description of special
engine failure procedures.
7. TLR Adjustment Section
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 -- --- -- --- -- ---
a. Following the base takeoff data in each section is adjust-
ments data. Adjustments are used to modify base takeoff
data for non-standard configurations or conditions.
b. Adjustment abbreviations:
1) HW Headwind
2) TW Tailwind
3) EAI Engine Anti-ice
4) EWAI Engine and Wing Anti-ice On
REV. 3, 01 OCT 2007 Page 9-25

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
FLAT TEMP 24
01 01V 19
6869 FT 6869 FT 6869 FT
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 -- --- -- --- -- ---
REV. 3, 01 OCT 2007 Page 9-26

2. Definitions Max Temp Section

a. FLAT TEMP Indicates the lowest assumed temperature
for which reduced thrust operation is allowed. It is also the
temperature limit which must be checked after adjust-
ments are applied.
b. WT Weight range column, where the / symbol indicates
the PTOW with weight increments above and below
PTOW.
c. MT Maximum temperature (actual or assumed) for which
takeoff is allowed for the specified weight and section
conditions.
d. M An M after an MT indicates that Maximum Takeoff
Power is required for the specified conditions.
3. MW, MT, V1-VR-V2 Section
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
a. In a MAX TEMP section, a / is shown at the PTOW.
b. A line of takeoff data consists of
Weight
Temperature
Takeoff Speeds
c. Dashes in place of an element indicate that takeoff is not
allowed for the specified condition in that section.
4. Steps for Using the Max Temp Section
STEP 1. Determine the MT, without adjustments, for the
desired runway by using the actual takeoff weight
rounded UP to the nearest displayed weight value.
STEP 2. When adjustments are not required or desired:
a) If MT is greater than or equal to OAT, takeoff is
allowed.
REV. 3, 01 OCT 2007 Page 9-27

b) If no M appears next to MT and MT is greater

than OAT, reduced thrust takeoff is allowed. An
M next to MT indicates that Maximum Takeoff
Power is required.
c) If reduced thrust is allowed, enter the MT into the
FMS, along with the V1, VR, and V2.
STEP 3. When adjustments are required or desired:
a) Adjust MT and V1 for each adjustment.
b) If Adjusted MT is less than FLAT TEMP, then the
adjustment or combination of adjustments is not
allowed for the airplane configuration or conditions
and the next appropriate section must be used.
c) If Adjusted MT is greater than or equal to OAT,
takeoff is allowed.
d) If no M appears next to MT and Adjusted MT is
greater than OAT, reduced thrust takeoff is
allowed. An M next to MT indicates Maximum
Takeoff Power is required.
e) If reduced thrust is allowed, enter the Adjusted MT
into the FMS, along with the Adjusted V1, VR, and
V2.
5. Rules for Reading the Max Temp Section
a. Extrapolation or interpolation is NOT allowed between
weights.
1) The actual weight must be less than or equal to the
maximum weight displayed.
2) If the actual weight is lower than the lowest weight
shown in the applicable table, use the lowest weight
shown.
b. Interpolation is NOT allowed between winds.
c. Tailwind adjustments are always required.
1) For tailwinds from one to five knots, use the 5KT TW
adjustment.
2) For tailwinds from six to and including ten knots, use
the 10KT TW adjustment.
REV. 3, 01 OCT 2007 Page 9-28

d. Headwind adjustments are optional.

1) For headwinds less than 10 knots, DO NOT apply the
10 KT HW adjustment.
2) For headwinds of ten knots and greater, use the 10KT
HW adjustment.
e. Extrapolation and Interpolation are allowed for QNH
adjustments.
f. When adjustments are required, all adjustment values
shown must be applied.
E. Takeoff Report Max Weight Section
1. General Description - MAX WT Section
a. The MAX WT section is provided to determine the
maximum possible takeoff weights for applicable condi-
tions.
b. For a given runway, the MAX WT section may or may not
be provided.
c. If the PTOW is at or near maximum takeoff power require-
ments, then the MAX WT data is provided for that runway.
d. Sample MAX WT Section
-------- MAX WT - DRY RWY - STANDING - BLEEDS CLSD - A/I OFF -----
01 01V 19
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
2. OAT, MRTW, V1-VR-V2 Section

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
/10 150 3 3 2 0 0 0 0 0 0 0 0
a. In a MAX WT section, the / is shown at the POAT.
REV. 3, 01 OCT 2007 Page 9-29

b. A line of takeoff data consists of temperature, MRTW

(maximum runway takeoff weight), and takeoff speeds.
Dashes in place of an element indicate that takeoff is not
allowed for the specified condition in that section.
c. Adjustment data is in the form of weight and takeoff
speeds.
Dashes in place of an adjustment indicate the adjustment
cannot be made for the specified condition for any
temperature in the scale.
3. Steps For Using The MAX WT Section
STEP 1. Determine the MRTW and takeoff speeds, without
adjustments, for the desired runway by using the
actual OAT.
a) When adjustments are not required or desired
b) If MRTW from step 1 is less than the actual takeoff
weight then takeoff is not allowed for the airplane
configuration or conditions.
c) If MRTW from step 1 is greater than the actual
takeoff weight then takeoff is allowed for the
airplane configuration or conditions.
STEP 2. When adjustments are required or desired:
a) Adjust MRTW, V1, VR, and V2 for each adjust-
ment.
b) If Adjusted MRTW is less than the actual takeoff
weight, the takeoff is not allowed for the airplane
configuration or conditions.
c) If Adjusted MRTW is greater than the actual
takeoff weight, the takeoff is allowed for the
airplane configuration or conditions.
4. Rules for Reading the MAX WT Section
a. All weights listed in the MAX WT Section are abbreviated
and need to be multiplied by 10 to get the actual value.
For example, the listed maximum weight of 5281
means 52,810 lbs.
b. This also applies to all adjustment weights.
For example, -470 means you have to subtract 4,700
lbs. from the maximum weight.
REV. 3, 01 OCT 2007 Page 9-30

c. Interpolation is allowed between temperatures. Extrapola-

tion is NOT allowed.
The surface temperature must be less than or equal to the
maximum temperature displayed. If the surface
temperature is lower than the lowest temperature shown in
the applicable table, use the lowest temperature shown.
d. Interpolation is allowed between winds.
e. Tailwind adjustments are always required.
f. Headwind adjustments are optional.
g. Extrapolation and Interpolation are allowed for QNH
adjustments.
h. When adjustments are required, all adjustment values
shown must be applied.
F. Takeoff Report Runway Notes
The Runways Notes section is included at the end of the Takeoff
Report and is included whenever a more detailed description is
required.
--------------------------- RUNWAY NOTES ----------------------------

RWY NOTES
07L CRANE AS PER LOCAL NOTAM
17 SHIPS USE WHEN SHIPS ARE WITHIN 1000F OF XTND CL FOR VMC OR
IF RPRTD BY ATC/ATIS FOR IMC
25R EARLY ALL ENG OPERATING TURN ABOVE 400 FT AFE OK
REV. 3, 01 OCT 2007 Page 9-31

Section 6 Enroute Performance Analysis

A. General
1. FAR 121.191 requires the airline to plan each flight with
consideration given to an engine failure enroute. Compliance
with this regulation is primarily a pre-flight/dispatching
function.
a. This regulation specifies two sets of requirements, of
which, the airline must comply with at least one on each
flight.
b. We will refer to these two sets of requirements as Method
1 and Method 2.
c. Both methods measure performance based on aircraft net
flight path (or net altitude).
2. For a two engine airplane, net altitude is the altitude at which
the aircraft can maintain a 1.1% climb gradient based on its
current weight.
3. The airplane's actual altitude capability (service ceiling or 0%
climb gradient) is approximately 5,000 feet higher than the net
altitude capability.
4. The difference between the net and actual altitude is the
operating safety margin.
a. This operating safety margin accounts for factors such as
not being on the planned route of flight, ice accumulation
on unheated surfaces, the use of ice protection systems
when it was not planned, the unavailability of an APU when
it was planned, flying at other than optimum speeds, and
enroute temperatures greater than forecast.
5. AFM altitude capability is based on enroute climb speed or
driftdown speed.
6. The Enroute Performance Analysis is presented to the pilot in
a portion of the Flight Release located directly underneath the
Flight Plan portion of the release.
REV. 3, 01 OCT 2007 Page 9-32

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
3. Method 1 analysis provides a Maximum Enroute Takeoff

Weight (M1METW) that is based on the forecast winds and
temperatures aloft, bleed configuration, and ice protection
configuration.
4. M1METW is the maximum allowable weight at which the
aircraft can take off and still comply with Method 1
requirements.
5. Sample Enroute Performance Analysis - Method 1
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
REV. 3, 01 OCT 2007 Page 9-33

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.
Point of Engine Failure
FL250 All Engine Cruise Altitude
1.
1%
Gr Safety Margin
ad Actu
i en al Pr
t ofil
e
2000 FT
Net
Pro ~ 5000 ft
fi le
1500 FT
Origin Diversion Destination

Airport
4. Method 2 analysis provides a Maximum Enroute Takeoff

Weight (M2METW) that is based on the forecast winds and
temperatures aloft, bleed configuration, and ice protection
configuration.
a. M2METW is the maximum allowable weight at which the
aircraft can take off and still comply with Method 2 require-
ments.
b. Additionally, Method 2 analysis provides a list of driftdown
suitable airports for one or more segments along the route
of flight.
5. Each segment is defined by start and end points referenced
from either the origin airport, the destination airport, or
navaids along the route of flight.
REV. 3, 01 OCT 2007 Page 9-34

6. Method 2 analysis assumes that the aircraft diverts to the

suitable airport when it is abeam the airport along the planned
route and that the suitable airport is no more than 130 NM
from the abeam point.
a. It is also assumed that, if the aircraft arrives at the suitable
airport geographically before the driftdown maneuver is
completed, the aircraft will complete the driftdown
maneuver over the suitable airport in order to reduce
aircraft weight by fuel burn-off.
7. The driftdown maneuver is considered complete when the
aircraft reaches level-off altitude.
8. In accordance with regulations, Method 2 analysis begins at
cruise altitude.
a. Because an engine failure may occur before reaching
normal cruise altitude, the aircraft must be able to return to
land to the departure airport or divert to a suitable takeoff
alternate in the event of an engine failure before reaching
cruise altitude.
b. Therefore, if a takeoff alternate is required, the flight plan-
ning system determines an M1METW to ensure adequate
terrain clearance to the takeoff alternate.
c. The lesser of the METW for the filed route or the METW for
the takeoff alternate is then used by the flight planning
system for maximum takeoff weight determination.
D. Dispatch Airport Suitability
1. For dispatching purposes, a legal suitable airport is one that is
listed in the Method 2 analysis, meets alternate airport
weather minimums criteria, and has sufficient landing field
length.
2. NOTAMs must be checked as they may render an airport
unsuitable.
3. The destination weather does not have to meet alternate
weather minimums criteria to be listed as a Method 2 airport.
4. The dispatcher has the capability of excluding unsuitable
airports from Method 2 analysis.
5. As unsuitable airports are removed from the Method 2
analysis, the M2METW may begin to decrease in order to use
less favorable airports.
REV. 3, 01 OCT 2007 Page 9-35

E. Inflight Airport Suitability

1. For inflight purposes, a legal suitable airport is one where a
safe landing can be made.
2. When determining airport suitability, consider the following:
a. Actual and forecast weather
b. Location of airport in reference to terrain
c. Available navaids and approaches
d. Approach minimums
e. Length of runway(s)
f. NOTAMs
g. Emergency equipment
h. Passenger handling facilities
3. At the beginning of descent, the nearest airport in point of time
is usually the destination airport, even if a suitable airport is
closer in distance, unless an emergency descent is required.
4. Inflight, if an engine failure occurs, FAR 121.565(a) requires
that the pilot in command shall land the airplane at the
nearest suitable airport, in point of time, at which a safe
landing can be made.
a. Therefore, if an engine failure occurs, the flight crew will
then determine the nearest suitable airport.
b. In some cases, the selected suitable airport may not
necessarily be any of those selected for dispatching
requirements.
F. MEL/CDL Penalties
1. When a MEL/CDL item associated with an inoperative or
missing component requires an enroute performance penalty,
the penalty is entered by the dispatcher into the flight planning
system for consideration.
2. The penalty is then noted in the remarks section of the
release.
G. Selection Of Method 1 Or Method 2
1. In automatic mode, the flight planning system chooses the
most favorable of either Method 1 or Method 2.
REV. 3, 01 OCT 2007 Page 9-36

2. Generally, Method 2 provides the highest enroute takeoff

weight, but requires the most amount of dispatching oversight.
a. As a result, Method 1 is selected by default if it is not
limiting to the flight plans takeoff weight.
b. If Method 1 is limiting, then the greater of M1METW or
M2METW is selected.
3. Generally, M2METW is greater than M1METW, but in cases
where there are few driftdown airports available, M1METW
can be greater than M2METW.
H. Enroute Engine Failure Procedures
1. General
a. Since the flight crew's responsibility is to proceed to the
nearest suitable airport when an engine failure occurs, the
crew may or may not use the enroute method specified on
the flight release. As a result, these enroute engine failure
procedures are designed to help the crew proceed safely
to the nearest suitable airport.
b. If terrain clearance is not a factor, these procedures may
be altered based on actual conditions in order to expedite
a safe landing. These procedures reference single engine
service ceiling.
c. Determining whether the aircraft is above or below the
single engine service ceiling at the time of engine failure
can easily be accomplished by observing whether or not
the aircraft can maintain its present altitude at enroute
climb speed or driftdown speed, as appropriate.
d. When determining terrain clearance altitudes, consider the
elevation of the terrain plus an operational safety margin.
e. This safety margin should account for such factors as ice
protection system requirements, ice accumulation on
unheated surfaces, temperature variations, and flight at
other than optimum speeds.
REV. 3, 01 OCT 2007 Page 9-37

2. Procedures When Dispatched With Method 1 -

Engine Failure Below Single Engine Service Ceiling
a. Climb at enroute climb speed with maximum continuous
power.
b. Use ice protection equipment only when necessary.
c. Use APU (if available) for pressurization as soon as
possible.
d. General rules:
1) If able, return to land at departure airport via the
planned route.
2) If unable to return to departure airport, determine the
nearest suitable diversion airport, checking engine
inoperative altitude capability against terrain clear-
ance altitudes and/or ATC provided minimum
vectoring altitudes along the route of flight. If unsure
of terrain clearance, choose either the takeoff alter-
nate airport (if applicable) or the destination airport for
the diversion.
3) If the selected diversion airport is the takeoff alternate
airport, proceed back along the planned route of flight
to the departure airport and then direct to the takeoff
alternate. If terrain clearance is not critical, a more
direct route may be flown.
4) If the selected diversion airport is the destination
airport, proceed via planned route to the destination
airport. If terrain clearance is not critical, a more direct
route may be flown.
e. If necessary, climb in a holding pattern to reach the initial
MEA or maximum aircraft altitude capability, whichever is
lower.
Lower MEAs can be derived from low altitude airways that
underlie the planned route or ATC provided minimum
vectoring altitudes.
f. Continue climbing until reaching the highest MEA along
the route of flight, then accelerate in level flight to the
desired engine inoperative cruise speed.
REV. 3, 01 OCT 2007 Page 9-38


Engine Failure At And Above Single Engine Service
Ceiling
a. Set maximum continuous power.
b. If unable to hold altitude decelerate in level flight to drift-
down speed.
c. If still unable to hold altitude, descend at driftdown speed.
d. Use ice protection equipment only when necessary.
e. Use APU (if available) for pressurization as soon as
possible.
f. General Rules:
1) Determine the nearest suitable diversion airport,
checking engine inoperative altitude capability
against terrain clearance altitudes and/or ATC
provided minimum vectoring altitudes along the route
of flight. If unsure of terrain clearance, choose the
departure airport, the takeoff alternate airport (if appli-
cable), or the destination airport for the diversion.
2) If the selected diversion airport is the departure
to the departure airport. If terrain clearance is not crit-
ical, a more direct route may be flown.
3) If the selected diversion airport is the takeoff alternate
to the departure airport and then direct to the takeoff
alternate. If terrain clearance is not critical, a more
direct route may be flown.
4) If the selected diversion airport is the destination
airport, proceed via planned route to the destination
airport. If terrain clearance is not critical, a more direct
route may be flown.
g. After reaching level off altitude, as fuel is burned off, allow
the aircraft to accelerate to engine inoperative cruise
speed or if terrain clearance is not critical, descend to a
lower altitude to obtain engine inoperative cruise speed
sooner.
If level-off altitude is not achieved before arriving at the
selected airport, complete the driftdown maneuver over
the selected airport if additional weight reduction is desired
to improve altitude capability.
REV. 3, 01 OCT 2007 Page 9-39


Engine Failure Below Single Engine Service Ceiling
a. Climb at enroute climb speed with maximum continuous
power.
b. Use ice protection equipment only when necessary.
c. Use APU (if available) for pressurization as soon as
possible.
d. General Rules:
planned route.
of terrain clearance, proceed back along the planned
route of flight to the departure airport and then direct
to the takeoff alternate.
e. If necessary, climb in a holding pattern to reach the initial
MEA or maximum aircraft altitude capability, whichever is
lower. Lower MEAs can be derived from low altitude
airways that underlie the planned route or ATC provided
minimum vectoring altitudes.
f. Continue climbing until reaching the highest MEA along
the route of flight, then accelerate in level flight to the
desired engine inoperative cruise speed.
REV. 3, 01 OCT 2007 Page 9-40


Engine Failure At And Above Single Engine Service
Ceiling, But Below Planned Cruise Altitude
b. If unable to hold altitude, decelerate in level flight to drift-
down speed.
possible.
f. General Rules
planned route.
of terrain clearance, proceed back along the planned
route of flight to the departure airport and then direct
to the takeoff alternate.
sooner.
REV. 3, 01 OCT 2007 Page 9-41


Engine Failure After Reaching Planned Cruise Altitude
b. If unable to hold altitude, decelerate in level flight to drift-
down speed.
possible.
f. Determine the nearest suitable diversion airport, checking
engine inoperative altitude capability against terrain clear-
ance altitudes and/or ATC provided minimum vectoring
altitudes along the route of flight.
1) If unsure of terrain clearance, divert to the driftdown
airport listed on the flight release for the appropriate
route segment by proceeding along the planned route
of flight to the abeam point of the driftdown airport and
then direct to the driftdown airport.
2) If the abeam point is behind the aircraft, reverse
course and proceed back along the planned route to
the abeam point and then direct to the driftdown
airport.
3) If the driftdown airport is behind the origin airport, then
the abeam point is the origin airport.
4) If the driftdown airport is beyond the destination
airport, then the abeam point is the destination
airport.
sooner.
REV. 3, 01 OCT 2007 Page 9-42

REV. 3, 01 OCT 2007 Page 9-43

Section 7 Landing Performance

A. General
1. Landing data is provided in two formats.
2. The Landing Runway Analysis Report (Landing Report)
provides specific aircraft landing performance for the
destination airport.
3. Additional general landing tables are provided for situations
when the Landing Report is not available or, if available, does
not account for temporary conditions such as NOTAMs.
B. Runway Naming Conventions
1. Shortened Runways
Shortened runways are designated using the following code:
26L-E2000F
a. 26L Indicates the base runway
b. Indicates that the runway has been shortened
c. E Indicates the end of the runway which has been short-
ened (possible values are N, NE, E, SE, S SW, W, NW)
d. 2000 Indicates the shortened distance
e. F Indicates the units for the shortened distance where F
= feet. The shortened distance unit shown will correspond
to that given by the applicable shortened runway NOTAM.
2. Land And Hold Short Operations (LAHSO) Runways
LAHSO Runways are designated by using / between the
landing runway designation and the hold short runway
intersection or nearest aligned runway designation. The
following naming conventions represent LAHSO runway
designations.
a. 09R/S Landing runway 09R hold short intersection S.
b. 14R/09R Landing runway 14R hold short runway
09R(27L).
REV. 3, 01 OCT 2007 Page 9-44

3. Arresting Gear Cable Runways

Runways equipped with an arresting gear cable(s) are
designated by using CBL. The following naming
conventions represent cable runway designations.
a. 22L-NECBL Runway 22L with cable on Northeast (brake
release) end of runway deployed. Effective runway length
is the distance from the cable to the roll-out end of the
runway.
b. 22L-SWCBL Runway 22L with cable on Southwest (lift-off)
end of runway deployed. Effective runway length is the
distance from the approach end of the runway to the cable.
c. 22L-CBL-CBL Runway 22L with cable on Northeast
(approach) and Southwest (roll-out) ends of the runway
deployed. Effective runway length is the distance between
cables.
d. 22L-1000-CBL Runway 22L with 1000 NOTAM on North-
east (approach) end of runway and cable on roll-out end of
the runway deployed. Effective runway length is the
distance from 22L minus 1000 to the cable.
e. 22L-CBL-1000 Runway 22L with cable on Northeast
(approach) end of runway deployed and 1000 NOTAM on
roll-out end of the runway. Effective runway length is the
distance from the cable to the roll-out end of the runway
minus 1000 due to NOTAM.
REV. 3, 01 OCT 2007 Page 9-45

C. Landing Report Layout

1. The Landing Report is an extension of the Takeoff Report.
2. As such, this section describes the differences between the
Takeoff Report and the Landing Report.
3. Refer to the Takeoff Report Layout section for supplemental
documentation.
APT PRWY POAT PWIND PQNH PMRLW FLP PLDW

BOS 04L -3.0 260/05 29.90 5512 45 4628
RMKS ENGINE AND WING A/I ON

-------- ---- ------ ----- ------- --- ----- --- --------------------
RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION
4. PMRLW Planned maximum runway landing weight.

5. PLDW Planned landing weight.
a. There are two types of data sections that may appear on a
Landing Report.
b. The Normal section type provides reference maximum
landing weights and power settings based on outside air
temperature.
c. The Distance section type provides landing distance infor-
mation based on aircraft weight.
6. Landing Data Section
----------- BLEEDS OPEN OR CLSD - A/I OFF - NO ICE ACCUM ------------
DRY RWY / WET RWY - LOW VIS
04L 04R 09 15L
7861 FT 8850 FT 7000 FT 2557 FT
OAT N1 FLAP 45 FLAP 45 FLAP 45 FLAP
03 90.3 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
01 89.9 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
-01 89.6 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
/-03 89.3 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
-05 89.0 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
-07 88.6 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
-09 88.3 5512A/5512A 5512A/5512A 5512A/5512A ---- /----
HW/10KT 0/ 0 0/ 0 0/ 0 -----/-----
TW/10KT 0/ 0 0/ 0 0/ -475 -----/-----
EAI .0 0/ 0 0/ 0 0/ 0 -----/-----
EWAI .0 0/ 0 0/ 0 0/ 0 -----/-----
ICE 0/ 0 0/ 0 0/ 0 -----/-----
REV. 3, 01 OCT 2007 Page 9-46

a. A landing data section is identified by the title line, which

describes the base conditions and airplane configuration
for which the data was calculated.
b. The conditions and configuration listed override any listed
in the RMKS section.
c. The next few lines of data indicate the runway, runway
length, and flap setting.
Note: See Runway Naming Conventions section earlier in this
Chapter for a description of runway naming details.
d. In the Normal section, a line of landing data consists of
temperature, MRLW (maximum runway landing weight),
and limit code. Dashes in place of an MRLW or MRLW
adjustment indicate that landing data is not available for
the specified condition.
e. The / symbol is used to indicate a POAT within the
temperature scale.
f. Limit codes are as follows:
1) A Maximum AFM Chart Weight
2) B Brakes
3) C Climb
4) F Field
5) T Tires
g. Following the base landing data is adjustments data.
1) Adjustments are used to modify base landing data for
non-standard configurations or conditions.
2) Adjustment data may contain adjustment values for
MRLW, as required.
3) Wind adjustments are in terms of weight per 10 knots
of wind. Adjustments are cumulative.
4) Adjustment abbreviations:
TW Tailwind
HW Headwind
EAI Engine Anti-ice
EWAI Engine & Wing Anti-ice
ICING Enroute Icing
REV. 3, 01 OCT 2007 Page 9-47

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
1. The Distance section display is used for presenting landing

distances based on aircraft weight.
2. The data presented is for a range of landing weights (LDW)
above and below the planned landing weight (PLDW).
3. Dashes in place of a distance or distance adjustment indicate
that landing data is not available for the specified condition.
4. The / symbol is used to indicate a PLDW within the weight
scale.
5. Landing distance data is based on crossing the beginning of
the available landing distance at 50 at Vref with the flaps in
the specified landing configuration.
6. Distance data includes both the air and ground distances from
a height of 50 feet.
7. Below the weight scale are adjustments for factors that affect
landing distance.
8. Wind adjustments are in terms of distance per knot of wind.
9. Adjustments are cumulative.
REV. 3, 01 OCT 2007 Page 9-48

REV. 3, 01 OCT 2007 Page 9-49

Section 8 Takeoff and Landing Speed Cards

AeroData provides Takeoff and Landing Speed Cards to be used
in conjunction with the Takeoff and Landing Report (TLR). It will
be Chautauquas procedure for the crew members to obtain
takeoff V1, VR, and V2 speeds exclusively from the TLR report.
Only the VFTO and landing speeds along with the driftdown
speeds shall be obtained from the speed cards.
A. Speed Card Layout
REV. 4, 01 MAY 2008 Page 9-50

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.
REV. 4, 01 MAY 2008 Page 9-51

C. Speed Card 34,000 lbs
REV. 4, 01 MAY 2008 Page 9-52

D. Speed Card 35,000 lbs
REV. 4, 01 MAY 2008 Page 9-53

E. Speed Card 36,000 lbs
REV. 4, 01 MAY 2008 Page 9-54

F. Speed Card 37,000 lbs
REV. 4, 01 MAY 2008 Page 9-55

G. Speed Card 38,000 lbs
REV. 4, 01 MAY 2008 Page 9-56

H. Speed Card 39,000 lbs
REV. 4, 01 MAY 2008 Page 9-57

I. Speed Card 40,000 lbs
REV. 4, 01 MAY 2008 Page 9-58

J. Speed Card 41,000 lbs
REV. 4, 01 MAY 2008 Page 9-59

K. Speed Card 42,000 lbs
REV. 4, 01 MAY 2008 Page 9-60

L. Speed Card 43,000 lbs
REV. 4, 01 MAY 2008 Page 9-61

M. Speed Card 44,000 lbs
REV. 4, 01 MAY 2008 Page 9-62

N. Speed Card 45,000 lbs
REV. 4, 01 MAY 2008 Page 9-63

O. Speed Card 46,000 lbs
REV. 4, 01 MAY 2008 Page 9-64

P. Speed Card 47,000 lbs
REV. 4, 01 MAY 2008 Page 9-65

Q. Speed Card 48,000 lbs
REV. 4, 01 MAY 2008 Page 9-66

R. Speed Card 49,000 lbs
REV. 4, 01 MAY 2008 Page 9-67

S. Speed Card 50,000 lbs
REV. 4, 01 MAY 2008 Page 9-68

T. Speed Card 51,000 lbs
REV. 4, 01 MAY 2008 Page 9-69

U. Speed Card 52,000 lbs
REV. 4, 01 MAY 2008 Page 9-70

V. Speed Card 53,000 lbs
REV. 4, 01 MAY 2008 Page 9-71

Section 9 Takeoff Thrust Settings % N1

The tables in this section will be used as a backup to set correct
takeoff thrust in the event the FMS is inoperable.
A. Bleeds OFF
REV. 3, 01 OCT 2007 Page 9-72

B. Bleeds ON, Packs ON
REV. 3, 01 OCT 2007 Page 9-73

C. Bleeds ON, Cowl Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-74

D. Bleeds ON, Wing and Cowl Anti-Ice ON

Note: In icing conditions, between 0 and +5C, at pressure
altitudes of 2,000 feet and below, the takeoff thrust
settings with cowl anti-icing on may be used when taking
off with wing and cowl anti-icing ON.
REV. 3, 01 OCT 2007 Page 9-75

Section 10 Maximum Continuous Thrust Setting % N1

continuous thrust in the event the FMS is inoperable.
A. Pack ON
REV. 3, 01 OCT 2007 Page 9-76

B. Pack ON, Cowl Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-77

C. Pack ON, Cowl and Wing Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-78

REV. 3, 01 OCT 2007 Page 9-79

Section 11 Maximum Climb Thrust Settings % N1

climb thrust in the event the FMS is inoperable.
A. Packs ON
REV. 3, 01 OCT 2007 Page 9-80

B. Packs ON, Cowl Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-81

C. Packs ON, Cowl and Wing Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-82

REV. 3, 01 OCT 2007 Page 9-83

Section 12 Maximum Cruise Thrust Settings %N1

cruise thrust in the event the FMS is inoperable.
A. Packs ON
REV. 3, 01 OCT 2007 Page 9-84

B. Packs ON, Cowl Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-85

C. Packs ON, Cowl and Wing Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-86

REV. 3, 01 OCT 2007 Page 9-87

Section 13 Long Range Cruise (LRC) Tables

The Long Range Cruise Tables provide the flight crew with precise
data for setting long range cruise thrust setting and airspeed.
A. Procedure
1. Locate the appropriate table for the Standard Atmosphere
conditions:
ISA -10C
ISA
ISA +5C
ISA +10
ISA +15
ISA +20C
2. Enter the table at the top with the current aircraft weight.
3. Proceed down the table on the left to the correct flight altitude.
a. The field at the intersection will provide you with:
b. Left Side:
- Thrust setting %N1
- Fuel Flow in LB/HR/ENG
- Nautical Air Miles (NAM/LB)
c. Right Side
- Mach Number
- KIAS
- KTAS
REV. 3, 01 OCT 2007 Page 9-88

B. Long Range Cruise Tables

1. ISA -10C Tables
REV. 3, 01 OCT 2007 Page 9-89

ISA -10C Tables (cont.)
REV. 3, 01 OCT 2007 Page 9-90

REV. 3, 01 OCT 2007 Page 9-91

REV. 3, 01 OCT 2007 Page 9-92

2. ISA Tables
REV. 3, 01 OCT 2007 Page 9-93

ISA Tables (cont.)
REV. 3, 01 OCT 2007 Page 9-94

ISA Tables (cont.)
REV. 3, 01 OCT 2007 Page 9-95

ISA Tables (cont.)
0.487
REV. 3, 01 OCT 2007 Page 9-96

3. ISA +5C Tables
REV. 3, 01 OCT 2007 Page 9-97

ISA +5C Tables (cont.)
0.
REV. 3, 01 OCT 2007 Page 9-98

REV. 3, 01 OCT 2007 Page 9-99

REV. 3, 01 OCT 2007 Page 9-100

4. ISA +10 Tables
REV. 3, 01 OCT 2007 Page 9-101

ISA +10 Tables (cont.)
REV. 3, 01 OCT 2007 Page 9-102

LB/HR/ENG
REV. 3, 01 OCT 2007 Page 9-103

MCR
REV. 3, 01 OCT 2007 Page 9-104

5. ISA +15 Tables
REV. 3, 01 OCT 2007 Page 9-105

REV. 3, 01 OCT 2007 Page 9-106

REV. 3, 01 OCT 2007 Page 9-107

REV. 3, 01 OCT 2007 Page 9-108

6. ISA +20C Tables
REV. 3, 01 OCT 2007 Page 9-109

REV. 3, 01 OCT 2007 Page 9-110

REV. 3, 01 OCT 2007 Page 9-111

REV. 3, 01 OCT 2007 Page 9-112

REV. 3, 01 OCT 2007 Page 9-113

Section 14 Go Around Thrust Setting % N1

go around thrust in the event the FMS is inoperable.
A. Bleeds OFF
REV. 3, 01 OCT 2007 Page 9-114

B. Bleeds ON, Packs ON
REV. 3, 01 OCT 2007 Page 9-115

C. Bleeds ON, Cowl Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-116

D. Bleeds ON, Wing and Cowl Anti-Ice ON
REV. 3, 01 OCT 2007 Page 9-117

Section 15 Altitude Capability

A. Introduction
1. The altitude capability tables provide weight for 0.74 M, 0.77
M, 0.80 M and Long Range Cruise (LRC) the altitude where at
a given weight the selected speed can be maintained.
2. The maximum altitude capability is presented in tabulated
form as a function of temperature, altitude and airplane
weight. The maximum altitude will usually be limited by one of
the following conditions:
The use of maximum cruise thrust,
The maximum operating limit speed (VMo) or Mach (MMo),
The maneuver capability.
3. The information is presented for airplane weights in pounds
and for -10, 0, 5, 10, 15 and 20 C temperature deviations
from ISA.
REV. 3, 01 OCT 2007 Page 9-118

B. Altitude Capability - MACH 0.74
ALTITUDE CAPABILITY - MACH 0.74

MAX. CRUISE THRUST 25% C.G. CRUISE THRUST
NORMAL ACUS LIMIT ALTITUDE
A/I OFF (FT)
GROSS DEVIATION FROM ISA (C)

WEIGHT
(1000 LB) -10 0 5 10 15 20
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
REV. 3, 01 OCT 2007 Page 9-119

C. Altitude Capability - MACH 0.77

A/I OFF (FT)

WEIGHT
(1000 LB) -10 0 5 10 15 20
30 >41000 39400 37420

32 40590 38760 36860
34 >41000 39920 38190 36320
36 40650 39220 37600
38 >41000 >41000 39950 38580 37000
40 40610 40490 39240 37950 36440
42 39920 39800 38590 37310 35370
44 39220 39100 37970 36690
46 38580 38470 37330 36100
48 37950 37840 36710 34730
50 37320 37200 36120 33270
52 36690 36580 34970 31420
54 36030 35890 33820 28140
REV. 3, 01 OCT 2007 Page 9-120

D. Altitude Capability - MACH 0.80

A/I OFF (FT)

WEIGHT
(1000 LB) -10 0 5 10 15 20
30 40770 38840 36560

32 40120 38290 36130
34 >41000 >41000 39440 37710
36 40550 40380 38780 37090
38 39890 39710 38190 36520
40 39210 39030 37590 35520
42 38610 38470 36960
44 38050 37890 36400
46 37470 37310 35310
48 36870 36710 33580
50 36260 36090 31090
52 35260 34940
54 33910 33460
REV. 3, 01 OCT 2007 Page 9-121

E. Altitude Capability - Long Range Cruise
ALTITUDE CAPABILITY - LONG RANGE CRUISE

A/I OFF (FT)

WEIGHT
(1000 LB) -10 0 5 10 15 20
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
REV. 3, 01 OCT 2007 Page 9-122

REV. 3, 01 OCT 2007 Page 9-123

Section 16 High Altitude Low and High Speed Buffet
Section 16 High Altitude Low and High Speed Buffet Boundaries

A. Introduction
1. The High Altitude, Low and High Speed Buffet Boundaries
tables must be used in conjunction with the Altitude Capability
tables. They provide the flight crew with an airspeed/Mach
number boundary for a given aircraft weight and altitude. The
speeds listed constitute the buffet margin.
2. Chautauqua Airlines uses the chart for 1.5 G-Load which
gives a save margin for operation in smooth air as well as
turbulent air.
3. The chart lists the aircraft weight across the top starting at
34,000 lbs up 52,000 lbs and cruising flight level down the left
column.
4. Each field shows the high and low speed boundaries in Mach
Number (M) and in indicated airspeed (KIAS).
5. The flight crew may not exceed the given airspeed limits.
a. If the aircraft is not capable of maintaining airspeed at the
present altitude, a lower altitude must be requested until
the aircraft can remain within the airspeed boundaries.
b. If the aircraft exceed the high speed boundary, either
reduce thrust or select a higher cruising altitude.
Note: The maximum altitude for Chautauqua Airlines
operations is FL 370.
REV. 3, 01 OCT 2007 Page 9-124

Section 16 High Altitude Low and High Speed Buffet
B. High Altitude Low and High Speed Buffet Boundaries
REV. 3, 01 OCT 2007 Page 9-125

Section 17 Enroute Single Engine Performance

A. Enroute Climb Speed/Driftdown Speed (KIAS)
OU C S / O S ( S)
Press. Gross Weight (100 LBS)
Alt. (ft) 340 360 380 400 420 440 460 480 500 520 540
41000 186 192 198 203 209 214 219 225 230 235 240
35000 175 180 186 191 196 201 206 210 215 219 224
30000 167 172 177 182 186 191 195 200 204 208 212
25000 159 164 169 173 177 181 186 190 194 198 202
20000 152 156 161 165 169 173 177 181 184 188 192
10000 151 156 160 164 168 172 176 179 183 187 190
0 151 156 160 164 168 172 176 179 183 187 190
B. Single Engine Service Ceiling - Net Gradient (FT)
( )
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
REV. 3, 01 OCT 2007 Page 9-126

C. Single Engine Service Ceiling - Gross Gradient (FT)

( )
ISA DEV Gross Weight (100 LBS)
(C) 340 360 380 400 420 440 460 480 500 520 540
30 26500 24900 23400 22000 20600 19400 17900 16500 15200 13800 12300
25 27700 26000 24500 23100 21800 20600 19200 17800 16600 15300 13900
20 28600 27100 25700 24200 22900 21700 20200 18900 17800 16500 15200
15 29500 28000 26600 25200 23900 22700 21300 20000 18800 17700 16400
10 30200 28700 27300 25900 24600 23600 22300 21000 19800 18700 17500
5 30300 28800 27500 26100 24900 23900 22700 21600 20500 19400 18200
0 30300 28800 27500 26100 24900 23900 22700 21600 20500 19400 18200
-5 30300 28800 27500 26200 24900 23900 22700 21600 20500 19400 18200
-10 30300 28800 27500 26200 24900 24000 22700 21600 20500 19400 18200
-15 30300 28800 27500 26200 25000 24000 22800 21600 20500 19400 18200
-20 30300 28900 27500 26200 25000 24000 22800 21600 20500 19400 18200
D. Corrections to Single Engine Service Ceiling

(Only Apply One)
g g g( y pp y )
Condition Correction (ft)
Engine Anti-Ice On - 1000
Engine & Wing Anti-Ice On - 3800
Ice Accumulation Only - 3500
Engine Anti-Ice On with Ice Accumulation - 4500
Engine & Wing Anti-Ice On with Ice Accumulation - 7600
REV. 3, 01 OCT 2007 Page 9-127

Section 18 Landing Data

A. Maximum Landing Weight - Field Length Limit
MAXIMUM LANDING WEIGHT - FIELD LENGTH LIMIT - DISPATCH
CL600-2B19
Flaps 45 Weight (lb)
Corrected Landing Distance Available (ft)
Press. Alt. (ft) 4,000 4,100 4,200 4,300 4,400 4,500 4,600 4,700 4,800
10000
9500 34500
9000 34100 35100
8500 34700 35700
8000 34200 35300 36400
7500 34800 35900 36900
7000 34300 35400 36400 37500
6500 34900 35900 37000 38100
6000 34400 35400 36500 37700 38800
5500 34900 36000 37100 38200 39400
5000 34300 35500 36600 37700 38900 40000
4500 34900 36100 37200 38300 39500 40600
4000 34200 35500 36700 37800 38900 40100 41300
3000 34100 35300 36500 37700 38900 40100 41300 42500
2000 35100 36300 37600 38800 40100 41300 42600 43800
1000 34800 36100 37400 38600 39900 41300 42500 43800 45000
0 35900 37200 38400 39800 41200 42500 43700 45000 46400
Corrected Landing Distance Available (ft)

Press. Alt. (ft) 4,900 5,000 5,100 5,200 5,300 5,400 5,500 5,600 5,700
10000 34900 35800 36800 37800 38800 39800 40700 41600 42500
9500 35500 36500 37500 38500 39500 40400 41300 42300 43200
9000 36100 37100 38100 39100 40100 41000 42000 43000 44000
8500 36700 37800 38700 39700 40700 41700 42700 43800 44700
8000 37400 38400 39400 40400 41400 42500 43500 44500 45600
7500 38000 39000 40000 41000 42100 43200 44200 45300 46300
7000 38600 39600 40600 41700 42800 43900 44900 46000 47000
6500 39200 40300 41300 42400 43500 44600 45700 46700 47700
6000 39900 40900 42000 43100 44200 45300 46400 47500 48600
5000 41100 42200 43400 44500 45600 46800 47900 48900 49800
4000 42500 43600 44700 45900 47100 48200 49300 50300 51300
3000 43700 44900 46100 47200 48400 49600 50700 51700 52600
2000 45000 46200 47400 48700 49900 51000 52100 53000 54000
1000 46300 47500 48800 50000 51200 52300 53400 54300 55100
0 47700 48900 50200 51400 52600 53700 54700 55100 55100
Corrections to Landing Distance Available

Condition Correction Condition Correction
Wet Rwy and/or Low Vis x 0.87 Headwind + 20 ft/kt up to 30 kt credit
Anti-skid 1 Channel Inop x 0.53 Tailwind - 110 ft/kt up to 10 kt max.
Ground Spoilers 1 Pair Inop x 0.92
Low Vis. = <4000 RVR or mile
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.
REV. 3, 01 OCT 2007 Page 9-128

B. Landing Distance - Inflight
LANDING DISTANCE INFLIGHT USE ONLY

CL600-2B19
Flaps 45
Dry Runway Landing Distance (ft)

Landing Weight (1000 lb)
P.A. 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0
10000 2885 2885 2885 2885 3010 3130 3252 3385 3514 3552
9500 2851 2851 2851 2851 2973 3092 3214 3342 3468 3566
9000 2816 2816 2816 2816 2935 3053 3175 3299 3421 3549 3577
8500 2782 2782 2782 2782 2898 3015 3137 3256 3375 3497 3588
8000 2747 2747 2747 2747 2860 2976 3098 3213 3328 3444 3579 3596
7500 2715 2715 2715 2715 2827 2942 3061 3175 3288 3402 3531 3617
7000 2684 2684 2684 2684 2795 2907 3023 3138 3247 3360 3483 3621 3636
6500 2652 2652 2652 2652 2763 2873 2985 3100 3207 3318 3435 3569 3656
6000 2620 2620 2620 2620 2730 2838 2947 3062 3166 3276 3387 3517 3660
5500 2592 2592 2592 2592 2699 2807 2914 3025 3130 3238 3347 3474 3611
5000 2564 2564 2564 2564 2668 2775 2881 2988 3094 3200 3308 3430 3563
4500 2536 2536 2536 2536 2637 2744 2847 2951 3058 3162 3268 3386 3514
4000 2508 2508 2508 2508 2605 2712 2814 2914 3021 3124 3229 3342 3466
3000 2455 2455 2455 2455 2555 2656 2755 2854 2955 3057 3159 3263 3381
2000 2402 2402 2402 2402 2504 2601 2697 2793 2890 2990 3089 3185 3297
1000 2362 2362 2362 2362 2454 2550 2642 2735 2831 2927 3022 3118 3222
S.L. 0 2322 2322 2322 2322 2404 2500 2587 2676 2773 2863 2954 3051 3148
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
Instructions: 1. Determine landing distance from table.

2. Adjust for wind using adjustments table.
3. Adjust for non-standard configurations using adjustments table.
REV. 3, 01 OCT 2007 Page 9-129

C. Maximum Landing Weight - Climb Limit

1. Bleeds Closed / Anti-Ice OFF
MAXIMUM LANDING WEIGHT - CLIMB LIMITS
CL600-2B19
Bleeds Closed / Anti-Ice OFF
Flaps 45
Weight (lb)
Temperature (C)
Press. Alt. (ft) -18 -14 -10 -6 -2 2 6 10 14
10000 43800 43800 43800 43800 43800 43800 43800 43800 43800
9500 43800 43800 43800 43800 43800 43800 43800 43800 43800
9000 45000 45000 45000 45000 45000 45000 45000 45000 45000
8500 45000 45000 45000 45000 45000 45000 45000 45000 45000
8000 46300 46300 46300 46300 46300 46300 46300 46300 46300
7500 46300 46300 46300 46300 46300 46300 46300 46300 46300
7000 55100 55100 55100 55100 55100 55100 55100 55100 54300
6500 55100 55100 55100 55100 55100 55100 55100 55100 55100
6000 55100 55100 55100 55100 55100 55100 55100 55100 55100
5500 55100 55100 55100 55100 55100 55100 55100 55100 55100
5000 55100 55100 55100 55100 55100 55100 55100 55100 55100
4500 55100 55100 55100 55100 55100 55100 55100 55100 55100
4000 55100 55100 55100 55100 55100 55100 55100 55100 55100
3000 55100 55100 55100 55100 55100 55100 55100 55100 55100
2000 55100 55100 55100 55100 55100 55100 55100 55100 55100
1000 55100 55100 55100 55100 55100 55100 55100 55100 55100
Sea Level 0 55100 55100 55100 55100 55100 55100 55100 55100 55100
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
Adjustments: Engine Anti-ice ON: - 1500 lb

Ice Accumulation: - 4300 lb
Bleeds OPEN: - 1600 lb when OAT > 10C, otherwise 0
APU ON: - 700 lb when OAT > 10C, otherwise 0
Gear Down: - 4600 lb
Eng Cowl A/I Press Relief Valve Inop Open w/ Eng A/I ON: - 4600 lb
REV. 3, 01 OCT 2007 Page 9-130

2. Bleeds Closed / Wing and Cowl Anti-Ice ON

MAXIMUM LANDING WEIGHT - CLIMB LIMITS
CL600-2B19
Bleeds Closed / Wing and Cowl Anti-Ice ON
Flaps 45
Weight (lb)
Temperature (C)
Press. Alt. (ft) -18 -14 -10 -6 -2 2 6 10
10000 43800 43800 43800 43800 43800 43800 43800 42300
9500 43800 43800 43800 43800 43800 43800 43800 43200
9000 45000 45000 45000 45000 45000 45000 45000 44100
8500 45000 45000 45000 45000 45000 45000 45000 45000
8000 46300 46300 46300 46300 46300 46300 46300 45900
7500 46300 46300 46300 46300 46300 46300 46300 46300
7000 54300 53500 52600 51700 50700 49700 48800 47600
6500 55000 54300 53400 52500 51500 50500 49500 48400
6000 55100 55100 54200 53200 52300 51300 50300 49300
5500 55100 55100 55000 54000 53000 52100 51100 50100
5000 55100 55100 55100 54800 53800 52800 51800 50900
4500 55100 55100 55100 55100 54500 53500 52600 51600
4000 55100 55100 55100 55100 55100 54300 53300 52300
3000 55100 55100 55100 55100 55100 55100 55000 54000
2000 55100 55100 55100 55100 55100 55100 55100 55100
1000 55100 55100 55100 55100 55100 55100 55100 55100
Sea Level 0 55100 55100 55100 55100 55100 55100 55100 55100
Adjustments: Ice Accumulation: - 4700 lb

APU ON: - 500 lb
Eng Cowl Anti-Ice Press Relief Valve Inop Open: - 3100 lb
REV. 3, 01 OCT 2007 Page 9-131

D. Constant Rate Approach Descent (fpm)
REV. 3, 01 OCT 2007 Page 9-132

E. Brake Cooling Requirements

After a Landing Stop or a Rejected Takeoff, a minimum brake
cooling time of fifteen (15) minutes must be observed before any
subsequent takeoff. At this time the brakes have reached the
maximum temperature.
1. Definitions
BTMS = Brake Temperature Monitoring System
V1 = Takeoff Decision Speed
V1MBE = Takeoff Decision Speed based on Maximum
Brake Energy available for the given weight and
temperature
RTO = Rejected Takeoff
2. V1MBE TABLES
a. V1MBE FLAPS 8
V1MBE Flaps 8 (Sea Level, 0 Wind, 0 Runway Slope)

APPLY CORRECTIONS FROM ABOVE
OAT Airplane Weight (lb. x 1000)
C F 53 52 50 48 46 44 42 40
-40 -40 192 194 197 201 205 208 212 216
-30 -22 187 189 192 196 200 203 207 211
-20 -4 182 184 187 191 195 198 202 206
-10 14 178 180 183 187 191 194 198 202
0 32 173 175 178 182 186 189 193 197
10 50 169 171 174 178 182 185 189 193
20 68 166 168 171 175 179 182 186 190
30 86 163 165 168 172 176 179 183 187
40 104 161 163 166 170 174 177 181 185
50 122 159 161 164 168 172 175 179 183
REV. 3, 01 OCT 2007 Page 9-133

b. V1MBE FLAPS 20
V1MBE Flaps 20 (Sea Level, 0 Wind, 0 Runway Slope)

APPLY CORRECTIONS FROM ABOVE
OAT Airplane Weight (lb. x 1000)
C F 53 52 50 48 46 44 42 40
-40 -40 195 197 200 204 208 211 215 219
-30 -22 190 192 195 199 203 206 210 214
-20 -4 185 187 190 194 198 201 205 209
-10 14 181 183 186 190 194 197 201 204
0 32 176 178 181 185 189 192 196 200
10 50 172 174 177 181 185 188 192 196
20 68 169 171 174 178 182 185 189 193
30 86 166 168 171 175 179 182 186 190
40 104 164 166 169 173 177 180 184 188
50 122 162 164 167 171 175 178 182 186
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.
REV. 3, 01 OCT 2007 Page 9-134

c. The temperature of the warmest brake at the start of the

takeoff roll must not exceed the BTMS units as shown in
the table below.
V1/V1MBE BTMS Units

0.85 06
>0.85 05
d. If all BTMS indications show a value of 05 or less, the next

takeoff may be accomplished after 15 minutes. No further
calculations are required.
e. If any BTMS value shows 06 or above, proceed with the
STEPS listed below.
f. If any BTMS indication turns red (13 or greater), Mainte-
nance Control must be notified, and an inspection must be
performed before the aircraft is considered airworthy.
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.
REV. 3, 01 OCT 2007 Page 9-135

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.
REV. 3, 01 OCT 2007 Page 9-136

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.
V1/V1MBE Minimum Brake Cooling Time

(Minutes)
<0.90 10
0.90 - 0.92 15
0.92 - 0.94 20
0.94 - 0.96 28
0.96 - 0.98 36
0.98 - 1.00 45
REV. 3, 01 OCT 2007 Page 9-137

b. Above 80 kts. (RTO) or Above Max Quick-Turn Weight

(Landing)
Following a rejected takeoff with a brake application speed
of more than 80 knots or a landing at a weight exceeding
the maximum permissible quick turn-around landing
weight (see next section), the brake cooling times shown
below must be observed.
An inspection of the main wheels, brakes, and tires by
maintenance personnel is required before the next takeoff.
V1/V1MBE Minimum Brake Cooling Time

(Minutes)
<0.85 40
0.85 - 0.90 60
0.90 - 0.95 90
0.95 - 1.00 140
REV. 3, 01 OCT 2007 Page 9-138

F. Maximum Quick Turnaround Weight (Landing) Table

MAXIMUM QUICK TURNAROUND WEIGHT
CL600-2B19
Flaps 45
Weight (lb)
Temperature (C)
Press. Alt. (ft) -18 -14 -10 -6 -2 2 6 10 14
10000 48000 47600 47200 46900 46500 46100 45800 45400 45100
9500 48500 48100 47700 47400 47000 46600 46300 45900 45600
9000 49000 48600 48200 47900 47500 47100 46800 46400 46100
8500 49500 49100 48800 48400 48000 47700 47300 46900 46600
8000 50000 49600 49300 48900 48500 48200 47800 47400 47100
7500 50500 50100 49800 49400 49000 48600 48300 47900 47600
7000 51000 50600 50200 49900 49500 49100 48800 48400 48100
6500 51600 51100 50700 50300 50000 49600 49200 48900 48500
6000 52100 51600 51200 50800 50400 50100 49700 49400 49000
5500 52600 52200 51700 51300 50900 50600 50200 49900 49500
5000 53100 52700 52300 51800 51400 51100 50700 50300 50000
4000 54200 53700 53300 52900 52500 52100 51700 51300 50900
3000 55100 54800 54300 53900 53500 53100 52700 52300 51900
2000 55100 55100 55100 55000 54500 54100 53700 53300 52900
1000 55100 55100 55100 55100 55100 55100 54700 54300 53900
Sea Level 0 55100 55100 55100 55100 55100 55100 55100 55100 54900
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
Adjustments: Headwind: 0 per kt

Tailwind: - 590 per kt
Upslope: 0 per 1%
Downslope: - 580 per 1%
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.
REV. 3, 01 OCT 2007 Page 9-139

Section 19 Crosswind Performance

A. Demonstrated Crosswind
The maximum demonstrated crosswind component for takeoff
and landing is 27 kts measured at tower height of 32.8 ft. The
demonstration was made with both engines operating on a dry
runway and using VREF plus half the maximum gust intensity. This
value is not considered to be limiting.
B. Wind Components
The wind correction grid is factored according to the regulations,
and represents the headwind or tailwind components measured at
32.8 feet.
Corrections to wind velocity and direction into headwind, tailwind,
and crosswind is given in the Wind Component Chart.
1. Chart Use
Enter the chart with the reported wind velocity and the relative
angle to the runway, to read the wind component parallel to
the runway and the crosswind.
2. Example
Given:
- Wind Velocity.....................................................20 knots
- Wind Direction .............................................. 60 degrees
Determine:
- Wind component parallel to the runway ............10 knots
- Crosswind.......................................................17.5 knots
REV. 3, 01 OCT 2007 Page 9-140

C. Wind Component Chart
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
REV. 3, 01 OCT 2007 Page 9-141

REV. 3, 01 OCT 2007 Page 9-142

Section 1 Operating Instructions for the See Gee
Chapter 10
Weight and Balance
Section 1 Operating Instructions for the See Gee Calculator

The following instructions apply to See Gee calculators for
Chautauqua Airlines CRJ200 aircraft covered by Specification
CT1H.
A. Computation Of Operating Index
1. The operating index provides the starting point for the
calculations made using the See Gee calculator. The
operating index is computed by first finding the moment arm
and weight of the aircraft in the operating condition before fuel,
or payload (passengers, cargo, mail, etc.) are added. This
operating condition will include the aircraft with crew (including
flight attendants), crew baggage, engine oil, hydraulic oil,
seats, toilet, galley supplies, and other equipment normally on
the aircraft other than fuel and payload.
The following formula has been used to arrive at the operating
index:
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.
REV. 3, 01 OCT 2007 Page 10-1

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
C. Use Of See Gee Calculator

1. Start the computation by setting the engraved line of the
wheel cursor on the operating index (OI) on the INDEX scale.
The fuel tank configuration of the CRJ200 requires to check
the Zero Fuel Weight (ZFW) with 4000 lbs of fuel. At this fuel
weight, the aircraft will be at the most forward CG. Therefore,
the fuel must be loaded last on the calculator. All other items
except fuel can be loaded in any order as long as all items are
included. For example we will compute the loading of the
passengers first, then the baggage, and finally, the additional
crew member (ACM or jump seater). After checking
compliance of the ZFW and the ZFW + 4000 lbs fuel points,
the loading of the fuel will be done to check for Take Off and
Landing legality.
REV. 3, 01 OCT 2007 Page 10-2

2. While holding the line of the wheel cursor on the OI on the

index scale, move the wedge cursor to the point on the SEC
A scale corresponding to the number of passengers seated in
that section. For example, if the OI was -5.0 and there were
14 passengers seated in SEC A, at this point the wheel cursor
would be on -5.0 and the wedge cursor would be on 14 on the
SEC A scale. Now rotate the wheel cursor clockwise (which
will also move the wedge cursor) until the wedge cursor is
over the ZERO line. The wheel cursor will now reflect the
effect of loading that section by showing a more forward CG.
3. This process of moving the cursors from the weight to the
ZERO line is called "loading." "Unloading" is accomplished by
doing the opposite. To unload a weight, set the wedge cursor
on the ZERO line and then rotate both cursors to put the
wedge cursor over the weight to be removed.
4. In a similar manner again hold the wheel cursor and move the
wedge cursor over the mark on the SEC B scale
corresponding to the number of passengers seated in that
section. Again rotate both cursors together until the wedge
cursor is over the ZERO line. The lower scale will now reflect
that loading by showing that the CG has moved further toward
the forward end of the envelope. Load SEC C in the same
manner and note the CG moves aft.
5. Now load the BAGGAGE area using the same method of
holding the wheel cursor, placing the wedge cursor over the
weight of baggage in the compartment and rotating both
cursors together until the wedge cursor is over the ZERO line.
If a jumpseater (ACM or additional crew member) is to be
boarded, account for that person using the same method on
the ACM scale.
6. When finished with all applicable non-fuel loadings, the
intersection of the wheel cursor with the zero fuel weight of the
loaded aircraft must be checked within the CG envelope.
REV. 3, 01 OCT 2007 Page 10-3

7. At this point there are four steps to complete the calculation.

1) The ZFW must be checked for Caution Zone compli-
ance. If the intersection of the cursor at the ZFW
index with the weight of the aircraft falls within the
Caution Zone then the restrictions of the Caution
Zone must be complied with. See the following
section titled CAUTION ZONES for more details on
this compliance. Note the index at the ZFW for use in
Step 4.
2) Without moving the cursor check the ZFW+4000 lbs
fuel point by moving up the cursor line 4000 pounds
and checking to see that point falls aft (to the right) of
the line labeled FWD LIMIT ZFW+4000 LBS FUEL. If
it falls forward of the line (to the left), the load must be
adjusted until it does. This check ensures the aircraft
will remain in the CG envelope between the takeoff
and landing phase.
3) Load the fuel that will be on the aircraft for takeoff
using the same method explained above. Without
moving the cursor check the takeoff fuel weight by
moving up the cursor line and check the takeoff
weight and index for CG envelope and Caution Zone
compliance.
4) Starting with the ZFW index (from Step 1), load the
fuel to be on board at landing and check for compli-
ance with Caution Zones. Loading and burning of fuel
is discussed further in the section titled FUEL
LOADING AND BURN OFF.
8. These four steps are required to ensure all operations will
remain within limits for the flight. Several scenarios are
possible that should be considered. For example, the ZFW
may be out of the Caution Zone but the Takeoff weight and
index may fall into the Caution Zone requiring movement of
passengers.
REV. 3, 01 OCT 2007 Page 10-4

9. Another situation may involve complying with the Forward

Caution Zone requirements (moving passengers aft) at the
ZFW weight and index and operating in the Caution Zone
while still meeting the ZFW+4000 lbs check, and being in the
Caution Zone at the Takeoff weight. In this situation, since
you have complied with the Caution Zone requirements once
at the ZFW stage, you are still legal for Caution Zone
operation for Takeoff and Landing.
10. The requirement to check the landing fuel index is based on
the situation where both the ZFW and Takeoff indices are out
of the Caution Zone but the Landing index would be in the
Caution Zone. This situation would require Caution Zone
compliance for takeoff.
11. For example, if the ZFW weight was 42,000 pounds with an
index of -19.8 then you would be out of the Caution Zone and
meet the 4000 lbs fuel check. We now add 9000 pounds of
fuel which gives a Takeoff weight of 51,000 and index of -24.4,
also out of the Caution Zone. If we burn off 4000 pounds of
fuel and land at 47,000 pounds we would have a landing index
of -23.6 which is within CG limits but now in the Caution Zone
and the requirements of the Caution Zone would have to be
met.
12. Note that at this point, moving one passenger from SEC A to
SEC C would solve the problem and move all operations out
of the Caution Zone.
13. The 4000 lbs fuel check will ensure that the Landing index is
within CG limits, but the Landing index must be checked for
Caution Zone requirements.
D. Caution Zones
1. Near the forward and aft limit lines are caution zones that may
require moving passengers. If the indices from Steps 1, 3, or
4 above fall in a caution zone then it is required that
passengers be moved according to the instructions for that
zone. The caution zones should first be complied with in the
zero fuel condition and then checked again for the take off and
landing condition. If the burn off of fuel will cause the loading
to enter a caution zone then the caution zone must be
complied with prior to take off.
REV. 3, 01 OCT 2007 Page 10-5

2. Normally, moving only one or two passengers will move the

CG out of the caution zone. If it is not possible to move
passengers to another zone, then moving passengers within
the zones in order to position the empty seats in the forward
half or aft half, as required, will satisfy the restrictions.
3. For example, if the ZFW index fell in the Forward Caution
Zone then it would be required that the empty seats in each
section be in the forward half of the section. If, after the
passengers are moved and the loading problem is re-spun,
the index still falls in the caution zone then no further action is
required and the loading will be within limits. When all
passenger seats are occupied or when none of the passenger
seats are occupied then operation in the caution zones is
permitted without further action.
4. As an example, when performing training or check rides when
only two pilots are on board and the passenger section is
empty, then the caution zones may be ignored.
E. Fuel Loading and Burn Off
1. After arriving at a satisfactory zero fuel index the loading and
burn off of fuel must be taken into account to ensure that the
center of gravity will be within limits for take off and landing.
The fuel scale on the calculator shows that the fuel loads
forward but is not linear. The FUEL scale is labeled in
thousands of pounds and as the main tanks fill, the index
remains constant between 8000 and 9380 as the main tanks
are topped off. Then as fuel is added to the center tank the
index increases again. The mark labeled 8* on the FUEL
scale is the loading point for all amounts between 8000 and
full main tanks at 9380 lbs.
2. Because of the way the index for the fuel changes as fuel is
burned, it is necessary to check the CG at the point with 4000
pounds of fuel on board (forward CG limit). This calculator is
set up to make this check at the Zero Fuel Weight index
without any further moves of the cursor. While the cursor is
on the ZFW index, simply move up the cursor line 4000
pounds and check that the point is aft of the line labeled FWD
LIMIT ZFW+4000 LBS FUEL. This ensures that burn off of
fuel will remain within limits as you pass this critical point.
REV. 3, 01 OCT 2007 Page 10-6

3. This calculator accounts for the change in index between

9380 pounds and 8000 pounds and also accounts for normal
fuel burn procedures requiring the first 560 pounds of fuel burn
to be taken from the main tanks, then all center tank fuel and
remainder of the main tank fuel.
4. Because the fuel loading is not linear, all fuel loading and
burning must be accounted for starting from the ZFW index.
From this point, load the fuel in the normal manner by setting
the wedge cursor on the amount of fuel on board for take off
and rotating both cursors until the wedge cursor is over the
ZERO line. This will give yield the index at takeoff and must
be checked for CG and Caution Zone compliance. To obtain
the correct index for landing it is necessary to again start with
the ZFW index and load the amount of fuel to be in the tanks
at landing. The ZFW+4000 lbs check ensures that the aircraft
will stay within limits between the takeoff and landing fuel
amounts, but does not ensure that the Caution Zone will not
be entered. The ZFW check for CG and Caution Zone
compliance ensures that all usable fuel can be used, if
required, without exceeding the limits.
WARNING: It is recommended that when the final index is at or
near a limit and it is feasible to move payload to bring
the center of gravity more toward the center of the
envelope, that it be done. The inherent inaccuracies
of dealing with average passenger and bag weights
and average compartment centroids could cause the
actual center of gravity to be out of limits when
computations using these average weights and
centroids indicate it is within limits.
REV. 3, 01 OCT 2007 Page 10-7

F. Adding or Moving Payload

1. When arriving at a final index that is unsatisfactory and
passengers must be moved it is not necessary to completely
re-spin the entire loading. For example, if it is required that a
passenger be moved from Section A to Section C it may be
accomplished as follows. Start with the wheel cursor on the
unsatisfactory final index and set the wedge cursor on "1" on
the SEC C scale. Now rotate the wheel cursor counter
clockwise so that the wedge cursor moves to the ZERO line.
This has now added that passenger to SEC C. Continue
rotating until the wedge cursor is over the "1" on the SEC A
scale. Now you have removed the passenger from SEC A. In
one setting and rotation you have added the person to SEC C
and removed him from SEC A and the wheel cursor will now
show the effect of moving the passenger and the new correct
final index.
2. Note that for planning purposes, the movement of one
passenger from SEC A to SEC C will move the index aft
approximately 1.0 units of index.
3. Similarly, loads may be added or subtracted working from the
final index. This will allow for last minute changes to be made
quickly and easily.
G. Utilizing the Scales
1. The passenger scales near the top of the See Gee labeled
SEC A, SEC B, and SEC C are displayed in number of
passengers per compartment on the upper portion of the
scale, and in pounds per compartment on the inner portion of
the scale.
2. The upper portion of the scale with number of passengers is
to be used in those situations when approved average
passenger weights apply. The weights for this calculator are
190 lbs for summer and 195 lbs for winter. The calculator is
designed to allow for the 5 pound difference between summer
and winter weights.
REV. 3, 01 OCT 2007 Page 10-8

3. The inner portion of the scales displayed in pounds can be

used with any weight passengers. Whenever passengers are
carried that do not meet standard weights and it becomes
necessary to deal with actual weights then these scales can
be used by entering with the total weight of the passengers in
each section.
4. In the event that more weight needs to be entered than is
allowed for on any scale, merely make two "loadings" that
equal the total amount to be carried. For example, if the total
weight of passengers in SEC B is 5000 lbs, load 4000 lbs and
rotate to the ZERO line and then load again at 1000 lbs and
rotate to the ZERO line. This will accurately reflect the loading
of 5000 pounds in SEC B.
Note: The length of scales marked in lbs may or may not
correspond to compartment weight limits and should not
be used to determine compartment limitations. Refer to
Aircraft Manual or compartment placards for actual
limitations.
5. If standard average passenger weights are being used and all
50 seats are filled in the passenger cabin then it is not
necessary to load each compartment separately. In this case
simply load on the "50 PAX" mark and rotate to the ZERO line.
This mark will take care of the entire passenger loading when
all 50 seats are filled.
6. The flight attendant is included in the operating weight and
index and the F/A scale would not normally be used on every
flight. It is important that the person computing the takeoff
problem know who is included in the operating weight and
index. This scale is provided to be used to remove the flight
attendant when included in the operating weight and index but
not on board (such as when training for pilots is in progress).
These adjustments include the weight of the flight attendant
and the flight attendant kit.
H. Setting Takeoff Pitch Trim
The takeoff pitch trim setting can be read from the See Gee by
noting the position of the takeoff weight and index in relation to the
dotted lines representing the trim settings. The dotted trim setting
lines are labeled in EICAS STABILIZER TRIM UNITS Interpola-
tion between the lines should be used to set the trim.
REV. 3, 01 OCT 2007 Page 10-9

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.
REV. 3, 01 OCT 2007 Page 10-10

J. See Gee Calculator for CRJ200
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
Valid only for Chautauqua Airlines

Canadair CRJ200 Aircraft Specification CT1H
3500
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
CAUTION: Do not leave the calculator exposed to direct sunlight or

high heat conditions as it may be damaged. Leaving
the calculator in the sun on a glare shield for example,
will cause warping and cracking of the vinyl lamination
and may damage it beyond usable repair.
REV. 3, 01 OCT 2007 Page 10-11

K. Weight Tables for CRJ200

PAX WEIGHTS CARGO WEIGHTS
Number Summer Winter Child Child Number Checked/Carry-On
Pax Weight Weight Summer Wt. Winter Wt. Bags Weight
1 190 195 82 87 1 30
2 380 390 164 174 2 60
3 570 585 246 261 3 90
4 760 780 328 348 4 120
5 950 975 410 435 5 150
6 1140 1170 492 522 6 180
7 1330 1365 574 609 7 210
8 1520 1560 656 696 8 240
9 1710 1755 738 783 9 270
10 1900 1950 820 870 10 300
11 2090 2145 902 957 11 330
12 2280 2340 984 1044 12 360
13 2470 2535 1066 1131 13 390
14 2660 2730 1148 1218 14 420
15 2850 2925 1230 1305 15 450
16 3040 3120 1312 1392 16 480
17 3230 3315 1394 1479 17 510
18 3420 3510 1476 1566 18 540
19 3610 3705 1558 1653 19 570
20 3800 3900 1640 1740 20 600
21 3990 4095 1722 1827 21 630
22 4180 4290 22 660
23 4370 4485 23 690
24 4560 4680 24 720
25 4750 4875 25 750
26 4940 5070 26 780
27 5130 5265 27 810
28 5320 5460 28 840
29 5510 5655 29 870
30 5700 5850 30 900
31 5890 6045 31 930
32 6080 6240 32 960
33 6270 6435 33 990
34 6460 6630 34 1020
35 6650 6825 35 1050
36 6840 7020 36 1080
37 7030 7215 37 1110
38 7220 7410 Use Summer Weight 38 1140
39 7410 7605 MAY 1 - OCT 31 39 1170
40 7600 7800 Use Winter Weight 40 1200
41 7790 7995 NOV 1 - APR 30 41 1230
42 7980 8190 42 1260
43 8170 8385 43 1290
44 8360 8580 Observer Seat 44 1320
45 8550 8775 195 lbs 45 1350
46 8740 8970 46 1380
47 8930 9165 47 1410
48 9120 9360 Aircraft BOW & BOI 48 1440
49 9310 9555 is located in the aircraft weight and 49 1470
50 9500 9750 balance manual and in SABRE 50 1500
REV. 3, 01 OCT 2007 Page 10-12

Section 2 Establishment of Weights and Indexes

A. Flight Crew and Flight Attendant Weight/Index
1. Flight Crew weight is 210 lbs. per crew member and this
includes their flight bag (20 lbs.).
2. Flight Attendant weight is 210 lbs. and this includes one flight
bag (10 lbs.) and one crewmember roller bag (30 lbs.).
Note: (1) The flight attendants flight bag (10 lbs.) and
crewmember roller bag (30 lbs.) will be stored in
the wardrobe (L3 and L4).
Note: (2) The flight attendants flight bag and crewmember
roller bag are included in the BOW and BOI and
need not be added to weight and CG.
3. The index for the flight crew and the forward jumpseat are
included in the BOI.
B. Crew Bags
1. The weight for crewmember roller bags is 30 lbs.
2. The weight and location of the crew roller bags (30 lbs.) are
included in the BOW and BOI and need NOT to be added to
weight and CG.
3. Crew roller bags will be stored in the left-side of the aircrafts
main cabin in overhead bins 12 and 13.
C. Observer Weight Index
1. Weight is 195 lbs. year round.
2. Change of aircraft index is determined by moving the cursor to
the ACM line and then re-centering the line by moving the
wheel. This shows the effect of the observer on the aircraft
index.
D. Passenger Weight Index
1. The average passenger weights:
Summer 190 lbs. (May 1 to Oct. 31)
Winter 195 lbs. (Nov. 1 to Apr. 30)
2. A table which shows the passenger weights is located on the
back of the calculator.
Note: The passenger weights include 16 lbs. for one
permitted carry-on item and one personal item that is
carried with the passenger into the cabin which need
not be added to weight or CG.
REV. 3, 01 OCT 2007 Page 10-13

3. The change in aircraft index is determined by using the CG

calculator.
a. Determine the number of passengers in each section.
b. Move the cursor to the number of passengers in section A.
c. Then move the wheel to re-center the line.
d. Repeat this for the number of passengers in Section B, C,
D, and E on the B, C, D, and E scale depending on aircraft
type.
Note: For unusual passenger loads i.e. sports teams, the
CG calculator is still used. In this case the lbs. scale
is used instead of the number of passenger scale for
each section.
E. Child Count
1. A person who has not reached their 13th birthday is
considered a child for weight and balance calculations.
2. Lap children are not counted for weight and balance, only for
souls-on-board.
Note: The weight of children under the age of 2 has been
factored into the standard average adult passenger
weight.
3. The average child weight is:
Summer 82 lbs. (May 1 to Oct. 31)
Winter 87 lbs. (Nov. 1 to Apr. 30)
4. Whenever the Load Report shows one or more children in
the passenger count, the Passenger Count Form
prepared by the FA and the Load Manifest prepared by
the flight crew must reflect the same number of children
in the W&B calculation. If a discrepancy is noted between
any of the three forms, it must be resolved.
a. For the CG calculation,the actual weight of the child count
for the zone (Number of Children X 82/87 lbs) is used.
F. Baggage Weight/Index
1. Checked bag weight is 30 lbs.
2. Carry-on bags that are collected planeside or removed from
the cabin and placed in the cargo compartment are 30 lbs.
Note: Cargo weight tables are located on the back of the
See GeeTM calculator.
REV. 3, 01 OCT 2007 Page 10-14

Section 3 Chautauqua Airlines Passenger Count Form
3. The effect on aircraft index due to cargo is computed using the

CG calculator.
a. First, the amount of weight in pounds in the cargo section
needs to be determined.
b. Then move the cursor to that amount on the cargo area
scale.
c. Re-center the line by moving the wheel.
4. The index change due to carry-on baggage being placed in
the cargo area is determined in the same manner.
a. On the cargo scale, move the cursor to the weight of the
carry-on baggage that was placed in the cargo area.
b. Re-center the line by moving the wheel.
5. Heavy Baggage
a. Baggage weighing 50 lbs. up to and including 100 lbs. are
calculated as 60 lbs.
b. Baggage weighing more than 100 lbs. are calculated at
actual weight.
Section 3 Chautauqua Airlines Passenger Count Form (PCF)
A. General
1. The Chautauqua Airlines Passenger Count Form (PCF)
provides a standardized format for all Flight Attendants to
perform the passenger count and submit the data to the flight
crew.
2. The Flight Attendant is responsible to provide the cockpit crew
with an accurate passenger AND child count for each aircraft
section.
a. For that purpose, the Flight Attendant will fill out the PCF.
b. The PCF contains fields for the number of adult and child
passengers in each section, weight in the forward closet,
total number of ticketed passengers and number of lap
children.
3. The Flight Attendant will hand the completed form to a flight
crewmember.
4. The flight crew will enter the number of passengers and
children in the respective field of the Load Manifest.
5. The PCF may be discarded after the data is no longer needed
for weight and balance calculations.
6. If the PCF is missing, the Flight Attendant will use photo
copies of the form from the FAM/GOM until the form can be
replaced at the next stop at a crew base.
REV. 3, 01 OCT 2007 Page 10-15

B. Passenger Count Form Instructions

The PCF is designed to be used in all types of Chautauqua Air-
lines aircraft.
1. The left column shows the number of seating rows on the
aircraft as a reminder of which row corresponds to which
Section on the CG calculator.
2. The top row indicates the aircraft type. In the CRJ200, use
only the space in the column marked CRJ200.
3. Each Section designation and the maximum number of seats
in each section are shown at the top of each box.
4. The total number of ADULTS in Section A is listed here.
5. The total number of CHILDREN in Section A is listed here.
6. The total number of ADULTS in Section B is listed here.
7. The total number of CHILDREN in Section B is listed here.
8. The total number of ADULTS in Section C is listed here.
9. The total number of CHILDREN in Section C is listed here.
10. In the TOTAL TICKETED PASSENGERS field, the FA will
note all adult and child passengers in all sections.
a. This number must correspond to the number of adult
passengers and children listed by the customer service
agent on the Load Report.
b. This includes authorized jumpseat riders in the cabin.
c. Jumpseat riders in the cockpit are addressed by the flight
crew on the Load Manifest.
11. The FA will note SPECIALS in this field such as
a. unaccompanied minors;
b. number of wheelchairs required at the destination;
c. Seat Baggage in a passenger seat for which a passenger
has purchased a ticket
(Seat Baggage on the Load Manifest).
12. In the Lap Children field, the FA will list children under the
age of 2 years who are not counted in field 13.
13. This field does not apply for the CRJ200.
14. This space is for COMMENTS from the FA to the flight deck
(e.g. catering issues).
REV. 3, 01 OCT 2007 Page 10-16

C. Sample Passenger Count Form
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)
Section B (20) Section B (12) Section B (12) Adult

5
6
Adult
6. Adult Adult
Child
7
Child Child
Section C (12)
8
9
Child 7. Section C (9) Section C (12) Adult
Section C (14) Adult Adult

10
11
Adult 8. Child Child
Section D (6) Child Section D (9)

12 Adult
13
Child 9. Child
Section D (12) Adult
Adult
14 Child
Section E (12)
15
Child Adult
16
17
Child
18
Total Ticketed Passengers

(Add Adults + Children in all Sections)
10.
Specials: Lap Children:
11. 12.
Closets: Fwd Aft Comments:
(not for CRJ200)
13. 14.
REV. 3, 01 OCT 2007 Page 10-17

Section 4 Weight and Balance Load Manifest

A. General
1. The Load Manifest will be completed and signed by any flight
crewmember assigned to the flight as PIC or SIC.
2. It is the Captains responsibility to ensure that the load
manifest is completed in a timely manner prior to departing
from the gate.
3. Normally, the First Officer will complete and sign the load
manifest, and the Captain will review the load manifest for
accuracy. The Captain retains overall responsibility of the
aircraft loading during its operation.
4. The load manifest is a two part form; one white and one
yellow.
a. The white copy will be carried by the crew.
b. The yellow copy will be retained at the departure station.
5. Initial load manifest preparation will be accomplished by the
FO well before scheduled departure time. This preparation
consists of:
a. All information known at the time the initial data is entered.
b. Any information not known at the time of initial data entry
(such as passenger load and/or cargo) will be entered into
the form at a logical time as the data becomes known.
c. Takeoff planning data is known as soon as ATIS is
received.
REV. 3, 01 OCT 2007 Page 10-18

B. Sample Load Manifest

1. CRJ 200 EMB 145 140 135 (Circle One) Load Manifest
Date: 2. Flight: 3.
MM DD YY
From: 4. To: 5. Aircraft: 6.
BOI: 7.. Min Fuel: 8.

Weights (from Passenger Count Form and Load Report)
Section Load Report Correction
Adult 10.
A 9.
Child
Adult 12.
B 11.
Child
Adult 14.
C 13.
Child
Adult
D
15. Child
Adult
E
Child
ACM 16.
Seat Baggage 17.
Passenger Total 18. 47.
Checked Bags 19. 20.
Heavy Bags 21. 22.
Carry-On Bags 23. 24.
Cargo
Cargo/COMAT 25.
Ballast 26.
27. Aft Cargo Sub-Total
Closet/ Fwd
28. Wardrobe Aft (EMB 140)
Cargo Total 29. 48.
Basic Operating Weight (BOW) 30.
Zero Fuel Weight (ZFW) 31. 49.
Ramp Fuel 32. +
Ramp Weight 33. 50.
Estimated Taxi Fuel Burn 34. -
Takeoff Weight 35. 51.
Fuel Burn (From Flight Release) 36. -
Estimated Landing Weight 37. 52.
Maximum Takeoff Weight 38. 53.
Takeoff C.G. Index - 39. . Pitch Trim 40. Up
(Circle One) CRJ 200 EMB 145 Landing C.G. in Limits
41. Flap Setting 8 20 9 18 22 43. YES
42. T/O Type MAX REDUCED T/O ALT T/O-1 GSI: 44. YES NO
45.
Pilot Signature
White - Flight Crew Copy 46. Yellow - Station Copy (File for 3 Months)
REV. 3, 01 OCT 2007 Page 10-19

C. Load Manifest Instructions

Normally, the First Officer will complete and sign the Load Mani-
fest, and the Captain will check the accuracy and completeness of
the form.
The numbers in the sample load manifest are keyed to the items
below.
Top, Left Side and Bottom of the Manifest:
1. Circle the appropriate Aircraft Type (CRJ200)
2. Date (Month/Day/Year).
3. Flight number.
4. Departure airport.
5. Arrival airport.
6. Aircraft N number.
7. Basic Operating Index (BOI) from flight release.
8. Total fuel required to destination, alternate, and reserve as
per release (MFUEL). This is required fuel at the start of
takeoff roll.
9. Number of passengers in the Section A, from Passenger
Count Form.
List number of adults and children separately in the space
provided.
10. Total weight of passengers in Section A.
List total weight of adults and children separately in the space
provided.
11. Number of passengers in the Section B, from Passenger
Count Form.
provided.
12. Total weight of passengers in Section B.
provided.
13. Number of passengers in the Section C, from Passenger
Count Form.
provided.
REV. 3, 01 OCT 2007 Page 10-20

14. Total weight of passengers in Section C.

provided.
Note: Whenever the Load Report shows one or more children
in the passenger count, the Passenger Count Form
prepared by the FA and the Load Manifest prepared by
the flight crew must reflect the same number of children
in the W&B calculation.
15. Number and weight in Sections D and E are not applicable for
CRJ 200; leave blank.
16. Weight of Jumpseat Rider/Observer/Additional Crewmember
(ACM) (195 lbs year round).
17. Total weight in all sections of all baggage that is stored in a
seat (Seat Baggage) for which a passenger has purchased a
ticket.
Note: The weight of seat baggage must be wheeled in for the
appropriate section on the CG calculator.
18. Total weight of all passengers.
a. If the aircraft is filled to capacity with 50 ADULT passen-
gers, just complete this field. In this case, it is not neces-
sary to complete the number and weight for each section.
b. If there are any empty seats or children on board, the load
manifest must be filled out by section and the passenger
total entered.
19. Number of Checked Bags in the cargo compartment, as
indicated on the Load Report.
20. Total weight of Checked Bags in the cargo compartment
(30 lbs each).
21. Number of Heavy Bags in the cargo compartment, as
indicated on the Load Report.
22. Total weight of Heavy Bags in the cargo compartment
(60 lbs each).
23. Number of Carry-On Bags collected planeside and placed in
cargo compartment as indicated on the Load Report.
24. Total weight of Carry-On Bags in the cargo compartment
(30 lbs).
REV. 3, 01 OCT 2007 Page 10-21

25. Total weight of Cargo/COMAT:

a. Add the weight of all other items including Motorized
Mobility Aid, Mail, SPD, Air Freight, COMAT
(ACTUAL weight).
26. Total weight of Ballast carried in the cargo compartment.
27. Not applicable for CRJ200.
28. Numbers and weights in line 28 are not applicable for
CRJ200.
29. Add and enter total Cargo and Ballast weight.
30. Basic Operating Weight (BOW) from flight release.
31. Zero Fuel Weight (ZFW) of the aircraft.
a. Calculate ZFW by adding the fields Basic Operating
Weight BOW (#30.), Passenger Total (#18.) and Cargo
Total (#19.).
b. Do not exceed Maximum Zero Fuel Weight limitation.
32. Ramp Fuel:
Enter the actual amount of fuel onboard as displayed on the
EICAS. This means the total fuel onboard the aircraft after
fueling is completed, NOT the fuel load on the release.
33. Calculate Ramp Weight:
a. Add the fields Ramp Fuel (#32) to Zero Fuel Weight (#31).
b. Do not exceed Maximum Ramp Weight limitation.
34. Estimated Taxi Fuel Burn.
Estimate minutes taxi time from gate to takeoff and calculate
taxi fuel burn as 20 lbs per minute (single engine or two
engine, with or without APU).
35. Calculate Takeoff Weight:
a. Subtract Estimated Taxi Fuel Burn (#34) from Ramp
weight (#33).
b. Do not exceed Maximum Takeoff Weight (MTOW).
36. Enter the planned enroute Fuel Burn as listed on the flight
release (BOFF).
37. Calculate the Estimated Landing Weight:
a. Subtract the planned enroute Fuel Burn (#36) from Takeoff
Weight (#35).
b. Do not exceed Maximum Landing Weight (MLW).
REV. 3, 01 OCT 2007 Page 10-22

38. Maximum Takeoff Weight

Enter the most restrictive maximum allowable takeoff weight
(MTOW). To accurately determine the Maximum Allowable
Takeoff Weight, the most limiting of the following weights must
be determined.
a. Structural Weights
- Ramp Structural Limit (RAMP WT)
- Takeoff Structural Limit (STRUCT TOW)
- Landing Structural LIMIT (STRUCT LDG)
- Maximum Zero Fuel Weight (MAX ZFW)
b. Performance Limit Weights
1) Takeoff
- Accelerate Stop Distance (Runway)
- Takeoff Distance (Runway)
- Obstacle Clearance (Runway)
- Takeoff Climb (Climb)
2) Remaining Within Enroute Driftdown
3) Arrival Within Landing
- Landing Distance
- Approach Climb
- Landing Climb (Not a factor, approach climb is
limiting)
39. List the Takeoff CG Index as indicated on the CG Calculator.
40. Indicate the Pitch Trim setting as determined from the CG
Calculator.
41. Circle the planned Takeoff Flap Setting in the CRJ200
column.
42. Circle the planned Takeoff Type (MAX or REDUCED) in the
CRJ200 column.
43. Verify that the Landing CG Index is within the CG limits and
circle YES.
44. Ground Security Incident (GSI)
a. Circle NO if there was no GSI.
b. Circle YES to indicate to the customer/ramp personnel that
there is a GSI on board the aircraft.
REV. 3, 01 OCT 2007 Page 10-23

45. Pilot Signature

The pilot completing the load manifest signs here. With his/
her signature the pilot confirms the information on the load
manifest is accurate and complete.
46. The white copy of the completed load manifest will remain
with the flight crew and will be discarded after the flight. The
yellow copy must be handed to departure station personnel
with a copy of the load report.
Right Side, Correction to the Manifest:
The right side of the Load Manifest provides space for adjust-
ments to the original calculations in case passengers, cargo,
or fuel must be added or removed after the left side has been
completed.
47. Adjusted Total Passenger Weight:
a. If passenger(s) must be added or removed, list the appro-
priate passenger weight in the line for the respective
section, then
b. recalculate the Passenger Total and enter in line 47.
48. Adjusted Total Cargo Weight:
a. If checked bags, heavy bags, carry-on bags, cargo/
COMAT or ballast must be added or removed, list the
appropriate weight in the respective line, then
b. recalculate the Cargo Total and enter in line 48.
Note: Whenever the Passenger Total and/or Cargo Total was
changed, The Zero Fuel Weight, Ramp Weight, Takeoff
Weight, and Maximum Takeoff Weight must be
corrected as well.
49. Adjusted Zero Fuel Weight:
Calculate the new adjusted ZFW by adding or subtracting the
new weights of Passenger Total and/or Cargo Total to the
Basic Operating weight (BOW).
50. Adjusted Ramp Weight.
Calculate the new adjusted Ramp Weight by adding the Ramp
Fuel to the Adjusted Zero Fuel Weight.
Note: In case fuel was added or removed after the right side of
the Load Manifest was completed, use the corrected
Ramp Fuel value and continue with the following
corrections.
REV. 3, 01 OCT 2007 Page 10-24

51. Adjusted Takeoff Weight:

a. Subtract the Estimated Taxi Fuel Burn (#34.) from the
Adjusted Ramp Weight (#50.).
b. Do not exceed Maximum Takeoff Weight (MTOW).
52. Adjusted Estimated Landing Weight:
a. Subtract the Fuel Burn (#36.) from the Adjusted Takeoff
Weight (#51.).
b. Do not exceed Maximum Landing Weight (MLW).
53. Recalculate the Maximum Takeoff Weight.
Note: It may be necessary to correct the Takeoff C.G. Index
(#39.) and the Pitch Trim value (#40.)
REV. 3, 01 OCT 2007 Page 10-25

REV. 3, 01 OCT 2007 Page 10-26

Section 1 Refueling and Defueling
Chapter 11
Equipment and Systems

A. General
1. The Fuel System Computer Unit (FSCU) Channel 1 facilitates
automatic refueling operation. In the event of Channel 1
failure, Channel 2 will take over. If the fuselage and the flight
compartment refuel/defuel panel send faulty transmission
data, the FSCU will detect the fault and send the information
to the Refuel/Defuel panel.
2. The airplane may be refueled or defueled by pressure/suction
or by gravity, using standard ground equipment. A single point
adaptor located in the right hand wing leading edge filler,
permits pressure fueling and defueling. All pressure fueling/
defueling operations are controlled from a refuel/defuel panel.
Pressure refueling can be performed automatically or
manually.
3. During the refueling/defueling operation, check for fuel
spillage from the vent relief valves, water drain valves and the
NACA vents.
4. This section gives the procedures to accomplish:
Pressure refuel the aircraft;
Gravity refuel the aircraft;
Suction defuel the aircraft.
WARNING: No fueling shall be conducted during any aircraft
maintenance that might provide a source of ignition to
fuel vapors.
5. Ensure that the fuel comes from an approved source that
supplies only a fully clean and correctly specified product.
6. Use the pressure refueling/defueling adapter assembly and
the refueling/defueling control panel to accomplish these
procedures.
REV. 3, 01 OCT 2007 Page 11-1

7. The refueling/defueling control panel includes a repeater

indicator that has an internal fuel-quantity pre-scheduling
system for refueling the tanks.
8. If fueling is performed while passengers are boarding or on
board the aircraft:
a. Passengers may be boarded during the normal pressure
refueling process.
b. Passengers may be boarded via any type of door/jetway
combination during gravity refueling on the RH wing.
c. During gravity refueling on the LH wing, passenger
boarding is only permissible via jetway directly to the
aircraft. No passengers may be boarded via the ramp and
airstairs during the over-the-wing refueling on the LH wing.
d. Passengers may remain on board the aircraft during refu-
eling operations.
1) Prior to the start of fueling operations, the Captain will
advise the Flight Attendant that the aircraft will be
fueling.
2) A cockpit crew member must remain on board during
fueling with passengers on board.
3) The main cabin door will be open with the stairs down
or jetway positioned in the doorway.
4) The main cabin door will be open with the airstairs
down, a jetway or an adequate mobile passenger
stair positioned in the doorway.
5) A Flight Attendant shall be on duty on board the
aircraft to effectively evacuate the passengers in the
event of an emergency.
6) The No Smoking policy will be strictly observed on
board and around the aircraft.
B. List of fuels approved by Bombardier:
Fuel Jet A
Fuel JET A-1
Note: Call Maintenance Control for fuel information other than
JET A or JET A1.
REV. 3, 01 OCT 2007 Page 11-2

1. Tank Capacity for Pressure Refuel Operations
LOCATION QUANTITY
TANKS USUABLE UNUSABLE TOTAL

FUEL FUEL VOLUME
LEFT WING 4760 lb 20.4 lb 4780.4 lb
RIGHT WING 4760 lb 20.4 lb 4780.4 lb
CENTER 4998 lb 6.8 lb 5004.8 lb
TOTAL 14518 lb 47.6 lb 14565 lb
C. Tank Capacities for Gravity Refuel Operations
LOCATION QUANTITY
TANKS USUABLE UNUSABLE TOTAL VOL-

FUEL FUEL UME
LEFT WING 4488 lb 20.4 lb 4508.4 lb
RIGHT WING 4488 lb 20.4 lb 4508.4 lb
CENTER 4930 lb 6.8 lb 4936.8 lb
TOTAL 13906 lb 47.6 lb 13953.6 lb
REV. 3, 01 OCT 2007 Page 11-3

D. Pressure Fueling Procedures

These procedures are for the pressure refueling of the aircraft in
the auto and manual modes.
1. Job Set-Up
STEP Fueling Crew

1 Make all
bonding If unable to properly bond the aircraft using the
NOTE
bayonet fitting, the Alternate Ground Lug in the

connections NWW must be used. To gain access to the NWW,
between the notify the Flight Crew that they need to open the
fuel source Nose Gear Doors.
and the
aircraft
(Reference Aircraft Bonding Point Diagram.).
2 Open the access door 192BR and 162AB.
3 Ensure aircraft has
The external AC ground power may be
NOTE
DC power. used, but the aircraft battery power is rec-

ommended.
4 Remove the cap

Make sure the fuel pressure on the fuel ten-
NOTE
from the refuel/ der is set to 50 + 5 psi (345 + 34 kPa) maxi-

defuel single-point mum.
adapter (1) and
connect the fuel
nozzle from the
fuel tender and open the manual shut-off valve.
5 Make sure the three ON-OFF refuel-shutoff-valve (SOV) toggle
switches (2) are set to OFF.
6 Make sure the ON-OFF refuel start switch (3) is set to OFF.
7 Do the Operational Test of the refuel/defuel system.
REV. 3, 01 OCT 2007 Page 11-4

2. Operational Test of the Refuel/Defuel System
Step Fueling Crew

To do the Operational Test of the refuel/defuel system,
1 Lift the guard
off the STOP THE REFUEL OPERAITON IMMEDI-
ATELY, IF THE TEST CONDITIONS THAT
POWER FOLLOW DO NOT OCCUR. iF YOU DO NOT
toggle switch DO THIS, YOU CAN CAUSE DAMAGE TO
(4). THE EQUIPMENT.
2 Set the POWER toggle

Make sure the FAULT ANNUNC indica-
switch (4) to ON. Make NOTE tor light (6) IS NOT on. If it IS ON, notify
sure that the POWER the flight crew.
ON indicator light (5)
comes on.
3 Push and hold the LAMP-TEST pushbutton (14) and make sure
that all the lights on the refuel/defuel control panel come on.
4 Release the LAMP-TEST pushbutton (14) and make sure the
POWER ON indicator light (5) stays on and that all the other lights
on the refuel/defuel control panel go off.
5 Set the Mode Selector Knob (7) to FUEL AUTO.
6 Push the BITE INITIA. pushbutton (13) momentarily until RIGHT,
CTR, and LEFT fuel quantity displays (11) shows 888, and TOTAL
QTY pre-select fuel quantity display (9) shows 888.
7 Apply pressure to the fuel system.
8 Set the Mode Selector Knob (7) to TEST.
9 Make sure the three shutoff-valve (SOV) indicator lights CL (12)
are off.
10 Make sure the three shut-off (SOV) indicator lights OP (10) come
on for approximately 5 to 20 seconds in sequence.
11 Make sure that the related three H.LEVEL DETECTOR indicator-
lights (15) also come on and then go off in sequence.
12 Make sure the three SOV indicator-OP (10) go off and that the
three SOV indicator-lights CL (12) come on.
13 Make sure the FAULT ANNUNC indicator light (6) has NOT COME
ON. If it has come on, notify the flight crew.
REV. 3, 01 OCT 2007 Page 11-5

3. Aircraft Bonding Points Diagram
REV. 3, 01 OCT 2007 Page 11-6

4. Pressure Refueling
a. Auto Mode
Step Fueling Crew

Fuel-Tank Pressure Refueling is as follows.
1 Set the mode selector switch (7) to FUEL AUTO.
2 Use the INC.-DEC. selector switch (8) and set the necessary fuel
quantity on the PRES. TOTAL QTY preselected-fuel quantity
display.
3 Set the ON-OFF refuel start switch (3) to ON.
4 Make sure the
Make sure that the refuel rate is 50 + 5 psi (345 +
NOTE
applicable kPa) 250 GAL/minimum maximum rate of fuel flow.

shutoff-valve
(SOV) indi-
cator-light
OPEN (OP)
(10) comes on.
STOP THE REFUEL OPERATION IMMEDI-
ATELY IF A H. LEVEL DETECTOR LIGHT
COMES ON. IF YOU DO NOT DO THIS, YOU
CAN CAUSE DAMAGE TO THE EQUIP-
MENT.
5 Look for the

fuel imbalance DO NOT CREATE A FUEL IMBALANCE OF
MORE THAN 2500 LBS. BETWEEN THE
and monitor LEFT AND RIGHT TANKS. WHEN REFUEL-
the RIGHT, ING, LEFT AND RIGHT TANKS SHOULD BE
CTR and FILLED AT THE SAME TIME.
LEFT fuel-
tank quantity
displays (11) until you have the necessary quantity.
6 Make sure that the applicable shutoff-valve (SOV) indicator-light
CLOSED (CL) (12) comes on when the preselected fuel quantity
has been reached.
REV. 3, 01 OCT 2007 Page 11-7

b. Manual Mode
Step Fueling Crew

Fuel-Tank Manual Pressure Refueling is as follows.
1 Set the mode
selector TO PREVENT FUEL MISLOADING, FUEL IS
ONLY TO BE ADDED TO THE CENTER
switch (7) to TANK AFTER THE LEFT AND RIGHT MAIN
FUEL TANKS HAVE BEEN FILLED, OR WHEN ALL
MANUAL. TANKS ARE BEING FILLED AT THE SAME
TIME,WHERE THE LEFT AND RIGHT
TANKS ARE BEING FILLED AT THE SAME
TIME TO MIN 4000 LBS. EACH.
DO NOT CREATE A FUEL IMBALANCE OF

MORE THAN 2500 LBS. BETWEEN THE
LEFT AND RIGHT TANKS WHEN REFUEL-
ING LEFT AND RIGHT TANKS SHOULD BE
FILLED AT THE SAME TIME.
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
applicable 34 kPa) 250 GAL/minimum maximum rate of

shutoff-valve fuel flow.
(SOV) indi-
cator-light
OPEN (OP)
(10) comes on.
4 Monitor the RIGHT, CTR and LEFT fuel-tank quantity displays (11)
and set the applicable refuel-SOV toggle switch (2) to OFF when
the fuel quantity reading is less than 110 pounds of the fuel quan-
tity required.
5 Make sure the applicable shutoff-valve (SOV) indicator-light
CLOSED (CL) (12) comes on.
REV. 3, 01 OCT 2007 Page 11-8

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
REV. 3, 01 OCT 2007 Page 11-9

6. Job Close-Up
Step Fueling Crew

Job Close UP procedure is as follows:
1 Set the refuel
start switch (3) Before the refuel start switch (3) is set to OFF, per-
NOTE
mit a minimum of 10 seconds after the three SOV
to OFF. indicator-lights CL (12) have come on. This will
prevent the automatic pressure refueling to stop
before it is completed.
2 Shut off SOV toggle switches (2)

3 Set the mode selector switch (7) to OFF.
4 Set the POWER toggle switch (4) to OFF.
5 Make sure the POWER ON indicator light (5) goes off.
6 Close the guard over the POWER toggle switch (4)
7 Disconnect the fuel nozzle and install the cap to the single-point
adapter (1).
8 Close the access doors 192BR and 162AB.
9 Disconnect the tender bonding cable.
REV. 3, 01 OCT 2007 Page 11-10

E. Gravity Fueling Procedures

1. General
This section outlines the procedure for gravity refueling 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
Step Fueling Crew

1 Make the aircraft safe for maintenance of the fuel.
2 Statically bond the aircraft
(Reference Aircraft Bonding Point Diagram.)
MAKE SURE THE FUEL TENDER AND THE FUEL NOZ-
ZLE ARE ELECTRICALLY BONDED TO THE AIRCRAFT
BEFORE YOU REFUEL/DEFUEL THE AIRCRAFT. A
STATIC ELECTRIC SPARK DURING THE REFUELING/
DEFUELING CAN CAUSE AN EXPLOSION OR FIRE.
If unable to properly bond the aircraft using the bayonet fitting, the
NOTE
Alternate Ground Lug in the NWW must be used. To gain access

to the NWW, notify the Flight Crew that they need to open the
Nose Gear Doors.
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.
REV. 3, 01 OCT 2007 Page 11-11

3. Gravity Refueling
Step Fueling Crew

1 Remove the
gravity-fuel WHEN DEFUELING THE AIRCRAFT, DO
NOT CREATE A FUEL IMBALANCE OF
filler cap from MORE THAN 2500 POUNDS. DAMAGE TO
the applicable THE AIRCRAFT AND EQUIPMENT CAN
tank. OCCUR.
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 Put the fuel nozzle into the fuel tank.

DO NOT HAVE MORE THAN 2500 LBS. OF IMBALANCE
BETWEEN THE MAIN TANKS DURING THE REFUEL
PROCEDURES (PRESSURE OR GRAVITY). THE AIR-
CRAFT CAN MOVE AND CAUSE INJURIES TO PER-
SONS AND/OR DAMAGE TO THE EQUIPMENT.
5 Monitor the fuel quantity in the tank.

6 Remove the fuel nozzle from the fuel tank once the correct fuel
quantity is reached.
REV. 3, 01 OCT 2007 Page 11-12

4. Job Close Up
Step Fueling Crew

1 Install the gravity-fuel filler cap.
2 Disconnect the fuel nozzle and the fuel tender bonding cable.
3 Select the POWER toggle switch (4) to OFF.
5 Close the guard over the POWER toggle switch.
5. Gravity Refueling Diagram
REV. 3, 01 OCT 2007 Page 11-13

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
Step Fueling Crew

1 Make all
bonding If unable to properly bond the aircraft using the
NOTE
bayonet fitting, the Alternate Ground Lug in the

connections NWW must be used. To gain access to the NWW,
between the notify the Flight Crew that they need to open the
fuel source, Nose Gear Doors.
aircraft and fuel
nozzle.
(Reference Aircraft Bonding Point Diagram.)
2 Open the access doors 192BR and 162AB. (Reference Chapter
10.1.3.2)
3 Ensure aircraft
The external AC ground power may be used, but
NOTE
has power. the aircraft battery power is recommended.
4 Remove the
Make sure the defuel pressure of the fuel tender is
NOTE
cap from the set to -8 psi (-55 kPa) maximum.

refuel/defuel
single-point
adapter (1) and
connect the
fuel nozzle from the fuel tender and open manual valve.
5 Make sure the three ON-OFF refuel-shutoff-valve (SOV) toggle
switches (2) are set to OFF.
6 Make sure the ON-OFF refuel start switch (3) is set to OFF.
7 Do the Operational Test of the refuel/defuel system
REV. 3, 01 OCT 2007 Page 11-14

3. Operational Test of the Refuel/Defuel System
Step Fueling Crew

To do the Operational Test of the refuel/defuel system,
1 Lift the guard
off the STOP THE REFUEL OPERAITON IMMEDI-
ATELY, IF THE TEST CONDITIONS THAT
POWER FOLLOW DO NOT OCCUR. iF YOU DO NOT
toggle switch DO THIS, YOU CAN CAUSE DAMAGE TO
(4). THE EQUIPMENT.

Make sure the FAULT ANNUNC indica-
switch (4) to ON. Make NOTE tor light (6) IS NOT on. If it IS ON, notify
sure that the POWER the flight crew.
ON indicator light (5)
comes on.
3 Push and hold the LAMP-TEST pushbutton (14) and make sure
that all the lights on the refuel/defuel control panel come on.
4 Release the LAMP-TEST pushbutton (14) and make sure the
POWER ON indicator light (5) stays on and that all the other lights
on the refuel/defuel control panel go off.
5 Set the Mode Selector Knob (7) to FUEL AUTO.
6 Push the BITE INITIA. pushbutton (13) momentarily until RIGHT,
CTR, and LEFT fuel quantity displays (11) shows 888, and TOTAL
QTY pre-select fuel quantity display (9) shows 888.
7 Apply pressure to the fuel system.
8 Set the Mode Selector Knob (7) to TEST.
9 Make sure the three shutoff-valve (SOV) indicator lights CL (12)
are off.
10 Make sure the three shut-off (SOV) indicator lights OP (10) come
on for approximately 5 to 20 seconds in sequence.
11 Make sure that the related three H.LEVEL DETECTOR indicator-
lights (15) also come on and then go off in sequence.
12 Make sure the three SOV indicator-OP (10) go off and that the
three SOV indicator-lights CL (12) come on.
13 Make sure the FAULT ANNUNC indicator light (6) has NOT COME
ON. If it has come on, notify the flight crew.
REV. 3, 01 OCT 2007 Page 11-15

4. Suction Defueling Procedure

WARNING: When Defueling The Aircraft, Do Not Create A Fuel
Imbalance Of More Than 2500 Pounds. Damage To
The Aircraft And Equipment Can Occur.
Step Fueling Crew

1 Lift the guard off from the POWER toggle switch (4).
Make sure the FAULT ANNUNC
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.
3 Set the mode selector switch (7) to DEFUEL.

4 Set the applicable refuel-
SOV toggle switch (2) to Suction defuel the center tank first.
NOTE
ON.
5 Make sure the applicable shutoff-valve (SOV) indicator light OPEN

(OP) (10) comes on.
If.... Then....
6 If the tanks are not to be monitor the applicable RIGHT, CTR
fully section-defueled, and LEFT fuel-tank quantity displays
(11) and set the refuel-SOV toggle
switch (2) to OFF, when the appli-
cable tanks are defueled to the
necessary quantity.
7 If the tanks are to be fully monitor the applicable RIGHT, CTR
suction-defueled, and LEFT fuel-tank quantity displays
(11) and set the refuel-SOV toggle
switch (2) to OFF, when the appli-
cable shutoff-valve (SOV) indicator
light CLOSED (CL) (12) comes on.
Before the refuel-SOV toggle
switch (2) is set to OFF, wait 10
NOTE
seconds after the applicable SOV

indicator lights (CL (12) has come
on. This will prevent the defueling
to stop before it is completed.
REV. 3, 01 OCT 2007 Page 11-16

5. Fuel-Tank Suction Defueling 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
REV. 3, 01 OCT 2007 Page 11-17

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.
Step Fueling Crew

Job Close-Up procedure is as follows.
1 Set the mode selector switch (7) to OFF.
2 Set the POWER toggle switch (4) to OFF.
4 Close the guard over the Power toggle switch (4).
5 Disconnect the fuel nozzle and install the cap to the single-point
adapter (1).
6 Close the access doors 192BR and 162AB.
7 Disconnect the tender bonding cable.
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.
REV. 3, 01 OCT 2007 Page 11-18

H. Fuel Quantity Measuring Procedure with the Magnetic Level

Indicators
1. The measuring accuracy of the magnetic level indicators (MLI)
is 10 USG (70 Ib) for a levelled airplane and nominal fuel
density. The airplane is levelled using the two inclinometers
(pitch and roll), located on the right side of the pilot's bulkhead,
as reference.
2. There are 5 MLls installed on the airplane. Two MLls are
installed under-wing in each of the main tanks and one in the
center tank. The MLls are numbered as follows:
MLI #I - Left outboard for the left main tank,
MLI #2 - Left inboard for the left main tank,
MLI #3 - For the center tank,
MLI #4 - Right inboard for the right main tank,
MLI #5 - Right outboard for the right main tank,
Note: Only MLI #2, #3 and #4 will be used in this procedure.
1. Level airplane. The roll inclinometer must be at graduation L (0)
and the pitch inclinometer must be at graduation 6 (0).
Note: After refueling, wait at least 3 minutes for the fuel to
settle before taking readings.
Take readings from MLls #2, #3 and #4 only.
The readings of the MLI may give different values
depending on how it is handled. The following steps
must be followed to ensure consistent readings.
2. Unlock the MLI by turning it's stowage latch 90.
3. Deploy the MLI downward to it's full length.
4. Slowly raise the MLI with the back of the hand until the magnets
link. Do not push it any further.
5. Sight along the MLI housing bottom surface and read to the
nearest graduation.
Note: The graduations increase in value to the bottom of the
MLI.
REV. 3, 01 OCT 2007 Page 11-19

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.
REV. 3, 01 OCT 2007 Page 11-20

I. MLI Readings Conversion Table

Left and Right Main Wing Tank Inboard MLI
(MLI #2 or MLI #4)
REV. 3, 01 OCT 2007 Page 11-21

J. MLI Readings Conversion Table

Center Tank MLI
(MLI #3)
REV. 3, 01 OCT 2007 Page 11-22

Section 2 Minimum Equipment List (MEL)

The purpose of the MEL is to authorize Chautauqua Airlines to
operate particular aircraft with equipment that is no longer in oper-
ational condition.
A. General
Individual items contained within this MEL are sequenced utilizing
the ATA numerical system. Individual items will address proce-
dures for both operational and maintenance personnel to follow in
conjunction with Chautauqua Airlines Operations and Mainte-
nance Manual procedures as applicable.
B. Discrepancies After Departure
A flight is considered to have departed when the aircraft moves
under its own power (forward or backward).
After this time, a discrepancy that arises will be evaluated by the
Flight Crew as to whether to continue the flight or return for main-
tenance and/or operational procedures set forth in the MEL to be
implemented.
When an item fails prior to takeoff, that is listed in the MEL as an
M item, the aircraft must return to accomplish the maintenance
(M) procedure before the flight takes off.
Several things the Flight Crew will take into consideration when
evaluating the MEL item are:
a. How the newly identified item may be affected by existing
MELd items.
b. Evaluate flight conditions expected to be encountered
during this intended flight and how the identified item will
affect the safety of the flight.
c. Evaluate capabilities of the intended destination should the
identified item require deactivation procedures to be imple-
mented at the time of arrival.
Although a flight is considered to have departed as soon as the air-
craft moves under its own power, (forward or backward), SAFETY
is the predominant factor at all times when considering Items a.),
b.) and c.) listed above, as to whether the flight should be contin-
ued or terminated.
REV. 3, 01 OCT 2007 Page 11-23

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.
REV. 3, 01 OCT 2007 Page 11-24

Section 3 Auxiliary Power Unit (APU) Garrett GTCP-

Garrett GTCP-36-150RJ
A. General Description
The APU mounted on the CRJ200 series of aircraft is a Garrett
GTCP-36-150RJ. This model employs the standard constant
speed gas turbine engine design consisting of a compressor, com-
bustor, and a two-stage turbine.
The lubrication, fuel, and ignition/starting systems are all con-
tained within the APU and work independently of the main aircraft
systems. The APU is mounted in the tail section of the aircraft aft
of the cargo bay. An air intake located on the upper rear fuselage
allows air into the turbine for both ground and flight operations.
When the APU is not in use the intake door closes to prevent wind-
milling of the compressor.
B. Control System
Control of the Garrett APU is achieved by way of an Electronic
Control Unit (ECU). The ECU provides full automatic control of
APU starting, stopping, and protects the APU during all other
phases of operation.
Control for initializing, starting, and stopping of the APU is located
on the overhead panel in the cockpit. This panel employs a Start/
Stop switchlight and a PWR Fuel switchlight.
REV. 3, 01 OCT 2007 Page 11-25

C. Starting the APU on the Ground or in Flight 1

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. Fire Detection Systems Test ...................... ACCOMPLISH
Refer to CRJ200 POH, Chapter 4, Section 1, Normal Checklist
Set Up Checklist for APU fire detection and FIREX monitor tests.
3. FIREX MONITOR
Systems Test .............................................. ACCOMPLISH
Refer to Normal ProceduresAirplane Preparation, Flight Deck
Geographic.
4. DC ELECTRICAL Page ........................................ SELECT
Check that APU BATT and MAIN BATT voltage readings are
above 22 VDC.
5. 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. The
Captain normally performs APU starts at the gate. The
Pilot Monitoring (PM) normally performs APU starts
when the aircraft is in operation.
6. BLEED AIR APU LCV
Switchlight ....................................CHECK PRESSED OUT
Note: In flight, the APU PWR FUEL switchlight and APU
START/STOP switchlight must be pressed in rapid
succession (no more than 5-second interval). This will
ensure that the APU start contactor is not inhibited due
to APU ECU logic.
7. APU PWR FUEL
Switchlight .......................................................... PRESS IN
- APU SOV OPEN Status Message ....................ON
- APU IN BITE Status Message...........................ON
- APU Gauges ......................................DISPLAYED
- APU DOOR OPEN or MID Message.................ON
REV. 3, 01 OCT 2007 Page 11-26

8. APU START/STOP
Switchlight...........................................................PRESS IN
- 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
(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.
Switchlight............................... CHECKED PRESSED OUT
REV. 3, 01 OCT 2007 Page 11-27

Note: In flight, the APU PWR FUEL switchlight and APU

START/STOP switchlight must be pressed in rapid
succession (no more than 5-second interval). This will
ensure that the APU start contactor is not inhibited due
to APU ECU logic.
5. APU PWR FUEL
Switchlight .......................................................... PRESS IN
- APU SOV OPEN Status Message ....................ON
- APU IN BITE Status Message...........................ON
- APU Gages ........................................DISPLAYED
- APU DOOR OPEN/MID Message.....................ON
6. APU START/STOP Switchlight .......................... PRESS IN
- START Light......................................................ON
- APU START Status Message ...........................ON
- 50% rpmSTART
Light and APU START
Status Message.............................................. OUT
Note: Maximum 60 seconds below 50% rpm.
(approx)AVAIL Light ......................................ON
(approx)APU GEN OFF
Caution Message ..............................................ON
7. AC POWER APU
GEN Switch ........................................ SET AS REQUIRED
Switchlight .......................................... SET AS REQUIRED
REV. 3, 01 OCT 2007 Page 11-28

E. Stopping the APU on Ground or in Flight

Switchlight.......................................................PRESS OUT
Note: This closes the load control valve.
- APU LCV OPEN Light.....................................OUT
- APU LCV OPEN Status Message...................OUT
2. APU START/STOP Switchlight.......................PRESS OUT
- AVAIL Light .....................................................OUT
3. APU PWR FUEL Switchlight...........................PRESS OUT
- DOOR CLSD Message
(As RPM Goes below 50%) .............................. ON
- APU SOV OPEN Status Message ..................OUT
- APU GEN OFF Caution Message...................OUT
REV. 3, 01 OCT 2007 Page 11-29

Section 4 Aircraft Communications Addressing and
Section 4 Aircraft Communications Addressing

and Reporting System (ACARS)
A. Introduction to ACARS
With the addition of the CRJ200 fleet to Chautauqua Airlines it will
be imperative to know and understand the use and features of the
ACARS system installed on the aircraft.
The primary function of these systems will be reporting of Out, Off,
On, and In times (OOOI) in day to day operations. These times are
sent directly to the Chautauqua Operations Center (Dispatch)
where they will be recorded and tracked. The ACARS system
ensures accuracy of information relayed between Operations and
Flight Crews while diverting minimum attention away from the safe
operation of the aircraft.
The ACARS system installed on Chautauquas CRJ fleet is the
Teledyne Telelink System. The system will interface with the FMS
and all operations of the ACARS system will be directed through
the Management Unit (FMS).
As with all electronic systems, the ACARS system onboard the
CRJ200 is not without its limitations. Information between the air-
craft and Ground stations are sent by way of VHF transmissions.
ACARS depends solely on the use of VHF3 frequencies for com-
munication of data. If VHF3 or any associated component is not
functional, ACARS will not be able to relay information between
the aircraft and the ground station. Ultimately the flight crew will be
responsible for relaying OOOI times to Operations either through
the ACARS system installed or by other means if ACARS is not
operative.
This section is a general system and operations overview of the
basic and most commonly used features of the Teledyne Telelink
ACARS System. Keep in mind that not all features described in
this section will be operational on Chautauquas fleet of aircraft. It
is intended for the flight crews to have a basic guideline for the day
to day operations of the system.
REV. 3, 01 OCT 2007 Page 11-30

1. Definitions
ACARS - Aircraft Communications Addressing and Reporting

System
MU - Management Unit; the ACARS processor unit
OOOI - Out, Off, On, In. Four aircraft movement events which
ACARS automatically monitors and reports.
Uplink - A message from the ground network to the aircraft. Usu-

ally originates from the airline host computer and can be mes-
sages for display on the IDU or MCDU, for automatic printing on
the cockpit printer, or for use by ACARS or another system.
Downlink - A message from the MU or another system to the

ground, generated either automatically or by crew action.
VHF3 or VHF-C - The center or No. 3 VHF radio which is used by

ACARS for VHF transmissions.
2. Restrictions of Use
ACARS depends on the use of VHF3 for proper VHF communica-

tions. If either VHF3 or its associated control panel is not func-
tional, ACARS will be unable to communicate with the ground.
ACARS is not able to communicate with the ground systems while

the aircraft is out of VHF radio range. Such a condition (NOCOM)
is indicated on the MCDU while the condition exists. Any downlink
messages generated during NOCOM will be stored for downlink
when communications have been reestablished.
REV. 3, 01 OCT 2007 Page 11-31

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:
x Cabin Management System (CMS)

x Flight Management Computers (FMC)
x Central Maintenance Computer (CMC)
x Devices and switches generating discrete type data
x Digital Flight Data Acquisition Unit (DFDAU)
x Event Sensors, OOOI (Out, Off, On, and In)
ACARS also connects aircraft data systems for ground-to-air (uplink)

data messages as follows:
x Cabin Management System (CMS)

x Digital Flight Data Acquisition Unit (DFDAU)
x Flight Management Computers (FMC)
x Remote indicators such as lights, chimes or displays
x Clock
x Printer (PTR)
x Central Maintenance Computer (CMC)
REV. 3, 01 OCT 2007 Page 11-32

Other ACARS functions include the following:
x Data mode to voice mode changeover

x Frequency changeover (automatic or operator initiated)
x GMT (UMT) update
x Voice mode to data mode changeover (operator initiated)
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.
When the downlink message is accepted, the ground station sends an

acknowledgement (ACK) to the aircraft. If an ACK is not received, the
MU will automatically repeat the OUT message up to three times to
receive an ACK. When the ground station receives a satisfactory
message, it transmits an ACK and routes the message to the airline host
computer for processing.
If no response has been received after the third attempt, a NOCOM
advisory will be displayed on the MCDU to advise that the message was
not delivered and the message is stored in MU memory for downlink at
another time.
REV. 3, 01 OCT 2007 Page 11-33

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 basic system consists of an MU and an MCDU.

A. Multi-function Control Display Unit (MCDU)
(See Figure 3)
Operation of the MCDU is provided by the MU and DFDAU through

the ACARS and DEFDARS systems, respectively. Menus can be
selected for activating data entry displays, requests, messages and
reports.
B. Management Unit (MU)

(See Figure 4)
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.
Figure 3. Multi-function Figure 4. Management

Control and Display Unit Unit
REV. 3, 01 OCT 2007 Page 11-34

4. System Maintenance
The principal basis for operator maintenance of the ACARS system is by

operator response on the MCDU to an MU FAIL advisory. Selecting the
MU FAIL advisory activates the SYSTEM STATUS display. On the
SYSTEM STATUS display, if a malfunction is detected by the MU self-
test, the word FAIL will be spelled out above "MU." A suggested
procedure is to notify the ground crew immediately and record the failure
in the Maintenance Log.
When an aircraft exhibits excessive ACARS NO COMM indications while
away from the gate, while in flight, or if the MCDU indicates NO COMM
consistently after repeated Link Tests in the Data mode at several
stations, replace the VHF transceiver and perform a Link Test with the
system operating in the Data Mode.
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.
REV. 3, 01 OCT 2007 Page 11-35

Section III
MCDU OPERATION
1. Multi-function Control and Display Unit
Figure 5. Multi-function Control Display Unit Front Panel
REV. 3, 01 OCT 2007 Page 11-36

A. Controls and Indicators

(See Figure 5 and Table 1)
The Multi-function Control Display Unit (MCDU) controls and

indicators are shown and described in Figure 5 and Table 1.
Table 1. Multi-function Control Display Unit Controls and Indicators

Index Control or
No. Indicator Description Function
1 Display The display shows the various menus and
data displays of the system.
2 Line select The twelve line select keys are used to select
pushbutton options which are displayed on the various
keys menus and data displays of the system.
When an option is desired, press the key
next to that function. The display will change
to the selected submenu or data display.
3 BRT Brightness The BRT is a brightness control knob for the
adjustment CRT so that the display intensity can be
knob varied to suit the cabin lighting conditions.
4 MSG Annunciator These annunciator lamps are not used in
OFST lamps conjunction with the ACARS system.
DSPY
FAIL
5 CLR Clear key If a message is displayed in the scratchpad,
pressing and releasing this key clears the
message. If another message is stored
below the current one in the message stack,
that message will then be displayed. If the
scratchpad contains data currently being
entered, pressing the CLR key clears the last
character entered. Holding the CLR key
down for one second clears the entire
scratchpad.
6 / Slash key Used to separate two data fields on a display
which use the same line select key.
Alphanumeric data followed by a slash
enters the left data field; data preceded by a
slash enters the right data field.
Alphanumeric data without a slash enters the
data field closest to the line select key.
REV. 3, 01 OCT 2007 Page 11-37

Table 1. Multi-function Control Display Unit Controls and Indicators (continued)

Index Control or
7 DEL Delete key The Delete key is used for deletion of data
under the following rules:
1) Pressing the DEL key will write DELETE
into the scratchpad, if empty.
2) Subsequent selection of a line select key
will cause the adjacent data field to be
cleared or to revert back to its default or
computed value. DELETE is then removed
from the scratchpad.
3) If deletion of the data is not permitted,
INVALID DELETE appears in the scratchpad.
4) If a line select key is pressed, for which
there is no data field, DELETE will remain in
the scratchpad and no action will occur.
5) Pressing the CLR key after the DEL key
will clear the scratchpad and cancel the
deletion process.
6) The DEL key will not function unless the
scratchpad is clear, it must be cleared using
the CLR key.
8 SP Space key When entering any alphanumeric information,
pressing this key will insert a single blank
space, as between words for example
9 Alpha This keypad is used to enter letters of the
keypad alphabet.
10 +/- + / - key Recognized as a minus sign only. Data
entered without first pressing the + / - key is
assumed to be positive.
11 Numeric This keypad is used to enter numerals, the
keypad decimal point (period), or a minus sign.
12 Function There are 15 Function and Mode keys on the
and mode front of the MCDU. These keys are used to
keys control the operation of airborne subsystem.
For ACARS, only two of these keys are
functional. The remaining keys are not used.
The two functional keys are:
NEXT 1) NEXT PAGE - Used to go to the next
PAGE page in cases where there are more than
one page of data.
PREV 2) PREV PAGE - Used to go to the previous
PAGE page in cases where there are more than
one page of data.
REV. 3, 01 OCT 2007 Page 11-38

Table 1. Multi-function Control Display Unit Controls and Indicators (continued)

Index Control or
13 scratchpad Scratchpad The scratchpad is used to enter data via
the keypad(s).
14 Advisory Refer to Table 7.
15 XXXXX* Function Present only on certain displays. May
indicate either SEND* OR PRINT*.
When SEND* is present, pressing the
adjacent line select key sends a
downlink transmission of the indicated
message. When PRINT* is present,
pressing the adjacent line select key
sends the displayed message or report
to the printer.
16 <ACARS MENU Function Pressing this line select key causes the
display to return to the main menu.
B. Entering Data or Text Information Using the MCDU
Alphanumeric information can be entered using the keypads on the

MCDU. Whenever an alpha or numeric key is pressed, the letter or
numeral entered is echoed in the scratchpad at the bottom of the
MCDU screen. Information to be entered is either documentary data
or free text. Both are entered in the same way, one line at a time.
To enter alphanumeric information, press the letter or numeral keys,

as appropriate, to enter the desired data for one line of information.
Everything entered will be echoed in the scratchpad. When the
information entered is correct, press the line select key adjacent to
the particular data (or text) field into which you want to enter the
information. The data will then be transferred to that line or field and
the scratchpad will blank. You can then enter information for the
next data field or text line.
If you make a mistake, press the CLR key to clear the scratchpad;
then begin the entry line again.
C. Advisories, Entry Error Messages and Alert Messages

(See Tables 2-4)
1. Advisories
Advisories are displayed in the scratchpad unless they are

status indicators. Advisories generally denote status and are the
lowest priority message to be displayed on the scratchpad.
Data, Error or Alert messages have priority and an advisory will
REV. 3, 01 OCT 2007 Page 11-39

not be displayed if any of these are present, but will be placed in

a stack above other advisories. Once all higher priority
messages have been cleared, the advisory message will
display. If a new advisory is generated while an older one is
displayed, the old one is placed in the stack above any other
advisories.
Scratchpad advisories can be cleared by pressing the CLR key

or when the circumstance which generated the advisory no
longer exists. Data cannot be entered while an advisory is on
the scratchpad. The advisory must first be cleared.
Table 2. Advisory Messages

Advisory Description
UTC UPDATED SET: When UTC update is received via uplink
CLEARED: When CLR key is pressed
ACARS NOCOMM SET: When no air/ground link is available
including VHF, SATCOM, etc.
CLEARED: By CLR key or when any
communication link becomes available
VHF COMM AVAILABLE SET: When the VHF link becomes available
CLEARED: By CLR key or when VHF link not
available
SELECT PRIMARY FREQ SET: See Section IV, paragraph (TBD).
CLEARED: As above
SAT COMM AVAILABLE SET: When the satellite link becomes available
while in NO COMM
CLEARED: By CLR key, when satellite link not
available, or when VHF COMM AVAILABLE is set
2. Error Messages
Error messages denote an improper use of the MCDU. Error

messages have intermediate priority, higher than an advisory
but lower than an alert. If an alert message is displayed at the
time an error message is generated, the error message will not
be displayed. The error message will be placed in the stack
above any like or lower priority messages. When all alert
messages have been cleared, the error message(s) will display
ahead of any data or advisory messages. Individual error
messages can only be cleared while they are displayed on the
scratchpad.
REV. 3, 01 OCT 2007 Page 11-40

Scratchpad error messages can be cleared by pressing the

CLR key.
Table 3. Entry Error Messages

Error Message Description
BUFFER FULL SET: When the message selected cannot be sent
because the buffer for that file of messages is full
CLEARED: By pressing CLR key
FIELD LOCKED SET: When an attempt to enter data in a currently
locked field is made
INVALID ENTRY SET: When a disallowed attempt to enter data is
made
INVALID FORMAT SET: When an entered data format error exists
INVALID DELETE SET: When a disallowed attempt to delete data is
made
OUT OF RANGE SET: When an entered data range error exists
SELECT WX TYPE SET: When no WX type (METAR, TAF) is
selected and SEND key is pressed on WEATHER
page
CLEARED: By pressing CLR key or by selecting
WX type
3. Alert Messages
Alert messages have the highest priority in the scratchpad.

When an alert message is first generated it will always be
displayed. If there was any other text or message in the
scratchpad, that text or message will be placed onto the stack
ahead of other messages of the same priority. An alert message
can only be cleared manually while it is displayed.
Scratchpad alert messages can be cleared by pressing the CLR

key or when the circumstance which generated the alert
message no longer exists.
REV. 3, 01 OCT 2007 Page 11-41

Table 4. Alert Messages

Alert Message Description
INIT INCOMPLETE SET: When essential flight data have not been
entered or received by the OUT event
CLEARED: By pressing the CLR key, upon receipt
of the essential flight data, or at take-off
MESSAGE PRINTING SET: When printer starts actively printing an
ACARS uplink message
CLEARED: By pressing CLR key or 30 seconds
after printing starts
VOICE FREQ nnn.nnn SET: When an uplink SELCAL message is received
CLEARED: By pressing CLR key or by activation of
the voice go ahead
MESSAGE RECEIVED SET: When an uplink message is received
CLEARED: By pressing CLR key or when message
is displayed on MCDU
UTC DISCREPANCY SET: When the broadcast TIME data is not within
30 seconds of the entered UTC
CLEARED: By pressing the CLR key or when times
are within 30 seconds
xxx.... SET: When an uplink selcal VOX message is
received. The first 24 characters are displayed in
the scratchpad.
CLEARED: By pressing CLR key or by activating
the Voice go ahead
MU FAIL SET: When a failure is detected in the MU
PRINTER FAIL SET: When the printer status changes from
available to fail
CLEARED: By pressing CLR key, or when printer
status becomes available
LOADSHEET/NOTOC RECVD SET: When DCS unlink message is received
CLEARED: By pressing CLR key (causes
Loadsheet/NOTOC Acknowledgement page to
display)
ATC MESSAGE RECEIVED SET: When a valid ATC uplink message is received
CLEARED: By pressing CLR key or when message
is displayed on MCDU
ATC MESSAGE FAILED CRC SET: When an ATC uplink with an invalid CRC is
received
ATIS MESSAGE FAILED CRC Set: When an ATIS uplink message with an invalid
CRC is received
REV. 3, 01 OCT 2007 Page 11-42

C. MCDU Symbols and Indications
Data entry through the MCDU is requested by ACARS in several

ways. Data that ACARS requires to properly perform a function are
indicated by the display of boxes in the absence of a valid entry.
Functions such as downlink messages are normally inhibited until all
boxed data have been entered. Optional data are indicated by
displaying dashes.
Data obtained from the broadcast bus appear in lower case font.
Data obtained from the broadcast bus can usually be overwritten

manually, after which the data appear in upper-case font. After
manual entry, broadcast data are ignored until the manually entered
data are deleted or cleared. Automatically calculated data by the
ACARS MU are also indicated by lower-case font and typically can
be manually overwritten.
REV. 3, 01 OCT 2007 Page 11-43

Section IV
USING THE ACARS SYSTEM

The various system functions are accessed through a series of menus and
submenus which can be selected to further activate display functions or
other menus. Each menu item or function is activated by pressing the key
immediately to the left or right of that item.
1. MENU
(See Figure 6) MENU
When the system is first

powered up, the MCDU ACARS
displays the System Main
MENU, which may provide
access to other functions in
addition to ACARS. To select
either ACARS or any other
function, press the key
adjacent to the appropriate Figure 6. System Main Menu
menu item.
2. ACARS MENU
(See Figure 7 and Table 5) ACARS MENU
[Activated by pressing 1
<PRE-FLIGHT
<ACARS line select key on 2
MENU] <IN-FLIGHT
3
<OOOI TIMES
The ACARS MENU is the 4
<MESSAGES
starting menu through which 5
all ACARS functions are <MISCELLANEOUS
accessed.
ACARS MENU selections are
Figure 7. ACARS MENU
presented in this manual as
follows:
REV. 3, 01 OCT 2007 Page 11-44

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
Table 5. ACARS MENU Controls and Indicators

Index
No. Control or Indicator Function
1 <PRE-FLIGHT When pressed, displays the PRE-FLIGHT MENU.
See Figure 9. This menu is used to call up functions
that are related to pre-departure activities.
2 <IN-FLIGHT When pressed, displays the IN-FLIGHT MENU. See
Figure 13. This menu is used to call up functions that
are normally used during flight.
3 <OOOI TIMES When pressed, activates the CURRENT OOOI
display. See Figure 15. This display is used to
display data related to Out, Off, On and In events.
4 <MESSAGES When pressed, activates the RCVD MSG LIST. See
Figure 16. This display lists the titles of all received
messages.
5 <MISCELLANEOUS When pressed, displays the MISCELLANEOUS
MENU. See Figure 17. This menu is used to call up
less frequently used functions.
REV. 3, 01 OCT 2007 Page 11-45

3. ACARS Menu Selections
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
Figure 8. ACARS Menu, Submenu and Data Entry Display Hierarchy
REV. 3, 01 OCT 2007 Page 11-46

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
Table 6. PRE-FLIGHT MENU Controls and Indicators

Index
No. Control or Indicator Function
1 <INITIALIZATION When pressed, activates the INITIALIZATION
display. See Figure 10. All initialization
information is displayed on the
INITIALIZATION display. Initialization data
may be changed prior to take-off, if necessary,
via manual entry from the INITIALIZATION
display.
2 <LOADSHEET/NOTOC When pressed, activates the
LOADSHEET/NOTOC REQUEST display. See
Figure 11. This display is used to submit a
Loadsheet or NOTOC request.
3 <UTC AUTO UPDATE When pressed, activates the UTC AUTO
UPDATE display. See Figure 12. This display
is used to submit a request for automatic
update of the UTC clock.
4 <UTC MANUAL UPDATE When pressed, activates the UTC MANUAL
UPDATE display. See Figure 13. This display
allows for manual update of the UTC clock.
5 <WEATHER REQUEST When pressed, activates the WEATHER
REQUEST display. See Figure 14. This
display is used to submit a request for weather
information, or to send a Hijack message.
6 <MENU When pressed, returns to the ACARS MENU.
REV. 3, 01 OCT 2007 Page 11-47

5. INITIALIZATION Documentary Data Entry Display

(See Figure 10)
[Activated by pressing INITIALIZATION
<INITIALIZATION line select FLT NO/DAY FTI
nnnna/dd hhmm
key on PRE-FLIGHT MENU DEP DES
before the aircraft has left the aaaa aaaa
DATE FOB
ground] ddmm nnn.n
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
On MCDU, on PRE-FLIGHT MENU, press <INITIALIZATION line

select key to activate the INITIALIZATION data entry display.
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.
1. As necessary, enter numbers for the flight number and day

(FLT NO/DAY) into the scratchpad. (The flight number entry
must include 1 to 4 numeric characters, and can be followed by
an optional alpha character. The field will be padded with
leading zeros.) When the correct flight number and day have
been entered in the scratchpad, press the FLT NO/DAY key to
transfer information from the scratchpad into the FLT NO/DAY
field.
REV. 3, 01 OCT 2007 Page 11-48

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.
2. In a similar manner as in the previous step, enter data as

necessary for flight time (FTI), departure (DEP), destination
station (DES), UTC date (DATE) and fuel on board (FOB).
NOTE: Fuel on board may be entered manually only if

broadcast data is absent (manual entry is not accepted if
broadcast data is present). Fuel on board is entered in
thousands of kilograms, up to 999.9 maximum.
3. When all the initialization information shown is correct, press the

SEND* line select key to queue the report for downlink
transmission. The status shown in the area above this key
reflects the status of the last message queued from this display.
4. When completed, press the <MENU line select key to return to

the PRE-FLIGHT MENU.
REV. 3, 01 OCT 2007 Page 11-49

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.
B. Press the LOADSHEET or NOTOC line select key, as desired. The

two options are mutually exclusive. The <sel> prompt displays next
to the current selection. Pressing a key repeatedly will toggle it on
and off.
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.
E. When an uplink message LOADSHEET/NOTOC

ACKNOWLEDGEMENT
is received that contains
the message I.D. DCS,
the LOADSHEET/NOTOC *OK LOADSHEET <sel>
advisory displays. Clear- *OK NOTOC <sel>
ing this advisory calls up
the LOADSHEET/NOTOC
ACKNOWLEDGEMENT ********
page (see Figure 11B). <MENU SEND*
This page is used to scratchpad
acknowledge receipt of Figure 11B. LOADSHEET/NOTOC
the Loadsheet/Notoc ACKNOWLEDGEMENT
message.
REV. 3, 01 OCT 2007 Page 11-50

F. Press the OK LOADSHEET or OK NOTOC line select key as

appropriate. The two keys are mutually exclusive. The <sel> prompt
displays next to the current selection. Pressing a key repeatedly will
toggle it on and off.
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.
REV. 3, 01 OCT 2007 Page 11-51

7. UTC AUTO UPDATE

UTC AUTO UPDATE
(See Figure 12A)
[Activated by pressing <UTC CURRENT UTC
hh:mm:ss
AUTO UPDATE line select OLD UTC hh:mm:ss
NEW UTC hh:mm:ss
key on PRE-FLIGHT MENU]
The UTC AUTO UPDATE
page is used to request a UTC
update from the ground. ********
<MENU UPDATE*
Alternately, the UTC may be
updated manually through the scratchpad
UTC MANUAL UPDATE Figure 12A. UTC AUTO UPDATE
display (see paragraph 8).
NOTE: The UTC clock can be updated only while the aircraft is in the
gate.
A. On MCDU, on PRE-FLIGHT MENU, press <UTC AUTO UPDATE

line select key to activate the UPDATE display. The CURRENT UTC
field shows the current UTC running clock. The OLD UTC and NEW
UTC fields initially display dashes: i.e., --:--:--.
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. When the UTC uplink message is received, the current UTC is

frozen and stored in the OLD UTC field. The uplinked UTC is frozen
in the NEW UTC field, and the CURRENT UTC running clock is
updated with the new UTC, and continues to run.
D. Press the <MENU line select key to return to the PRE-FLIGHT

MENU.
NOTE: If UTC AUTO

UPDATE is selected while CURRENT UTC
hh:mm:ss
the aircraft is not in the
gate, the UTC Display
page is activated (see
Figure 12B). This page
shows the CURRENT <MENU
UTC.
scratchpad
Figure 12B. UTC Display Page
REV. 3, 01 OCT 2007 Page 11-52

8. UTC MANUAL UPDATE

(See Figure 13A) UTC MANUAL UPDATE
[Activated by pressing <UTC CURRENT UTC
MANUAL UPDATE line select hhmm
key on PRE-FLIGHT MENU]
The UTC MANUAL UPDATE
page is used to enter a
manual update to the UTC
clock. Alternately, the UTC <MENU
may be updated automatically scratchpad
through the UTC AUTO
Figure 13A. UTC MANUAL UPDATE
UPDATE display (see
paragraph 7).
NOTE: The UTC clock can be updated only while the aircraft is in the
gate.
A. On MCDU, on PRE-FLIGHT MENU, press <UTC MANUAL
UPDATE line select key to activate the UTC MANUAL UPDATE
display. The CURRENT UTC field shows the current UTC running
clock, updated once per second.
B. Enter the new UTC in the scratchpad. The CURRENT UTC is
updated with the entered value, with seconds zeroed, and continues
to run. A Clock Update Advisory message is downlinked to report
the manual clock change.
NOTE: The new UTC is checked for validity (hh<24, mm<60) when
entered. If the new UTC is not valid, the CURRENT UTC remains
unchanged, and the message INVALID FORMAT displays.
C. Press the <MENU line
select key to return to the
PRE-FLIGHT MENU. CURRENT UTC
hh:mm:ss
NOTE: If UTC AUTO
UPDATE is selected while
the aircraft is not in the
gate, the UTC Display
page is activated (see <MENU
Figure 13B). This page scratchpad
shows the current UTC.
Figure 13B. UTC Display Page
REV. 3, 01 OCT 2007 Page 11-53

9. WEATHER REQUEST WEATHER REQUEST

(See Figure 14 and Table 7) 1 STATION 3
[Activated by pressing aaaa <sel> METAR*
4
<WEATHER REQUEST line <sel> TAF*
select key on PRE-FLIGHT
MENU or IN-FLIGHT MENU] 5
6
The WEATHER REQUEST 2 7
********
page is used to request a <MENU SEND*
variety of weather information scratchpad
reports via ACARS uplink, and
Figure 14. WEATHER REQUEST
provides a means of sending a
Hijack message.
A. On MCDU, on PRE-FLIGHT MENU or IN-FLIGHT MENU, press

<WEATHER REQUEST line select key to activate the WEATHER
REQUEST display.
B. Verify the correct airport identifier code is shown in the STATION
field. If no code is present, or if a different station is desired, enter
the desired code into the scratchpad, then press the STATION line
select key.
NOTE: Prior to the OFF event, the STATION field defaults to the
departure station. After the OFF event, the STATION field defaults
to the destination station. This field can be changed to any station
without affecting the departure or destination stations.
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.
REV. 3, 01 OCT 2007 Page 11-54

Table 7. WEATHER REQUEST Controls and Indicators

Index
No. Control or Indicator Description
1 STATION The airport station identifier code for which
aaaa weather is being requested. Auto-filled with either
the departure station (prior to OFF event) or
destination station (after OFF event). Can be
manually overwritten without affecting departure or
destination stations. Manual entry of three or four
alpha characters is accepted.
2 <MENU When pressed, returns to the PRE-FLIGHT MENU
or IN-FLIGHT MENU, as appropriate.
3 METAR* When pressed, toggles the <sel> indicator for the
METAR* line on or off. When <sel> indicator is on
at the time the SEND* key is pressed, a request
for local weather information at the airport shown
in the STATION field is included in the Weather
Request message.
4 TAF* When pressed, toggles the <sel> indicator for the
TAF* line on and off. When <sel> indicator is on at
the time the SEND* key is pressed, a request for
Terminal Area Forecast at the airport shown in the
STATION field is included in the Weather Request
message.
5 Unmarked key Pressing both of these keys in succession (either
order) and then immediately pressing the SEND*
key downlinks a Hijack message. No Hijack
6 Unmarked key message will be sent if any other key is pressed
after these keys.
7 SEND* When pressed, downlinks the Weather Request
and/or Hijack message.
REV. 3, 01 OCT 2007 Page 11-55

10. AIR TRAFFIC CONTROL AIR TRAFFIC CONTROL

CLEARANCE REQUEST
CLEARANCE REQUEST
MENU 1
(See Figure 15 and Table 8) <DEPARTURE
2
[Activated by pressing <ATC <OCEANIC
line select key on PRE-
FLIGHT MENU]
3
The AIR TRAFFIC CONTROL <MENU
CLEARANCE REQUEST
MENU provides access to Air Figure 15. AIR TRAFFIC CONTROL
Traffic Control functions. CLEARANCE REQUEST Menu
Table 8. AIR TRAFFIC CONTROL CLEARANCE REQUEST MENU

Controls and Indicators
Index
1 <DEPARTURE When pressed, activates the DEPARTURE CLX
REQUEST display. See Figure 16. This page is
used to enter data for the Departure Clearance
Request message.
2 <OCEANIC When pressed, activates the OCEANIC CLX
REQUEST display. See Figure 17. This page is
used to enter data for the Oceanic Clearance
Request Message.
3 MENU When pressed, returns to the PRE-FLIGHT
MENU.
REV. 3, 01 OCT 2007 Page 11-56

11. DEPARTURE CLX REQUEST Data Entry Display

[Activated by pressing
<DEPARTURE line select key DEPARTURE CLX REQUEST
1 ATC STA ATIS 5
on AIR TRAFFIC CONTROL xxxxxxx a
CLEARANCE REQUEST 2 DEP DES 6
aaaa aaaa
menu] 3 GATE CALLSIGN 7
xxxxx xxxxxxx
4 REMARKS
The DEPARTURE CLX xxxxxxxxxxxxxxxxxxxxxxxx
REQUEST page is used to
enter data for the Departure 9 ******** 8
Clearance Request message. <MENU SEND*
All data fields on this page scratchpad
(except REMARKS) are Figure 16. DEPARTURE CLX
mandatory. Boxes are REQUEST Data Entry Display
displayed in empty data fields.
A. On MCDU, on AIR TRAFFIC CONTROL CLEARANCE REQUEST
menu, press <DEPARTURE line select key to activate the
DEPARTURE CLX REQUEST display.
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: If any mandatory fields are empty when SEND* is selected,

the message will not be sent.
D. Press the <MENU key to return to the AIR TRAFFIC CONTROL

CLEARANCE REQUEST menu.
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.
REV. 3, 01 OCT 2007 Page 11-57

Table 9. DEPARTURE CLX REQUEST Data Entry Display

Index
No. Item Description
1 ATC STA The ATC station identifier code. The default is the
xxxxxxx DEP station from the INITIALIZATION display. May
be overwritten manually by entry of 3, 4 or 7
alpha/numeric characters. This is the address to
which the message will be sent by the service
provider.
2 DEP The departure station. The default is the DEP
aaaa station from the INITIALIZATION display (if it is a
4-character ICAO airport code). Manual entry of
four alpha characters is accepted. Information
entered will be copied to the INITIALIZATION page.
3 GATE The current gate number. Manual entry of 1 to 5
xxxxx alphanumeric characters is accepted.
4 REMARKS Any other information to be included in the request
message. Manual entry of up to 24 characters is
accepted. Any character available on the MCDU
keyboard may be entered.
5 ATIS The ATIS identifier. Manual entry of a single
a alphabetic character is accepted.
6 DES The destination station. The default is the DES
aaaa station from the INITIALIZATION display (if it is a
4-character ICAO airport code). Manual entry of
four alpha characters is accepted. Information
entered will be copied to the INITIALIZATION page.
7 CALLSIGN The callsign for the aircraft (normally the ICAO flight
xxxxxxx number). The default is the 3-letter airline code
followed by the numeric portion of the flight number
(without leading zeros). Manual entry of seven
alphanumeric characters is accepted.
8 SEND* When pressed, downlinks the Departure Clearance
Request message.
9 <MENU When pressed, returns to the AIR TRAFFIC
CONTROL CLEARANCE REQUEST menu.
REV. 3, 01 OCT 2007 Page 11-58

12. OCEANIC CLX REQUEST Data Entry Display

(See Fig. 17 and Table 10)
[Activated by pressing OCEANIC CLX REQUEST
<OCEANIC line select key on 1 ATC ADDRESS MACH 5
AIR TRAFFIC CONTROL 2 *PIKCLXS SHANWICK .nn
ENTRY POINT FL 6
CLEARANCE REQUEST xxxxxxxxxxx xxx
3 TIME CALLSIGN 7
menu] hhmm xxxxxxx
4 REMARKS
The OCEANIC CLX xxxxxxxxxxxxxxxxxxxxxxxx
REQUEST page is used to 8
9 ********
enter data for the Oceanic <MENU SEND*
Clearance Request message. scratchpad
All data fields on this page
(except REMARKS) are Figure 17. OCEANIC CLX REQUEST
Data Entry Display
mandatory. Boxes are
displayed in empty data fields.
A. On MCDU, on AIR TRAFFIC CONTROL CLEARANCE REQUEST
menu, press <OCEANIC line select key to activate the OCEANIC
CLX REQUEST display.
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
NOTE: If any mandatory fields are empty when SEND* is selected,

the message will not be sent.
D. Press the <MENU key to return to the AIR TRAFFIC CONTROL

CLEARANCE REQUEST menu.
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.
REV. 3, 01 OCT 2007 Page 11-59

Table 10. OCEANIC CLX REQUEST Data Entry Display

Index
No. Item Description
1 ATC ADDRESS The ATC center identifier code (consisting of an
address and comment). The default is PIKCLXS
SHANWICK. Successive selection of the ATC
ADDRESS line select key will scroll through the
following selections:
PIKCLXS SHANWICK
YQXXRAC GANDER
REKCLXS ICELAND
SMACLXS S.MARIA
BOOCAYA BODO
(manual entry)
The (manual entry) prompt displays seven boxes.
Manual entry of 3, 4 or 7 alpha/numeric characters
is accepted. This is the address to which the
message will be sent by the service provider.
NOTE: The default menu listed above may be
replaced by receipt of an oceanic clearance
address uplink message. The menu may be reset to
the default by entering RESET at the (manual
entry) prompt.
2 ENTRY POINT The point of entry into oceanic airspace. Manual
xxxxxxxxxxx entry of up to 11 alphanumeric characters is
accepted. Data may be entered as
latitude/longitude (e.g., 55N010W) or waypoint
(e.g., CARPE).
3 TIME The requested time for clearance. Manual entry of
hhmm four numeric characters (in valid hhmm format) is
accepted.
4 REMARKS Any other information to be included in the request
message. Manual entry of up to 24 characters is
accepted. Any character available on the MCDU
keyboard may be entered.
5 MACH The requested cruise Mach number. Manual entry
.nn of up to two numeric characters is accepted.
6 FL The requested flight level. Manual entry of up to
xxx three numeric characters is accepted.
7 CALLSIGN The callsign for the aircraft (normally the ICAO flight
xxxxxxx number). The default is the 3-letter airline code
followed by the numeric portion of the flight number
(without leading zeros). Manual entry of seven
alphanumeric characters is accepted.
8 SEND* When pressed, downlinks the Oceanic Clearance
Request message.
9 <MENU When pressed, returns to the AIR TRAFFIC
CONTROL CLEARANCE REQUEST menu.
REV. 3, 01 OCT 2007 Page 11-60

13. IN-FLIGHT MENU IN-FLIGHT MENU

(See Figure 18 and Table 11) 1
<ETA/DIVERSION
[Activated by pressing <IN- 2
FLIGHT line select key on <MESSAGES
3
ACARS MENU] <WEATHER REQUEST
The PRE-FLIGHT MENU

provides access to functions 4
that are related to in-flight <MENU
activities.
Figure 18. IN-FLIGHT MENU
Table 11. IN-FLIGHT MENU Controls and Indicators

Index
1 <ETA/DIVERSION When pressed while airborne, activates the
ETA/DIVERSION Data Entry Display. See
Figure 14. This display is used to revise the
previously calculated or entered ETA or change
the Destination station.
2 <MESSAGES When pressed, activates the RCVD MSG LIST
display. See Figure 16. This page is used to
view messages received via uplink that are
intended for display.
3 <WEATHER REQUEST When pressed, activates the WEATHER
REQUEST display. See Figure 14. This display
is used to submit a request for weather
information, or to send a Hijack message.
REV. 3, 01 OCT 2007 Page 11-61

14. ETA/DIVERSION Data Entry ETA/DIVERSION

Display DIVERT TO ETA
(See Fig. 19A) aaaa hhmm
REASON
[Activated by pressing xx
<ETA/DIVERSION line select
key on IN-FLIGHT MENU]
The ETA/DIVERSION page is
used to revise the previously ********
<MENU SEND*
entered or calculated scratchpad
Estimated Time of Arrival, or
Figure 19A. ETA/DIVERSION Data
to change the current
Entry Display
Destination station.
A. On MCDU, on IN-FLIGHT menu, press the <ETA/DIVERSION line
select key to activate the ETA/DIVERSION display.
B. To enter a revised ETA:
1. The ETA field is initially set to a calculated value equal to FTI +

OFF Time.
2. Enter the revised Estimated Time of Arrival in the ETA field.

Manual entry of four numeric characters (in valid hhmm
format) is accepted.
C. To enter a new Destination station:
1. The DIVERT TO field initially contains information for the

current Destination station taken from the DES field on the
INITIALIZATION page.
2. Enter the desired Diversion station in the DIVERT TO field.

Manual entry of 3 to 4 alphabetic characters is accepted when
overwriting information in the DIVERT TO field.
3. Enter the reason code for the diversion in the REASON field.
Manual entry of up to two alphanumeric characters is accepted.
4. Enter a revised ETA as described in step B, above.
D. Press the SEND* line select key to queue the message for downlink
1. If a revised ETA was entered, but a new Destination station was

not entered, an ETA message is queued for downlink.
REV. 3, 01 OCT 2007 Page 11-62

2. If a new DIVERT TO station was entered, a Diversion message

is sent.
E. Press the <MENU key to return to the IN-FLIGHT MENU.
NOTE: If ETA/DIVERSION is ETA/DIVERSION

selected while the aircraft is
not airborne, the ETA/ AVAILABLE
ONLY WHILE
DIVERSION Invalid page is AIRBORNE
displayed (see Figure 19B).
<MENU
Figure 19B. ETA/DIVERSION Invalid
REV. 3, 01 OCT 2007 Page 11-63

15. CURRENT OOOI Display

(See Figure 20 and Table 12) CURRENT OOOI
1 UTC FLT NO. 5
[Activated by pressing <OOOI hhmm nnnna/dd
TIMES line select key on 2 DEP DES 6
aaaa aaaa
ACARS MENU] 3 OUT BLOCK TIME IN 7
hhmm hh:mm hhmm
4 OFF FLIGHT TIME ON 8
The CURRENT OOOI data hhmm hh:mm hhmm
display is used to display the
current UTC clock, flight
number, departure/destination <MENU
stations, time the aircraft left 11
the gate, time the aircraft left 10 9
the ground, time the aircraft
touched the ground, and time Figure 20. CURRENT OOOI Display
the aircraft entered the gate.
If the CURRENT OOOI display is activated following the IN event, but
prior to End-Of-Flight, displayed data applies to the flight just completed.
After End-Of-Flight data applies to the current flight. Fields for events
that have not yet occurred or for data not yet entered are filled with
dashes.
The CURRENT OOOI display is read only. Displayed values are
updated dynamically.
A. On MCDU, on ACARS MENU, press <OOOI TIMES line select key
to activate the CURRENT OOOI display.
B. Refer to Table 12 for descriptions of display fields.
C. Press the <MENU key to return to the ACARS MENU.
REV. 3, 01 OCT 2007 Page 11-64

Table 12. CURRENT OOOI Display Controls and Indicators

Index
1 UTC The current running UTC clock is displayed in this
hhmm field, in hhmm format.
2 DEP The current ICAO Departure station is displayed in
aaaa this field.
3 OUT OUT time (time the aircraft left the gate) is
hhmm displayed in this field.
4 OFF OFF time (time the aircraft left the ground) is
5 FLT NO The flight number/scheduled day are displayed in
nnnna/dd this field.
6 DES The current ICAO Destination station is displayed in
aaaa this field.
7 IN IN time (time the aircraft entered the gate) is
8 ON ON time (time the aircraft touched the ground) is
9 BLOCK TIME Aircraft time from OUT event to IN event.
hh:mm
10 FLIGHT TIME Running time the aircraft has been airborne during
hh:mm the current flight.
REV. 3, 01 OCT 2007 Page 11-65

16. MESSAGES RCVD MSG LIST 1/n

(See Figure 21A) ddhhmm
<xxxxxxxxxxxxxxxx
[Activated by pressing ddhhmm
<MESSAGES line select key <xxxxxxxxxxxxxxxx
ddhhmm
from ACARS MENU or IN- <xxxxxxxxxxxxxxxx
FLIGHT MENU] ddhhmm
<xxxxxxxxxxxxxxxx
ddhhmm
Uplink messages received are <xxxxxxxxxxxxxxxx
------------------------
available for either display or <MENU
print out. Received messages scratchpad
are stored in a queue which Figure 21A. RCVD MSG LIST
can hold a maximum of 20
messages. Messages are stored with the newest at the top of the queue.
A new message pushes previous messages down the queue. If the
queue is full, a new message causes the oldest message to be deleted.
Titles, consisting of the first 16 characters of each message are
displayed on the RCVD MSG LIST. A message that has never been
printed or displayed will have its title displayed in lowercase font. After
having been displayed or printed, the title appears in uppercase font.
The date/time included in the uplink message text header is displayed
above the title. The trailing character in the date/time appears if the time
shown is in UTC format (e.g. UTC = Z). If there are more than five
messages in queue, the upper-right corner of the display will indicate
more than one page (e.g. 1/2).
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:
Line 1: Title, sixteen characters

Line 2: Fixed text FROM and DTG
Line 3: Originator and Date/Time Group
REV. 3, 01 OCT 2007 Page 11-66

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
If the message is incomplete, the last line of the message will be

INCOMPLETE MESSAGE.
A. Procedure for Displaying and Printing Messages
(1) On MCDU, on ACARS MENU or IN-FLIGHT MENU, press

<MESSAGES line select key.
(2) On RCVD MSG LIST display, press the line select key for any
message. The selected message will be displayed.
(3) If a displayed message is on more than one message page,

press the NEXT PAGE key to scroll through the message
pages.
(4) To print any displayed xxxxxxxxxxxxxxxx 01/nn

message, press the FROM DTG
aaaaaaa nnnnnn
PRINT* line select ------------------------
key on the Received xxxxxxxxxxxxxxxxxxxxxxxx
Message Display. xxxxxxxxxxxxxxxxxxxxxxxx
See Figure 21B. xxxxxxxxxxxxxxxxxxxxxxxx
xxxxxxxxxxxxxxxxxxxxxxxx
NOTE: If the current ------------------------
message shown on <MENU PRINT*
the Received Mes- scratchpad
sage Display is an Figure 21B. Received Message
uplink label A1 or A3 Display
message that has not
yet been acknowledged by the crew, the PRINT key is replaced
by an ACK key. Pressing the ACK key queues the associated
acknowledgement message for downlink, and the PRINT key
then replaces the ACK key for that message.
(5) When completed, press <MENU on the Received Message

Display to return to the RCVD MSG LIST. Press <MENU on the
RCVD MSG LIST to return to the ACARS MENU or IN-FLIGHT
MENU, as appropriate.
REV. 3, 01 OCT 2007 Page 11-67

17. MISCELLANEOUS MENU MISCELLANEOUS MENU

[Activated by pressing <RETURN TO FIELD
<MISCELLANEOUS line <FREE TEXT MESSAGE
select key on ACARS MENU] <ATIS REQUEST
The MISCELLANEOUS MENU

is used to access less <TRAINING FLIGHT
frequently used functions. <MENU MAINTENANCE>
Figure 22. MISCELLANEOUS MENU
Table 13. MISCELLANEOUS MENU Controls and Indicators

Index
1 <RETURN TO FIELD When pressed, activates the RETURN TO
FIELD display. See Figure 23A. This display is
used to send a Return to Field message.
2 <FREE TEXT MESSAGE When pressed, activates the FREE TEXT
message display. See Figure 24A. This display
is used to enter and downlink a free text
message.
3 <ATIS REQUEST When pressed, activates the ATIS REQUEST
display. See Figure 25. This display is used to
generate the ATIS Request message.
4 <TRAINING FLIGHT When pressed, activates the TRAINING
FLIGHT display. See Figure 26A. This display
is used to enter data associated with a training
flight.
6 MAINTENANCE> When pressed, activates the MAINTENANCE
MENU. See Figure 27. This menu is used to
call up maintenance functions.
REV. 3, 01 OCT 2007 Page 11-68

18. RETURN TO FIELD Display RETURN TO FIELD

(See Figure 23A)
[Activated by pressing REVISED DESTINATION
<RETURN TO FIELD line aaaa
select key on MISCEL-
LANEOUS MENU]
The RETURN TO FIELD page
is used to send a Return to <MENU ENTER*
Field message when the scratchpad
aircraft is returning to the
Figure 23A. RETURN TO FIELD
Departure station. Display
A. On MCDU, on MISCELLANEOUS MENU, press the <RETURN TO

FIELD line select key to activate the RETURN TO FIELD display.
The REVISED DESTINATION field displays the current Departure
station.
NOTE: Manual entry is not allowed on this page.
B. Pressing the ENTER* key causes the Departure station to be copied

as the Destination station to all associated displays in the system.
NOTE: No message is RETURN TO FIELD

generated when the AVAILABLE
ENTER* key is pressed. ONLY WHILE
AIRBORNE
The Return to Field
message is generated at
the next ON event.
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).
REV. 3, 01 OCT 2007 Page 11-69

19. FREE TEXT MESSAGE FREE TEXT 1/n

MSG DEST
(See Figure 24A)
[Activated by pressing <FREE *OPS <sel> <sel>MAINT*
MSG LINE-1
TEXT MESSAGE line select xxxxxxxxxxxxxxxxxxxxx
MSG LINE-2
key on MISCELLANEOUS xxxxxxxxxxxxxxxxxxxxx
MENU] MSG LINE-3
xxxxxxxxxxxxxxxxxxxxx
MSG LINE-4
The FREE TEXT Message xxxxxxxxxxxxxxxxxxxxx
********
page provides a means for <MENU SEND*
entering and downlinking a scratchpad
free text message via ACARS.
Figure 24A. FREE TEXT
A text message may be Message
comprised of up to 22 rows of
21 characters each.
A. On MCDU, on MISCELLANEOUS MENU, press FREE TEXT

MESSAGE line select key to activate the FREE TEXT display.
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.
D. In a similar manner as for FREE TEXT i/n

MSG LINE-n
line one, enter information *OPS <sel> <sel>MAINT*
for lines two through four MSG LINE-n
of the message. MSG LINE-n
MSG LINE-n
E. If the message contains xxxxxxxxxxxxxxxxxxxxx
more than three lines, MSG LINE-n
press the NEXT PAGE ********
<MENU SEND*
key to display the FREE
scratchpad
TEXT Message Display,
Page 2. See Figure 24B. Figure 24B. FREE TEXT
Message Page 2
REV. 3, 01 OCT 2007 Page 11-70

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.
REV. 3, 01 OCT 2007 Page 11-71

20. ATIS REQUEST Message ATIS REQUEST

(See Figure 25) STATION TYPE
aaaa <sel> ARRIVAL*
[Activated by pressing <ATIS
REQUEST line select key on DEPARTURE*
MISCELLANEOUS MENU] UPDATE*
UPDATE OFF*
The ATIS REQUEST Message
page is used to enter ENROUTE*
********
information for the ATIS (Air <MENU SEND*
Traffic information Service) scratchpad
Request Message.
Figure 25. ATIS REQUEST
Message Page
A. On MCDU, on MISCELLANEOUS MENU, press the <ATIS

REQUEST line select key to activate the ATIS REQUEST page.
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.
NOTE: Prior to take-off, the default TYPE selection is

DEPARTURE. After take-off until end-of-flight, the default TYPE
selection is ARRIVAL.
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.
REV. 3, 01 OCT 2007 Page 11-72

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.
REV. 3, 01 OCT 2007 Page 11-73

21. TRAINING FLIGHT Data Entry Display

(See Figures 26A and 26B)
[Activated by pressing TRAINING FLIGHT 1/2
<TRAINING FLIGHT line STATION 1 STATION 2
aaaa aaaa
select key on MISCEL- LANDINGS LANDINGS
nn nn
LANEOUS MENU] TOUCH & GO TOUCH & GO
nn nn
The TRAINING FLIGHT page STOPS STOPS
nn nn
is used to enter data
pertaining to a training flight. ********
Data for up to three Stations <MENU SEND*
can be entered on this page. scratchpad
Figure 26A. TRAINING FLIGHT Data
Entry Display Page 1
A. On MCDU, on MISCEL-
LANEOUS MENU, press TRAINING FLIGHT 2/2
the <TRAINING FLIGHT STATION 3
line select key to activate aaaa
LANDINGS
the TRAINING FLIGHT nn
page. TOUCH & GO
nn
STOPS
nn
B. Enter the ICAO airport
identification code for ********
Station 1 in the STATION <MENU SEND*
1 field. Manual entry of 3- scratchpad
4 alphabetic characters is Figure 26B. TRAINING FLIGHT Data
accepted. Entry Display Page 2
C. Enter the number of landings for STATION 1 in the associated

LANDINGS field. Manual entry of up to two numeric characters is
accepted.
D. Enter the number of touch and gos for STATION 1 in the

associated TOUCH & GO field. Manual entry of up to two numeric
characters is accepted.
E. Enter the number of stops for STATION 1 in the associated STOPS

field. Manual entry of up to two numeric characters is accepted.
F. If necessary, enter the STATION 2 identification code, and

associated LANDINGS, TOUCH & GO and STOPS information, as
applicable, in a manner similar to that described above.
REV. 3, 01 OCT 2007 Page 11-74

G. If necessary, press the NEXT PAGE key to display the TRAINING

FLIGHT Data Entry Display Page 2, and enter the STATION 3
identification code, and associated LANDINGS, TOUCH & GO and
STOPS information, as applicable, in a manner similar to that
described above.
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.
REV. 3, 01 OCT 2007 Page 11-75

22. MAINTENANCE MENU MAINTENANCE MENU

(See Figure 27)
[Activated by pressing <DATA FREQUENCY
MAINTENANCE> line select <PROG ID/SENS STATE
key on MISCELLANEOUS <ACARS STATUS
MENU] <COMMUNICATIONS
The MAINTENANCE MENU is
used to activate maintenance <MENU
functions used by authorized
maintenance personnel. These
functions are not applicable to Figure 27. MAINTENANCE MENU
normal flight crew operations.
REV. 3, 01 OCT 2007 Page 11-76

Section 5 Location of Emergency Equipment
Section 5 Location of Emergency Equipment

A. CRJ200 Emergency Equipment Diagram
Cockpit (under CA Seat) Cockpit (under FO Seat)

1 Life Vest 1 Life Vest
Cockpit (behind CA Seat) Cockpit (Behind FO Seat)

1 PBE 1 Crash Axe
1 Flashlight 1 Halon Fire Extinguisher
1 Flashlight
Cockpit (Under ACM Jumpseat
Compartment) Cockpit
1 Life Vest Escape Hatch
1 Escape Rope
FA Control Panel
PA / Interphone Cockpit
Emergency Lights (next to CA, FO, ACM Seat)
1 Oxygen Mask each
FA Station Compartment L1
Demo Equipment
Under all Seats C in even rows
Extra Safety Information Cards
(except Emergency Exit row)
on aircraft right
FA Station Compartment L2 1 Infant Life Vest
First Aid Kit
Grab-and-Go Kit
FA Station Compartment L4 All Seats

1 PBE 1 Flotation Seat Cushion
1 Halon Fire Extinguisher Seat Back Placards
1 MRT Safety Information Card
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
Row 12CD (Behind Seat)

2 Halon Fire Extinguisher
Row 14 (Behind Seat)

Aft Lavatory Trash Receptacle
1 PBE
1 Fire Extinguisher
REV. 3, 01 OCT 2007 Page 11-77

Section 6 Flight with Landing Gear Down
Section 6 Flight with Landing Gear Down

A. General
1. The data in this section must be used when operating the
airplane with the landing gear fixed in the down position.
2. This section must be used in conjunction with the normal and
abnormal/emergency procedures in the POH.
B. Effects on Normal and Abnormal/Emergency Procedures
These procedures complement or supersede procedures con-
tained in the CRJ200 POH.
1. Chapter 2 Limitations
The limitations in Chapter 2 are applicable, except as modified
by the following:
a. Flight into known or anticipated icing conditions is not
permitted.
b. The maximum airspeed during flight is VLE (250 KIAS).
c. The Flap System must be fully operational.
d. Both main landing gears and nose landing gear must be
locked down with locking pins.
2. Chapter 9 Performance
The flight crew must obtain a flight release and performance
data which specify flight with gear down. AeroData calculates
MTOW, takeoff distance, climb gradient, obstacle clearance
requirements and MLW.
Required Flight Crew Action:
a. Takeoff Speeds (V1, VR, V2)
Add 2 knots to the takeoff speeds V1, VR, and V2.
b. Approach Climb Speed (VFTO)
The approach climb speed VFTO must be increased by 2
knots.
REV. 3, 01 OCT 2007 Page 11-78

Section 1 Doors (General) CRJ200 Fleet
Chapter 12
Differences
This chapter contains all the differences across Chautauqua Air-

lines fleet of aircraft. All differences are based off the original
CRJ200 aircraft.
Section 1 Doors (General) CRJ200 Fleet
Doors - General
REV. 3, 01 OCT 2007 Page 12-1

Section 2 Main Cabin Entry Door

Most aircraft in the Chautauqua fleet are equipped with the stan-
dard Phase III Main Cabin Entry Door. However a select few of the
CRJ200 aircraft have be retrofitted with a Phase IV Main Cabin
Entry Door. The following is a brief description of the primary
changes between the two doors. For more information on opera-
tion of the doors and characteristics of each refer to the Doors sec-
tion of the Bombardier CRJ200 FCOM, Volume 1.
Both doors incorporate integral stairs with a retractable lower step
and folding handrails. The door is hinged at the bottom and falls
outward and down when opened. Conversely they both close via
a powered assist system utilizing a DOOR ASSIST switchlight on
the forward flight attendant panel.
The position of the Main Cabin Door is posted in the cockpit on the
EICAS as either a Caution or Warning depending on the phase of
flight.
With the exception of a cover guard on the Phase III door and a
pull-in grip on the Phase IV door, the inside of the doors are virtu-
ally identical. The main difference is in the design and operation of
the exterior handle.
A. Phase III Main Passenger Door
The original Phase III Door is equipped with a handle that when
closed fits flush with the skin of the door in a recessed panel.
Push the outer handle trigger plate to eject the handle.
The Pressurization Flap will open.
Rotate the handle counterclockwise to the OPEN position
This disengages the latch pins and cams from the door fittings.
The door will fall downward gradually dampened by the counter-
balance mechanism.
REV. 3, 01 OCT 2007 Page 12-2

Phase III Main Passenger Door
REV. 3, 01 OCT 2007 Page 12-3

Phase III Interior Passenger Door Placards
REV. 3, 01 OCT 2007 Page 12-4

Phase III Exterior Passenger Door Placards
REV. 3, 01 OCT 2007 Page 12-5

B. Phase IV Main Passenger Door

The modified Phase IV Main Cabin Door operates on the same
latch/cam system as the Phase III door. The difference is the han-
dle on the exterior of the door. Instead of a handle which rotates,
the Phase IV cabin door utilizes a lever which is actuated by pull-
ing out and down.
Push in the outer handle push plate, grab the handle grip and
pull outward then downward.
The Pressurization Flap will open, latch pins and cams will
disengage, and the door will fall gradually into the open
position.
Both doors open internally by raising the lever on the right side of
the door and pulling upward.
REV. 3, 01 OCT 2007 Page 12-6

Phase IV Passenger Door
REV. 3, 01 OCT 2007 Page 12-7

Phase IV Interior Passenger Door Placards
REV. 3, 01 OCT 2007 Page 12-8

Phase IV Exterior Passenger Door Placards
REV. 3, 01 OCT 2007 Page 12-9

REV. 3, 01 OCT 2007 Page 12-10

Section 1 Symbols and Meanings
Chapter 13
Abbreviations and Acronyms

The following abbreviations may be used by flight compartment displays,
radio tuning units and flight management system or be found throughout
the manual. Some abbreviations may also appear in lower case letters.
Abbreviations having very limited usage are explained in the systems
chapters where they are used.
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
REV. 3, 01 OCT 2007 Page 13-1

ALIGN Aligning, alignment

ALPHA Alpha
ALT Altitude, Altimeter
ALT Altitude Hold (PFD/FD)
ALT CAP Altitude Capture (PFD/FD)
ALT HOLD Altitude Hold
ALTN Alternate
ALTS Selected Altitude Arm/Abort (PFD/FD)
AM Amplitude Modulation
AMB Ambient
AMP Amperes
ANNUN Annunciator
ANT Antenna
AOA Angle of Attack
AP Autopilot
APC Auxiliary Power Control
APP Approach
APPROX Approximately
APR Automatic Performance Reserve
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated
ARP Air Data Reference Panel
ASYM Asymmetrical
ATA Air Transport Association
ATC Air Traffic Control
Al-r Attitude
ATTD Attitude
ATTND Attendant
AUTO Automatic
AUTO BAL AUTO BAL
AUTO XFERAutomatic Transfer
AUX Auxiliary
AV Avionics
AVAIL Available
AZ Azimuth
B
B/AIR Bleed Air
B/C Back Course
B/CRS Back Course
B/LEAK Bleed Leak
BARO Barometric
REV. 3, 01 OCT 2007 Page 13-2

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
REV. 3, 01 OCT 2007 Page 13-3

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
REV. 4, 01 MAY 2008 Page 13-4

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
REV. 4, 01 MAY 2008 Page 13-5

ERP Eye Reference Position Datum

ESS Essential
ET Elapsed Time
ETA Estimated Time of Arrival
EVAC Evacuation
EXH Exhaust
EXTIN Extinguish(ed)
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
REV. 4, 01 MAY 2008 Page 13-6

GCS Ground Clutter Suppression

GCU Generator Control Unit
GE General Electric
GEN Generator
GLD Ground Lift Dumping
GMT Greenwich Mean Time
GND Ground
GPM Gallons Per Minute
GPWS Ground Proximity Warning System
GR Ground
GRAV Gravity
GRD Ground
GS Ground Speed
GUIDE Guidance
GW Gross Weight
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
REV. 4, 01 MAY 2008 Page 13-7

ICAO International Civil Aviation Organization

ICS Idle Corrected Speed
ID Identification
IDENT Identification
IDG Integrated Drive Generator
IFR Instrument Flight Rules
IGN Ignition
ILS Instrument Landing System
IM ILS Inner Marker
IMC lnstrument Meteorological Conditions
IMP Imperial
IN Inch, Inches
IN Hg Inches of Mercury
INBD Inboard
INCR Increase
IND Indication, Indicator
INFLT In Flight
INHlB Inhibit
INOP Inoperative
INPH Interphone
INSP Inspection
INST(S) Instrument(s)
INST, INSTRInstrument
INT Internal, Integral, Intersection
INTEG Integral
IRS Inertial Reference System
IRU Inertial Reference Unit
ISA International Standard Atmosphere
ISO International Standard Organization
ISOL Isolation, Isolated
ITT Engine, Inter Turbine Temperature (oC)
J
JAA Joint Aviation Authorities
K
K, KT, KTS Knots
kg(s) Kilogram(s)
kHz KiloHertz
KlAS Knots Indicated Airspeed
kPa Kilo Pascals
KW(s) KiloWatt(s)
REV. 4, 01 MAY 2008 Page 13-8

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
REV. 3, 01 OCT 2007 Page 13-9

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
REV. 3, 01 OCT 2007 Page 13-10

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
REV. 3, 01 OCT 2007 Page 13-11

OVTEMP Over Temperature

OXY, O2 Oxygen
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
REV. 4, 01 MAY 2008 Page 13-12

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
REV. 4, 01 MAY 2008 Page 13-13

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
SYMBOLS (See MISCELLANEOUS)
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
REV. 4, 01 MAY 2008 Page 13-14

TO, T/O Takeoff

TOL Tolerance
TRB, TURB Turbulence
TRK Track
TRM Trim
TRU Transformer Rectifier Unit
TT2 Engine Inlet Temperature
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
REV. 4, 01 MAY 2008 Page 13-15

WPT(s) Way point(s)

WS Second Segment Limited Weight
WSHLD Windshield
WX Weather
WXR Weather Radar
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
REV. 4, 01 MAY 2008 Page 13-16

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
REV. 6, 01 DEC 2008 Page INX-1

Index
APU Fire ......................................................................................... 6-39

APU Operation ................................................................................ 1-26
APU Shutdown ............................................................................. 4-116
APU Starting Sequence .................................................................. 4-18
ARMED ............................................................................................. 1-7
Audio Control Panel ........................................................................ 4-43
Autopilot .......................................................................................... 1-16
Autopilot Operation .................................................................. 1-9, 1-10
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
Chocking the Airplane .................................................................. 4-195

Circling Approach ......................................................................... 4-161
Circling Approaches ..................................................................... 4-161
Circuit Breaker Reset Procedure ...................................................... 6-3
Cleared to Start Check ................................................................... 4-56
Climb ............................................................................................ 4-111
Climb Check ................................................................................. 4-113
Climb Thrust ................................................................................. 4-112
Cockpit Coordination ...................................................................... 1-22
Cockpit Voice Recorder ....................................................... 4-38, 4-194
Company Related Communications ............................................... 1-19
COMPLETE ...................................................................................... 1-7
Configuration Changes ..................................................................... 1-7
Configuration Warning .................................................................... 5-10
Contaminated Runway ................................................................... 9-15
Controlled Flight Into Terrain (CFIT) .............................................. 6-41
Crew Coordination ............................................................... 1-18, 4-130
Crew Coordination during Control Transfer .................................... 1-18
Crew Resource Management (CRM) ............................................... 1-1
CRM ............................................................................................... 1-22
Crossing Runways ......................................................................... 1-23
Crossing Taxiways and Runways .................................................. 1-22
Crosswind Landing ....................................................................... 4-170
Crosswind Takeoff .......................................................................... 4-93
Cruise ........................................................................................... 4-117
CVR .............................................................................................. 4-194
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
Descent ......................................................................................... 4-120

Descent below Minimum Safe Altitude (MSA) or
Minimum Vectoring Altitude (MVA) ........................................ 4-132
Descent Planning Guide ............................................................... 4-120
Descent Speed Schedule ............................................................. 4-120
Discrepancies ............................................................................... 11-23
Display Reversionary Panel ............................................................ 4-38
Display/ARINC Fan Panel .............................................................. 4-44
DITCHING OR FORCED LANDING IMMINENT .............................. 5-7
DME .............................................................................................. 4-134
Do Verify ........................................................................................... 1-4
Double Engine Failure ...................................................................... 5-5
During Landing-Excessive Asymmetry or Loss of Braking ............. 5-10
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
Establishing Air Conditioning (APU Bleed Air) ............................... 4-19

Evacuation--Engine Fire on the Runway ........................................ 6-40
Expanded Checklist .......................................................................... 1-3
Exterior Inspection ..................................................................... 3-3, 4-2
Exterior Lights ....................................................................... 1-23, 1-24
External Lights Panel ..................................................................... 4-30
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
Loss of All AC Power ........................................................................ 5-8

Lower than Standard Takeoff ....................................................... 4-109
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
Visual Descent Point .................................................................... 4-133

Visual Descent Point (VDP) ......................................................... 4-133
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

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CRJ200

Incorporated bulletin POH200-08-06

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REV. 6, 01 DEC 2008 Page HGH-2

REVISION NUMBER DATE ENTERED YOUR INITIALS

REV. 3, 01 OCT 2007 Page ROR-1

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REV. 3, 01 OCT 2007 Page ROR-2

Manual Revision Status

Manual Revision Status

A. Airline Reservation System Listing/Entries

American Airlines Computer System (SABRE)

For Chautauqua N*RPREVISIONS

Delta Airlines Computer System (DELTAMATIC)

For Chautauqua G.RP*178

United Airlines Computer System (APOLLO)

For Chautauqua S*UAX/RPRP-MISC.P

US Airways Computer System (SABRE)

For Chautauqua N*JNREVISIONS

B. Through the Company Intranet

REV. 3, 01 OCT 2007 RST-1

Manual Revision Status

C. Email Status Report

REV. 3, 01 OCT 2007 RST-2

Operations Bulletin Summary Record

Operations Bulletin Summary Record

REV. 3, 01 OCT 2007 Page OBS-1

Operations Bulletin Summary Record

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REV. 3, 01 OCT 2007 Page OBS-2

Operations Bulletin Summary Record

Operations Bulletin Summary Record

C200-08-02 05-01-08 Enhancement to Takeoff Opera- 11/01/08 2-6, 4-89

C200-08-03 05-15-08 Aircraft Inadvertent Pressurization 11/01/08 2-35, 6-50

C200-08-04 05-27-08 Normal Checklist 11/01/08 3-6

C200-08-05 10-10-08 Crew Communications 11/01/08 4-87, 4-90

POH200-08-06 11-15-08 FA Before Takeoff Notification 12/01/08 4-90

REV. 5, 01 NOV 2008 Page OBS-3

Operations Bulletin Summary Record

REV. 3, 01 OCT 2007 Page OBS-4

List of Effective Pages

List of Effective Pages

FAA Approved This manual is FAA approved.

REV. 6, 01 DEC 2008 LEP-1

List of Effective Pages

Page Revision/Dated Page Revision/Dated

FAA Approved This manual is FAA approved.

REV. 6, 01 DEC 2008 LEP-2

List of Effective Pages

Page Revision/Dated Page Revision/Dated

FAA Approved This manual is FAA approved.

REV. 6, 01 DEC 2008 LEP-3

List of Effective Pages

Page Revision/Dated Page Revision/Dated

FAA Approved This manual is FAA approved.

REV. 6, 01 DEC 2008 LEP-4

List of Effective Pages

Page Revision/Dated Page Revision/Dated

FAA Approved This manual is FAA approved.

REV. 6, 01 DEC 2008 LEP-5

List of Effective Pages

Page Revision/Dated Page Revision/Dated