POH

UNCONTROLLED WHEN PRINTED Cover Page

PSA Airlines, Inc. CRJ PILOT OPERATING HANDBOOK

NAME BASE

CCN 5910021

UNCONTROLLED WHEN PRINTED

UNCONTROLLED WHEN PRINTED Preface Scope of This Manual

Preface-i 12 FEB 10

Scope of This Manual This CRJ Pilot Operating Handbook is issued by PSA Airlines, Inc. to flight crewmembers qualified on the aircraft and to other individuals and agencies whose duties make it necessary that material contained herein be available to them. It is the responsibility of such individual or agency to maintain this manual in a current condition. A Record of Revisions sheet is located in the front of this manual. After insertion of each revision, enter the Revision Date (opposite the proper Revision Number) and Initials of the individual inserting the revision. Certain changes to the manufacturer’s recommendations in operating technique and procedures have been made. This Pilot Operating Handbook is that portion of PSA Airlines, Inc.’s operating manual which can substitute for the FAAApproved Airplane Flight Manual as provided by FAR 121.141. Where the procedures differ from those in the FAAApproved Airplane Flight Manual, PSA Airlines, Inc. has determined that equivalent safety is provided by such alternate procedures and assumes ultimate responsibility for this determination. Flight crewmembers are expected to utilize the operating techniques and procedures outlined in this Pilot Operating Handbook. A Log of Current Pages is contained in the Pilot Operating Handbook, listing all pages and their current dates. This log may be used as a checklist provided that your manual is current through the last revision. Revision of subject material on a page is indicated by a vertical line encompassing the material, indicating addition, change, or deletion of material. Masculine pronouns used herein will include the feminine. Abnormal Operations. The FOM will provide guidance on checklist usage and methodology for handling the QRH. Errors and discrepancies should be brought to the attention of the Training or Technical Publications departments. Comments and suggestions to improve the contents of this and all PSA Airlines, Inc.’s manuals are solicited.

PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Preface-ii 12 FEB 10

Preface Scope of This Manual

Intentionally Left Blank


UNCONTROLLED WHEN PRINTED POH Revision 14 Overview Chapter Overviews

1

9 MAY 11

POH Revision 14 Overview The following is a list of the major changes contained herein. This list is not all encompassing, and pilots are responsible for all content contained in the revision. THIS OVERVIEW IS NOT PART OF THE REVISION AND MAY BE DISCARDED.

Chapters 3: — Incorporated POH Bulletin 01-10. — 3.16.1 - Clarified aircraft applicability

Chapters 4a and 4b: — Checklist — Made changes to use D for delayed engine start items (Before Start and After Start) — Changed wording for Flaps in taxi checklist to read indicating. This now matches the wording on the before landing checklist. — Changed the T/O config check to a verify item. — 4.2.4 - Added delayed engine start wording. — 4.5.1 - Made changes to the standard flight routine to allow better flow and operation of the checklist. Added statement for Sterile Cockpit in the taxi section. — Changed Hydraulic expanded to account for hydraulic pump 3b. (200 only) — Placed Crew O2 on the before start flow. Changed before start flow below the line to place emphasis on the normal start of the right engine only. Changed the after start flow and trigger. Removed the rudder and nosewheel steering from the flow to help enable the crews to perform some items while awaiting for the towbar to be removed. — Added taxi wording to show the use of "Parking Brake Released, Sterile Cockpit." — Added triggers, items, and pictures for the delayed start flows and checklists. — Adjusted the expanded wording for the Runway Heading on the before takeoff checklist. — Made adjustments for the approach preparation to account for the GPS waypoint identification. — Added thrust reversers to the before landing flow. — Clarified the wording for single engine taxi in procedures.


UNCONTROLLED WHEN PRINTED POH Revision 14 Overview Chapter Overviews

2

9 MAY 11



UNCONTROLLED WHEN PRINTED Revisions / LEPs Revision Log

1-1

9 MAY 11

Record of Revisions

Revision Number

Revision Date

Initials

Revision Number

1

27 OCT 03

PSA

24

2

12 MAR 04

PSA

25

3

15 NOV 04

PSA

26

4

25 MAY 05

PSA

27

5

14 APR 06

PSA

28

6

28 FEB 07

PSA

29

7

10 JUN 07

PSA

30

8

10 SEP 07

PSA

31

9

30 MAY 08

PSA

32

10

12 JAN 09

PSA

33

11

12 FEB 10

PSA

34

12

15 MAR 10

PSA

35

13

30 AUG 10

PSA

36

14

9 MAY 11

Initials

37

15

38

16

39

17

40

18

41

19

42

20

43

21

44

22

45

23

Revision Date

46 Follow revision instructions. For missing pages, please submit a Request for Publications Form Via CoMail to Tech Pubs, DAY / PHQ or Fax to 937-454-5340 (Forms are located in crew room or at www.psaairlines.net)


UNCONTROLLED WHEN PRINTED Revisions / LEPs Revision Log

1-2

9 MAY 11 Revision Number

Revision Date

Initials

Revision Number

47

69

48

70

49

71

50

72

51

73

52

74

53

75

54

76

55

77

56

78

57

79

58

80

59

81

60

82

61

83

62

84

63

85

64

86

65

87

66

88

67

89

68

90

Revision Date

Follow revision instructions. For missing pages, please submit a Request for Publications Form Via CoMail to Tech Pubs, DAY / PHQ or Fax to 937-454-5340 (Forms are located in crew room or at www.psaairlines.net)


Initials

UNCONTROLLED WHEN PRINTED Pilot Operating Handbook Transmittal Sheet Instructions

TS-i 9 MAY 11

Pilot Operating Handbook Transmittal Sheet

Instructions INSERT REVISION 14 DATED 9 MAY 11 INTO THIS MANUAL IN THE FOLLOWING MANNER: REMOVE

INSERT

Revisions/LEPs 1 thru 8 Same Chapter 3: Limitations i/ii and 23/24 Same Chapter 4a: Normal Procedures <-200> 200 Normal Checklist, i/ii, 1 thru 6, 17 thru 200 Normal Checklist, i/ii, 1 thru 6, 17 thru 20, 23/24, 29/30, 35 thru 66 20, 23/24, 29/30, 35 thru 68 Chapter 4b: Normal Procedures <-701> 701 Normal Checklist, i/ii, 1 thru 6, 9/10, 15 Same thru 18, 31 thru 58 Bulletins Tab Status Page A-10 Status Page A-11 Additional Instructions • Record insertion of this revision on the Revision Log (1-1). • Discard Revision 13 Transmittal Sheet.

• Note • Each manual holder is responsible for the care, maintenance and insertion of updated materials into this manual. • Note • If your revision included an acknowledgement sheet, please sign and return it to Technical Publications within 60 days. PLEASE KEEP THIS SHEET BEHIND THE WHITE REVISION LOG.


UNCONTROLLED WHEN PRINTED TS-ii 9 MAY 11

Pilot Operating Handbook Transmittal Sheet Instructions



UNCONTROLLED WHEN PRINTED List of Effective Pages Revisions / LEPs

1-3

9 MAY 11

List of Effective Pages This log of current pages uses one date to establish the current date of each chart. In checking the dates on the log of current pages against the dates on the charts, the listed date will always correspond to the most current date (latest) applicable date on the chart. If the log of current pages date matches the date on the front of the sheet, it is unnecessary to check the back date.

Title Page - CRJ Pilot Operating Handbook(front & back) UNDATED Preface

4 ................................REVISION 11.................... 12 FEB 10 5 ................................REVISION 13................... 30 AUG 10 6 ................................REVISION 12...................15 MAR 10

i................................. REVISION 11 ....................12 FEB 10 ii ............................... REVISION 11 ....................12 FEB 10

7 ................................REVISION 11.................... 12 FEB 10 8 ................................REVISION 11.................... 12 FEB 10

1. REVISIONS / LEPs TAB

9 ................................REVISION 11.................... 12 FEB 10

1................................ REVISION 14 .................... 9 MAY 11

10 ..............................REVISION 11.................... 12 FEB 10

2................................ REVISION 14 .................... 9 MAY 11

11 ..............................REVISION 11.................... 12 FEB 10

3................................ REVISION 14 .................... 9 MAY 11

12 ..............................REVISION 11.................... 12 FEB 10

4................................ REVISION 14 .................... 9 MAY 11

13 ..............................REVISION 13................... 30 AUG 10

5................................ REVISION 14 .................... 9 MAY 11

14 ..............................REVISION 11.................... 12 FEB 10

6................................ REVISION 14 .................... 9 MAY 11

15 ..............................REVISION 11.................... 12 FEB 10

7................................ REVISION 14 .................... 9 MAY 11

16 ..............................REVISION 11.................... 12 FEB 10

8................................ REVISION 14 .................... 9 MAY 11

17 ..............................REVISION 11.................... 12 FEB 10

2. GENERAL TAB 1................................ REVISION 11 ....................12 FEB 10 2................................ REVISION 11 ....................12 FEB 10 3................................ REVISION 11 ....................12 FEB 10 4................................ REVISION 11 ....................12 FEB 10 5................................ REVISION 11 ....................12 FEB 10 6................................ REVISION 11 ....................12 FEB 10

18 ..............................REVISION 11.................... 12 FEB 10 19 ..............................REVISION 11.................... 12 FEB 10 20 ..............................REVISION 11.................... 12 FEB 10 21 ..............................REVISION 11.................... 12 FEB 10 22 ..............................REVISION 11.................... 12 FEB 10 23 ..............................REVISION 14.................... 9 MAY 11 24 ..............................REVISION 14.................... 9 MAY 11

7................................ REVISION 11 ....................12 FEB 10 8................................ REVISION 11 ....................12 FEB 10 9................................ REVISION 11 ....................12 FEB 10 10.............................. REVISION 11 ....................12 FEB 10 3. LIMITATIONS TAB i................................. REVISION 14 .................... 9 MAY 11 ii ............................... REVISION 14 .................... 9 MAY 11 1................................ REVISION 11 ....................12 FEB 10 2................................ REVISION 11 ....................12 FEB 10 3................................ REVISION 11 ....................12 FEB 10



1-4

9 MAY 11 4a. NORMAL PROCEDURES (-200) TAB i .................................REVISION 14.................... 9 MAY 11 ii ................................REVISION 14.................... 9 MAY 11 Normal Checklist <-200> (front & back) .........................REVISION 13.................... 9 MAY 11 1 ................................REVISION 14.................... 9 MAY 11 2 ................................REVISION 14.................... 9 MAY 11 3 ................................REVISION 14.................... 9 MAY 11 4 ................................REVISION 14.................... 9 MAY 11 5 ................................REVISION 14.................... 9 MAY 11 6 ................................REVISION 14.................... 9 MAY 11 7 ................................REVISION 13................... 30 AUG 10 8 ................................REVISION 13................... 30 AUG 10 9 ................................REVISION 13................... 30 AUG 10 10 ..............................REVISION 13................... 30 AUG 10 11 ..............................REVISION 13................... 30 AUG 10 12 ..............................REVISION 13................... 30 AUG 10 13 ..............................REVISION 13................... 30 AUG 10 14 ..............................REVISION 13................... 30 AUG 10 15 ..............................REVISION 13................... 30 AUG 10 16 ..............................REVISION 13................... 30 AUG 10 17 ..............................REVISION 13................... 30 AUG 10 18 ..............................REVISION 14.................... 9 MAY 11 19 ..............................REVISION 13................... 30 AUG 10 20 ..............................REVISION 14.................... 9 MAY 11 21 ..............................REVISION 13................... 30 AUG 10 22 ..............................REVISION 13................... 30 AUG 10 23 ..............................REVISION 13................... 30 AUG 10 24 ..............................REVISION 14.................... 9 MAY 11 25 ..............................REVISION 13................... 30 AUG 10 26 ..............................REVISION 13................... 30 AUG 10 27 ..............................REVISION 13................... 30 AUG 10 28 ..............................REVISION 13................... 30 AUG 10 29 ..............................REVISION 13................... 30 AUG 10 30 ..............................REVISION 14.................... 9 MAY 11 31 ..............................REVISION 13................... 30 AUG 10 32 ..............................REVISION 13................... 30 AUG 10 33 ..............................REVISION 13................... 30 AUG 10 PSA Airlines, Inc. CRJ Pilot Operating Handbook

34.............................. REVISION 13 ...................30 AUG 10 35.............................. REVISION 14 ....................9 MAY 11 36.............................. REVISION 13 ...................30 AUG 10 37.............................. REVISION 13 ...................30 AUG 10 38.............................. REVISION 14 ....................9 MAY 11 39.............................. REVISION 14 ....................9 MAY 11 40.............................. REVISION 13 ...................30 AUG 10 41.............................. REVISION 13 ...................30 AUG 10 42.............................. REVISION 14 ....................9 MAY 11 43.............................. REVISION 14 ....................9 MAY 11 44.............................. REVISION 13 ...................30 AUG 10 45.............................. REVISION 14 ....................9 MAY 11 46.............................. REVISION 13 ...................30 AUG 10 47.............................. REVISION 14 ....................9 MAY 11 48.............................. REVISION 14 ....................9 MAY 11 49.............................. REVISION 14 ....................9 MAY 11 50.............................. REVISION 14 ....................9 MAY 11 51.............................. REVISION 14 ....................9 MAY 11 52.............................. REVISION 14 ....................9 MAY 11 53.............................. REVISION 14 ....................9 MAY 11 54.............................. REVISION 14 ....................9 MAY 11 55.............................. REVISION 14 ....................9 MAY 11 56.............................. REVISION 14 ....................9 MAY 11 57.............................. REVISION 14 ....................9 MAY 11 58.............................. REVISION 14 ....................9 MAY 11 59.............................. REVISION 14 ....................9 MAY 11 60.............................. REVISION 14 ....................9 MAY 11 61.............................. REVISION 14 ....................9 MAY 11 62.............................. REVISION 14 ....................9 MAY 11 63.............................. REVISION 14 ....................9 MAY 11 64.............................. REVISION 14 ....................9 MAY 11 65.............................. REVISION 14 ....................9 MAY 11


1-5

9 MAY 11

66.............................. REVISION 14 .................... 9 MAY 11

30 ..............................REVISION 13................... 30 AUG 10

67.............................. REVISION 14 .................... 9 MAY 11

31 ..............................REVISION 14.................... 9 MAY 11

68.............................. REVISION 14 .................... 9 MAY 11

32 ..............................REVISION 13................... 30 AUG 10

4b. NORMAL PROCEDURES (-701) TAB

33 ..............................REVISION 14.................... 9 MAY 11 34 ..............................REVISION 14.................... 9 MAY 11

i................................. REVISION 14 .................... 9 MAY 11

35 ..............................REVISION 14.................... 9 MAY 11

ii ............................... REVISION 14 .................... 9 MAY 11

36 ..............................REVISION 13................... 30 AUG 10

Normal Checklist <-701> (front & back)......................... REVISION 11 .................... 9 MAY 11

37 ..............................REVISION 14.................... 9 MAY 11

1................................ REVISION 14 .................... 9 MAY 11

39 ..............................REVISION 14.................... 9 MAY 11

2................................ REVISION 14 .................... 9 MAY 11

40 ..............................REVISION 13................... 30 AUG 10

3................................ REVISION 14 .................... 9 MAY 11

41 ..............................REVISION 14.................... 9 MAY 11

4................................ REVISION 14 .................... 9 MAY 11

42 ..............................REVISION 14.................... 9 MAY 11

5................................ REVISION 14 .................... 9 MAY 11

43 ..............................REVISION 14.................... 9 MAY 11

6................................ REVISION 14 .................... 9 MAY 11

44 ..............................REVISION 14.................... 9 MAY 11

7................................ REVISION 13 ...................30 AUG 10

45 ..............................REVISION 14.................... 9 MAY 11

8................................ REVISION 13 ...................30 AUG 10

46 ..............................REVISION 13................... 30 AUG 10

9................................ REVISION 14 .................... 9 MAY 11

47 ..............................REVISION 14.................... 9 MAY 11

10.............................. REVISION 13 ...................30 AUG 10

48 ..............................REVISION 13................... 30 AUG 10

11.............................. REVISION 13 ...................30 AUG 10

49 ..............................REVISION 13................... 30 AUG 10

12.............................. REVISION 13 ...................30 AUG 10

50 ..............................REVISION 14.................... 9 MAY 11

13.............................. REVISION 13 ...................30 AUG 10

51 ..............................REVISION 13................... 30 AUG 10

14.............................. REVISION 13 ...................30 AUG 10

52 ..............................REVISION 14.................... 9 MAY 11

15.............................. REVISION 13 ...................30 AUG 10

53 ..............................REVISION 14.................... 9 MAY 11

16.............................. REVISION 14 .................... 9 MAY 11

54 ..............................REVISION 14.................... 9 MAY 11

17.............................. REVISION 13 ...................30 AUG 10

55 ..............................REVISION 14.................... 9 MAY 11

18.............................. REVISION 14 .................... 9 MAY 11

56 ..............................REVISION 14.................... 9 MAY 11

19.............................. REVISION 13 ...................30 AUG 10

57 ..............................REVISION 14.................... 9 MAY 11

20.............................. REVISION 13 ...................30 AUG 10

58 ..............................REVISION 13................... 30 AUG 10

38 ..............................REVISION 14.................... 9 MAY 11

21.............................. REVISION 13 ...................30 AUG 10 22.............................. REVISION 13 ...................30 AUG 10 23.............................. REVISION 13 ...................30 AUG 10 24.............................. REVISION 13 ...................30 AUG 10 25.............................. REVISION 13 ...................30 AUG 10 26.............................. REVISION 13 ...................30 AUG 10 27.............................. REVISION 13 ...................30 AUG 10 28.............................. REVISION 13 ...................30 AUG 10 29.............................. REVISION 13 ...................30 AUG 10



1-6

9 MAY 11 5. SUPPLEMENTAL PROCEDURES TAB

9................................ REVISION 13 ...................30 AUG 10

i .................................REVISION 11.................... 12 FEB 10

10.............................. REVISION 13 ...................30 AUG 10

ii ................................REVISION 11.................... 12 FEB 10

11.............................. REVISION 13 ...................30 AUG 10

1 ................................REVISION 13................... 30 AUG 10

12.............................. REVISION 13 ...................30 AUG 10

2 ................................REVISION 13................... 30 AUG 10

13.............................. REVISION 13 ...................30 AUG 10

3 ................................REVISION 11.................... 12 FEB 10

14.............................. REVISION 13 ...................30 AUG 10

4 ................................REVISION 11.................... 12 FEB 10

15.............................. REVISION 13 ...................30 AUG 10

5 ................................REVISION 11.................... 12 FEB 10

16.............................. REVISION 13 ...................30 AUG 10

6 ................................REVISION 11.................... 12 FEB 10

17.............................. REVISION 13 ...................30 AUG 10

7 ................................REVISION 11.................... 12 FEB 10

18.............................. REVISION 13 ...................30 AUG 10

8 ................................REVISION 13................... 30 AUG 10

19.............................. REVISION 13 ...................30 AUG 10

9 ................................REVISION 11.................... 12 FEB 10

20.............................. REVISION 13 ...................30 AUG 10

10 ..............................REVISION 11.................... 12 FEB 10

21.............................. REVISION 13 ...................30 AUG 10

11 ..............................REVISION 11.................... 12 FEB 10

22.............................. REVISION 13 ...................30 AUG 10

12 ..............................REVISION 13................... 30 AUG 10

23.............................. REVISION 13 ...................30 AUG 10

6. IMMEDIATE ACTIONS TAB i .................................REVISION 11.................... 12 FEB 10 ii ................................REVISION 11.................... 12 FEB 10 1 ................................REVISION 11.................... 12 FEB 10 2 ................................REVISION 11.................... 12 FEB 10 3 ................................REVISION 13................... 30 AUG 10 4 ................................REVISION 11.................... 12 FEB 10

24.............................. REVISION 13 ...................30 AUG 10 25.............................. REVISION 13 ...................30 AUG 10 26.............................. REVISION 13 ...................30 AUG 10 27.............................. REVISION 13 ...................30 AUG 10 28.............................. REVISION 13 ...................30 AUG 10 29.............................. REVISION 13 ...................30 AUG 10 30.............................. REVISION 13 ...................30 AUG 10

5 ................................REVISION 11.................... 12 FEB 10

8. ADVERSE WEATHER TAB

6 ................................REVISION 11.................... 12 FEB 10

i................................. REVISION 11 ....................12 FEB 10

7 ................................REVISION 11.................... 12 FEB 10

ii ............................... REVISION 11 ....................12 FEB 10

8 ................................REVISION 11.................... 12 FEB 10

1................................ REVISION 11 ....................12 FEB 10

7. MANEUVERS & PROFILES TAB i .................................REVISION 13................... 30 AUG 10 ii ................................REVISION 13................... 30 AUG 10 1 ................................REVISION 11.................... 12 FEB 10 2 ................................REVISION 13................... 30 AUG 10 3 ................................REVISION 11.................... 12 FEB 10 4 ................................REVISION 12...................15 MAR 10 5 ................................REVISION 12...................15 MAR 10 6 ................................REVISION 12...................15 MAR 10 7 ................................REVISION 12...................15 MAR 10 8 ................................REVISION 12...................15 MAR 10 PSA Airlines, Inc. CRJ Pilot Operating Handbook

2................................ REVISION 11 ....................12 FEB 10 3................................ REVISION 11 ....................12 FEB 10 4................................ REVISION 11 ....................12 FEB 10 5................................ REVISION 11 ....................12 FEB 10 6................................ REVISION 11 ....................12 FEB 10 7................................ REVISION 11 ....................12 FEB 10

UNCONTROLLED WHEN PRINTED List of Effective Pages Revisions / LEPs 8................................ REVISION 11 ....................12 FEB 10 9................................ REVISION 11 ....................12 FEB 10 10.............................. REVISION 11 ....................12 FEB 10 11.............................. REVISION 11 ....................12 FEB 10 12.............................. REVISION 11 ....................12 FEB 10 13.............................. REVISION 11 ....................12 FEB 10 14.............................. REVISION 11 ....................12 FEB 10 15.............................. REVISION 11 ....................12 FEB 10 16.............................. REVISION 11 ....................12 FEB 10 17.............................. REVISION 11 ....................12 FEB 10 18.............................. REVISION 11 ....................12 FEB 10 19.............................. REVISION 11 ....................12 FEB 10 20.............................. REVISION 11 ....................12 FEB 10

1-7

9 MAY 11 22 ..............................REVISION 11.................... 12 FEB 10 23 ..............................REVISION 11.................... 12 FEB 10 24 ..............................REVISION 11.................... 12 FEB 10 25 ..............................REVISION 11.................... 12 FEB 10 26 ..............................REVISION 11.................... 12 FEB 10 27 ..............................REVISION 11.................... 12 FEB 10 28 ..............................REVISION 11.................... 12 FEB 10 29 ..............................REVISION 11.................... 12 FEB 10 30 ..............................REVISION 11.................... 12 FEB 10 31 ..............................REVISION 11.................... 12 FEB 10 32 ..............................REVISION 11.................... 12 FEB 10 33 ..............................REVISION 11.................... 12 FEB 10 34 ..............................REVISION 11.................... 12 FEB 10 35 ..............................REVISION 11.................... 12 FEB 10

9. PERFORMANCE TAB

36 ..............................REVISION 11.................... 12 FEB 10

i................................. REVISION 11 ....................12 FEB 10

37 ..............................REVISION 11.................... 12 FEB 10

ii ............................... REVISION 11 ....................12 FEB 10

38 ..............................REVISION 11.................... 12 FEB 10

1................................ REVISION 11 ....................12 FEB 10

39 ..............................REVISION 11.................... 12 FEB 10

2................................ REVISION 11 ....................12 FEB 10

40 ..............................REVISION 11.................... 12 FEB 10

3................................ REVISION 11 ....................12 FEB 10

41 ..............................REVISION 11.................... 12 FEB 10

4................................ REVISION 11 ....................12 FEB 10

42 ..............................REVISION 11.................... 12 FEB 10

5................................ REVISION 11 ....................12 FEB 10

43 ..............................REVISION 11.................... 12 FEB 10

6................................ REVISION 11 ....................12 FEB 10

44 ..............................REVISION 11.................... 12 FEB 10

7................................ REVISION 11 ....................12 FEB 10

45 ..............................REVISION 11.................... 12 FEB 10

8................................ REVISION 11 ....................12 FEB 10

46 ..............................REVISION 11.................... 12 FEB 10

9................................ REVISION 11 ....................12 FEB 10

47 ..............................REVISION 11.................... 12 FEB 10

10.............................. REVISION 11 ....................12 FEB 10

48 ..............................REVISION 11.................... 12 FEB 10

11.............................. REVISION 11 ....................12 FEB 10

49 ..............................REVISION 11.................... 12 FEB 10

12.............................. REVISION 11 ....................12 FEB 10

50 ..............................REVISION 11.................... 12 FEB 10

13.............................. REVISION 11 ....................12 FEB 10

51 ..............................REVISION 11.................... 12 FEB 10

14.............................. REVISION 11 ....................12 FEB 10

52 ..............................REVISION 11.................... 12 FEB 10

15.............................. REVISION 11 ....................12 FEB 10

53 ..............................REVISION 11.................... 12 FEB 10

16.............................. REVISION 11 ....................12 FEB 10 17.............................. REVISION 11 ....................12 FEB 10 18.............................. REVISION 11 ....................12 FEB 10 19.............................. REVISION 11 ....................12 FEB 10 20.............................. REVISION 11 ....................12 FEB 10 21.............................. REVISION 11 ....................12 FEB 10



1-8

9 MAY 11 54 ..............................REVISION 11.................... 12 FEB 10

11. FMS QUICK REFERENCE TAB

55 ..............................REVISION 11.................... 12 FEB 10

i................................. REVISION 12 .................. 15 MAR 10

56 ..............................REVISION 11.................... 12 FEB 10

ii ............................... REVISION 12 .................. 15 MAR 10

57 ..............................REVISION 11.................... 12 FEB 10

1................................ REVISION 11 ....................12 FEB 10

58 ..............................REVISION 11.................... 12 FEB 10

2................................ REVISION 11 ....................12 FEB 10

59 ..............................REVISION 11.................... 12 FEB 10

3................................ REVISION 11 ....................12 FEB 10

60 ..............................REVISION 11.................... 12 FEB 10

4................................ REVISION 11 ....................12 FEB 10

61 ..............................REVISION 11.................... 12 FEB 10

5................................ REVISION 11 ....................12 FEB 10

62 ..............................REVISION 11.................... 12 FEB 10

6................................ REVISION 12 .................. 15 MAR 10

63 ..............................REVISION 11.................... 12 FEB 10 64 ..............................REVISION 11.................... 12 FEB 10 65 ..............................REVISION 11.................... 12 FEB 10 66 ..............................REVISION 11.................... 12 FEB 10 10. DIFFERENCES TAB 1 ................................REVISION 13................... 30 AUG 10 2 ................................REVISION 13................... 30 AUG 10 3 ................................REVISION 11.................... 12 FEB 10 4 ................................REVISION 11.................... 12 FEB 10


UNCONTROLLED WHEN PRINTED General

2-1

12 FEB 10

Chapter 2: General The following abbreviations/acronyms may be used by flight deck displays, radio tuning units and flight management system or be found throughout the manual. Some abbreviations may also appear in lower case letters. -AALT

Altitude, Altimeter, Altitude Hold (PFD/ FD)

A/C

Air-Conditioning

A/G

Air/Ground

A/ICE

Anti-ice

ALT CAP

Altitude Capture (PFD/FD)

A/P

Autopilot

ALT HOLD

Altitude Hold

A/S

Airspeed

ALTN

Alternate

A/SKID

Anti-Skid

ALTS

Selected Altitude Arm/Abort (PFD/FD)

AC

Alternating Current

AMB

Ambient

Airborne Communications Addressing & Reporting System

AMP

Amperes

ANNUN

Annunciator

ACCEL

Acceleration, Accelerate(d), Accelerometers

AOA

Angle of Attack

AP

Autopilot

ACM

Air Cycle Machine

APC

Auxiliary Power Control

ACMP

Alternating Current Motor Pump (Electric Hydraulic Pump)

APPROX

Approximately

ACSC

Air-Conditioning System Controller

APR

Automatic Performance Reserve

ACT

Active

APU

Auxiliary Power Unit

ACU

Air-Conditioning Unit (Pack)

ARINC

Aeronautical Radio Incorporated

ADC

Air Data Computer

ARP

Air Data Reference Panel

ADF

Automatic Direction Finder

ASYM

Asymmetrical

ADG

Air Driven Generator

ATA

Air Transport Association

ADI

Attitude Direction Indicator

ATC

Air Traffic Control

ADS

Air Data System

ATS

Air Turbine Starter

AFCS

Automatic Flight Control System

ATT

Attitude

AFM

Airplane Flight Manual

ATTND

Attendant

AGL

Above Ground Level

AUTO

Automatic

AHC

Attitude Heading Computer

AUTO BAL

Automatic Balance

AHRS

Attitude Heading Reference System

AIL

Aileron

AILC

Anti-ice Leak Controller

ALIGN

Aligning, Alignment

ACARS

AUTO XFER Automatic Transfer AUX

Auxiliary

AV

Avionics

AVAIL

Available



2-2

12 FEB 10 -BB/AIR

Bleed Air

BLD

Bleed

B/C

Back Course

BRG

Bearing

B/LEAK

Bleed Leak

BRT

Bright

BARO

Barometric

BTL

Bottle

BATT

Battery

BTMS

Brake Temp Monitoring System

BDI

Bearing Distance Indicator

BTMU

Brake Temp Monitoring Unit

BITE

Built-In-Test-Equipment

BYPS

Bypass

BK

Brake -C-

C/B

Circuit Breaker

CM

Centimeters

CAA

Civil Aviation Authority

CMD

Command

CAL

Calibrate

CMPS

Compass

CAP

Capture

CMPTR

Computer

CAPT, C

Captain

CO2

Carbon Dioxide

CAS

Calibrated Airspeed, Crew Alerting System

COMM

Communication

CB

Circuit Breaker

COMP

Compressor, Comparator

CBP

Circuit Breaker Panel

COMPT

Compartment

CC

Cubic Centimeter

COND

Condition

CCW

Counter Clockwise

CONFIG

Configuration

CDL

Configuration Deviation List

CONT

Control, Controller, Continuous, Contactor

CDU

Control Display Unit

CONT'D

Continued

CFM

Cubic Feet Per Minute

CORR

Correction

CG

Center of Gravity

CPAM

Cabin Pressure Acquisition Module

CH

Chapter

CPLT

Copilot

CHAN

Channel

CRS

Course

CHGR

Charger

CRT

Cathode Ray Tube

CHRT

Chart

CK

Check

CKPT

Cockpit

CKT

Circuit

CLB

Climb

CLK

Clock

CLSD

Closed


CRZ

Cruise

CSD

Constant Speed Drive

CTR

Center

CVR

Cockpit Voice Recorder

CW

Clockwise

CYL

Cylinder


2-3

12 FEB 10 -DDA

Drift Angle

DFDR

Digital Flight Data Recorder

DBU

Data Base Unit

DG

Directional Gyro

DC

Direct Unit

DH

Decision Height

DCP

Display Control Panel

DIFF

Differential

DCU

Direct Concentrator Unit

DIM

Dimming

DECEL

Decelerate(d)

DIR

Direct

DECR

Decrease

DIS

Distance (to way point)

DEFL

Defuel

DISC

Disconnect

DEG

Degree

DISCH

Discharge

DEPR

Depressurize

DISP

Dispatch, Display

DEPT

Department

DIST

Distance

DEST

Destination

DME

Distance Measuring Equipment

DET

Detector

DN

Down

DEV

Deviation

DOT

Department of Transport

DFDAU

Digital Flight Data Acquisition Unit

DR

Door

-EEAS

Equivalent Airspeed

ELEC

Electrical

ECP

EICAS Control Panel

ELEV

Elevator, Elevation

ECS

Environment Control System

ELT

Emergency Locator Transmitter

ECU

Electronic Control Unit

EMER

Emergency

ED

EICAS Display

ENG

Engine

EDP

Engine Driven Pump

EPC

External Power Contactor

EFIS

Electronic Flight Instrument System

EQUIP

Equipment

EFP

Engine Failure Procedures

ESS

Essential

EGPWS

Enhanced Ground Proximity Warning System

ET

Elapsed Time

ETA

Estimated Time of Arrival

EGT

Exhaust Gas Temperature

EVAC

Evacuation

EICAS

Engine Indication & Crew Alerting System

EXH

Exhaust

EL

Elevation

EXTIN

Extinguish(ed)



2-4

12 FEB 10 -FF/CTL

Flight Controls

FIREX

Fire Extinguisher

F/F

Fuel Flow

FLT

Flight

FA

Flight Attendant

FLUOR

Florescent

FAA

Federal Aviation Administration

FLX

Flex Thrust (Reduced Takeoff Thrust)

FADEC

Full Authority Digital Engine Control

FMS

Flight Management System

FAIL

Failure

FO

First Officer

FCC

Flight Control Computer

FOD

Foreign Object Damage

FCU

Fuel Control Unit

FPM

Feet Per Minute

FD

Flight Director

FREQ

Frequency

FDAU

Flight Data Acquisition Unit

FT

Feet, foot

FDR

Flight Data Recorder

FUSE

Fuselage

FECU

Flaps Electronic Control Unit

FW

Fire Wall

FF

Fuel Flow

FWD

Forward

FIDEX

Fire Detection & Extinguishing -G-

G (+/-)

Receiver Gain

GMT

Greenwich Mean Time

G/S

Glide Slope

GND

Ground

GA

Go-Around

GPM

Gallons Per Minute

GAL

Gallon

GPS

Global Positioning System

GALY

Galley

GPWS

Ground Proximity Warning System

GCS

Ground Clutter Suppression

GR

Gear

GCU

Generator Control Unit

GRAV

Gravity

GE

General Electric

GRD

Ground

GEN

General

GS

Ground Speed

GLD

Ground Lift Dumping

GW

Gross Weight

-HHDG

Heading

HP

High Pressure

HDG HOLD

Heading Hold

hPa

Hecto Pascals

HDG SEL

Heading Select

HSI

Horizontal Situation Indicator

HF

High Frequency (3 - 30 mHz)

HSTA

Horizontal Stabilizer Trim Actuator

Hg

Mercury

HSTCU

Horizontal Stabilizer Trim Control Unit

HI

High

HTR

Heater

HOR

Horizontal

HUD

Heads Up Display

HORIZ

Horizontal

HYD

Hydraulic

Hz

Hertz



2-5

12 FEB 10 -II/B

Inboard

INBD

Inboard

I/C

Intercom

INCR

Increase

IAPS

Integrated Avionics Processor System

IND

Indication, Indicator

IAS

Indicated Air Speed

INFLT

In-Flight

IB

Inboard

INHIB

Inhibit

IC

Intercom

INOP

Inoperative

ICAO

International Civil Aviation Organization

INPH

Interphone

ID

Identification

INSP

Inspection

IDENT

Identification

INST

Instrument

IDG

Integrated Drive Generator

INT

Internal, Integral, Intersection

IFR

Instrument Flight Rules

INVAL

Invalid

IGN

Ignition

IRS

Inertial Reference System

ILS

Instrument Landing System

IRU

Inertial Reference Unit

IM

Inner Marker

ISA

International Standard Organization

IMC

Instrument Meteorological Conditions

ISOL

Isolation, Isolated

IN

Inch, Inches

ISIS

Integrated Standby Instrument System

in Hg

Inches of Mercury

ITT

Inter Turbine Temperature

-JJAA

Joint Aviation Authorities -K-

Kg(s)

Kilogram(s)

KT, KTS

Knots

kHz

Kilohertz

kVa

Kilo Volt amperes

KIAS

Knots Indicated Airspeed

kW(s)

Kilo Watt(s)

kPa

Kilo Pascals Leak

-LL

Left, Landing

LK

L/T

Landing/Taxi

LN

Left Nose

LAV

Lavatory

LNAV

Lateral Navigation

lb(s).

Pounds

LO

Low

LCN

Load Classification Number

LOC

Localizer

LCV

Load Control Valve

LP

Low Pressure

LDG

Landing

LPM

Liter Per Minute

LDG GR

Landing Gear

LR

Left Rear

LDU

Lamp Driver Unit

LRC

Long Range Cruise

LE

Leading Edge

LSB

Lower Side Band

LG

Landing Gear

LT(s)

Light(s)

LGW

Landing Gross Weight

LW

Left Wing

LH

Left Hand

LWD

Left Wing Down

LIM

Limit

LWR

Lower



2-6

12 FEB 10 -Mm

Meter

MIN

Minimum

M

Mach Number

MISC

Miscellaneous

MAA

Maximum Authorized IFR Altitude

MKR

Marker

MAC

Mean Aerodynamic Cord

MLG

Main Landing Gear

MAG

Magnetic

MLS

Microwave Landing System

MAINT

Maintenance

MLW

Maximum Landing Weight

MALF

Malfunction

MM

Middle Marker

MAN

Manual

MMEL

Master Minimum Equipment List

MAP

Ground Map (WXR)

MMO

MAX

Maximum

Maximum Operating Speed in Mach Number

MB, mbs

Millibars

MOCA

Minimum Obstruction Clearance Altitude

MCA

Minimum Crossing Altitude

MOD

Module

MCT

Maximum Continuous Thrust

MON

Monitor

MDA

Minimum Descent Altitude

MPH

Miles Per Hour

MEA

Minimum Enroute Altitude

MPH

Miles Per Hour

MECH

Mechanic

MRA

Minimum Reception Altitude

MED

Medium

MSG

Message

MEL

Minimum Equipment List

MSL

Mean Sea Level

MES

Main Engine Start

MTC

Maintenance

MFD

Multi-Function Display

MTG

Miles to Go

MHz

Mega Hertz

MTOW

Maximum Takeoff Weight

MI

Miles

MTW

Maximum Taxi Weight

MIC

Microphone

MZFW

Maximum Zero Fuel Weight

MILS

.001 of an inch - MISC -

%

Percent

°C

Degrees Celsius

#

Number

°F

Degrees Fahrenheit

&

And

Not Applicable

NEUT

Neutral

N/W

Nosewheel

NL

Nose Left

N1

Low Pressure Spool Speed

NLG

Nose Landing Gear

N2

High Pressure Spool Speed

NM

Nautical Mile(s)

NAM

Nautical Air Mile(s)

No.

Number

NAV

Navigation

NORM

Normal

ND

Nose Down, Navigation Display

NU

Nose Up

NDB

Non Directional Beacon

NW

Nosewheel

NEG

Negative

-NN/A



2-7

12 FEB 10 -OO2

Oxygen

OM

Outer Marker

OAT

Outside Air Temperature

OUTBD

Outboard

OB

Outboard

OVBD

Overboard

OBS

Observer

OVHD

Overhead

OBV

Operability Bleed Valve

OVHT

Overheat

OEI

One Engine Inoperative

OVLD

Overload

OEO

One Engine Only

OVSPD

Overspeed

OEW

Operating Empty Weight

OVTEMP

Over Temperature

OH

Overheat

OXY

Oxygen

OH

Overhead -P-

P/S

Pitot/Static

PRI

Primary

PA

Passenger Address

PROC

Procedure

PASS

Passenger

PROT

Protection

PAX

Passenger

PROX

Proximity

PBE

Portable Breathing Equipment

PRV

Pressure Regulating Valve

PCU

Power Control Unit

PSEU

Proximity Sensor Electronic Unit

PDP

Planned Descent Point

PSI

Pounds Per Square Inch

PF

Pilot Flying

PSID

Pounds Per Square Inch Differential

PFD

Primary Flight Display

PSIG

Pounds Per Square Inch Gauge

PLA

Power Lever Angle

PSS

Proximity Sensor System

PLT

Pilot

PSU

Passenger Service Unit

PNF

Pilot Not Flying

PT2

Engine Inlet Pressure

PNL

Panel

PTCT

Protect

POS

Position

PTT

Push To Talk

PPH

Pounds Per Hour

PWR

Power

PRESS

Pressure, Pressurization -Q-

QAR

Quick Access Recorder

QNE

ISA, Barometric Pressure

QEC

Quick Engine Change

QNH

Altimeter Setting

QFE

Local Station Pressure

QTY

Quantity



2-8

12 FEB 10 -RRight

RMI

Radio Magnetic Indicator

R/T

Receiver Transmitter

ROT

Rotation

RA

Radio Altitude

RPM

Revolutions Per Minute

RAT

Ram Air Turbine

RT

Receiver Transmitter

RCCB

Remote Controlled Circuit Breaker

RTE

Route

RCDR

Recorder

RTO

Rejected Takeoff

RCVR

Receiver

RTU

Radio Tuning Unit

RDR

Radar

RUD

Rudder

RECOG

Recognition

RVR

Runway Visual Range

REF(s)

Reference(s)

RVSR

Reverser

REFL

Refuel

RW

Right Wing

REV

Reverse

RWD

Right Wing Down

RH

Right Hand

RWY

Runway

Static Air Temperature

SQL

Squelch

SCAV

Scavenge

SSB

Single Side Band

SEC

Second, Secondary

SSCU

Spoiler Stabilizer Control Unit

SECU

Spoiler Electronic Control Unit

STA

Station

SEL

Select, Selector

STAT

Status

SELCAL

Selective Calling

STBY

Standby

SENS

Sensitivity, Sensor

STEER

Steering

SERV

Service

SUPPL

Supply

SOV

Shutoff Valve

SW

Switch

SP

Speed

SYN

Synchronize

SPD

Speed

SYNC

Synchronous

SPKR

Speaker

SYS

System

SPLR(s)

Spoiler(s)

SYST

System

R

-SSAT

-TT/C

Top of Climb

TEMP

Temperature

T/D

Top of Descent

TGT

Target

T/O

Takeoff

TO

Takeoff

T/R

Thrust Reverser

TOD

Top of Descent

T2

Engine Inlet Temperature

TOL

Tolerance

TAS

True Airspeed

TRK

Track

TAT

Total Air Temperature

TRM

Trim

TCAS

Traffic Alert and Collision Avoidance System

TRU

Transformer Rectifier Unit

TURB

Turbulence

TE

Trailing Edge



2-9

12 FEB 10 -UUNSCHD

Unscheduled

USG

US Gallons

USB

Upper Side Band

UTIL

Utility

-VV

Volt

VMC

Visual Meteorological Conditions

V/S

Vertical Speed

VNAV

Vertical Navigation

Vac

Volt Alternating Current

VOL

Volume

Vdc

Volt Direct Current

VOLT

Voltage

VDP

Visual Descent Point

VOR

VHF Omnidirectional Range Station

VERT

Vertical

VORTAC

VOR and TACAN co-located

VFR

Visual Flight Rules

VPA

Vertical Path Angle

VG

Vertical Gyro

VS

Vertical Speed Mode

VHF

Very High Frequency (30 - 300 mHz)

VSI

Vertical Speed Indicator

VIB

Vibration -W-

W&B

Weight and Balance

WOW

Weight-On-Wheels

W/C

Wind Component

WPT

Way point

W/S

Wind Shear

WS

Second Segment Limited Weight

W/W

Wheel Well

WSHLD

Windshield

WARN

Warning

WT

Weight

WF

Runway Field Length Limited Weight

WX

Weather

WHLS

Wheels

WXR

Weather Radar

WIND

Window -X-

XFER

Transfer

XPNDR

Transponder

XFLOW

Cross Flow

XTK

Cross Track

XFR

Transfer

XWC

Cross Wind Component

XMIT

Transmit

YD

Yaw Damper

-YY/D

Yaw Damper -Z-

ZFW

Zero Fuel Weight



2-10

12 FEB 10



UNCONTROLLED WHEN PRINTED Limitations Table of Contents

3-i

9 MAY 11

Chapter 3: Limitations 3.1

Introduction ............................................................................................................................................ 3-1

3.2

Operational Limits.................................................................................................................................. 3-1

3.3

Center of Gravity Limits ........................................................................................................................ 3-2

3.4

Structural Weight Limitation ................................................................................................................. 3-2

3.5 Airspeed and Mach Number Limits ...................................................................................................... 3.5.1 Maximum Operating Speed and Mach Number.................................................................................. 3.5.2 Design Maneuvering Speed................................................................................................................ 3.5.3 Flap Extended Speeds........................................................................................................................ 3.5.4 Flap Operating Speeds ....................................................................................................................... 3.5.5 Minimum Operating Limit Speed.........................................................................................................

3-3 3-3 3-4 3-4 3-4 3-4

3.6 Operation in Icing Conditions ............................................................................................................... 3.6.1 Definition of Icing Conditions .............................................................................................................. 3.6.2 Tactile Check. ..................................................................................................................................... 3.6.3 Cowl Anti-Ice System.......................................................................................................................... 3.6.4 Wing Anti-ice System.......................................................................................................................... 3.6.5 Supercooled Large Droplet Icing ........................................................................................................

3-5 3-5 3-5 3-6 3-6 3-6

3.7

Takeoff and Landing on Contaminated Runways ............................................................................... 3-6

3.8

Ozone Concentration............................................................................................................................. 3-7

3.9 Engines ................................................................................................................................................. 3.9.1 Engine Indications............................................................................................................................. 3.9.2 Engine Operating Limits.................................................................................................................... 3.9.3 Airplane Cold Soak ........................................................................................................................... 3.9.4 Oil Temperature ................................................................................................................................ 3.9.5 Oil Pressure ...................................................................................................................................... 3.9.6 Continuous Engine Ignition ............................................................................................................... 3.9.7 Automatic Performance Reserve (APR) ........................................................................................... 3.9.8 Starter Cranking Limits ..................................................................................................................... 3.9.9 Engine Relight Limitations ................................................................................................................ 3.9.10 Thrust Reversers .............................................................................................................................. 3.9.11 Engine Operating Limits Due to Wind Direction................................................................................

3-10 3-11 3-11 3-12 3-13 3-13 3-13 3-13 3-13 3-14 3-16 3-16

3.10 Fuel........................................................................................................................................................ 3.10.1 Fuel Quantities.................................................................................................................................. 3.10.2 Fuel Crossflow .................................................................................................................................. 3.10.3 Fuel Temperature ............................................................................................................................. 3.10.4 Fuel Grades ......................................................................................................................................

3-17 3-17 3-17 3-17 3-18

3.11 Oil .......................................................................................................................................................... 3-18 3.11.1 Oil Consumption ............................................................................................................................... 3-18


UNCONTROLLED WHEN PRINTED 3-ii

9 MAY 11

Limitations Table of Contents

3.12 Auxiliary Power Unit ............................................................................................................................ 3.12.1 Starting.............................................................................................................................................. 3.12.2 Operating Range............................................................................................................................... 3.12.3 APU Bleed Air ................................................................................................................................... 3.12.4 APU Indications ................................................................................................................................ 3.12.5 APU Door Open Limitation................................................................................................................ 3.12.6 APU Start and Operating Envelope .................................................................................................. 3.13

3-18 3-18 3-19 3-19 3-19 3-20 3-20

Air Conditioning and Pressurization .................................................................................................. 3-21

3.14 Navigation ............................................................................................................................................. 3.14.1 Automatic Flight Control System....................................................................................................... 3.14.2 Integrated Standby Instrument (ISI).................................................................................................. 3.14.3 Altimeter System............................................................................................................................... 3.14.4 EGPWS............................................................................................................................................. 3.14.5 Global Position System..................................................................................................................... 3.14.6 FMS ..................................................................................................................................................

3-21 3-21 3-21 3-21 3-22 3-22 3-22

3.15 Electrical Systems ............................................................................................................................... 3-22 3.15.1 Permissible AC Electrical System Loads .......................................................................................... 3-22 3.15.2 Permissible DC Electrical System Loads.......................................................................................... 3-23 3.16 Flight Controls - Lift / Drag Devices ................................................................................................... 3-23 3.16.1 Slats/Flaps ........................................................................................................................................ 3-23 3.16.2 Flight Spoilers ................................................................................................................................... 3-23 3.17

Taxi Lights ............................................................................................................................................ 3-23

3.18

Wheel Brake Cooling Limitations ....................................................................................................... 3-23

3.19

Flight Deck Door................................................................................................................................... 3-24

3.20

Hydraulic Pump 3B (CRJ-200 Only).................................................................................................... 3-24


UNCONTROLLED WHEN PRINTED Limitations Introduction

3-1

12 FEB 10

Chapter 3: Limitations The following is a listing of the CRJ-200 and CRJ-701 limitations. PSA pilots are responsible for being aware of and observing all limitations. Some limitations have been modified and are more restrictive than the Aircraft Flight Manual (AFM) in order to promote commonality between the two fleet types. These limitations must be adhered to unless otherwise directed by a QRH, MEL, or CDL procedure. All limitations apply to the -200 and -701 unless noted otherwise by <-200> or <-701> preceding the text, chart or table. In addition, certain limitations must be memorized. Memory items are identified by bold print. Boxes that contain memory items are identified by a bold border. These items are of such importance that flight crews must be continuously aware of them in order to avoid exceeding the limitation, prevent equipment damage, and ensure safety.

3.1

Introduction

The limitations included in this chapter contain items unique to the CL600, model 2B19, Bombardier CRJ-200; and the CL600, model 2C10, Bombardier CRJ-701 airplanes. Observance of these limitations is mandatory. The information presented in this chapter contains limitations that have been extracted from the AFM, however these limitations are not all inclusive. In addition, POH limitations do not represent all aircraft configurations of the CRJ, only those associated with PSA Airlines, Inc.’s aircraft.

3.2

Operational Limits

Minimum flight crew

One Captain and one First Officer

Maximum 90 degree crosswind for takeoff and landing

27 knots

Maximum 90 degree crosswind for reduced landing minima (RVR below 2400) to runways without TDZ lights and/or CL lights, including runways with installed but inoperative TDZ lights and/or CL lights (Ref US OpSpec C074):

15 knots

Maximum direct tailwind for takeoff and landing

10 knots

Maximum runway slope approved for takeoff and landing

+2.0% (uphill) -2.0% (downhill)

Maximum operating altitude <200>

36,000 ft.

Maximum operating altitude <700>

41,000 ft.

Maximum pressure altitude for takeoff and landing

8,000 feet

Maximum ambient temperature for takeoff and landing

50°C

Minimum ambient temperature approved for takeoff

-40°C

Maneuvering Limit Load Factors

•

Flaps Retracted

-1.0 to +2.5 G

Flaps Extended

0.0 to +2.0 G

Note: Gust factors are not limiting but should be considered at the time of takeoff and landing.


UNCONTROLLED WHEN PRINTED Limitations Center of Gravity Limits

3-2

12 FEB 10

3.3

Center of Gravity Limits

The airplane must be loaded in accordance with the loading instructions in the Flight Operations Manual (FOM). TAKEOFF Pitch Trim WARNING • •

Pitch trim must be set according to the aircraft's computed center of gravity. Failure to set the pitch trim appropriate to the computed center of gravity may result in excessive rotation rate at takeoff.

Rotation Rate WARNING Excessive rotation rates (exceeding 3 degrees per second) or overrotations 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.

3.4

Structural Weight Limitation <-200>

<-701>

Maximum Taxi and Ramp Weight

53,250 lbs.

75,250 lbs.

Maximum Takeoff Weight

53,000 lbs.

75,000 lbs.

Maximum Landing Weight

47,000 lbs.

67,000 lbs.

Maximum Zero Fuel Weight

44,000 lbs.

62,300 lbs.

Minimum Operating Weight Empty

25,480 lbs.

42,000 lbs.

Maximum Weight In Cargo Compartment

3,500 lbs.

-

Maximum Weight Forward Cargo Compartment

-

1,000 lbs.

Maximum Weight In Aft Cargo Compartment

-

3,300 lbs.

<-200> Flight must be within 45 minutes of a suitable airport, if cargo is carried in the cargo compartment. <-701> Flight must be within 60 minutes of a suitable airport, if cargo is carried in either cargo compartment.


UNCONTROLLED WHEN PRINTED Limitations Airspeed and Mach Number Limits

3.5

3-3

12 FEB 10

Airspeed and Mach Number Limits

Turbulence Penetration Speed

280 KIAS/.75M, whichever is lower

Maximum gear extension speed

220 KIAS

Maximum gear extended speed

220 KIAS

Maximum gear retraction speed

200 KIAS

Maximum airspeed for windshield wiper operation

220 KIAS

Maximum airspeed for windshield wiper operation failed in the non-parked position <-701 only>

250 KIAS

Maximum Cruise Mach in RVSM Airspace Tire limit ground speed

3.5.1

0.83M 182 knots

Maximum Operating Speed and Mach Number

Maximum operating limit speeds must not be deliberately exceeded in any regime of flight unless a higher speed is specifically authorized for flight test or training operations.


UNCONTROLLED WHEN PRINTED Limitations Airspeed and Mach Number Limits

3-4

12 FEB 10

3.5.2

Design Maneuvering Speed

Full application of rudder and aileron controls, as well as maneuvers that involve angles of attack near the stall, must be confined to speeds below VA (refer to aircraft placards). 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.

3.5.3

Flap Extended Speeds

The maximum speeds at which the aircraft may be flown with the flaps extended are: Flap Position

VFE <-200>

<-701>

-

230 KIAS

Flaps 1

3.5.4

Flaps 8

230 KIAS

Flaps 20

230 KIAS

Flaps 30

185 KIAS

Flaps 45

170 KIAS

Flap Operating Speeds

The maximum speeds at which it is safe to extend the flaps are: Flap Selection

VFO <-200>

Flaps 0 to 8

200 KIAS

Flaps 8 to 20

200 KIAS

Flaps 20 to 30

185 KIAS

Flaps 30 to 45

170 KIAS

The maximum speed at which it is safe to retract the flaps is VFE for the initial flap position. <-701> The VFE and VFO speeds are equal.

3.5.5

Minimum Operating Limit Speed

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


UNCONTROLLED WHEN PRINTED Limitations Operation in Icing Conditions

3-5 30 AUG 10

3.6

Operation in Icing Conditions

3.6.1

Definition of Icing Conditions

COWL ANTI-ICE - Icing Conditions exist when the OAT (on the ground and for takeoff) or TAT (inflight) is 10°C or below, and: • •

Visible moisture in any form (such as clouds, fog, mist, rain, snow, sleet, or ice crystals), is present in flight, or below 400 feet AGL for ground operations, or When operating on surfaces that are wet or contaminated.

WING ANTI-ICE - Icing conditions exist when the OAT (takeoff) is 5°C or TAT (inflight) is 10°C or below, and: • •

Visible moisture in any form (such as clouds, fog, mist, rain, snow, sleet or ice crystals) is present in flight, or below 400 feet AGL for ground operations, or The runway is wet or contaminated. WARNING Do not hold in icing conditions with slats and/or flaps extended. WARNING Take-off is prohibited with frost, ice, snow or slush adhering to any critical surface (wings, upper fuselage, horizontal stabilizer, vertical stabilizer, control surfaces or engine inlets).

•

Take-off is permitted with frost adhering to the underside of the wing (maximum 1/8 inch), which is caused by cold soaked fuel. WARNING Even small amounts of frost, ice, snow or slush on the wing leading edges and 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 take-off.

• • •

ANTI-ICE will be used any time that icing conditions are expected prior to thrust reduction in the After Takeoff Check. Single Engine Taxi is prohibited when ramps or taxiways are contaminated with snow, slush or ice OR during icing conditions. To prevent wing contamination from reverse jet blast, operating the thrust reversers during taxi operations on wet and contaminated surfaces should be avoided.

3.6.2

Tactile Check.

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 Walkaround inspection to determine that the wing is free from frost, ice, snow or slush when: • • • •

The OAT is 5°C or less, or The wing fuel temperature is 0°C or less, or The atmospheric conditions have been conducive to frost formation. Ice and frost may continue to adhere to wing surfaces for some time even at outside air temperatures above 5°C.


UNCONTROLLED WHEN PRINTED 3-6 15 MAR 10

3.6.3

Limitations Takeoff and Landing on Contaminated Runways

Cowl Anti-Ice System.

Cowl Anti-Ice must be ON for all ground and flight operations when icing conditions exist except when the inflight SAT is -40°C or below, or ICE is annunciated by the ice detection system.

3.6.4

Wing Anti-ice System.

Wing Anti-Ice must be ON for takeoff and flight operations when ICE is annunciated by the ice detection system, or when icing conditions exist and the airspeed is less than 230 KIAS except when the inflight SAT is -40°C or below. •

When Type III or IV anti-icing fluids have been applied, the wing anti-ice system must only be selected and confirmed ON, if required, just prior to thrust increase for takeoff.

•

L or R WING A/ICE caution messages may be posted during taxi but must be verified out (i.e. WING A/ICE ON advisory message posted) prior to take-off.

<-200 Only> Wing Anti-Ice must be ON for the final two minutes prior to takeoff during all ground operations 5°C OAT or below unless Type III or IV anti-icing fluid has been applied.

3.6.5

Supercooled Large Droplet Icing.

Continued operation in areas where supercooled large droplet (SLD) icing conditions exist is prohibited. SLD icing conditions are indicated by ice accretion on the flight compartment side windows. •

Wing and cowl anti-icing systems must be ON in SLD icing conditions

•

Leave icing conditions when side window icing occurs

3.7

Takeoff and Landing on Contaminated Runways

Takeoff on contaminated runways is prohibited when: <-200> • • • • •

Standing water is more than 0.5 inch in depth Slush is more than 0.5 inch in depth Wet snow is more than 1.0 inch in depth Dry snow is more than 3.0 inches in depth Crosswind or tailwind component exceeds the guidelines for braking action in the chart at the end of Chapter 8 of this POH

<-701> • • • • •



UNCONTROLLED WHEN PRINTED Limitations Ozone Concentration

3-7

12 FEB 10

Landing on contaminated runways is prohibited when: <-200> • • • • •


<-701> • • • • •


3.8

Ozone Concentration

The following data are presented in order to determine the flight altitudes and / or duration at altitude in compliance with the cabin ozone concentration requirements as per FAR 25.832, which states that the airplane cabin ozone concentration during flight must not exceed: • •

0.25 parts per million by volume, sea level equivalent, at any time above flight level 320, and 0.1 parts per million by volume, sea level equivalent, time-weighted average during any 3-hour interval above flight level 270.

•

‘Sea level equivalent’ refers to conditions of 25°C and 760 millimeters of mercury pressure.

Cabin ozone concentration limits are dependent upon the latitude, time of year and geographic location. These tables are separated into Eastern North America (i.e. east of 100 °W) and Western North America (i.e. west of 100 °W). 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. It is permitted to interpolate linearly between months, latitudes or altitudes.



3-8

12 FEB 10 <200> Maximum Operating Altitude of FL 360 is under the max altitude due to ozone <701> Maximum Altitude due to ozone

60 N 55 N 50 N 45 N 40 N 35 N

JAN 390 410 410 410 410 410

FEB 390 390 410 410 410 410

EASTERN NORTH AMERICA MAR APR MAY JUN 390 370 370 410 390 390 390 410 390 390 390 410 410 410 410 410 410 410 410 410 410 410 410 410

JUL 410 410 410 410 410 410

AUG 410 410 410 410 410 410

SEP 410 410 410 410 410 410

OCT 410 410 410 410 410 410

NOV 410 410 410 410 410 410

DEC 410 410 410 410 410 410

60 N 55 N 50 N 45 N 40 N 35 N

JAN 410 410 410 410 410 410

FEB 390 410 410 410 410 410

WESTERN NORTH AMERICA MAR APR MAY JUN 370 370 390 390 410 370 390 410 410 390 390 410 410 410 410 410 410 410 410 410 410 410 410 410

JUL 410 410 410 410 410 410

AUG 410 410 410 410 410 410

SEP 410 410 410 410 410 410

OCT 410 410 410 410 410 410

NOV 410 410 410 410 410 410

DEC 410 410 410 410 410 410

MAXIMUM FLIGHT DURATION AT ALTITUDE FL 350 EASTERN NORTH AMERICA JAN FEB MAR APR MAY JUN Latitude 60 N 1.90 1.00 0.85 0.67 0.67 1.00 55 N 1.90 1.30 1.00 0.82 0.82 1.85 50 N 3.20 1.90 1.37 1.03 1.00 3.20 45 N 6.00 3.20 3.20 1.36 1.90 6.00 40 N 6.00 6.00 6.00 3.20 6.00 6.00 35 N 6.00 6.00 6.00 6.00 6.00 6.00

JUL 3.20 6.00 6.00 6.00 6.00 6.00

AUG 6.00 6.00 6.00 6.00 6.00 6.00

SEP 6.00 6.00 6.00 6.00 6.00 6.00

OCT 6.00 6.00 6.00 6.00 6.00 6.00

NOV 6.00 6.00 6.00 6.00 6.00 6.00

DEC 6.00 6.00 6.00 6.00 6.00 6.00

JUL 1.46 2.05 6.00 6.00 6.00 6.00

AUG 6.00 6.00 6.00 6.00 6.00 6.00

SEP 6.00 6.00 6.00 6.00 6.00 6.00

OCT 6.00 6.00 6.00 6.00 6.00 6.00

NOV 3.35 6.00 6.00 6.00 6.00 6.00

DEC 2.05 6.00 6.00 6.00 6.00 6.00

Latitude

Latitude

FL 370 Latitude

60 N 55 N 50 N 45 N 40 N 35 N

JAN 1.00 1.40 2.00 3.55 6.00 6.00

FEB 0.68 0.80 1.38 2.05 3.50 6.00


EASTERN NORTH AMERICA MAR APR MAY JUN 0.60 0.55 0.55 0.67 0.70 0.58 0.56 1.00 0.86 0.69 0.67 1.46 1.45 0.86 1.39 3.57 6.00 1.43 3.57 6.00 6.00 6.00 6.00 6.00


3-9

12 FEB 10

FL 390 Latitude

60 N 55 N 50 N 45 N 40 N 35 N

JAN 0.60 0.80 1.10 2.15 3.90 6.00

FEB 0.40 0.50 0.80 1.10 1.50 6.00


JUL 1.10 1.40 3.60 6.00 6.00 6.00

AUG 6.00 6.00 6.00 6.00 6.00 6.00

SEP 6.00 6.00 6.00 6.00 6.00 6.00

OCT 3.70 6.00 6.00 6.00 6.00 6.00

NOV 2.00 3.70 6.00 6.00 6.00 6.00

DEC 1.40 2.15 6.00 6.00 6.00 6.00

FEB 0.25 0.30 0.45 0.63 0.96 4.70


JUL 0.63 0.92 1.60 4.50 6.00 6.00

AUG 2.50 2.50 4.50 6.00 6.00 6.00

SEP 2.50 4.50 6.00 6.00 6.00 6.00

OCT 1.20 0.25 4.70 6.00 6.00 6.00

NOV 0.90 1.20 1.75 4.50 6.00 6.00

DEC 0.77 1.20 2.50 2.50 4.50 6.00

FL 410 Latitude

60 N 55 N 50 N 45 N 40 N 35 N

JAN 0.37 0.45 0.63 1.10 2.50 6.00

FL 350 Latitude

60 N 55 N 50 N 45 N 40 N 35 N

JAN 6.00 6.00 6.00 6.00 6.00 6.00

FEB 1.40 6.00 6.00 6.00 3.20 6.00

WESTERN NORTH AMERICA MAR APR MAY JUN 0.87 0.76 0.82 1.10 1.40 0.82 0.82 1.40 3.20 0.82 0.85 1.95 6.00 1.32 1.37 6.00 3.20 3.20 6.00 6.00 6.00 6.00 6.00 6.00

JUL 1.37 1.90 3.20 6.00 6.00 6.00

AUG 6.00 6.00 6.00 6.00 6.00 6.00

SEP 6.00 6.00 6.00 6.00 6.00 6.00

OCT 6.00 6.00 6.00 6.00 6.00 6.00

NOV 6.00 6.00 6.00 6.00 6.00 6.00

DEC 6.00 6.00 6.00 6.00 6.00 6.00

60 N 55 N 50 N 45 N 40 N 35 N

JAN 2.15 3.70 6.00 6.00 6.00 6.00

FEB 0.90 2.15 6.00 6.00 1.46 6.00


JUL 0.88 1.08 1.46 6.00 6.00 6.00

AUG 6.00 6.00 6.00 6.00 6.00 6.00

SEP 6.00 6.00 6.00 6.00 6.00 6.00

OCT 6.00 6.00 6.00 6.00 6.00 6.00

NOV 6.00 6.00 6.00 6.00 6.00 6.00

DEC 3.60 6.00 6.00 6.00 6.00 6.00

FL 370 Latitude


UNCONTROLLED WHEN PRINTED Limitations Engines

3-10

12 FEB 10 FL 390 Latitude

60 N 55 N 50 N 45 N 40 N 35 N

JAN 1.19 2.30 6.00 6.00 3.93 6.00

FEB 0.61 1.19 6.00 6.00 1.11 6.00


60 N 55 N 50 N 45 N 40 N 35 N

JAN 0.70 1.04 1.78 2.55 1.68 6.00

FEB 0.00 0.70 1.87 2.55 0.88 6.00


FL 410 Latitude

3.9

JUL 0.71 0.71 0.90 2.15 6.00 6.00

AUG 2.30 3.93 3.93 6.00 6.00 6.00

SEP 6.00 6.00 6.00 6.00 6.00 6.00

OCT 2.17 3.95 6.00 6.00 6.00 6.00

NOV 6.00 6.00 6.00 6.00 6.00 6.00

DEC 6.00 6.00 6.00 6.00 6.00 6.00

JUL 0.55 0.58 0.74 2.34 6.00 6.00

AUG 1.68 1.68 2.42 6.00 6.00 6.00

SEP 2.59 6.00 6.00 6.00 6.00 6.00

OCT 1.23 2.50 2.59 6.00 6.00 6.00

NOV 1.75 1.80 2.59 4.80 6.00 6.00

DEC 0.72 1.33 4.70 6.00 6.00 6.00

Engines

The engine limit display markings on EICAS must be used to determine compliance with the maximum/minimum limits and precautionary ranges. If EICAS markings show more conservative limits than those specified below, the limit markings on the EICAS must be used. Red

Maximum and minimum limitations

Amber

Caution range

Green

Normal operating range

During all starts, do not exceed 75% N1 for 2 minutes after start, or until all operating indications are in the normal range, whichever is longer. Operate engines at or near idle for 2 minutes prior to shutdown. •

Taxi time at a stabilized 80% N2 or below may be credited towards the two-minute cool down period.



3.9.1

3-11

12 FEB 10

Engine Indications.

<-200> CF 34-3B1 Engine Red

Indication

Amber *874 to 900

Green 0 to 98.5 0 to 900 0 to 884 0 to 928 0 to 900 0 to 874

N1% RPM 98.6 ITT °C 900 (for first 2 min) Normal Takeoff 884 (for next 3 min) ITT °C Go-Around 928 (for first 2 min) or APR Thrust 900 (for next 3 min) ITT °C Maximum * 900 Continuous Thrust ** 874 to 900 (MCT) ** 900 N2% RPM Wing Anti-Ice ON 99.3 0 to 77.9 78 to 99.2 99.3 0 to 99.2 N2% RPM Wing Anti-Ice OFF Oil Temp °C 163 150 to 162 -40 to 149 Oil Press psi 0 to 25 116 to 156 26 to 115 * During MCT, amber band and red tick mark appears if ITT is greater than 874°C ** During MCT, amber band becomes a red band if ITT remains above 874°C for more than 30 seconds or if ITT is greater than 900°C. Red tick mark stays at 900°C. <-701> CF 34-8C1 Engine Indication N1 % rpm N2 % rpm ITT °C Oil Temp °C Oil Press psi

3.9.2

Red 99.5 99.4 Variable 164 0 to 24

Amber 156 to 163 Variable

Green 0 to 99.4 0 to 99.3 Variable -40 to 155 Variable

Engine Operating Limits.

<-200>

Condition Start Idle Acceleration Max Continuous Normal Takeoff Go-Around or APR Thrust

Core RPM N2% 20 ** 56.5 to 68.0 99.2 98.3 99.4

CF 34-3B1 Engine Fan RPM N1% ITT °C 900 900 98.6 874 96.2 *884 (5 minutes) *900 (2 minutes out of 5 total transient) 98.6 *900 (5 minutes) 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 -20°C or less, do not accelerate above idle.



3-12

12 FEB 10 <-701> CF 34-8C1 Engine Assisted Air Idle Windmill Start5 Start5

Limit

Ground Start4

N1

-

-

815°C

815°C

927°C (5 sec.) 955°C (2 sec.) 0-45%

ITT

N2

8

Oil Press Min Oil Level for Flight 1 2 3

4 5 6 7 8

3.9.3

182 psi 95 psi (after 10 min.) 40 % min with affected engine not started

Max Cont.

20-25%

99.5%

-

927°C

993°C (5 sec.) 1010°C (2 sec.)

927°C (25 sec.) 960°C (10 sec.) 1010°C (2 sec.)

-

-

-

-

0-45%

-

55-65%

8

182 psi 95 psi (after 10 min.) -

8

97.9%

Normal TO (TOGA)1 97.9% 920°C (5 min.) 939°C (2 min.) 1021°C (30 sec.)3 98.3%

7

182 psi 25-60 psi 95 psi (after 10 25-95 psi (oil 45-95 psi6,7 45-95 psi6,7 min.) temp <60°C) -

APR2 (Max Power)1 99.5% 960°C (5 min.) 979°C (2 min.) 1021°C (30 sec.)3 99.4%

-

-

45-95 psi6,7

-

-

Normal takeoff power and maximum power (2 engines) is limited to 5 minutes. APR power (1 engine) is limited to 10 minutes. Transient occurrences above 979°C (as indicated by ITT EXCEED B, ITT EXCEED B1, or ITT EXCEED C White Status messages) must be logged. Pilot initiated APR thrust is prohibited for the first 30 minutes after any engine start at altitudes below 7,500’ MSL and at all times above 7,500’ MSL. This limitation does not prohibit the pilot from selecting APR as required for safety of flight. NOTE: If subsequently restarted in flight, the engine will reset the FADEC and the greater than 30 minute warmup time limit then re-applies. ITT must be below 120°C before attempting to ground start engine. ITT must be below 90°C before attempting to airstart engine. Maximum oil pressure is limited to 156 psi when oil temp transient is <60°C. Oil pressures (above IDLE) between 25 and 45 psi require oil temperature monitoring. Oil pressures should show positive value during start and may peak beyond 182 psi (max display value). Oil pressures above 182 psi are displayed as amber dashes. Oil pressure may be greater than 95 psi for a maximum of 10 minutes.

Airplane Cold Soak.

Before the first flight of the day, when the airplane is cold-soaked at an ambient temperature of -30°C (-22°F) or below for more than 8 hours: •

The engines must be motored for 60 seconds and fan rotation must be verified before an engine start is initiated <-200>

•

Thrust reversers must be actuated until the deploy and stow cycles are less than 5 seconds <-701>

•

Thrust reversers must be actuated until the deploy and stow cycles are 2 seconds or less



3.9.4

3-13 30 AUG 10

Oil Temperature. Minimum for starting

3.9.5

-40°C

Maximum Continuous

+155°C

Maximum Permissible

+163°C (15 minutes maximum)

Oil Pressure. <-200>

<-701>

Steady-state idle

25 psi minimum

Takeoff Power

45 psi minimum

Maximum Continuous

115 psi maximum

Maximum Transient

-

Maximum transient after cold start (10 minutes maximum)

156 psi, 130 psi at idle

95 psi maximum 156 psi when oil temp is <60°C 182 psi or amber dashes

• Note • After cold start, engine must remain at idle until oil pressure returns to normal range. 3.9.6

Continuous Engine Ignition.

Continuous engine ignition must be used during the following: •

Takeoff and landing on contaminated runways

•

Takeoff with high crosswind components (15 knots or greater)

•

Flight through moderate or heavier intensity rain

•

Flight through moderate or heavier intensity turbulence

•

Flight in the vicinity of thunderstorms

3.9.7

Automatic Performance Reserve (APR).

<-200 only> If takeoff performance is predicated upon the use of APR, the APR system must be verified operative prior to takeoff. The APR system must be selected OFF if an APR INOP Amber Caution message is displayed on EICAS. APR OFF performance must be used if an APR INOP Amber Caution message is displayed.

3.9.8

Starter Cranking Limits.

<-200 only> Start

Maximum Time ON

Followed By

1

1 Minute

10 Seconds OFF

2

1 Minute

10 Seconds OFF

3 and Subsequent

1 Minute

5 Minutes OFF

The starter must not be engaged if indicated N2 RPM exceeds 55%:



3-14

12 FEB 10 <-701 Ground only> Start

Maximum Time ON

Followed By

1

90 Seconds

10 Seconds OFF

2

90 Seconds

10 Seconds OFF

3 and Subsequent

90 Seconds

5 Minutes OFF

<-701 Flight only> Start

Maximum Time ON

Followed By

1

2 Minutes

10 Seconds OFF

2 and Subsequent

1 Minute

5 Minutes OFF

The starter must not be engaged if indicated N2 RPM exceeds 45% Associated Conditions. At initiation of thrust lever movement from SHUT OFF to IDLE: •

ITT must be 120°C or less for all ground starts

•

ITT must be 90°C or less for all air starts

Dry-Motoring Cycle. A dry-motoring cycle (with thrust levers at SHUT OFF) may be used for engine ground starts and engine air starts. Start

3.9.9

Maximum Time ON

Followed By

1

90 Seconds

5 Minutes OFF

2 and Subsequent

30 Seconds

5 Minutes OFF

Engine Relight Limitations.

<-200> Relight Type Windmilling Starter Assisted Crossbleed (> 60 psi)

Relight Envelope Altitude from 21,000 to 15,000 ft.: Speed 300 KIAS to VMO and from 12 to 55% N2 Altitude less than 15,000 ft.: Speed 300 KIAS to VMO and from 9 to 55% N2 Altitude from 21,000 ft. to sea level: Speed from VREF up to VMO and from 0 to 55% N2

• Engine starting inflight is only permitted within the envelope defined in the following figure.



3-15

12 FEB 10

<-701> Relight Type

Windmilling Starter Assisted All Engine-Out Rapid Relight

Relight Envelope Altitude from 21,000 to 10,000 ft.: Speed 290 KIAS to VMO and from 7.2% N2 minimum Altitude less than 10,000 ft.: Speed 250 KIAS to VMO and from 7.2% N2 minimum Altitude from 21,000 ft. to sea level: Speed from VREF up to VMO and from 0 to 45% N2 Altitude from 10,000 ft. to sea level: Speed from 200 to 250 KIAS. FADEC rapid relight capability has been demonstrated at 200 KIAS for up to 15-second fuel interruptions.

• Engine starting inflight is only permitted within the envelope defined in the following figure.



3-16

12 FEB 10

3.9.10 Thrust Reversers Thrust reversers are approved for ground use only. The thrust reversers are intended for use during full stop landings. Do not attempt a go-around maneuver after deployment of the thrust reversers. Takeoff with any thrust reverser lights ON, icons, or EICAS messages displayed is prohibited. During landing, application of reverse thrust above 60% N1 is not permitted at airspeeds below 75 KIAS. Below 60 KIAS, reverse thrust must be reduced to idle (not above 30% N1). During preflight check of the thrust reversers with the airplane stationary, reverse thrust must be limited to 30% N1. Backing-up (power-back) using thrust reversers is prohibited.

3.9.11 Engine Operating Limits Due to Wind Direction. <-701 only> Wind and fan speed limitations listed below must be observed:

Wind Condition

Limitation

1

Within 30° on either direction of the airplane nose-no windspeed limit -OR>30° in either direction of the airplane nose- <5 knots windspeed

No limitations - TOGA thrust may be applied before brakes released.

2

>30° in either direction of the airplane nose-between 5 and 30 knots windspeed

Apply maximum of 75% N1 before brake release, then TOGA thrust.

3

>30° in either direction of the airplane nose- >30 knots windspeed

Apply maximum of idle/taxi thrust before brake release, then TOGA thrust


UNCONTROLLED WHEN PRINTED Limitations Fuel

3.10

3-17

12 FEB 10

Fuel

3.10.1 Fuel Quantities. Maximum permissible fuel imbalance between the left and right wing tanks for: <-200>

<-701>

Takeoff

800 lbs.

300 lbs.

All other phases of flight

800 lbs.

800 lbs.

Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not usable. Fuel quantities are based on 6.75 lb./per US gal. The maximum usable fuel load for each fuel tank is given below:

Left Tank Right Tank Center Tank Total

Pressure Refueling (lbs.) <-200> <-701> 4,760 7,492 4,760 7,492 4,998 4,610 14,518 19,594

Gravity Refueling (lbs.) <-200> <-701> 4,488 7,290 4,488 7,290 4,930 13,906 14,580

Takeoff with a fuel load in excess of 500 lbs. in the center tank is not permitted unless each wing tank is above 4,400 lbs. The minimum fuel quantity for go-around per wing tank (with the airplane level) and assuming a maximum airplane climb attitude of 10° nose up: <-200> <-701>

450 lbs. 600 lbs.

3.10.2 Fuel Crossflow Powered crossflow and gravity crossflow must be OFF for takeoff.

3.10.3 Fuel Temperature. Takeoff with engine fuel temperature indications below 5°C (41°F) is prohibited. Takeoff with bulk fuel temperature indications below the stated is prohibited. During flight, bulk fuel temperature should remain above the following: Fuel Type

Bulk Fuel Takeoff Limit

Bulk Fuel Freezing Point

ASTM D1655 (Jet A)

-30°C

-40°C

ASTM D 1655 (Jet A1)

-37°C

-47°C

MIL-T-5624 (JP 5)

-36°C

-46°C

MIL-T-83133 (JP 8)

-37°C

-47°C


UNCONTROLLED WHEN PRINTED Limitations Oil

3-18

12 FEB 10

3.10.4 Fuel Grades. Fuels conforming to any of the following specifications are approved for use. Mixing of fuels is permitted. Fuel Grades Canadian

American

NATO

Kerosene Type CAN 2-3.23

ASTM D1655 JET A

-

ASTM D1655 JET A1

F35

-

MIL-T-83133 JP 8

F34

-

MIL-T-5624 JP 5

F44

When using JET A type fuel with ambient temperature of -30°C (-22°F) or below, the bulk fuel temperature prior to flight must be verified to be above -29°C (-21°F).

3.11

Oil

3.11.1 Oil Consumption. Maximum oil consumption on each engine is 6.4 ounces per hour/0.05 US gallons per hour.

3.12

Auxiliary Power Unit

3.12.1 Starting. •

Minimum temperature for cold-soaked APU starting on the ground: -40°C

The following APU start cycles are permitted: <-200> APU Start (on BATTERY) Start

Max Time ON

Followed By

1

30 seconds

2 minutes OFF

2

30 seconds

20 minutes OFF

3

30 seconds

2 minutes OFF

30 seconds

40 minutes OFF

4

APU Start (using DC Ground Power) Start

Max Time ON

Followed By

1

15 seconds

2 minutes OFF

2

15 seconds

20 minutes OFF

3

15 seconds

2 minutes OFF

4

15 seconds

40 minutes OFF

• Note • The 2-minute delay must be observed between cranking attempts to allow for cooling of the starter and start contactor and APU fuel drainage. <-701> The APU starter motor duty cycle is limited to not more than three (3) starts/start attempts in one (1) hour with a two (2) minute delay between cranking attempts. PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Limitations Auxiliary Power Unit

3-19

12 FEB 10

3.12.2 Operating Range <-200> Maximum RPM

107%

<-700> 106%

Maximum EGT Normal

743°C

Below 60% RPM

870°C

All Conditions

974°C

1038°C

Maximum Starting Altitude

30,000 feet

37,000 feet

Maximum Operating Altitude

36,000 feet

41,000 feet

3.12.3 APU Bleed Air. APU Bleed Air Limitations System / Condition Air Conditioning

Engine start during ground operations

Engine start during flight

Limitation Bleed air extraction from the APU is not permitted above: <-200> 15,000 ft. <-701> 25,000 ft. Each engine may be started using the APU as a bleed air source. <-200 only> If both engines are to be started using the APU bleed air, the operating engine’s thrust must not exceed 70% N2. <-200> 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 ft. and below. <-701> Starter assisted main engine start (MES) using APU bleed is limited to 21,000 ft. or below (not an APU bleed limitation but an in-flight MES altitude limitation).

3.12.4 APU Indications. The APU limits display markings on the EICAS must be used to determine compliance with the maximum/minimum limits and precautionary ranges. If EICAS markings show more conservative limits than those specified below, the limit markings on the EICAS should be used.

• Note • Red

Maximum and minimum limitations

Amber

Caution range

Green

Normal operating range

Indication

Green <-200>

Amber <-701>

Red

<-200>

<-701>

<-200>

<-701>

APU EGT °C

0 to 712

0 to 806

713 to 742

-

> 743

> 807

APU RPM %

0 to 100

0 to 106

101 to 106

-

>107

> 107


UNCONTROLLED WHEN PRINTED Limitations Auxiliary Power Unit

3-20

12 FEB 10

3.12.5 APU Door Open Limitation. With the APU door not closed or the door position is unknown: •

•

The airplane must be limited to: <-200>

300 KIAS

<-701>

220 KIAS

Or the APU must remain in operation

3.12.6 APU Start and Operating Envelope. <-200>

Calibrated Airspeed (Kt) Mach (M) <-701>


UNCONTROLLED WHEN PRINTED Limitations Air Conditioning and Pressurization

3.13

3-21

12 FEB 10

Air Conditioning and Pressurization

Maximum relief differential pressure:

8.7 psi.

Maximum negative differential pressure:

-0.5 psi.

Max differential pressure for taxi, takeoff, and landing:

0.1 psi.

Maximum altitude for single pack operation: <-200>

25,000 ft.

<-701>

31,000 ft.

The airplane must be completely depressurized prior to opening any of the airplane doors. The cabin pressurization must not be operated to a cabin altitude of -1,500 ft. below sea level when the system is in manual mode. To preclude possible crew and/or passenger ear damage, use of the EMER DEPRESS switch above 15,000 feet is prohibited. <-200 only> The bleed air 10th-stage valves must be closed for takeoff and landing if the anti-ice systems have been selected ON.

3.14

Navigation

3.14.1 Automatic Flight Control System Use of SPEED MODE (DES or IAS), flight director or autopilot coupled, during approach is not permitted. Operation with the autopilot engaged is prohibited at altitudes below 600 ft. AGL, except when performing the following: •

For visual and non-precision approaches, the minimum height for autopilot use is 400 ft. AGL

•

For precision approaches (PAR/ILS), the minimum height for autopilot use is 100 ft. AGL

The ADC source coupled to the active FCC must be the same as that coupled to the ATC transponder during flight in RVSM airspace.

3.14.2 Integrated Standby Instrument (ISI) When NAV 1 is tuned to a valid ILS frequency, the ISI will display localizer and glideslope deviation while on the LOC BC approach. Use of the ISI localizer and BC information is prohibited during LOC BC approaches.

3.14.3 Altimeter System Before takeoff: • The aircraft altimeters should be set to the local (QNH) setting. They should display a known elevation such as the published field elevation. The difference between the published field elevation and the altimeter display should not exceed 75 feet. • In flight, prior to entering RVSM airspace all required equipment for operation in RVSM airspace must be operational. • 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 altimeter system should be reported to ATC as being defective.


UNCONTROLLED WHEN PRINTED Limitations Electrical Systems

3-22

12 FEB 10

3.14.4 EGPWS • • • •

If the GPS is inoperative, the terrain awareness alerting and display system must be inhibited by selecting the GRND PROX, TERRAIN switch to OFF during the QFE operations. The terrain database, terrain displays and alerting system do not account for man-made obstructions, except for all known man-made obstructions in Canada, the United States and Mexico. Airplane navigation must not be predicated upon the use of the terrain display. The GRND PROX, TERRAIN switch should be selected OFF if the FMS position has not been updated within five (5) minutes prior to takeoff.

3.14.5 Global Position System Other approved navigation equipment appropriate to the route of flight (enroute and terminal) must be installed and operating. When an alternate airport is required by applicable operating rules, the following conditions apply. •

The alternate aerodrome must be served by an approach based on other than GPS navigation

•

The airplane must have operational equipment capable of using that navigation aid, and

•

The required navigation aid must be operational

3.14.6 FMS • • • •

RNAV (RNP), ILS, LOC, LOC/BC, LDA, and SDF approaches using the FMS are prohibited. The FMS does not provide automatic transition to the ILS. FMS thrust, range, and fuel management information is advisory only. The VNAV system information is advisory only.

3.15

Electrical Systems

3.15.1 Permissible AC Electrical System Loads. Individual AC generator loading must not exceed the following values: <-200> Altitude

Load Limitation Main Generator (each)

APU Generator

0 to 35,000 ft.

30 kVA

30 kVA

35,001 to 36,000 ft.

25 kVA

30 kVA

<-701> Altitude 0 to 41,000 ft.


Load Limitation Main Generator (each)

APU Generator

40 kVA

40 kVA

UNCONTROLLED WHEN PRINTED Limitations Flight Controls - Lift / Drag Devices

3-23 9 MAY 11

3.15.2 Permissible DC Electrical System Loads. Inflight: •

Maximum continuous load on each TRU: <-200>

100 amps

<-701>

120 amps

Ground Operation: •

To protect the flight compartment CRT displays, the maximum permissible time for ground operations with DC power only is 5 minutes.

3.16

Flight Controls - Lift / Drag Devices

3.16.1 Slats/Flaps. • •

Enroute use of slats/flaps is prohibited. Maximum slats and/or flaps extended altitude:

15,000 ft.

Flap Operation <-200> Upon arrival at the destination airport, an approach shall not be commenced, nor shall the flaps be extended beyond the 0 degree position, unless ONE of the following conditions exists: — When conducting a precision approach, the reported visibility (or RVR) is confirmed to be at or above the required visibility for the approach in use, and can be reasonably expected to remain at or above this visibility until after landing; or — When conducting a non-precision approach, the reported ceiling AND visibility (or RVR) are confirmed to be at or above the ceiling and visibility associated with the landing minima for the approach in use, and can be reasonably expected to remain at or above this ceiling and visibility until after landing; or — An emergency or abnormal situation occurs that requires landing at the nearest suitable airport.

3.16.2 Flight Spoilers. • •

Minimum altitude for flight spoiler deployment: 1,000 ft. AGL To ensure adequate maneuver margins, flight spoilers must not be extended inflight at airspeeds below the recommended reference speed plus 17 KIAS.

3.17

Taxi Lights

The taxi lights must be switched OFF whenever the airplane is stationary in excess of 10 minutes.

3.18

Wheel Brake Cooling Limitations

Brake cooling times must be observed between a landing or 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. (Refer to Chapter 9, Performance of this manual) Minimum brake cooling time is 15 minutes, and all BTMS indicators must be green and are not increasing.


UNCONTROLLED WHEN PRINTED Limitations Flight Deck Door

3-24 9 MAY 11

3.19

Flight Deck Door

The flight deck door must be kept closed and locked at all times during flight except to permit access and egress in accordance with FAA and Company-approved procedures for opening, closing, and locking the door. (Reference FOM Chapter 4: General for procedures.) Any time the flight deck door is opened in flight, a challenge and response closing and locking verification must be used to verify that the door is closed and locked. Any time a required flight crewmember leaves the flight deck, another crewmember must be present in the flight deck to ensure that the required flight crewmember is not locked out of the flight deck. • This limitation does not apply to non-routine flight operations (NRFO), operational check flights (OCF), route proving, or training flights.

3.20

Hydraulic Pump 3B (CRJ-200 Only)

The Hydraulic Pump 3B switch must be selected ON instead of AUTO from the Before Start Checklist to the Shutdown Checklist.


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Table of Contents

4a-i

9 MAY 11

Chapter 4a: Normal Procedures <-200> 4.1

Introduction .......................................................................................................................................... 4a-1

4.2 Checklists ............................................................................................................................................. 4.2.1 Standardized Abbreviations .............................................................................................................. 4.2.2 Checklist Usage ................................................................................................................................ 4.2.3 First Flight of the Day (FFD) ............................................................................................................. 4.2.4 Delayed Start (D). .............................................................................................................................

4a-1 4a-1 4a-1 4a-2 4a-2

4.3 Types of Checklists ............................................................................................................................ 4.3.1 Silent Checklist ................................................................................................................................. 4.3.2 Challenge and Response Checklist .................................................................................................. 4.3.3 Flow ..................................................................................................................................................

4a-2 4a-2 4a-2 4a-2

4.4 Crew Communication .......................................................................................................................... 4a-3 4.4.1 Flight Mode Annunciation ................................................................................................................. 4a-3 4.5 Standards.............................................................................................................................................. 4a-3 4.5.1 Standard Flight Routine .................................................................................................................... 4a-3 4.5.2 Standard Callouts ............................................................................................................................. 4a-7 4.6 Normal Checklists................................................................................................................................ 4a-9 4.6.1 Safety & Power On Check (Silent, No Flow)..................................................................................... 4a-9 4.6.2 Acceptance Check (Challenge & Response, C & FO Flow) ........................................................... 4a-18 4.6.3 Before Start Flow and Check (Challenge & Response).................................................................. 4a-31 4.6.4 After Start Flow and Check (Challenge & Response, C & FO Flow) .............................................. 4a-42 4.6.5 Taxi Check (Challenge & Response).............................................................................................. 4a-50 4.6.6 Before Takeoff Check (Challenge & Response, FO Flow) ............................................................. 4a-50 4.6.7 After Takeoff Check (Silent, PM Flow)............................................................................................ 4a-54 4.6.8 Descent Check (Challenge & Response, No Flow) ........................................................................ 4a-59 4.6.9 Before Landing Check (Challenge & Response, PM Flow) ............................................................ 4a-61 4.6.10 After Landing Check (Silent, FO Flow) ........................................................................................... 4a-63 4.6.11 Shutdown Check (Challenge & Response, C & FO Flow) .............................................................. 4a-64 4.6.12 Securing Check (Silent, No Flow) ................................................................................................... 4a-67



4a-ii

9 MAY 11



PSA CRJ-200 NORMAL CHECKLIST Indented items are for first flight of the day only.

SAFETY AND POWER ON

BEFORE START

Aircraft Status ............................................................... Checked Circuit Breakers ............................................................ Checked Nosewheel Steering................................................................Off Hydraulic Pumps.................................................................... Off Probes.....................................................................................Off Landing Gear Lever ........................................................... Down Flight Spoiler Lever ................................................................... 0 Flaps Lever ................................................ Set to actual position Radars ....................................................................................Off ADG Manual Release ......................................................Stowed Battery Master.........................................................................On APU/AC Electrics ........................................... As req'd/Establish AHRS (both)........................................................................ MAG Emergency Equipment.................................................. Checked When flight controls and nosewheel area are confirmed clear: Hydraulic Pump 3A .................................................................On Nosewheel Door .............................................................. Closed

Logbook/Req'd Docs ..................Verify ......................... Onboard Crew O2 & Masks ......................Verify ............... Checked/__psi Anti-Skid Test ............................... [C] ..........................Complete Parking Brake............................... [C] .................... Set/Checked Fuel Qty......................................Verify ............... __Req'd,__OB Altimeters ...................................Verify ................... _._Set/Chkd Departure Briefing ....................... [PF] .........................Complete -----------------------------------------------------------------------------------(D) CAS ......................................Verify ......................... Checked

ACCEPTANCE

TAXI

Logbook/Forms/Manuals ........... Verify......................... Checked Preflight Inspection .................... Verify........................ Complete Gear & ADG Pins..........................[C]..............................Stowed Selector Valves................... Verify.................Normal(If Inst) Audio Warning Panel........... [FO] .......................... Checked Electrics ....................................... [C] ........................... Checked Fire Test ............................... [C] .......................... Complete Lights ................................... [C] ........................... Checked Fuel Panel.................................... [C] ........................... Checked Bleed Test ............................ [C] .......................... Complete Bleeds .......................................... [C] .................................... Set APU.............................................. [C] ............................ As req'd Start Panel ............................ [C] ........................... Checked Hydraulics ............................. [C] ........................... Checked ELT ...................................... [C] .....................ARM/RESET Pressurization ....................... [C] ........................... Checked Air Conditioning............................ [C] ........................... Checked Ice Detector Test .................. [C] .......................... Complete Emergency Lights ........................ [C] ..................................ARM Standby Compass ................ [C] ........................... Checked Clocks ........................................ Verify......................... Checked Side Control Panels ............ Verify......................... Checked CVR Test .............................. [C] .......................... Complete Displays & Stby Instruments ...... Verify......................... Checked MLG Overheat Test.............. [C] .......................... Complete Upper Pedestal..................... [C] ........................... Checked Thrust Lever Quadrant................. [C] ........................... Checked TCAS Test ............................ [C] .......................... Complete RTUs/TCAS/ACPs ...................... [C] ........................... Checked Engine Speed Switches ....... [C] .....................................On Trims .................................... [C] ........................... Checked Lower Pedestal ............................ [C] ........................... Checked Stall/EGPWS Test ................ [C] .......................... Complete

Flaps...........................................Verify ............ __°Set/Indicating Takeoff Data...............................Verify ..................................Set Trims ..........................................Verify ....... Green Centered _._

Pressurization..............................[PM] ...................................Set Altimeters ...................................Verify ............................_._ Set Landing Data ...............................[PM] ...................................Set Approach Briefing........................ [PF] .........................Complete CAS ............................................Verify ......................... Checked

SECURING

BEFORE LANDING

Chocks/Brakes................................................................... In/Set Thrust Reversers ....................................................................Off Stby Attitude Indicator.................................Caged (if applicable) Emergency Lights ...................................................................Off Windshield Heat......................................................................Off Cargo Fan ...............................................................................Off Packs ......................................................................................Off Bleeds .....................................................................................Off Hydraulic/Oxygen Quantity ........................................... Checked Hydraulic Pumps.....................................................................Off External Lights (Except NAV) .................................................Off APU Generator .......................................................................Off APU Start/Stop........................................................................Off APU Pwr/Fuel .........................................................................Off DC Service..............................................................................Off Battery Master.........................................................................Off Dome Light..............................................................................Off External Power Switchlight .....................................................Off

Thrust Reversers.........................[PM] ..............................Armed Landing Gear..............................Verify ............... Down, 3 Green


CRJ-200 NORMAL CHECKLIST CCN: 5910004

AFTER START Fuel Check Valve ................... [C] ........................... Checked APR ........................................ [C] ...................Tested/Armed Anti-ice ........................................[FO] ................ Chkd/As Req’d Rudder.......................................... [C] ........................... Checked Nosewheel Steering ..................... [C] ...............................Armed Thrust Reversers.........................[FO] ..............................Armed (D) CAS ......................................Verify ......................... Checked

BEFORE TAKEOFF T/O Config ..................................Verify ......................... Checked T/O Fuel Qty/Balance.................Verify ...... __ Req, __ OB/Chkd Brake Temp.................................[FO] .......................... Checked Fuel X-Flow .................................[FO] .......................... MAN/Off Flight Controls .............................[FO] .......................... Checked T/O Briefing ................................. [PF] ...........Rwy___/Complete -----------------------------------------------------------------------------------Ignition/Anti-ice............................[FO] ..........................As Req’d CAS ............................................Verify ......................... Checked Runway Heading ........................Verify ......................... Checked

AFTER TAKEOFF Gear/Flaps...............................................................................Up Fuel X-Flow ..........................................................................Auto Bleeds/APU ............................................................ Set/As Req’d Thrust .....................................................................................Set Thrust Reversers.................................................................... Off

DESCENT

°

Flaps...........................................Verify ............... __ , Indicating

AFTER LANDING Lights/No PED......................................................... As Req'd/Off APU ...............................................................................As Req'd Flaps........................................................................................Up Transponder/Radar .................................................As Req’d/Off

SHUTDOWN Parking Brake............................... [C] .....................Set/Checked Electrics........................................ [C] ....................................Set Fuel Pumps .................................[FO] ................................... Off Anti-ice ........................................[FO] ................................... Off Windshield Heat ..........................[FO] ..........................As Req'd Transponder ................................[FO] ................................... Off Fuel Check Valve ................... [C] ........................... Checked Thrust Levers ............................... [C] ..............................Shutoff Passenger Signs .......................... [C] .................................... Off Hydraulic Pump 3A & 3B.............. [C] .................................... Off Lights............................................ [C] .................................... Off Nosewheel Steering ..................... [C] .................................... Off

REVISION 13

CRJ-200 SUPPLEMENTAL CHECKLIST

Engine Start (Cross-Bleed)

Caution

Engine Start (External Air)

Before attempting a cross-bleed start, do not exceed 75% N1 for 2 minutes on operating engine after start, or until all operating indications are in the normal range, whichever is longer.

• Note • Complete the Before Start Check prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

• Note • UNCONTROLLED WHEN PRINTED Complete the Before Start Check in its entirety — IGNITION (A or B) .......................................................... ARM

prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

— 14TH STAGE BLEED AIR switchlights ........................OPEN — APU LCV ....................................................................CLOSE •

APU LCV OPEN White Status message out

• Note • Coordinate air supply with ground crew just prior to engine start and to shut off external air source during a NO STARTER CUTOUT. — R ENG ........................................................................ START When N2 reaches 20% and ITT is below 120°C: — Right Thrust Lever....................................... Advance to IDLE •

• Note • If the ENG STOP switchlight does not clear a NO STARTER CUTOUT Amber Caution message, you must shut down the enigne and remove external air pressure. — First Flight of the Day Fuel Check Valve ................................................Checked

• Note • Complete the Before Start Check in its entirety prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure. — L BOOST PUMP ...............................................................ON — IGNITION B ....................................................................ARM — L ENG......................................................................... START • IGNITION B Green Advisory message on • L ENGINE START White Status message on • 10TH ISOL OPEN White Status message on • L & R 10TH SOV CLSD White Status messages out

•

— GEN 1................................................................................ON • L ENG OIL PRESS normal (above 25 psi) — External air supply.....................................................Remove — First Flight of the Day • Fuel Check Valve ................................................Checked • Note • If the NO STARTER CUTOUT Amber Caution message appears, pressing the applicable ENG STOP switchlight should be all that is required to close the start valve and stop the airflow to the air turbine starter (ATS). On the ground, should the ENG STOP action not resolve the problem, you must shutdown the engine and remove the external air source. — L & R BOOST PUMPs.......................................................ON — HYDRAULIC Pump 2B..................................................... ON — R ENG ........................................................ Cross-bleed start

To achieve 60 psi (approximately 85% N2)

— ENG (L or R)............................................................... START When N2 reaches 20% and ITT is below 120°C: — Applicable Thrust Lever...............................Advance to IDLE • Confirm starter disengages at 55% N2 After Start is Complete — Thrust Levers .................................................................IDLE — HYDRAULIC Pumps.............................................. AUTO/ON

Unpressurized Takeoff or Landing The procedures outlined below are required when the APU BLEED is inoperative and: 1. Performing a zero-engine bleed takeoff or landing, or 2. Anti-ice is selected ON for takeoff or landing. Before Takeoff — — — — — —

AIR CONDITIONING PACKs ..........................................OFF EMER DEPRESS ............................................................. ON 10TH STAGE ISOL valve ........................................ CLOSED 10TH STAGE L & R BLEED AIR switchlights ......... CLOSED PRESS CONT ..............................................................AUTO RAM AIR VALVE ..........................................................OPEN After Takeoff

When N2 reaches 20% and ITT is below 120°C: — Left Thrust Lever ......................................... Advance to IDLE • Confirm starter disengages at 55% N2 • IGNITION B Green Advisory message out • L ENGINE START White Status message out • ITT is 450°C - 600°C • N1 stabilizes and does not drop below 22 - 25% • N2 is between 62.9 - 64.0%


— 14TH STAGE BLEED AIR switchlights ........................OPEN — ECS page .................................................... Select & Monitor — Thrust Lever (operating engine) ...............................Advance

— L ENG................................................................. As Required

Engine Start (Battery with External Air)

HYDRAULIC Pumps.................................................... All ON IGNITION (A or B) ..........................................................ARM 10TH STAGE BLEED (operating engine).....................OPEN APU LCV ....................................................................CLOSE •

Confirm starter disengages at 55% N2

— Engine instruments.................. Monitor until start is complete

•

— — — —

• Note • If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured. At a safe altitude, preferably between 1,000' and 3,000' AFE: — 10TH STAGE L & R BLEED AIR switchlights ..............OPEN — AIR CONDITIONING PACKs ........................................... ON — RAM AIR VALVE ........................................................CLOSE — EMER DEPRESS ............................................................OFF Landing Prior to selecting Flaps 8 and below 10,000 ft.: — AIR CONDITIONING PACKs ..........................................OFF — 10TH STAGE, L & R BLEED AIR switchlights ........ CLOSED — RAM AIR valve .............................................................OPEN • Note • Avoid high rates of descent for passenger comfort.

External AC Power Procedures If you leave the aircraft while connected to External AC Power and are not completing the Securing Checklist the following procedure should be accomplished: — — — — — — —

Chocks/Brakes ............................................................. In/Set CAPT, FO, PEDESTAL LIGHTING .................................OFF Stby Attitude Indicator .......................... Caged (If Applicable) EMER LTS ......................................................................OFF DOME LIGHT ..................................................................OFF DC SERVICE...................................................................OFF BATTERY MASTER ........................................................OFF

If you arrive at the aircraft and the battery master is off and the flight deck is dark, perform the Safety and Power On Checklist then the Acceptance Checklist. Ensure that the flight deck lighting is set to appropriate levels.

REVISION 13


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Introduction

4a-1 9 MAY 11

Chapter 4a: Normal Procedures <-200> 4.1

Introduction

These Normal Procedures have been developed to provide guidance for operating the Bombardier CRJ in a standardized manner. These procedures have been compiled from various sources and consist of normal checklists, standard profiles and standard callouts. These Normal Procedures comply with the safety of flight issues dictated by the AFM. For this reason, compliance with the procedures contained in this chapter is compulsory unless the situation requires modification for safety factors. The Bombardier CRJ uses the ‘dark cockpit’ philosophy. This is defined as normal flight with no EICAS messages displayed or switchlights illuminated. Normal flight is defined as an aircraft in smooth air, utilizing normal bleed extraction, without malfunction and clear of icing.

4.2

Checklists

4.2.1

Standardized Abbreviations.

The following abbreviations and symbols are used to identify which crew member is responsible for responding to a checklist challenge. C- - - FO - - VERIFY PF - - PM - - -

4.2.2

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

- - - - - Captain - - First Officer - - - Both Pilots - - - Pilot Flying Pilot Monitoring

Checklist Usage.

All checklists performed are initiated at the command of the Captain on the ground and by the Pilot Flying (PF) in flight. The Captain, however, still retains final authority for all actions directed or performed. No checklist will be performed while taxiing across runways or if complex taxi instructions are issued. When a checklist is completed, the pilot reading the checklist will state the name of the check and the word “complete,” i.e., “Before Takeoff Check, Complete.” Some checklists contain a line. If the checklist contains a line, the first section is considered “down to the line,” and the second section is “below the line.” When the appropriate crewmember reads the checklist to the line, he will state, “Down to the line.” Crewmembers should not call “to the line” when calling for a checklist, as it will always be read to the line until the appropriate crewmember calls for “Below the line.” At no time should a challenge be recited from memory. If a pilot incorrectly responds to a challenge, the pilot reading the checklist will state the proper response and then wait for the corrected response before proceeding. Example: (Challenge and Response) FO CFO C-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

- - - - - - - - Passenger Signs - Set (Proper response is “ON”) - - - - - - - - - - - - - - ON - - - - - - - - - - - - - - ON

When “AS REQ’D” is the checklist response, the responding pilot will state the actual position/condition of the item.


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Types of Checklists

4a-2 9 MAY 11

4.2.3

First Flight of the Day (FFD).

Some aircraft systems require operational verification prior to the first flight of the day (FFD). These checklist items are indented on the Acceptance Check, After Start Check, and Shutdown Check and must be completed and read on the FFD only. For subsequent flights on the same day, these items may be omitted.

4.2.4

Delayed Start (D).

When the Captain is ready to start the left/right engine after utilizing single engine taxi, delayed start procedures will be used. The items on the Before Start and After Start Checklists that need to be read aloud are marked with a (D).

4.3

Types of Checklists

There are two types of checklists: Silent Checklists, and Challenge and Response Checklists.

4.3.1

Silent Checklist.

Silent Checklists may be preceded by a flow, and the items will be verified complete using the checklist after the flow is done. In the absence of a flow, the designated crewmember will read the checklist item and carry out the appropriate action. A Silent Checklist is indicated by the absence of a response designator. When a pilot completes a silent checklist, he will state aloud, “(Checklist Title) Check Complete.” The following checklists are Silent: • • • •

Safety & Power On Check After Takeoff Check (PM flow) After Landing Check (FO Flow) Securing Check

4.3.2

Challenge and Response Checklist.

Challenge and Response Checklists may be preceded by a flow that will contain some of the checklist items. These checklists are read aloud, and the applicable pilot shall respond to the challenge after having verified or changing the existing configuration. Both pilots shall cross-check, whenever feasible, the validity of the response. The pilot reading the checklist shall wait for the response before proceeding with the next item. If the actual configuration is not in accordance with the checklist requirement, corrective action shall be initiated. The following checklists are Challenge and Response: • • • • • • • •

Acceptance Check (C and FO flow) Before Start Check (C flow) After Start Check (C and FO flow) Taxi Check Before Takeoff Check (FO flow) Descent Check Before Landing Check (PM flow) Shutdown Check (C and FO flow)

4.3.3

Flow.

Flow patterns are established to configure aircraft systems or accomplish required tasks in an organized manner without reference to a checklist. There are some flow items that are not directly backed up with a checklist reference. These items show what is accomplished / checked in the flow box. The items that are backed up with a checklist reference show what is accomplished / checked in the expanded section. When accomplishing flows, pilots are expected to complete all items in order from memory. Applicable checklist (except Safety & Power On and Securing) are initiated after the flow pattern is completed. PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Crew Communication

4.4

Crew Communication

4.4.1

Flight Mode Annunciation.

4a-3 9 MAY 11

Reference to the Flight Mode Annunciator (FMA) as well as a thorough understanding of all armed and engagement indications is essential to the successful operation of the autoflight system. It is imperative to visually confirm all FMA changes. Below 3,000 ft. AGL callouts of all FMA changes are required. The pilot making the FCP selection will make the FMA callout.

4.5

Standards

4.5.1

Standard Flight Routine.

General. This shows the normal procedures for airport surface operations. Captain

First Officer Preflight

45 minutes prior to departure obtain Flight Release and weather package Report to aircraft at least 35 minutes prior to scheduled departure time The first pilot on the flight deck will determine the aircraft maintenance status prior to actuating switches and controls Accomplish Crew Briefing when originating trip, or a crew change

Participate in Crew Briefing

If electrical power is not already on, read and do “Safety & Power On Checklist” Accomplish Captain’s Acceptance Flow

Accomplish First Officer’s Exterior Preflight Record current ATIS information Accomplish First Officer’s Acceptance Flow

“Acceptance Checklist”

Accomplish Acceptance Checklist


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Standards

4a-4 9 MAY 11

Captain

First Officer Before Start

At least 25 minutes prior to departure when fueling is complete: Verify actual fuel load is within limits of RAMP fuel

Check ACARS. Insert flight number, departure and destination airport identifiers and employee numbers

Obtain ATC clearance. If done verbally, both pilots will listen to clearance Verify the proper altitude and transponder code is set

Set the proper altitude in altitude alerter and verify on the FMA

Accomplish Captain's Before Start Flow (to the line)

Accomplish First Officer's Before Start Flow (to the line)

Ensure that the FMS and ACARS initialization is complete. Ensure that the ATIS, Clearance, FMS, RTUs, and PFDs are set up as prescribed in the Departure Setup section of this chapter. Review the cleared departure with emphasis on the following: •

Planned Route of Taxi: Both pilots will review the expected taxi route, hot spots, any airport contruction, and applicable NOTAMS for taxiway closures. Both pilots will confirm all taxi instructions, especially hold short clearances. When crossing an active runway, each pilot shall confirm the runway is clear and there is a clearnace to cross. Vigilance shall be used when the first officer is performing “Heads Down” tasks such as checlist and FMS inputs.

•

Planned departure runway

•

Cleared SID or departure runway

•

Engine Failure Procedure

•

Take off Alternate or procedure for returning to the field

•

Specials (i.e. anti-ice usage, ignition usage, terrain, thunderstorms, abnormal bleed setup, unique airport advisory information, etc.)

Approximately 20 minutes prior to departure: “Before Start Checklist”

Accomplish Before Start Checklist to the line “Down to the line”

Initiated by Captain approximately 10 minutes prior to departure: Accomplish Welcome Aboard announcement Just prior to pushback - or engine start at gate - after agent provides count: Ensure Cabin Ready Notification is received from flight attendant and relay short taxi, or other pertinent information Obtain pushback clearance, if required Pushback/Engine Start Normal starting procedure is to start Engine 2 and single engine taxi out. When issued pushback clearance or cleared to start engine(s): Accomplish Before Start Flow (below the line) “Below the line”

Accomplish Before Start Checklist below the line

If the Captain performs the engine start the aircraft must be stopped with the parking brake set. If the Captain elects to have the engine started while the aircraft is in motion, the First Officer must perform the engine start.



4a-5 9 MAY 11

Captain

First Officer After Start

After engine(s) are started. Accomplish After Start Flow

Accomplish After Start Flow

When ground equipment is clear and acknowledgment of the ground crew signal: “After Start Checklist”

Accomplish After Start Checklist Delayed Engine Start

When the delayed engine start is accomplished: “Delayed Engine Start”

Accomplish the Delayed Engine Start Flow Accomplish the Before Start Checklist, (D) items Start the engine Accomplish the Delayed Engine After Start Flow Accomplish the After Start Checklist, (D) items Taxi

Upon initial parking brake release for taxi: “Parking Brake Released. Sterile Cockpit.”

Once Captain is able to monitor ATC communications, request Taxi Clearance

Monitor Taxi Clearance and restate any hold short instructions

Write down non-standard or complex taxi instructions Request confirmation if Captain does not restate any hold short instructions

Turn taxi light on when aircraft is moving

Maintain vigilance outside the aircraft Inform captain if out of the loop for any reason Crosscheck HSI, airport diagram, and airport signage to confirm aircraft position while taxiing. Approaching the entrance to an active runway, ensure compliance with hold short or crossing clearance before continuing with non-monitoring tasks. Visually scan runway and approach areas. When clear of ramp congestion and both engines are running: “ (State departure airport) Runway___, Flaps___, Taxi Check”

Accomplish Taxi Checklist

Before Takeoff When cabin secure notification is received and when number approximately 1 or 2 for the departure runway: “Before Takeoff Checklist”

Accomplish Before Takeoff Flow and checklist to the line “Down to the line”

PF accomplish Takeoff Briefing: — The pilot flying will point to the MFD (runway displayed) and call out the T/O runway, initial heading, initial attitude, first fix, Engine Failure Procedure and special considerations Accomplish Before Takeoff Checklist to the line Cleared onto the active runway: Verbally confirm ATC clearance onto active runway with other crewmembers and confirm proper runway selection using airport signs and markings and the airport diagram. Visually scan runway and approach areas.



4a-6 9 MAY 11

Captain

First Officer

Turn on wing, logo, landing and taxi lights “Below the line” Complete Before Takeoff Checklist When cleared for takeoff: Turn on all remaining exterior lights Taxi In When clear of active runway: Monitor Taxi Clearance and restate any hold short instructions

Request taxi clearance Write down non-standard or complex taxi instructions Request confirmation if Captain does not restate any hold short instructions Maintain vigilance outside the aircraft Inform captain if out of the loop for any reason

Crosscheck HSI, airport diagram, and airport signs to confirm aircraft position while taxiing. When approaching the entrance to an active runway, ensure compliance with hold short or crossing clearance before continuing with non-monitoring tasks. Visually scan runway and approach areas. When clear of landing runway and compliance with any runway hold short clearances can be assured. “After Landing Checklist” Accomplish After Landing Flow Turn taxi light on when the aircraft is moving



4.5.2

4a-7 30 AUG 10

Standard Callouts.

General. The following are sample callouts and are not all-inclusive. Conditions Brake Release Thrust Set At 80 knots At V1-5 At VR Positive Climb Takeoff

Select Gear Up V2 + 10 to 15 400 ft. AFE Above 600 ft. AFE Flaps Selection Transition Altitude/Level 1,000 ft. to Level-Off

Climb & Descent

New Altitude Assignment Significant Deviation from Briefed Profile

PF selecting Speed mode to climb or descend below 3,000 ft. AFE PF or PM sets new altitude and both pilots point to it IAS > Bug (+/-) 5

Pilot Flying “Set Thrust” -

Pilot Monitoring “Thrust Set” “80 knots”

“Checks” -

“V1” “Rotate” “Positive Rate”

“Gear Up” “Speed Mode”

“Gear Up” “Climb” “Heading,” or “FMS”

“Heading Mode,” or “Nav Mode” “Autopilot On” “Flaps 8” “Flaps Up” “xx.xx set” “Checks”

“Autopilot On” “Flaps 8” “Flaps Up” “xx.xx set” “9,000 for 10,000” “280 for 290”

“Climb,” or “Descent”

-

“15,000” “310”

“15,000” “310” “Airspeed”

“Correcting” VSI > 1,000’/min below 1,000’ AFE 1 dot GS or LOC

“Sink Rate” “Correcting” “Correcting”

“Localizer” “Glideslope”



4a-8 30 AUG 10

Conditions Localizer Alive/Captured

Glide Slope Alive/Captured

Pilot Flying “Checks” “Checks”

Pilot Monitoring “Localizer Alive,” “Localizer Captured” “Glideslope Alive,”

“Checks” “Glideslope Captured” “Checks”

1,000 ft. AFE

“1,000 feet” “Checks”

IFR Approach Callouts

500 ft. AFE (not required for non-precision approaches) 100 ft. above minimums DA (Runway environment in sight)

“Checks” “Checks” “Landing”

MAP (Runway environment NOT in sight) MDA

“500 feet, Bug +/- ___, Sink ___” “100 above”

“Go Around” “Checks,” “Set Missed Approach Altitude”

Approach Lights in Sight

“Minimums, Runway in sight” “Missed Approach Point, No contact” “ALTS” (or “MDA” without Flight Director) “Lights in sight”

“Continuing” Runway in Sight On Landing or Rejected Takeoff

At 90 knots & at 60 knots


“Runway in sight” “Landing” -

“90 knots” “60 knots”

UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists

4.6

Normal Checklists

4.6.1

Safety & Power On Check (Silent, No Flow).

4a-9 30 AUG 10

General. This checklist safely configures the aircraft for application of electrical power and / or air conditioning. This is a “read and do” checklist. Each item is read and accomplished silently. Safety & Power On (Expanded). Aircraft Status •

Checked

Verify maintenance, nose gear door, flap, and APU exhaust area status prior to applying power to the aircraft

Circuit Breakers (Panels 1-4) •

Checked

Circuit breakers should be either in (closed) or out (open) and collared

• Note • PSA’s philosophy and policy with respect to the resetting of tripped circuit breakers (In flight/On ground) is given in Chapter 11 of the FOM. Nosewheel Steering

OFF

Hydraulic Pumps

OFF

Probes

OFF

Landing Gear Lever

Down

Flight Spoiler Lever

0

Flaps Lever •

Set to Actual Position

Lever and flap surface positions should agree. If not, reposition flap lever to actual surface position.

Radars •

OFF

Verify that both control panels are selected OFF

ADG Manual Release

Stowed

Battery Master •

ON

With BATTERY MASTER selected ON, verify on the DC ELECTRICAL synoptic page that both batteries indicate 22 volts DC minimum and that no CHARGER message is displayed

• Note • EICAS display cooling is not available when the battery bus is powered and normal AC power is not available. DO NOT remain on battery power for more than 5 minutes. APU/AC Electrics •

AS REQ’D/Establish

AC power will be obtained from a jetway or ground power unit (GPU). If ground power is not available, start the APU. Prior to starting the APU on the FFD, carry out the APU portion of the Fire Detection/Firex Monitor test. PSA Airlines, Inc. CRJ Pilot Operating Handbook


4a-10 30 AUG 10

APU Fire Detection/Firex Monitor Test. Caution Before commencing the fire test, ensure that there is no APU FIRE FAIL Amber Caution message displayed on the Primary page. If APU FIRE FAIL Amber Caution message is displayed, do NOT carry out the Fire Detection/Firex Monitor Test, do NOT start the APU, and advise Maintenance Control. FIRE DETECTION/FIREX MONITOR Panel. APU switch............................................................................................................................................................Select to BOTH TEST switch .......................................................................................................................................................... Hold at WARN Verify the Following: • • •

Both master warnings, triple chime APU FIRE PUSH and BOTTLE ARMED PUSH TO DISCH switchlights illuminated Fire Bell & “JET PIPE OVERHEAT” aural

And the following Red Warning message: •

APU FIRE

TEST switch ....................................................................................................................................................................... Release APU BOTTLE switch ................................................................................................................................ Hold at TEST Position Verify the following Green Advisory messages: • •

APU SQUIB 1 APU SQUIB 2

After 5 seconds, the messages disappear, and the APU fire horn sounds from the aft equipment bay. APU BOTTLE switch ........................................................................................................................................................ Release Horn sound stops, and after 5 seconds, the APU SQUIB 1 & 2 Green Advisory messages return momentarily, then disappear. APU Starting Sequence. Before starting the APU on the ground, ensure that: • •

APU GEN switch is OFF APU LCV switchlight is pressed out

• Note • The APU PWR/FUEL switchlight must be selected OFF between each APU start. The APU PWR/ FUEL switchlight should be firmly pressed only once. If pressed twice, an immediate reset of the starting process and shutdown (if running) will occur. If starting the APU in flight, press the APU PWR/FUEL switch light, wait until the APU door inlet position indicates MID or OPEN, then press the APU START/STOP switch light. This process should take no more than 5 seconds. If no door indication is displayed (dashed lines in lieu of position), do NOT start the APU. APU PWR/FUEL switchlight............................................................................................................................................Select in



4a-11 30 AUG 10

Verify the following is displayed on the status page: • •

APU gauges APU DOOR OPEN message

And the following White Status messages: • •

APU SOV OPEN APU IN BITE (for approximately 5 seconds) — APU START/STOP switchlight ......................................................................................................................Select in

Note the following: • •

White START portion of the switchlight illuminates APU start and acceleration

And the following White Status message: •

APU START

At 50% rpm, START light disappears, and APU START White Status message is removed. At 99% rpm + 4 seconds, AVAIL indication in the Green APU START/STOP switchlight illuminates.

• Note • The green AVAIL light indicates that the APU is available for bleed air extraction. If the APU generator is not selected ON within 30 seconds of the completion of the APU start, the APU GEN OFF Amber Caution message appears. APU GEN switch ...................................................................................................................................................................... ON Select the AC ELECTRICAL synoptic page to verify that voltage, frequency, and load indications are normal and all AC buses are powered. Select the DC ELECTRICAL synoptic page to verify that TRU voltage and load indications are normal and all DC buses are powered. Establishing Air Conditioning (APU bleed air). APU LCV switchlight ................................................................................................................................................Select OPEN 10TH STAGE ISOL switchlight................................................................................................................................Select OPEN L 10TH STAGE SOV switchlight ........................................................................................................................Select CLOSED R 10TH STAGE SOV switchlight ........................................................................................................................Select CLOSED L & R PACK switchlight ............................................................................................................................................... Select ON Note the following White Status messages: • • • •

APU LCV OPEN 10TH ISOL OPEN L 10TH SOV CLSD R 10TH SOV CLSD



4a-12 30 AUG 10

AHRS (Both)

MAG

AHRS initialization takes 30 to 70 seconds. Alignment in DG mode can take up to 11 minutes. Emergency Equipment

Checked

Check the following: • •

Escape rope Escape hatch — Visually check that the escape hatch is closed and locked (two green witness marks are correctly aligned).

• • •

Flashlights (2) Crash Axe Halon 1211 portable fire extinguisher — Check indicator is in green band

•

Smoke hood (PBE) — Check condition of seal

• •

Life preservers (3) Oxygen masks/Smoke goggles (3)

WARNING Ensure nose gear area is clear before turning ON hydraulic system 3 ACMP. Nosegear doors will close automatically with hydraulic system 3 pressure and the NOSE DOOR switch on the external service panel in the FLT/NORM position. Hydraulic Pump 3A

ON

• Note • When ambient temperatures are greater than 40°C (104°F), avoid prolonged ground operations with any hydraulic system(s) operating. Nosewheel Door Verify the following Red Warning message IS NOT displayed: •

NOSE DOOR OPEN


Closed


4a-13 30 AUG 10

External Walkaround.

• Note • The Safety and Power On checklist must be complete prior to the external walkaround. The external walkaround is primarily a visual check to ensure that the overall condition of the airplane and its visible components and equipment are safe for flight. • • • • •

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

• Note • All tires should be inspected for evidence of bulges, cuts, bruises, embedded foreign objects, underinflation, excessive wear, or visible cord. The Captain will contact Maintenance Control and have the tire inspected when any doubt exists as to its serviceability. • • • • •

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 not actually involved in maintenance are secured Pitot static probes for evidence of freezing, severe discoloration, condition, and security

The word “CHECK” is used throughout this walkaround procedure to describe a visual examination that will detect obvious unsatisfactory condition/discrepancies. Start at the top of the boarding stairs, proceed in the direction indicated in the external walkaround sequence illustration, and terminate at the bottom of the boarding stairs. During cold weather operations, the flight crew must ensure that the fuselage, wings and tail surfaces are free from ice, snow or frost.



4a-14 30 AUG 10

• Note • Refer to Chapter 8 - Cold Weather Operations for cold weather external walk around requirements. Left Forward Fuselage. (1) Passenger door emergency light ..................................................................................................................................... Check (2) Alternate static port...........................................................................................................................................................Clear (3) AOA vane ....................................................................................................................................................................... Check (4) Standby pitot probe ......................................................................................................................................................... Check (5) Ice detector probe..............................................................................................................................................................Clear (6) Pitot static probe ............................................................................................................................................................. Check (7) Windshields, Windows ................................................................................................................................................... Check (8) Wipers (2) ....................................................................................................................................................................... Check Nosewheel and Gear. WARNING Hydraulically operated nose doors open and shut rapidly. operated.

Stay clear when doors are

(1) Wheel chocks ...............................................................................................................................................................Installed (2) Nose landing light ........................................................................................................................................................... Check



4a-15 30 AUG 10

(3) Oleo extension .................................................................................................................................................................Check (4) Nosewheel scissors................................................................................................................................................ As Required (5) Tires.................................................................................................................................................................................Check

• Note • Refer to note on page 4a-13 concerning tire wear limits. (6) NOSE DOOR ................................................................................................................................................... Confirm closed

• Note • If nose door open, select NOSE DOOR switch OPEN on the external A/C Service Panel. Contact Maintenance. (7) Nose gear pin..............................................................................................................................................................Removed Right Forward Fuselage. (1) NOSE DOOR switch.............................................................................................................................................FLT/NORM (2) External AC power service door ........................................................................................................................... As Required (3) Pitot Static Probe .............................................................................................................................................................Check (4) Ice detector probe ............................................................................................................................................................Check (5) TAT probe ........................................................................................................................................................................ Clear (6) AOA vane........................................................................................................................................................................Check (7) Oxygen blowout plug ....................................................................................................................................................... Intact (8) Alternate static port .......................................................................................................................................................... Clear (9) Galley service door and emergency light ........................................................................................................................Check (10) Antennae........................................................................................................................................................................Check (11) Beacon light...................................................................................................................................................................Check (12) Wing inspection lights...................................................................................................................................................Check (13) Landing/taxi lights.........................................................................................................................................................Check (14) Overwing emergency lights (3) .....................................................................................................................................Check (15) Overwing emergency exit .......................................................................................................................................... Secured Right Main Gear. (1) Wheel chocks ........................................................................................................................................................ As Required (2) Oleo extension .................................................................................................................................................................Check (3) Downlock safety pin...................................................................................................................................................Removed (4) Dust cover........................................................................................................................................................................Lower (5) Tires.................................................................................................................................................................................Check

• Note • Refer to note on page 4a-13 concerning tire wear limits. (6) Brake wear pins ...............................................................................................................................................................Check

• Note • At least one wear pin must not be flush or recessed with hydraulic pressure on and brakes applied.



4a-16 30 AUG 10

Right Wing.

• Note • Past experience has shown that airplanes without leading edge devices may be more susceptible to loss of lift due to wing leading edge contaminants. (1) Leading edge................................................................................................................................................................... Check (2) Navigation and strobe lights ........................................................................................................................................... Check (3) Winglet............................................................................................................................................................................ Check (4) Static dischargers ............................................................................................................................................................ Check

• Note • Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and ensure that surfaces are clear of any contaminants. (5) Aileron ............................................................................................................................................................................ Check (6) Lower wing surface......................................................................................................................................................... Check (7) Spoileron ......................................................................................................................................................................... Check (8) Flaps................................................................................................................................................................................ Check (9) Ground spoilers............................................................................................................................................................... Check (10) Upper wing surface ....................................................................................................................................................... Check (11) Wing anti-slip surface .................................................................................................................................................... Intact Right Rear Fuselage. (1) Engine cowl .................................................................................................................................................................... Check •

Check cowl anti-ice blowout plug is flush with skin and cowl leading edge for evidence of discoloration or deformation

(2) Thrust reverser ...............................................................................................................................................................Stowed (3) Right pylon...................................................................................................................................................................... Check (4) Antennae ......................................................................................................................................................................... Check Empennage. (1) Horizontal stabilizer........................................................................................................................................................ Check

• Note • Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and ensure that surfaces are clear of any contaminants. (2) Elevators ......................................................................................................................................................................... Check (3) Static dischargers ............................................................................................................................................................ Check (4) Navigation and strobe lights ........................................................................................................................................... Check (5) Antennae ......................................................................................................................................................................... Check Left Rear Fuselage. (1) Left pylon........................................................................................................................................................................ Check (2) Thrust reverser ...............................................................................................................................................................Stowed (3) Engine cowl .................................................................................................................................................................... Check •

Check cowl anti-ice blowout plug is flush with skin and cowl leading edge for evidence of discoloration



4a-17 30 AUG 10

Left Wing.

• Note • Past experience has shown that airplanes without leading edge devices may be more susceptible to loss of lift due to wing leading edge contaminants. (1) Wing anti-slip surface ...................................................................................................................................................... Intact (2) Upper wing surface .........................................................................................................................................................Check

• Note • Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and ensure that surfaces are clear of any contaminants. (3) Ground spoilers ...............................................................................................................................................................Check (4) Flaps ................................................................................................................................................................................Check (5) Spoileron .........................................................................................................................................................................Check (6) Aileron.............................................................................................................................................................................Check (7) Lower wing surface .........................................................................................................................................................Check (8) Static dischargers.............................................................................................................................................................Check (9) Winglet ............................................................................................................................................................................Check (10) Navigation and strobe lights..........................................................................................................................................Check (11) Leading edge .................................................................................................................................................................Check (12) Landing/Taxi lights .......................................................................................................................................................Check (13) Wing inspection light ....................................................................................................................................................Check (14) Overwing emergency lights (3) .....................................................................................................................................Check (15) Overwing emergency exit .......................................................................................................................................... Secured Left Main Gear. (1) Wheel chocks ........................................................................................................................................................ As Required (2) Oleo extension .................................................................................................................................................................Check (3) Downlock safety pin...................................................................................................................................................Removed (4) Dust cover........................................................................................................................................................................Lower (5) Tires.................................................................................................................................................................................Check

• Note • Refer to note on page 4a-13 concerning tire wear limits. (6) Brake wear pins ...............................................................................................................................................................Check

• Note • At least one wear pin must not be flush or recessed with hydraulic pressure on and brakes applied. Entering Airplane. (1) Stairs ................................................................................................................................................................................Check (2) Door area security ...........................................................................................................................................................Verify



4a-18 9 MAY 11

4.6.2

Acceptance Check (Challenge & Response, C & FO Flow).

Acceptance Flow (C & FO). General. This flow ensures all systems and equipment are operating properly. Trigger. Accomplish on the first flight of the day, after a crew change, or if maintenance has been performed in the flight deck. Start early enough to ensure all equipment is operating properly and to allow maintenance sufficient time to correct any irregularities. The crew will accomplish the entire flow on the FFD. Indented items need not be completed on receiving flights (i.e. crew swap or depowered aircraft).

Logbook / Forms / Manuals Gear & ADG Pins



4a-19 30 AUG 10

Captain (C)

First Officer (FO)

Logbook/Forms/Manuals ............................................Check Selector Valves .....................................NORMAL(if instld) Electrics.......................................................................Check Fire Test ........................................................... Complete Lights (NAV always ON) ...........................................Check Fuel Panel....................................................................Check Bleeds..........................................................................Set APU.....................................................................AS REQ’D Start Panel ...................................................................Check Hydraulics ..............................................................Check ELT ................................................................ ARM/RESET PASS OXY switch ......................................................Check Pressurization ..............................................................Check Air Conditioning .........................................................Check Anti-Ice ..................................................................Check Probes.............................................................................OFF Misc. lights/PAX signs ...................................... Check/OFF Emergency Lights ........................................................ARM STBY Compass...........................................................Check Glareshield ..................................................................Check Flight Control Panel ....................................................Check NWS...............................................................................OFF Clock ...........................................................................Check Side Control Panels................................................Check Instrument Panel .........................................................Check CVR Test ......................................................... Complete EICAS & STBY INST ................................................Check MLG OVHT Test............................................. Complete Upper Pedestal ............................................................Check Thrust Lever Quadrant ................................................Check RTUs/TCAS/ACPs ................................................Check Engine Speed Switches ................................................... ON Trims ...........................................................................Check Yaw Dampers....................................................... ENGAGE Source Select Panel ...........................................4 NORMAL Lower Pedestal ............................................................Check Stall Test .......................................................... Complete EGPWS Test .................................................... Complete

Logbook/Forms/Manuals............................................ Check External Walkaround.............................................Complete Gear & ADG Pins..................................................... Stowed Selector Valves ..................................... NORMAL(if instld) Audio Warning Panel ................................................. Check Clock........................................................................... Check Side Control Panels ............................................... Check Instrument Panel ......................................................... Check



4a-20 9 MAY 11

Acceptance (Expanded). Logbook/Forms/Manuals

Verify

Checked

Confirm all manuals are current using the DRS. Verify the following items are onboard: • Airworthiness certificate • Aircraft registration • FCC operating license • Maintenance logbook and MEL stickers • Normal checklists (2 normal, 1 required)* • MEL/CDL • QRH • POH (1 must be onboard the aircraft) • FOM (1 must be onboard the aircraft) • Speed Books (2 normal, 1 required)* • Weight and balance forms • SeeGee calculator • Jumpseat briefing card (a verbal briefing of ACM may be substituted)* * Before departing a maintenance base, a full supply of aircraft forms and manuals must be obtained if available. Preflight Inspection

Verify

Gear & ADG Pins •

Complete

[C]

Stowed

Confirm 3 landing gear pins and 1 ADG pin are onboard

• Note • Insertion or removal of gear or ADG pins requires a logbook entry. If pins are not onboard contact Maintenance Control. Selector Valves •

Verify

NORMAL (If Installed)

Selected up and guarded

• Note • ISIS equipped aircraft do not have Selector Valves. Audio Warning Panel

[FO]

Checked

— DCU switches...............................................................................................................................................Guarded, no lights Electrics

[C]

Checked

— DC Service switch.............................................................................................................................................................. OFF — BATTERY MASTER switch...............................................................................................................................................ON — IDG Disconnects ..........................................................................................................................................Guarded, no lights — APU GEN switch .................................................................................................................................................. As Required — GEN 1 & 2 switches..............................................................................................................................................OFF/RESET — Switchlights.......................................................................................................................................................Flush, no lights


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Fire Test

4a-21 30 AUG 10

[C]

Complete

FIRE DETECTION/FIREX MONITOR Test. Caution Before commencing the fire test, ensure that there is no APU FIRE FAIL Amber Caution message displayed on the Primary page. If APU FIRE FAIL Amber Caution message is displayed, do NOT carry out the Fire Detection/Firex Monitor Test, do NOT start the APU, and advise Maintenance Control. FIRE DETECTION Panel LOOP switches (5)............................................................................................................................................................... BOTH TEST switch........................................................................................................................................................... Hold at WARN Verify the following: • • • •

Both master warnings, triple chime LH/RH ENG FIRE PUSH and BOTTLE 1/BOTTLE 2 ARMED PUSH TO DISCH switchlights illuminated APU FIRE PUSH and BOTTLE ARMED PUSH TO DISCH switchlights illuminated Fire bell & “JETPIPE OVERHEAT” aural

And the following Red Warning messages: • L ENG FIRE • R ENG FIRE • APU FIRE • L JETPIPE OVHT • R JETPIPE OVHT Ensure no FIRE FAIL Amber Caution messages appear. TEST switch........................................................................................................................................................................Release •

All fire detection indications are removed

TEST switch.............................................................................................................................................................. Hold at FAIL Verify the following: •

Both master cautions, single chime

And the following Amber Caution messages: • • • • •

L FIRE FAIL R FIRE FAIL APU FIRE FAIL L JET OVHT FAIL R JET OVHT FAIL

TEST switch........................................................................................................................................................................Release •

All fire detection indications are removed



4a-22 30 AUG 10

FIREX MONITOR Panel ENGINE BOTTLE 1 & 2 switches .......................................................................................................................... Hold at TEST Verify the following Green Advisory messages: • • • •

L ENG SQUIB 1 R ENG SQUIB 1 L ENG SQUIB 2 R ENG SQUIB 2

ENGINE BOTTLE 1 & 2 switches .................................................................................................................................... Release •

All FIREX Green Advisory messages disappear

CARGO BOTTLE switch .................................................................................................................................................. TEST 1 Verify the following: • • • •

Both master warnings, triple chime NORMAL & STANDBY CARGO SMOKE PUSH switchlights illuminated NORMAL BOTTLE ARMED PUSH TO DISCH switchlight illuminated “SMOKE” aural

The following Red Warning message: •

SMOKE CARGO

And the following Green Advisory message: •

CARGO SQUIB 1

CARGO BOTTLE switch .................................................................................................................................................. TEST 2 Verify the following: • • • •

Both master warnings, triple chime NORMAL & STANBY CARGO SMOKE PUSH switchlights illuminated STANDBY BOTTLE ARMED PUSH TO DISCH switchlight illuminated “SMOKE” aural

The following Red Warning message: •

SMOKE CARGO


CARGO SQUIB 2

CARGO BOTTLE switch .................................................................................................................................................. Release •

All fire detection indications are removed Lights

[C]

Checked

All external lights will be checked for operation prior to the first flight of the day. — NAV lights ...........................................................................................................................................................................ON • — — — — — —

NAV lights should always be left in the ON position

BEACON ........................................................................................................................................................................... OFF STROBE ............................................................................................................................................................................ OFF LOGO.................................................................................................................................................................... As Required WING INSP .......................................................................................................................................................... As Required LANDING LTS (LEFT, NOSE, RIGHT).......................................................................................................................... OFF RECOG/TAXI LTS ........................................................................................................................................................... OFF


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Fuel Panel

4a-23 30 AUG 10

[C]

Checked

— L & R BOOST PUMP switchlights....................................................................................................................... Selected out •

INOP lights (amber) are illuminated

— GRAVITY XFLOW switchlight ........................................................................................................................... Selected out — L & R XFLOW and AUTO OVERRIDE switchlights ......................................................................................... Selected out Bleed Test

[C]

Complete

Bleed Leak Detection Test. BLEED AIR Control Panel DUCT MON rotary switch .......................................................................................................................................Hold at TEST Verify the following: • •

Both master warnings, triple chime “BLEED AIR DUCT” aural

On the BLEED AIR and ANTI-ICE overhead panels, verify the following red switchlights: • L 10TH STAGE DUCT FAIL • R 10TH STAGE DUCT FAIL • L 14TH STAGE DUCT FAIL • R 14TH STAGE DUCT FAIL • WING ANTI-ICE DUCT FAIL The following Red Warning messages: • • • • •

L 10TH STAGE DUCT R 10TH STAGE DUCT L 14TH STAGE DUCT R 14TH STAGE DUCT ANTI-ICE DUCT


DUCT TEST OK

DUCT MON rotary switch ................................................................................................................................................. NORM •

All bleed air duct overheat indications are removed Bleeds

[C]

Set

— L & R 14TH STAGE switchlights .......................................................................................................................... Selected in •

Note L & R 14TH ARM CLSD White Status messages are removed

— 14TH STAGE ISOL switchlight ........................................................................................................................... Selected out — L & R 10TH STAGE switchlights ........................................................................................................................ Selected out APU •

[C]

AS REQ’D

Start the APU approximately 10 minutes prior to door closure unless passenger comfort warrants otherwise.



4a-24 9 MAY 11

Start Panel

[C]

Checked

— L & R ENG START switchlights ..........................................................................................................................Selected out — IGNITION A & B switchlights..............................................................................................................................Selected out — IGNITION CONT switchlight ...............................................................................................................................Selected out Hydraulics

[C]

Checked

Hydraulic Systems Test. Caution Ensure that all flight control surfaces are clear before powering any hydraulic system. EICAS Control Panel (ECP)................................................................................................................. Select HYD synoptic page AC Motor Pump (ACMP) switches........................................................................................... 1B ON, 3A OFF, 3B ON, 2B ON Fluid quantities ................................................................................................................................................... Normal (45-85%)

• Note • If quantity is outside of this range contact Maintenance Control for an accurate quantity percentage related to temperature. Reservoir output lines............................................................................................................................................................Green System pressure .........................................................................................................................................Normal (3000+200 psi) ACMP switches .............................................................................................................. 1B AUTO, 3A ON, 3B OFF, 2B AUTO System 3 pressure (HYD synoptic page)...................................................................................................Normal (3000+200 psi)

ELT •

[C]

ARM/RESET

Also verify PASS OXY switchlight is guarded and no light Pressurization

[C]

Checked

— MAN ALT switch ....................................................................................................................................................... Centered — EMER DEPRESS switchlight...................................................................................................................... Guarded, light out — PRESS CONT switchlight .............................................................................................................................. AUTO, light out — MAN RATE knob ................................................................................................................................................... Full DECR Air Conditioning

[C]

Checked

— L & R PACK switchlights..................................................................................................................................... As Required — RAM AIR switchlight .................................................................................................................................. Guarded, light out — Temp control MAN switchlights .................................................................................................................. AUTO, lights out — CARGO fan switch ............................................................................................................................................................FAN Anti-Ice Control Panel — ANTI-ICE, WING switch .................................................................................................................................................. OFF — ANTI-ICE, COWL LH & RH switches............................................................................................................................. OFF — LH and RH PROBES switches .......................................................................................................................................... OFF PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Ice Detector Test

4a-25 30 AUG 10

[C]

Complete

Ice Detector Test. DET TEST switchlight........................................................................................................................................................ Hold in Below a preset temperature, verify the following: • •

Both master cautions, single chime ICE switchlight illuminated

And the following Amber Caution message: •

ICE

Above a preset temperature, verify the following Green Advisory message only: •

ICE Emergency Lights

[C]

ARM

Passenger Signs Panel — NO PED ..............................................................................................................................................................................OFF — SEAT BLTS .......................................................................................................................................................................OFF Standby Compass •

[C]

Checked

Compare headings with Captain and First Officer’s HSIs on the PFD and MFD, and ensure the compass card is in place • Note • AHRS heading information may be inaccurate due to ground equipment magnetic disturbance at the gate. This can cause an EFIS COMP MON Amber Caution message with an accompanying HDG comparator box on the PFDs.

Glareshield — ROLL SEL, PLT & CPLT switchlights ..................................................................................................................... No lights Flight Control Panel (FCP) — AP DISC switch-bar .................................................................................................................................................... Engaged Clocks •

VERIFY

Checked

VERIFY

Checked

Ensure that the UTC time and date are accurate Side Control Panels

Wiper Switches WIPERS .............................................................................................................................................................. Both OFF/PARK Side Panel Lighting Controls Side LIGHTING panels .............................................................................................................................................. As Required Air Data Reference Panel — DH ..................................................................................................................................................Ensure removed from PFD



4a-26 30 AUG 10

RA Test. RA TEST ..................................................................................................................................................................Push and hold Verify the following: •

50 ft. RA on the PFD

RA TEST ............................................................................................................................................................................ Release Verify the RA indication on the PFD returns to 0.

• Note • EFIS COMP MON Amber Caution message and RA flag may appear in dual radar altimeter configuration. Display Reversionary Panel.................................................................................................................................................NORM CVR Test

[C]

Complete

Cockpit Voice Recorder (CVR) Test. TEST switch ......................................................................................................................................Press and hold for 5 seconds •

Verify that the green light illuminates Displays & STBY Instruments

[VERIFY]

Checked

Displays (PFD, MFD, ED1 and ED2) •

Confirm that no abnormal indications are present

Standby Instruments — Standby attitude indicator .......................................................................................................... Uncaged (if applicable), erect — Standby altimeter ..................................................................................................................................... Set to field elevation — Standby airspeed indicator .......................................................................................................................................................0 MLG Bay Overheat Test

[C]

Complete

MLG Overheat Test. MLG BAY switch ...................................................................................................................................................Hold at OVHT Verify the following: • •

Both master warnings, triple chime “GEAR BAY OVERHEAT” aural


MLG BAY OVHT

MLG BAY switch .............................................................................................................................................................. Release •

Warning message is removed

OVHT TEST switch .....................................................................................................................................Hold at WARN FAIL Verify the following: •



MLG OVHT FAIL

OVHT TEST switch ........................................................................................................................................................... Release • Caution message is removed PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Upper Pedestal

4a-27 30 AUG 10

[C]

Checked

— MUTE HORN switchlight.......................................................................................................................... Guarded, lights out — ANTI-SKID switch..................................................................................................................................................... ARMED — IND LTS switch.....................................................................................................................................................As Required — GRND PROX-TERRAIN, OFF & FLAP, OVRD switchlights................................................................. Guarded, lights out Thrust Lever Quadrant

[C]

Checked

— PITCH DISC handle ............................................................................................................................................... In (vertical) — ROLL DISC handle ............................................................................................................................................In (horizontal) — GND LIFT DUMPING switch ....................................................................................................................................... AUTO — LH & RH THRUST REVERSER switches ................................................................................................................ARMED — EMER STOW switchlights ................................................................................................................... Selected out, no lights — FLIGHT SPOILER lever......................................................................................................................................................... 0 — Thrust Levers ........................................................................................................................................................... SHUTOFF TCAS Test

[C]

Complete

TCAS Test. Radio Tuning Unit (RTU) TCAS line key....................................................................................................................................................................... Select TEST line key ....................................................................................................................................................................... Select Verify the following: • •

On the VSI: TRAFFIC, TCAS test & red/green bands On the MFD: Four levels of targets (hollow cyan diamond, solid cyan diamond, solid yellow circle, and solid red square)

•

“TCAS SYSTEM TEST OK” aural RTUs/TCAS/ACPs

[C]

Checked

— Radio tuning units (both) ...............................................................................................................................................Normal — TCAS Main Page................................................................................................................................................... As Required Audio Control Panel — All receive and transmit switches .......................................................................................................................... As Required — VOICE/BOTH switch..................................................................................................................................................... BOTH — MASK/BOOM switch ................................................................................................................................................... BOOM — EMER/NORM switch.................................................................................................................................................... NORM



4a-28 30 AUG 10

Public Address System Test. ACP transmit knob ..........................................................................................................................................................Select PA Interphone control unit ...................................................................................................................................Push PA switchlight • •

Green PA Switchlight remains ON Transmit a test message

• Note • Ensure that the public address test message is heard by the cabin crew. ACP transmit knob ..................................................................................................................................................... As Required Weather Radars — Weather radars ................................................................................................................................................................... OFF Backup Tuning Panel — 1 & 2 RTU INHIB PUSH switchlights ..................................................................................................................Selected out — FMS TUNE INHIBIT switch....................................................................................................................................... Forward — ATC SEL knob................................................................................................................................................................ STBY — Mode selector knob ......................................................................................................................................................... STBY •

Verify that the frequencies displayed are the same on COM1 and NAV1 on RTU 1

STAB and MACH TRIM Review the location of the STAB CH1 HSTCU (CB2-F5) and the STAB CH2 HSTCU (CB4-A1) circuit breakers. These are noted with a YELLOW collar. Note the following Amber Caution messages: • •

STAB TRIM MACH TRIM

— STAB TRIM CH1 & CH2 ................................................................................................................................................ Press •

After pressing one STAB TRIM button, the STAB TRIM Amber Caution message should be removed, and a STAB CH 1 (or 2) INOP White Status message will appear until the other STAB TRIM button is pressed

— CAPTAIN’S STAB TRIM DISCONNECT ..................................................................................................................... Press Note the following Amber Caution message: •

STAB TRIM

Repeat procedure using First Officer stab trim disconnect. — STAB TRIM CH1 & CH2 ................................................................................................................................................ Press — MACH TRIM.................................................................................................................................................................... Press •

Confirm that all messages are removed

Display/ARINC Fans — DISPLY & ARINC FAN switches ................................................................................................................................NORM Engine Speed Switches

[C]

ON

Trims

[C]

Checked

— AIL TRIM, ELV TRIM & RUD TRIM.............................................................................................. Move in both directions •

On the status page, verify free and correct movement in both directions, then set exactly centered


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Lower Pedestal

4a-29 30 AUG 10

[C]

Checked

Interior Lighting — LIGHTING knobs.................................................................................................................................................. As Required Note the following Amber Caution message: •

YAW DAMPER

— YD1 & YD2...............................................................................................................................................................ENGAGE •

•

After engaging one YD, the YAW DAMPER Amber Caution message and amber YD indication on both PFDs should be removed, and a YD 1 (or 2) INOP White Status message will appear until the other YD is engaged Confirm YD 1 INOP and YD 2 INOP White Status messages are not displayed

Source Select Panel — ATT HDG knob........................................................................................................................................................NORM — AIR DATA knob ......................................................................................................................................................NORM — EICAS knob..............................................................................................................................................................NORM — DSPL CONT knob....................................................................................................................................................NORM — Observer’s ACP ..................................................................................................................................................... As Required — LANDING GEAR manual release handle..................................................................................................................... Stowed — ADG manual deploy handle .......................................................................................................................................... Stowed — AHRS................................................................................................................................................................................MAG Stall/EGPWS Test

[C]

Complete

Stall Protection System Test. WARNING Both STALL PTCT PUSHER switches must remain ON for all phases of flight.

• Note • Past experience has shown that airplanes without leading edge devices may be more susceptible to loss of lift due to wing leading edge contamination. • Note • To ensure a successful test, all items within the following test must be verified to have occurred in the sequence indicated. FLAPS lever.................................................................................................................................................................................. 0 STAB TRIM position................................................................................................................................................... 6 ±0.2 units Hydraulic pressure ............................................................................................................................................................ Checked •

Ensure that hydraulic system 3 pressure is normal


UNCONTROLLED WHEN PRINTED 4a-30 9 MAY 11

Normal Procedures <-200> Normal Checklists

STALL PTCT, PUSHER switches.............................................................................................................................Select to ON STALL switch ........................................................................................Select momentarily and check for the following events: • CONT IGNITION White Status message ON • Display Flight Control Synoptic page on ED2 • Captain’s and First Officer’s stick shaker is activated • CONT, ON light on • Stick pusher is activated and STALL switches flash • EICAS R/H elevator surface pointer indicates full travel or First Officer control column is against forward stop • Stick pusher is de-activated and STALL switches out • Captain’s and First Officer’s stick shaker stops • CONT, ON light out • CONT IGNITION White Status message out

• Note • Stick pusher deactivation and control column return to the neutral position is slower in ISIS equipped aircraft and does not necessarily indicate an unsatisfactory test. This is due to the fact that the pusher motor clutch does not disengage until approximately 5 seconds after the test is complete. • Note • STALL FAIL Amber Caution message appears if either AP/SP DISC switch is depressed for more than 3 seconds. Hydraulic Pumps 3A and 3B ................................................................................................................................................... OFF EGPWS Test. GND PROX TERRAIN switchlight....................................................................................................... Selected out and guarded GPWS switchlight ............................................................................................................ Push and release (less than 3 seconds) Verify the following: • • • •

GPWS and G/S lights illuminated “GLIDESLOPE,” “WHOOP, WHOOP, PULL UP,” “TERRAIN,” and “WINDSHEAR” aurals On the MFDs: TERRAIN TEST and TERRAIN DISPLAY FAIL messages and a display test pattern On the PFDs: Windshear warning

And the following White Status messages: • • •

GPWS FAIL WINDSHEAR FAIL TERRAIN FAIL



4.6.3

4a-31 30 AUG 10

Before Start Flow and Check (Challenge & Response).

General. This flow and checklist is used to prepare for starting the engines. Trigger. Approximately 25 minutes prior to departure. For the first flight of the day, the Before Start Check will be executed following the completion of the Acceptance Check. On turn-around flights when the aircraft remains powered, crews will go directly to the Before Start Check when preparing for the next flight. When the aircraft is depowered between flights or there is a crew swap, crews will begin with the Acceptance Check. Departure Setup. The following items will be completed and reviewed aloud by both pilots prior to calling for the Before Start Check. 1.

ATIS

2.

ATC Clearance

3.

FMS Setup

4.

RTU Setup

5.

PFD Setup

Departure Setup (Expanded). Prior to calling for the Before Start Check, either crewmember will have received the ATIS and ATC clearance for the leg to be flown. Once these are received, the initial altitude, frequencies (COM and NAV on RTUs 1 & 2), transponder code, and altimeters should be set accordingly. TCAS should be set to AUTO & REL. The WX/TERR selection on the DCP should be set to terrain unless weather radar is expected to be used for departure.

• Note • Primary ATC communications will normally be conducted using COM 1. COM 2 will be used for Company, Maintenance, ATIS, etc. Both the Captain’s and First Officer’s PFDs and the FMS will be set in the following manner so that these settings can be reviewed and confirmed without delay prior to the Before Start Check. 1.

Both pilots will select and identify the respective appropriate navigation source. The PF must be in short range (green needles) if the departure procedure or the engine failure procedure requires localizer tracking, VOR tracking, or DME identification.

• Note • If the waypoint or DME required turn is preloaded from the FMS database both pilots may be in white needles. 2.

Set Flap Retraction Altitude (FRA) on the MDA bug to 1000 ft. above field elevation or as published in the Takeoff Report, whichever is higher.

3.

Set airspeed bug to 200 knots.

4.

Set heading bug to runway heading.

5.

Set the initial altitude in ALT preselect.

6.

Set up the assigned departure and route in the FMS.


UNCONTROLLED WHEN PRINTED 4a-32 30 AUG 10


FMS Initialization (If required). Confirm the following on the STATUS page: • ACTIVE DATA BASE • UTC and DATE • PERF DATA BASE on page 2 (confirm engine type) On the INDEX page select: • POS INIT — Enter the airport ICAO identifier in the scratchpad — Press the airport line key. Verify that the FMS airport reference position is correct by referring to the latitude and longitude coordinates on the airport chart. — Press the airport reference position (lat & long) line key — Press the SET POS line key

• Note • If this position disagrees by more than 40 nm from the position last known by the FMS, the message RESET INITIAL POSITION is displayed on the FMS annunciator line. Verify the entry and re-enter the position. •

VOR CONTROL — Ensure that the VOR and DME USAGE line is ENABLED — Up to eight VORs can be inhibited

•

GPS CONTROL

•

— Ensure that GPS is ENABLED — Deselect satellites, as appropriate FMS CONTROL

•

— Select FMS DATA KEY to LEFT DEFAULTS (page 2) — — — — —

Enter climb speed of 290/.70-.74 Enter cruise speed of 290/.74 Enter descent speed of .74/290 Enter descent angle of 3.0 Enter Fuel flow correction of 0.0 (page 3)

FMS Flight Plan Programming. If destination airport is served by RNAV or GPS approaches only, the following procedure is mandatory: — — — — —

Select INDEX Select GPS CONTROL Enter the four letter ICAO airport identifier Enter destination airport ETA in Zulu Ensure APPR RAIM is AVAILABLE

If APPR RAIM is UNAVAILABLE, contact Dispatch. • FLPN Insert route (manually or company). Ensure origin, destination, alternate, and flight number are entered.



4a-33 30 AUG 10

• DEP/ARR Runway, SID, and STAR with applicable transitions. • FLPN Pilots will verbally review the flight plan by verifying each leg of the route with the ATC clearance, dispatch flight release and Jeppesen Airway charts. Verify the total distance, confirm and EXEC the flight plan, and COPY ACTIVE. • RADIO — Select as required • PROG — Select NEXT PAGE to view 2/2 — Enter RNP 1.0 in position R6 to ensure GPS coverage during entire flight (N/A if GPS and/or FMS is deferred) • MFD MENU — Select PF window to VNAV — Select PM window to ON — Select SPEED, ALTITUDE, and RNG TO ALT (this allows for any constraints in the flight plan to appear on the MFD). • PERF — Enter OAT — Temporarily select proper bleed configuration expected for takeoff (this will cause MCT value to be displayed). Enter MCT value into the scratchpad and line select it into TGT (Target N1), then reselect the bleed configuration to OFF. This will be the crew’s MCT reference prior to switching the bleeds after takeoff. — Ensure TO is active on Thrust Limit page 1 for normal takeoff Exception: If a FLX takeoff is planned, enter FLX temp and ensure FLX is active on Thrust Limit page 2. • PERF MENU — Advisory VNAV, enable If fuel is not in the PREDICTED performance mode (as indicated on the MFD window), carry out the following steps: — Select PERF MENU — Select FUEL MANAGEMENT — Select PREDICTED performance mode



4a-34 30 AUG 10

• PERF INIT On PERF INIT page 1: — Insert cruise altitude to destination — Confirm BOW with release — Enter actual fuel onboard On PERF INIT page 2: — Enter the average wind component from the release into Climb, Cruise and Descent — Enter the ISA deviation using the following chart: Airport Elevation

Standard ISA °C

0’

15.0

1000’

13.0

2000’

11.1

3000’

9.1

4000’

7.1

5000’

5.1

6000’

3.1

7000’

1.1

8000’

-0.8

Example ATIS temp = 18° C

Airport elevation = 1000’ MSL

Standard ISA (from chart) = 13.0° C Current temp is 5° above ISA (or ISA +5) — Once the aircraft has completed the DP and is en route, go to PERF INIT page 2 and delete the ISA deviation value. • VNAV On VNAV page 1: — Enter TGT SPEED of 290/.70-.74 or cost indexing speed — Confirm SPD/ALT LIMIT 250/10000 and TRANS ALT 18000 On VNAV page 2: — Enter TGT SPEED of 290/.74 or cost indexing speed On VNAV page 3: — Enter TGT SPEED of .74/290 or cost indexing speed — Confirm SPEED/ALT LIMIT of 250/10000 and TRANS FL of FL180 — EXEC after verification



4a-35 9 MAY 11

The Captain will ensure that the ATIS and ATC clearance have been reviewed, the PFDs and RTUs have been set, and the FMS flight plan has been reviewed. Example ATIS, Clearance, RTU, FMS, and PFD Review. “The ATIS is CHARLEY, wind is 200° at 5 knots, visibility is ¼ mile in heavy rain, ceiling 200’ overcast, temperature 8°, dewpoint 7°, altimeter 29.75. Runways 18L/C/R are in use, 18C RVR is 1200. We are cleared to PIT via the JACAL FIVE Departure NALEY transition, as filed. Squawk 5432 is set. RTU #1 is set to North Ramp and Outbound Ramp, Nav is Autotune. RTU #2 is set to OPS and Departure, Nav is autotune. The FMS has been reviewed (if the FMS route has not been reviewed, BOTH pilots will review it at this point). Both PFDs are set, speed bug 200 knots, Left NAV source is FMS, Right source is FMS, heading 183, flap retraction altitude 1,750’, initial altitude 8,000’, flight director coupled left. Any questions?” The crew will then complete the DEPARTURE BRIEFING as detailed in the Before Start Check (Expanded). After the departure setup is complete and the aircraft has been fueled, the Captain will call for the “Before Start Check.”

• Note • The Captain will not call for the Before Start Check until the fueling is complete. Before Start Flow (C & FO).

Captain (C)

First Officer (FO)

Crew O2 & masks................................................... Checked Nosewheel Steering ....................................................... OFF LH & RH WSHLD Switches.............................. AS REQ’D With OAT in excess of 25°C, the Windshield Heat should remain OFF until the Before Takeoff Check.

Crew O2 & masks....................................................Checked Pressurization....................................................................Set Set the destination elevation on the status page using the LDG ELEV knob on the CABIN PRESS control panel. Passenger Signs ............................................................... ON SEAT BELTS White Status message will be displayed on ED2.

After the Captain calls “Before Start Checklist” Accomplish the Before Start Checklist (to the line)



4a-36 30 AUG 10

Before Start Check (Expanded). LOGBOOK/REQ’D DOCS •

VERIFY

Verify that the maintenance logbook and all other required documents are onboard Crew O2 & Masks

•

ONBOARD

VERIFY

Checked/__psi

Check EICAS for oxygen pressure. Oxygen supply for crew must comply with minimum requirements in the table below. OAT

Min. Bottle Pressure (psi)

°C

-20

-10

0

10

20

30

40

50

°F

-4

14

32

50

68

86

104

122

1410

1431

1505

1579

1654

1728

1802

1877

3 Crewmembers 2 Crewmembers

1410

Oxygen Mask Test. Oxygen Mask Regulator Storage Compartment Oxygen mask regulator flow selector .................................................................................................................................... 100% PRESS TO TEST......................................................................................................................Push and hold down for entire test •

Listen for oxygen flow

•

Verify that the yellow cross located on the compartment door appears and then disappears as flow sound decreases

Harness inflation plates (red)............................................................................................................................................. Squeeze •

Verify that the yellow cross (oxygen flowing, harness inflated) appears and then disappears as flow sound decreases

Harness inflation plates (red).............................................................................................................................................. Release Emergency flow control ..........................................................................................................................................................Push •

Verify that the yellow cross (oxygen flowing) is visible

Emergency flow control ..................................................................................................................................................... Release •

Verify that the yellow cross appears and then disappears as flow sound decreases

PRESS TO TEST................................................................................................................................................................ Release Audio Control Panel (ACP) INT SVC speaker switch ................................................................................................................................................ Select ON BOOM/MASK switch ......................................................................................................................................................... MASK SPKR switch................................................................................................................................................................... Select ON I/C-R/T switch ........................................................................................................................................................................... I/C PRESS TO TEST..................................................................................................................................................Push and release •

Verify mask mic operation by oxygen flowing sound over speaker

I/C-R/T switch ......................................................................................................................................................................... OFF SPKR switch............................................................................................................................................................... As Required BOOM/MASK switch .........................................................................................................................................................BOOM


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Anti-Skid Test

4a-37 30 AUG 10

[C]

Complete

• Note • This test is required prior to each flight. If possible, it may be completed prior to performing the Before Start Check for passenger boarding safety concerns. Anti-Skid Test. Parking Brake...........................................................................................................................................................................OFF ANTI-SKID TEST switch ........................................................................................................................................Hold at TEST Verify the following: •


And the following Amber Caution messages: • •

A/SKID OUTBD A/SKID INBD

ANTI-SKID TEST switch ..................................................................................................................................................Release The Amber Caution messages disappear after approximately 6 seconds.

• Note • This test will be performed while holding toe pressure on the brake pedals. Wait for the A/SKID INBD and A/SKID OUTBD Amber Caution messages to disappear before selecting the parking brake ON. Parking Brake............................................................................................................................................................................ ON Parking Brake •

Set/Checked

Confirm that the parking brake is set and that the PARKING BRAKE ON Green Advisory message is displayed Fuel Qty.

•

[C]

VERIFY

__ Req’d, __ OB

Confirm that the quantity is balanced and corresponds with the Ramp Fuel on the dispatch release. The aircraft may be over- or under-fueled by 300 lbs. (but in no case may the aircraft be under-fueled below MIN T/O FUEL plus TAXI FUEL), as long as it is reflected in the Weight & Balance. If this is exceeded, an update to the release must be obtained by notifying the dispatcher via phone, radio, or ACARS (with a subsequent acknowledgement), or a new release must be obtained.

• Note • The center tank fuel limitation (500 lbs. max in the center tank with <4400 lbs. in each wing tank) ONLY applies for takeoff. Starting engines at the gate will start the fuel transfer process to correct the imbalance. • Note • When referencing fuel quantities, pilots may omit the last 2 digits of the fuel quantity (i.e., if the ramp fuel load is 12,386, pilots can state the required quantity as 12.3 or 12,300). Altimeters • •

VERIFY

__.__ Set/Chkd

The Captain sets left and standby altimeters and the First Officer sets the right altimeter Ensure that all three altimeters are within 75 ft. of published field elevation. Also ensure that the Captain’s and First Officer’s altimeters are within 50 ft. of each other (RVSM requirements)



4a-38 9 MAY 11

Departure Briefing

[PF]

Complete


Planned Route of Taxi: Both pilots will review the expected taxi route, hot spots, any airport construction, and applicable NOTAMS for taxiway closures. Both pilots will confirm all taxi instructions, especially hold short clearances. When crossing an active runway each pilot shall confirm the runway is clear and there is clearance to cross. Vigilance shall be used when the first officer is performing “Heads Down” tasks such as checklist and FMS inputs.

• • • • •

Planned departure runway Cleared SID or departure procedure Engine Failure Procedure Take off Alternate or procedure for returning to the field Specials (i.e. anti-ice usage, ignition usage, terrain, thunderstorms, abnormal bleed setup, unique airport advisory information, etc.)

Example Departure Briefing. “We are planning to depart Runway 18C, JACAL FIVE, NALEY transition. Planned taxi route from gate E18 to runway 18R is via the north ramp to the main ramp spot 2, then via Taxiway Echo to 18C. The JACAL FIVE SID is a RNAV departure. We will fly in NAV (FMS) mode and use of the flight director is required, climb and maintain 8,000 feet. We will not exceed 280 knots until advised by ATC. The Engine Failure Procedure is to fly a direct track on a 183 heading. Our takeoff alternate is KGSO. We will use Cowl Anti-ice for taxi and Wing and Cowl Anti-ice for takeoff. We will also use Continuous ignition on takeoff. Any questions?” --------------------------------------------------------------------------If ACARS is INOP / unavailable, ensure weight and balance paperwork is completed and handed to a gate agent prior to calling “below the line.”



4a-39 9 MAY 11

Before Start Flow (below the line) (C). Trigger. When issued pushback clearance or clearance to start engine(s).

Captain (C) R BOOST PUMP switchlight..........................................ON Confirm the following Green Advisory message: • R FUEL PUMP ON If both engines are required, also select the L BOOST PUMP switchlight ON. HYD PUMP switches 1B and 2B.............................. AUTO HYD PUMP switch 3A and 3B.......................................ON Doors ............................................................ Closed/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 • Confirm that the flight deck entry door is closed and locked The keyed deadbolt on the cockpit door is approved for ground operations only. Beacon .............................................................................ON Ignition A or B switchlight......................................... ARM • Use ignition A on odd days, use ignition B on even days L & R PACK switchlights ............................................. OFF



4a-40 30 AUG 10

Before Start Check (below the line) (C and FO). CAS •

VERIFY

Checked

The First Officer checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft, then states “Verify Checked.” The Captain also makes a final scan of the EICAS messages and states “Checked.”

Pushback Procedures. Pushback will not commence prior to the completion of the Before Start Check. For pushback procedures, refer to the FOM. Engine Start Procedures. The Captain will perform the engine start with the parking brake set. If the aircraft parking brake is not set, the Captain will direct the First Officer to perform the engine start. Engine starts will be accomplished when cleared by ground personnel during pushback or with the parking brake set. However, certain airports throughout our system have specific pushback procedures that must be followed. This information may be found in the station bulletins. The engine(s) will be started after obtaining a start signal from the marshaller. On the FFD, the fuel check valve check must be performed prior to starting the right engine. Reference the After Start Check (Expanded) for the procedure. The same procedures are used for the left engine start as were used for the right engine start. Engine Starts. •

The right engine is normally started first

— L or R ENG START switchlight.....................................................Press and hold until the following messages are verified: • •

IGNITION A or B Green Advisory message L or R ENGINE START White Status message

• Note • Start the chronometer when the L or R ENGINE START White Status message appears. The following engine instrument verification is required by the pilot performing the engine start (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 — N2 55% ........................................................................................................................................Verify L or R ENG START White Status message disappears



4a-41 30 AUG 10

Engine Starts, Other Than Normal. Accomplish the following procedures IAW the Supplemental Chapter of this POH or the Supplement Checklist (As Required). • • •

External Air Cross Bleed Battery/External Air

Hot Start. During an engine start, the HOT icon (ITT gauge) appears when ITT rapidly increases at 200°C per second. Should the HOT icon appear, immediately move the thrust lever to SHUT OFF and turn the ignition off. Continue to motor the engine until ITT decreases below 120°C, respecting starter engagement time limit. If the hot start occurs after a starter cutout (55% N2), re-engagement of the starter motor will be required. Refer to the Limitations Chapter of this POH for engine starter limitations. A hot start can occur without the HOT icon. Monitor ITT closely during start to avoid an over temperature (900°C maximum). Always be vigilant of the peak ITT. In addition to the hot start abnormal, a start sequence will also be aborted for any of the following abnormalities: •

Hung start (N2 stagnation prior to engine stabilization)

• •

No light off (no rise in ITT) No N1 rotation (Do not introduce fuel until N1 rotation is verified)

• • •

No fuel flow No IGNITION A or B Green Advisory message No oil pressure indication by the time idle N2 RPM is achieved

If the start is aborted, the pilot starting the engine will announce that he is aborting the start and will state the reason that the start was aborted. The following actions will be accomplished immediately before referencing the QRH: 1.

Affected engine, thrust lever.................................................................................................................................. SHUTOFF

2.

Ignition..............................................................................................................................................................................OFF

3.

Dry motor............................................................................................................................................................. As Required

Starter Fails to Cutout. It is imperative that starter cutout be observed at 55% N2. The NO STARTER CUTOUT Amber Caution message appears if the starter does not cutout. The resultant high speed of the starter turbine could cause mechanical damage. Pressing the applicable ENG STOP switchlight should be all that is required to close the start valve and stop airflow to the air turbine starter (ATS). On the ground, should the ENG STOP action not resolve the problem, you must shutdown the engine and turn off the air source (APU, external air or other engine bleed). Caution During an engine start using external air, coordination with ground personnel will be required to shut off the external air source during a NO STARTER CUTOUT Amber Caution message condition.



4a-42 9 MAY 11

4.6.4

After Start Flow and Check (Challenge & Response, C & FO Flow).

General. This flow is used to configure the aircraft for taxiing. Trigger. After the engine(s) are stabilized, accomplish the After Start Flow. After the ground equipment is clear and acknowledgment of the ground crew signal, accomplish the After Start Checklist. The First Officer will read the checklist and each crewmember will respond, verifying each switch is properly positioned. After Start Flow (C & FO).



4a-43 9 MAY 11

Captain (C)

First Officer (FO)

GENS .............................................................................. ON

Packs................................................................................ON

• Select engine generators on. APU ....................................................................AS REQ’D

•

Ensure BLEEDS are set as required, L & R PACKS are selected on and L PACK OFF and R PACK OFF White Status messages are extinguished • If the APU will be shutdown, ensure the BLEEDS are set ANTI-ICE........................................ Test (FFD)/AS REQ’D as required PROBES ..........................................................................ON IGN ................................................................................OFF APR........................................................... Test (FFD)/ARM • The FO selects PROBES LH & RH switches to ON Electrics .................................................................. Checked Transponder ........................................................ AS REQ’D •

Using the AC and DC electrical synoptic pages, the • Captain verifies:

The FO will select the transponder to ON if the airport requires the use of the transponder for ground operations

— All buses are powered — The loads, voltages and frequencies are within normal ranges — The flow lines are green — External electrics are selected off and disconnected — No abnormal messages are displayed After Start (Expanded). Fuel Check Valve •

[C]

Checked

On the first flight of the day (FFD), perform the fuel check valve verification after starting the left engine

Before starting the right engine: Select both fuel pumps.............................................................................................................................................................OFF Verify the following: •


And the following Amber Caution messages: • • •

L FUEL PUMP R FUEL PUMP R FUEL LO PRESS

• Note • If after 2 minutes, the R FUEL LO PRESS Amber Caution message is still not displayed, dry motor the right engine until the message appears, respecting starter limits. •

Select both fuel boost pumps back ON and start the right engine



4a-44 30 AUG 10

APR

[C]

TESTED/ARMED

APR Test (FFD). Engine Control Panel APR Switch ........................................................................................................................................................................... ARM APR TEST switch .............................................................................................................................................................. TEST 1 Verify the following: •

Green APR icons are displayed in the center of both N1 gauges

Also verify the following Green Advisory message: •

APR TEST 1 (2) — Repeat test for APR TEST 2 ANTI-ICE

[FO]

Checked/AS REQ’D

Anti-Ice Check (COWL/WING/14th-Stage Bleeds and ISOL Valve) (FFD). The FO selects the L & R 14TH STAGE switchlights out and verifies the following White Status messages: • •

L 14TH SOV CLSD R 14TH SOV CLSD

The FO selects the L & R 14TH STAGE switchlights in and verifies the previous Status messages are removed. The FO selects LH & RH COWL ANTI-ICE ON, and verifies: •

ITT increase on both engines

The FO selects the ANTI-ICE, WING to NORM and verifies: • •

ITT increase on both engines N2 gauges change from green to amber in the 0-78% range

• Note • The L or R WING or COWL A/ICE Amber Caution message may illuminate when the system is selected ON due to low pressure or temperature. This does not indicate an invalid test. ITT rise is the primary indication in determining test validity. The FO selects the 14TH STAGE ISOL switchlight in and verifies the following White Status message: •

14TH ISOL OPEN

The FO selects the 14TH STAGE ISOL switchlight out and verifies the previous Status message is removed. The FO selects ANTI-ICE, WING switch to OFF and verifies: •

ITT decrease on both engines

COWL ANTI-ICE ...................................................................................................................................................... As Required If the FO selects COWL ANTI-ICE switches to OFF, verify: •

ITT decrease on both engines


UNCONTROLLED WHEN PRINTED Normal Procedures <-200> Normal Checklists Rudder

4a-45 9 MAY 11

[C]

Checked

— EICAS control panel (ECP)............................................................................................................................................ F/CTL •

The Captain moves the rudder pedals full travel and checks on the F/CTL synoptic page that maximum deflection is obtained without binding Nosewheel Steering Thrust Reversers

[C]

ARMED

[FO]

Armed

Verify

Checked

Verify the following Green Advisory messages: • •

L REV ARMED R REV ARMED CAS

•

The First Officer checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft, then states “Verify Checked.” The Captain also checks the EICAS messages and states “Checked.”

Taxi. Prior to initial taxi, when the parking brake is first released, the Captain will state, “Parking Brake Released, Sterile Cockpit.” This is to reinforce the beginning of sterile cockpit procedures. Both pilots must verify the Jeppesen airport diagram is displayed and viewable. Any changes in the expected taxi route from the Departure Briefing will be discussed and briefed at this time. Pilots should allow time for airplane response to each thrust change. 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 attained to allow the airplane to turn at idle thrust (nosewheel should not be turned when aircraft is static). Thrust use during ground operation demands sound judgement 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). The tendency is to taxi faster than desired, especially during runway turnoff after landing. The appropriate taxi speed will depend on turn radius and surface condition. Nosewheel scrubbing indicates excessive steering angle and/or excessive taxi speed for surface condition. The normal straight-ahead taxi speed should not exceed 20 knots. When approaching a turn, adjust speed for the surface condition. 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 will reduce or eliminate the vibration, increasing passenger comfort. 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. No FMS entries will be performed while taxiing across runways, or if complex taxi instructions are issued. Taxi Lights RECOG/TAXI lights are used to taxi (day and night) and care should be exercised they do not distract other taxiing aircrew and/or ground personnel. RECOG/TAXI lights are normally selected ON when the taxi commences and OFF if the aircraft is stationary. The RECOG/TAXI lights must be selected off if the aircraft is stationary for more than 10 minutes (RECOG/TAXI light stationary limitation).


UNCONTROLLED WHEN PRINTED 4a-46 30 AUG 10


Nosewheel/Rudder Pedal Steering During a turn, maintain positive pressure on the nose steering tiller to prevent the nose gear from returning to center abruptly. Straight-ahead steering and large radius turns should be accomplished with rudder pedal steering only. Avoid stopping the airplane in a turn, as excessive thrust will be required to start taxiing again. After completing a turn, and prior to stopping, center the nosewheel and allow the airplane to roll straight ahead for a short distance. 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. Taxiing on Contaminated Surfaces Taxiing in adverse weather conditions requires awareness of surface conditions. If the taxiways and runways are covered with snow, slush, or ice, taxi with the flaps up. Select takeoff flaps when nearing the departure end of the runway, then complete the Taxi and Before Takeoff Checks. 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. FMS Entries (On Ground) The First Officer will make all FMS entries during taxi, executing only after confirmation by the Captain. No FMS entries will be performed during low visibility taxi operations unless taxiing straight ahead without complex intersections or the aircraft is stopped. Turning Radius The following shows the minimum turning radius capability for the CRJ-200 aircraft:



4a-47 9 MAY 11

Single - Engine Taxi. Conditions. • Non-operating engine BOOST PUMP OFF • Jet blast will not present a hazard to personnel and equipment • Do not exceed a thrust setting of 80% N2 • Prohibited when ramps or taxiways are contaminated with snow, slush, or ice • Prohibited during icing conditions Preferred single engine taxi is with the right engine operating. If operationally necessary to single engine taxi out with the left engine: The APU must be running with the APU GEN supplying electrical power. Prior to taxiing: Hydraulic Pump 2B................................................................................................................................................................ON After the right engine is started: Hydraulic Pump 2B.......................................................................................................................................................... AUTO Taxi-Out. On first flight of the day, start the left engine first. Both engines must be started at the gate to accomplish FFD items. Taxi-In. Single engine taxi-in will be accomplished with the right engine operating. Conditions permitting, the APU should remain off.



4a-48 9 MAY 11

Delayed Start Trigger. Before starting the left/right engine, the Captain will call for, “Delayed engine start.” The Delayed Start Flow followed by the Before Start Check (D) item will be accomplished. Delayed Start Flow.

Boost Pump switchlight ....................................................................................................................................................... ON Ignition A or B switchlight................................................................................................................................................ ARM * Use ignition A on odd days, use ignition B on even days. L & R Pack switchlights......................................................................................................................................................OFF Caution Extreme caution must be exercised to ensure that the operating engine’s N2 does not exceed 70% while starting the opposite engine using the APU bleed. (Reference Chapter 3: Limitations)



4a-49 9 MAY 11

Trigger. After both engines are operating, accomplish the Delayed After Start Flow followed by the After Start Check (D) item. Delayed After Start Flow.

Generator...............................................................................................................................................................................ON • Check Electric synoptic pages to ensure proper electrical power Ignition switchlight ...............................................................................................................................................................Off L & R Pack switchlights ........................................................................................................................................................On Engine Shutdown After Gate Departure. Select the AC electrics synoptic page and ensure the APU or Right Generator is available for electrical power. • •

Select L BOOST PUMP OFF Shutoff the left engine



4a-50 9 MAY 11

4.6.5

Taxi Check (Challenge & Response).

General. This check is used to configure the aircraft for departure. Trigger. Once clear of ramp congestion and both engines are running, the First Officer will ensure the takeoff performance is displayed on ACARS (or TLR performance is available) and set the takeoff data. The Captain will then call, “(Departure airport), Runway____, Flaps___, Taxi Check.” The First Officer will select the takeoff Flap setting and then complete the Taxi Check. When the checklist is complete, the First Officer will state: “Runway ____, Flaps___, Taxi Check complete.” If a runway change is received, the Taxi Check must be re-accomplished. Taxi (Expanded). Flaps

Verify

____°Set/Indicating

Verify the flaps are set for takeoff by pointing at the required Flap setting from ACARS or the TLR and the EICAS Flap Position (8° or 20°) Takeoff Data

Verify

SET

The First Officer will request takeoff data via ACARS. If the ACARS is not available, reference the weight and balance form, TLR, and speed cards. Once determined, the First Officer will set and read aloud from the ACARS Takeoff Data Page or the TLR and speed cards the departure runway, flap setting, takeoff weight, V-speeds, and N1 takeoff setting. The First Officer will also ensure the speed card displays the appropriate takeoff weight and that the PERF INIT page reflects the proper zero fuel weight. The Captain will visually verify these items on the displays. Takeoff data can be entered any time after final weight and balance is completed. Example Takeoff Data. Runway 18R, Flaps 20, 48,000 pounds, V1 is 133, VR is 133, V2 is 139, VT is 179 and FLEX N1 is 88.4. Trims

Verify

Green, Centered, __.__

Verify the following, by pointing at: • Aileron and rudder trims are green and exactly centered to prevent an unwarranted T/O CONFIG Red Warning message • STAB trim indicator is green and set as per the ACARS data or SeeGee wheel

4.6.6

Before Takeoff Check (Challenge & Response, FO Flow).

General. This flow and check is used to ensure the aircraft and flight attendant are prepared for an imminent takeoff.

• Note • If a runway change has been received, redo the Taxi Checklist. Trigger. After the Flight Attendant notifies the crew that the cabin is secure for takeoff and when approaching the departure end of the runway (i.e. approximately #1 or #2 for takeoff), the Captain will call for the “Before Takeoff Check.” When cleared for takeoff or cleared on the runway for “line up and wait,” the Captain will call “Below the line.” When the checklist is complete, the First Officer will state: “Before Takeoff Check complete.”



4a-51 9 MAY 11

Before Takeoff Flow (FO).

FUEL X-FLOW......................................................................................................................................................... MAN/OFF WSHLD Switches .............................................................................................................................................................. LOW • The First Officer will ensure the Windshield Heat switches are LOW, then confirm that there are no L(R) WSHLD HEAT or L(R) WINDOW HEAT Amber Caution messages displayed Flight Controls....................................................................................................................................... Aileron/Elevator Check Flight Attendant................................................................................................................................................................Advise The First Officer will make the required PA announcement advising the Flight Attendant to “prepare for departure” Example PA Announcement. “Ladies and gentlemen, we have been cleared onto the runway. Flight Attendant, please prepare for departure.” - OR “Ladies and gentlemen, we are number one (or two) for the runway. Flight Attendant, please prepare for departure.” FAA regulations prohibit providing additional information to the passengers when the aircraft is moving (critical phase). Save information regarding weather and arrival times for when the aircraft is parked. TRANSPONDER/TCAS........................................................................................................................................... ON/AUTO The First Officer selects the transponder on the PF side • If ALT OFF noted under transponder code on ATC Top Page, go to ATC Main Page and select ALT ON



4a-52 9 MAY 11

Before Takeoff (Expanded). T/O Configuration

Verify

Checked

The Captin and First Officer will verify the following Green Advisory message: •

T/O CONFIG OK T/O Fuel Qty/Balance

•

[FO]

Checked

All BTMS indicators must be green and are not increasing FUEL X-FLOW

•

__ Req. __ OB/CHKD

Both pilots will state minimum takeoff fuel required then state actual fuel onboard. Both pilots will also ensure that fuel is adequately balanced for takeoff and no unexpected asymmetry exists. Brake Temp

•

Verify

[FO]

MAN/OFF

The First Officer presses in the XFLOW AUTO OVERRIDE switchlight. The First Officer then confirms that the MAN XFLOW White Status message is displayed and that there is no GRAV XFLOW OPEN Green Advisory message or L XFLOW ON/R XFLOW ON White Status message. Flight Controls

[FO]

Checked

— EICAS Control Panel (ECP) ...........................................................................................................................................F/CTL •

Move the control wheel left and right to full deflection, and verify aileron and spoileron movement on the FLIGHT CONTROLS synoptic page. Check for smooth movement without binding.

•

Move the control wheel back and forth to full deflection, and verify elevator movement on the FLIGHT CONTROLS synoptic page. Check for smooth movement without binding.

•

Ensure no abnormal Caution, Advisory, or Status messages on the FLIGHT CONTROLS synoptic or status pages, and no abnormal graphic indications or colors. Ensure that the left and right flap position indications on the FLIGHT CONTROLS synoptic page coincide with the indication on the primary page.

— EICAS Control Panel (ECP) ............................................................................................................................................STAT T/O Briefing

[PF]

RWY ___/COMPLETE

•

The pilot flying will verify the correct runway is selected from the FMS database by checking the actual takeoff runway agrees with the runway displayed (the FROM waypoint) on the MFD. The FMS MAP format will normally be displayed for all takeoffs.

•

The pilot flying will point to the MFD (runway displayed) and callout the T/O runway, initial heading, initial altitude, first fix, Engine Failure Procedure and special considerations



4a-53 9 MAY 11

Example Takeoff Briefing. “Runway 18C, RNAV JACAL FIVE departure, climb to 8,000’, first fix is GIRGY,, Engine Failure Procedure is a direct track on a 183° heading, no special considerations. Any questions? Runway 18C/complete.” -----------------------------------------------------------------------------Trigger. When the aircraft is cleared onto the runway for departure. Ignition/Anti-Ice •

•

AS REQ’D

The First Officer selects the IGNITION/ANTI-ICE as briefed for takeoff • Note • ANTI-ICE will be used any time that icing conditions are expected prior to setting climb thrust in the After Takeoff Check. CAS

•

[FO]

Verify

Checked

The First Officer checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft, the states “Verify Checked.” The Captain also makes a final scan of the EICAS messages and advises the First Officer to clear the messages by stating “Checked.” Before calling the checklist complete, both pilots must verify that the T/O CONFIG OK Green Advisory message is displayed. The First Officer will clear the CAS after verified “Checked”. Runway Heading

Verify

Checked

Once the aircraft is lined up on the departure runway verify the compass heading and press the TOGA switches. Verify TO TO in the FMA. Takeoff. WARNING • •


Takeoff Roll (Normal). Advance 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 will occur on both engines. The exact amount of the initial setting is not as important as setting symmetrical thrust. After the engines are stabilized, the PF advances the thrust levers towards takeoff thrust and calls “Set thrust.” The PM will set final takeoff thrust by 60 KIAS. The PM then calls “Thrust set.” The Captain will then put his hand on the thrust levers until V1. Above 60 KIAS, do not reduce thrust except as required to maintain engine parameters within operating limits (redline). Thrust setting values for takeoff thrust and maximum continuous thrust are not considered limiting. Keep the airplane on the runway centerline with rudder steering. The rudder becomes effective between 40 and 60 KIAS. The maximum performance takeoff is the same as the normal takeoff except that the brakes are released only after takeoff thrust N1 is achieved.



4a-54 9 MAY 11

Aft Center-of-Gravity Effects. At aft CG and light weights, nosewheel steering effectiveness may be reduced. Hold the control wheel slightly forward to improve nosewheel steering. Rotation and Lift-off. WARNING Excessive rotation rates (exceeding 3 degrees per second) or overrotations 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. At VR, rotate smoothly toward the target pitch attitude in one continuous motion. Use a rotation rate of approximately 3° per second. Correct rotation technique is important to ensure that adequate performance is obtained. Lift-off will occur prior to reaching initial climb target attitude. After lift-off and once a positive rate of climb has been established, select landing gear up. Crosswind Takeoff. The aircraft demonstrates good crosswind control capability during the takeoff roll. Directional deviations should be corrected immediately with smooth and positive control inputs. The aileron becomes effective as the aircraft accelerates through approximately 80 KIAS. Use aileron as needed to maintain wings level and rudder to maintain centerline. Initial Climb. With all engines operating, adjust the pitch attitude to maintain V2 + 10 to 15 knots to the Flap Retraction Altitude (FRA). 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 8 or flaps 20. Turns at speeds less than V2 + 10 require the selection of ½ bank (1/2 BNK) to ensure adequate overbank protection. For performance and obstacle clearance requirements, turns may begin no sooner than 50 ft. AFE. Normally, all turns required for SID compliance, ATC request, or noise abatement cannot be initiated prior to 400 ft. AFE (reference page 9-1). Any planned early turns between 50 ft. and 400 ft. AGL require crew briefing prior to departure and will not exceed 15° of bank. At FRA (normally 1,000 ft. AFE), adjust the pitch attitude to maintain a slight climb rate while accelerating. •

For a flaps 8 takeoff, at VT - 10 and a positive airspeed trend, select flaps up

•

For a flaps 20 takeoff, at V2 + 12 and a positive airspeed trend, select flaps 8. At VT - 10 and a positive airspeed trend, select flaps up

After calling “Flaps up,” call for the “After Takeoff Check.”

4.6.7

After Takeoff Check (Silent, PM Flow).

General. This flow and check is used to configure the aircraft for climb/cruise. Trigger. After the flaps are selected up, and the PF has called for the After Takeoff Check, the PM will perform the After Takeoff flow and then read the After Takeoff Check silently. When the checklist is complete, the PM will state: “After Takeoff Check complete.”



4a-55 9 MAY 11

After Takeoff Flow (PM).

FUEL X-FLOW ................................................................................................................................................................ AUTO Bleeds/APU..........................................................................................................................................................Set/AS REQ’D Climb............................................................................................................................................... Select on Thrust Limit Page Climb Thrust ........................................................................................................................................................................... Set Thrust Reversers ...................................................................................................................................................................OFF After Takeoff (Expanded). Gear and Flaps

UP

FUEL X-FLOW

AUTO

— XFLOW AUTO OVERRIDE switchlight ................................................................................................................. Select out Bleeds/APU •

Set/AS REQ’D

If the takeoff was done with the APU bleed supplying the ECS, transfer the bleeds to the engines — L & R 10TH STAGE bleed switchlights........................................................................................................ Select OPEN — APU LCV & 10TH STAGE ISOL switchlights........................................................................................ Select CLOSED — APU ..................................................................................................................................................................As Required



4a-56 9 MAY 11

Climb Thrust •

Set

Select CLB on the Thrust Limit page and set climb thrust Thrust Reversers

OFF

Climb. Initial Climb Speed Determination. If considerable maneuvering is necessary during the departure, a flaps-up maneuvering speed (flaps 0 speed + 10 knots minimum) is required until the maneuvering phase is complete, and the airplane is enroute towards the destination. This will ensure 30-degree bank stall protection plus a 15-degree overbank. If there are no altitude or airspeed restrictions, accelerate to the desired climb speed schedule. The speed schedule that follows presents the recommended climb speeds to be flown once above 3,000 feet AGL. 3,000’ AGL to 10,000’ 10,000’ and above

250 KIAS The KIAS/Mach speed listed on the flight release or the cost index speed listed on the TLR or from the onboard ACARS system. (i.e. 290/.74 or CI001)

Climb at KIAS until it is equivalent to the desired climb Mach number, then transition to a Mach climb. Recommended minimum climb airspeed below FL250 is 250 KIAS. Above FL250 consult the LOW AND HIGH SPEED BUFFET BOUNDARIES charts in the SPEEDBOOK for minimum safe airspeeds. Climbing Through 10,000 ft. All non-essential external lights and the PED signs are turned off climbing through 10,000 feet. Turning off the PED signs is the Flight Attendant’s indication that it is safe for him to stand and that sterile cockpit procedures no longer apply. FMS Entries (In flight). Normally the PF will request that the PM make the FMS entries in flight. Under low workload conditions, with the autopilot ON, the PF may make FMS entries. In order to maximize crew coordination and awareness, pilots are reminded to operate the FMS in a manner that guarantees that one pilot is always alert to flight path control and traffic awareness. When the PF or PM edits the FMS, they must confirm the accuracy of the modification before executing the change. In order to maximize crew alertness and situational awareness, FMS editing should be kept to a minimum during the approach phase. Cruise. The speed schedule that follows presents the recommended cruise speeds to be flown. Cruise

The KIAS/Mach speed listed on the flight release or the cost index speed listed on the TLR or from the onboard ACARS system. (i.e. 290/.74 or CI001) Cruise at the KIAS or Mach, whichever is less. If ATC requests cruise speed other than 290/.74, reset Target Speed on VNAV CRUISE page to actual speed. When flying at an altitude other than the filed cruise altitude, reset the Cruise Altitude on PERF INIT page. Above FL250 consult the LOW AND HIGH SPEED BUFFET BOUNDARIES charts in the SPEEDBOOK for minimum safe airspeeds.



4a-57 9 MAY 11

Recommended Holding Speeds. A minimum speed of flaps 0 + 30 knots is recommended. Consult the LOW AND HIGH SPEED BUFFET BOUNDARIES chart (1.5 G-LOAD) in the SPEEDBOOK for safe airspeed ranges. Descent. The speed schedule that follows presents the recommended descent speeds to be flown. 10,000’ and Above

Below 10,000’ Descend at a minimum VPA of 3.0.

The Mach/KIAS listed on the flight release or the cost index speed listed on the TLR or from the onboard ACARS system. (i.e. .74/290 or CI001 250 KIAS

Descent Planning. Good descent planning is necessary to arrive at the desired altitude at the correct speed and configuration while burning the least amount of fuel. Typically, the distance used for a fuel efficient descent is 3 miles per 1,000 ft. of altitude. Starting your descent later and using greater rates of descent is usually more fuel efficient, but passenger comfort and other factors must be taken into consideration. To determine your Top of Descent (TOD) point, multiply your altitude to lose (dropping the last 3 digits) by 3. Up to an additional 5 miles may be needed to allow for the distance covered during a smooth entry into and exit from the descent. To determine a rate of descent that will maintain a 3:1 ratio for the current flight conditions, divide your groundspeed by 2 and then add an additional 0. Example Descent Planning: You are in cruise flight at 25,000 feet, 60 miles from MINGG intersection, at a groundspeed of 420 knots. ATC assigns MINGG at 15,000 feet. TOD = Altitude to Lose X 3 = 10(000) X 3 = 30 30 + 5 (for the transition distance) = 35 TOD = 35 miles from MINGG Descent rate = Groundspeed ÷ 2 + 0 = 420 ÷ 2 = 210 + 0 = 2100 Descent rate = 2100 fpm If icing conditions are anticipated this may affect your ability to maintain a 3:1 descent. For a typical cruise altitude, 2 miles for each 1,000 feet of anti-ice use may need to be added to the TOD point. Descents will normally be initiated no earlier than the calculated or FMS generated TOD point. When using the FMS, a minimum VPA (vertical path angle) of 3.0 should be used. If necessary to initiate a descent prior to the TOD point, descend at a minimal rate (1000-1,500 fpm is usually acceptable to ATC) until leveling at the intermediate altitude or reaching the TOD point. Once the TOD point is reached, resume the descent at the calculated optimal descent rate. Arrival descents should normally be planned to arrive at 10,000 ft., 30 miles from the airport at a speed of 250 KIAS.



4a-58 9 MAY 11

Arrival Planning. The crew should maintain an awareness of the destination weather and traffic situation and consider the requirements for a potential diversion. The approach briefing should be completed as soon as practical, preferably before arriving at the TOD point, so the crew may give full attention to airplane control. As soon as practical, the crew will accomplish the following: • • • •

ATIS Notify Flight Attendant Notify Operations Set V2GA, VT

•

Set up and brief planned approach — Preselect approach frequencies on both RTUs — Set DA (Precision Approach), MDA (Non-Precision Approach) or FRA (Visual Approach) on both PFDs as applicable — Select bearing pointers (if required)

• Note • To ensure positive aircraft control, the PF will either ask the PM to monitor the autopilot or transfer aircraft control while the approach is being briefed. Do not transfer flight director. •

Program FMS — Select STAR and approach and their respective transitions. Make any sequencing amendments necessary on the LEGS page. — Insert VREF as a speed constraint on the LEGS page abeam the runway or MAP, dependent on the approach flown — With PF concurrence, execute the FMS modification (if appropriate)

• Note • It is mandatory that both pilots verify all FMS lateral and vertical program information against the current published procedures. As a general rule, any time the NAV data is selected to FMS (white needles) the respective radio should be in AUT (autotune). Caution 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. RNAV/GPS approaches have restrictions based upon waypoints and ATD (Along Track Distance). Please see FOM 5.10.16 for more details. Stabilized Approach. Approaches must be stabilized by 1000’ AFE in IMC and VMC. A go-around must be initiated if any of the following parameters are not met below the above altitudes: • Transitioning to 1000 fpm descent rate by 1000 ft. AFE (IMC or VMC) • On proper flightpath (visual or electronic) with only small changes in pitch and heading required to maintain that path • At a speed no less than VREF and not greater than VREF + 10 knots allowing for transitory conditions, with engines spooled up • In trim • In an approved landing configuration



4.6.8

4a-59 9 MAY 11

Descent Check (Challenge & Response, No Flow).

General. This checklist is used to prepare the aircraft for arrival. Trigger. As soon as practical below FL180, accomplish the Descent Check. When the checklist is complete, the PM will state: “Descent Check complete.” Descent (Expanded). Pressurization •

PM

Set

The PM confirms that the destination airport landing field elevation is set Altimeters

Verify

Landing Data •

__.__ SET

PM

SET

The PM will request landing data for the estimated landing weight via ACARS. If the ACARS is not available, reference the weight and balance form, TLR, and speed cards. Once determined the PM will set V2GA and VT for the estimated landing weight on the ARP, and verify they are set on the PFDs. Approach Briefing

PF

Complete

Comprehensive planning and a thorough briefing are key ingredients to a safe and professional approach. If the planned approach runway is serviced by a Precision Approach, the instrument approach must be set up and briefed regardless of weather conditions. If the planned approach runway is not serviced by a Precision Approach and IMC will not be encountered during the approach, the Visual Approach from the FMS Database will be utilized and briefed. The PF’s instrument approach briefing must include these items: 1.

Identify the approach to be flown including Jeppesen page number (i.e. ILS 14R ORD page 21-6)

2.

Effective date and chart date

3.

Approach facility frequency

4.

Final approach course

5.

The Crossing Altitude on a Precision Approach or the minimum altitude at the FAF, as well as other expected step down fixes, on a Non-Precision Approach and how the fix will be identified

6.

Decision Altitude or Minimum Descent Altitude and Height Above Touchdown with appropriate minimums

• Note • The CRJ-200 is a category D aircraft for determining approach minimums. 7.

Touch Down Zone Elevation

8.

Highest MSA and navigation aid defining it

9.

Approach timing if applicable

10. Published or Planned Visual Descent Point (VDP) if applicable 11. Missed Approach Point and Instructions 12. Approach and Runway Lighting 13. Runway Length and Planned Route of Taxi to the Gate The PF's Visual Approach briefing must include these items: 1.

Final Approach Course (from FMS Database)

2.

Airport Elevation

3.

Traffic Pattern Altitude, Entry Point and Direction of Turns



4a-60 9 MAY 11

• Note • Standard Traffic Pattern is 1500' AFE and left turns. 4.

Missed Approach Plan

5.

Approach and Runway Lighting

6.

Runway Length and Planned Route of Taxi to the Gate

The PF Instrument Approach and Visual Approach briefings will include specific references to weather, runway conditions, and/or conditions that affect the controllability of the aircraft, as well as any information that needs clarification in order to ensure that both pilots completely understand all aspects of the impending procedure. The following is a partial list of items to be considered: 1. 2. 3. 4. 5. 6. 7.

Ceiling and visibility Windshear conditions/Recovery procedures (airspeed additives if required) Icing conditions (need to start APU) Runway conditions Crosswind conditions Aircraft configurations (Engine Out, Flapless Landing, etc.) Significant terrain or obstacles in the terminal area

Example Instrument Approach Briefing. “This will be the ILS Approach for 14R at O'Hare page 21-6, dated 18 Aug 2000. Localizer frequency is 109.75. Inbound course 142. Cross SEXXY at 2384’ on glideslope. SEXXY is at 7.5 NM on the IORD DME. Decision altitude is 867’. HAT is 200’. A minimum of 1800 RVR is required. TDZE is 667’. The MSA around the OR outer marker is 2600’. The missed approach instructions are climb to 1200’, then climbing right turn to 4000’ inbound via DPA VOR R-085 to DPA VOR and hold. The runway is equipped with ALSF-II approach lighting and a PAPI located on the right side of the runway. The runway length is 13,000’ long and plan to exit left at Tango 7, then taxi via Tango 7, Tango, and Alpha 10 to the gate. There are no special considerations. Any questions?” CAS •

Verify

Checked

The PM checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft. The PM responds by saying “Verify Checked.” The PF also makes a final scan of the EICAS messages and advises the PM to clear the messages by stating “Checked.”

Descending Through 10,000 ft. The Captain will state, “10,000 feet, Sterile Cockpit.” Turn on the external lights and PED signs. Turning on the PED sign is the Flight Attendant’s indication that sterile cockpit procedures apply. APU.

• Note • Refer to Chapter 8 - Cold Weather Operations for APU usage when anti-ice is required during the approach and landing.



4a-61 9 MAY 11

Approach Navigation Setup. The recommended method of switching to green NAV data from FMS is as follows: — Heading bug.................................................................................................................................................................... SYNC — Heading mode.................................................................................................................................................................. Select — RTU ............................................................................................................................................. Select appropriate frequency — NAV source ................................................................................................................... Green needle-Confirm correct course — 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 (i.e. DME), there is no need to aurally identify the navaid. Approach ILS LOC LDA3 BCRS VOR1 VOR2 GPS OR RNAV

4, 5

PF LOC LOC LOC

PM LOC LOC LOC

FCP Selection APPR NAV NAV

LOC FMS

LOC VOR

B/C NAV

VOR

VOR

NAV

FMS

FMS

NAV

1

If a VOR approach is retrieved from the FMS database, lateral navigation using the FMS is permitted, provided the off-side RTU is tuned to the appropriate station frequency (AUTotune is not selected) and the off-side bearing pointer is displayed on the PF’s PFD at all times on the approach. 2To be used when the VOR approach is not retrieved from the database and/or FMS navigation is not used. There is no requirement to display the off-side bearing pointer in this configuration. 3 If LDA approach has a glideslope AND has a published DA (not MDA), pilots may use the APPR mode. 4The database for a GPS or RNAV approach has restrictions based upon waypoints and ATD (Along Track Distance). Please see FOM 5.10.16 for more details. 5 RNP approaches prohibited.

4.6.9

Before Landing Check (Challenge & Response, PM Flow).

General. This flow and check is used to ensure the aircraft is configured for landing. Trigger. The before landing flow will be accomplished when the aircraft is cleared for approach. When the PF calls “Flaps 45, Before Landing Check,” the PM will complete the Before Landing Check and state: “Before Landing Check complete.”



4a-62 9 MAY 11

Before Landing Flow (PM).

Flight Attendant .......................................................................................................................................... Advise • PM cycles the NO PED switch OFF then ON slowly to give two chimes Passenger Signs .................................................................................................................................................ON • The PM confirms that the SEAT BELTS White Status message is displayed Thrust Reversers............................................................................................................................................ ARM Before Landing (Expanded). Thrust Reversers •

Verify

Down, 3 Green

The PM selects the LDG GEAR lever to the DN position when directed by the PF. During the checklist, both pilots verify that 3 green DN gear symbols are displayed. Flaps

•

Armed

The PM confirms that the L REV ARMED and R REV ARMED Green Advisory messages are displayed. Landing Gear

•

PM

Ensure the Flaps are at 45° for a normal landing.


Verify

__° Indicating


4a-63 9 MAY 11

4.6.10 After Landing Check (Silent, FO Flow). General. This flow and check is used to ensure the aircraft is ready to taxi to parking. Trigger. After the aircraft has cleared the active runway the Captain will call for "After Landing Checklist." The First Officer will accomplish the after landing flow followed by the after landing checklist. When the checklist is complete the First Officer will state, "After Landing Checklist Complete." After Landing Flow (FO).

Lights/NO PED.............................................................................................................................. …………….As Req'd / Off APU ....................................................................................................................................... ………………………..As Req'd FLAPS ..........................................................................................................................................………………………….Up Transponder/Radar ........................................................................................................................... …………..As Req'd / Off


UNCONTROLLED WHEN PRINTED 4a-64 9 MAY 11


After Landing (Expanded). Lights/NO PED

AS REQ'D/OFF

— LANDING LTS ................................................................................................................................................................. OFF — STROBES .......................................................................................................................................................................... OFF — RECOG/TAXI LTS .............................................................................................................................................. As Required — NO PED ............................................................................................................................................................................ OFF APU • •

AS REQ'D

Start the APU, if required If external AC power is available at the gate, the APU need not be started unless bleed air for ECS is required. FLAPS

•

It may be necessary to limit flap retraction to 20° if the approach was made in icing conditions, or if the runway was covered with slush or snow. Transponder/Radars

• •

UP

AS REQ'D/OFF

The FO will keep the transponder to ON if the airport requires the use of the transponder for ground operations The FO will select the Radars to OFF

Single Engine Taxi in After Landing or Return to the Gate (FO) The First Officer will complete the After Landing Flow and Checklist. The First Officer will notify the Captain when the engines have been at or near idle for 2 minutes. Unless conditions require two engine taxi, the Captain will instruct the First Officer to shutdown the left engine. The First Officer will select the AC electrics synoptic page and ensure GEN 2 is supplying electrical power. • • • •

Operate engines at idle for 2 minutes prior to shutdown Select L BOOST PUMP OFF Select GEN 1 OFF Shutoff the left engine

4.6.11 Shutdown Check (Challenge & Response, C & FO Flow). General. This flow and check is used to shutdown and secure the aircraft at the gate for passenger deplaning. This is a flowpatterned Challenge and Response checklist with one FFD item. If the APU is not running, the crew will wait for external AC power to be plugged in before shutting down the right engine. Trigger. After the aircraft is parked at the gate.



4a-65 9 MAY 11

Shutdown Flow (C & FO).

Captain (C)

First Officer (FO)

PARKING BRAKE ............................................ SET/Check Electrics............................................................................ Set Fuel Check Valve............................................. Check (FFD) Thrust Levers .......................................................SHUTOFF PASSENGER SIGNS .................................................... OFF HYDRAULIC Pump 3A & 3B ...................................... OFF BEACON ....................................................................... OFF N/W STRG..................................................................... OFF

Fuel Pumps .................................................................... OFF ANTI-ICE...................................................................... OFF WINDSHIELD HEAT .......................................... As Req’d TRANSPONDER .......................................................... OFF



4a-66 9 MAY 11

Shutdown (Expanded). PARKING BRAKE •

SET/Checked

Verify PARKING BRAKE ON Green Advisory message is displayed Electrics

• •

[C]

[C]

SET

Ensure AC power is supplied from External Power or the APU by selecting the AC Synoptic Page Select GEN 1 and GEN 2 switches OFF Fuel Pumps

[FO]

OFF

— L & R BOOST PUMP switchlights ...........................................................................................................................Select out ANTI-ICE

[FO]

OFF

— LH & RH PROBES switches............................................................................................................................................. OFF — WING ANTI-ICE switch ................................................................................................................................................... OFF — LH & RH COWL ANTI-ICE switches.............................................................................................................................. OFF Windshield Heat •

•

[FO]

As Req’d

If the OAT is in excess of 25°C, select the LH and RH WSHLD HEAT switches to OFF TRANSPONDER

[FO]

Fuel Check Valve

[C]

OFF Checked

On the first flight of the day, perform the fuel check valve verification after shutting down the left engine

Left Engine ....................................................................................................................................................................SHUTOFF Both fuel pumps....................................................................................................................................................................... OFF Verify the following: •



L FUEL PUMP R FUEL PUMP L FUEL LO PRESS Thrust Levers

•

[C]

SHUTOFF

The engines must be operated at or near IDLE for a minimum of 2 minutes prior to shutdown to dissipate heat. Taxi time is usually sufficient to satisfy this requirement.



•

4a-67 9 MAY 11

Passenger Signs

[C]

OFF

Hydraulic Pump 3A and 3B

[C]

OFF

Turn off hydraulic pump 3A and 3B after the chocks are inserted to reduce pump wear BEACON

[C]

OFF

Nosewheel Steering

[C]

OFF

4.6.12 Securing Check (Silent, No Flow). General. This checklist is used to secure the aircraft during an extended period prior to the next flight, this includes overnights. This is a Silent checklist that can be done by either pilot. Trigger. When all passengers are off the aircraft and electrical power is no longer required. Securing Chocks/brakes ........................................................................................................................................................................ In/set Thrust Reversers ....................................................................................................................................................................... Off Stby Attitude Indicator................................................................................................................................. Caged (If Applicable) Emergency Lights ..................................................................................................................................................................... Off Windshield Heat........................................................................................................................................................................ Off Cargo Fan .................................................................................................................................................................................. Off Packs ......................................................................................................................................................................................... Off Bleeds........................................................................................................................................................................................ Off Hydraulic/oxygen Quantity............................................................................................................................................... Checked • Check the level of all three hydraulic systems. This level should be in the range of 45% to 85% • If outside of this range, contact maintenance for specific pressure based upon temperature. • Check the oxygen level to ensure adequate level. (Ref 4.6.2) Hydraulic Pumps....................................................................................................................................................................... Off External Lights (Except Nav) ................................................................................................................................................... Off Apu Generator........................................................................................................................................................................... Off Apu Start/stop ........................................................................................................................................................................... Off Apu Pwr/fuel ............................................................................................................................................................................. Off Dc Service ................................................................................................................................................................................. Off Battery Master........................................................................................................................................................................... Off Dome Light ............................................................................................................................................................................... Off External Power Switchlight ...................................................................................................................................................... Off



4a-68 9 MAY 11




4b-i

9 MAY 11

Chapter 4b: Normal Procedures <-701> 4.1

Introduction .......................................................................................................................................... 4b-1

4.2 Checklists ............................................................................................................................................. 4.2.1 Standardized Abbreviations .............................................................................................................. 4.2.2 Checklist Usage ................................................................................................................................ 4.2.3 First Flight of the Day (FFD) ............................................................................................................. 4.2.4 Delayed Start (D). .............................................................................................................................

4b-1 4b-1 4b-1 4b-2 4b-2

4.3 Types of Checklists ............................................................................................................................. 4.3.1 Silent Checklist ................................................................................................................................. 4.3.2 Challenge and Response Checklist .................................................................................................. 4.3.3 Flow ..................................................................................................................................................

4b-2 4b-2 4b-2 4b-2

4.4 Crew Communication .......................................................................................................................... 4b-3 4.4.1 Flight Mode Annunciation ................................................................................................................. 4b-3 4.5 Standards.............................................................................................................................................. 4b-3 4.5.1 Standard Flight Routine .................................................................................................................... 4b-3 4.5.2 Standard Callouts ............................................................................................................................. 4b-7 4.6 Normal Checklists................................................................................................................................ 4b-9 4.6.1 Safety & Power On Check (Silent, No Flow)..................................................................................... 4b-9 4.6.2 Acceptance Check (Challenge & Response, C & FO Flow) ........................................................... 4b-16 4.6.3 Before Start Flow and Check (Challenge & Response).................................................................. 4b-27 4.6.4 After Start Flow and Check (Challenge & Response, C & FO Flow) .............................................. 4b-37 4.6.5 Taxi Check (Challenge & Response).............................................................................................. 4b-42 4.6.6 Before Takeoff Check (Challenge & Response, FO Flow) ............................................................. 4b-42 4.6.7 After Takeoff Check (Silent, PM Flow)............................................................................................ 4b-46 4.6.8 Descent Check (Challenge & Response, No Flow) ........................................................................ 4b-51 4.6.9 Before Landing Check (Challenge & Response, PM Flow) ............................................................ 4b-53 4.6.10 After Landing Check (Silent, FO Flow) ........................................................................................... 4b-55 4.6.11 Shutdown Check (Challenge & Response, C & FO Flow) .............................................................. 4b-56 4.6.12 Securing Check (Silent, No Flow) ................................................................................................... 4b-58



4b-ii

9 MAY 11



PSA CRJ-701 NORMAL CHECKLIST Indented items are for first flight of the day only.

SAFETY AND POWER ON

BEFORE START

Aircraft Status ............................................................... Checked Circuit Breakers ............................................................ Checked Nosewheel Steering................................................................Off Hydraulic Pumps.................................................................... Off Probes.....................................................................................Off Landing Gear Lever ........................................................... Down Flight Spoiler Lever ................................................................... 0 Flaps Lever ................................................ Set to actual position Radars ....................................................................................Off ADG Manual Release ......................................................Stowed Battery Master.........................................................................On APU/AC Electrics ........................................... As req'd/Establish AHRS (both)........................................................................ MAG Emergency Equipment.................................................. Checked When flight controls are confirmed clear: Hydraulic Pump 3A .................................................................On

Logbook/Req'd Docs ..................Verify ......................... Onboard Crew O2 & Masks ......................Verify ............... Checked/__psi Parking Brake............................... [C] .................... Set/Checked Fuel Qty......................................Verify ............... __Req'd,__OB Altimeters ...................................Verify ................... _._Set/Chkd Departure Briefing ....................... [PF] .........................Complete -----------------------------------------------------------------------------------(D) CAS ......................................Verify ......................... Checked

ACCEPTANCE

TAXI

Logbook/Forms/Manuals ........... Verify......................... Checked Preflight Inspection .................... Verify........................ Complete Gear & ADG Pins..........................[C]..............................Stowed Audio Warning Panel........... [FO] .......................... Checked Electrics ....................................... [C] ........................... Checked Fire Test ............................... [C] .......................... Complete Lights ................................... [C] ........................... Checked Fuel Panel.................................... [C] ........................... Checked Bleeds .......................................... [C] .................................... Set APU.............................................. [C] ............................ As req'd Start Panel ............................ [C] ........................... Checked Hydraulics ............................. [C] ........................... Checked ELT ...................................... [C] .....................ARM/RESET Pressurization ....................... [C] ........................... Checked Air Conditioning............................ [C] ........................... Checked Ice Detector/ADS Test .......... [C] .......................... Complete Emergency Lights ........................ [C] ..................................ARM Standby Compass ................ [C] ........................... Checked Clocks ........................................ Verify......................... Checked Side Control Panels ............ Verify......................... Checked CVR Test .............................. [C] .......................... Complete Displays & Stby Instruments ...... Verify......................... Checked Anti-Skid Test ....................... [C] .......................... Complete MLG Overheat Test.............. [C] .......................... Complete Upper Pedestal..................... [C] ........................... Checked Thrust Lever Quadrant................. [C] ........................... Checked TCAS Test ............................ [C] .......................... Complete RTUs/TCAS/ACPs ...................... [C] ........................... Checked Trims .................................... [C] ........................... Checked Lower Pedestal ............................ [C] ........................... Checked Stall Test............................... [C] .......................... Complete

Flaps...........................................Verify ............ __°Set/Indicating Takeoff Data...............................Verify ..................................Set Trims ..........................................Verify ...... Green, Centered _._


SECURING Chocks/Brakes................................................................... In/Set Thrust Reversers ....................................................................Off Emergency Lights ...................................................................Off Windshield Heat......................................................................Off Cargo Fan ...............................................................................Off Hydraulic/Oxygen Quantity ........................................... Checked Hydraulic Pumps.....................................................................Off External Lights (Except NAV) .................................................Off APU Start/Stop........................................................................Off APU Pwr/Fuel .........................................................................Off DC Service..............................................................................Off Battery Master.........................................................................Off Dome Light..............................................................................Off External Power Switchlight .....................................................Off

AFTER START Fuel Check Valve ................... [C] ........................... Checked Anti-ice ........................................[FO] ..........................As Req’d Rudder.......................................... [C] ........................... Checked Nosewheel Steering ..................... [C] ...............................Armed Thrust Reversers.........................[FO] ..............................Armed (D) CAS ......................................Verify ......................... Checked

BEFORE TAKEOFF T/O Config ..................................Verify ......................... Checked T/O Fuel Qty/Balance.................Verify ...... __ Req, __ OB/Chkd Brake Temp.................................[FO] .......................... Checked Fuel X-Flow .................................[FO] .......................... MAN/Off Flight Controls .............................[FO] .......................... Checked T/O Briefing ................................. [PF] ...........Rwy___/Complete -----------------------------------------------------------------------------------Ignition/Anti-ice............................[FO] ..........................As Req’d CAS ............................................Verify ......................... Checked Runway Heading ........................Verify ......................... Checked

AFTER TAKEOFF Gear/Flaps...............................................................................Up Fuel X-Flow ..........................................................................Auto Bleeds/APU ............................................................ Set/As Req’d Thrust .....................................................................................Set Thrust Reversers.................................................................... Off

DESCENT Pressurization..............................[PM] ...................................Set Altimeters ...................................Verify ............................_._ Set Landing Data ...............................[PM] ...................................Set Approach Briefing........................ [PF] .........................Complete CAS ............................................Verify ......................... Checked

BEFORE LANDING Thrust Reversers.........................[PM] ..............................Armed Landing Gear..............................Verify ............... Down, 3 Green

°

Flaps...........................................Verify ............... __ , Indicating

AFTER LANDING Lights/NO PED ........................................................ As Req'd/Off APU ...............................................................................As Req'd FLAPS .....................................................................................Up Transponder/Radar .................................................As Req’d/Off

SHUTDOWN Parking Brake............................... [C] .....................Set/Checked Electrics........................................ [C] ....................................Set Fuel Pumps .................................[FO] ................................... Off Anti-ice ........................................[FO] ................................... Off Windshield Heat ..........................[FO] ..........................As Req’d Transponder ................................[FO] ................................... Off Fuel Check Valve ................... [C] ........................... Checked Thrust Levers ............................... [C] ..............................Shutoff Passenger Signs .......................... [C] .................................... Off Hydraulic Pump 3A....................... [C] .................................... Off Lights............................................ [C] .................................... Off Nosewheel Steering ..................... [C] .................................... Off


REVISION 11

CRJ-701 SUPPLEMENTAL CHECKLIST

Engine Start (Battery with External Air) • Note •

Complete the Before Start Check in its entirety prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

Engine Start (External Air) • Note • Complete the Before Start Check prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

— — — —

L BOOST PUMP............................................................... ON BLEED VALVES............................................................... ON External air supply ................................................ Connected CONT IGNITION .............................................................. ON


• Note • Coordinate air supply with ground crew just prior to engine start and to shut off external air source during a NO STARTER CUTOUT.

• Note • If the NO STARTER CUTOUT Amber Caution message appears, pressing the applicable ENG STOP switchlight should be all that is required to close the start valve and stop the airflow to the air turbine starter (ATS). On the ground, should the ENG STOP action not resolve the problem, you must shutdown the engine and remove the external air source.

— BLEED VALVES........................................................... CLSD — R ENG ........................................................................ START When N2 reaches 20% and ITT is below 120°C: — Right Thrust Lever....................................... Advance to IDLE •


— Engine instruments.................. Monitor until start is complete • Note • If the ENG STOP switchlight does not clear a NO STARTER CUTOUT Amber Caution message, you must shut down the enigne and remove external air pressure. — First Flight of the Day •

Fuel Check Valve ................................................Checked

Caution During an engine start using external air, coordination with ground personnel will be required to shut off the external air source during a NO STARTER CUTOUT Amber Caution message condition. — L ENG......................................................................... START When N2 reaches 20% and ITT is below 120°C:

— L ENG................................................................. As Required After Start is complete: — BLEED VALVES........................................................... AUTO

Engine Start (Cross-Bleed)

Caution Before attempting a cross-bleed start, do not exceed 75% N1 for 2 minutes on operating engine after start, or until all operating indications are in the normal range, whichever is longer. • Note • Complete the Before Start Check in its entirety prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure. — — — —

HYDRAULIC Pumps ....................................................All ON BLEED VALVES...........................................................AUTO ECS page .................................................... Select & Monitor Thrust Lever (operating engine) ...............................Advance •

To achieve a minimum 42 psi (maximum 80% N2)

— ENG (L or R) .............................................................. START When N2 reaches 20% and ITT is below 120°C: — Applicable Thrust Lever............................... Advance to IDLE • Confirm starter disengages at 50% N2 After Start is Complete — Thrust Levers ................................................................. IDLE — HYDRAULIC Pumps ............................................. AUTO/ON

— — — — — — — —

Left Thrust Lever .........................................Advance to IDLE Engine instruments.................. Monitor until start is complete External air supply .................................................... Remove Prior to First Flight of the Day • CONT IGNITION ........................................................OFF First Flight of the Day • Fuel Check Valve ................................................Checked L& R BOOST PUMPs....................................................... ON HYDRAULIC Pump 2B ..................................................... ON R ENG ........................................................ Cross-bleed start

Unpressurized Takeoff or Landing The procedures outlined below are recommended when: When performing a zero-engine bleed takeoff or landing Before Takeoff — — — —

EMER DEPRESS ............................................................. ON AIR CONDITIONING PACKs ..........................................OFF PRESS CONT ..............................................................AUTO RAM AIR VALVE ..........................................................OPEN After Takeoff • Note • If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.

At a safe altitude, preferably between 1,000' and 3,000' AFE: — AIR CONDITIONING PACKs ........................................... ON — RAM AIR VALVE ........................................................CLOSE — EMER DEPRESS ............................................................OFF Landing Prior to selecting Flaps 8 and below 10,000 ft.: — AIR CONDITIONING PACKs ..........................................OFF — RAM AIR valve .............................................................OPEN — LDG ELEV ........ Set to 3,000 ft. above landing field elevation • Note • Avoid high rates of descent for passenger comfort.

External AC Power Procedures If you leave the aircraft while connected to External AC Power and are not completing the Securing Checklist the following procedure should be accomplished: — Chocks/Brakes ............................................................. In/Set — CAPT, FO, PEDESTAL LIGHTING .................................OFF — Stby Attitude Indicator .......................... Caged (If Applicable) — EMER LTS ......................................................................OFF — DOME LIGHT ..................................................................OFF — DC SERVICE...................................................................OFF — BATTERY MASTER ........................................................OFF If you arrive at the aircraft and the battery master is off and the flight deck is dark, perform the Safety and Power On Checklist then the Acceptance Checklist. Ensure that the flight deck lighting is set to appropriate levels.

REVISION 11


UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Introduction

4b-1 9 MAY 11

Chapter 4b: Normal Procedures <-701> 4.1

Introduction

These Normal Procedures have been developed to provide guidance for operating the Bombardier CRJ in a standardized manner. These procedures have been compiled from various sources and consist of normal checklists, standard profiles and standard callouts. These Normal Procedures comply with the safety of flight issues dictated by the AFM. For this reason, compliance with the procedures contained in this chapter is compulsory unless the situation requires modification for safety factors. The Bombardier CRJ uses the ‘dark cockpit’ philosophy. This is defined as normal flight with no EICAS messages displayed or switchlights illuminated. Normal flight is defined as an aircraft in smooth air, utilizing normal bleed extraction, without malfunction and clear of icing.

4.2

Checklists

4.2.1

Standardized Abbreviations.

The following abbreviations and symbols are used to identify which crew member is responsible for responding to a checklist challenge. C- - - FO - - VERIFY PF - - PM - - -

4.2.2

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

- - - - - Captain - - First Officer - - - Both Pilots - - - Pilot Flying Pilot Monitoring

Checklist Usage.

All checklists performed are initiated at the command of the Captain on the ground and by the Pilot Flying (PF) in flight. The Captain, however, still retains final authority for all actions directed or performed. No checklist will be performed while taxiing across runways or if complex taxi instructions are issued. When a checklist is completed, the pilot reading the checklist will state the name of the check and the word “complete,” i.e., “Before Takeoff Check, Complete.” Some checklists contain a line. If the checklist contains a line, the first section is considered “down to the line,” and the second section is “below the line.” When the appropriate crewmember reads the checklist to the line, he will state, “Down to the line.” Crewmembers should not call “to the line” when calling for a checklist, as it will always be read to the line until the appropriate crewmember calls for “Below the line.” At no time should a challenge be recited from memory. If a pilot incorrectly responds to a challenge, the pilot reading the checklist will state the proper response and then wait for the corrected response before proceeding. Example: (Challenge and Response) FO CFO C-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

- - - - - - - - Passenger Signs - Set (Proper response is “ON”) - - - - - - - - - - - - - - ON - - - - - - - - - - - - - - ON

When “AS REQ’D” is the checklist response, the responding pilot will state the actual position/condition of the item.


UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Types of Checklists

4b-2 9 MAY 11

4.2.3

First Flight of the Day (FFD).

Some aircraft systems require operational verification prior to the first flight of the day (FFD). These checklist items are indented on the Acceptance Check, After Start Check, and Shutdown Check and must be completed and read on the FFD only. For subsequent flights on the same day, these items may be omitted.

4.2.4

Delayed Start (D).

When the Captain is ready to start the left/right engine after utilizing single engine taxi, delayed start procedures will be used. The items on the Before Start and After Start Checklists that need to be read aloud are marked with a (D).

4.3

Types of Checklists

There are two types of checklists: Silent Checklists, and Challenge and Response Checklists.

4.3.1

Silent Checklist.

Silent Checklists may be preceded by a flow, and the items will be verified complete using the checklist after the flow is done. In the absence of a flow, the designated crewmember will read the checklist item and carry out the appropriate action. A Silent Checklist is indicated by the absence of a response designator. When a pilot completes a silent checklist, he will state aloud, “(Checklist Title) Check Complete.” The following checklists are Silent: • • • •

Safety & Power On Check After Takeoff Check (PM flow) After Landing Check (FO flow) Securing Check

4.3.2

Challenge and Response Checklist.

Challenge and Response Checklists may be preceded by a flow that will contain some of the checklist items. These checklists are read aloud, and the applicable pilot shall respond to the challenge after having verified or changing the existing configuration. Both pilots shall cross-check, whenever feasible, the validity of the response. The pilot reading the checklist shall wait for the response before proceeding with the next item. If the actual configuration is not in accordance with the checklist requirement, corrective action shall be initiated. The following checklists are Challenge and Response: • • • • • • • •

Acceptance Check (C and FO flow) Before Start Check (C flow) After Start Check (C and FO flow) Taxi Check Before Takeoff Check (FO flow) Descent Check Before Landing Check (PM flow) Shutdown Check (C and FO flow)

4.3.3

Flow.

Flow patterns are established to configure aircraft systems or accomplish required tasks in an organized manner without reference to a checklist. There are some flow items that are not directly backed up with a checklist reference. These items show what is accomplished / checked in the flow box. The items that are backed up with a checklist reference show what is accomplished / checked in the expanded section. When accomplishing flows, pilots are expected to complete all items in order from memory. Applicable checklist (except Safety & Power On and Securing) are initiated after the flow pattern is completed. PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Crew Communication

4.4

Crew Communication

4.4.1

Flight Mode Annunciation.

4b-3 9 MAY 11

Reference to the Flight Mode Annunciator (FMA) as well as a thorough understanding of all armed and engagement indications is essential to the successful operation of the autoflight system. It is imperative to visually confirm all FMA changes. Below 3,000 ft. AGL callouts of all FMA changes are required. The pilot making the FCP selection will make the FMA callout.

4.5

Standards

4.5.1

Standard Flight Routine.

General. This shows the normal procedures for airport surface operations. Captain

First Officer Preflight

45 minutes prior to departure obtain Flight Release and weather package Report to aircraft at least 35 minutes prior to scheduled departure time The first pilot on the flight deck will determine the aircraft maintenance status prior to actuating switches and controls Accomplish Crew Briefing when originating trip, or a crew change

Participate in Crew Briefing

If electrical power is not already on, read and do “Safety & Power On Checklist” Accomplish Captain’s Acceptance Flow

Accomplish First Officer’s Exterior Preflight Record current ATIS information Accomplish First Officer’s Acceptance Flow

“Acceptance Checklist”

Accomplish Acceptance Checklist



4b-4 9 MAY 11

Captain

First Officer Before Start

At least 25 minutes prior to departure when fueling is complete: Verify actual fuel load is within limits of RAMP fuel

Check ACARS. Insert flight number, departure and destination airport identifiers and employee numbers

Obtain ATC clearance. If done verbally, both pilots will listen to clearance Verify the proper altitude and transponder code is set

Set the proper altitude in altitude alerter and verify on the FMA

Accomplish Captain's Before Start Flow (to the line)

Accomplish First Officer's Before Start Flow (to the line)


Planned Route of Taxi: Both pilots will review the expected taxi route, hot spots, any airport contruction, and applicable NOTAMS for taxiway closures. Both pilots will confirm all taxi instructions, especially hold short clearances. When crossing an active runway, each pilot shall confirm the runway is clear and there is a clearnace to cross. Vigilance shall be used when the first officer is performing “Heads Down” tasks such as checlist and FMS inputs.

•

Planned departure runway

•

Cleared SID or departure runway

•

Engine Failure Procedure

•

Take off Alternate or procedure for returning to the field

•

Specials (i.e. anti-ice usage, ignition usage, terrain, thunderstorms, abnormal bleed setup, unique airport advisory information, etc.)

Approximately 20 minutes prior to departure: “Before Start Checklist”

Accomplish Before Start Checklist to the line “Down to the line”

Initiated by Captain approximately 10 minutes prior to departure: Accomplish Welcome Aboard announcement Just prior to pushback - or engine start at gate - after agent provides count: Ensure Cabin Ready Notification is received from flight attendant and relay short taxi, or other pertinent information Obtain pushback clearance, if required Pushback/Engine Start Normal starting procedure is to start Engine 2 and single engine taxi out. When issued pushback clearance or cleared to start engine(s): Accomplish Before Start Flow (below the line) “Below the line”

Accomplish Before Start Checklist below the line

If the Captain performs the engine start the aircraft must be stopped with the parking brake set. If the Captain elects to have the engine started while the aircraft is in motion, the First Officer must perform the engine start.



4b-5 9 MAY 11

Captain

First Officer After Start

After engine(s) are started. Accomplish After Start Flow

Accomplish After Start Flow

When ground equipment is clear and acknowledgment of the ground crew signal: “After Start Checklist”

Accomplish After Start Checklist Delayed Engine Start

When the delayed sengine start is accomplished: “Delayed Engine Start”

Accomplish the Delayed Engine Start Flow Accomplish the Before Start Checklist, (D) items Start the engine Accomplish the Delayed Engine After Start Flow Accomplish the After Start Checklist, (D) items Taxi

Upon initial parking brake release for taxi: “Parking Brake Released. Sterile Cockpit.”

Once Captain is able to monitor ATC communications, request Taxi Clearance

Monitor Taxi Clearance and restate any hold short instructions

Write down non-standard or complex taxi instructions Request confirmation if Captain does not restate any hold short instructions

Turn taxi light on when aircraft is moving

Maintain vigilance outside the aircraft Inform captain if out of the loop for any reason Crosscheck HSI, airport diagram, and airport signage to confirm aircraft position while taxiing. Approaching the entrance to an active runway, ensure compliance with hold short or crossing clearance before continuing with non-monitoring tasks. Visually scan runway and approach areas. When clear of ramp congestion and both engines are running: “ (State departure airport) Runway___, Flaps___, Taxi Check”

Accomplish Taxi Checklist

Before Takeoff When cabin secure notification is received and when number approximately 1 or 2 for the departure runway: “Before Takeoff Checklist”

Accomplish Before Takeoff Flow and checklist to the line “Down to the line”

PF accomplish Takeoff Briefing: — The pilot flying will point to the MFD (runway displayed) and callout the T/O runway, initial heading, initial attitude, first fix, Engine Failure Procedure and special considerations Accomplish Before Takeoff Checklist to the line Cleared onto the active runway: Verbally confirm ATC clearance onto active runway with other crewmembers and confirm proper runway selection using airport signs and markings and the airport diagram. Visually scan runway and approach areas.



4b-6 9 MAY 11

Captain

First Officer

Turn on wing, logo, landing and taxi lights “Below the line” Complete Before Takeoff Checklist When cleared for takeoff: Turn on all remaining exterior lights Taxi In When clear of active runway: Monitor Taxi Clearance and restate any hold short instructions

Request taxi clearance Write down non-standard or complex taxi instructions Request confirmation if Captain does not restate any hold short instructions Maintain vigilance outside the aircraft Inform captain if out of the loop for any reason

Crosscheck HSI, airport diagram, and airport signs to confirm aircraft position while taxiing. When approaching the entrance to an active runway, ensure compliance with hold short or crossing clearance before continuing with non-monitoring tasks. Visually scan runway and approach areas. When clear of landing runway and compliance with any runway hold short clearances can be assured. “After Landing Checklist” Accomplish After Landing Flow Turn taxi light on when the aircraft is moving



4.5.2

4b-7 30 AUG 10

Standard Callouts.

General. The following are sample callouts and are not all-inclusive. Conditions Brake Release Thrust Set At 80 knots At V1-5 At VR Positive Climb Takeoff

Select Gear Up V2 + 10 to 15 400 ft. AFE Above 600 ft. AFE Flaps Selection Transition Altitude/Level 1,000 ft. to Level-Off

Climb & Descent

New Altitude Assignment Significant Deviation from Briefed Profile

PF selecting Speed mode to climb or descend below 3,000 ft. AFE PF or PM sets new altitude and both pilots point to it IAS > Bug (+/-) 5

Pilot Flying “Set Thrust” -

Pilot Monitoring “Thrust Set” “80 knots”

“Checks” -

“V1” “Rotate” “Positive Rate”

“Gear Up” “Speed Mode”

“Gear Up” “Climb” “Heading,” or “FMS”

“Heading Mode,” or “Nav Mode” “Autopilot On” “Flaps 8” “Flaps Up” “xx.xx set” “Checks”

“Autopilot On” “Flaps 8” “Flaps Up” “xx.xx set” “9,000 for 10,000” “280 for 290”

“Climb,” or “Descent”

-

“15,000” “310”

“15,000” “310” “Airspeed”

“Correcting” VSI > 1,000’/min below 1,000’ AFE 1 dot GS or LOC

“Sink Rate” “Correcting” “Correcting”

“Localizer” “Glideslope”



4b-8 30 AUG 10

Conditions Localizer Alive/Captured

Glide Slope Alive/Captured

Pilot Flying “Checks” “Checks”

Pilot Monitoring “Localizer Alive,” “Localizer Captured” “Glideslope Alive,”

“Checks” “Glideslope Captured” “Checks”

1,000 ft. AFE

“1,000 feet” “Checks”

IFR Approach Callouts

500 ft. AFE (not required for non-precision approaches) 100 ft. above minimums DA (Runway environment in sight)

“Checks” “Checks” “Landing”

MAP (Runway environment NOT in sight) MDA

“500 feet, Bug +/- ___, Sink ___” “100 above”

“Go Around” “Checks,” “Set Missed Approach Altitude”

Approach Lights in Sight

“Minimums, Runway in sight” “Missed Approach Point, No contact” “ALTS” (or “MDA” without Flight Director) “Lights in sight”

“Continuing” Runway in Sight On Landing or Rejected Takeoff

At 90 knots & at 60 knots


“Runway in sight” “Landing” -

“90 knots” “60 knots”


4.6

Normal Checklists

4.6.1

Safety & Power On Check (Silent, No Flow).

4b-9 9 MAY 11

General. This checklist safely configures the aircraft for application of electrical power and / or air conditioning. This is a “read and do” checklist. Each item is read and accomplished silently. Safety & Power On (Expanded). Aircraft Status •

Checked

Verify maintenance, flap, and APU exhaust area status prior to applying power to the aircraft

Circuit Breakers (Panels 1-2) •

Checked

Circuit breakers should be either in (closed) or out (open) and collared

• Note • PSA’s philosophy and policy with respect to the resetting of tripped circuit breakers (In flight/On ground) is given in Chapter 11 of the FOM. Nosewheel Steering

OFF

Hydraulic Pumps

OFF

Probes

OFF

Landing Gear Lever

Down

Flight Spoiler Lever

0

Slats/Flaps Lever •

Set to Actual Position

Lever and slat/flap surface positions should agree. If not, reposition slat/flap lever to actual surface position.

Radars •

OFF

Verify that both control panels are selected OFF

ADG Manual Release Emer Flap

Stowed NORMAL

Battery Master •

ON

With BATTERY MASTER selected ON, verify on the DC ELECTRICAL synoptic page that both batteries indicate 22 volts DC minimum (CHARGER messages may be displayed)

• Note • EICAS display cooling is not available when the battery bus is powered and normal AC power is not available. DO NOT remain on battery power for more than 5 minutes.


UNCONTROLLED WHEN PRINTED 4b-10 30 AUG 10

APU/AC Electrics •

Normal Procedures <-701> Normal Checklists AS REQ’D/Establish

AC power will be obtained from a jetway or ground power unit (GPU). If ground power is not available, start the APU. Prior to starting the APU on the FFD, carry out the APU portion of the Fire Detection/Firex Monitor test.

FIRE DETECTION/FIREX MONITOR Test.

• Note • To prevent an AFT CARGO DET nuisance Amber Caution message, wait at least 30 seconds after selecting the BATTERY MASTER ON before starting this test. TEST switch ..................................................................................................................................Press for 2 seconds and release Verify the following: • • • •

Both master warnings flash for the duration of the test LH/RH ENG FIRE PUSH and BOTTLE 1/BOTTLE 2 ARMED PUSH TO DISCH switchlights illuminated APU FIRE PUSH and BOTTLE ARMED PUSH TO DISCH switchlights illuminated FWD & AFT CARGO and BOTTLE ARMED PUSH TO DISCH switchlights illuminated


FIRE SYS OK

•

After approximately 30 seconds, the test will be complete, and all fire detection indications are removed. Any malfunctions will be shown in the form of Caution or Status messages.

APU Starting Sequence.

• Note • The APU PWR/FUEL switchlight must be selected OFF between each APU start. The APU PWR/ FUEL switchlight should be firmly pressed only once. If pressed twice, an immediate reset of the starting process and shutdown (if running) will occur. If starting the APU in flight, press the APU PWR/FUEL switch light then press the APU START/ STOP switch light. The APU inlet door position will NOT be displayed until the APU START/STOP switch light is pressed. All bleed switching is normally automatic. APU PWR/FUEL switch light...............................................................................................................................................Select Note the following is displayed on the status page: • •

APU gauges APU DOOR OPEN message (ground only)

And the following White Status messages: • •

APU SOV OPEN APU IN BITE (for approximately 5 seconds)

APU START/STOP switch light.......................................................................................................................................Select in Verify the following: • • •

White START portion of the switchlight illuminates APU DOOR OPEN APU start and acceleration



4b-11 30 AUG 10

And the following White Status message: •

APU START

Prior to 60% rpm, START light extinguishes, and APU START White Status message is removed. At 99% rpm + 2 seconds, AVAIL indication in the APU START/STOP Green switchlight illuminates.

• Note • The green AVAIL light indicates that the APU is available for electrical loading. With the APU GEN in AUTO, the BLEED VALVES in AUTO, and the PACKs on, the APU generator will automatically take over the buses, and the APU bleed will feed both PACKs. Select the AC ELECTRICAL synoptic page to verify that voltage, frequency, and load indications are normal and all AC buses are powered. Select the DC ELECTRICAL synoptic page to verify that TRU voltage and load indications are normal and all DC buses are powered. Establishing Air Conditioning (APU bleed air). BLEED VALVES switch...................................................................................................................................... Confirm AUTO L & R PACK switchlights ........................................................................................................................................... Confirm IN RECIRC FAN .............................................................................................................................................................Confirm ON Note the following White Status messages: • • • •

APU LCV OPEN ISOL OPEN L ENG BLEED CLSD R ENG BLEED CLSD

AHRS (Both)

MAG

AHRS initialization takes 30 to 70 seconds. Alignment in DG mode can take up to 11 minutes. Emergency Equipment

Checked

Check the following: • •

Escape rope Escape hatch — Visually check that the escape hatch is closed and locked (two green witness marks are correctly aligned).

• • •

Flashlights (2) Crash Axe Halon 1211 portable fire extinguisher — Check indicator is in green band

•

Smoke hood (PBE) — Check condition of seal

• •

Life preservers (3) Oxygen masks/Smoke goggles (3)



4b-12 30 AUG 10

WARNING Ensure flight control areas are clear before turning ON hydraulic system 3 ACMP. Hydraulic Pump 3A

ON

• Note • When ambient temperatures are greater than 40°C (104°F), avoid prolonged ground operations with any hydraulic system(s) operating. External Walkaround.

• Note • The Safety and Power On checklist must be complete prior to the external walkaround. The external walkaround is primarily a visual check to ensure that the overall condition of the airplane and its visible components and equipment are safe for flight. • • • • •

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

• Note • All tires should be inspected for evidence of bulges, cuts, bruises, embedded foreign objects, underinflation, excessive wear, or visible cord. The Captain will contact Maintenance Control and have the tire inspected when any doubt exists as to its serviceability. • • • • •

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 not actually involved in maintenance are secured Pitot static probes for evidence of freezing, severe discoloration, condition, and security

The word “CHECK” is used throughout this walkaround procedure to describe a visual examination that will detect obvious unsatisfactory condition/discrepancies. Start at the top of the boarding stairs, proceed in the direction indicated in the external walkaround sequence illustration, and terminate at the bottom of the boarding stairs. During cold weather operations, the flight crew must ensure that the fuselage, wings and tail surfaces are free from ice, snow or frost.



4b-13 30 AUG 10

• Note • Refer to Chapter 8 - Cold Weather Operations for cold weather external walk around requirements. Left Forward Fuselage. (1) Passenger door emergency light......................................................................................................................................Check (2) Alternate static port .......................................................................................................................................................... Clear (3) AOA vane........................................................................................................................................................................Check (4) Oxygen blowout plug ....................................................................................................................................................... Intact (5) Standby pitot probe .........................................................................................................................................................Check (6) Ice detector probe ............................................................................................................................................................. Clear (7) Pitot static probe ..............................................................................................................................................................Check (8) Windshields, Windows....................................................................................................................................................Check (9) Wipers (2)........................................................................................................................................................................Check Nosewheel and Gear. (1) Wheel chocks .............................................................................................................................................................. Installed (2) Nose landing light ...........................................................................................................................................................Check (3) Oleo extension .................................................................................................................................................................Check (4) Nosewheel scissors................................................................................................................................................ As Required (5) Tires.................................................................................................................................................................................Check

• Note • Refer to note on page 4b-12 concerning tire wear limits.



4b-14 30 AUG 10

(6) Nose gear pin ............................................................................................................................................................. Removed (7) ADG safety pin .......................................................................................................................................................... Removed (8) Bay maintenance light........................................................................................................................................................ OFF Right Forward Fuselage. (1) External AC power service door........................................................................................................................... As Required (2) Pitot Static Probe............................................................................................................................................................. Check (3) Ice detector probe............................................................................................................................................................ Check (4) TAT probe.........................................................................................................................................................................Clear (5) AOA vane ....................................................................................................................................................................... Check (6) Alternate static port...........................................................................................................................................................Clear (7) Galley service door and emergency light........................................................................................................................ Check (8) Antennae ......................................................................................................................................................................... Check (9) Beacon light .................................................................................................................................................................... Check (10) Wing inspection lights .................................................................................................................................................. Check (11) Landing/taxi lights ........................................................................................................................................................ Check (12) Overwing emergency lights (3) .................................................................................................................................... Check (13) Overwing emergency exit ...........................................................................................................................................Secured Right Main Gear. (1) Wheel chocks ........................................................................................................................................................ As Required (2) Oleo extension ................................................................................................................................................................ Check (3) Downlock safety pin .................................................................................................................................................. Removed (4) Tires ................................................................................................................................................................................ Check

• Note • Refer to note on page 4b-12 concerning tire wear limits. (5) Brake wear pins............................................................................................................................................................... Check

• Note • At least one wear pin must not be flush or recessed with hydraulic pressure on and brakes applied. Right Wing. (1) Leading edge/slats........................................................................................................................................................... Check (2) Navigation and strobe lights ........................................................................................................................................... Check (3) Winglet............................................................................................................................................................................ Check (4) Static dischargers ............................................................................................................................................................ Check

• Note • Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and ensure that surfaces are clear of any contaminants. (5) Aileron ............................................................................................................................................................................ Check (6) Lower wing surface......................................................................................................................................................... Check (7) Spoilers ........................................................................................................................................................................... Check



4b-15 30 AUG 10

(8) Flaps ................................................................................................................................................................................Check (9) Upper wing surface .........................................................................................................................................................Check (10) Wing anti-slip surface .................................................................................................................................................... Intact Right Rear Fuselage. (1) Engine cowl .....................................................................................................................................................................Check (2) Thrust reverser............................................................................................................................................................... Stowed (3) Right pylon ......................................................................................................................................................................Check (4) Antennae..........................................................................................................................................................................Check Empennage. (1) Horizontal stabilizer ........................................................................................................................................................Check

• Note • Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and ensure that surfaces are clear of any contaminants. (2) Elevators ..........................................................................................................................................................................Check (3) Static dischargers.............................................................................................................................................................Check (4) Navigation and strobe lights............................................................................................................................................Check (5) Antennae..........................................................................................................................................................................Check Left Rear Fuselage. (1) Left pylon ........................................................................................................................................................................Check (2) Thrust reverser............................................................................................................................................................... Stowed (3) Engine cowl .....................................................................................................................................................................Check Left Wing. (1) Wing anti-slip surface ...................................................................................................................................................... Intact (2) Upper wing surface .........................................................................................................................................................Check

• Note • Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and ensure that surfaces are clear of any contaminants. (3) Flaps ................................................................................................................................................................................Check (4) Spoilers ............................................................................................................................................................................Check (5) Aileron.............................................................................................................................................................................Check (6) Lower wing surface .........................................................................................................................................................Check (7) Static dischargers.............................................................................................................................................................Check (8) Winglet ............................................................................................................................................................................Check (9) Navigation and strobe lights............................................................................................................................................Check (10) Leading edge/slats .........................................................................................................................................................Check (11) Landing/Taxi lights .......................................................................................................................................................Check (12) Wing inspection light ....................................................................................................................................................Check (13) Overwing emergency lights (3) .....................................................................................................................................Check (14) Overwing emergency exit .......................................................................................................................................... Secured



4b-16 9 MAY 11

Left Main Gear. (1) Wheel chocks ........................................................................................................................................................ As Required (2) Oleo extension ................................................................................................................................................................ Check (3) Downlock safety pin .................................................................................................................................................. Removed (4) Tires ................................................................................................................................................................................ Check

• Note • Refer to note on page 4b-12 concerning tire wear limits. (5) Brake wear pins............................................................................................................................................................... Check

• Note • At least one wear pin must not be flush or recessed with hydraulic pressure on and brakes applied. Entering Airplane. (1) Stairs ............................................................................................................................................................................... Check (2) Door area security ........................................................................................................................................................... Verify

4.6.2

Acceptance Check (Challenge & Response, C & FO Flow).

Acceptance Flow (C & FO). General. This flow ensures all systems and equipment are operating properly. Trigger. Accomplish on the first flight of the day, after a crew change, or if maintenance has been performed in the flight deck. Start early enough to ensure all equipment is operating properly and to allow maintenance sufficient time to correct any irregularities. The crew will accomplish the entire flow on the FFD. Indented items need not be completed on receiving flights (i.e. crew swap or depowered aircraft). Logbook / Forms / Manuals Gear & ADG Pins

External Walkaround



4b-17 30 AUG 10

Captain (C)

First Officer (FO)

Logbook/Forms/Manuals ............................................Check Electrics.......................................................................Check Fire Test ........................................................... Complete Lights (NAV always ON) ...........................................Check Fuel Panel....................................................................Check Bleeds..........................................................................Set APU.....................................................................AS REQ’D Start Panel ...................................................................Check Hydraulics ..............................................................Check ELT ................................................................ ARM/RESET PASS OXY switch ......................................................Check Pressurization ..............................................................Check Air Conditioning .........................................................Check Anti-Ice ..................................................................Check Probes.............................................................................OFF Misc. lights/PAX signs ...................................... Check/OFF Emergency Lights ........................................................ARM STBY Compass...........................................................Check Glareshield ..................................................................Check Flight Control Panel ....................................................Check NWS...............................................................................OFF Clock ...........................................................................Check Side Control Panels................................................Check Instrument Panel .........................................................Check CVR Test ......................................................... Complete EICAS & STBY INST ................................................Check ANTI-SKID Test................................................... Complete MLG OVHT Test............................................. Complete Upper Pedestal ............................................................Check Thrust Lever Quadrant ................................................Check RTUs/TCAS/ACPs ................................................Check Trims ...........................................................................Check Yaw Dampers....................................................... ENGAGE Source Select Panel ...........................................4 NORMAL Lower Pedestal ............................................................Check Stall Test .......................................................... Complete

Logbook/Forms/Manuals............................................ Check External Walkaround.............................................Complete Gear & ADG Pins..................................................... Stowed Audio Warning Panel ................................................. Check Clock........................................................................... Check Side Control Panels ............................................... Check Instrument Panel ......................................................... Check



4b-18 9 MAY 11

Acceptance (Expanded). Logbook/Forms/Manuals

Verify

Checked

Confirm all manuals are current using the DRS. Verify the following items are onboard: • Airworthiness certificate • Aircraft registration • FCC operating license • Maintenance logbook and MEL stickers • Normal checklists (2 normal, 1 required)* • MEL/CDL • QRH • POH (1 must be onboard the aircraft) • FOM (1 must be onboard the aircraft) • Speed Books (2 normal, 1 required)* • Weight and balance forms • SeeGee calculator • Jumpseat briefing card (a verbal briefing of ACM may be substituted)* * Before departing a maintenance base, a full supply of aircraft forms and manuals must be obtained if available. Preflight Inspection Gear & ADG Pins •

Verify

Complete

[C]

Stowed

Confirm 3 landing gear pins and 1 ADG pin are onboard

• Note • Insertion or removal of gear or ADG pins requires a logbook entry. If pins are not onboard contact Maintenance Control. Audio Warning Panel

[FO]

Checked

— DCU switches...............................................................................................................................................Guarded, no lights Electrics

[C]

Checked

— DC Service switch.............................................................................................................................................................. OFF — BATTERY MASTER switch...............................................................................................................................................ON — IDG Disconnects ..........................................................................................................................................Guarded, no lights — GEN 1, APU GEN, and GEN 2 switches....................................................................................................................... AUTO — Switchlights.......................................................................................................................................................Flush, no lights


UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Normal Checklists Fire Test

4b-19 30 AUG 10

[C]

Complete

FIRE DETECTION/FIREX MONITOR Test.

• Note • If this test was completed in the Safety & Power On Check, it may be omitted at this point. TEST switch.................................................................................................................................. Press for 2 seconds and release Verify the following: • Both master warnings flash for the duration of the test • LH/RH ENG FIRE PUSH and BOTTLE 1/BOTTLE 2 ARMED PUSH TO DISCH switchlights illuminated • APU FIRE PUSH and BOTTLE ARMED PUSH TO DISCH switchlights illuminated • FWD & AFT CARGO and BOTTLE ARMED PUSH TO DISCH switchlights illuminated And the following Green Advisory message: • •

FIRE SYS OK After approximately 30 seconds, the test will be complete, and all fire detection indications are removed. malfunctions will be shown in the form of Caution or Status messages.

Any

Hydraulic SOV Panel — L & R HYD SOV switchlights ..........................................................................................................Selected out and guarded Lights

[C]

Checked

All external lights will be checked for operation prior to the first flight of the day. — NAV lights........................................................................................................................................................................... ON • — — — — — —

NAV lights should always be left in the ON position

BEACON............................................................................................................................................................................OFF STROBE .............................................................................................................................................................................OFF LOGO .................................................................................................................................................................... As Required WING INSP........................................................................................................................................................... As Required LANDING LTS (LEFT, NOSE, RIGHT) ..........................................................................................................................OFF RECOG/TAXI LTS ............................................................................................................................................................OFF

Fuel Panel

[C]

Checked

— L & R BOOST PUMP switchlights....................................................................................................................... Selected out •

INOP lights (amber) are illuminated

— GRAVITY XFLOW switchlight ........................................................................................................................... Selected out — L & R XFLOW and AUTO OVERRIDE switchlights ......................................................................................... Selected out



4b-20 30 AUG 10

Bleeds

[C]

Set

— WING A/I CROSS BLEED ..................................................................................................................................... NORMAL — BLEED VALVES .......................................................................................................................................................... AUTO — ISOL ................................................................................................................................................................................ CLSD — BLEED SOURCE ................................................................................................................................................. BOTH ENG APU •

[C]

AS REQ’D

Start the APU approximately 10 minutes prior to door closure unless passenger comfort warrants otherwise. Start Panel

[C]

Checked

— L & R ENG START switchlights ..........................................................................................................................Selected out — IGNITION CONT switchlight ...............................................................................................................................Selected out Hydraulics

[C]

Checked

Caution Ensure that all flight control surfaces are clear before powering any hydraulic system. EICAS Control Panel (ECP)................................................................................................................. Select HYD synoptic page AC Motor Pump (ACMP) sws .................................................................................................. 1B ON, 3A OFF, 3B ON, 2B ON Fluid quantities ................................................................................................................................................... Normal (45-85%)

• Note • If quantity is outside of this range contact Maintenance Control for an accurate quantity percentage related to temperature. Reservoir output lines............................................................................................................................................................Green System pressure .........................................................................................................................................Normal (3000+200 psi) ACMP switches ...........................................................................................................1B AUTO, 3A ON, 3B AUTO, 2B AUTO System 3 pressure (HYD synoptic page)...................................................................................................Normal (3000+200 psi) ACMP switches ................................................................................................................................................................. 3A OFF ELT •

[C]

ARM/RESET

Also verify PASS OXY switchlight is guarded and no light Pressurization

[C]

Checked

— MAN ALT switch ....................................................................................................................................................... Centered — EMER DEPRESS switchlight...................................................................................................................... Guarded, light out — PRESS CONT switchlight .............................................................................................................................. AUTO, light out — MAN RATE knob ................................................................................................................................................... Full DECR


UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Normal Checklists Air Conditioning

4b-21 30 AUG 10

[C]

Checked

— L & R PACK switchlights ..................................................................................................................................... As Required — RECIRC FAN...................................................................................................................................................................... ON •

RECIRC FAN should always be left ON

— RAM AIR switchlight ..................................................................................................................................Guarded, light out — Temp control MAN switchlights ................................................................................................................... AUTO, lights out — CARGO fan switch............................................................................................................................................................ FAN Anti-Ice Control Panel — ANTI-ICE, WING switch...................................................................................................................................................OFF — ANTI-ICE, COWL LH & RH switches .............................................................................................................................OFF — LH and RH PROBES switches...........................................................................................................................................OFF Ice Detector Test

[C]

Complete

Ice Detector/ADS Test. DET TEST switchlight........................................................................................................................................................ Hold in Verify the following: • •

Both master cautions, single chime ICE switchlight illuminated


ICE


ADS HEAT TEST OK Emergency Lights

[C]

ARM

Passenger Signs Panel — NO PED ..............................................................................................................................................................................OFF — SEAT BLTS .......................................................................................................................................................................OFF Standby Compass •

[C]

Checked

Compare headings with Captain and First Officer’s HSIs on the PFD and MFD, and ensure the compass card is in place • Note • AHRS heading information may be inaccurate due to ground equipment magnetic disturbance at the gate. This can cause an EFIS COMP MON Amber Caution message with an accompanying HDG comparator box on the PFDs.

Glareshield — ROLL SEL, PLT & CPLT switchlights ..................................................................................................................... No lights



4b-22 30 AUG 10

Flight Control Panel (FCP) — AP DISC switch-bar.....................................................................................................................................................Engaged Clocks •

VERIFY

Checked

VERIFY

Checked

Ensure that the UTC time and date are accurate Side Control Panels

Wiper Switches WIPERS...............................................................................................................................................................Both OFF/PARK Side Panel Lighting Controls Side LIGHTING panels.............................................................................................................................................. As Required Air Data Reference Panel — DH .................................................................................................................................................. Ensure removed from PFD RA Test. RA TEST ..................................................................................................................................................................Push and hold Verify the following: •

50 ft. RA on the PFD

RA TEST ............................................................................................................................................................................ Release Verify the RA indication on the PFD returns to 0.

• Note • EFIS COMP MON Amber Caution message and RA flag may appear in dual radar altimeter configuration. Display Reversionary Panel.................................................................................................................................................NORM CVR Test

[C]

Complete

Cockpit Voice Recorder (CVR) Test. TEST switch ......................................................................................................................................Press and hold for 5 seconds •

Verify that the green light illuminates Displays & STBY Instruments

[VERIFY]

Checked

Displays (PFD, MFD, ED1 and ED2) •

Confirm that no abnormal indications are present

Standby Instruments (ISIS) — Standby attitude indicator ................................................................................................................................................. Erect — Standby altimeter ..................................................................................................................................... Set to field elevation — Standby airspeed indicator .....................................................................................................................................................40


UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Normal Checklists Anti-Skid Test

4b-23 30 AUG 10

[C]

Complete

Anti-Skid Test. ANTI-SKID switch ..................................................................................................................................................................OFF Verify the following: •


And the following Amber Caution messages: • A/SKID OUTBD • A/SKID INBD ANTI-SKID switch ...........................................................................................................................................................ARMED The Caution messages disappear after approximately 6 seconds. MLG Bay Overheat Test

[C]

Complete

MLG Overheat Test. MLG BAY switch ................................................................................................................................................... Hold at OVHT Verify the following: • •

Both master warnings, triple chime “GEAR BAY OVERHEAT” aural


MLG BAY OVHT

MLG BAY switch ...............................................................................................................................................................Release •

Warning message is removed

OVHT TEST switch..................................................................................................................................... Hold at WARN FAIL Verify the following: •



MLG OVHT FAIL

OVHT TEST switch............................................................................................................................................................Release • Caution message is removed Upper Pedestal

[C]

Checked

— MUTE HORN switchlight.......................................................................................................................... Guarded, lights out — ENGINES SYNCH................................................................................................................................................................N1 — HIGH PWR SCHEDULE switchlight ........................................................................................................ Guarded, lights out — ANTI-SKID switch......................................................................................................................................................ARMED — IND LTS switch.....................................................................................................................................................As Required — GRND PROX-TERRAIN, OFF & FLAP, OVRD switchlights................................................................. Guarded, lights out



4b-24 30 AUG 10

Thrust Lever Quadrant

[C]

Checked

— PITCH DISC handle ...............................................................................................................................................In (vertical) — ROLL DISC handle............................................................................................................................................ In (horizontal) — GND LIFT DUMPING switch....................................................................................................................................... AUTO — LH & RH THRUST REVERSER switches ................................................................................................................ ARMED — FLIGHT SPOILER lever .........................................................................................................................................................0 — Thrust Levers ...........................................................................................................................................................SHUTOFF TCAS Test

[C]

Complete

TCAS Test. Radio Tuning Unit (RTU) TCAS line key .......................................................................................................................................................................Select TEST line key........................................................................................................................................................................Select Verify the following: • •

On the VSI: TRAFFIC, TCAS test & red/green bands On the MFD: Four levels of targets (hollow cyan diamond, solid cyan diamond, solid yellow circle, and solid red square)

•

“TCAS SYSTEM TEST OK” aural RTUs/TCAS/ACPs

[C]

Checked

— Radio tuning units (both) .............................................................................................................................................. Normal — TCAS Main Page .................................................................................................................................................. As Required 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 Test. ACP transmit knob ..........................................................................................................................................................Select PA Interphone control unit ...................................................................................................................................Push PA switchlight • •

Green PA Switchlight remains ON Transmit a test message

• Note • Ensure that the public address test message is heard by the cabin crew. ACP transmit knob ..................................................................................................................................................... As Required Weather Radars — Weather radars ................................................................................................................................................................... OFF



4b-25 30 AUG 10

Backup Tuning Panel — 1 & 2 RTU INHIB PUSH switchlights ................................................................................................................. Selected out — FMS TUNE INHIBIT switch ...................................................................................................................................... Forward — ATC SEL knob ................................................................................................................................................................STBY — Mode selector knob .........................................................................................................................................................STBY •

Verify that the frequencies displayed are the same on COM1 and NAV1 on RTU 1

STAB and MACH TRIM Note the following Amber Caution messages: • •

STAB TRIM MACH TRIM

— STAB TRIM CH1 & CH2................................................................................................................................................ Press •

After pressing one STAB TRIM button, the STAB TRIM Amber Caution message should be removed, and a STAB CH 1 (or 2) INOP White Status message will appear until the other STAB TRIM button is pressed

— CAPTAIN’S STAB TRIM DISCONNECT..................................................................................................................... Press Note the following Amber Caution message: •

STAB TRIM

Repeat procedure using First Officer stab trim disconnect. — STAB TRIM CH1 & CH2.................................................................................................................................................Press — MACH TRIM ....................................................................................................................................................................Press •

Confirm that all messages are removed

Display/ARINC Fans — DISPLY & ARINC FAN switches ................................................................................................................................ NORM Trims

[C]

Checked

— AIL TRIM, ELV TRIM & RUD TRIM ..............................................................................................Move in both directions •

On the status page, verify free and correct movement in both directions, then set exactly centered

Lower Pedestal

[C]

Checked

Interior Lighting — LIGHTING knobs.................................................................................................................................................. As Required Note the following Amber Caution message: •

YAW DAMPER

— YD1 & YD2...............................................................................................................................................................ENGAGE •

•

After engaging one YD, the YAW DAMPER Amber Caution message and amber YD indication on both PFDs should be removed, and a YD 1 (or 2) INOP White Status message will appear until the other YD is engaged Confirm YD 1 INOP and YD 2 INOP White Status messages are not displayed



4b-26 30 AUG 10

Source Select Panel — ATT HDG knob .............................................................................................................................................................NORM — AIR DATA knob............................................................................................................................................................NORM — EICAS knob ...................................................................................................................................................................NORM — DSPL CONT knob .........................................................................................................................................................NORM — Observer’s ACP .................................................................................................................................................... As Required — LANDING GEAR manual release handle .....................................................................................................................Stowed — ADG manual deploy handle...........................................................................................................................................Stowed — AHRS ............................................................................................................................................................................... MAG — EMER FLAP............................................................................................................................................................ NORMAL Stall Test

[C]

Complete

Stall Protection System Test. WARNING Both STALL PTCT PUSHER switches must remain ON for all phases of flight. STALL PTCT PUSHER switches.............................................................................................................................................ON Either STALL switchlight .......................................................................................................................................................Push Verify the following: • • • • • •

Stick shaker activates CONT IGNITION White Status message and CONT switchlight ON illuminates Stick pusher activates and STALL switchlights flash Stick pusher deactivates and STALL switchlights extinguish Stick shaker deactivates CONT IGNITION White Status message is removed and CONT switchlight ON extinguishes

• Note • Stick pusher deactivation and contol column return to the neutral position is slower in ISIS equipped aircraft and does not necessarily indicate an unsatisfactory test. This is due to the fact that the pusher motor clutch does not disengage until approximately 5 seconds after the test is complete. • Note • STALL FAIL Amber Caution message appears if either AP/SP DISC switch is depressed for more than 3 seconds.



4.6.3

4b-27 30 AUG 10

Before Start Flow and Check (Challenge & Response).

General. This flow and checklist is used to prepare for starting the engines. Trigger. Approximately 25 minutes prior to departure. For the first flight of the day, the Before Start Check will be executed following the completion of the Acceptance Check. On turn-around flights when the aircraft remains powered, crews will go directly to the Before Start Check when preparing for the next flight. When the aircraft is depowered between flights or there is a crew swap, crews will begin with the Acceptance Check. Departure Setup. The following items will be completed and reviewed aloud by both pilots prior to calling for the Before Start Check. 1.

ATIS

2.

ATC Clearance

3.

FMS Setup

4.

RTU Setup

5.

PFD Setup

Departure Setup (Expanded). Prior to calling for the Before Start Check, either crewmember will have received the ATIS and ATC clearance for the leg to be flown. Once these are received, the initial altitude, frequencies (COM and NAV on RTUs 1 & 2), transponder code, and altimeters should be set accordingly. TCAS should be set to AUTO & REL. The WX/TERR selection on the DCP should be set to terrain unless weather radar is expected to be used for departure.

• Note • Primary ATC communications will normally be conducted using COM 1. COM 2 will be used for Company, Maintenance, ATIS, etc. Both the Captain’s and First Officer’s PFDs and the FMS will be set in the following manner so that these settings can be reviewed and confirmed without delay prior to the Before Start Check. 1.

Both pilots will select and identify the respective appropriate navigation source. The PF must be in short range (green needles) if the departure procedure or the engine failure procedure requires localizer tracking, VOR tracking, or DME identification.

• Note • If the waypoint or DME required turn is preloaded from the FMS database both pilots may be in white needles. 2.

Set Flap Retraction Altitude (FRA) on the MDA bug to 1000 ft. above field elevation or as published in the Takeoff Report, whichever is higher.

3.

Set airspeed bug to 200 knots.

4.

Set heading bug to runway heading.

5.

Set the initial altitude in ALT preselect.

6.

Set up the assigned departure and route in the FMS.




FMS Initialization (If required). Confirm the following on the STATUS page: • ACTIVE DATA BASE • UTC and DATE • PERF DATA BASE on page 2 (confirm engine type) On the INDEX page select: • POS INIT — Enter the airport ICAO identifier in the scratchpad — Press the airport line key. Verify that the FMS airport reference position is correct by referring to the latitude and longitude coordinates on the airport chart. — Press the airport reference position (lat & long) line key — Press the SET POS line key

• Note • If this position disagrees by more than 40 nm from the position last known by the FMS, the message RESET INITIAL POSITION is displayed on the FMS annunciator line. Verify the entry and re-enter the position. •

VOR CONTROL — Ensure that the VOR and DME USAGE line is ENABLED — Up to eight VORs can be inhibited

•

GPS CONTROL

•

— Ensure that GPS is ENABLED — Deselect satellites, as appropriate FMS CONTROL

•

— Select FMS DATA KEY to LEFT DEFAULTS (page 2) — — — — —

Enter climb speed of 290/.70-.74 Enter cruise speed of 290/.74 Enter descent speed of .74/290 Enter descent angle of 3.0 Enter Fuel flow correction of 0.0 (page 3)

FMS Flight Plan Programming If destination airport is served by RNAV or GPS approaches only, the following procedure is mandatory: — — — — —

Select INDEX Select GPS CONTROL Enter the four letter ICAO airport identifier Enter destination airport ETA in Zulu Ensure APPR RAIM is AVAILABLE

If APPR RAIM is UNAVAILABLE, contact Dispatch. • FLPN Insert route (manually or company). Ensure origin, destination, alternate, and flight number are entered.



4b-29 30 AUG 10

• DEP/ARR Runway, SID, and STAR with applicable transitions. • FLPN Pilots will verbally review the flight plan by verifying each leg of the route with the ATC clearance, dispatch flight release and Jeppesen Airway charts. Verify the total distance, confirm and EXEC the flight plan, and COPY ACTIVE. • RADIO — Select as required • PROG — Select NEXT PAGE to view 2/2 — Enter RNP 1.0 in position R6 to ensure GPS coverage during entire flight (N/A if GPS and/or FMS is deferred) • MFD MENU — Select PF window to VNAV — Select PM window to ON — Select SPEED, ALTITUDE, and RNG TO ALT (this allows for any constraints in the flight plan to appear on the MFD). • PERF — Temporarily select proper bleed configuration expected for takeoff (this will cause MCT value to be displayed). Enter MCT value into the scratchpad and line select it into TGT (Target N1), then reselect the bleed configuration to OFF. This will be the crew’s MCT reference prior to switching the bleeds after takeoff. — Ensure TO is active on Thrust Limit page 1 for normal takeoff Exception: If a FLX takeoff is planned, enter FLX temp and ensure FLX is active on Thrust Limit page 2. • PERF MENU — Advisory VNAV, enable If fuel is not in the PREDICTED performance mode (as indicated on the MFD window), carry out the following steps: — Select PERF MENU — Select FUEL MANAGEMENT — Select PREDICTED performance mode



4b-30 30 AUG 10

• PERF INIT On PERF INIT page 1: — Insert cruise altitude to destination — Confirm BOW with release — Enter actual fuel onboard On PERF INIT page 2: — Enter the average wind component from the release into Climb, Cruise and Descent — Enter the ISA deviation using the following chart: Airport Elevation

Standard ISA °C

0’

15.0

1000’

13.0

2000’

11.1

3000’

9.1

4000’

7.1

5000’

5.1

6000’

3.1

7000’

1.1

8000’

-0.8

Example ATIS temp = 18° C


Standard ISA (from chart) = 13.0° C Current temp is 5° above ISA (or ISA +5) — Once the aircraft has completed the DP and is en route, go to PERF INIT page 2 and delete the ISA deviation value. • VNAV On VNAV page 1: — Enter TGT SPEED of 290/.70-.74 or cost indexing speed — Confirm SPD/ALT LIMIT 250/10000 and TRANS ALT 18000 On VNAV page 2: — Enter TGT SPEED of 290/.74 or cost indexing speed On VNAV page 3: — Enter TGT SPEED of .74/290 or cost indexing speed — Confirm SPEED/ALT LIMIT of 250/10000 and TRANS FL of FL180 — EXEC after verification



4b-31 9 MAY 11

The Captain will ensure that the ATIS and ATC clearance have been reviewed, the PFDs and RTUs have been set, and the FMS flight plan has been reviewed. Example ATIS, Clearance, RTU, FMS, and PFD Review. “The ATIS is CHARLEY, wind is 200° at 5 knots, visibility is ¼ mile in heavy rain, ceiling 200’ overcast, temperature 8°, dewpoint 7°, altimeter 29.75. Runways 18L/C/R are in use, 18C RVR is 1200. We are cleared to PIT via the JACAL FIVE Departure NALEY transition, as filed. Squawk 5432 is set. RTU #1 is set to North Ramp and Outbound Ramp, Nav is Autotune. RTU #2 is set to OPS and Departure, Nav is autotune. The FMS has been reviewed (if the FMS route has not been reviewed, BOTH pilots will review it at this point). Both PFDs are set, speed bug 200 knots, Left NAV source is FMS, Right source is FMS, heading 183, flap retraction altitude 1,750’, initial altitude 8,000’, flight director coupled left. Any questions?” The crew will then complete the DEPARTURE BRIEFING as detailed in the Before Start Check (Expanded). After the departure setup is complete and the aircraft has been fueled, the Captain will call for the “Before Start Check.”

• Note • The Captain will not call for the Before Start Check until the fueling is complete. Before Start Flow (C & FO).

Captain (C)

First Officer (FO)

Crew O2 & Masks .................................................. Checked Nosewheel Steering ....................................................... OFF LH & RH WSHLD Switches.............................. AS REQ’D With OAT in excess of 25°C, the Windshield Heat should remain OFF until the Before Takeoff Check.

Crew O2 & Masks ...................................................Checked Pressurization....................................................................Set Set the destination elevation on the status page using the LDG ELEV knob on the CABIN PRESS control panel. Passenger Signs ............................................................... ON SEAT BELTS White Status message will be displayed on ED2.

After the Captain calls “Before Start Checklist” Accomplish the Before Start Checklist (to the line)



4b-32 30 AUG 10

Before Start Check (Expanded). LOGBOOK/REQ’D DOCS •

VERIFY

Verify that the maintenance logbook and all other required documents are onboard Crew O2 & Masks

•

ONBOARD

VERIFY

Checked/__psi

Check EICAS for oxygen pressure. Oxygen supply for crew must comply with minimum requirements in the table below.

Minimum Pressure (psi)

2 Crewmembers

1410

3 Crewmembers

1630

• Note • EICAS OXY pressure readout is automatically corrected for OAT in the CRJ-701. Oxygen Mask Test. Oxygen Mask Regulator Storage Compartment Oxygen mask regulator flow selector .................................................................................................................................... 100% PRESS TO TEST......................................................................................................................Push and hold down for entire test •

Listen for oxygen flow

•

Verify that the yellow cross located on the compartment door appears and then disappears as flow sound decreases

Harness inflation plates (red)............................................................................................................................................. Squeeze •

Verify that the yellow cross (oxygen flowing, harness inflated) appears and then disappears as flow sound decreases

Harness inflation plates (red).............................................................................................................................................. Release Emergency flow control ..........................................................................................................................................................Push •

Verify that the yellow cross (oxygen flowing) is visible

Emergency flow control ..................................................................................................................................................... Release •

Verify that the yellow cross appears and then disappears as flow sound decreases

PRESS TO TEST................................................................................................................................................................ Release Audio Control Panel (ACP) INT SVC speaker switch ................................................................................................................................................ Select ON BOOM/MASK switch ......................................................................................................................................................... MASK SPKR switch................................................................................................................................................................... Select ON I/C-R/T switch ........................................................................................................................................................................... I/C PRESS TO TEST..................................................................................................................................................Push and release •

Verify mask mic operation by oxygen flowing sound over speaker

I/C-R/T switch ......................................................................................................................................................................... OFF SPKR switch............................................................................................................................................................... As Required BOOM/MASK switch .........................................................................................................................................................BOOM Parking Brake •

[C]

Set/Checked

Confirm that the parking brake is set and that the PARKING BRAKE ON Green Advisory message is displayed


UNCONTROLLED WHEN PRINTED Normal Procedures <-701> Normal Checklists Fuel Qty. •

4b-33 9 MAY 11

VERIFY

__ Req’d, __ OB

Confirm that the quantity is balanced and corresponds with the Ramp Fuel on the dispatch release. The aircraft may be over- or under-fueled by 500 lbs. (but in no case may the aircraft be under-fueled below MIN T/O FUEL plus TAXI FUEL), as long as it is reflected in the Weight & Balance. If this is exceeded, an update to the release must be obtained by notifying the dispatcher via phone, radio, or ACARS (with a subsequent acknowledgement), or a new release must be obtained.

• Note • The center tank fuel limitation (500 lbs. max in the center tank with <4400 lbs. in each wing tank) ONLY applies for takeoff. Starting engines at the gate will start the fuel transfer process to correct the imbalance. • Note • When referencing fuel quantities, pilots may omit the last 2 digits of the fuel quantity (i.e., if the ramp fuel load is 12,386, pilots can state the required quantity as 12.3 or 12,300). Altimeters • •

VERIFY

__.__ Set/Chkd

The Captain sets left and standby altimeters and the First Officer sets the right altimeter Ensure that all three altimeters are within 75 ft. of published field elevation. Also ensure that the Captain’s and First Officer’s altimeters are within 50 ft. of each other (RVSM requirements) Departure Briefing

[PF]

Complete


Planned Route of Taxi: Both pilots will review the expected taxi route, hot spots, any airport construction, and applicable NOTAMS for taxiway closures. Both pilots will confirm all taxi instructions, especially hold short clearances. When crossing an active runway each pilot shall confirm the runway is clear and there is clearance to cross. Vigilance shall be used when the First Officer is performing “Heads Down” tasks such as checklist and FMS inputs.

• • • • •

Planned departure runway Cleared SID or departure procedure Engine Failure Procedure Take off Alternate or procedure for returning to the field Specials (i.e. anti-ice usage, ignition usage, terrain, thunderstorms, abnormal bleed setup, unique airport advisory information, etc.)

Example Departure Briefing. “We are planning to depart Runway 18C, JACAL FIVE, NALEY transition. Planned taxi route from gate E18 to runway 18R is via the north ramp to the main ramp spot 2, then via Taxiway Echo to 18C. The JACAL FIVE SID is a RNAV departure. We will fly in NAV (FMS) mode and use of the flight director is required, climb and maintain 8,000 feet. We will not exceed 280 knots until advised by ATC. The Engine Failure Procedure is to fly a direct track on a 183 heading. Our takeoff alternate is KGSO. We will use Cowl Anti-ice for taxi and Wing and Cowl Anti-ice for takeoff. We will also use Continuous ignition on takeoff. Any questions?” --------------------------------------------------------------------------If ACARS is INOP / unavailable, ensure weight and balance paperwork is completed and handed to a gate agent prior to calling “below the line.”



4b-34 9 MAY 11

Before Start Flow (below the line) (C). Trigger. When issued pushback clearance or clearance to start engine(s).

Captain (C) R BOOST PUMP switchlights ....................................... ON Confirm the following Green Advisory messages: • R FUEL PUMP ON If both engines are required, also select the L BOOST PUMP switchlight ON. HYD PUMP switches 1B, 3B, and 2B ...................... AUTO HYD PUMP switch 3A .................................................. ON Doors ............................................................ Closed/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 • Confirm that the flight deck entry door is closed and locked The keyed deadbolt on the cockpit door is approved for ground operations only. Beacon ............................................................................ ON



4b-35 9 MAY 11

Before Start Check (below the line) (C and FO). CAS •

VERIFY

Checked

The First Officer checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft, then states “Verify Checked.” The Captain also makes a final scan of the EICAS messages and states “Checked.”

Pushback Procedures. Pushback will not commence prior to the completion of the Before Start Check. For pushback procedures, refer to the FOM. Engine Start Procedures. The Captain will perform the engine start with the parking brake set. If the aircraft parking brake is not set, the Captain will direct the First Officer to perform the engine start. Engine starts will be accomplished when cleared by ground personnel during pushback or with the parking brake set. However, certain airports throughout our system have specific pushback procedures that must be followed. This information may be found in the station bulletins. The engine(s) will be started after obtaining a start signal from the marshaller. On the FFD, the fuel check valve check must be performed prior to starting the right engine. Reference the After Start Check (Expanded) for the procedure. The same procedures are used for the left engine start as were used for the right engine start. Engine Starts. •

The right engine is normally started first

— L or R ENG START switchlight .................................................... Press and hold until the following messages are verified: • L or R ENGINE START White Status message

• Note • Start the chronometer when the L or R ENGINE START White Status message appears. The following engine instrument verification is required by the pilot performing the engine start (silent). — N2 ................................................................................................................................................................... Verify increasing — Oil Pressure.................................................................................................................................................... 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 — N1 ................................................................................................................................................................... Verify increasing — N2 50% ....................................................................................................................................... Verify L or R ENG START White Status message disappears Engine Starts, Other Than Normal. Accomplish the following procedures IAW the Supplemental Chapter of this POH or the Supplement Checklist (As Required). • • •

External Air Cross Bleed Battery/External Air



4b-36 30 AUG 10

Hot Start. During an engine start, the HOT icon (ITT gauge) appears when the FADEC system detects ITT greater than 815°C. Should the HOT icon appear, immediately move the thrust lever to SHUT OFF.

• Note • On the ground, the FADEC will automatically terminate an engine start (fuel and ignition removed) upon recognition of a HOT or HUNG start condition. Continue to motor the engine until the ITT decreases below 120°C respecting starter engagement time limit. If the hot start procedure is begun after a starter cutout (50% N2), re-engagement of the starter motor will be required. Caution Starter re-engagement is prohibited above 45% N2. Refer to the Limitations Chapter of this POH for engine starter limitations. A hot start can occur without the HOT icon. Monitor ITT closely during start to avoid an over temperature. Always be vigilant of the peak ITT. In addition to the hot start abnormal, a start sequence will also be aborted for any of the following abnormalities: •

No N1 rotation after approximately 33% N2

•

Hung start (N2 stagnation prior to engine stabilization)

• • • •

No light off (no rise in ITT) No fuel flow No L or R AUTO IGNITION Green Advisory message No oil pressure indication by the time idle N2 RPM is achieved

If the start is aborted, the pilot starting the engine will announce that he is aborting the start and will state the reason that the start was aborted. The following actions will be accomplished immediately before referencing the QRH: 1. Affected engine, thrust lever ....................................................................................................................................SHUTOFF 2. Dry motor .............................................................................................................................................................. As Required Starter Fails to Cutout. It is imperative that starter cutout be observed at 50% N2. The NO STARTER CUTOUT Amber Caution message appears if the starter does not cutout. The resultant high speed of the starter turbine could cause mechanical damage. Pressing the applicable ENG STOP switchlight should be all that is required to close the start valve and stop airflow to the air turbine starter (ATS). On the ground, should the ENG STOP action not resolve the problem, you must shutdown the engine and turn off the air source (APU, external air or other engine bleed). Caution During an engine start using external air, coordination with ground personnel will be required to shut off the external air source during a NO STARTER CUTOUT Amber Caution message condition.



4.6.4

4b-37 9 MAY 11

After Start Flow and Check (Challenge & Response, C & FO Flow).

General. This flow is used to configure the aircraft for taxiing. Trigger. After the engine(s) are stabilized, accomplish the After Start Flow. After the ground equipment is clear and acknowledgment of the ground crew signal, accomplish the After Start Checklist. The First Officer will read the checklist and each crewmember will respond, verifying each switch is properly positioned. After Start Flow (C & FO).



4b-38 9 MAY 11

Captain (C)

First Officer (FO)

APU.................................................................... AS REQ’D

ANTI-ICE ...........................................................AS REQ’D • The APU will be shutdown unless its use is required, PROBES ......................................................................... ON ensure the BLEEDS are set as required • The FO selects PROBES LH & RH switches to ON Electrics...................................................................Checked Transponder ........................................................AS REQ’D •

Using the AC and DC electrical synoptic pages, the • Captain verifies:

The FO will select the transponder to ON if the airport requires the use of the transponder for ground operations

— All buses are powered — The loads, voltages and frequencies are within normal ranges — The flow lines are green — External electrics are selected off and disconnected — No abnormal messages are displayed After Start (Expanded). Fuel Check Valve •

[C]

Checked

On the first flight of the day (FFD), perform the fuel check valve verification after starting the left engine

Before starting the right engine: Select both fuel pumps ............................................................................................................................................................ OFF Verify the following: •



L FUEL PUMP R FUEL PUMP R FUEL LO PRESS

• Note • If after 2 minutes, the R FUEL LO PRESS Amber Caution message is still not displayed, dry motor the left engine until the message appears, respecting starter limits. •

Select both fuel boost pumps back ON and start the right engine ANTI-ICE

[FO]

AS REQ’D

• Note • The COWL A/ICE Amber Caution message may illuminate when the system is selected ON due to low pressure or temperature.



4b-39 9 MAY 11

COWL ANTI-ICE....................................................................................................................................................... As Required Rudder

[C]

Checked

— EICAS control panel (ECP)............................................................................................................................................ F/CTL •

The Captain moves the rudder pedals full travel and checks on the F/CTL synoptic page that maximum deflection is obtained without binding Nosewheel Steering Thrust Reversers

[C]

ARMED

[FO]

Armed

Verify

Checked

Verify the following Green Advisory messages: • •

L REV ARMED R REV ARMED CAS

•

The First Officer checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft, then states “Verify Checked.” The Captain also checks the EICAS messages and states “Checked.”

Taxi. Prior to initial taxi, when the parking brake is first released, the Captain will state, "Parking Brake Released, Sterile Cockpit." This is to reinforce the beginning of sterile cockpit procedures. Both pilots must verify the Jeppesen airport diagram is displayed and viewable. Any changes in the expected taxi route from the Departure Briefing will be discussed and briefed at this time. Pilots should allow time for airplane response to each thrust change. 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 attained to allow the airplane to turn at idle thrust (nosewheel should not be turned when aircraft is static). Thrust use during ground operation demands sound judgement 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). The tendency is to taxi faster than desired, especially during runway turnoff after landing. The appropriate taxi speed will depend on turn radius and surface condition. Nosewheel scrubbing indicates excessive steering angle and/or excessive taxi speed for surface condition. The normal straight-ahead taxi speed should not exceed 20 knots. When approaching a turn, adjust speed for the surface condition. 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 will reduce or eliminate the vibration, increasing passenger comfort. 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. No FMS entries will be performed while taxiing across runways, or if complex taxi instructions are issued. Taxi Lights RECOG/TAXI lights are used to taxi (day and night) and care should be exercised they do not distract other taxiing aircrew and/or ground personnel. RECOG/TAXI lights are normally selected ON when the taxi commences and OFF if the aircraft is stationary. The RECOG/TAXI lights must be selected off if the aircraft is stationary for more than 10 minutes (RECOG/TAXI light stationary limitation).




Nosewheel/Rudder Pedal Steering During a turn, maintain positive pressure on the nose steering tiller to prevent the nose gear from returning to center abruptly. Straight-ahead steering and large radius turns should be accomplished with rudder pedal steering only. Avoid stopping the airplane in a turn, as excessive thrust will be required to start taxiing again. After completing a turn, and prior to stopping, center the nosewheel and allow the airplane to roll straight ahead for a short distance. 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. Taxiing on Contaminated Surfaces Taxiing in adverse weather conditions requires awareness of surface conditions. If the taxiways and runways are covered with snow, slush, or ice, taxi with the flaps up. Select takeoff flaps when nearing the departure end of the runway, then complete the Taxi and Before Takeoff Checks. 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. FMS Entries (On Ground) The First Officer will make all FMS entries during taxi, executing only after confirmation by the Captain. No FMS entries will be performed during low visibility taxi operations unless taxiing straight ahead without complex intersections or the aircraft is stopped. Turning Radius The following shows the minimum turning radius capability for the CRJ-701 aircraft:



4b-41 9 MAY 11

Single - Engine Taxi. Conditions. • Non-operating engine BOOST PUMP OFF • Jet blast will not present a hazard to personnel and equipment • Do not exceed a thrust setting of 80% N2 • Prohibited when ramps or taxiways are contaminated with snow, slush, or ice • Prohibited during icing conditions Preferred single engine taxi is with the right engine operating. If operationally necessary to single engine taxi out with the left engine: The APU must be running with the APU GEN supplying electrical power. Prior to taxiing: Hydraulic Pump 2B................................................................................................................................................................ON After the right engine is started: Hydraulic Pump 2B.......................................................................................................................................................... AUTO Taxi-Out. On first flight of the day, start the left engine first. Taxi-In. Single engine taxi-in will be accomplished with the right engine operating. Conditions permitting, the APU should remain off. Delayed Start. Trigger. Before starting the left/right engine, the Captain will call for, “Delayed engine start.” The Delayed Start Flow followed by the Before Start Check (D) item will be accomplished. Delayed Start Flow. Boost Pump Switchlight

ON



4b-42 9 MAY 11

Delayed After Start Flow. Trigger. After both engines are operating, accomplish the Delayed After Start Flow followed by the After Start Check (D) item. Select AC synoptic to ensure both engine generators are supplying electrical power. Engine Shutdown After Gate Departure. Select the AC electrics synoptic page and ensure the APU or Right Generator is available for electrical power. • •

Select L BOOST PUMP OFF Shutoff the left engine

4.6.5

Taxi Check (Challenge & Response).

General. This flow and check is used to configure the aircraft for departure. Trigger. Once clear of ramp congestion and both engines are running, the First Officer will ensure the takeoff performance is displayed on ACARS (or TLR performance is available) and set the takeoff data. The Captain will then call, “(Departure airport), Runway___, Flaps___, Taxi Check.” The First Officer will select the takeoff Flap setting and then complete the Taxi Check. When the checklist is complete, the First Officer will state: “Runway ____, Flaps___, Taxi Check complete.” If a runway change is received, the Taxi Check must be re-accomplished. Taxi (Expanded). Flaps

Verify

____°Set/Indicating

Verify the flaps are set for takeoff by pointing at the required Flap setting from ACARS or the TLR and the EICAS Flap Position (8° or 20°) Takeoff Data

Verify

SET

The First Officer will request takeoff data via ACARS. If the ACARS is not available, reference the weight and balance form, TLR, and speed cards. Once determined, the First Officer will set and read aloud from the ACARS Takeoff Data Page or the TLR and speed cards the departure runway, flap setting, takeoff weight, V-speeds, and N1 takeoff setting. The First Officer will also ensure the speed card displays the appropriate takeoff weight and that the PERF INIT page reflects the proper zero fuel weight. The Captain will visually verify these items on the displays. Takeoff data can be entered anytime after final weight and balance is compeleted. Example Takeoff Data. Runway 18R, Flaps 8, 68,000 pounds, V1 is 128, VR is 128, V2 is 139, VT is 189 and FLEX N1 is 88.4. Trims

Verify

Green, Centered, __.__

Verify the following, by pointing at: • Aileron and rudder trims are green and exactly centered to prevent an unwarranted T/O CONFIG Red Warning message • STAB trim indicator is green and set as per the ACARS data or SeeGee wheel

4.6.6

Before Takeoff Check (Challenge & Response, FO Flow).

General. This flow and check is used to ensure the aircraft and flight attendant are prepared for an imminent takeoff.

• Note • If a runway change has been received, redo the Taxi Checklist. Trigger. After the Flight Attendant notifies the crew that the cabin is secure for takeoff and when approaching the departure end of the runway (i.e. #1 or #2 for takeoff), the Captain will call for the “Before Takeoff Check.” When cleared for takeoff or cleared on the runway for “line up and wait”, the Captain will call “Below the line.” When the checklist is complete, the First Officer will state: “Before Takeoff Check complete.” PSA Airlines, Inc. CRJ Pilot Operating Handbook


4b-43 9 MAY 11

Before Takeoff Flow (FO).

FUEL X-FLOW......................................................................................................................................................... MAN/OFF WSHLD Switches .............................................................................................................................................................. LOW • The First Officer will ensure the Windshield Heat switches are LOW, then confirm that there are no L(R) WSHLD HEAT or L(R) WINDOW HEAT Amber Caution messages displayed Flight Controls....................................................................................................................................... Aileron/Elevator Check Flight Attendant................................................................................................................................................................Advise The First Officer will make the required PA announcement advising the Flight Attendant to “prepare for departure” Example PA Announcement. “Ladies and gentlemen, we have been cleared onto the runway. Flight Attendant, please prepare for departure.” - OR “Ladies and gentlemen, we are number one (or two) for the runway. Flight Attendant, please prepare for departure.” FAA regulations prohibit providing additional information to the passengers when the aircraft is moving (critical phase). Save information regarding weather and arrival times for when the aircraft is parked. TRANSPONDER/TCAS........................................................................................................................................... ON/AUTO The First Officer selects the transponder on the PF side • If ALT OFF noted under transponder code on ATC Top Page, go to ATC Main Page and select ALT ON



4b-44 9 MAY 11

Before Takeoff (Expanded). T/O Configuration

Verify

Checked

The Captain and First Officer will verify the following Green Advisory message: •

T/O CONFIG OK T/O Fuel Qty/Balance

•

•

[FO]

Checked

All BTMS indicators must be green and are not increasing FUEL X-FLOW

•

__ Req. __ OB/CHKD

Both pilots will state minimum takeoff fuel required then state actual fuel onboard. Both pilots will also ensure that fuel is adequately balanced for takeoff and no unexpected asymmetry exists. Brake Temp

•

Verify

[FO]

MAN/OFF

Prior to selecting XFLOW AUTO OVERRIDE, the First Officer will check the automatic fuel transfer status. Verify that AUTO transfer has either terminated more than 15 seconds prior to selecting XFLOW AUTO OVERRIDE, or will not terminate immediately After selecting XFLOW AUTO OVERRIDE the First Officer then confirms that the MAN XFLOW White Status message is displayed and that there is no GRAV XFLOW OPEN Green Advisory message or L XFLOW ON/R XFLOW ON White Status message Flight Controls

[FO]

Checked

— EICAS Control Panel (ECP) ...........................................................................................................................................F/CTL •

Move the control wheel left and right to full deflection, and verify aileron and spoileron movement on the FLIGHT CONTROLS synoptic page. Check for smooth movement without binding.

•


•

Ensure no abnormal Caution, Advisory, or Status messages on the FLIGHT CONTROLS synoptic or status pages, and no abnormal graphic indications or colors. Ensure that the left and right flap position indications on the FLIGHT CONTROLS synoptic page coincide with the indication on the primary page.

— EICAS Control Panel (ECP) ............................................................................................................................................STAT T/O Briefing

[PF]

RWY ___/COMPLETE

•

The pilot flying will verify the correct runway is selected from the FMS database by checking the actual takeoff runway agrees with the runway displayed (the FROM waypoint) on the MFD. The FMS MAP format will normally be displayed for all takeoffs.

•

The pilot flying will point to the MFD (runway displayed) and callout the T/O runway, initial heading, initial altitude, first fix, Engine Failure Procedure and special considerations



4b-45 9 MAY 11

Example Takeoff Briefing. “Runway 18C, RNAV JACAL FIVE departure, climb to 8,000’, first fix is GIRGY,, Engine Failure Procedure is a direct track on a 183° heading, no special considerations. Any questions? Runway 18C/complete.” -----------------------------------------------------------------------------Trigger. When the aircraft is cleared onto the runway for departure. Ignition/Anti-Ice •

•

AS REQ’D

The First Officer selects the IGNITION/ANTI-ICE as briefed for takeoff • Note • ANTI-ICE will be used any time that icing conditions are expected prior to setting climb thrust in the After Takeoff Check. CAS

•

[FO]

Verify

Checked

The First Officer checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft, the states “Verify Checked.” The Captain also makes a final scan of the EICAS messages and advises the First Officer to clear the messages by stating “Checked.” Before calling the checklist complete, both pilots must verify that the T/O CONFIG OK Green Advisory message is displayed. The First Officer will clear the CAS after verified “Checked”. Runway Heading

Verify

Checked

Once the aircraft is lined up on the departure runway verify the compass heading and press the TOGA switches. Verify TO TO in the FMA. Takeoff. WARNING • •


Takeoff Roll (Normal). Advance 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 will occur on both engines. The exact amount of the initial setting is not as important as setting symmetrical thrust. After the engines are stabilized, the PF advances the thrust levers towards takeoff thrust and calls “Set thrust.” The PM will set final takeoff thrust by 60 KIAS. The PM then calls “Thrust set.” The Captain will then put his hand on the thrust levers until V1. Above 60 KIAS, do not reduce thrust except as required to maintain engine parameters within operating limits (redline). Thrust setting values for takeoff thrust and maximum continuous thrust are not considered limiting. Keep the airplane on the runway centerline with rudder steering. The rudder becomes effective between 40 and 60 KIAS. The maximum performance takeoff is the same as the normal takeoff except that the brakes are released only after takeoff thrust N1 is achieved.



4b-46 30 AUG 10

Aft Center-of-Gravity Effects. At aft CG and light weights, nosewheel steering effectiveness may be reduced. Hold the control wheel slightly forward to improve nosewheel steering. Rotation and Lift-off. WARNING Excessive rotation rates (exceeding 3 degrees per second) or overrotations 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. At VR, rotate smoothly toward the target pitch attitude in one continuous motion. Use a rotation rate of approximately 3° per second. Correct rotation technique is important to ensure that adequate performance is obtained. Lift-off will occur prior to reaching initial climb target attitude. After lift-off and once a positive rate of climb has been established, select landing gear up. Crosswind Takeoff. The aircraft demonstrates good crosswind control capability during the takeoff roll. Directional deviations should be corrected immediately with smooth and positive control inputs. The aileron becomes effective as the aircraft accelerates through approximately 80 KIAS. Use aileron as needed to maintain wings level and rudder to maintain centerline. See Limitations chapter of this book concerning thrust limits and brake release in crosswind conditions. Initial Climb. With all engines operating, adjust the pitch attitude to maintain V2 + 10 to 15 knots to the Flap Retraction Altitude (FRA). 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 8 or flaps 20. Turns at speeds less than V2 + 10 require the selection of ½ bank (1/2 BNK) to ensure adequate overbank protection. For performance and obstacle clearance requirements, turns may begin no sooner than 50 ft. AFE. Normally, all turns required for SID compliance, ATC request, or noise abatement cannot be initiated prior to 400 ft. AFE (reference page 9-1). Any planned early turns between 50 ft. and 400 ft. AGL require crew briefing prior to departure and will not exceed 15° of bank. At FRA (normally 1,000 ft. AFE), adjust the pitch attitude to maintain a slight climb rate while accelerating. •

For a flaps 8 takeoff, at VT - 10 and a positive airspeed trend, select flaps up

•

For a flaps 20 takeoff, at V2 + 12 and a positive airspeed trend, select flaps 8. At VT - 10 and a positive airspeed trend, select flaps up

After calling “Flaps up,” call for the “After Takeoff Check.”

4.6.7

After Takeoff Check (Silent, PM Flow).

General. This flow and check is used to configure the aircraft for climb/cruise. Trigger. After the flaps are selected up, and the PF has called for the After Takeoff Check, the PM will perform the After Takeoff flow and then read the After Takeoff Check silently. When the checklist is complete, the PM will state: “After Takeoff Check complete.”



4b-47 9 MAY 11

After Takeoff Flow (PM).

FUEL X-FLOW ................................................................................................................................................................ AUTO Bleeds/APU..........................................................................................................................................................Set/AS REQ’D Thrust Reversers ...................................................................................................................................................................OFF After Takeoff (Expanded). Gear and Flaps FUEL X-FLOW

UP AUTO

— XFLOW AUTO OVERRIDE switchlight ................................................................................................................. Select out Bleeds/APU •

Set/AS REQ’D

BLEED VALVES set (normally AUTO), and the APU as required



4b-48 30 AUG 10

Thrust •

Set

PM will confirm that the PF has placed the thrust levers in the CLIMB detent Thrust Reversers

OFF

Climb. Initial Climb Speed Determination. If considerable maneuvering is necessary during the departure, a flaps-up maneuvering speed (flaps 0 speed + 10 knots minimum) is required until the maneuvering phase is complete, and the airplane is enroute towards the destination. This will ensure 30-degree bank stall protection plus a 15-degree overbank. If there are no altitude or airspeed restrictions, accelerate to the desired climb speed schedule. The speed schedule that follows presents the recommended climb speeds to be flown once above 3,000 feet AGL. 3,000’ AGL to 10,000’ 10,000’ and above

250 KIAS The KIAS/Mach speed listed on the flight release or the cost index speed listed on the TLR or from the onboard ACARS system. (i.e. 290/.74 or CI001)

Climb at KIAS until it is equivalent to the desired climb Mach number, then transition to a Mach climb. Recommended minimum climb airspeed below FL250 is 250 KIAS. Above FL250 consult the LOW AND HIGH SPEED BUFFET BOUNDARIES charts in the SPEEDBOOK for minimum safe airspeeds. Climbing Through 10,000 ft. All non-essential external lights and the PED signs are turned off climbing through 10,000 feet. Turning off the PED signs is the Flight Attendant’s indication that it is safe for him to stand and that sterile cockpit procedures no longer apply. FMS Entries (In flight). Normally the PF will request that the PM make the FMS entries in flight. Under low workload conditions, with the autopilot ON, the PF may make FMS entries. In order to maximize crew coordination and awareness, pilots are reminded to operate the FMS in a manner that guarantees that one pilot is always alert to flight path control and traffic awareness. When the PF or PM edits the FMS, they must confirm the accuracy of the modification before executing the change. In order to maximize crew alertness and situational awareness, FMS editing should be kept to a minimum during the approach phase. Cruise. The speed schedule that follows presents the recommended cruise speeds to be flown. Cruise

The KIAS/Mach speed listed on the flight release or the cost index speed listed on the TLR or from the onboard ACARS system. (i.e. 290/.74 or CI001) Cruise at the KIAS or Mach, whichever is less. If ATC requests cruise speed other than 290/.74, reset Target Speed on VNAV CRUISE page to actual speed. When flying at an altitude other than the filed cruise altitude, reset the Cruise Altitude on PERF INIT page. Above FL250 consult the LOW AND HIGH SPEED BUFFET BOUNDARIES charts in the SPEEDBOOK for minimum safe airspeeds.



4b-49 30 AUG 10

Recommended Holding Speeds. A minimum speed of flaps 0 + 30 knots is recommended. Consult the LOW AND HIGH SPEED BUFFET BOUNDARIES chart (1.5 G-LOAD) in the SPEEDBOOK for safe airspeed ranges. Descent. The speed schedule that follows presents the recommended descent speeds to be flown. 10,000’ and Above

Below 10,000’ Descend at a minimum VPA of 3.0.

The Mach/KIAS listed on the flight release or the cost index speed listed on the TLR or from the onboard ACARS system. (i.e. .74/290 or CI001 250 KIAS

Descent Planning. Good descent planning is necessary to arrive at the desired altitude at the correct speed and configuration while burning the least amount of fuel. Typically, the distance used for a fuel efficient descent is 3 miles per 1,000 ft. of altitude. Starting your descent later and using greater rates of descent is usually more fuel efficient, but passenger comfort and other factors must be taken into consideration. To determine your Top of Descent (TOD) point, multiply your altitude to lose (dropping the last 3 digits) by 3. Up to an additional 5 miles may be needed to allow for the distance covered during a smooth entry into and exit from the descent. To determine a rate of descent that will maintain a 3:1 ratio for the current flight conditions, divide your groundspeed by 2 and then add an additional 0. Example Descent Planning: You are in cruise flight at 25,000 feet, 60 miles from MINGG intersection, at a groundspeed of 420 knots. ATC assigns MINGG at 15,000 feet. TOD = Altitude to Lose X 3 = 10(000) X 3 = 30 30 + 5 (for the transition distance) = 35 TOD = 35 miles from MINGG Descent rate = Groundspeed ÷ 2 + 0 = 420 ÷ 2 = 210 + 0 = 2100 Descent rate = 2100 fpm If icing conditions are anticipated this may affect your ability to maintain a 3:1 descent. For a typical cruise altitude, 2 miles for each 1,000 feet of anti-ice use may need to be added to the TOD point. Descents will normally be initiated no earlier than the calculated or FMS generated TOD point. When using the FMS, a minimum VPA (vertical path angle) of 3.0 should be used. If necessary to initiate a descent prior to the TOD point, descend at a minimal rate (1000-1,500 fpm is usually acceptable to ATC) until leveling at the intermediate altitude or reaching the TOD point. Once the TOD point is reached, resume the descent at the calculated optimal descent rate. Arrival descents should normally be planned to arrive at 10,000 ft., 30 miles from the airport at a speed of 250 KIAS.



4b-50 9 MAY 11

Arrival Planning. The crew should maintain an awareness of the destination weather and traffic situation and consider the requirements for a potential diversion. The approach briefing should be completed as soon as practical, preferably before arriving at the TOD point, so the crew may give full attention to airplane control. As soon as practical, the crew will accomplish the following: • • • •

ATIS Notify Flight Attendant Notify Operations Set V2GA, VT

•

Set up and brief planned approach — Preselect approach frequencies on both RTUs — Set DA (Precision Approach), MDA (Non-Precision Approach) or FRA (Visual Approach) on both PFDs as applicable — Select bearing pointers (if required)

• Note • To ensure positive aircraft control, the PF will either ask the PM to monitor the autopilot or transfer aircraft control while the approach is being briefed. Do not transfer flight director. •

Program FMS — Select STAR and approach and their respective transitions. Make any sequencing amendments necessary on the LEGS page. — Insert VREF as a speed constraint on the LEGS page abeam the runway or MAP, dependent on the approach flown — With PF concurrence, execute the FMS modification (if appropriate)

• Note • It is mandatory that both pilots verify all FMS lateral and vertical program information against the current published procedures. As a general rule, any time the NAV data is selected to FMS (white needles) the respective radio should be in AUT (autotune). Caution 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. RNAV/GPS approaches have restrictions based upon waypoints and ATD (Along Track Distance). Please see FOM 5.10.16 for more details. Stabilized Approach. Approaches must be stabilized by 1000’ AFE in IMC and VMC. A go-around must be initiated if any of the following parameters are not met below the above altitudes: • Transitioning to 1000 fpm descent rate by 1000 ft. AFE (IMC or VMC) • On proper flightpath (visual or electronic) with only small changes in pitch and heading required to maintain that path • At a speed no less than VREF and not greater than VREF + 10 knots allowing for transitory conditions, with engines spooled up • In trim • In an approved landing configuration



4.6.8

4b-51 30 AUG 10

Descent Check (Challenge & Response, No Flow).

General. This checklist is used to prepare the aircraft for arrival. Trigger. As soon as practical below FL180, accomplish the Descent Check. When the checklist is complete, the PM will state: “Descent Check complete.” Descent (Expanded). Pressurization •

PM

Set

The PM confirms that the destination airport landing field elevation is set Altimeters

VERIFY

Landing Data •

__.__ SET

PM

SET

The PM will request landing data for the estimated landing weight via ACARS. If the ACARS is not available, reference the weight and balance form, TLR, and speed cards. Once determined the PM will set V2GA and VT for the estimated landing weight on the ARP, and verify they are set on the PFDs. Approach Briefing

PF

Complete

Comprehensive planning and a thorough briefing are key ingredients to a safe and professional approach. If the planned approach runway is serviced by a Precision Approach, the instrument approach must be set up and briefed regardless of weather conditions. If the planned approach runway is not serviced by a Precision Approach and IMC will not be encountered during the approach, the Visual Approach from the FMS Database will be utilized and briefed. The PF’s instrument approach briefing must include these items: 1.

Identify the approach to be flown including Jeppesen page number (i.e. ILS 14R ORD page 21-6)

2.

Effective date and chart date

3.

Approach facility frequency

4.

Final approach course

5.

The Crossing Altitude on a Precision Approach or the minimum altitude at the FAF, as well as other expected step down fixes, on a Non-Precision Approach and how the fix will be identified

6.

Decision Altitude or Minimum Descent Altitude and Height Above Touchdown with appropriate minimums

• Note • The CRJ-701 is a category C aircraft for determining approach minimums. 7.

Touch Down Zone Elevation

8.

Highest MSA and navigation aid defining it

9.

Approach timing if applicable

10. Published or Planned Visual Descent Point (VDP) if applicable 11. Missed Approach Point and Instructions 12. Approach and Runway Lighting 13. Runway Length and Planned Route of Taxi to the Gate



4b-52 9 MAY 11

The PF's Visual Approach briefing must include these items: 1.

Final Approach Course (from FMS Database)

2.

Airport Elevation

3.

Traffic Pattern Altitude, Entry Point and Direction of Turns

• Note • Standard Traffic Pattern is 1500' AFE and left turns. 4.

Missed Approach Plan

5.

Approach and Runway Lighting

6.

Runway Length and Planned Route of Taxi to the Gate

The PF Instrument Approach and Visual Approach briefings will include specific references to weather, runway conditions, and/or conditions that affect the controllability of the aircraft, as well as any information that needs clarification in order to ensure that both pilots completely understand all aspects of the impending procedure. The following is a partial list of items to be considered: 1. 2. 3. 4. 5. 6. 7.

Ceiling and visibility Windshear conditions/Recovery procedures (airspeed additives if required) Icing conditions (need to start APU) Runway conditions Crosswind conditions Aircraft configurations (Engine Out, Flapless Landing, etc.) Significant terrain or obstacles in the terminal area

Example Instrument Approach Briefing. “This will be the ILS Approach for 14R at O'Hare page 21-6, dated 18 Aug 2000. Localizer frequency is 109.75. Inbound course 142. Cross SEXXY at 2384’ on glideslope. SEXXY is at 7.5 NM on the IORD DME. Decision altitude is 867’. HAT is 200’. A minimum of 1800 RVR is required. TDZE is 667’. The MSA around the OR outer marker is 2600’. The missed approach instructions are climb to 1200’, then climbing right turn to 4000’ inbound via DPA VOR R-085 to DPA VOR and hold. The runway is equipped with ALSF-II approach lighting and a PAPI located on the right side of the runway. The runway length is 13,000’ long and plan to exit left at Tango 7, then taxi via Tango 7, Tango, and Alpha 10 to the gate. There are no special considerations. Any questions?” CAS •

VERIFY

Checked

The PM checks the EICAS messages to ensure that all displayed messages are normal for the current operational configuration of the aircraft. The PM responds by saying “Verify Checked.” The PF also makes a final scan of the EICAS messages and advises the PM to clear the messages by stating “Checked.”

Descending Through 10,000 ft. The Captain will state, “10,000 feet, Sterile Cockpit.” Turn on the external lights and PED signs. Turning on the PED sign is the Flight Attendant’s indication that sterile cockpit procedures apply.



4b-53 9 MAY 11

Approach Navigation Setup. The recommended method of switching to green NAV data from FMS is as follows: — Heading bug.................................................................................................................................................................... SYNC — Heading mode.................................................................................................................................................................. Select — RTU ............................................................................................................................................. Select appropriate frequency — NAV source ................................................................................................................... Green needle-Confirm correct course — 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 (i.e. DME), there is no need to aurally identify the navaid. Approach ILS LOC LDA3 BCRS VOR1 VOR2 GPS OR RNAV

4, 5

PF LOC LOC LOC

PM LOC LOC LOC

FCP Selection APPR NAV NAV

LOC FMS

LOC VOR

B/C NAV

VOR

VOR

NAV

FMS

FMS

NAV

1

If a VOR approach is retrieved from the FMS database, lateral navigation using the FMS is permitted, provided the off-side RTU is tuned to the appropriate station frequency (AUTotune is not selected) and the off-side bearing pointer is displayed on the PF’s PFD at all times on the approach. 2To be used when the VOR approach is not retrieved from the database and/or FMS navigation is not used. There is no requirement to display the off-side bearing pointer in this configuration. 3 If LDA approach has a glideslope AND has a published DA (not MDA), pilots may use the APPR mode. 4The database for a GPS or RNAV approach has restrictions based upon waypoints and ATD (Along Track Distance). Please see FOM 5.10.16 for more details. 5 RNP approaches prohibited.

4.6.9

Before Landing Check (Challenge & Response, PM Flow).

General. This flow and check is used to ensure the aircraft is configured for landing. Trigger. The Before Landing Flow will be accomplished when the aircraft is cleared for the approach. When the PF calls “Flaps 45, Before Landing Check,” the PM will complete the Before Landing Check state: “Before Landing Check complete.”



4b-54 9 MAY 11

Before Landing Flow (PM).

Flight Attendant .......................................................................................................................................... Advise • PM cycles the NO PED switch OFF then ON slowly to give two chimes Passenger Signs .................................................................................................................................................ON • •

The PM confirms that the SEAT BELTS White Status message is displayed Thrust Reversers ........................................................................................................................................ Arm

Before Landing (Expanded). Thrust Reversers •

Verify

Down, 3 Green

The PM selects the LDG GEAR lever to the DN position when directed by the PF. During the checklist, both pilots verify that 3 green DN gear symbols are displayed. Flaps

•

Armed

The PM confirms that the L REV ARMED and R REV ARMED Green Advisory messages are displayed Landing Gear

•

PM

Verify

Ensure the Flaps are at 45° and the slats are full at 25° for a normal landing.


__° Indicating


4b-55 9 MAY 11

4.6.10 After Landing Check (Silent, FO Flow). General. This flow and check is used to ensure the aircraft is ready to taxi to parking. Trigger. After the aircraft has cleared the active runway the Captain will call for “After Landing Checklist.” The First Officer will accomplish the after landing flow followed by the after landing checklist. When the checklist is complete the First Officer will state, “After Landing Checklist Complete.” After Landing Flow (FO).

Lights/NO PED.............................................................................................................................. …………….As Req'd / Off APU ....................................................................................................................................... ………………………..As Req'd FLAPS ..........................................................................................................................................………………………….Up Transponder/Radar ........................................................................................................................... …………..As Req'd / Off


UNCONTROLLED WHEN PRINTED 4b-56 9 MAY 11


Single Engine Taxi in After Landing or Return to the Gate (FO) The First Officer will complete the After Landing Flow and Checklist. The First Officer will notify the Captain when the engines have been at or near idle for 2 minutes. Unless conditions require two engine taxi, the Captain will instruct the First Officer to shutdown the left engine. The First Officer will select the AC electrics synoptic page and ensure GEN 2 is supplying electrical power. • • •

Operate engines at idle for 2 minutes prior to shutdown Select L BOOST PUMP OFF Shutoff the left engine

4.6.11 Shutdown Check (Challenge & Response, C & FO Flow). General. This flow and check is used to shutdown and secure the aircraft at the gate for passenger deplaning. This is a flowpatterned Challenge and Response checklist with one FFD item. If the APU is not running, the crew will wait for external AC power to be plugged in before shutting down the right engine. Trigger. After the aircraft is parked at the gate. Shutdown Flow (C & FO).



4b-57 9 MAY 11

Captain (C)

First Officer (FO)

PARKING BRAKE ............................................ SET/Check Electrics............................................................................ Set Fuel Check Valve............................................. Check (FFD) Thrust Levers .......................................................SHUTOFF PASSENGER SIGNS .................................................... OFF HYDRAULIC Pump 3A................................................ OFF BEACON ....................................................................... OFF N/W STRG..................................................................... OFF

Fuel Pumps .................................................................... OFF ANTI-ICE...................................................................... OFF WINDSHIELD HEAT .......................................... As Req’d TRANSPONDER .......................................................... OFF

Shutdown (Expanded). PARKING BRAKE •

SET/Checked

Verify PARKING BRAKE ON Green Advisory message is displayed Electrics

•

[C]

[C]

SET

Ensure AC power is supplied from External Power or the APU by selecting the AC Synoptic Page Fuel Pumps

[FO]

OFF

— L & R BOOST PUMP switchlights........................................................................................................................... Select out ANTI-ICE

[FO]

OFF

— LH & RH PROBES switches .............................................................................................................................................OFF — WING ANTI-ICE switch....................................................................................................................................................OFF — LH & RH COWL ANTI-ICE switches ..............................................................................................................................OFF Windshield Heat •

•

[FO]

As Req’d

If the OAT is in excess of 25°C, select the LH and RH WSHLD HEAT switches to OFF TRANSPONDER

[FO]

Fuel Check Valve

[C]

OFF Checked

On the first flight of the day, perform the fuel check valve verification after shutting down the right engine

Right Engine ................................................................................................................................................................. SHUTOFF Both fuel pumps .......................................................................................................................................................................OFF Verify the following: •




4b-58 30 AUG 10


L FUEL PUMP R FUEL PUMP R FUEL LO PRESS Thrust Levers

•

•

[C]

SHUTOFF

The engines must be operated at or near IDLE for a minimum of 2 minutes prior to shutdown to dissipate heat. Taxi time is usually sufficient to satisfy this requirement. Passenger Signs

[C]

OFF

Hydraulic Pump 3A

[C]

OFF

Turn off hydraulic pump 3A after the chocks are inserted to reduce pump wear BEACON

[C]

OFF

Nosewheel Steering

[C]

OFF

4.6.12 Securing Check (Silent, No Flow). General. This checklist is used to secure the aircraft during an extended period prior to the next flight, this includes overnights. This is a Silent checklist that can be done by either pilot. Trigger. When all passengers are off the aircraft and electrical power is no longer required. Securing Chocks/brakes.........................................................................................................................................................................In/set Thrust Reversers ........................................................................................................................................................................ Off Emergency Lights...................................................................................................................................................................... Off Windshield Heat ........................................................................................................................................................................ Off Cargo Fan .................................................................................................................................................................................. Off Hydraulic/oxygen Quantity ...............................................................................................................................................Checked • Check the level of all three hydraulic systems. This level should be in the range of 45% to 85% • If outside of this range, contact maintenance for specific pressure based upon temperature. • Check the oxygen level to ensure adequate level. (Ref 4.6.2) Hydraulic Pumps ....................................................................................................................................................................... Off External Lights (Except Nav) .................................................................................................................................................... Off Apu Start/stop ............................................................................................................................................................................ Off Apu Pwr/fuel.............................................................................................................................................................................. Off Dc Service.................................................................................................................................................................................. Off Battery Master ........................................................................................................................................................................... Off Dome Light................................................................................................................................................................................ Off External Power Switchlight ....................................................................................................................................................... Off


UNCONTROLLED WHEN PRINTED Supplemental Procedures Table of Contents

5-i

12 FEB 10

Chapter 5: Supplemental Procedures 5.1

Engine Start (External Air) <-200> ........................................................................................................ 5-1

5.2

Engine Start (External Air) <-701> ........................................................................................................ 5-2

5.3

Engine Start (Cross-Bleed) <-200> ....................................................................................................... 5-2

5.4

Engine Start (Cross-Bleed) <-701> ....................................................................................................... 5-3

5.5

Engine Start (Battery with External Air) <-200> .................................................................................. 5-4

5.6

Engine Start (Battery with External Air) <-701> .................................................................................. 5-5

5.7

Unpressurized Takeoff or Landing <-200> .......................................................................................... 5-5

5.8

Unpressurized Takeoff or Landing <-701> .......................................................................................... 5-6

5.9

Single Engine Turn Procedures............................................................................................................ 5-7

5.10 RNAV OPERATIONS .............................................................................................................................. 5.10.1 Required Equipment ........................................................................................................................... 5.10.2 Inoperative Equipment ........................................................................................................................ 5.10.3 Altitude Restrictions ............................................................................................................................ 5.10.4 RNP .................................................................................................................................................... 5.10.5 Waypoints ...........................................................................................................................................

5-7 5-7 5-7 5-8 5-8 5-8

5.11

Fuel Balance And Gravity Crossflow Procedure ................................................................................ 5-9

5.12

AHRS Operation in Localized Magnetic Field Anomalies ................................................................ 5-11

5.13

External AC Power Procedures .......................................................................................................... 5-12

5.14

Flaps Fail Ferry information................................................................................................................ 5-12


UNCONTROLLED WHEN PRINTED Supplemental Procedures Table of Contents

5-ii

12 FEB 10



UNCONTROLLED WHEN PRINTED Supplemental Engine Start (External Air) <-200>

5-1 30 AUG 10

Chapter 5: Supplemental 5.1

Engine Start (External Air) <-200> • Note •

Complete the Before Start Check prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

— IGNITION (A or B)..........................................................................................................................................................ARM — 14TH STAGE BLEED AIR switchlights......................................................................................................................... Open — APU LCV .........................................................................................................................................................................Close •



— R ENG .......................................................................................................................................................................... START When N2 reaches 20% and ITT is below 120°C: — Right Thrust Lever........................................................................................................................................ Advance to IDLE •


— Engine instruments ................................................................................................................... Monitor until start is complete

• Note • If the ENG STOP switchlight does not clear a NO STARTER CUTOUT Amber Caution message, you must shut down the enigne and remove external air pressure.

First Flight of the Day Before starting other engine: Fuel Check Valve Operational Check....................................Complete — L ENG......................................................................................................................................................................AS REQ’D


UNCONTROLLED WHEN PRINTED Supplemental Engine Start (External Air) <-701>

5-2 30 AUG 10

5.2

Engine Start (External Air) <-701> • Note •

Complete the Before Start Check prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.


— BLEED VALVES ........................................................................................................................................................... CLSD — R ENG...........................................................................................................................................................................START When N2 reaches 20% and ITT is below 120°C: — Right Thrust Lever ........................................................................................................................................ Advance to IDLE •


— Engine instruments....................................................................................................................Monitor until start is complete

• Note • If the ENG STOP switchlight does not clear a NO STARTER CUTOUT Amber Caution message, you must shut down the enigne and remove external air pressure.

First Flight of the Day Before starting other engine: Fuel Check Valve Operational Check ................................... Complete — L ENG ..................................................................................................................................................................... AS REQ’D After start is complete: — BLEED VALVES .......................................................................................................................................................... AUTO

5.3

Engine Start (Cross-Bleed) <-200> Caution Before attempting a cross-bleed start, do not exceed 75% N1 for 2 minutes on operating engine after start, or until all operating indications are in the normal range, whichever is longer.

• Note • Complete the Before Start Check in its entirety prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure. — HYDRAULIC Pumps ................................................................................................................................................... All ON — IGNITION (A or B) ......................................................................................................................................................... ARM — 10TH STAGE BLEED (operating engine) .......................................................................................................................Open — APU LCV......................................................................................................................................................................... Close •



UNCONTROLLED WHEN PRINTED Supplemental Engine Start (Cross-Bleed) <-701>

5-3

12 FEB 10

— 14TH STAGE BLEED AIR switchlights......................................................................................................................... Open — ECS page .......................................................................................................................................................Select & Monitor — Thrust Lever (operating engine) ..................................................................................................................................Advance •

To achieve 60 psi (approximately 85% N2)

— ENG (L or R) ................................................................................................................................................................ START When N2 reaches 20% and ITT is below 120°C: — Applicable Thrust Lever ............................................................................................................................... Advance to IDLE •


After Start is complete: — Thrust Levers ....................................................................................................................................................................IDLE — HYDRAULIC Pumps..............................................................................................................................................AUTO/ON

5.4

Engine Start (Cross-Bleed) <-701> Caution Before attempting a cross-bleed start, do not exceed 75% of N1 for 2 minutes on operating engine after start, or until all operating indications are in the normal range, whichever is longer.

• Note • Complete the Before Start Check in its entirety prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure. — HYDRAULIC Pumps.................................................................................................................................................... All ON — BLEED VALVES...........................................................................................................................................................AUTO — ECS page .......................................................................................................................................................Select & Monitor — Thrust Lever (operating engine) ..................................................................................................................................Advance •

To achieve a minimum of 42 psi (maximum 80% N2)

— ENG (L or R) ................................................................................................................................................................ START When N2 reaches 20% and ITT is below 120°C: — Applicable Thrust Lever ............................................................................................................................... Advance to IDLE •


— Engine instruments ................................................................................................................... Monitor until start is complete After Start is complete: — Thrust Levers ....................................................................................................................................................................IDLE — HYDRAULIC Pumps..............................................................................................................................................AUTO/ON


UNCONTROLLED WHEN PRINTED Supplemental Engine Start (Battery with External Air) <-200>

5-4

12 FEB 10

5.5

Engine Start (Battery with External Air) <-200> • Note • Complete the Before Start Check prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

— L BOOST PUMP .................................................................................................................................................................ON — IGNITION B .................................................................................................................................................................... ARM — L ENG ...........................................................................................................................................................................START • • • •

IGNITION B Green Advisory message on L ENGINE START White Status message on 10TH ISOL OPEN White Status message on L & R 10TH SOV CLSD White Status messages out When N2 reaches 20% and ITT is below 120°C:

— Left Thrust Lever .......................................................................................................................................... Advance to IDLE •


• • • •

IGNITION B Green Advisory message out L ENGINE START White Status message out ITT is 450°C - 600°C N1 stabilizes and does not drop below 22 - 25%

•

N2 is between 62.9 - 64.0%

— Gen 1 ....................................................................................................................................................................................ON •

L ENG OIL PRESS normal (above 25 psi)

— External air supply ....................................................................................................................................................... Remove

• Note • If the NO STRTR CUTOUT Amber Caution message appears, pressing the applicable ENG STOP switchlight should be all that is required to close the start valve and stop the airflow to the air turbine starter (ATS). On the ground, should the ENG STOP action not resolve the problem, you must shutdown the engine and remove the external air source. Caution During an engine start using external air, coordination with ground personnel will be required to shut off the external air source during a NO STRTR CUTOUT Amber Caution message condition. First Flight of the Day Before starting other engine: Fuel Check Valve Operational Check ................................... Complete — L & R BOOST PUMPs ........................................................................................................................................................ON — HYDRAULIC Pump 2B ......................................................................................................................................................ON — R ENG............................................................................................................................................................ Cross-bleed start


UNCONTROLLED WHEN PRINTED Supplemental Engine Start (Battery with External Air) <-701>

5.6

5-5

12 FEB 10

Engine Start (Battery with External Air) <-701> • Note • Complete the Before Start Check prior to accomplishing this procedure. Complete the After Start Check after accomplishing this procedure.

— L BOOST PUMP................................................................................................................................................................. ON — BLEED VALVES............................................................................................................................................................CLSD — External air supply....................................................................................................................................................Connected — CONT IGNITION ............................................................................................................................................................... ON

• Note • If the NO STRTR CUTOUT Amber Caution message appears, pressing the applicable ENG STOP switchlight should be all that is required to close the start valve and stop the airflow to the air turbine starter (ATS). On the ground, should the ENG STOP action not resolve the problem, you must shutdown the engine and remove the external air source. Caution During an engine start using external air, coordination with ground personnel will be required to shut off the external air source during a NO STRTR CUTOUT Amber Caution message condition. — L ENG........................................................................................................................................................................... START When N2 reaches 20% and ITT is below 120°C: — Left Thrust Lever.......................................................................................................................................... Advance to IDLE — Engine instruments ................................................................................................................... Monitor until start is complete — External air supply........................................................................................................................................................Remove — CONT IGNITION ............................................................................................................................................................... Off First Flight of the Day Before starting other engine: Fuel Check Valve Operational Check....................................Complete — L & R BOOST PUMPs ....................................................................................................................................................... ON — HYDRAULIC Pump 2B...................................................................................................................................................... ON — R ENG ............................................................................................................................................................Cross-bleed start

5.7

Unpressurized Takeoff or Landing <-200>

The procedures outlined below are recommended when performing a zero-engine bleed takeoff or landing with the APU inoperative. Before Takeoff. — AIR CONDITIONING PACKs..........................................................................................................................................OFF — 10TH STAGE ISOL valve .............................................................................................................................................Closed — 10TH STAGE L & R BLEED AIR switchlights....................................................................................................... CLOSED — PRESS CONT....................................................................................................................................................................Auto — RAM AIR VALVE......................................................................................................................................................... OPEN


UNCONTROLLED WHEN PRINTED Supplemental Unpressurized Takeoff or Landing <-701>

5-6

12 FEB 10 After takeoff.

• Note • If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured. At a safe altitude, preferably between 1,000’ and 3,000’ AFE: — 10TH STAGE L & R BLEED AIR switchlights ..............................................................................................................Open — AIR CONDITIONING PACKs ........................................................................................................................................... On — RAM AIR VALVE .......................................................................................................................................................... Close Landing. Prior to selecting Flaps 8 and below 10,000 ft.: — AIR CONDITIONING, L PACK ...................................................................................................................................... OFF — AIR CONDITIONING, R PACK ...................................................................................................................................... OFF — 10TH STAGE, L & R BLEED AIR switchlights ......................................................................................................CLOSED — RAM AIR valve .............................................................................................................................................................. OPEN

• Note • Avoid high rates of descent for passenger comfort.

5.8

Unpressurized Takeoff or Landing <-701>

The procedures outlined below are recommended when performing a zero-engine bleed takeoff or landing with the APU inoperative. Before Takeoff. — PRESS CONT ................................................................................................................................................................... Auto — L & R PACKs .................................................................................................................................................................... OFF — RAM AIR valve .............................................................................................................................................................. OPEN After takeoff.

• Note • If an engine failure occurs, delay turning on the PACKs until after obstacle clearance is assured. At a safe altitude, preferably between 1,000’ and 3,000’ AFE: — RAM AIR valve ............................................................................................................................................................... Close — L & R PACKs ...................................................................................................................................................................... On Landing. When below 10,000 ft.: — PRESS CONT .....................................................................................................................................................Confirm Auto Prior to selecting Flaps 8 and below 10,000 ft.: — L & R PACKs .................................................................................................................................................................... OFF — RAM AIR valve .............................................................................................................................................................. OPEN — LDG ELEV ........................................................................................................ Set to 3,000 ft. above landing field elevation

• Note • Avoid high rates of descent for passenger comfort. PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Supplemental Single Engine Turn Procedures

5.9

5-7

12 FEB 10

Single Engine Turn Procedures

With an inoperative APU or APU load control valve, external air will be required for engine starts. Single engine turn procedures will only be used in the unlikely event that external air is not available. Upon reaching the destination airport gate, do NOT shut down the right engine prior to reviewing the 'single engine turn procedures.' This process must be coordinated with maintenance control and one pilot must remain in the flight deck. There must be enough ramp agents at the aircraft to ensure that passengers are not allowed aft of the main entry door or past the nose of the aircraft. If operations advises upon in-range call that external air will not be available for engine start, the crew must notify them of the following: — An engine will be running at all times during the turn process; — Aircraft must be parked in an area where it is safe for an engine to remain running at all times AND a cross bleed start can be performed. (i.e. not too close to terminal building, parked equipment etc.); — Station personnel must advise refueling personnel not to hook-up or begin fueling process until after plane is completely unloaded and right engine is shut down. The process will be accomplished as follows: 1. Upon reaching the gate DO NOT immediately shut down right engine. Leave the right engine running until all passengers and bags have been unloaded.

• Note • If a quick turn is desired and the station is prepared to board the outgoing flight, passengers and bags may be loaded. This will eliminate the need for the last crossbleed start. 2. After confirming the left side of the plane is clear of all passengers, bags and ground personnel, start left engine via Engine start (cross-bleed) in POH Chapter 5. 3. Upon completion of step 2, right engine may be shut down to accomplish fueling process. 4. After fueling is complete, re-start right engine via Engine start (crossbleed) in POH Chapter 5 and shut down left engine. 5. Once left engine is secure, notify station personnel they may begin loading of passengers and baggage for departure with right engine operating for bleed air and electrical power.

5.10

RNAV OPERATIONS

5.10.1 Required Equipment. To file for and fly Q routes and Type 1 and 2 procedures, the following equipment is required: Type 1 procedures — GPS and flight director. Pilots must use the flight director if hand flying, or engage the autopilot. Type 2 procedures — GPS or dual DME receivers. Pilots are encouraged to use the flight director and autopilot. Q routes — GPS.

5.10.2 Inoperative Equipment. Should the FMS, GPS, or flight director be inop/deferred, pilots must ensure that no route or procedure requiring their operation be filed or flown. If the FMS, for whatever reason, is not using GPS position data as part of its own position calculations, a GPS NOT AVAILABLE message will be displayed in the FMS CDU. This message can be either white or yellow for different phases of flight, but in either case pilots must advise ATC and request an amended clearance as necessary. Currently PSA aircraft use the equipment suffix Q when filing flight plans. Any loss of GPS capability will result in changes to both the equipment suffix and routing filed by dispatch on subsequent flights.


UNCONTROLLED WHEN PRINTED Supplemental RNAV OPERATIONS

5-8 30 AUG 10

5.10.3 Altitude Restrictions. If an RNAV DP contains altitude restrictions, the Ops Spec requires that the flight crew be able to “determine if altitude restrictions can be satisfied given the ambient conditions at the time of departure.” The method of compliance is listed below, and is only required when flying DP’s containing altitude restrictions. — Determine ISA deviation for takeoff using the following chart: Airport Elevation 0’ 1000’ 2000’ 3000’ 4000’ 5000’ 6000’ 7000’ 8000’

Standard ISA °C 15.0 13.0 11.1 9.1 7.1 5.1 3.1 1.1 -0.8

Example: ATIS temp = 18° C


Standard ISA (from chart) = 13.0° C Current temp is 5° above ISA (or ISA +5) — During the preflight performance initialization, go to PERF INIT page 2. Enter the calculated ISA deviation in the corresponding field. This will allow the FMS to compare known aircraft performance at the planned takeoff weight with charted altitude restrictions to determine if the altitude restrictions can be satisfied given the ambient conditions at departure. Inability to meet any altitude restriction(s) will present as a yellow UNABLE FPLN ALT message on the FMS CDU and the associated altitude turning yellow on the LEGS page. If unable to comply with charted altitude restrictions, pilots will advise ATC and request an amended clearance as necessary. — Once the aircraft has completed the DP and is en route, go to PERF INIT page 2 and delete the ISA deviation value.

5.10.4 RNP. Each Type 2 procedure will specify the RNP to be used. Prior to beginning the procedure, enter the required RNP value on PROG page 2. Once the aircraft has completed the procedure, go to PROG page 2 and replace the RNP value with 1.0 for enroute GPS coverage. 5.10.5 Waypoints. Some RNAV procedures contain “flyover” waypoints. As the name implies, pilots must fly over these waypoints before turning versus allowing the aircraft to lead the turn past the waypoint. This is accomplished by adding /0 (slash zero) to a waypoint name in the FMS. The map will show the waypoint with an arrow after it pointing to the subsequent route reflecting that the point will be flown over before a turn on course is initiated. If a flyover is no longer necessary, pilots must delete and re-enter the waypoint (minus the /0 suffix) and execute the route change.


UNCONTROLLED WHEN PRINTED Supplemental Fuel Balance And Gravity Crossflow Procedure

5.11

5-9

12 FEB 10

Fuel Balance And Gravity Crossflow Procedure

Fuel balance awareness is critical when powered crossflow in not available to balance fuel. It is important that crews know how to maintain a balanced fuel system, know how to correct a fuel imbalance, and how to apply the QRH Fuel Imbalance procedure properly. To maintain fuel balance: • • • • •

After fueling, assure fuel is properly balanced Use symmetrical engine thrust during flight No single engine taxi if APU/XFLOW pump is deferred Restrict the use of the APU to “operational necessity” when the APU/XFLOW pump is inoperative During single engine operations with the powered XFLOW inoperative it will be necessary to monitor the fuel balance and correct any imbalances with the gravity XFLOW

• Note • With the powered XFLOW system inoperative, APU operation will be sustained through fuel feed from the right hand engine. With the left hand engine operating APU may fluctuate or flame out. To correct a fuel imbalance: • • •

If a fuel imbalance of 200 lbs. or greater exists, the FSC automatically initiates fuel crossflow between wing tanks. Use manual XFLOW or Gravity XFLOW, as necessary, when auto system is inoperative. Fuel should be balanced manually anytime the fuel imbalance is 200 lbs. or greater and the Auto X/FLOW system is inoperative When the powered crossflow (auto/manual) system is inoperative, the flight crew can select the GRAVITY XFLOW switchlight on the Fuel Control Panel. This will open the gravity X/FLOW shutoff valve to allow fuel transfer, by gravity, between wing tanks.

• Note • When performing fuel balance using gravity X/FLOW system the transfer is not immediate and the rate of transfer can vary. Gravity X/FLOW can be enhanced by using a steady heading side-slip maneuver. A steady heading side-slip maneuver is recommended to provide a positive fuel flow to the low fuel tank. To correctly accomplish the steady heading side-slip maneuver during flight: — GRAVITY X/ FLOW SWITCHLIGHT...................................................................................................................PRESS IN Check the following: • •

GRAV XFLOW INHIB White Status message on, and OPEN light on

— RUDDER PRESSURE ..............................................................................................APPLY ON SIDE WITH MORE FUEL

• Note • This will position the SLIP/SKID indicator brick towards the low fuel tank side. Caution Steady heading side-slip maneuvers should NOT exceed one half brick of uncoordinated flight, and should NOT be attempted when flaps are extended, when in icing conditions or above FL 250. — CLOCK......................................................................................................................................................................... START


UNCONTROLLED WHEN PRINTED Supplemental Fuel Balance And Gravity Crossflow Procedure

5-10

12 FEB 10 AFTER ONE MINUTE:

— RUDDER PRESSURE.............................................................................................................................................RELEASE AFTER 30 SECONDS: — FUEL QUANTITY/BALANCE ........................................................................................................................... RE-CHECK REPEAT AS NECESSARY TO BALANCE FUEL When fuel is balanced: — GRAVITY FLOW SWITCHLIGHT ................................................................................................................... PRESS OUT Check the following: • •

GRAV XFLOW INHIB White Status message out, and OPEN light off

Fuel transfer rates may vary when using the steady heading side-slip maneuver. It is recommended to recheck fuel quantity and balance after one minute of gravity crossflow in uncoordinated flight. To check quantity and balance maintain level coordinated flight for 30 seconds. Repeat procedure as needed to balance fuel. QRH Fuel Imbalance procedure: The QRH procedure will be completed any time a FUEL IMBALANCE Amber Caution message appears on the EICAS. The following information is supplemental to the QRH Fuel Imbalance procedure and only attempts to provide a better understanding of the procedure. •

For steady heading side slip maneuvers, see the supplemental procedure above

If gravity crossflow does not correct the imbalance: •

Do not attempt to balance fuel with the use of asymmetrical thrust unless the gravity cross flow method is deemed ineffective Caution The decision to shutdown an engine due to a fuel imbalance situation should be carefully considered. Lateral controllability problems may occur, but at fuel imbalance levels greater than the 800 lb. fuel balance limitation. Pilots must weigh all factors when deciding to continue to the closest available airport with a fuel imbalance or with an engine shutdown. Idle thrust on the low tank side should be sufficient to correct a fuel imbalance in the event all other methods of fuel crossflow fail.


UNCONTROLLED WHEN PRINTED Supplemental AHRS Operation in Localized Magnetic Field Anomalies

5.12

5-11

12 FEB 10

AHRS Operation in Localized Magnetic Field Anomalies

When the EFIS COMP MON Amber Caution message is displayed in conjunction with the HDG comparator flag(s) during ground operations, magnetic interference with the wing mounted AHRS flux valves from proximate ground equipment or localized magnetic field anomalies may be responsible. In most cases, as the aircraft taxis away from the gate area and associated ground equipment the Caution message disappears. If the message persists, apply the following procedure: Caution At any time during this procedure, if the crew is certain that the aircraft has been removed from all sources of magnetic anomalies and the discrepancies still persist, a system failure has occurred. Do not takeoff. Contact Maintenance and enter discrepancy in aircraft logbook. Once clear of the gate area: — EFIS and standby instruments .......................................................................................................... Cross check to determine which AHRS has been affected. — Affected AHRS.......................................................................................................Slew to standby compass heading (MAG) Verify EFIS COMP MON Amber Caution message is no longer 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 EFIS COMP MON Amber Caution message/significant different between AHRS heading and standby compass heading reoccurs or if departing from specific runways where known local magnetic fields or magnetic anomalies cause EFIS COMP MON Amber Caution message and the HDG comparator flag(s) to appear, the following procedure may be used within 10 minutes of departure: — PFD1 and PFD2........................................................................................................... Cross check displayed heading(s) with the standby compass. Switch the affected AHRS compass switch(es) to DG mode and slew to standby compass heading. Verify EFIS COMP MON Amber Caution message is not displayed. — On the runway ............................................................................................................ Cross check PFD1 and PFD2 displayed heading(s) with known runway heading and re-slew as required. Verify no EFIS COMP MON Amber Caution message is displayed. After takeoff, when established in straight and level flight at a constant airspeed: — COMPASS switch(es) ................................................................................................................. MAG mode (one at a time if both in DG mode). Verify that neither the EFIS COMP MON Amber Caution message or HDG comparator flag(s) are displayed.


UNCONTROLLED WHEN PRINTED 5-12 30 AUG 10

5.13

Supplemental External AC Power Procedures

External AC Power Procedures

If you leave the aircraft while connected to External AC Power and are not completing the Securing Checklist the following procedure should be accomplished: — CHOCKS/BRAKES...................................................................................................................................................... IN/SET — CAPT, FO, PEDESTAL LIGHTING (DSPL, INTEG, FLOOD)...................................................................................... OFF — STBY ATTITUDE INDICATOR............................................................................................... CAGED (IF APPLICABLE) — EMER LTS......................................................................................................................................................................... OFF — DOME LIGHT ................................................................................................................................................................... OFF — DC SERVICE..................................................................................................................................................................... OFF — BATTERY MASTER ........................................................................................................................................................ OFF If you arrive at the aircraft and the battery master is off and the flight deck is dark, perform the Safety and Power On Checklist then the Acceptance Checklist. Ensure that the flight deck lighting is set to appropriate levels.

5.14

Flaps Fail Ferry information

In the event of the need for a ferry flight with Flaps selected to the 8 or 20 position, this will provide information to verify that the ferry flight is performed complete and accurate. This information is compliant with Bombardier Service Letter RJ-SL-27077 Rev A. • • • • •

Maximum airspeed with Flaps at 8 or 20 degrees is 230 KIAS. Maximum altitude is 15,000 ft. Do not hold in icing conditions. All Hydraulic B pumps must be selected “ON” before each takeoff and landing. As far as it is practical, avoid the following environmental conditions: 1. Severe turbulence during flight. 2. Moderate or severe icing during cruise or holding. 3. Severe icing during climb or descent.

•

Normal mission fuel requirements based on normal flight altitudes and speeds are increased as follows: 1. By 25% for flights at 8 degrees flaps. 2. By 90% for flights at 20 degrees flaps. 3. This increase in fuel will be included in the HOLD fuel section of the release. The dispatcher will document the number of pounds added to the holding section in the remarks section.

• • • • • • • •

The time enroute will be computed at 220 KIAS and the dispatcher will document this time in the remarks section of the release. For climb performance with one engine inoperative, maintain a speed of V2, flaps at 8 or 20 degrees, APR thrust on the live engine. The vertical descent rate should be < 360 ft/min at touchdown. Landing with 8 or 20 degrees flaps should be in accordance with the QRH FLAPS FAIL procedure. Landing gear and flap indication will remain posted on the EICAS for entire flight. FLAPS FAIL message may remain posted on the EICAS for entire flight. EICAS/AURAL warning message “CONFIG FLAPS” will be posted during takeoff. “T/O CONFIG OK” advisory message will not be posted prior to takeoff.


UNCONTROLLED WHEN PRINTED CRJ Pilot Operating Handbook Ground Low Pressure Air

01-11 1 JUNE 11

CRJ POH Bulletin 01-11 Instructions: Insert POH Bulletin 01-11 in the CRJ Pilot Operating Handbook facing page 5-12. Purpose. To Clarify door position when aircraft is left unattended with ground LOW pressure air hooked up. Effective: Immediately Upon receipt Applicability: All PSA Airlines Inc. CL600-2B19 (CRJ-200) aircraft and CL600-2C10 (CRJ-701).

5.15 Ground Low Pressure Air WARNING To prevent the aircraft from being pressurized on the ground, make sure the outer handle of the main cabin door is in the NOT STOWED position when Ground Low Pressure Air is connected to the aircraft and the main cabin door is closed. Do not open the passenger door if Ground Low Pressure Air is supplying air to the aircraft and the door handle is stowed. Contact maintenance on guidance opening the aircraft. The aircraft may be pressurized and the door can open with explosive force. Injuries to persons and/or damage to equipment can occur. When the aircraft is left unattended (without crew) it must be secure. (See FOM 4.8.6.) The CRJ can remain hooked up with ground LOW pressure air with the aircraft secure. When the main cabin door is closed, ensure that the door is in the "not stowed" position prior to leaving the aircraft (Figure 2).

Figure 1

Figure 2

Figure 3

(Figure 1) The handle of the door is flush in the "Stowed" position; the aircraft is Secure and may be Pressurized. (Figure 2) The handle of the door is extended to the first notch, "Not Stowed"; the pressurization flap will be open. This allows any pressure in the cabin to escape while the door latch mechanism is still secure. The door will be flush with the fuselage. The aircraft is Secure and will not be Pressurized. (Figure 3) The handle of the door is fully extended. The aircraft is not secure and the aircraft will not pressurize. This manual may contain Sensitive Security Information that is controlled under 49 CFR parts 15 and 1520. No portion of this manual may be disclosed to persons without a “need to know”, as defined in 49 CFR parts 15 and 1520, except with the written permission of the Administrator of the Transportation Security Administration or the Secretary of Transportation. Unauthorized release may result in civil penalty or other action. For U.S. government agencies, public disclosure is governed by 5 U.S.C. 552 and 49 CFR parts 15 and 1520. PSA Airlines, Inc


UNCONTROLLED WHEN PRINTED 01-11 1 JUNE 11

CRJ Pilot Operating Handbook Ground Low Pressure Air

• Note • This procedure does NOT apply to leaving the aircraft with the APU operating and supplying bleed air. The main cabin door must NOT be closed, stowed or not stowed, if the APU is operating. (See FOM 4.8.6) Bombardier has approved this procedure to comply with the requirements of the door open placard located on the Low Pressure Air access door.

This manual may contain Sensitive Security Information that is controlled under 49 CFR parts 15 and 1520. No portion of this manual may be disclosed to persons without a “need to know”, as defined in 49 CFR parts 15 and PSA Airlines, Inc. 1520, except with the written permission of the Administrator of the Transportation Security Administration or the of Transportation. Unauthorized release may result in civil penalty or other action. For U.S. government CRJ Pilot Operating HandbookSecretary agencies, public disclosure is governed by 5 U.S.C. 552 and 49 CFR parts 15 and 1520. PSA Airlines, Inc.

UNCONTROLLED WHEN PRINTED Immediate Actions Table of Contents

6-i

12 FEB 10

Chapter 6: Immediate Actions 6.1

Crew Coordination ................................................................................................................................. 6-1

6.2

Passenger Evacuation........................................................................................................................... 6-3

6.3 Immediate Action Items......................................................................................................................... 6.3.1 BRAKING LOSS/ASYMMETRY ....................................................................................................... 6.3.2 CABIN ALT Msg or EMERGENCY DESCENT PROCEDURE .......................................................... 6.3.3 DOUBLE-ENGINE FAILURE .............................................................................................................. 6.3.4 SMOKE/FUMES ................................................................................................................................ 6.3.5 <200> STAB TRIM RUNAWAY .......................................................................................................... 6.3.6 <701> STAB TRIM RUNAWAY ..........................................................................................................

6-4 6-4 6-5 6-6 6-7 6-7 6-8


UNCONTROLLED WHEN PRINTED Immediate Actions Table of Contents

6-ii

12 FEB 10



UNCONTROLLED WHEN PRINTED Immediate Actions Crew Coordination

6-1

12 FEB 10

Chapter 6: Immediate Actions 6.1

Crew Coordination

General. Well-executed procedures are the best defense against emergency or abnormal conditions when they arise. While the Quick Reference Handbook (QRH) establishes a foundation for these procedures, this section incorporates additional operational details necessary to insure a standardized crewmember response. Emergency and abnormal situations are rare occurrences. Unlike normal procedures, there are few opportunities to practice emergencies during the daily flight routine. The strategies outlined in this section should be reviewed regularly to insure a safe outcome should an emergency or abnormal situation arise. The basic rules stated below can be applied to the majority of emergency or abnormal conditions: 1. PF Maintains Aircraft Control 2. Identify the Non-normal • Either pilot can state the malfunction or problem • Either pilot cancels the warning 3. Accomplish Immediate Action Items 4. Captain Assigns PF duties 5. Complete QRH Procedures 6. Establish and Communicate a Plan Maintain Aircraft Control. This duty is assigned to the PF as a primary duty regardless of the type of condition. Depending on the nature of the condition, the autopilot should be used to ease pilot workload. If the autopilot is utilized, the PF is always responsible for monitoring its functions. Identify and Communicate the Non-normal Condition. Effective teamwork in the cockpit begins with good communication skills. Ensure that your fellow crewmembers are aware of the problem. A non-normal condition should be announced clearly and concisely by the first pilot that recognizes the condition. The initial announcement should be confirmed aloud by the other pilot so that each crewmember has acknowledged the condition. Crewmembers should silence any aural or visual warning as soon as the cause of the warning is recognized. Accomplish Immediate Action Items. In all cases when airborne, the following shall be confirmed by the PF before the PM takes action: • • • • •

Thrust levers Engine fire push switchlights Generator switches Fuel boost pump switchlights All other guarded switchlights

The PF will repeat the response for these items when an action is to be performed. The PM will read aloud and either verify or perform all immediate action items, this includes both memory and non-memory items. The PM will then state: “Immediate action items complete.”


UNCONTROLLED WHEN PRINTED 6-2

12 FEB 10

Immediate Actions Crew Coordination

Captain Assigns PF. In most cases, the Captain should ask the First Officer to become the PF so that the Captain can better manage the cockpit without the distraction of pilot flying duties. Complete the QRH Procedure. The PM will accomplish the appropriate QRH procedure. Establish and Communicate a Plan. 1. Evaluate the situation using the following guidelines: • Does a safety of flight/passenger issue exist? — If the successful completion of the flight or the health of passengers is in jeopardy, it will be necessary to divert to the nearest suitable airport. Whether an airport is considered suitable will depend on runway length and condition, rescue equipment, airport facilities, weather, etc. • How will the passengers be affected? — If two equally safe alternatives are available, always choose the one which will best serve the passengers. • How will your decision affect the company operations? — The last consideration should be the efficiency of the operation. After safety issues and passenger considerations have been addressed, determine how your decision will impact the operation as a whole. 2. Determine the appropriate course of action. Both pilots should agree on the plan and understand what their individual duties will be; however, the ultimate authority rests with the Captain. 3. Communicate your intentions with the following people, workload permitting: • Air Traffic Control • Flight Attendants — TEST Items should be covered at this time if required. • Company Operations — This can be accomplished either through ACARS, ARINC or use of the Company Operations frequency if available. • Passengers 4. If needed, prepare for and brief the upcoming approach and landing. 5. Conduct a review to ensure that no steps have been overlooked and address any questions at this time.


UNCONTROLLED WHEN PRINTED Immediate Actions Passenger Evacuation

6-3 30 AUG 10

Crew Coordination Example (Captain is PF).

•

DOUBLE ENGINE FAILURE PF PM Either pilot can cancel the Warning and state the emergency. Selects continuous ignition to ON

• “Continuous ignition, ON” • Adjust pitch to maintain 240 KIAS “I have the radios, immediate action items, Double Engine Failure” •

•

Reads Double Engine Failure immediate action items out loud via the QRH “Immediate action items complete”

Captain Assigns PF Duties • Completes appropriate QRH procedure

6.2

Passenger Evacuation

A passenger evacuation is initiated for a condition potentially endangering the life or physical well-being of passengers or crew. PASSENGER EVACUATION (CHALLENGE, RESPONSE, RESPONSE) Once the Captain gives the evacuation command, the First Officer will open the QRH to the first page (Passenger Evacuation) and read the checklist to the Captain who performs each item. In this checklist, the First Officer will read the challenge and the response, and the Captain will respond to each item by repeating the appropriate response AFTER the item is completed. Upon evacuation command:

EVACUATION 1.

PARKING BRAKE ................................................................................................................................... ON

2.

ATC ................................................................................................... State condition and advise evacuating

3.

SPOILERS..............................................................................................................................MAN DISARM

4.

Thrust Levers .................................................................................................................................SHUTOFF

5.

EMER DEPRESS ...................................................................................................................................... ON

6.

EMER LTS ................................................................................................................................................. ON

7.

Evacuation ............................................................................................................... Initiate using PA system

8.

Left and Right ENG FIRE, APU FIRE switchlights ..........................................................................PUSH

9.

BATTERY MASTER .............................................................................................................................. OFF


UNCONTROLLED WHEN PRINTED Immediate Actions Immediate Action Items

6-4

12 FEB 10

6.3

Immediate Action Items

Immediate action items must be done in an expeditious manner. The CRJ-200 and CRJ-701 have 5 (ea) immediate action items.

• Note • All immediate action items are not considered “complete” until verified via the IMMEDIATE ACTIONS tab in the QRH. The following immediate action items have steps which must be accomplished from memory. This will be indicated by bold print in the POH and red print in the QRH: 1. BRAKING LOSS/ASYMMETRY 2. CABIN ALT Msg or EMERGENCY DESCENT PROCEDURE 3. DOUBLE-ENGINE FAILURE 4. SMOKE/FUMES 5. <200> STAB TRIM RUNAWAY <701> STAB TRIM RUNAWAY Upon completion of the memory item(s), the PM will reference the IMMEDIATE ACTIONS tab in the QRH. The PM will read aloud and either verify or perform all immediate action items, memory and non-memory. The PM will then state: “Immediate action items complete.”

6.3.1

BRAKING LOSS/ASYMMETRY

Braking Loss / Asymmetry 1. Wheel brakes........................ Release momentarily 2. PM will select ANTI-SKID to OFF 3. Wheel brakes........................ Re-apply as required Extreme caution is required during braking to avoid tire damage

4. Reverse Thrust ............................ Apply maximum until stopping assured 5. Immediate Action Items complete.

Upon completion of this procedure the aircraft will be brought to a complete stop and the parking brake should be set. The First Officer will then reference the QRH and read the immediate action items and verify that they are complete.



6.3.2

6-5

12 FEB 10

CABIN ALT Msg or EMERGENCY DESCENT PROCEDURE

CABIN ALT Msg - OR Emergency Descent Procedure 1. Oxygen masks ...................................Don and 100% 2. Crew communication .................................Establish 3. Captain assumes PF duties 4. PASS SIGNS ..........................................................ON 5. ATC .......................................Declare Emergency and Advise of Descent 6. Autopilot.............................................. Recommended 7. Altitude preselector .....................Set to 10,000 feet or lowest safe altitude 8. SPEED Mode......................................................Select 9. Thrust Lever ....................................................... IDLE 10.FLIGHT SPOILER leverMAX Deploy 11.Immediate Action Items complete, go to page 5-1.

The CABIN ALT or emergency descent maneuver is designed to descend the airplane 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 (no Δ P) and the airplane structural integrity is in doubt, it is preferable to maintain at or below the speed at which the malfunction occurred and avoid high maneuvering loads. The Captain, unless incapacitated, will perform the PF duties during a CABIN ALT or emergency descent. If the First Officer is the PF, the Captain will assume PF duties after O2 masks are donned and crew communication is established. The PM will read the immediate action items via the QRH. The PF will perform the immediate action items when directed via the QRH. The PM will check the minimum en route altitude, notify ATC and obtain the local altimeter setting. Level-off altitude should be chosen based upon the passenger oxygen system capacity or the lowest safe altitude, whichever is higher. The lowest safe altitude is the minimum en route altitude (MEA), minimum obstruction clearance altitude (MOCA), or any other altitude based on terrain clearance, navigation aid reception or other appropriate criteria.



6-6

12 FEB 10

When turbulent air is encountered or expected, the airspeed should be reduced to the maximum turbulent air penetration speed (280 KIAS or .75 MACH, whichever is lower). If descending into icing conditions, cowl and wing anti-ice are used as required. Once reaching level-off altitude, the pressurization system should be rechecked and the situation reevaluated. When removing oxygen masks, the Captain will direct the First Officer to remove his own mask first, transfer aircraft control, then remove his own mask. Establish communication with the Flight Attendant for passenger/cabin status.

6.3.3

DOUBLE-ENGINE FAILURE

Double Engine Failure 1. CONT IGNITION.............................................. ON 2. Airspeed ..................................240 KIAS minimum 3. Engine Instruments....................Monitor N1, N2, ITT If engines continue to run down: 4. Thrust Levers (both) ........................... SHUTOFF 5. ADG manual deploy handle .......................PULL When ADG power is established: 6. STAB TRIM CH 2............................... ENGAGE WARNING

Maintain airspeed until ready to restart engines. Failure to maintain at least 4% N2 may preclude a successful relight. If required, increase airspeed to maintain at least 4% N2 indication. 7. Immediate Action Items complete, assign PF, go to page 2-1.

The Captain, unless incapacitated, will perform the PF duties during a double engine failure. This is because the First Officer's PFD and MFD are inoperative. If the First Officer is the PF, the Captain will assume PF duties after Continuous Ignition is selected ON. The PM will read and perform the immediate action items via the QRH.



6.3.4

6-7

12 FEB 10

SMOKE/FUMES

Smoke / Fumes 1. Oxygen masks ...................................Don and 100% 2. Crew communication .................................Establish 3. Immediate Action Items complete, assign PF, go to page 1-1.

The SMOKE/FUMES QRH checklist will be accomplished for any smoke or fumes related malfunction without an associated CAS message.

6.3.5

<200> STAB TRIM RUNAWAY

Stab Trim Runaway 1. Control wheel .....................Assume manual control and override runaway 2. Both STAB TRIM DISCs ... Push, hold and release 3. Captain assumes PF duties 4. STAB CH1 cb (2F5).......................................... Open 5. STAB CH2 cb (4A1) ......................................... Open 6. Immediate Action Items complete, assign PF, go to page 9-1. If the horizontal stabilizer is in motion for more that 3 seconds, a clacker is activated to alert the crew of a possible horizontal stabilizer trim runaway condition. The trim position indicator on the EICAS screen will also show runaway trim movement.



6-8

12 FEB 10

6.3.6

<701> STAB TRIM RUNAWAY

Stab Trim Runaway 1. Control wheel .....................Assume manual control and override runaway 2. STAB TRIM DISC...............Push, hold and release 3. Immediate Action Items complete, assign PF, go to page 9-1.

If the horizontal stabilizer is in motion for more that 3 seconds, a clacker is activated to alert the crew of a possible horizontal stabilizer trim runaway condition. The trim position indicator on the EICAS screen will also show runaway trim movement.


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Table of Contents

7-i

30 AUG 10

Chapter 7: Maneuvers & Profiles 7.1 Takeoffs .................................................................................................................................................. 7.1.1 Normal Takeoff ................................................................................................................................... 7.1.2 Rejected Takeoff................................................................................................................................. 7.1.3 Engine Failure After V1....................................................................................................................... 7.1.4 Engine Fire After V1............................................................................................................................

7-1 7-1 7-2 7-3 7-4

7.2 Maneuvers .............................................................................................................................................. 7.2.1 Steep Turns ........................................................................................................................................ 7.2.2 Stalls ................................................................................................................................................... 7.2.3 Windshear Recovery........................................................................................................................... 7.2.4 TCAS Resolution Advisory (RA) ......................................................................................................... 7.2.5 Enhanced Ground Proximity Warning System (EGPWS)................................................................... 7.2.6 Unusual Attitudes................................................................................................................................

7-5 7-5 7-5 7-7 7-7 7-8 7-8

7.3 Approaches ............................................................................................................................................ 7-9 7.3.1 Precision Approach (2-Engine) ......................................................................................................... 7-11 7.3.2 Precision Approach (Single-Engine) ................................................................................................. 7-12 7.3.3 Nonprecision Approach (2-Engine)................................................................................................... 7-13 7.3.4 Nonprecision Approach (Single-Engine)........................................................................................... 7-14 7.3.5 Flaps Inoperative and/or Slats Inoperative Approach ....................................................................... 7-15 7.3.6 ILS PRM Breakout Maneuver ........................................................................................................... 7-16 7.4 Landings ............................................................................................................................................... 7.4.1 Normal Landing <-200> .................................................................................................................... 7.4.2 Normal Landing <-701> .................................................................................................................... 7.4.3 Overweight Landing .......................................................................................................................... 7.4.4 Bounced Landing ..............................................................................................................................

7-17 7-17 7-18 7-19 7-20

7.5 Go-Around ............................................................................................................................................ 7.5.1 Go-Around (2-Engine)....................................................................................................................... 7.5.2 Go-Around (Single-Engine)............................................................................................................... 7.5.3 Rejected/Balked Landing ..................................................................................................................

7-20 7-20 7-21 7-22

7.6

Profiles .................................................................................................................................................. 7-22


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Table of Contents

7-ii

30 AUG 10



UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Takeoffs

7-1

12 FEB 10

Chapter 7: Maneuvers & Profiles 7.1

Takeoffs

7.1.1

Normal Takeoff.

Reference Commencing takeoff roll

PF • • • •

PM

Press either TOGA button Advance thrust levers to near vertical (just above 70% N1) and allow engines to stabilize <-200> Advance thrust levers to within 10% of takeoff thrust setting <-701> Advance thrust levers to TOGA detent “SET THRUST”

•

Set/verify thrust to takeoff N1 setting prior to 60 knots

Verify proper FMA indications Prior to 60 knots

“THRUST SET” Captain assumes/maintains control of thrust levers

at 80 knots

“80 KNOTS” “CHECKS” “V1”

5 knots prior to V1 at VR

Captain removes hand from thrust levers “ROTATE” •

Rotate to FD commanded attitude (approximately 12.5° pitch)

Positive rate of climb

•

Verify positive rate of climb “POSITIVE RATE”

•

Position gear lever up “GEAR UP”

• •

Select speed mode Verifies CLB on FMA “CLIMB”

• •

Select HDG or NAV Verifies HDG or appropriate NAV mode on FMA “HEADING,” or “FMS”

•

Engage autopilot “AUTOPILOT ON”

“GEAR UP”

at V2 + 10 to 15 knots

“SPEED MODE”

above 400’ AGL

“HEADING MODE,” or “NAV MODE” as appropriate

above 600’ AGL

“AUTOPILOT ON”



7-2 30 AUG 10

Reference

PF

PM “ONE THOUSAND FEET”

at FRA •

Bug speed to 200 knots

Flaps 20 T/O @ V2 + 12: “FLAPS 8”

•

@ VT - 10: “FLAPS UP” Flaps 8 T/O

Retract flaps “FLAPS 8” “FLAPS UP”

@ VT - 10: “FLAPS UP”

“FLAPS UP”

<-701 only> Set thrust levers to CLIMB detent “AFTER TAKEOFF CHECK” •

at 3000’ AFE

7.1.2

•

Complete After Takeoff Check “AFTER TAKEOFF CHECK COMPLETE”

Accelerate to 250 knots

Rejected Takeoff.

Either crewmember has the authority to call for a rejected takeoff by stating: “REJECT.” If the takeoff is rejected with both engines operating, the Captain will retard the thrust levers to reverse while using maximum braking. If the takeoff is rejected due to a power failure of either engine, extreme caution must be exercised in the use of reverse thrust on the operating engine due to the yawing tendency which will be created. Maximum braking will be necessary. PSA Airlines recommends an RTO for any malfunction below 80 knots. Above 80 knots, an RTO is recommended for items such as: • • • •

Engine failure Fire warning Aircraft is considered unsafe or unable to fly Loss of directional control

As the aircraft accelerates towards V1, the decision-making process shifts in favor of the “Go” decision. As airspeed approaches V1, the stopping margin decreases until after V1 when it may not be possible to stop the aircraft on the runway. The decision to reject the takeoff must be made prior to V1 so the rejected takeoff maneuver can be initiated no later than V1. If the takeoff is rejected because of a fire warning or other such critical circumstances that may warrant an emergency evacuation, the Captain will immediately bring the aircraft to a complete stop and will set the parking brake.



7-3

12 FEB 10 Captain

First Officer Either pilot calls “REJECT”

Simultaneously: • Thrust levers idle • Apply maximum brakes • Apply maximum reverse thrust consistent with directional control

• •

Make standard landing callouts Notify ATC

•

Verify the problem

•

Verify the problem

• •

At Captain’s discretion, clear the runway When the aircraft is brought to a complete stop, set the parking brake If no evacuation is planned, complete PA to passengers, “PLEASE REMAIN SEATED” The Captain will call for the appropriate checklist

•

Perform appropriate checklist requested by the Captain

• •

7.1.3

Engine Failure After V1. • Note • <-701 only> The PM will advise the PF of a FADEC initiated auto-relight.

Reference

PF

PM First pilot noting engine failure/flameout:

Engine failure/ flameout after V1

“ENGINE FAILURE” • •

at VR

Verify green APR icon in operating engine’s N1 gauge If no APR icon present, set APR thrust <-200 only> Achieved by increasing thrust 2% N1 “ROTATE”

•

Rotate to FD commanded attitude (approximately 10° pitch up)

Positive rate of climb

• “GEAR UP”

at V2

“SPEED MODE, BUG V2”

above 400’ AGL

“HEADING MODE, ½ BANK,” or “NAV MODE, ½ BANK” as appropriate

•

Verify positive rate of climb “POSITIVE RATE” Position gear lever up “GEAR UP”

• •

Select speed mode and adjust bug to V2 Verify CLB on FMA “CLIMB”

• • •

Select HDG or NAV Select ½ BANK Verify HDG or appropriate NAV mode on the FMA “HEADING, ½ BANK,” or “FMS, ½ BANK”



7-4 15 MAR 10

Reference

PF

above 600’ AGL

PM

“AUTOPILOT ON” •


Note: When autopilot is selected ON, the airspeed bug resets to present speed. •

Advise ATC “ONE THOUSAND FEET”

at FRA • •

Select ALT Verify ALT on FMA “ALT” Flaps 20 T/O @ V2 + 12 “FLAPS 8” @ VT - 10 “FLAPS UP”

•

Flaps 8 T/O @ VT - 10 “FLAPS UP” at VT

• • • •

Select speed mode Verify CLB on FMA “CLIMB” “SET MCT” Select ½ BANK OFF Verify the problem “LEFT ENGINE FAILURE”

Retract flaps “FLAPS 8” “FLAPS UP” “FLAPS UP”

•

<-701 only> Set thrust levers to CLIMB detent “THRUST SET”

•

Confirm the problem “LEFT ENGINE FAILURE”

Captain assigns PF duties After Captain • assigns PF duties:

7.1.4

Call for appropriate QRH

•

Complete the appropriate QRH procedure

Engine Fire After V1.

If the engine fire warning activates after reaching V1, continue the takeoff and follow the normal takeoff procedures up to FRA. Upon reaching the FRA, accelerate to and climb at VT, then complete the “Engine Fire” QRH procedure.

• Note • If an engine failure occurs after V1 and simultaneously the engine fire warning light illuminates, follow the engine failure after V1 profile. Apply the Engine Fire QRH procedure after reaching VT.


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Maneuvers

7.2

Maneuvers

7.2.1

Steep Turns.

7-5 15 MAR 10

The objective of the steep turn maneuver is to familiarize pilots with the airplane handling characteristics and improve the instrument panel scan. Steep turns will be done with the autopilot and flight director off. Entry: • • • •

Stabilize the aircraft at 250 knots Increase N1 approximately 2 to 3% Smoothly roll the aircraft into a 45-degree bank turn Use approximately 3 degrees nose-up pitch to maintain altitude

Recovery: •

15 degrees prior to desired heading, start rollout and reduce thrust as necessary to maintain 250 knots

7.2.2

Stalls.

Introduction. The wing stalls when it reaches its critical angle of attack. An aircraft can be stalled at any attitude, at any thrust setting and at any airspeed. The Stall Protection System is unable to detect or compensate for wing contamination. Under such circumstances, an aerodynamic stall may occur before the SPS is able to provide any warning. If the nose attitude at high altitude is excessively high, performance may be so limited that the aircraft will not be capable of maintaining altitude and airspeed will decrease. Under these circumstances, a descent must be initiated immediately to prevent a stall. Stick Shaker Recovery. When approaching a stall, recovery should always be initiated at the stick shaker. The pilot is to ensure positive aircraft control by reducing the AOA, using the control column, and applying maximum thrust. This will help to minimize altitude lost. Stick Pusher Recovery. If the approach to stall continues to the stick pusher, the aircraft energy needs to be re-established by sacrificing significantly more altitude. Do not prevent the stick pusher from lowering the nose of the aircraft and reduce the AOA. Any stall may be conducted in a turn for training or checking purposes. Clean Stall. Entry: • • • • • • •

Establish level flight at a safe altitude and 200 knots using the FD in HDG mode and ALTS Set speed bug to flap 0 speed + 5 knots Disengage autopilot Retard thrust levers to 45% N1 Deploy flight spoilers (optional) Do not trim past the speed bug Initiate recovery at the stick shaker



Maneuvers & Profiles Maneuvers

Recovery: •

Simultaneously: • Set max thrust (or firewall, if required) • Ensure spoilers are retracted • Level the wings

• • • •

Maintain pitch attitude (or slightly less) to minimize altitude loss Climb to a safe altitude, respecting the stick shaker Accelerate to 200 knots Reduce thrust

Maneuvering Stall. Entry: • • • • • • • • • •

Establish level flight at a safe altitude and 200 knots Set speed bug at flap 20 speed + 5 knots Set VT (VFTO) for the aircraft weight and adjust V2GA on the PFD Configure to flaps 20 on schedule Select landing gear down Select autopilot and FD off Retard thrust levers to 45% N1 Enter a 20-degree bank turn Do not trim past the speed bug Initiate recovery at the stick shaker

Recovery: •


• • • • •

Maintain pitch attitude (or slightly less) to minimize altitude loss Once a positive rate of climb is established, the aircraft is clear of stick shaker, and a positive airspeed trend is observed, select flaps 8 and landing gear up Climb to a safe altitude, respecting the stick shaker Reconfigure as required while accelerating to 200 knots Reduce thrust

Landing Stall. Entry: • • • • • • •

Establish level flight at a safe altitude and 200 knots with autopilot engaged in HDG mode and ALTS Set speed bug at VREF + 5 knots Set VT (VFTO) for the aircraft weight and adjust V2GA on the PFD Configure to flaps 45 and landing gear down on schedule Retard thrust levers to 45% N1 Allow the aircraft to stall with the autopilot engaged Initiate recovery at the stick shaker


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Maneuvers

7-7 15 MAR 10

Recovery: •


• • • • •

Maintain pitch attitude (or slightly less) to minimize altitude loss Once a positive rate of climb is established, the aircraft is clear of stick shaker, and a positive airspeed trend is observed, select flaps 8 and landing gear up Climb to a safe altitude, respecting the stick shaker Reconfigure as required while accelerating to 200 knots Reduce thrust

7.2.3

Windshear Recovery.

Whenever flight path control becomes marginal at low altitude or when a “WINDSHEAR,” “WINDSHEAR,” “WINDSHEAR” aural warning occurs accompanied by the PFD indications (flight director, AMI, and WINDSHEAR Red Warning), the crew will perform the following: • • • • • • •

Immediately set maximum thrust Ensure spoilers are retracted Follow the flight director (FD) commands smoothly and precisely (DO NOT FOLLOW THE AMI) The stick shaker may come on intermittently during the commanded maneuver Do not attempt to regain lost airspeed until terrain contact is no longer a factor 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 The PM will callout heights above terrain (RA) and “climbing/descending” throughout the windshear encounter Example: “400 feet, descending” or “300 feet, climbing”

•

The PM will notify ATC of the windshear condition as soon as practical

• Note • A PFD amber WINDSHEAR caution indication does not necessitate an immediate recovery, but a red WINDSHEAR warning indication may be imminent, and the crew should prepare for a windshear recovery. 7.2.4

TCAS Resolution Advisory (RA).

Compliance with a TCAS RA is mandatory, regardless of conditions. Whenever an RA is indicated, the PF will perform the following actions: • • • •

Disconnect the autopilot Adjust pitch and power as required Adjust vertical rate promptly and smoothly to comply with the guidance indicated on the VSI The PM will notify ATC of the RA and altitude deviation as soon as practical

• Note • Most TCAS RAs are resolved with altitude changes of 300-500 feet. • Note • Regulations permit deviation from assigned altitude to comply with a TCAS RA.



7.2.5

Maneuvers & Profiles Maneuvers

Enhanced Ground Proximity Warning System (EGPWS).

Refer to the Systems Manual, Chapter 17-Navigation for a description of the EGPWS. Flight crews can select the terrain display on their MFD by pushing the RDR/TERR button on their respective DCP. The terrain function displays the highest and lowest terrain/obstacle value of the selected range setting in the upper left corner of the map display. Flight crews should respond to Ground Proximity aural and visual warnings in the following manner: — When an aural “PULL UP” or “TERRAIN” warning occurs: • • • • •

Autopilot disconnect Set max thrust Retract spoilers Rotate smoothly toward best angle of climb (approximately 15 degrees) Respect stick shaker

• Note • When flying under Day VMC conditions, should an EGPWS warning occur and the terrain and/or obstacles are clearly in sight, immediately take positive corrective action until the EGPWS warning/ alert stops and terrain clearance is assured. At night or in IMC, perform the above EGPWS escape maneuver. — When an aural warning other than “PULL UP” occurs, initiate the corrective action to remove the cause of the warning.

• Note • To permit maneuvering on final approach or backcourse approach to an unreliable ILS glideslope, at RA<1000 ft., the glideslope aural and visual alert can be canceled by pressing the G/S switchlight on the glareshield. The cancel function is automatically reset upon capturing the proper glide path. Subsequent deviations will cause the aural and visual alerts to reoccur. Flight crews should respond to the Windshear aural and visual warnings in accordance with the procedures outlined in the Windshear Recovery section of this chapter. Deactivation of the EGPWS for abnormal and emergency conditions is accomplished with a GPWS/FLAP override guarded switchlight on the center pedestal. It can be used to deactivate flap warnings when landings are to be performed with a less than normal landing flap position. Flight crews will deactivate this system when specific abnormal or emergency procedures in the QRH call for this action to be performed.

7.2.6

Unusual Attitudes.

If an unusual attitude is encountered, quick and accurate pilot response is paramount. Although impossible to write a procedure for every conceivable situation, the following guidance should be considered: • • • •

An extreme nose-up or nose-down attitude may be determined by use of the red pitch echelons on the ADI and the trend vector on the airspeed tape Extreme bank angles may be determined by the top portion of the ADI and heading changes on the PFD’s, MFD’s, or standby compass If an extreme airspeed excursion has occurred, pilots must use the thrust levers and/or flight spoilers in addition to pitch changes to return to a safe airspeed Pilot should consider aircraft loading when making all control inputs


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Approaches

7.3

7-9 30 AUG 10

Approaches

Approach Profiles. These profiles may be modified to suit local traffic, ATC requirements, and for fuel conservation measures. It is not uncommon to intercept the localizer and glideslope above the published glide slope interception altitude and be cleared for the ILS approach while still a considerable distance from the runway. When it is prudent to delay configuring the aircraft for landing, the following general guidelines should be used. The distance is in relation to the final approach verification altitude fix on the Jeppesen approach chart. Aircraft distance (nm) from the reference fix

Accomplish the procedure associated with

3

1 1/2 dots

2

1/2 dot

1

On G/S

Capture Glideslope from Above With the APPR (LOC/GS) mode armed, set vertical speed as required to capture the glideslope. Once captured, GS will become active and the missed approach altitude may now be set. If the aircraft can not meet stabilized approach criteria, execute a missed approach. Maneuvering Speeds. Minimum maneuvering speeds are calculated by adding 10 knots to the applicable flap setting speed, as indicated in the speed book. This 10 knot additive provides adequate speed margin to stick shaker actuation for an inadvertent 15-degree overshoot beyond the normal autopilot banked turn. Aircraft Approach Category. The CRJ-200 is a category D aircraft and the CRJ-701 is a category C aircraft for determining straight-in approach minimums. Approach Speed Additive (Gust Factor). Final approach speed (Bug) is obtained by adding a speed factor to VREF. This factor prevents airspeed excursion below VREF while ensuring reasonable pilot workload. A speed additive of 5 knots is considered the minimum factor while an additive of 10 knots is considered maximum. The factor is adjusted for wind gusts. To calculate, add ½ of the gust factor to VREF using a minimum of 5 knots and a maximum of 10 knots to be flown for the approach. EXAMPLE: Wind 280° at 15 gusting 23 knots. Gust Factor is 8 knots (23-15 = 8). ½ of Gust Factor is 4 knots. Minimum additive is 5 knots. Bug should be set to VREF + 5 knots. FMS. Whenever possible, crews should make maximum use of the FMS during transition to the precision approach. Initial Approach. The initial approach phase is common to all approaches. Normally set flaps 20 at the initial approach fix outbound or an equivalent position for a radar vectored or visual approach.



Maneuvers & Profiles Approaches

Approach Facility Identification. If the approach navaid to be used does NOT have DME, the PM must audibly verify the navaid Morse code identification prior to approach. If the approach navaid to be used DOES have DME, pilots may visually confirm the navaid identification on their respective PFD prior to approach. DA/MDA References. All DA/MDA approach minimum references on the PFDs will be done using MDA set via the Air Data Reference Panel (ARP). All nonprecision approaches will be flown to an “adjusted” MDA, which is the charted MDA rounded up to the nearest 100’ (i.e. a published MDA of 610’ is set to 700’ and flown to 700’ minimums). Threshold Height. Height over the threshold is a function of glide path angle and glide path intercept point. During a typical 3-degree approach with a 1,000 ft. touchdown point, the main landing gear will cross the threshold at approximately 50 feet. Special attention must be given to establishing a final approach that will assure safe threshold clearance and touchdown 1,000 ft. down the runway and within the touchdown zone. Deviation from the visual glide path is not permitted in an attempt to touch down shorter than normal. A go-around should be executed if threshold clearance is doubtful. Missed Approach A missed approach is executed for many reasons including: unstable, runway environment not in sight, loss of runway environment, etc. Either the pilot flying or the pilot monitoring may make a go-around callout. The pilot flying will immediately execute a missed approach.



7.3.1

7-11 30 AUG 10

Precision Approach (2-Engine).

Reference Initial segment or entering downwind

PF •

•

Verify airspeed and select flaps 8 “FLAPS 8”

“FLAPS 20” Slow to 170 knots

•

•


•

Select APPR on FCP

Base leg When cleared for approach

PM


Verify proper FMA indications

Localizer alive

“LOCALIZER ALIVE” “CHECKS”

Localizer captured

“LOCALIZER CAPTURED” “CHECKS”

Glideslope alive

“GLIDESLOPE ALIVE” “CHECKS”

at 1½ dot

•

•

Select gear down “GEAR DOWN”


•


“FLAPS 45, BEFORE LANDING CHECK” •

at ½ dot •

Glideslope captured

“GEAR DOWN”

Slow to VREF plus additive

•

Verify airspeed and select flaps 45 “FLAPS 45” Complete the Before Landing Check “BEFORE LANDING CHECK COMPLETE” “GLIDESLOPE CAPTURED”

“CHECKS, SET MISSED APPROACH ALTITUDE”

•

at 1,000’ AFE

Set and verify missed approach altitude on FCP “1,000 FEET”

“CHECKS” at 500’ AFE

“500 FEET, Bug +/-__, SINK___” “CHECKS”

at 100’ above DA

“100 ABOVE” “CHECKS” •

at DA (runway environment in sight)

“LANDING”

at DA (runway environment NOT in sight)

“GO AROUND”

Divide time between monitoring instruments and scanning outside for runway environment “MINIMUMS, RUNWAY IN SIGHT”

“MINIMUMS, NO CONTACT” See Go-Around (2 Engine) procedure



7-12 30 AUG 10

7.3.2

Precision Approach (Single-Engine).

Comprehensive planning is the key to a safe, unhurried, single-engine approach. Every attempt should be made to complete the approach preparations before arrival in the terminal area. Adequate thrust and normal maneuvering margins are available if the approach is flown in accordance with the standard profile. The single-engine approach profile is the same as for 2 engines except that the final flap setting is 20-degrees with approximately 5% higher N1 thrust on the operating engine. When the landing gear is selected down, set the final approach speed. The landing flare is reduced due to the flatter approach attitude. Reference Initial segment or entering downwind

PF “FLAPS 8” Slow to 180 knots

•

•



•

•


•

Select APPR on FCP


PM


Localizer alive

“LOCALIZER ALIVE” “CHECKS”

Localizer captured

“LOCALIZER CAPTURED” “CHECKS”

Glideslope alive

“GLIDESLOPE ALIVE” “CHECKS”

at 1½ dot

• Glideslope captured

“GEAR DOWN”

•


“SINGLE ENGINE LANDING CHECKLIST” Slow to VREF plus additive

•

Complete the Single Engine Landing Checklist “SINGLE ENGINE LANDING CHECKLIST COMPLETE” “GLIDESLOPE CAPTURED”

“CHECKS, SET MISSED APPROACH ALTITUDE”

•

at 1,000’ AFE

Set and verify missed approach altitude on FCP “1,000 FEET”

“CHECKS” at 500’ AFE

“CHECKS”

“500 FEET, Bug +/-__, SINK___”

at 100’ above DA


at DA (runway environment in sight)

“LANDING”

at DA (runway environment NOT in sight)

“GO AROUND”

Divide time between monitoring instruments and scanning outside for runway environment “MINIMUMS, RUNWAY IN SIGHT”

“MINIMUMS, NO CONTACT”


See Go-Around (Single-Engine) procedure


7.3.3

7-13 30 AUG 10

Nonprecision Approach (2-Engine).

The initial portion of the nonprecision approach is similar to the precision approach. At the final approach fix (FAF), descend at an appropriate rate to arrive at MDA prior to the visual descent point (VDP) or planned descent point (PDP). VDP/PDP is the point from which a normal descent from MDA may be commenced. When the runway is in sight, adjust the profile as required and continue visually for landing. Reference Initial segment or entering downwind

PF “FLAPS 8” Slow to 180 knots

•

•



•

•


•

Select NAV (or B/C if applicable) on FCP



Course (or localizer) alive

“COURSE (or LOCALIZER) ALIVE” “CHECKS” “COURSE (or LOCALIZER) CAPTURED”

Course (or localizer) captured

“CHECKS”

3-5 miles from FAF •

“GEAR DOWN”

•



•


“FLAPS 45, BEFORE LANDING CHECK” •

1-2 miles from FAF (If GPS or RNAV approach, verify GPS APPR is displayed at the bottom of the NAV source block on both PFDs by the FAF)

PM

• •

Slow to VREF plus additive

•

Verify airspeed and select flaps 45 “FLAPS 45” Complete the Before Landing Check “BEFORE LANDING CHECK COMPLETE” Set stepdown altitude or “adjusted” MDA, if requested

“SET NEXT ALTITUDE,” or “SET MDA” Update each stepdown altitude until “adjusted” MDA is set

at FAF

Start timing and/or notify ATC, if appropriate • •

Select/request V/S Initiate descent

• •

at 1,000’ AFE

Select V/S, if requested Monitor descent “1,000 FEET”

“CHECKS” at 100’ above “adjusted” MDA

“CHECKS”

at “adjusted” MDA •

•

“100 ABOVE” Divide time between monitoring instruments and scanning outside for runway environment

•

Verify ALTS active in FMA “ALTS”

•

Set and verify missed approach altitude on FCP

Level off, if appropriate “SET MISSED APPROACH ALTITUDE”



7-14 30 AUG 10

Reference runway environment in sight

PF

•

PM

“LANDING” Select/request FD off

• •

“RUNWAY IN SIGHT” Turn off FD, if requested Monitor speed and sink rate

See Landing procedure runway environment NOT in sight

“MISSED APPROACH POINT, NO CONTACT” “GO AROUND” See Go-Around (2 Engine) procedure

7.3.4

Nonprecision Approach (Single-Engine).

Reference Initial segment or entering downwind

PF •

•



•

•


•

Select NAV (or B/C if applicable) on FCP


PM



Course (or localizer) alive

“COURSE (or LOCALIZER) ALIVE” “CHECKS”

Course (or localizer) captured

“COURSE (or LOCALIZER) CAPTURED” “CHECKS”

3-5 miles from FAF

•

“GEAR DOWN”

•


“SINGLE ENGINE LANDING CHECKLIST” Slow to VREF plus additive “SET NEXT ALTITUDE,” or “SET MDA”

•

Complete the Single Engine Landing Checklist “SINGLE ENGINE LANDING CHECKLIST COMPLETE”

•

Set stepdown altitude or “adjusted” MDA, if requested

Update each stepdown altitude until “adjusted” MDA is set Start timing and/or notify ATC, if appropriate

at FAF (If GPS or RNAV approach, verify GPS APPR is displayed at the bottom of the NAV source block on both PFDs)

• •

Select/request V/S Initiate descent

• •

at 1,000' AFE

Select V/S, if requested Monitor descent

“1,000 FEET” “CHECKS”

at 100' above “adjusted” MDA



Divide time between monitoring instruments and scanning outside for runway environment

UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Approaches Reference

7-15 30 AUG 10

PF

PM

at “adjusted” MDA •

runway environment in sight

•

Verify ALTS active in FMA “ALTS”

•

Set and verify missed approach altitude on FCP

Level off, if appropriate “SET MISSED APPROACH ALTITUDE” “RUNWAY IN SIGHT”

•

“LANDING” Select/request FD off

• •

Turn off FD, if requested Monitor speed and sink rate

See Landing procedure “MISSED APPROACH POINT, NO CONTACT”

runway environment NOT in sight

“GO AROUND” See Go-Around (Single-Engine) procedure

7.3.5

Flaps Inoperative and/or Slats Inoperative Approach.

The following procedures should be used when carrying out a flaps and/or slats inoperative approach and landing: • • • • •

Complete appropriate QRH procedures Select the longest runway available, considering wind and braking action, preferably with an ILS or VASI A straight-in precision approach, using autopilot, is recommended If necessary, burn off fuel to reduce landing weight When setting landing data, set VREF (for appropriate failed flap setting) and VT only. If a go-around is required, climb at VREF to 1000’ AFE.

Use standard terminal area speeds and establish final approximately 10 miles from the runway. This will allow time to extend the gear and decelerate to the target speed while in level flight. Attempt to be in the landing configuration prior to descending on the glideslope. Due to the higher energy on approach, ensure accurate flight path and speed control. With a zero flap approach, the landing will tend to be firmer than normal as very little flare is desired. With a zero slat approach, the approach attitude will be steeper and the flare is more pronounced. Allowing the airplane to float in ground effect will greatly increase landing distance, which could be critical on a short runway. Verify landing distance requirements and compare to available runway length. After main gear touchdown, gently lower the nose to the runway. Apply brakes only after nosewheel touchdown.

• Note • Improper landing technique during flap failure can generate loads on the nose gear sufficient to cause structural damage. Reference Prior to Glideslope capture or predetermined descent point

PF

•

“GEAR DOWN, BEFORE LANDING CHECK” Slow to VREF plus additive

PM

• •

Select gear down “GEAR DOWN” Complete Before Landing Check “BEFORE LANDING CHECK COMPLETE”



7-16 30 AUG 10

7.3.6

ILS PRM Breakout Maneuver.

If ATIS broadcasts or ATC advises ILS/PRM approaches are in progress and approach will be accepted, accomplish the following:

• Note • Inform ATC on initial contact if unable to meet approach requirements. — Review the “Attention All Users” Route Manual page. Include minimum vectoring altitude (MVA) in the approach briefing. — Captain assumes PF duties prior to commencing approach OR reaching 3000’ AGL whichever occurs first. — Use flight director (autopilot recommended). — If a Resolution Advisory (RA) is received without an ATC Traffic Alert, accomplish TCAS Warning RA procedure. — Review ILS/PRM Breakout Actions and Callouts. If breakout initiated by: • ATC Traffic Alert - follow controller’s vertical and lateral instructions. • ATC Traffic Alert and TCAS RA - follow RA vertical guidance and controller's lateral instructions.

• Note • If the controller's instructions include vertical guidance that conflicts with RA vertical guidance, follow RA vertical guidance while complying with controller's lateral instructions. ILS/PRM Climbing Breakout Trigger

Capt (PF)

FO (PM)

Alert

Simultaneously: “Breakout” • Disconnect autopilot, if required • Turn to heading • Establish climb (follow RA, if received) • Call for changes in vertical mode, as desired

Simultaneously: “Breakout” • Turn PF FD OFF • Set heading on FCP • Set altitude on FCP • Select HDG Mode on FCP • Select Speed Mode or Vertical Speed as directed • Monitor flight path; call out deviations

Established on heading

•

•

Reconfigure aircraft, as desired


ILS/PRM Descending Breakout Trigger

Capt (PF)

FO (PM)

Alert

• Simultaneously: “Breakout” • Disconnect autopilot, if required • Turn to heading • Establish descent (follow RA, if received), not to exceed 1000 FPM (unless directed by RA) • Call for changes in vertical mode, as desired

• Simultaneously: “Breakout” • Turn PF FD OFF • Set heading on FCP • Set altitude on FCP • Select HDG Mode on FCP • Select Speed Mode or Vertical Speed as directed • Monitor flight path; call out deviations

Established on heading

•

•




UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Landings

7.4

Landings

7.4.1

Normal Landing <-200>.

7-17 30 AUG 10

The normal approach pitch attitude is approximately 3-degrees nose down with flaps set at 45 degrees. At 50’ AGL, reduce the thrust levers to idle and guard against the nose up tendency due to the thrust reduction. This technique will permit sufficient deceleration to ensure touchdown at VREF or slightly 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. Initiate the flare when the main gear is approximately 10’ above the runway by increasing pitch attitude very slightly. At touchdown, the ground lift dumpers will extend automatically. If the GLDs fail to extend automatically, the PM will move the GLD switch to the MAN ARM position (forward). If the GLDs still fail to extend, the PM will move the Flight Spoiler lever to MAX (aft). Select the thrust reversers and gently lower the nosewheel onto the runway. Smoothly apply wheel braking by steadily increasing pedal pressure, adjusted for runway condition and length available. Do not attempt to modulate or pump the brakes. Maintain deceleration rate until stopped or desired taxi speed is reached.

• Note • It is not necessary to wait for thrust reverser deployment before braking. • Note • Reverse thrust is limited to idle reverse with the nosewheel off the runway. Reverse Thrust Operation. Reverse thrust reduces the airplane’s stopping distance compared to using brakes alone. Reverse thrust is most effective at high speeds. Raise the thrust reverser levers to the interlock/deploy position and observe the amber REV icons on N1 gauges. After reverser interlocks release and REV icons change to green, pull thrust reverser levers to the maximum position if required. The PM monitors engine indications and calls any engine abnormalities. At 90 knots, start reducing reverse thrust to achieve 60% N1 by 75 knots and idle reverse by 60 knots.

• Note • During landing, application of reverse thrust above 60% N1 is not permitted at airspeeds below 75 knots. Below 60 knots, reverse thrust must reduced to idle (not above 30% N1). If reverse thrust above idle reverse is used at speeds less than 60 knots, foreign object damage to the engines may occur. Crosswind Landing. The recommended crosswind landing technique 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 starting the flare, gently apply rudder to align the aircraft with the runway centerline while applying aileron to prevent a sideways drift.



7-18 30 AUG 10

Reference

PF

50’ AGL

•

Gradually reduce thrust to idle

approximately 10’ AGL

•

Initiate flare

Main gear touchdown

•

Deploy thrust reversers

PM

• •

Nosewheel touchdown

•

Apply brakes as required

•

Reduce reverse thrust to achieve 60% N1 by 75 knots and idle reverse by 60 knots

•

Ensure reverse thrust not above 30% N1

Confirm GND SPLR DEPLOY Green Advisory message “SPOILERS” Confirm 2 Amber then Green REV icons in N1 gauges “2 REVERSE”

“90 KNOTS”

90 knots

60 knots

“60 KNOTS” If FO is PF, at a safe taxi speed, the Captain will assume control and state, “MY CONTROLS”

7.4.2

Normal Landing <-701>.

The approach pitch attitude is approximately level to one (1) degree nose up at VREF with flaps 45 set. At 50 feet AGL, slowly begin reducing the thrust to be at IDLE when established in the landing flare. This technique will permit sufficient deceleration to ensure touchdown at VREF or slightly less. 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. Initiate the flare when the main gear is approximately 20 to 30 feet above the runway by increasing pitch attitude very slightly. At touchdown, the ground lift dumpers will extend automatically. If the GLDs fail to extend automatically, the PM will move the GLD switch to the MAN ARM position (forward). If the GLDs still fail to extend, the PM will move the Flight Spoiler lever to MAX (aft). Select the thrust reversers and gently lower the nosewheel onto the runway. Smoothly apply wheel braking by steadily increasing pedal pressure, adjusted for runway condition and length available. Do not attempt to modulate or pump the brakes. Maintain deceleration rate until stopped or desired taxi speed is reached.

• Note • It is not necessary to wait for thrust reverser deployment before braking.

• Note • Reverse thrust is limited to idle reverse with the nosewheel off the runway. Reverse Thrust Operation. Reverse thrust reduces the airplane’s stopping distance compared to using brakes alone. Reverse thrust is most effective at high speeds. Raise the thrust reverser levers to the interlock/deploy position and observe the amber REV icons on N1 gauges. After reverser interlocks release and REV icons change to green, pull thrust reverser levers to the maximum position if required. The PM monitors engine indications and calls any engine abnormalities.



7-19 30 AUG 10

At 90 knots, start reducing reverse thrust to achieve 60% N1 by 75 knots and idle reverse by 60 knots.

• Note • During landing, application of reverse thrust above 60% N1 is not permitted at airspeeds below 75 knots. Below 60 knots, reverse thrust must reduced to idle (not above 30% N1). If reverse thrust above idle reverse is used at speeds less than 60 knots, foreign object damage to the engines may occur. Crosswind Landing. The recommended crosswind landing technique 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 starting 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 the rollout. During a crosswind, displace aileron into the wind. Reference

PF

50’ AGL

•

Gradually reduce thrust to idle

approximately 10’ AGL

•

Initiate flare

Main gear touchdown

•

Deploy thrust reversers

PM

• •

Nosewheel touchdown

•

Apply brakes as required

•

Reduce reverse thrust to achieve 60% N1 by 75 knots and idle reverse by 60 knots

•

Ensure reverse thrust not above 30% N1

90 knots

Confirm GND SPLR DEPLOY Green Advisory message “SPOILERS” Confirm 2 Amber then Green REV icons in N1 gauges “2 REVERSE”

“90 KNOTS”

“60 KNOTS”

60 knots

If FO is PF, at a safe taxi speed, the Captain will assume control and state, “MY CONTROLS”

7.4.3

Overweight Landing.

Overweight landings up to maximum takeoff weight may be safely accomplished by using normal landing procedures and techniques. There are no adverse handling characteristics associated with heavier than normal landing weights. Compute the landing distance required to assure that the runway length is adequate for the higher threshold speed. Observe maximum flap speeds and do not maintain excess airspeed on final. This technique is especially important when landing with flaps 20 degrees during an engine inoperative or other abnormal condition. A smooth landing is desirable but avoid the tendency of a long flare, as this will considerably increase the landing distance. Apply maximum reverse thrust promptly after touchdown to help prevent brake temperatures from becoming excessive.

• Note • An overweight landing requires a maintenance logbook entry along with an inspection by the Maintenance Department.


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Go-Around

7-20 30 AUG 10

7.4.4

Bounced Landing.

The GLD system is very effective in preventing bounced landings. Its automatic deployment requires that the thrust levers be at IDLE prior to touchdown, as they should be for all landings. If the pilot believes that thrust must be added and maintained until touchdown to salvage a landing, then a balked/rejected landing should be executed. Should the aircraft experience a bounced landing and become airborne, a balked/rejected landing should be executed.

7.5

Go-Around

The go-around procedure is accomplished by simultaneously applying go-around thrust, pressing either TOGA button, and rotating toward the flight director target attitude (10 degrees). Once the descent is arrested and the airplane is accelerating, select flaps 8. When a positive rate of climb is established, select the gear up. Climb out speed is flown as per the normal go-around profile using the V2 marker (which was preset prior to descent) as a reference. If the flaps are failed, climb at VREF to 1000’ AFE. If a turning missed approach is required, the minimum airspeed is V2 + 10 with flaps 8. Turns at speeds less than V2 + 10 require the selection of ½ BANK to ensure adequate overbank protection.

7.5.1

Go-Around (2-Engine).

Reference at minimums, no contact or goaround is called

Positive rate

PF “GO-AROUND, SET THRUST, FLAPS 8” Press either TOGA button <-200> Set thrust levers close to go-around thrust • <-701> Advance thrust levers to TOGA detent • Rotate to FD commanded pitch (approximately 10 degrees pitch up) •

at V2 + 10 to 15

“GEAR UP” “SPEED MODE”

• • • •

•

above 400’ AGL

“HEADING MODE,” or “NAV MODE” (as appropriate)

above 600’ AGL

Set/verify thrust to carats on N1 gauges Set flaps 8 “THRUST SET, FLAPS 8” Verify positive rate of climb “POSITIVE RATE” Positions gear lever up “GEAR UP”

• •

Select speed mode Verify CLB on FMA “CLIMB”

• •

Select HDG or NAV Verify HDG or appropriate NAV mode on FMA “HEADING,” or “FMS”

•

Engage autopilot “AUTOPILOT ON” Advise ATC, if applicable “ONE THOUSAND FEET”

“AUTOPILOT ON” •

at FRA • Set speed bug to 200 knots @ VT - 10 “FLAPS UP” • <-701 only> Set thrust levers to CLIMB detent • “AFTER TAKEOFF CHECK” •

3,000’ AFE

PM

•

Accelerate as required


Retract flaps “FLAPS UP” Complete After Takeoff Check “AFTER TAKEOFF CHECK COMPLETE”

UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Go-Around

7.5.2

7-21 30 AUG 10

Go-Around (Single-Engine).

Reference at minimums, no contact or goaround is called

PF • • • •

“GO-AROUND, SET THRUST, FLAPS 8” Press either TOGA button <-200> Set thrust lever close to go-around thrust <-701> Advance thrust lever to TOGA detent Rotate to FD commanded pitch (approximately 10 degrees pitch up)

Positive rate

PM

• •

Set/verify thrust to carat on N1 gauge Set flaps 8 “THRUST SET, FLAPS 8”

•

Verify positive rate of climb “POSITIVE RATE” Position gear lever up “GEAR UP”

• “GEAR UP” “SPEED MODE, BUG V2”

at V2

•

Select speed mode

— If airspeed above V2+10, set speed bug to V2+10 — If airspeed between V2 and V2+10, maintain airspeed — If airspeed below V2, set speed bug to V2 • Verify CLB on FMA “CLIMB” above 400’ AGL

“HEADING MODE, ½ BANK” or “NAV MODE ½ BANK” (as appropriate)

above 600’ AGL

• • •

Select HDG or NAV Select ½ BANK Verify HDG or appropriate NAV mode on FMA “HEADING ½ BANK,” or “FMS ½ BANK”

•


“AUTOPILOT ON”

Note: When autopilot is selected ON, the airspeed bug resets to present speed. • at FRA

“ONE THOUSAND FEET” • •

Select ALT Verify ALT on FMA “ALT”

•

Retract flaps “FLAPS UP”

•

<-701 only> Set thrust levers to CLIMB detent “THRUST SET”

•

Complete After Takeoff Check “AFTER TAKEOFF CHECK COMPLETE”

@ VT - 10 “FLAPS UP” at VT

Advise ATC if applicable

• • •

Select speed mode Verify CLB on FMA “CLIMB” “SET MCT” Select ½ BANK OFF “AFTER TAKEOFF CHECK”



7.5.3

Maneuvers & Profiles Profiles

Rejected/Balked Landing.

It is a common belief that an aircraft can successfully complete a go-around, without ground contact, from any point during the approach or landing phase. This is definitely not the case. In general, no aircraft is certified to successfully complete a goaround without ground contact once it has entered the low-energy landing regime. In this flight regime, the aircraft is in a state of very low kinetic and potential energy. The hazardous situation is compounded by the fact that turbofan engines can require up to 8 seconds to accelerate from idle to full go-around power. The low-energy regime occurs when the following conditions are met: • • • • •

Landing gear and flaps set for landing Aircraft is descending Thrust is stabilized in the idle range Airspeed is decreasing Aircraft is 50 ft. or less

The decision to place an aircraft into the low-energy regime is a decision to land. If there are any doubts regarding the probability of completing a safe landing, a go-around must be initiated prior to entry into the low-energy regime. Rejected/Balked Landing Recovery Maneuver. When a rejected/balked landing is initiated: • • • • • • • • • •

Fly the aircraft Set maximum thrust and ensure flight spoilers are retracted Ensure that the aircraft is not stalled - respect the stick shaker Use ailerons and rudder to level and maintain wings level Rotate smoothly to arrest the descent while respecting the stick shaker - continue the rotation as the aircraft begins to accelerate Be aware that the aircraft may make ground contact Be aware of a possible loss of lift leaving ground effect Do not change configuration until a positive climb and acceleration is achieved Do not overcontrol pitch - stay just above the shaker When clear of obstacles, lower the nose and transition to a standard go-around flight profile

7.6

Profiles

The following profiles are visual aids to supplement the profile dialogue boxes, callouts, and procedures. The profiles covered in this section are: 1. Normal Takeoff 2. Engine Failure During Takeoff (after V1) 3. 4. 5. 6. 7. 8. 9. 10. 11.

Precision Approach Precision Approach - Single-Engine Nonprecision Approach Nonprecision Approach - Single-Engine Visual Approach (Pattern) Visual Approach (Straight-in) Normal Go-Around Go-Around (Single-Engine) Emergency Descent


UNCONTROLLED WHEN PRINTED Maneuvers & Profiles Profiles

7-23 30 AUG 10






7-25 30 AUG 10






7-27 30 AUG 10






7-29 30 AUG 10





UNCONTROLLED WHEN PRINTED Adverse Weather Table of Contents

8-i

12 FEB 10

Chapter 8: Adverse Weather 8.1 Operation on Contaminated Surfaces.................................................................................................. 8-1 8.1.1 Definitions ........................................................................................................................................... 8-1 8.1.2 Hydroplaning....................................................................................................................................... 8-2 8.1.3 Taxi ..................................................................................................................................................... 8-2 8.1.4 Takeoff ................................................................................................................................................ 8-2 8.1.5 Landing ............................................................................................................................................... 8-3 8.1.6 After Landing....................................................................................................................................... 8-4 8.2 Cold Weather Operations ...................................................................................................................... 8.2.1 Airframe De-Icing/Anti-Icing ................................................................................................................ 8.2.2 De/Anti-Icing Application..................................................................................................................... 8.2.3 Phase of Flight Procedures.................................................................................................................

8-4 8-4 8-5 8-8

8.3 Hot Weather Operations ...................................................................................................................... 8.3.1 Taxi ................................................................................................................................................... 8.3.2 Takeoff .............................................................................................................................................. 8.3.3 Landing ............................................................................................................................................. 8.3.4 Brake Cooling ...................................................................................................................................

8-10 8-11 8-11 8-11 8-11

8.4 Weather Radar...................................................................................................................................... 8.4.1 Power Output .................................................................................................................................... 8.4.2 Display Calibration ............................................................................................................................ 8.4.3 Flat-Plate Antenna ............................................................................................................................ 8.4.4 TILT Control ...................................................................................................................................... 8.4.5 Operating Tip .................................................................................................................................... 8.4.6 Autotilt (AUTO) Switch ...................................................................................................................... 8.4.7 GAIN Control..................................................................................................................................... 8.4.8 Ground Clutter Suppression ............................................................................................................. 8.4.9 RANGE Control................................................................................................................................. 8.4.10 Transfer Mode................................................................................................................................... 8.4.11 Operation .......................................................................................................................................... 8.4.12 Summary...........................................................................................................................................

8-11 8-12 8-12 8-13 8-13 8-13 8-13 8-14 8-14 8-15 8-15 8-16 8-17

8.5 Windshear............................................................................................................................................. 8-17 8.5.1 Airplane Performance in Windshear ................................................................................................. 8-17 8.5.2 Avoidance ......................................................................................................................................... 8-18 8.5.3 Precautions - Takeoff........................................................................................................................ 8-18 8.5.4 Precautions - Approach and Landing................................................................................................ 8-18 8.5.5 Recovery Maneuver.......................................................................................................................... 8-19 8.6 Takeoff Alternate / Takeoff Minimums ............................................................................................... 8.6.1 Takeoff Alternate............................................................................................................................... 8.6.2 Takeoff Minimums............................................................................................................................. 8.6.3 Approach Minimums ......................................................................................................................... 8.6.4 Braking Action Takeoff & Landing Wind Component Guidelines......................................................

8-19 8-19 8-19 8-20 8-20


UNCONTROLLED WHEN PRINTED Adverse Weather Table of Contents

8-ii

12 FEB 10



UNCONTROLLED WHEN PRINTED Adverse Weather Operation on Contaminated Surfaces

8-1

12 FEB 10

Chapter 8: Adverse Weather 8.1

Operation on Contaminated Surfaces

Experience with operations conducted from contaminated runways has shown that standing water, slush, snow or ice causes a deteriorating effect on takeoff and landing performance. 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. Reference the chart on page 9-19 for more information on contamination levels for takeoff. Stopping distance is dependent upon many factors; one of which is depth of runway contaminant. Braking effectiveness is reduced due to low tire-to runway friction and is further reduced if tire hydroplaning occurs. In some cases, stopping distances will decrease as contamination depth increases; however, the risk of hydroplaning is significantly greater and longer distances normally result. In either situation the aircraft could experience directional control difficulties.

8.1.1

Definitions.

Contaminated. A runway or taxiway is considered contaminated when it is neither wet nor dry. Wet. A runway is considered to be wet when there is sufficient moisture on the runway surface to cause it to appear reflective with a water depth less than 1/8 inch covering 100% of the runway surface. If there are dry spots showing on a drying runway with no standing water, the runway is not considered to be wet. Standing Water. Standing water is usually caused by heavy rainfall and/or insufficient runway drainage with a depth of more than 1/8 inch and covering more than 25% of the runway. Slush. Slush is snow saturated with water, which displaces with a splatter when stepped on firmly. It is encountered at temperatures around 5°C (41°F). Wet/Compacted Snow. Wet snow will easily stick together and tend to form a snowball when compacted by hand. Dry/Loose Snow. Dry light snow is loose and can easily be blown. If compacted by hand, it will readily fall apart again. Ice. A runway surface condition where braking action is expected to be very low, due to the presence of ice with a dull weathered appearance or a shiny wet appearance.



12 FEB 10

8.1.2

Adverse Weather Operation on Contaminated Surfaces

Hydroplaning.

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. 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. Once hydroplaning has commenced, it can be sustained over areas where the water depth and/or speeds are lower than those required for initiation.

8.1.3

Taxi.

Refer to the POH Limitations, for operations in icing conditions. Always taxi at a manageable speed (10 knots maximum is recommended). Maintain a greater distance than normal between aircraft when taxiing on contaminated surfaces. Application of brakes should be kept to a minimum during turns. Anticipate increased stopping distances and be aware of the additional hazard of operating on icy surfaces with crosswind conditions. Reverse thrust should be used with extreme caution and only when necessary to prevent nosewheel skidding or departure from the intended taxi path. Do not use thrust reversers if ground surfaces are covered with slush, ice, standing water or snow except in the interest of safety. Be aware of other aircraft’s jet blast, obscured runways and taxi/ramp markings, and snowbanks. When moderate to severe icing conditions are present during prolonged ground operations, periodic engine run-ups to as high a thrust setting as practical are recommended (70% N1 maximum recommended). This run-up should be done for a minimum of 15 seconds at 10 minute intervals and within 5 minutes prior to takeoff. This action is effective in dissipating fan blade icing. Prior to positioning for takeoff, ensure that the airplane’s surfaces are aerodynamically clean. Engine power check should be accomplished prior to takeoff.

8.1.4

Takeoff.

Takeoff on contaminated runways is prohibited when contamination levels exceed the values given in the Limtations Chapter of this POH. The use of reduced thrust settings is prohibited if the runway is contaminated or if wing and/or cowl anti-icing is being used. Continuous ignition must be used for takeoff and landing on contaminated runways. Apply brakes and advance thrust levers. If the aircraft starts to creep or slide during engine power check, release the brakes and begin the takeoff roll. Anticipate a lag in nosewheel steering response and possible nosewheel skidding. Apply corrections as necessary. Directional control can be improved by employing a light but firm forward pressure on the control column to increase nosewheel steering effectiveness. Use aerodynamic control as soon as it becomes available. Ailerons can increase directional control in the 60 to 100 knot range. Avoid large or rapid rudder inputs. <-200 only> When conducting takeoff with the wing and/or cowl anti-icing selected on, the engine 10th stage bleed air valves must be closed. Use APU bleed air for air conditioning and pressurization or conduct an unpressurized takeoff as outlined in the Supplemental Chapter of this POH.


UNCONTROLLED WHEN PRINTED Adverse Weather Operation on Contaminated Surfaces

8-3

12 FEB 10

Rejected Takeoff. If the decision is made to reject the takeoff, maximum deceleration is achieved by using maximum reverse thrust and maximum braking, also: • • • •

During the rejected takeoff anticipate the possibility of skidding Keep the nosewheel centered and maintain directional control with the rudder and small inputs of the nosewheel steering If a skid develops, reduce thrust to idle reverse and, if necessary, return the engines to idle forward thrust to return to the centerline. Regain the centerline with nosewheel steering, rudder and/or differential braking. Directional control problems on slick runways could also be encountered due to excessive cycling of the anti-skid system. To correct the condition, reduce brake pressure.

8.1.5

Landing.

Landing on contaminated runways is prohibited when contamination levels exceed the values given in the Limitations Chapter of this POH. For landing on a contaminated runway, lower the nosewheel immediately and maintain light forward control column pressure. Thrust reversers are most effective at high speed. At low speed, minimize the intensity and duration of reverse thrust. However, in an emergency situation, maximum reverse thrust may be used to a complete stop. Do not pump the brakes; pumping the brakes will only diminish braking effectiveness. Apply brakes normally with steadily increasing pressure. Anticipate skidding and hydroplaning and be prepared to take the following necessary actions: • • •

If a skid develops, reduce thrust to idle reverse and if necessary, return the engines to idle forward thrust to return to the centerline. Regain the centerline with nosewheel steering, rudder and/or differential braking. Directional control problems on slick runways could also be encountered due to excessive cycling of the anti-skid system. To correct the condition, reduce brake pressure. Do not attempt to turnoff from a icy runway until the speed is reduced to prevent skidding. Anticipate low friction when approaching the touchdown zone at the far end of the runway due to heavy rubber and/or oil deposits. <-200 only>

When conducting a landing with the wing and/or cowl anti-icing selected ON, the engine 10th stage bleed air valves must be CLOSED. Prior to the approach, start the APU and transfer the bleed air loading to the APU, or land unpressurized if APU is unavailable as outlined in the Supplemental Chapter of this POH. Crosswind Landings. In crosswind conditions, the crosswind crab angle should be maintained for as long as possible prior to touchdown. Aim for the centerline or slightly on the upwind side and avoid touching down on the downwind side of the runway. This technique will minimize the possibility of the airplane weathervaning into the wind after touchdown and drifting toward the downwind side of the runway. Use of Reverse Thrust. The intensity and duration of reverse thrust used at low speeds should be minimized. Using reverse thrust at low speeds on snow and/or ice covered runways can cause foreign object damage (FOD) to the engines and possibly lead to loss of forward visibility due to “whiteout.” It should be noted that maximum reverse thrust may be used to a full stop during emergencies. The use of reverse thrust during crosswind conditions may aggravate directional control of the aircraft. If the airplane is allowed to weathervane into the wind, drifting may occur toward the downwind side of the runway at a faster rate than normal. To correct the situation, it will be necessary to move the thrust levers out of reverse thrust and go to forward idle thrust. Use rudder steering and differential braking as required to prevent over correcting past the runway centerline. When reestablished on the runway centerline, reapply steady brakes and reverse thrust as required to stop the airplane.


UNCONTROLLED WHEN PRINTED Adverse Weather Cold Weather Operations

8-4

12 FEB 10

8.1.6

After Landing.

Do not retract the flaps further than 20 degrees if ice accumulation on the flaps is suspected. This will prevent possible damage to the structure and mechanism. Anticipate that ramps can be iced over and that the use of reverse thrust for stopping the airplane may be necessary.

8.2

Cold Weather Operations

The winter seasons’ low temperatures and potentially hazardous freezing precipitation present additional problems when operating the aircraft both in-flight and on the ground. Although many highly qualified people prepare the aircraft for flight, it is the ultimate responsibility of the pilot-in-command to ensure that the airplane is in a condition for safe flight prior to takeoff. Cold weather operations refer to ground handling, takeoffs and landings conducted on surfaces where frozen moisture is present. These conditions are typically encountered when the surface temperature is at or below 0°C (32°F), although frozen moisture may be present and persist for a significant time at higher temperatures. Supplementary procedures are provided to account for two categories of operational hazards associated with frozen contamination, which are: • •

Performance losses and degradation of the aircraft’s handling characteristics caused by contamination of aerodynamically critical surfaces Ground handling difficulties and performance penalties on takeoff and landing caused by the contamination of runways and airplane movement areas

In all cases, it is assumed that the decision to operate the aircraft in cold weather conditions will be based on sound airmanship.

8.2.1

Airframe De-Icing/Anti-Icing.

General Procedures. The following precautions must be observed when operating in cold weather conditions: • • •

Before entering the airplane, the pilot-in-command or qualified delegate must complete a thorough inspection of the critical surfaces to determine the extent of contamination After de-icing, confirm that all surfaces are clean If the takeoff cannot be started before the holdover time has expired, the airplane must again be inspected and, if necessary, de-iced and anti-iced before attempting takeoff WARNING Takeoff is prohibited with frost, ice, snow or slush adhering to any critical surface, (wings, upper fuselage, horizontal stabilizer, vertical stabilizer, control surfaces and engine inlets).

• Note • Takeoff is permitted with frost adhering to: The underside of the wing, that is caused by cold soaked fuel. 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.



8-5

12 FEB 10

De-Icing/Anti-Icing Fluids. The application of de-icing/anti-icing fluid is the most common means of cleaning and protecting the airplane surfaces. These fluids are broadly classified as Type I, Type II, Type III and Type IV. Type I Fluids. Type I fluid is a heated water/glycol solution that is used for de-icing of the aircraft. In concentrated form, these fluids contain glycols to a minimum of 80% with no thickening agents. Their resulting low viscosity and very short holdover time provide very limited anti-icing protection. Type II Fluids. Type II fluid provides anti-icing protection and is applied after the aircraft has been de-iced. Type II fluid can be applied “neat” (100% glycol) or mixed with water to a minimum concentration of 50/50. The fluid’s relatively high viscosity (thickening agent) is effective in improving the anti-icing holdover time. During takeoff, the slipstream imparts a shear stress to the fluid layer causing it to flow off the surface to which it was applied. Type III Fluids. Type III fluid is a thickened fluid which has properties that lie between Types I and II. Therefore, it provides a longer holdover time than Type I but less than Type II. Type IV Fluids. Type IV fluid provides superior anti-icing protection and is applied after the aircraft has been de-iced. This fluid is normally applied “neat” (100%), and cold. Type IV fluid uses thickening agents to increase the viscosity of the fluid and consequently, Type IV fluid provides significantly longer holdover time. During takeoff, the slipstream imparts a shear stress to the fluid layer, causing it to flow off the surface to which it was applied. Type IV fluid can be applied heated with no change in performance. It is essential to takeoff with an aerodynamically clean airplane. All surfaces of the airplane (wing, vertical and horizontal stabilizers, flight control surfaces, spoilers and flaps) must be free of frost, ice and snow before takeoff. De-icing/anti-icing must be accomplished as close as practical to takeoff to maximize the time that anti-icing will be able to provide protection. The Quick Reference Handbook (QRH) provides a de-icing/anti-icing checklist for use before and after spraying the airplane. The calculation of the anti-icing holdover time is of fundamental concern to the flight deck crew. The QRH provides holdover time tables for various kinds of freezing precipitation based on the de-icing/anti-icing fluid used.

8.2.2

De/Anti-Icing Application.

Notify passengers. Configure the Aircraft. PARKING BRAKE ................................................................................................................................................... SET/CHK’D THRUST LEVERS ................................................................................................................................................................ IDLE PACKS.....................................................................................................................................................................................OFF BLEEDS.......................................................................................................................................................................... ALL OFF ANTI-ICE ................................................................................................................................................................................OFF WIPERS ....................................................................................................................................................................... OFF/PARK FLAPS........................................................................................................................................................................................ UP ENGINES......................................................................................................................................................................AS REQ’D APU...............................................................................................................................................................................AS REQ’D If Engine shutdown is required: — ELECTRICS ..................................................................................................................................................................SET — THRUST LEVERS............................................................................................................................................. SHUTOFF



12 FEB 10

Adverse Weather Cold Weather Operations

Configure the Aircraft (Expanded). PARKING BRAKE •

SET/Checked

Verify PARKING BRAKE ON Green Advisory message is displayed THRUST LEVERS

IDLE

PACKS

OFF

Ensure L & R PACKS are selected OFF and L PACK OFF and R PACK OFF White Status messages are displayed BLEEDS

All OFF

<-200> — APU LCV & 10TH STAGE ISOL switchlights ................................................................................................................... Select CLOSED — L & R 10TH STAGE switchlights .................................................................................................................. Select CLOSED — L & R 14TH STAGE switchlights .................................................................................................................. Select CLOSED <-701> — BLEED VALVES ........................................................................................................................................................... CLSD ANTI-ICE •

Verify wings and cowl switches are selected OFF WIPERS

•

OFF

OFF/PARK

Verify windshield wiper switch is selected OFF/PARK. Wipers should be OFF/PARK during the fluid application but may be used if de/anti-ice fluid is inadvertently sprayed on the windshield. FLAPS

•

UP

Prevents ice and slush from accumulating in the flap cavities

Engines •

AS REQ’D

Normal de/anti-icing configuration will be:

— Engines........................................................................................................................................................................Idling • Some stations may require engine shutdown for de/anti-icing. In this case, the APU must remain on.

• Note • If the APU or APU generator is inoperative, then alternating start and shutdown of the engines must be accomplished. APU •

AS REQ’D

Normal de/anti-icing configuration will be: — APU............................................................................................................................................................................... OFF



8-7

12 FEB 10

If engine shutdown is required: ELECTRICS

SET

<-200 only> •

When the APU generator is providing AC power, select GEN1 and GEN 2 switches OFF

THRUST LEVERS

SHUTOFF

Post Application Check. This check will be accomplished by qualified ground personnel after de/anti-icing fluid has been applied to the aircraft. The verbal or written report from de/anti-icing personnel also confirms that the Post Application Check is complete in accordance with the FOM and all critical surfaces are free of adhering contamination. Obtain De/Anti-Icing Report. In accordance with the FOM, obtain the de/anti-icing report. Obtain Clearance and Reconfigure. Engines •

Start if Required

If engines were running then shutdown before fluid application, only the (D) items on the Before Start and After Start Checks need to be accomplished Flight Controls

Checked

— EICAS Control Panel (ECP)........................................................................................................................................... F/CTL •

Move the control wheel both left and right to full deflection. Verify smooth and correct movement without binding on the FLIGHT CONTROLS synoptic page.

•


•

Ensure no abnormal caution, status or advisory messages on the FLIGHT CONTROLS synoptic or status pages, and no abnormal graphic indications or colors. Ensure that the left and right flap position indications on the FLIGHT CONTROLS synoptic page coincide with the indication on the primary page.

— EICAS Control Panel (ECP)............................................................................................................................................ STAT BLEEDS/PACKS •

SET/ON

Ensure all BLEEDS are correctly re-configured, L & R PACKS are selected ON, and L PACK OFF and R PACK OFF White Status messages extinguish ANTI-ICE

•

Refer to Chapter 3: Limitations “Operation in Icing Conditions” for specific anti-icing system operation STAB TRIM

•

AS REQ’D

Set for T/O

STAB trim indicator is green and set as per the SeeGee wheel.

Prior to taxi, obtain de/anti-icing crew and ATC clearance.



8-8

12 FEB 10

8.2.3

Phase of Flight Procedures.

External Walkaround. The company will always adhere to the “Clean Aircraft Concept”. To avoid APU start malfunctions, the area in the vicinity of the APU intake must be clear of heavy snow buildup. 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 Walkaround inspection to determine that the wing is free from frost, ice, snow or slush when the Outside Air Temperature (OAT) is 5°C (41°F) or less or the wing fuel temperature is 0°C (32°F) or less AND • • •

Visible moisture in any form (such as clouds, fog, mist, rain, snow, sleet or ice crystals), is present, or Water is present on the wings, or The atmospheric conditions have been conducive to frost formation.

• Note • Ice and frost may continue to adhere to wing surfaces for some time even at outside air temperatures above 5°C (41°F). Clear ice is most likely to form when the aircraft is operated in an environment of high humidity and the upper surfaces of the wing are in contact with the cold fuel in the wing tanks. This can occur at temperatures up to 10°C (50°F). Takeoff is permissible with the following accumulations on the underside of the wing surfaces associated with the fuel tanks: • •

1/8 inch layer of frost 1/16 inch layer of ice

As ice from a previous flight may be difficult to detect on the unheated tail section, examine the winglet to assist in determining whether ice may be present on the tail. During the First Flight of the Day walkaround, stand in the aircraft main doorway to look into the engine inlet for possible build up of snow or ice in the bottom of the cowl. If ice or snow is visible, you may not get N1 rotation upon startup. Before Engine Start. Before starting the engines, the Captain should assess the surface conditions of the ramp. Special considerations should be given to problems that could be encountered during the engine start and pushback. Caution Under no circumstances is it permissible to use de-icing fluid in the intake area. <-200 only> Caution N1 fan rotation must be confirmed prior to fuel introduction. Water may pool and freeze the lower intake jamming the adjacent fan blades.



8-9

12 FEB 10

Engine Start. During cold weather starts, initial oil pressure response may be slow. As the engine accelerates, the oil pressure may rapidly increase then exceed the normal range. The high oil pressure should progressively reduce to normal as the engine achieves normal operating temperatures. Refer to the Chapter 3: Limitations for oil pressure limitations. Caution If oil pressure is not indicated by the time idle rpm is achieved, conduct an immediate shutdown of the engine. 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. Takeoff. Refer to Chapter 3: Limitations for operations in icing conditions. <-200>

• Note • The 10th-stage engine bleeds must be CLOSED for takeoff when the cowl and/or wing anti-ice systems are in use. If wing and/or cowl anti-ice will be used for takeoff: •

APU operative:

— APU LCV and 10TH STAGE ISOL valve........................................................................................................... select OPEN — 10TH STAGE L & R BLEED AIR ................................................................................................................. select CLOSED •

APU inoperative:

— Conduct an unpressurized takeoff <-701> With the bleeds in AUTO, selection of wing and/or cowl anti-ice forces all bleed demands (PACKs and anti-ice) to the engines. It is recommended that once anti-ice is selected on (and APU electrical power is no longer required) that the APU be shutdown. In Flight. Refer to Chapter 3: Limitations for operations in icing conditions. Flaps should not be extended in icing conditions except when required for takeoff, approach and landing. 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. WARNING Small accumulations of ice on the wing leading edge can change stall speed and 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 except under failure conditions.


UNCONTROLLED WHEN PRINTED Adverse Weather Hot Weather Operations

8-10

12 FEB 10 Landing. <-200>

• Note • The 10th-stage engine bleeds must be CLOSED for landing when the cowl and/or wing anti-ice systems are in use. If wing and/or cowl anti-ice will be used for landing, prior to selecting flaps 8: •

APU operative:

— Start the APU — APU LCV and 10TH STAGE ISOL valve ........................................................................................................... select OPEN — 10TH STAGE L & R BLEED AIR..................................................................................................................select CLOSED •

APU inoperative:

— Conduct an unpressurized landing <-701> With the bleeds in AUTO, selection of wing and/or cowl anti-ice forces all bleed demands (PACKs and anti-ice) to the engines. Unless required for electrical power, the APU need not be started prior to landing.

8.3

Hot Weather Operations

Extremely hot environments present operational problems 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 airplane performance which high ground temperatures can effect. The following recommended procedures have been provided to supplement the normal operating procedures: — APU air/ground air ......................................................................................................................................................Establish

• Note • During airplane operations when the flight deck and cabin temperatures are above 30°C (86°F), the air conditioning system must be operated or low-pressure ground conditioned air must be supplied to the aircraft. Conditioned air is required to maintain EICAS and EFIS display temperatures within a range that prevents display shutdown. — — — — — — — — — — — — —

10TH STAGE ISOL VALVE ............................................................................................................................... As Required 10TH STAGE engine bleeds...................................................................................................................................... CLOSED L & R PACKS......................................................................................................................................................................ON Auto cockpit & cabin temperature controls ....................................................................................................................COLD Cargo switch........................................................................................................................................................................AIR Display fan .....................................................................................................................................................................NORM ARINC fan .....................................................................................................................................................................NORM Windshield heat.................................................................................................................................................................. OFF Weather Radar.................................................................................................................................................................... OFF Nonessential cockpit lighting............................................................................................................................................. OFF CRT Displays ..................................................................................................................................................................... Dim All air outlets & gaspers....................................................................................................................................................Open Window shades ................................................................................................................................................................ Close

• Note • The importance of keeping the interior of the airplane as cool as possible cannot be overemphasized. All entrances and access doors to the airplane should be kept closed as much as possible and the cargo bay should not be left open any longer than is necessary. Every effort to reduce the heat being generated in the flight deck while the airplane is on the ground should be made. PSA Airlines, Inc. CRJ Pilot Operating Handbook

UNCONTROLLED WHEN PRINTED Adverse Weather Weather Radar

8.3.1

8-11

12 FEB 10

Taxi.

Operating in areas of high ambient temperatures may cause brake temperature limits to be exceeded. This condition would lead to fusible plugs melting and deflation of the overheated tires involved. Runway and taxiway surface temperatures often exceed the ambient temperature. Consideration for brake cooling should always be taken into account. Excessive use and riding the brakes should be avoided. Minimize braking when possible to allow ample time for cooling 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.

8.3.2

Takeoff.

High ambient temperatures in combination with short runways or high elevation airports could cause substantial penalties to airplane performance. Special attention must be given to the restriction imposed on the maximum takeoff weight. The penalties should be taken into account early in the preflight preparations.

8.3.3

Landing.

The landing phase of flight during high ambient temperature conditions is not as demanding as with cold weather operations. It should be noted that runway conditions, particularly at the touchdown area could be slick due to heavy deposits of melted rubber.

8.3.4

Brake Cooling.

For quick turnaround operations, the energy absorbed by the brakes following each landing may cause considerable delays between flights. Overheating of the brakes may cause the wheel fusible plugs to heat up and result in tire deflation. The brake cooling times in the Performance section of the Pilot Operating Handbook (POH) must be adhered to.

• Note • A minimum of 15 minutes must be observed between a landing or rejected takeoff and a subsequent takeoff with the BTMS operative to allow the brakes to reach maximum temperature. BTMS readings must be 5 or less and not increasing prior to takeoff. During landing, excessive braking should be avoided and the thrust reversers should be used to their full advantage.

8.4

Weather Radar

The primary function of the WXR-840 weather radar system is to aid pilots in the detection and avoidance of areas of precipitation in and around thunderstorms. The WXR-840 cannot detect clear air turbulence, windshear, clouds or lightning. However, rain, wet hail, moderate to heavy wet snow - and in some cases, possible icing conditions - can be detected by the system. The WXT-840 can also be used to map-read the terrain. The basic characteristics of the X-band radar system are: • • • • •

Low-power transmitter (25 watts) Flat-plate antenna (14 inches) Digital processing Relatively narrow beam width, and Color screen imagery

This new-technology solid-state radar requires different operating techniques when compared to older parabolic-antenna radar.



8-12

12 FEB 10

8.4.1

Power Output.

The WXR-840 weather radar system uses digital-signal processing which has allowed transmitter power requirements to be reduced to 25 watts. The use of digital-signal processing and low power optimizes the performance of the radar system.

8.4.2

Display Calibration.

The colors on this radar represent variations in rainfall rate and create a display which is easier to interpret than the older monochrome sets. Detectable weather appears as one of the following colors - least reflective to most reflective: Black, Green, Yellow, Red, and Magenta. Another significant difference is the way the picture is painted on the screen. In previous analog weather radar, new returns were added by each sweep of the antenna while old returns gradually bled away. The new radar display is generated in the same way as a TV screen; each new sweep is a totally new picture - the old picture is completely erased. Thus, color changes can occur quickly if a return is close to the threshold between rainfall-rate categories. Digital weather radar incorporates hypersensitive receivers and sensitivity time control (STC) circuitry to present a true calibrated image within a range of approximately 60 miles. Therefore, a yellow storm return at 60 miles will still be yellow at 10 miles. WARNING Sunglasses with polarized lenses that are designed to filter specific colors/frequencies of light may adversely affect a pilot’s ability to see some colors shown on radar and EFIS displays. Some elements on the display could be completely invisible while wearing these types of sunglasses. Also, the color of some elements may be changed. For example, some blue light filtering lenses can change magenta to red. For a radar target, this represents a reduction in the actual level of intensity of the target. Storm Category -

VIP* Level

Weak1

1

Moderate2

2

Strong3

3

Very

Strong4

4

Intense5

5

Extreme6

6

Precipitation Rate in/hr mm/hr Less Less than 0.03 than 0.8 0.03 0.8 to 0.07 to 1.8 0.07 1.8 to 0.2 to 5.1 0.2 5.1 to .52 to 13.2 0.52 and greater

13.2 and greater

Color BLACK GREEN YELLOW RED MAGENTA

* Video Integrated Processor Weak Storm - Light to moderate turbulence, possible lightning 2 Moderate Storm - Light to moderate turbulence, possible lightning 3 Strong Storm - Severe turbulence, possible lightning 4 Very Strong Storm - Severe turbulence, likely lightning 5 Intense Storm - Severe turbulence, lightning, wing gusts, hail 6 Extreme Storm - Severe turbulence, large hail, lightning, extensive wind gusts. 1



8.4.3

8-13

12 FEB 10

Flat-Plate Antenna.

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. With the loss of the side lobes, TILT control becomes more critical. As you approach storms and reduce the range, the tilt must be adjusted downward to avoid overscanning significant returns. When using a flat-plate antenna for the first time, some pilots have expressed doubts about the lack of weather targets displayed, pointing out that they could see clouds that were not shown on the radar. Since radar display of clouds is dependent upon moisture content, clouds with low moisture may not have enough reflectivity to be displayed. This misunderstanding has been aggravated by use of the flat-plate antenna. The flat-plate antenna exhibits characteristics different from the parabolic antenna. A great reduction in side-lobe energy results in the tilt setting being very sensitive, and its adjustment is critical to effective weather detection. It is recommended that the PM coordinate tilt and range selections with the PF to detect and avoid weather.

8.4.4

TILT Control.

The TILT control allows the radar beam to be moved up +15°or down -15° to aid the pilot in interpreting storm activity. Proper use of the TILT control allows the pilot to achieve the best picture of storm-cell size, height, and relative direction of movement. Procedures for adjusting the TILT control vary depending on user requirements. Proper use requires experience and practice.

8.4.5

Operating Tip.

Maximum rainfall rates in a thunderstorm usually occur about mid level in the storm. This is normally the area that will paint the strongest returns. If the airplane is below that altitude, some antenna uptilt will be needed. Conversely, if the airplane is above that altitude, some degree of down-tilt will be needed. The amount of tilt needed varies with the estimated distance of the storm, the closer the storm, the more tilt required. In either instance, it is good practice to periodically move the TILT control throughout its range to reduce the possibility of missing close-in targets. When operating over land, the best general guideline is to select a range that is within the line-of-sight distance to the horizon and adjust the antenna tilt until a small amount of ground clutter appears at about the outer third of the display. An aircraft at 10,000 ft. AGL, with the 300 nm range selected, will not be able to paint ground clutter much beyond 123 nm. A better range selection at this altitude may be the 100 nm setting. Once weather activity is identified, it is important to keep the radar beam pointed to the liquid portion of the cell. As discussed earlier, ice crystals reflect less energy than liquid precipitation. Tilting the beam above the freezing level may result in an underestimation of the cell’s intensity. Move the TILT control up and down to determine the most reflective portion of the cell.

8.4.6

Autotilt (AUTO) Switch.

Autotilt is designed to reduce pilot workload by automatically adjusting the antenna tilt angle to maintain to ratio tilt/angle following altitude or range changes. Autotilt is selected with the PUSH AUTO switch (push ON/push OFF). On the weather radar mode line, active autotilt is indicated by a suffix “A” at the angle readout. When autotilt is selected ON, manual tilt commands from the TILT control remain operational.



8-14

12 FEB 10

8.4.7

GAIN Control.

The GAIN control is a seven-position switch that allows manual GAIN control of the radar system when operating in the MAP and WX modes. When placed in the NORM position, the gain is preset to a value that allows the radar receiver to calibrate its operation to the actual reflectivity level. To aid pilots in making correct weather judgements, the GAIN control may be adjusted to higher or lower gain settings. The high settings (+1, +2, +3) may be chosen to identify the highest levels of precipitation, while the lower settings (-1, -2, -3) may be temporarily chosen to allow a more in-depth study of the most intense weather targets. Each of the minus settings (-1, -2, -3) reduces the sensitivity of the radar system below that of the NORM setting by approximately one color level. Each of the plus settings (+1, +2, +3) increases the sensitivity of the radar system through a combination of lengthening the transmitted pulse-width and increasing the receiver gain. The effective gain increase with each setting can be as much as one color level when the target is in close (out to approximately 65 nm) and less than one color level at longer ranges. The greatest utility offered by the plus gain setting is the ability to display light precipitation that otherwise would be just under the green level threshold on the NORM setting. In many cases, these light levels still cause turbulence and can be avoided by use of the plus gain feature. Proper use of 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 heavy rainfall is likely. Caution Although proper use of the GAIN control can provide added knowledge of the targets being displayed, the pilot should always return the GAIN control to the NORM position when finished analyzing the display. Failure to do so may result in missing significant targets at any range when operating in one of the minus settings (-1, -2, -3).

8.4.8

Ground Clutter Suppression.

Ground clutter suppression (GCS) is operable only in the WX mode. When selected, GCS reduces the intensity of ground returns and makes the precipitation returns easier to interpret. When selected, “GCS” is annunciated in cyan in the upper left corner of the MFD. GCS should only be used to identify ground clutter. Continuous operations 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 knows as a “GCS wedge” may occur. This wedge is represented as a black area (an area showing no return) located approximately +/- 10 degrees from the aircraft’s nose, and of the same depth of the 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.



8.4.9

8-15

12 FEB 10

RANGE Control.

The RANGE control is a rotary knob that is used to select the maximum display range. For all of the selectable ranges, one cyan or white (white for MAP mode only) half-range arc is shown in the center of the MFD. Extending outward from the aircraft symbol is a blanked ranged area. The size of this blanked range area equals one eighth of the selected range. The pilot should remember that the area between the airplane symbol and the perimeter of the blanked range does not show any targets. The selectable ranges, range-arc annunciations and blanked range are shown on the MFD. Selected Range (NM)

Half-Range ARC Annunciation

* Blanked Range (nm)

5

2.5

0.6

10

5

1.2

20

10

2.5

40

20

5

80

40

10

160

80

20

320

160

40

640

320

80

* The blanked range is equal to one-eigth 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 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 shown on the display. The shortest practical range should be momentarily selected both during and following airplane maneuvers to ensure close-in weather shows on the display. 8.4.10 Transfer Mode. In dual-radar control installations, the radar works in the split-scan mode. In the split-scan mode, the radar display on one side can be completely different from the one on the other side except for the scan width (SEC). Selecting the XFR switch will cause the system to operate as if it was a single-radar installation. In single-radar installations, the XFR push button 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 will be white; it will be yellow on the side not in control. A push on the XFR switch will cause the other DCP to assume control of the radar range. When the radar range is different than the one on the MFD, the annunciation “RADAR NOT AT THIS RANGE” will be displayed.



8-16

12 FEB 10

8.4.11 Operation. Ground Operation. The description of operation that follows has been derived from the vendor’s Pilot’s Guide. For a complete description of operation, refer to the Collins WXR-840 Weather Radar System, Pilot’s Guide-Operation. Switch the system to STBY mode when on the ground, unless you are using WX mode to check the terminal area prior to departure. WARNING The safe distance for human exposure to radar radiation of the WXR-840 weather radar system is 2 feet. Users should take necessary and reasonable precautions to ensure that personnel and equipment sensitive to microwave radiation are kept safely beyond this distance. Takeoff and Climb. Prior to takeoff, a short range selection such as 20 nm scale should be used. Tilt the antenna up to approximately +5 degrees to scan for weather along the departure path. Select autotilt to compensate for the initial altitude and range changes during climbout. As the airplane climbs, the tilt should be gradually decreased to aim at the regions of maximum precipitation while avoiding ground clutter, and the range should be increased. To reduce pilot workload, the use of autotilt during ascents and descents is encouraged. Cruise. For cruise, the tilt should be adjusted so that the ground returns are barely visible at the outer edge of the screen. Ground returns are displayed in arcs, paralleled to range marks. They merge together as the tilt is brought down and cause shadowing behind prominent features. They are generally smaller, sharper, and more angular than weather returns. To avoid overscanning, the tilt will have to be adjusted more frequently as storms are approached or range is changed. Having once adjusted the tilt setting, pilots should not be content with just an occasional glance at the screen. Failure to periodically down-tilt leads to disappearing targets. Middle Altitudes. Antenna tilt for airplane flying at 20,000 ft. should be set near 0 degrees or slightly down. Higher Altitudes. This radar detects only liquid moisture in the form of raindrops, wet hail or wet snowflakes. Unless the beam is aimed at or below the freezing level of weather cells, there may not be sufficient moisture to paint a return on the display. TILT Control at High Altitudes (Above FL350). 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. 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 (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 the safest operation, it is suggested that the pilot plan ahead to establish a flight path that avoids all returns by the distance established in the FOM.


UNCONTROLLED WHEN PRINTED Adverse Weather Windshear

8-17

12 FEB 10

Descent. Antenna tilt has to be raised approximately one degree per 10,000 ft. of descent down to 15,000 ft., then one degree per 5,000 ft. below 15,000 ft. Range should be adjusted as necessary to scan the arrival route adequately. In heavy weather, the longest appropriate range should be used to plan a safe avoidance route; the selection of shorter ranges will show greater details as you enter the affected area. Remember that more tilt adjustment will be required each time the range is switched. Only very small corrections will be required when using autotilt.

8.4.12 Summary. Experience enables the pilot to properly analyze various types of storm displays. The key to avoiding detected weather is to first determine the heading change needed to bypass a storm safely. Once established on the appropriate heading, recheck the weather radar display to determine if further heading changes are required. The pilot should remember that the weather radar system was designed as a weather avoidance tool. The pilot has the sole responsibility to decide how close to approach the various types of storms shown on the displays. Most convective weather systems in North America travel from south/southwest to north/northeast. The areas ahead of these storms (north/northeast) can then be expected to contain gust fronts, turbulence, heavy rain, and possibly hail. It is suggested that these areas be avoided by no less than the minimum distance established in the FOM.

8.5

Windshear

Improper or ineffective flight path control has been shown to be a primary factor in cases of flight into terrain. Low-altitude windshear encounters are especially significant because windshear can place the crew in a situation that will require the maximum performance capability of the airplane. Windshear is a weather phenomenon of sudden wind speed and/or direction changes over a short distance. It can occur in both the vertical and horizontal plane. The “downburst” is the most dangerous type of windshear, and studies have confirmed the existence of a more hazardous form of downburst known as “microburst.” Microbursts are intense downdrafts that, upon reaching the surface, spread outward from the downdraft center. This rapidly flowing air can produce extreme vertical and horizontal windshear. The duration of a microburst from the initial downburst to dissipation seldom exceeds 15 minutes. The maximum-intensity winds typically last for about 2 to 4 minutes. Multiple microbursts have been known to occur in the same general area; therefore when microburst activity starts, pilots should be prepared for further windshear encounters.

8.5.1

Airplane Performance in Windshear.

Knowledge of how windshear affects airplane performance is essential to the successful application of proper control techniques. The wind component is mostly horizontal at altitudes below 500 feet. Horizontal windshear may either improve or degrade vertical flight path performance. Windshear that improves performance will be first indicated by an increasing airspeed. This type of windshear may be a precursor of a shear that will decrease airspeed and degrade vertical flight path performance. Increasing performance windshear is annunciated on the PFD by a flashing amber WINDSHEAR caution indication and the alpha margin indicator (AMI). Decreasing performance windshear is annunciated on the PFD by a flashing red WINDSHEAR warning indication and the alpha margin indicator (AMI). COMPLIANCE WITH ALL WINDSHEAR WARNINGS IS MANDATORY. In critical low-altitude situations, flight path control must be maintained by adjusting the pitch and thrust. An increase in pitch attitude, even though the airspeed may be decreasing, will increase the lifting force and improve the flight path angle. Maximum available thrust, combined with proper pitch control, will utilize the total airplane performance capability.


UNCONTROLLED WHEN PRINTED Adverse Weather Windshear

8-18

12 FEB 10

8.5.2

Avoidance.

Windshear conditions that exceed the performance capabilities of commercial transport airplanes have been observed below 500 feet. The flight crew should be vigilant for the presence of windshear along the intended flight path. Pilots must avoid areas of known severe windshear. If severe windshear has been reported, pilots must delay takeoff or approach until conditions improve. Assist other pilots by reporting windshear encounters precisely and promptly. Accurate pilot reports can be a valuable clue to the severity of a windshear condition. If windshear is suspected, the crew must be especially alert in order to be prepared for an inadvertent encounter. The flight crew must make the determination of marginal flight path control using all of the information available. This determination is subjective and based on the pilot’s judgement of the situation. As a guideline, marginal flight path control may be indicated by uncontrolled changes from normal steady-state flight conditions in excess of: • • • •

15 knots indicated airspeed 500 feet per minute vertical speed 5 degrees pitch attitude 1 dot displacement from the glideslope

• Note • EGPWS will detect and warn of “Windshear” conditions at altitudes below 1500 ft. AGL. 8.5.3

Precautions - Takeoff.

If windshear is suspected, do not use reduced thrust. Use the longest suitable runway provided it is clear of areas of known windshear. Flaps 8 is recommended for takeoff. Do not engage the autopilot below 1500 ft. AGL if windshear is reported or suspected in the area. The aircraft is equipped with a windshear detection and recovery guidance system. Windshear flight director escape guidance is available at all times below 1500 ft. AGL. Pilots should be alert to airspeed fluctuations during takeoff and initial climb. Such fluctuations may be the first indication of windshear. Control wheel forces may be different from those expected during a normal takeoff especially if airspeed is below in-trim speed. Closely monitor vertical flight path information such as those displayed by the vertical speed indicators and altimeters. The PM should be especially aware of vertical flight path indications and call out any deviations from normal. If windshear is encountered near the normal rotation speed and the airspeed suddenly decreases, there may not be sufficient runway remaining to accelerate back to normal takeoff speeds. If there is insufficient runway remaining to stop, initiate a normal rotation at least 2,000 ft. before the end of the runway. Ensure maximum engine thrust is set.

8.5.4

Precautions - Approach and Landing.

Avoid large thrust reductions or trim changes when responding to sudden airspeed increases as these may be followed by rapid airspeed decreases. In suspected windshear conditions, continuously crosscheck flight director commands using the vertical flight path information available. Reading the vertical speed indication and glide slope displacement accurately, the PF can be pre-warned of windshear activity. Either pilot should call out any deviation from normal. Use of the autopilot on approach improves monitoring and recognition time.


UNCONTROLLED WHEN PRINTED Adverse Weather Takeoff Alternate / Takeoff Minimums

8.5.5

8-19

12 FEB 10

Recovery Maneuver.

See POH Chapter 7 for the Windshear Recovery Maneuver.

8.6

Takeoff Alternate / Takeoff Minimums

8.6.1

Takeoff Alternate.

If the departure airport visibility is below CAT I landing minimums for all usable runways, call Dispatch for a takeoff alternate.

8.6.2

Takeoff Minimums.

No pilot may begin a takeoff in an airplane under IFR unless the reported prevailing visibility or the RVR equivalent is at or above: 1. Refer to the Jeppesen Airport page, Takeoff Block for appropriate runway RVR/Visibility requirement. Takeoff minimums shall be as published or as depicted in table below, whichever is higher. When takeoff weather minimums are not published, use the standard takeoff minimums (The standard for aircraft with two engines is RVR 5000 or 1 mile).

Canada

All Except Canada

All

2. Use table below to confirm operable RVR and Runway Lighting/Marking requirements. TDZ

MID

RO

Lighting/Markings

RC 1600 (500m)

S

A

HIRL or CL or RCLM1

RC2 1200 (350m)

RC2 1200 (350m)

RC2 1000 (300m)

RCLM (day only) or HIRL or CL

RC2 1000 (300m)

RC2 1000 (300m)

RC2 1000 (300m)

HIRL and RCLM, or CL

RC2 500 (150m)

RC2 500 (150m)

RC2 500 (150m)

HIRL and CL

RC 600 (175m)

RC3 600 (175m)

A3

HIRL and CL and RCLM

R - Required; C - Controlling visibility; S - May substitute for controlling visibility if “C” is not available; A - Advisory, if reported 1

Takeoff is allowed without these, as long as other runway markings or lighting provide sufficient visual reference to identify the takeoff surface and maintain directional control throughout the takeoff roll. 2 All are controlling, but one may be inoperative or not available. If four RVR systems are installed, the fourth far end sensor is not controlling and not to be used as one of the required operative systems. 3 If MID RVR is OTS, TDZ and RO are required and controlling.


UNCONTROLLED WHEN PRINTED Adverse Weather Takeoff Alternate / Takeoff Minimums

8-20

12 FEB 10

8.6.3

Approach Minimums.

Approach minimums for precision and non-precision shall be as published or as depicted in the following table, whichever is higher. For this table, visibility is in statute miles, RVR is in feet, and where both visibility and RVR are shown, they are depicted as “RVR-Vis”, (e.g. 1800 - ½). Min Alt

TDZ

MID

RO

Remarks

Circling 1000 ft. HAA or MDA (whichever is higher)

Min ceiling 1000 ft.

3 sm CAT I Non-Precision

MDA/DA

R,C 2400-½

A

A

Use MID if TDZ inop

A

A

Use MID if TDZ inop

CAT I ILS DA

8.6.4

R,C 1800-½

Braking Action Takeoff & Landing Wind Component Guidelines.

• Note • No correlation has been established between MU values and the braking action reports.


UNCONTROLLED WHEN PRINTED Performance Table of Contents

9-i

12 FEB 10

Chapter 9: Performance 9.1

General.................................................................................................................................................... 9-1

9.2

Normal Takeoff Path .............................................................................................................................. 9-1

9.3

Standard Engine Failure Takeoff Path ................................................................................................. 9-2

9.4

Sample Optimized Takeoff and Landing Report ................................................................................. 9-3

9.5 Optimized Takeoff and Landing Report ............................................................................................... 9-7 9.5.1 Rules for Reading the TLR ................................................................................................................. 9-7 9.5.2 TLR Layout ......................................................................................................................................... 9-7 9.6

Speed Cards ......................................................................................................................................... 9-20

9.7

Reduced Thrust (FLEX) Takeoff ......................................................................................................... 9-23

9.8 ACARS Performance/Weight and Balance ........................................................................................ 9-24 9.8.1 PREFLIGHT...................................................................................................................................... 9-24 9.8.2 TAKEOFF ......................................................................................................................................... 9-24 9.8.3 WEIGHT AND BALANCE ................................................................................................................. 9-26 9.8.4 LANDING .......................................................................................................................................... 9-28 9.8.5 COST INDEXING.............................................................................................................................. 9-30 9.8.6 ERROR MESSAGES........................................................................................................................ 9-34 9.9 Thrust Limit Charts .............................................................................................................................. 9-38 9.9.1 <-200> Thrust Limit Charts ............................................................................................................... 9-38 9.9.2 <-701> Thrust Limit Charts ............................................................................................................... 9-50 9.10 Brake Cooling Requirements .............................................................................................................. 9.10.1 BTMS Operative ............................................................................................................................... 9.10.2 BTMS Inoperative <-200>................................................................................................................. 9.10.3 BTMS Inoperative <-701>.................................................................................................................

9-56 9-56 9-56 9-59

9.11 Landing Tables..................................................................................................................................... 9.11.1 <-200> Landing Data ........................................................................................................................ 9.11.2 Contaminated Runway Data ............................................................................................................. 9.11.3 <-701> Landing Data ........................................................................................................................ 9.11.4 <-701> Contaminated Runway Data.................................................................................................

9-61 9-61 9-61 9-64 9-64


UNCONTROLLED WHEN PRINTED Performance Table of Contents

9-ii

12 FEB 10



UNCONTROLLED WHEN PRINTED Performance General

9-1

12 FEB 10

Chapter 9: Performance 9.1

General

Source: FAR 121.189, 121.191, 121.195, and 121.197 PSA Airlines, Inc. has contracted with AeroData Corporation to provide comprehensive real-time aircraft performance data through their Internet Aircraft Performance Data Compute Server System. The AeroData Performance Information is found in two places, the Takeoff and Landing Report (TLR) located directly below the flight release and through the ACARS system. As a backup, the system also generates and updates a library of paper takeoff charts that are maintained in Dispatch. In case of Internet failure, this information will be relayed verbally to the flight crew. One of the greatest advantages of the compute server system is that all performance calculations are computed in real-time, using the fewest possible conservatisms and generalizations. As a result, the highest possible performance values are provided. Performance data for PSA flights is provided from three sources: • • •

Speed Cards — Contain V-speeds and landing data, which are onboard the aircraft TLR — Contains takeoff and landing data tailored to each specific flight and is printed as part of the flight release and weather package ACARS — Contains takeoff and landing data tailored to each specific flight and is displayed through ACARS

• Note • All examples displayed in this chapter are for training purposes only. A complete sample takeoff and landing report is included.

9.2

Normal Takeoff Path

A normal takeoff path assumes that no turns shall be commenced below 400 ft. AFE. Turns between 50 ft. and 400 ft. AFE require crew briefing prior to departure and will not exceed 15° of bank. Minimum Flap Retraction Altitude (FRA) for all takeoffs is 1,000 ft. AFE unless a TLR Special Departure Procedure prescribes otherwise.


UNCONTROLLED WHEN PRINTED Performance Standard Engine Failure Takeoff Path

9-2

12 FEB 10

9.3

Standard Engine Failure Takeoff Path

The following path will be flown whenever an engine failure occurs during takeoff and no Special (Simple or Complex) Procedure exists: Engine Failure Altitude

IMC

VMC

Below 400 ft. AFE

Climb straight ahead to 400 ft. AFE, then commence turn to NAVAID or heading as listed using up to 15° bank angle until VT climb is established. Radar vectors may be accepted when available after reaching 400 ft.

Climb straight ahead to 400 ft. AFE. Return to land visually or complete IMC procedure.

400 ft. or more AFE

Commence turn to navaid or heading as listed using maximum bank angle for appropriate 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.

Return to land visually or complete IMC procedure.

This path will allow the aircraft to safely attain an altitude and position where radar vectors can be provided, or a minimum enroute approach altitude. This path is an extension of the CA’s emergency authority and must be stated as such to ATC as soon as practical.


UNCONTROLLED WHEN PRINTED Performance Sample Optimized Takeoff and Landing Report

9.4

9-3

12 FEB 10

Sample Optimized Takeoff and Landing Report

TAKEOFF AND LANDING REPORT JIA 5502 DCA-CLT 17JAN09 TLR-1 SEQ-22568483 17JAN09 1028Z A/C 999 CL600-2B19 CF34-3B1

1

/// TAKEOFF DATA /// APT DCA

PRWY 01

POAT PWIND PQNH PMRTW FLP MAXV1 PTOW MFPTW 2 -2.0 000/00 30.65 492 20 123 375 49482

RMKS ENGINE AND WING ANTI-ICE ON DRY SNOW - LEVEL 1

3

------ --- ------ ----- ------ --- ----- --- ---------------- 4 RWY OAT WIND QNH MRTW FLP MAXV1 PWR CONFIG/CONDITION ----------------------- ACARS RUNWAYS ----------------------5 RWY ACARS LENGTH PMTOW EFP NOTES 01 6869 492 SPECIAL 04 4911 422 SPECIAL 15 5204 436 DT H153 19 6869 492 DT H186 22 4911 424 DT H216 33 5204 428 DT H333 ------------ SPECIAL ENG FAIL TAKEOFF PROCEDURES ------------ 6 RWY CLB VIA REACHING OR TURN FRA HOLD 01 V2 D0.4 DCA D0.4 IDCA -LT H310 1015 -INTRCPT DCA R328 AND CONT-IF DCA OTS LT H320 - EARLY ALL ENG OP TURN ABOVE 400 OK 04 RWY END RT H080 1015 ------ FLEX - DRY RWY - ROLLING 01 04 6869 FT 4911 FT SPECIAL SPECIAL AT N1 FLP 8 AT N1 FLP 20 39 -------- -- 39 -------- -37 -------- -- 37 -------- -35 -------- -- 35 -------- -33/85.2 460F39 33 85.2 418F20 31 86.0 467F40 31/86.0 425F21 HW/10KT 13 3 13 3 TW/10KT -42 -9 -44-10 BL CL .8 7 1 .8 3 1 22 4911 FT DT H216 AT N1 FLP 20 39 -------- -37 -------- -35 -------- -33 85.2 418F20 31/86.0 425F21 HW/10KT 14 3 TW/10KT -44-10 BL CL .8 3 1

- BLDS OPEN - A/I OFF ------- 7 15 19 5204 FT 6869 FT DT H153 DT H186 AT N1 FLP 20 AT N1 FLP 8 39 -------- -- 39 -------- -- 8 37 -------- -- 37 -------- -35 -------- -- 35 -------- -33/85.2 431F23 33/85.2 461F39 31 86.0 438F24 31 86.0 468F40 14 3 13 3 -44-10 -42 -9 .8 3 1 .8 7 1

33 5204 FT DT H333 AT N1 FLP 20 39 -------- -37 -------- -35 -------- -33/85.2 424O22 31 86.0 431O23 13 3 -40 -9 .8 4 1



9-4

12 FEB 10

-------- WET RWY - ROLLING - BLDS CLSD - A/I AS RQRD -------01 04 15 19 6869 FT 4911 FT 5204 FT 6869 FT 9 SPECIAL SPECIAL DT H153 DT H186 OAT N1 FLAP 20 FLAP 20 FLAP 20 FLAP 20 02 88.3 530 O 40 472 F 29 486 F 32 551 A 42 00 88.0 530 O 40 473 F 29 487 F 32 551 A 42 /-02 86.6 515 O 37 / 467 F 28 / 481 F 31 / 549 F 43 -04 86.6 520 O 38 471 F 29 485 F 31 551 A 42 -06 86.6 524 O 38 474 F 30 489 F 32 551 A 41 HW/10KT 6 1 15 3 16 3 0 -2 TW/10KT -22 -5 -48 -11 -48 -11 -48 -9 STATIC 0 0 5 1 8 2 0 -2

OAT N1 02 88.3 00 88.0 /-02 86.6 -04 86.6 -06 86.6 HW/10KT TW/10KT STATIC

22 4911 FT DT H216 FLAP 20 471 F 29 472 F 29 466 F 28 470 F 29 474 F 30 15 3 -48 -11 9 2

33 5204 FT DT H333 FLAP 20 479 O 31 481 O 31 / 473 O 30 477 O 30 480 O 31 14 3 -44 -10 0 0

-------- WET RWY - STATIC - BLDS CLSD - A/I AS RQRD --------01 04 15 19 OAT N1 FLAP 8 FLAP 20 FLAP 20 FLAP 20 02 88.3 528 F 50 478 O 30 495 F 33 551 A 41 00 88.0 529 F 50 479 O 31 496 F 34 551 A 40 /-02 86.6 521 F 48 / 473 O 29 / 490 F 32 / 551 A 42 -04 86.6 525 F 49 476 O 30 494 F 33 551 A 41 -06 86.6 529 F 50 480 O 31 498 F 34 551 A 40 HW/10KT 14 3 16 3 16 3 0 -1 TW/10KT -45 -9 -47 -10 -48 -10 -42 -7 22 OAT N1 FLAP 20 02 88.3 480 F 31 00 88.0 482 F 31 /-02 86.6 476 F 30 -04 86.6 479 F 31 -06 86.6 483 F 31 HW/10KT 16 3 TW/10KT -48 -11

33 FLAP 480 481 / 473 477 481 14 -44

20 O 31 O 31 O 30 O 31 O 31 3 -10

---- SLUSH/SNOW N1 86.6 01 LEVEL 1 F20 LEVEL 2 F20 LEVEL 3 F20 --- CMPCTD SNOW F20

- STATIC - BLDS CLSD 04 492F23 F20 422O07 471F26 F20 407O10 430F24 F20 365F11 - STATIC - BLDS CLSD 512O28 F20 450O15

---- SLUSH/SNOW N1 86.6 22 LEVEL 1 F20 LEVEL 2 F20 LEVEL 3 F20 --- CMPCTD SNOW F20

- STATIC - BLDS CLSD - EWAI ON - OAT -2C ---33 424F08 F20 428O09 408F11 F20 413O13 365F11 F20 375F13 - STATIC - BLDS CLSD - EWAI ON - OAT -2C ---453F15 F20 454O16


- EWAI ON - OAT -2C ---15 19 F20 436F10 F20 492F23 F20 419F14 F20 471F26 10 F20 375F13 F20 430F24 - EWAI ON - OAT -2C ---F20 466F18 F20 532F31


9-5

12 FEB 10

/// LANDING DATA /// APT CLT

PRWY 36C

POAT PWIND PQNH PMRLW FLP PLDW 11 -2.0 000/00 30.53 551 45 350

RMKS WET RUNWAY ------ --- ------ ----- ------ --- ----- --- ---------------RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION --------- BLEEDS ON OR OFF - A/I OFF DRY RWY / WET RWY - LOW VIS 05 18C 7502 FT 10000 FT OAT N1 FLAP 45 FLAP 45 04 88.7 551A/ 551A 551A/ 551A 02 88.4 551A/ 551A 551A/ 551A 00 88.1 551A/ 551A 551A/ 551A /-02 87.8 551A/ 551A 551A/ 551A -04 87.4 551A/ 551A 551A/ 551A -06 87.1 551A/ 551A 551A/ 551A -08 86.8 551A/ 551A 551A/ 551A HW/10KT 0/ 0 0/ 0 TW/10KT 0/ -8 0/ 0 EAI .0 0/ 0 0/ 0 EWAI -1.1 0/ 0 0/ 0 ICE 0/ 0 0/ 0

OAT N1 04 88.7 02 88.4 00 88.1 /-02 87.8 -04 87.4 -06 87.1 -08 86.8 HW/10KT TW/10KT EAI .0 EWAI -1.1 ICE

36C 10000 FT FLAP 45 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 0/ 0 0/ 0 0/ 0 0/ 0 0/ 0

- MIN LDG DIST LDW DRY 380 4183 370 4102 360 4022 / 350 3953 350 3950 340 3882 330 3879 HW/KT -24 TW/KT 75

- NO ICE ACCUM --------- 12 18L 8676 FT FLAP 45 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 0/ 0 0/ 0 0/ 0 0/ 0 0/ 0

23 7502 FT FLAP 45 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A13 551A/ 551A 551A/ 551A 0/ 0 0/ -8 0/ 0 0/ 0 0/ 0

36R 8676 FT FLAP 45 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 0/ 0 0/ 0 0/ 0 0/ 0 0/ 0

- FLAPS 45 - NO THR REV CREDIT - NORMAL VIS -- 14 WET CS SN/SL/SW ICE FAIR POOR 4810 5955 7611 14473 5955 7611 4717 5845 7443 14183 5845 7443 4625 5736 7275 13893 5736 7275 4546 5628 7113 13613 5628 7113 4543 5623 7107 13602 5623 7107 4464 5511 6938 13310 5511 6938 4461 5505 6930 13296 5505 6930 -28 -30 -50 -97 -30 -50 86 108 162 330 108 162



9-6

12 FEB 10

--- MIN LDW 380 370 360 / 350 350 340 330 HW/KT TW/KT

LDG DIST - FLAPS 45 - NO THR REV CREDIT - LOW VIS --DRY WET CS SN/SL/SW ICE FAIR POOR 4810 4810 5955 7611 14473 5955 7611 4717 4717 5845 7443 14183 5845 7443 4625 4625 5736 7275 13893 5736 7275 4546 4546 5628 7113 13613 5628 7113 4543 4543 5623 7107 13602 5623 7107 4464 4464 5511 6938 13310 5511 6938 4461 4461 5505 6930 13296 5505 6930 -28 -28 -30 -50 -97 -30 -50 86 86 108 162 330 108 162

--- MIN LDW 380 370 360 / 350 350 340 330 HW/KT TW/KT

LDG DIST - FLAPS 45 - THR REV CREDIT DRY WET CS SN/SL/SW ICE 4183 4810 5046 5768 7316 4102 4717 4955 5643 7175 4022 4625 4863 5519 7033 3953 4546 4773 5399 6897 3950 4543 4769 5394 6891 3882 4464 4676 5269 6749 3879 4461 4671 5263 6742 -24 -28 -25 -37 -47 75 86 90 120 161

---- MIN LDG DIST - FLAPS 45 LDW DRY WET CS 380 4810 4810 5046 370 4717 4717 4955 360 4625 4625 4863 / 350 4546 4546 4773 350 4543 4543 4769 340 4464 4464 4676 330 4461 4461 4671 HW/KT -28 -28 -25 TW/KT 86 86 90

- THR REV CREDIT - LOW SN/SL/SW ICE FAIR 5768 7316 5046 5643 7175 4955 5519 7033 4863 5399 6897 4773 5394 6891 4769 5269 6749 4676 5263 6742 4671 -37 -47 -25 120 161 90

/// COST INDEX - ECON SPEEDS /// 100 FL 410 390 370 350 330 310 290 270 250

KNOT 380 .732 .760 .737 .701 238 239 242 245 247

- NORMAL VIS --FAIR POOR 5046 5768 4955 5643 4863 5519 4773 5399 4769 5394 4676 5269 4671 5263 -25 -37 90 120 VIS ----POOR 5768 5643 5519 5399 5394 5269 5263 -37 120

15

TAILWIND 360 .758 .751 .727 233 235 237 239 242 245

END TAKEOFF AND LANDING REPORT JIA 5502 DCA-CLT 17JAN09 16


UNCONTROLLED WHEN PRINTED Performance Optimized Takeoff and Landing Report

9.5

9-7

12 FEB 10

Optimized Takeoff and Landing Report

The TLR is prepared for each flight based on the meteorological conditions, runway conditions, and aircraft configuration anticipated by the dispatcher at the time of departure. The TLR provides takeoff & landing data for the planned conditions as well as a range of data surrounding planned conditions. The TLR includes takeoff and landing data for all runways authorized for use by PSA Airlines. The TLR is divided into two sections: • •

Takeoff Data - Takeoff Report Landing Data - Landing Report

9.5.1

Rules for Reading the TLR.

1. Interpolation is allowed between temperatures. 2. Interpolation is allowed between winds. Tailwind adjustments are mandatory. Headwind adjustments are optional. 3. If the surface temperature is colder than the lowest value shown in the applicable table, use the lowest temperature shown. 4. When adjustments are required, all adjustment values shown (except an increase in performance) must be applied. 5. For the purposes of this section, cowl anti-ice is referred to as EAI (engine anti-ice).

9.5.2

TLR Layout.

1

Header / Title

TAKEOFF AND LANDING REPORT JIA 2385 DCA-ORF 25SEP05 TLR-1 SEQ-5108075 26SEP05 1651Z A/C 226 CL600-2B19 CF34-3B1

The header contains the parameters that were used by the dispatcher for planning the flight. The first line lists the flight number, city pairing and departure date. The second line contains the TLR-#, SEQ-#, and the date and time the report was generated. The TLR-# represents the “run number” and is used to match the flight release and takeoff report versions. If the dispatcher re-runs the report, the TLR-# will increase by one. The SEQ-# is a unique identifier given to each takeoff report. The last line states the three letter aircraft SABRE code, airframe designation and the engine type.

2

Planned Conditions (Takeoff)

/// TAKEOFF DATA /// APT DCA

PRWY 15

POAT PWIND PQNH PMRTW FLP MAXV1 PTOW MFPTW 0.0 000/00 29.90 424 20 115 424 48455



9-8

12 FEB 10 Caution

This is a Dispatch planning tool only, stating the conditions used by the Dispatcher at the time the report was generated. Actual takeoff conditions will be controlling and will most likely differ from planned conditions. • •

APT - Airport identifier PRWY - Planned runway. The runway that was used by the dispatcher planning the flight. — Intersection departure runways are designated by the “/” symbol between the runway and intersecting taxiway or runway. For example, “26L/A” designates runway “26L” at the intersection of taxiway “ALPHA.” — Shortened runways are designated using the following code: “26L-E2000F,” where “26L” indicates the runway, “-” indicates that the runway has been shortened; “E” indicates the east end of the runway was shortened. (Possible values include N, NE, E, SE, S, SW, W and NW) “2000” indicates the shortened distance, and “F” is the unit in feet. — For large airports (PIT, CLT, PHL, CVG, etc.), with many intersection takeoff options, the report will reflect only one departure point. EXAMPLE: If departing runway 28L in PIT, the Takeoff Report will depict only 28L/F5 since the Maximum Structural Limit Weight may be used from this intersection.

Takeoff from any intersection on the same runway (providing greater available runway length, up to and including full length) is authorized, even though it may not be depicted on the Takeoff Report. • • •

• • • • •

POAT - Planned Outside Air Temperature PWIND - Planned Wind Direction / Speed (typically zero) PQNH - Planned QNH (altimeter setting). The entire Takeoff Report is based on this QNH. The Takeoff Report is valid when the actual QNH is no less than 0.10” below PQNH. For example, if the dispatcher planned for a PQNH of 29.44, the report is valid if the actual QNH is no lower than 29.34. If the actual QNH falls below 29.34, then a new Takeoff Report must be generated or a radio revision may be received and entered in the condition change note section. A new Takeoff Report is never required when the actual QNH exceeds the planned QNH, but additional payload capacity may be gained by using an actual QNH that is higher than PQNH. PMRTW - Planned Maximum Allowable Runway Takeoff Weight FLP - Takeoff flap setting (8 or 20) MAXV1 - The Max V1 associated with Planned Maximum Runway Takeoff Weight (PMRTW), and is only adjusted for runway slope PTOW - Planned Takeoff Weight divided by 100. The Planned Takeoff Weight is the Basic Operating Weight (BOW), booked passengers, estimated bags/cargo, and fuel requirements. MFPTW - Maximum Flight Plan Takeoff Weight divided by 100. This is the maximum takeoff weight for which the flight plan is valid when considering all flight planning limits except Maximum Runway Takeoff Weight (MRTW). These limits include the structural Maximum Takeoff Weight (MTOW) and the Maximum Landing Weight (MLDW) + planned fuel burn. MRTW for actual conditions can exceed PMRTW, however the final MTOW can NEVER exceed MFPTW. Compare MFPTW to MRTW on shorter runways. MFPTW does not include Max Runway Structural Takeoff Weight as a factor.



3

9-9

12 FEB 10

Remarks Section

RMKS ENGINE AND WING ANTI-ICE ON SLUSH - LEVEL 2

•

RMKS - Uses the aircraft configuration and runway condition selected by the dispatcher to compute the Planned Maximum Runway Takeoff Weight (PMRTW), MAXV1, and MFPTW

• Note • MEL and CDL - Items that degrade performance are included in the remarks section, and are used by the dispatcher and transferred to the Takeoff Report. Listed configuration changes are applied to the entire report unless otherwise specified in a Data Header. Examples of possible remarks are: • • • •

BLEEDS OPEN ENGINE ANTI-ICE ON (A/I ON) SLUSH LEVEL 2 NONE

If remarks indicate a wet runway, and a Data Header includes the word “DRY RWY,” that section is based on a dry runway. Generally, inoperative components (MELs/CDLs) apply to the entire report, while pilot selectable options (BLDS OPEN, ENGINE ANTI-ICE ON (A/I AS RQRD)) are overridden by the Data Header.

4

Condition Change Note Section

------ --- ------ ----- ------ --- ----- --- ---------------RWY OAT WIND QNH MRTW FLP MAXV1 PWR CONFIG/CONDITION

The Condition Change Note Section provides a space for the crew to record revised performance data received verbally from dispatch. It can be used in cases where the Takeoff Report does not contain data for the current conditions or when fine-tuning of the Maximum Runway Takeoff Weight (MRTW) is required to obtain maximum payload capability. The Dispatcher can quickly make a single point calculation for exact conditions that can be relayed to the flight crew. Crews must contact dispatch for any condition that will adversely affect aircraft performance when information is not provided on the release. Typical scenarios for its use are last minute MEL/CDL items that were not included in the original report, actual OAT exceeding the scale, actual QNH greater than 0.10” below PQNH, or any other additional refinements required.

5

ACARS Selectable Runways

----------------------- ACARS RUNWAYS ----------------------RWY ACARS LENGTH PMTOW EFP NOTES 01 6869 476 SPECIAL 04 4911 411 SPECIAL 15 5204 424 DT H153 19 6869 476 DT H186 22 4911 412 DT H216 33 5204 418 DT H333



9-10

12 FEB 10 ACARS RUNWAYS

Each Takeoff Report will include an ACARS RUNWAYS section that gives an overview of the ACARS selectable runways, PMTOW and Engine Failure Procedures (EFP). • •

RWY - ACARS selectable departure runways ACARS - Gives an ACARS runway alias to comply with any NOTAMS that might shorten the available landing distance Example 1: Runway 01 is shortened on the N end by 1000 ft. Runway 01 would have an additional line as follows: 01-N1000F

01/ABC

6869

418 SPECIAL

The ACARS input would be 01/ABC denoting an alias runway. Example 2: An intersection departure runway alias would be selected as it is depicted on the TLR. Example from CLT: 36L/E2

9650

551 DT H003

The ACARS input would be 36L/E2. •

LENGTH - Length of runway in feet

•

PMTOW -The Planned Max Takeoff Weight is limited by MFPTW as well as MRTW. This number is given here as a quick reference for the pilot. EFP - Engine Failure Procedures are provided here for quick reference as well as in the first Takeoff Data Section. Refer to the Special Engine Failure Procedures for guidelines. NOTES - Used to display any extra information to the pilot. i.e. “EARLY ALL ENG OPERATING TURN AT 400 FT AFE OK”. In the example above, this same note is not shown because it is displayed in the Special Engine Failure Procedures section.

• •

6

Special Engine Failure Procedures

------------ 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 04 RWY END RT H080 1015

Below the Data Section are the Special Engine Failure Procedures. This section specifies an engine out departure track, if required, and its associated procedure. Simple-Special Procedures Simple-Special Procedures are designed to provide information that differs from standard procedures. Simple-Special Procedures will be provided anytime a turn is required below 400 ft. AFE, and single-engine standard operating procedures cannot be used due to obstacle requirements. These procedures will be presented at the bottom portion of the Takeoff Report in table format. Complex-Special Procedures 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 procedures are also specified in order to ensure that the aircraft will remain in the obstacle-protected area until reaching a safe engine failure altitude. MFRA remains at 1,000 ft. AFE unless otherwise specified in the procedure.



9-11

12 FEB 10

Complex-Special Procedures are mandatory in IMC and VMC. Caution In the event of an engine failure after takeoff, the abbreviated engine failure procedure, SimpleSpecial, or Complex-Special Procedure MUST be followed in lieu of published IFR departure procedure or Graphic Departure Procedure. • • • • • •

RWY - Departure Runway CLB - Engine failure climb speed VIA - Initial heading or course. Listed if different from runway heading. Turns can be made at 50' AFE or upon engine failure when above 50' AFE, unless otherwise restricted. REACHING - Turn point. Altitude is MSL for an altitude turn point and DME or radial for geographic turn points. OR - Alternate turn point for redundancy and/or convenience TURN - Turn direction and/or heading

— LT - Left Turn — RT - Right Turn — DT - Direct — H - Heading • FRA - Flap Retraction Altitude remains at 1,000' AFE unless specified here • HOLD - Holding procedures at NAVAID. Unless otherwise noted, hold on the inbound radial using a direct entry with right turns and one-minute legs. This may not be a published holding pattern - NOTIFY ATC.

7

Takeoff Data Header

------ FLEX - DRY RWY - ROLLING - BLDS OPEN - A/I OFF -------

The title line describes the base conditions and airplane configuration (FLEX, DRY/WET, ROLLNG, BLDS CLSD/OPEN, A/ I OFF/AS RQRD) for which the data was calculated. The conditions and configuration listed override any in the remarks section. • •

FLEX - Reduced thrust takeoff (If not listed, assume full-power takeoff). FLEX Takeoff is the preferred takeoff at PSA Airlines when conditions allow. ROLLING Takeoff - Takeoff N1 is set between brake release and 60 KIAS

•

STATIC - Takeoff N1 is set prior to brake release

• • • •

DRY RWY - Runway that is neither wet nor contaminated WET RWY - A runway is considered wet when there is sufficient moisture on the runway to cause it to appear reflective BLEEDS OPEN - Engines supplying bleed air to the air conditioning system for takeoff BLEEDS CLSD - APU supplying bleed air to the air conditioning system for takeoff or bleeds selected CLOSED for takeoff (unpressurized) A/I AS RQRD (ON) - For Temperatures of 10°C to 6°C the Performance given includes EAI (Cowl Anti-Ice). For Temps of 5°C and below, the Performance includes EWAI (Cowl and Wing Anti-Ice). A/I OFF - Engine Anti-Ice is not required for takeoff

• •



9-12

12 FEB 10

Flex Takeoff Data Section

8

A Takeoff Report will start with a data section for reduced power (FLEX) takeoffs. FLEX Takeoff is the preferred takeoff at PSA Airlines when conditions allow. Reduced Power Section formatting is similar to the Max Thrust Section shown on the following pages except that each runway has its own temperature scale and power setting. There are two columns of data for each runway. The left column shows assumed temperature and the right shows maximum takeoff weight. The OAT label is replaced with the AT (Assumed Temperature) label. A sample Reduced Power Takeoff Section follows. It gives reduced thrust takeoff information for four runways: 1, 4, 15, and 19. The maximum takeoff weight is shown as a six-character code. This gives the same information that is shown on the fullpower takeoff section. This is: First three characters:

Maximum Runway Takeoff Weight (MRTW), in hundreds of pounds.

Fourth character:

Limit code

Last two characters:

Maximum V1

For example, the characters 491F44 represents: MRTW

49,100 lbs.

Limit Code

F (Field Limit)

Maximum V1:

144

One temperature in each column is marked with a “/” symbol. This is used to indicate a reference temperature. In a Full Power Takeoff Section, the “/” is shown at the planned OAT (POAT). However, in a Reduced Power Section, the “/” is shown at the highest temperature that will permit the planned takeoff weight (PTOW). If a given runway cannot permit the PTOW at any temperature above POAT, then “/” is not displayed. When the reduced power settings reach the maximum reduction allowed, the temperature at which this occurs becomes the upper limit of the scale. ------ FLEX - DRY RWY - ROLLING 1 01 04 4911 FT 2 6869 FT SPECIAL 3 SPECIAL AT N1 FLP 8 AT N1 FLP 20 39 -------- -- 39 -------- -37 -------- -- 37 -------- -35 -------- -- 35 -------- -33/85.2 460F39 33 85.2 418F20 31 86.0 467F40 31/86.0 425F21 HW/10KT 13 3 13 3 TW/10KT -42 -9 -44-10 BL CL .8 7 1 .8 3 1

BLDS OPEN - A/I OFF ------15 19 5204 FT 6869 FT DT H153 DT H186 AT N1 FLP 20 AT N1 FLP 8 39 -------- -- 39 -------- -37 -------- -- 37 -------- -35 -------- -- 35 -------- -33/85.2 431F23 33/85.2 461F39 31 86.0 438F24 31 86.0 468F40 14 3 13 3 -44-10 -42 -9 .8 3 1 .8 7 1

1

Takeoff Runway - Runway designation

2

Runway Length - Distance in feet

3 Engine Failure Procedure - Either the Abbreviated Engine Failure procedure or the Simple or Complex-Special procedure. This information will ONLY appear under the first Takeoff Data Header, but will apply to all Takeoff Data Headers.



9-13

12 FEB 10

Abbreviated Engine Failure Procedures - An Abbreviated Engine Failure Procedure in the heading of the data section provides guidance for the first turn. Abbreviated Engine Failure Procedure codes include: • • • •

RT - Right Turn LT - Left Turn H - Heading (RT H180) DT - Direct (turn to NAVAID or heading in direction of shortest distance) Caution In the event of an engine failure after takeoff, the abbreviated engine failure procedure, SimpleSpecial, or Complex-Special Procedure MUST be followed in lieu of published IFR departure procedure or Graphic Departure Procedure. AT – Assumed Temperature N1 - Takeoff N1 setting FLAP - Takeoff Flap Setting (8 or 20) MRTW - Max Runway Takeoff Weight divided by 100

• Note • Dashes in lieu of MRTW indicate takeoff is not allowed under those specific conditions. Limit Codes - Defines limiting factors for MRTW • • • • • •

C - Climb B - Brakes O - Obstacle T - Tires F - Field V - VMCG

• A - Maximum AFM Chart Weight • D - Dry Runway Weight (Wet MRTW cannot exceed dry MRTW) MAXV1 - The MAXV1 is the V1 associated with Maximum Runway Takeoff Weight (MRTW). This number is adjusted for runway slope ONLY, and must be corrected for Tailwind, Bleeds Open, and Engine and/or Wing Anti-Ice, if applicable. HW/10KT - Headwind correction - Increase MRTW by the value listed x 100 per 10 knots of headwind. Increase MAXV1 by the value listed for each 10 knots of headwind.

• Note • This correction is OPTIONAL. EXAMPLE: RW 01 - 9 knots of headwind would increase MRTW by 1170 lbs. (13 x 100 x .9) and increase MAXV1 by 2 knots. TW/10KT - Tailwind Correction - Reduce MRTW by the penalty value listed x 100 per 10 knots of tailwind up to a maximum of 10 knots. Reduce MAXV1 by the penalty value listed per 10 knots of tailwind.

• Note • This correction is MANDATORY. EXAMPLE: RW 01 - 6 knots of tailwind would reduce MRTW by 2520 lbs. (-42 x 100 x .6) and reduce MAXV1 by 6 knots.



9-14

12 FEB 10

Max Thrust Takeoff Section

9

---------- DRY RWY - ROLLING - BLDS CLSD - A/I OFF ---------01 04 15 19 OAT N1 FLAP 20 FLAP 20 FLAP 20 FLAP 20 04 88.6 539 O 41 475 F 30 489 F 32 551 A 42 02 88.3 539 O 41 476 F 30 491 F 32 551 A 41 / 00 88.0 540 O 41 / 478 F 30 / 492 F 33 / 551 A 41 -02 87.6 540 O 41 480 F 30 494 F 33 551 A 40 -04 87.3 541 O 41 481 F 31 496 F 33 551 A 39 HW/10KT 7 2 15 3 15 3 0 -1 TW/10KT -27 -6 -49 -11 -49 -11 -38 -5 STATIC 0 0 6 1 9 2 0 0 EAI .0 -10 -2 -6 -1 -6 -1 0 2 EWAI .0 -26 -4 -13 -2 -14 -2 -3 3

If the Takeoff Data Header does not specify FLEX, then assume the section is for a max thrust takeoff. The corrections that are described above for FLEX are applied in the same manner for Max Thrust. Additional corrections that could also be seen are as follows: OAT - Outside Air Temperature (the “/” indicates planned OAT).

• Note • If the actual OAT is greater than the highest temperature in the section, a new Takeoff Report or radio revision is required. STATIC – Static Takeoff Correction- Increase MRTW by the value listed multiplied by 100. Increase MAXV1 by the value listed. EXAMPLE : RW 15 - Increase MRTW by 900 lbs (9x100), and Increase MAXV1 by 2 knots. EAI - ENGINE ANTI-ICE ON - Reduce N1 by value listed - Reduce MRTW by value listed multiplied by 100. - Reduce MAXV1 by value listed EXAMPLE : RW 01 - Reduce N1 by .0%, reduce MRTW by 1000 lbs. (-10 x 100), reduce MAXV1 by 2 knots. EWAI - Engine and Wing ANTI-ICE ON - Reduce N1 by value listed - Reduce MRTW by value listed multiplied by 100 - Reduce MAXV1 by value listed EXAMPLE : RW 01 - Reduce N1 by .0%, reduce MRTW by 2600 lbs. (-26 x 100), reduce MAXV1 by 4 knots

10

Contaminated Runway Section

---- SLUSH/SNOW - STATIC - BLDS CLSD - EWAI ON - OAT 0C ----N1 88.0 01 04 15 19 LEVEL 1 F20 498F24 F20 427O08 F20 440F11 F20 498F24 LEVEL 2 F20 476F27 F20 411O11 F20 424F15 F20 476F27 LEVEL 3 F20 435F25 F20 369F12 F20 380F14 F20 435F25 ---- CMPCTD SNOW - STATIC - BLDS CLSD - EWAI ON - OAT 0C ---F20 526O30 F20 456O16 F20 472F19 F20 539F33



9-15

12 FEB 10

• Note • Contaminated data is only valid for calm wind or headwind situations. Tailwind penalties must be applied by the Dispatcher. Performance information for contaminated runway takeoffs are for a single OAT and no wind. The TLR is valid if the actual OAT is at or below the listed OAT. If the actual OAT is above the listed OAT, then a new TLR must be obtained. The reference OAT is displayed in the title of the section. The power setting for the section is displayed in the upper left corner. <-200>All contaminated performance data will be for STATIC takeoffs due to AFM limitations. <-701>All contaminated performance data will be for ROLLING takeoffs due to AFM limitations. Ice protection systems corrections will be automatically applied depending on the OAT, as noted in the section title. The report contains two columns for each runway. The columns show a flap setting and corresponding maximum takeoff weight for each of three levels of runway contamination. The contamination levels are described in the chart labeled “contaminant” below. As in the reduced power takeoffs, each takeoff weight is encoded with six characters (MRTW, Limit Code, and Maximum V1). Since the data is calculated for only one temperature, the flap setting is displayed before the corresponding MRTW. The flap setting is preceded with the “F” symbol. For example, “F20” means “Flaps 20.” Takeoff Report - Contaminated Runway Section. Runway Contamination Levels (Takeoff) The runway contamination shown in the Contaminated Runway Section is divided into three “levels.” The runway contaminants are defined as follows: • • • •

Water - Standing water Slush - Snow mixed with water Dry/Loose Snow - Snow that cannot be easily compacted by hand Wet/Compacted Snow - Snow that is easily compacted by hand Contaminant Water

Slush

Wet/Compacted Snow Dry/Loose Snow

Level 1

Heavy rain with up to 1/8”

Up to 1/8”

Up to 1/4”

Up to 1”

Level 2

Greater than 1/8” and up to 1/4”



Greater than 1” and up to 2”

Level 3



Greater than 1/2” and up to 1”

Greater than 2” and up to 3”

Example ATIS: “Wind 160 at 5 knots, 1/2 FG OVC 005 0/M1 2992. RWY 15 AND 19 IN USE. ALL RWYS COVERED WITH 1/2” SNOW”. Crew determines wet snow using the above definition, then contamination level 2 using the contamination chart. MRTW from the Takeoff Report for RW 19 is 47,600 lbs, MAXV1 is 127 knots.



9-16

12 FEB 10

11

Planned Conditions (Landing)

/// LANDING DATA /// APT ORF

PRWY 23

POAT PWIND PQNH PMRLW FLP PLDW 0.0 000/00 29.90 551 45 409

Caution This is a dispatch planning tool only, stating the conditions used by the dispatcher at the time the report was generated. Actual landing conditions will be controlling and will most likely differ from planned conditions. • • • • • • • •

APT - Airport identifier PRWY - Planned runway. The runway that was used by the dispatcher for planning the flight. POAT - Planned outside temperature PWIND - Planned wind direction/speed (typically zero) PQNH - Planned QNH (altimeter setting) at landing destination PMRLW - Planned Maximum Allowable Runway Landing Weight divided by 100 FLP - Landing flap setting is always 45°, unless single engine operations are encountered PLDW - Planned Landing Weight divided by 100. The Planned Landing Weight is the Planned Takeoff Weight minus planned en route fuel.

12

Landing Data Header

--------- BLEEDS ON OR OFF - A/I OFF - NO ICE ACCUM ---------

The title line describes the base conditions and airplane configuration (BLEEDS ON or OFF, A/I ON or OFF, No ICE ACCUM, DRY or WET RWY) for which the data was calculated. The conditions and configuration listed override any in the remarks section. • NO ICE ACCUM - No residual ice accumulating on unprotected surfaces of the aircraft

13

DRY RWY / WET RWY - LOW 05 8001 FT OAT N1 FLAP 45 06 89.0 551A/ 551A 04 88.6 551A/ 551A 02 88.3 551A/ 551A / 00 88.0 551A/ 551A -02 87.7 551A/ 551A -04 87.4 551A/ 551A -06 87.0 551A/ 551A HW/10KT 0/ 0 TW/10KT 0/ 0 EAI .0 0/ 0 EWAI .0 0/ 0 ICE 0/ 0

VIS 14 4662 FT FLAP 45 445F/ 366F 445F/ 366F 445F/ 366F 445F/ 366F 445F/ 366F 445F/ 366F 445F/ 366F 37/ 33 -99/ -104 0/ 0 0/ 0 0/ 0


Landing Data Section

23 9001 FT FLAP 45 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 551A/ 551A 0/ 0 0/ 0 0/ 0 0/ 0 0/ 0

32 4875 FT FLAP 45 473F/ 389F 473F/ 389F 473F/ 389F 473F/ 389F 473F/ 389F 473F/ 389F 473F/ 389F 37/ 35 -103/ -100 0/ 0 0/ 0 0/ 0


9-17

12 FEB 10

In the normal section, a line of landing data consists of temperature, power setting, MRLW (Maximum Runway Landing Weight), and limit code. Dashes in place of MRLW or MRLW adjustment indicate that landing data is not available for the special condition. The “/” symbol is used to indicate a POAT. Limit codes are as follows: • • • • •

C - Climb B - Brakes T - Tires F - Field A - Maximum AFM Chart Weight

Following the base landing data is adjustment data. Adjustments are used to modify base landing data for non-standard configurations or conditions. Adjustment data may contain adjustments to N1 and MRLW, as required. Wind adjustments are in terms of weight x 100 per 10 knots of wind. Adjustments are cumulative. Adjustment abbreviations are: • • • • • • •

TW - Tailwind HW - Headwind EAI - Engine Anti-Ice EWAI - Engine and Wing Anti-Ice ICE - Ice Accumulation BL CL - Bleeds Closed BL OP - Bleeds Open N1 - Go Around N1 thrust setting. Max runway landing weight dry runway (left column) Max runway landing weight wet runway (right column) HW/10KT - Headwind correction - Increase MRLW by the value listed x 100 per 10 knots of headwind.

• Note • Adjusted landing weight will never exceed max structural landing weight. TW/10KT - Tailwind Correction - Reduce MLTW by the penalty value listed x 100 per 10 knots of tailwind up to a maximum of 10 knots. EAI - Engine Anti-Ice - Reduce GA N1 setting by value listed. Reduce MRLW by the value listed multiplied by 100 if engine anti-ice is used on landing. EWAI - Engine and Wing Anti-Ice - Reduce GA N1 setting by value listed. Reduce MRLW by the value listed multiplied by 100 if engine and wing anti-ice are used on landing. ICE - Reduce MRLW by the value listed multiplied by 100 if residual ice has accumulated on the unprotected surfaces of the aircraft.



9-18

12 FEB 10

14

- MIN LDG DIST LDW DRY 380 4183 370 4102 360 4022 / 350 3953 350 3950 340 3882 330 3879 HW/KT -24 TW/KT 75

Minimum Landing Distance

- FLAPS 45 - NO THR REV CREDIT - NORMAL VIS -WET CS SN/SL/SW ICE FAIR POOR 4810 5955 7611 14473 5955 7611 4717 5845 7443 14183 5845 7443 4625 5736 7275 13893 5736 7275 4546 5628 7113 13613 5628 7113 4543 5623 7107 13602 5623 7107 4464 5511 6938 13310 5511 6938 4461 5505 6930 13296 5505 6930 -28 -30 -50 -97 -30 -50 86 108 162 330 108 162

--- MIN LDW 380 370 360 / 350 350 340 330 HW/KT TW/KT

LDG DIST - FLAPS 45 - NO THR REV CREDIT - LOW VIS --DRY WET CS SN/SL/SW ICE FAIR POOR 4810 4810 5955 7611 14473 5955 7611 4717 4717 5845 7443 14183 5845 7443 4625 4625 5736 7275 13893 5736 7275 4546 4546 5628 7113 13613 5628 7113 4543 4543 5623 7107 13602 5623 7107 4464 4464 5511 6938 13310 5511 6938 4461 4461 5505 6930 13296 5505 6930 -28 -28 -30 -50 -97 -30 -50 86 86 108 162 330 108 162

--- MIN LDW 380 370 360 / 350 350 340 330 HW/KT TW/KT

LDG DIST - FLAPS 45 - THR REV CREDIT DRY WET CS SN/SL/SW ICE 4183 4810 5046 5768 7316 4102 4717 4955 5643 7175 4022 4625 4863 5519 7033 3953 4546 4773 5399 6897 3950 4543 4769 5394 6891 3882 4464 4676 5269 6749 3879 4461 4671 5263 6742 -24 -28 -25 -37 -47 75 86 90 120 161

---- MIN LDG DIST - FLAPS 45 LDW DRY WET CS 380 4810 4810 5046 370 4717 4717 4955 360 4625 4625 4863 / 350 4546 4546 4773 350 4543 4543 4769 340 4464 4464 4676 330 4461 4461 4671 HW/KT -28 -28 -25 TW/KT 86 86 90


- NORMAL VIS --FAIR POOR 5046 5768 4955 5643 4863 5519 4773 5399 4769 5394 4676 5269 4671 5263 -25 -37 90 120

- THR REV CREDIT - LOW SN/SL/SW ICE FAIR 5768 7316 5046 5643 7175 4955 5519 7033 4863 5399 6897 4773 5394 6891 4769 5269 6749 4676 5263 6742 4671 -37 -47 -25 120 161 90

VIS ----POOR 5768 5643 5519 5399 5394 5269 5263 -37 120


9-19

12 FEB 10

The Distance section display is used for presenting landing distances based on aircraft weight. The data presented is for a large range of landing weights (LDW) above and below the planned landing weight (PLDW). Dashes in place of a distance or distance adjustment indicate that landing data is not available for the special condition. The “/” symbol is used to indicate a PLDW within the weight scale. Landing distance data is based on crossing the beginning of the available landing distance at 50’ at VREF with the flaps in the landing configuration. Distance data includes both the air and ground distances from a height of 50 feet. Below the weight scale are adjustments for factors that affect landing distance. Wind adjustments are in terms of distance per knot of wind. Adjustments are cumulative. MIN LDG DIST - This is the minimum landing distance when calculated using SAFO performance calculations. This is the actual landing distance x 1.15 +500 feet. NO THR REV CREDIT - This section will be used if landing without thrust reverse is anticipated. THR REV CREDIT - This section will be used when the use of thrust reverser(s) is needed. If a thrust reverser is deferred the data will be for the use of one thrust reverser. NORMAL VIS - The visibility is ¾ SM / 4000 RVR or greater. LOW VIS - The visibility is less than ¾ SM / 4000 RVR. CS - Wet/Compacted Snow SN - Dry/Loose Snow SL - Slush SW - Standing Water ICE - Ice

• Note • At temperatures of 15°C or higher, “frozen” contaminants and braking distances are not displayed. 15

Cost Index-ECON Speeds

/// COST INDEX - ECON SPEEDS /// 100 FL 410 390 370 350 330 310 290 270 250

KNOT 380 .732 .760 .737 .701 238 239 242 245 247

TAILWIND 360 .758 .751 .727 233 235 237 239 242 245

These are planned cost indexing speeds. These numbers are used by dispatch in preflight planning and should be used inflight only if ACARS cost indexing is not available. To use: Determine actual wind during flight. Use applicable chart based on winds, current weight and cruise altitude to determine CI cruise speed. As fuel is burned off, CI speed is reduced.

16

End of Report

END TAKEOFF AND LANDING REPORT JIA 2385 DCA-ORF 25SEP05

The last line signals the end of the TLR, includes the flight number and the date of the flight.


UNCONTROLLED WHEN PRINTED Performance Speed Cards

9-20

12 FEB 10

9.6

Speed Cards

The Speed Book V1/R is based on a ratio of 1 and will be different than numbers that are retrieved from the ACARS performance page. This is because ACARS uses the exact weight and is a more precise number. In the absence of ACARS, reference the Speed Book. <-200> 1

50,000

CL 600-2B19 CF34-3B1 TAKEOFF FLAPS 8

2

145 154 FLAPS 0

VFTO

OVERWEIGHT LANDING FLAPS 20

V1 VR

V2

136 142

183

FLAPS 8 & 20 V1 VR ADDITIVES PRESS OAT oC ALT (FT) -40 0 10 20 30 40 50

3

4

10,000 5 5 6 7 7 8 9 8,000 4 4 5 6 6 7 8 6,000 3 3 4 4 5 6 7 4,000 2 2 3 3 4 5 6 2,000 1 1 2 2 3 4 5 0 0 0 0 0 1 3 4 APR OFF: Add 1 kt to V1 VR Wing & Cowl A/I ON: Add 1 kt to V1 VR FLAPS 20 V1 VR V2 ADDITIVES PRESS ALT (FT) 4000 6000 8000 10000 1 2 3 3


FLAPS

0 8

20

Engine Out VREF

30

45

VREF

V2GA

FL 250

175 163 157

5

153 145 154

DRIFTDOWN SPEEDS FL 300 FL 350 FL 410

194 204 215 230

6

7

UNCONTROLLED WHEN PRINTED Performance Speed Cards 1

9-21

12 FEB 10

Header - Aircraft and Engine Configuration and Weight

• Note • Use actual weight for takeoff and estimated weight for landing rounded to the nearest 1000 lbs. For weight below 34000 lbs, use 34000 lbs. 2 TAKEOFF V-Speeds - V1, VR, V2, VFTO. V1, VR and V2 speeds are provided for both flaps 8 and flaps 20. VFTO (final takeoff climb speed) is provided for flaps 0 and defined as the climb speed scheduled for the final takeoff climb.

• Note • V1 for takeoff is the lesser of the speedbook V1 or the Takeoff Report V1 (MAXV1) for the appropriate runway condition and aircraft condition. This condition may cause a split between V1 and VR. 3

V1 and VR ADDITIVES - Used to correct takeoff V-speeds for density altitude.

• Note • Make V1 and VR density altitude adjustments from the table using the temperature at which thrust will be set (use the assumed temperature if making a FLEX takeoff). EXAMPLE : OAT 20×C, pressure altitude 4000’, flaps 20, V1 and VR will be increased by 3 knots (V1, VR 136 + 3 = 139). 4

FLAPS 20 V1 VR V2 ADDITIVES - Used to correct flaps 20 takeoff V-speeds for pressure altitude.

• Note • If a flaps 20 takeoff is planned, a pressure altitude adjustment may be required in addition to a density altitude adjustment. EXAMPLE : Pressure altitude 4000’, Flaps 20, V1, VR, V2 will be increased by 1 knot (adjusted V1, VR 139 + 1 = 140, V2 142 + 1 = 143). 5

Flap Settings and Reference Speeds - Reference speeds given for specific flap configuration.

6

V2GA - V2 speed for a go-around.

7 DRIFTDOWN SPEEDS - Speed to be maintained should an engine failure occur above the single-engine service ceiling and a driftdown is required. A driftdown assumes max continuous thrust is set on the operative engine.


UNCONTROLLED WHEN PRINTED Performance Speed Cards

9-22

12 FEB 10

The CRJ-701 speed cards are slightly different than the CRJ-200. The following example explains the differences. <-701>

59,000

CL 600-2C10 CF34-8C1 FLAPS 8

TAKEOFF 1

124 138

LANDING FLAPS 20

121 133

V1 VR

V2

176

FLAPS 0

VFTO

8,000 6,000 4,000 2,000 0

2

3

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

8

1 0 0 0 0

0 0 0

45

8,000 6,000 4,000 2,000 0

V2GA

OAT oC -40 0 10 20 30 122 122 122 122 121 122 122 122 122 122 123 123 123 123 122 123 123 123 123 123 123 123 123 123 123

40 50 121 121 122 121 122 122 122 122

Engine Out VREF

30

FLAPS 20 MIN V1 VR PRESS ALT (FT)

3

0 0 0 0 0

0 20

FLAPS 8 & 20 V1 VR ADDITIVES PRESS OAT oC ALT (FT) -40 0 10 20 30 40 50

2

FLAPS

VREF

135

167 145 139 135 127 V2GA ADDITIVE if <35°C SL >1000’ +0 +1

4

DRIFTDOWN SPEEDS

FL 250

FL 300

FL 350

FL 410

189 192 198 208

1 Shaded V1, VR speeds (Flaps 20 only) indicate that these speeds may be less than minimum. When shaded, compare the density altitude adjusted V1 & VR to the minimum speed found on the appropriate weight page. If density altitude adjusted V1 & VR are less than the minimum speed, increase density altitude V1 & VR to equal the minimum speed. Increase V2 by the same amount. 2

Note the Additives for APR off and Wing & Cowl Anti-Ice has been removed for the 701.

3

FLAPS 20 Min V1, VR – Use only if performing a flaps 20 takeoff and the V1, VR block is shaded. EXAMPLE: OAT 30°C, pressure altitude 1000’, flaps 20, V1 and VR will increase to a minimum of 123

4

V2GA ADDITIVE – Used to correct V2GA for density altitude. Not all weights have this additive. EXAMPLE: OAT 30°C, pressure altitude 500’, V2GA will be increased by 1 knot (¾ knot rounded up).


UNCONTROLLED WHEN PRINTED Performance Reduced Thrust (FLEX) Takeoff

9.7

9-23

12 FEB 10

Reduced Thrust (FLEX) Takeoff

Any amount of reduced thrust for takeoff is desirable to reduce engine wear and minimize the likelihood of an engine failure. The greatest benefit is realized in the first 5% of thrust reduction, as this brings peak ITT out of the most critical range, although thrust reduction in excess of 5% is still of considerable benefit. The assumed temperature method is used to calculate reduced thrust. The following limitations apply to reduced thrust takeoff: 1. 2. 3. 4. 5. 6. 7.

Anti-skid must be operative PROHIBITED on contaminated runways PROHIBITED if the airplane has been de-iced PROHIBITED if wing and/or cowl anti-icing bleeds are in use PROHIBITED if warnings of windshear or downdrafts have been forecast PROHIBITED with an engine that cannot achieve full-rated thrust PROHIBITED when a special departure procedure specifies full thrust for takeoff

If a FLEX takeoff is to be performed, enter the assumed temperature retrieved from the ACARS performance into the FMS. The FMS will then determine the reduced thrust N1 and the FLX bugs will be displayed. If the ACARS is inoperative, the assumed temperature is determined using the TLR. To determine, find the weight that is nearest to, but greater than or equal to, your actual takeoff weight in the applicable takeoff data section. The temperature that corresponds to this weight is the assumed temperature. <-200 only> If this reduced thrust N1 is equal to or greater than 83.5%, set the displayed value for takeoff. If the displayed N1 is less than 83.5%, select a lower assumed temperature until a minimum value of 83.5% is achieved. ------ FLEX - DRY RWY - ROLLING 01 4 6869 FT 4911 FT SPECIAL SPECIAL AT N1 FLP 8 AT N1 FLP 8 31 -------- -- 39 -------- -29 87.4 478F42 37 -------- -27 87.9 482F42 35 -------- -25 88.3 487F43 33 85.2 418F20 23 88.6 491F40 31 88.8 425F21 HW/10KT 13 3 13 3 TW/10KT -42 -9 .8 -44-10 BL CL .8 7 1 .8 3 1

- BLDS OPEN - A/I OFF ------15 19 5204 FT 6869 DT H153 DT H186 AT N1 FLP 20 AT N1 FLP 8 39 -------- -- 39 -------- -37 -------- -- 37 -------- -35 -------- -- 35 -------- -33/85.2 431F23 33/85.2 461F39 31 88.8 438F24 31 86.0 468F40 14 3 13 3 -44-10 -42 -9 .8 3 1 .8 7 1

EXAMPLE : Actual takeoff weight obtained from weight and balance is 48,950 lbs. Actual takeoff weight rounded up to the nearest weight (49100). Assumed temperature to be entered in the FMS CDU is 23°C.


UNCONTROLLED WHEN PRINTED Performance ACARS Performance/Weight and Balance

9-24

12 FEB 10

9.8

ACARS Performance/Weight and Balance

9.8.1

PREFLIGHT

There are several things to be aware of when using the ACARS electronic Performance/Weight and Balance. •

It is imperative that both pilots confirm all data prior to acceptance for input into the FMS

•

Empty boxes in a field are required inputs

•

Performance and W & B requests can be made as many times as needed. For example, holding or delay vectors change your landing weight, you simply resubmit the request and retrieve up to date numbers. In the case of a MEL/CDL item, Aerodata's computer system will be updated automatically. Remember to check the release with the MX Log, if it is not on the release it will not be in the Aerodata database. V speeds will be calculated for the exact weight requested from the loading information given by the pilot. The speeds will differ from the speed book. In the case of an inoperative ACARS or FMS, revert to the speed book and TLR for V speeds. Note that split V1/R speeds will be a norm and additives are already applied.

• •

• •

Electronic Perf/W&B may be completed after push back and on taxi out. In the case of a possible CG issue, ensure there is an area where you could park the aircraft and move people, or simply resolve the issue before push back. At stations where there are no ACARS Remote Communications Outlets, or when the FMS is INOP you will be required to complete a load manifest and compute the CG with the SEE GEE wheel. This may be indicated by a “NO COMM” message on the ACARS.

9.8.2

TAKEOFF

To begin the ACARS Perf/Weight and Balance program, select PERF/W&B (L2) on the ACARS-PREFLT MENU. (Figure 1) On the ACARS-PERF/W&B menu select TAKEOFF CONDITIONS (L1). (Figure 2) As seen in Figure 3, the WIND (R1), OAT/QNH (R2), and PTOW (R3) default to zero. If the QNH and OAT are left blank, Aerodata will retrieve the most current weather available. When Aerodata does not have a specific WX condition a message will appear asking the pilot to input that condition. The wind will remain calm unless a pilot input is made. You must select at least one runway, but up to three runways can be requested (L1,2,3). If you are going to use a shortened runway, you will need to enter an ACARS “alias”. This can be found on the TLR under ACARS runways. It will be the runway plus the three letters following the runway. In the example below, Runway 23 is shortened on the NE end by 920 feet. The ACARS alias would be 23/BAJ. ----------------- ACARS RUNWAYS -------------------RWY ACARS LENGTH PMTOW EFP NOTES 05 8102 520 DT H055 14 6441 520 LT H030 23 8102 520 DT H235 23-NE920F 23/BAJ 7182 520 DT H235 23/B 7052 520 DT H235 32 6841 520 RT H100 Input the surface conditions by selecting SURFACE (L4) on the ACARS-T/O CONDITIONS menu (Figure 3). Select the type of condition you will encounter for the specific airport. Selecting DRY, WET, CMPCT SNOW, or ICE (Figure 4) will bring you back to the ACARS-T/O CONDITIONS (Figure 3) menu. The selections of STND WATER, SLUSH, DRY SNOW or WET SNOW will give you the option of levels 1, 2, or 3 as displayed in Figure 5.



9-25

12 FEB 10

Once the level has been loaded, select RETURN (L6) (Figure 5). This will take you back to the T/O CONDITIONS menu (Figure 3). Select A/C CONFIG (L5) to select A/I: AUTO, ENG, or ENG/WING and THRUST: NORMAL, MAX or WINDSHEAR as shown (Figure 6 and 7). NORMAL allows Aerodata logic to determine FLEX or MAX T/O thrust; MAX does not consider reduced thrust; WINDSHEAR results in a solution, if weight allows, that will use flaps 8 and max thrust.

• Note • If desired, after entering all applicable fields, you may enter the planned takeoff weight (PTOW) and a SEND prompt (not shown) will be selectable at R5 (see Figure 3). This allows the pilot to request Takeoff data without completing the LOADSHEET. By utilizing this option it allows crews to plan for expected runway assignments and gives planned V speeds before the LOADSHEET is completed.

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6



9-26

12 FEB 10

Figure 7

9.8.3

WEIGHT AND BALANCE.

Once the configuration has been selected you will need to press L6 (Figure 6) to return to the T/O CONDITIONS menu (Figure 3) and select LOADSHEET (R4) as displayed in Figure 8. Once the LOADSHEET menu is displayed (Figure 8) input the necessary information from the EX-0011 and Cabin Loading form. • •

FA/ACM - The FA defaults to 1 or 2 depending on 200 or 701. In the case of a ferry flight and there are no FA's, simply delete the number from L1. Enter /1 if there is an ACM. Note that ACM is not included in the Total Pax count. PAX SECT A - Enter total passengers for Section A. If a possible weight or CG problem exists, select PAX DETAIL (R4 on Figure 8). This allows the pilot to enter adults and children. In the case of a CG issue, you may enter each adult or child according to their row. This “row per zone” only applies to the 200 aircraft.

Once on the PAX DETAIL menu select the appropriate section and enter adults and children per row. You may also enter a total weight for that Section in the case of a Charter. To get back to the PAX DETAIL menu select RETURN (L6) to access another section or to go back to the LOADSHEET menu. • • •

• •

•

PAX SECT B - Enter total passengers for Section B. The PAX DETAIL for Section B will only allow you to enter Adults and Children and not “row per zone” PAX SECT C - Enter total passengers for Section C. The PAX DETAIL for Section C will only allow you to enter Adults and Children and not “row per zone” LAPS - Enter total number of lap children. This will be included in the total number of passengers but will not add additional weight. As a reminder, lap children are not currently required to be accounted for on the load manifest or EX0011. FOB - Enter the fuel expected at T/O. AeroData will add the planned taxi fuel in order to check for maximum taxi/ramp weight. 8530 lbs of fuel can be entered as 85. This should be rounded to the nearest hundred. No decimal is required. A BAGS/CGO - When entering A BAGS/CGO, select R3 which takes you to the ACARS-AFT CARGO (Figure 10) menu. Enter the number of checked bags in L1, heavy bags in L2, carry-on bags in L3, ballast weight in L4. If you have other such as freight or PDQ simply enter the weight in L5. Once completed select return in order to access the ACARSLOADSHEET screen. F BAGS/CGO - This will be present for 701 aircraft only (Figure 11) and will be entered in the same manner as the A BAGS/CGO field.

Note that the CHECKED BAGS field for the FWD CARGO (701) and AFT CARGO compartments have empty boxes. This means that it is a required field. If no checked bags are carried then you must select zero (R5, Figure 8).



9-27

12 FEB 10

Selecting SEND will take you to TAKEOFF DATA page 1 of 5 (Figure 12) after about 20 to 40 seconds. Takeoff data or an error message will be displayed. Once you receive the results, page 1 will display weather, passengers, cargo weights, FOB, etc. Page 2 (Figure 13) will give you any remarks related to the flight. This may include but is not limited to; MEL/CDL items, contaminated runway level, or simply NO TAKEOFF DATA AVAIL. Contact Dispatch if this message persists. Pages 3, 4, and 5 are data pages for the runway(s) that you entered (Figure 14). Displayed at the top of each page will be the runway, runway length, runway shift, (runway shift is the amount in feet the runway was shortened-for example an intersection departure) type of takeoff, and Simple engine failure procedures. Simple and Complex engine failures procedures will still be found on the TLR. Below the runway information is Weight and Balance calculations displayed for takeoff such as FLEX (dashed if no flex), FLAP setting, TRIM setting, Weights, V1, VR, V2, VFTO (VFTO is the same as VT), and FRA. In the case of any violation, such as a ramp weight or a MRTW exceedance, a message will appear.

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13



9-28

12 FEB 10

Figure 14

9.8.4

LANDING.

When using the ACARS for landing, start on the ACARS-PERF/W&B menu (As seen in Figure 2). Select LANDING CONDITIONS (R1). This will take you to the L/D CONDITIONS page 1 (Figure 15). Enter the required info such as AIRPORT (L1), RUNWAY(s) (L2, 3) (you can select up to two runways), SURFACE conditions (L4), BRK ACTION RPT as reported (L5). WIND (R1), and OAT/ QNH (R2) are optional. Again, Aerodata will use actual OAT and QNH. WIND will remain calm unless actual wind is entered by the crew. Zero Fuel Weight (ZFW, R3) and Estimated Fuel on Arrival (EFOA, R4) will be automatically generated based on FOB from the FMS. This number accounts for taxi and enroute burn, it can be manually updated by the crew during flight. Landing SURFACE conditions (Figure 17) will be entered in the same manner as in the T/O Surface conditions. LD-CONDITIONS, Page 2 (Figure 16). ANTI-ICE-Enter appropriate configuration (L1). ICE-ACCUM (L2). VISIBILITYDependent on whether visibility is expected to be below 4000 RVR or ¾ statute mile (L3). THRST REVERSER CREDIT- For thrust reverser credit, consider equipment malfunctions and/or meteorological conditions that may negate the use of reverse thrust. Once all landing fields have been entered and/or verified to be correct, use RETURN (L6) to go back to LD-CONDITIONS Page 1 (Figure 14) and select SEND (R5). After 20 to 40 seconds either landing results or an error message will be displayed. Page 1 will display flight number, LDW, time and weather (Figure 18). Page 2 will show any remarks for the flight (Figure 19). Pages 3 and 4 are the data pages for the runway(s) that you entered. (Figure 20) Displayed at the top of each page will be the runway, runway length, and runway slope. Below this will be your calculated landing data such as the FLAP setting, Vref, V2GA, VFTO, max landing weight, quick turn weight and time and landing distances. Actual Landing Distance is the landing distance for the reported meteorological and runway surface conditions, airplane weight, airplane configuration, approach speed and ground deceleration devices planned to be used for the landing. It does not include any safety margin and represents the best performance the airplane is capable of for the conditions. Runway slope and temperature are not considered in this calculation. This is the landing distance that will be found on the aircraft speed cards. Landing Safety Margin is a prescribed additive to actual landing distance based on current runway conditions. Minimum Landing Runway Length is the actual landing distance plus the landing safety margin additive. Factored Landing Distance is the landing distance required by 14 CFR part 25, section 25.125 increased by the preflight planning safety margin additives required by the applicable operating rules. This is the landing distance that is listed on the TLR to be used if ACARS is unavailable.

• Note • Except under emergency conditions flight crews should not attempt to land on runways that do not meet the MIN LDG RWY LEN provided by ACARS, or TLR if ACARS is not available.



9-29

12 FEB 10 WARNING

ACARS will display landing data any time ACTUAL LDG DIST is within the available runway length. Make sure MIN LDG RWY LEN does not exceed the available runway length. Dashes will only appear if ACTUAL LDG DIST exceeds available runway length.

Figure 15

Figure 16

Figure 17

Figure 18

Figure 19

Figure 20



9-30

12 FEB 10

9.8.5

COST INDEXING.

Cost Indexing is a method used to determine the aircraft speeds and cruising altitudes that will produce the least overall trip cost. This method balances the costs of time and the cost of fuel. The Cost Index (CI) Speed will sometimes be referred to as the “Econ” speed.

• Note • It is important to note that the CI speeds may not always result in the least fuel burn on a given trip, but are intended to provide the least total cost of the trip when considering all expenses. • Note • Not all flights will be dispatched using Cost Indexing. Look at the “CRUISE” speed on the release; fly the published cruise speed if it is listed. If either “CI001” or “CI000” is listed use ACARS to determine cruise speed; reference the Econ Speed Table in the TLR if ACARS is inoperative. Do not use the Econ Speed Table unless “CI001” or “CI000” is on the release. • Note • Fuel load is based on flying Econ speeds. When “CI001” or “CI000” is not on the release, fuel load is based on standard cruise speeds. There are two elements of Cost Indexing. Dispatch uses Planned CI and pilots normally use Dynamic CI. Planned Cost Indexing bases cruise altitude and cruise speed on forecast conditions. Pilots will use Planned CI in flight only when ACARS is not available. Dynamic Cost Indexing utilizes ACARS to update the Planned CI and provide optimum altitudes and airspeeds using real-time weather and aircraft conditions. Planned Cost Indexing. The flight release will have a Cost Index number which appears below the fuel schedule, followed by a “COST INDEX-ECON SPEEDS” speed table. The sample release below shows a CI value of 19; this is the CI number that will be entered into ACARS. Sample release: FLIGHT DATE ORG DEST ALT1 ALT2 A/C TYPE ENGINES 2597 06NOV08 CLT TYS CL600-2B19 CF34-3 N226JS OP INDEX -00006.9 SPEED SCHEDULE CLIMB 290/74 BURN RESERVE ALT/MSAP HOLD T/OFUEL TANKER TAXI RAMP

FUEL 1792 2205 0 0 3997 0 336 4333

TIME 00.35 00.45 00.00 00.00 01.20 00.00 00.21

BOW PYLD ZFW FOB TOW BURN LGW FOD

COST INDEX 19 CLB TEMP DEV P00 CRZ TEMP DEV P07 DSC TEMP DEV P04


CRUISE CI001 DESCENT 290/74

PLAN ACT STRUC 31987...... LIMIT 12013...... 44000...... 44000 3997...... 14518 47997...... 53000 1792 46205...... 47000 2205


9-31

12 FEB 10

Sample Speed Table:

Using the Planned Cost Indexing-Econ Speeds Table. Find the wind speed in the table closest to actual current wind. Find current flight level on left side of chart. Find current weight along top of chart. Use these current conditions to derive an updated CI speed. Interpolate as necessary. Example: Reference the sample Econ Speed Table: you are flying at FL350 in a 100-knot tailwind, and the aircraft weight is 59,000 pounds. Instead of flying the standard cruise speed of .77 or .80, you would optimize cost savings if you slowed to Mach .754. Notice as fuel is burned off the CI speed is reduced. Dynamic / Real Time Cost Indexing. Current conditions updating The ACARS system will not update the Econ Speeds between takeoff and 10,000' MSL, because the climb speed is assumed to be 250 KIAS. Once the aircraft climbs through 10,000' MSL, ACARS will automatically transmit the current conditions to Aerodata. Additional automatic updates occur when: • • • • • •

Aircraft climbs through FL200 Aircraft levels off at the cruise altitude Aircraft descends from cruise altitude Aircraft descends through FL200 Aircraft weight changes by a predetermined amount Wind component or velocity changes by a predetermined amount

Utilizing these real-time numbers, AeroData will recompute the CI / Econ speeds and transmit them to the aircraft. Econ Speed page details. (See Figures 21, 22, and 23) TGT ALT (L1 key) - This is the target altitude (planned cruise altitude). It is a mandatory entry. OPT/MAX - Optimum Flight Level / Maximum Flight Level for the current conditions and aircraft weight. Optimum flight level is the minimum cost altitude for the current conditions. Maximum Flight Level is the highest altitude that ensures minimum climb capabilities, and ensures low and high-speed margin requirements are met. Generated data. STEP (R1 key) - Step Flight Level can be used for cost comparison purposes. Optional entry. WIND (L2 key) - Wind direction and speed as calculated by the FMS. No entry allowed or required. TGT N1 - Target N1 setting to achieve the Cost Indexing / Econ Speed displayed. Generated data. WIND (R2 key) - Wind direction and speed for comparison only. This is the wind for the step altitude. Optional entry. GWT - Current aircraft weight: appears after ZFW and FUEL are entered on the PERF INIT page. Generated data.



12 FEB 10

Performance ACARS Performance/Weight and Balance

SPEED - Econ Speed (KIAS/Mach) to be flown during the current phase of flight (climb/cruise/descent). Note: If using CI speeds, ensure that the CI speeds have been entered in the appropriate FMS VNAV pages to ensure accurate FMS calculations. Generated data SAVINGS - Cost savings realized (positive number) or additional cost incurred (negative number) by flying at the step altitude compared to flying at the current cruise altitude. Generated data. CI (L4 key) - Cost Index value of the flight. This value is typically obtained from the flight release, but can be modified at any time. Mandatory entry. Valid entry is 0 - 999. HOLDING - Econ Holding Speed (KIAS). When given holding instructions, crew must enter altitude in TGT ALT (L1) then UPDATE (R4) for accurate Econ holding speed. Note: Use Econ hold speed, or current Vref +30 Kts., whichever is higher. Generated data. UPDATE (R4 key) - Time of the last data uplink. Select (R4) to request a manual update at any time. SYSTEM MESSAGE - Messages related to system function and crew inputs. Econ Speed Pages by Phase of Flight. Press (L5) to access the “ECON SPEED” page. To enable system functionality, enter the planned cruise altitude at (L1) and the Cost Index value (from the dispatch release) at (L4). No information displayed. Climb speed is assumed to be 250 KIAS. • • •

“Econ Climb Speed” automatically displays in the “SPEED” field. The climb speed updates as wind and weight change by a predetermined amount. TGT N1 is not displayed during climb because climb power is assumed.

•

If target altitude is changed during climb, the new altitude should be entered at (L1) and then an updated Econ Speed requested by pressing (R4).

A new update will be received once the aircraft has been level for approximately two (2) minutes. •

TGT N1 is now displayed

• • •

Econ Cruise KIAS or Mach displayed under “SPEED” field Econ Holding Speed displayed under the “HOLDING” field STEP cost comparison function available at (R1)

Once established at cruise altitude, if a change to a new cruise altitude is required, enter the new altitude at (L1) then request an update by pressing (R4). This will return a new Econ Climb/Descent Speed after two (2) minutes.

• Note • During climbout do not change TGT altitude with each level-off. Remaining at an altitude for 2 min will cause cruise information for that altitude to be displayed; once a climb is re-initiated, climb data is displayed once again. Example: ATC gives you an intermediate level-off at FL280 during your climb to FL310. After 2 minutes ECON CRZ screen appears with a cruise speed for FL280. When climb to FL310 resumes, a new climb speed will be displayed.



9-33

12 FEB 10

Once established at cruise altitude, the STEP altitude cost comparison function becomes available. To determine the difference in cost between the current altitude and a proposed altitude, entered the proposed altitude at (R1) and then request an update by pressing (R4). You may also input wind direction and speed for the step altitude. If these are not entered, the calculations are made using winds at current altitude. Potential costs savings (positive number), or additional costs (negative number) which would occur if you moved to the STEP altitude will be displayed beside the (R3) key under “SAVINGS.” When descending below the TGT ALT, the system assumes a descent to the airport, and will automatically update TGT ALT to FL100 and request an update for the Econ Descent Speed. Holding speed is calculated for FL100; if holding at a different altitude, enter the altitude in (L1) and manually request an update. • • • •

TGT N1 is no longer displayed, because an idle descent is assumed Econ Descent Speed is displayed under “SPEED” field STEP function no longer available at (R1) Level-off during descent: Econ Cruise Speed will appear after 2 minutes. No change to TGT altitude required.

Messages related to system function and crew inputs are displayed on this line.

Figure 21

Figure 22

Figure 23



12 FEB 10

9.8.6


ERROR MESSAGES.

The following are a list of messages that you might encounter when using the ACARS PERF/W&B.

General Error Messages SYSTEM ERROR ([ERROR CODE]) - RETRY IN 5 MINS A system error occurred while processing the request. Resubmit request and contact Dispatch with the error code indicated by [ERROR CODE] if the error persists. SYSTEM ERROR ([ERROR CODE]) A system error occurred while processing the request. Contact Dispatch with the error code indicated by [ERROR CODE] DATA ERROR - RESUBMIT The system encountered an error during the processing of the request. Re-request the data at your earliest convenience.

Processing Error Messages AC ID ERROR Error occurred while retrieving aircraft from database. Contact Dispatch if the error message persists. UNABLE TO FORMAT REQ Error occurred while passing/formatting the request from the computer system. Contact Dispatch if the error message persists. PAGE # ERROR Error occurred while preparing page # / 5 of the uplinks. Contact Dispatch if the error message persists. REMARKS ERROR Error occurred while preparing the remarks page (page 2 / 5). Contact Dispatch if the error message persists. TYPE FORMAT ERROR Error occurred while preparing the uplinks. Contact Dispatch if the error message persists.

Dispatch Related Error Messages FLT RLS DATA NOT AVAILABLE OR HAS EXPIRED - CHECK FLT NUM / ORIGIN The flight release for the requested flight either could not be found or is more than 8 hours old. This message may be returned because of a mismatch between ACARS entered data and flight release data. Confirm all input data is correct and contact dispatch if necessary. UNABLE TO FIND TAKEOFF FLT PARAMETERS - CONTACT DX The takeoff parameters for the requested flight could not be found. Contact dispatch and have dispatcher re-submit flight parameters, then re-request takeoff data. UNABLE TO FIND LANDING FLT PARAMETERS - CONTACT DX The landing parameters for the requested flight could not be found. Contact dispatch and have dispatcher re-submit flight parameters, then re-request landing data. A/C ID DOES NOT MATCH FLT RLS The aircraft registration from the request downlink does not match the registration on the active flight release. Contact dispatch about a possible aircraft swap and/or ensure you are the correct aircraft.



9-35

12 FEB 10

Input Error Messages ORIGIN DOWNLINK ERROR - RE-ENTER ORIGIN CODE AND RE-SEND The Origin code was not downlinked correctly. Re-enter the origin code and resubmit the request. INVALID ORIGIN CODE - RE-ENTER ORIGIN CODE AND RE-SEND The origin entered was not in the correct format. Format for origin code is four characters; first character must be an alphacharacter, characters two through four must be alphanumeric characters. Check format of origin code, re-enter, and resubmit data request. ORIGIN AIRPORT NOT IN DATABASE - CONFIRM ORIGIN CODE The origin airport entered could not be found in the AeroData database. Confirm that origin code is valid. NO VALID RWYS REQUESTED No valid runways were requested for the selected airport. Confirm that the runways entered on the TAKEOFF CONDITIONS page match the runway identifier on the TLR. Use alias codes where provided. NO RWYS SPECIFIED No runways were specified in the request. Enter at least one runway in the first runway entry field on the TAKEOFF CONDITIONS page. INVALID WIND DIR A wind direction was entered that was not within the valid range (000-360). Enter a valid wind direction on the TAKEOFF CONDITIONS PAGE. INVALID WIND SPD A wind speed was entered that was not within the valid range (00-99). Enter a valid wind speed on the TAKEOFF CONDITIONS page. OAT ABOVE AFM MAX The OAT entered was greater than the AFM maximum OAT for the requested aircraft. Check OAT on the TAKEOFF CONDITIONS page. OAT BELOW AFM MIN The OAT entered was less than the AFM minimum OAT for the requested aircraft. Check OAT on the TAKEOFF CONDITIONS page. QNH NOT WITHIN VALID RANGE The QNH entered was not within the allowed range. Valid ranges are 950-1050hPa and 28.00 - 31.00 in. Check QNH on the TAKEOFF CONDITIONS page.

Weight and Balance Error Messages AIRCRAFT NOT IN WB DATABASE - CALL DX The aircraft was not found in the AeroData database. Contact Dispatch to have aircraft added. PAX ZONE # EXCEEDED The number of passengers entered for zone # exceeded the maximum number of passengers for that zone. Check number of passengers for that zone. FWD BIN MAX WT EXCEEDED The maximum weight for the forward bin was exceeded. Check forward bin weight. <701 ONLY>



12 FEB 10


AFT BIN MAX WT EXCEEDED The maximum weight for the aft bin was exceeded. Check aft bin weight. MAX FUEL EXCEEDED The maximum amount of fuel allowed was exceeded. Check FOB entered and contact dispatch as necessary. MZFW EXCEEDED Maximum Zero Fuel Weight was exceeded. MTXW EXCEEDED Maximum Structural Taxi Weight was exceeded. MTOW EXCEEDED Maximum Takeoff Weight was exceeded. MLW EXCEEDED Maximum Landing Weight was exceeded. FWD EDGE ZFW VIOLATION Forward envelope violation for Zero Fuel Weight. AFT EDGE ZFW VIOLATION Aft envelope violation for Zero Fuel Weight. FWD EDGE TOW VIOLATION Forward envelope violation for Takeoff Weight. AFT EDGE TOW VIOLATION Aft envelope violation for Takeoff Weight. UNABLE TO PRODUCE TRIM An error occurred while determining the trim settings. Check loadsheet and resubmit request.

Performance Calculation Error Messages TAKEOFF NOT POSSIBLE Performance restrictions do not allow takeoff on specified runway. MRTW EXCEEDED Gross takeoff weight exceeds maximum runway takeoff weight (MRTW) for the specified runway and conditions. Select another runway for takeoff, modify conditions, or reduce payload, as necessary. RLS MTOW EXCEEDED The maximum flight plan takeoff weight (MFPTW) allowed by the flight release has been exceeded. Contact the dispatcher to revise the flight release or reduce payload, as necessary. MLDW EXCEEDED Gross landing weight exceeds maximum landing weight for the specified runway and conditions.


UNCONTROLLED WHEN PRINTED Performance Thrust Limit Charts

9-37

12 FEB 10

Cost Indexing Error Messages SYSTEM ERROR Results unavailable because of a system error. MAX ALT FLxxx Current Cruise FL exceeds maximum FL. MAX CRZ ALT FLxxx TGT ALT FL exceeds maximum FL. STEP ALT EXCEEDS MAX STEP FL entered exceeds maximum FL. Other aircraft configuration error messages may be returned depending on the engine/airframe combination.

9.9

Thrust Limit Charts

The following charts should be used in the absence of FMS thrust limit data.

9.9.1

<-200> Thrust Limit Charts. <-200> TAKEOFF THRUST SETTINGS CF 34-3B1 (Hot & High Perf.)

Normal Takeoff Thrust Setting, % N1 (Zero Engine Bleed) OAT

Airport Pressure Altitude (Feet x 1000)

°C

°F

-1

0

2

4

6

8

10

-40

-40

80.9

81.3

82.2

83.1

83.9

85.0

86.1

-35

-31

81.8

82.2

83.0

83.9

84.8

85.9

87.0

-30

-22

82.6

83.1

83.9

84.8

85.7

86.8

87.9

-25

-13

83.4

83.9

84.7

85.7

86.6

87.7

88.7

-20

-4

84.3

84.7

85.6

86.5

87.4

88.5

89.6

-15

5

85.1

85.5

86.4

87.3

88.3

89.4

90.5

-10

14

85.9

86.4

87.2

88.2

89.1

90.3

91.4

-5

23

86.7

87.2

88.0

89.0

89.9

91.1

92.2

0

32

87.5

88.0

88.8

89.8

90.8

91.9

93.0

5

41

88.3

88.8

89.6

90.6

91.6

92.8

93.9

10

50

89.1

89.5

90.4

91.4

92.4

93.6

94.7

15

59

89.8

90.3

91.2

92.2

93.2

94.1

93.8

20

68

90.6

91.1

91.9

93.0

93.4

93.0

92.7

25

77

91.3

91.6

92.5

92.7

92.3

91.9

92.0

30

86

91.2

91.9

91.7

91.5

91.2

91.1

91.1

35

95

90.4

90.5

90.6

90.5

90.4

90.3

90.2

40

104

89.5

89.6

89.7

89.6

89.5

-

-

45

113

88.6

88.7

88.7

88.6

-

-

-

50

122

87.7

87.7

87.6

-

-

-

-



9-38

12 FEB 10

<-200> TAKEOFF THRUST SETTINGS CF 34-3B1 (Hot & High Perf.)

Normal Takeoff Thrust Setting, % N1 (10th Stage Bleeds ON - Packs ON) OAT


°C

°F

-1

0

2

4

6

8

10

-40

-40

80.9

81.3

82.2

83.1

83.9

85.0

86.1

-35

-31

81.8

82.2

83.0

83.9

84.8

85.9

87.0

-30

-22

82.6

83.1

83.9

84.8

85.7

86.8

87.9

-25

-13

83.4

83.9

84.7

85.7

86.6

87.7

88.7

-20

-4

84.3

84.7

85.6

86.5

87.4

88.5

89.6

-15

5

85.1

85.5

86.4

87.3

88.3

89.4

90.5

-10

14

85.9

86.4

87.2

88.2

89.1

90.3

91.4

-5

23

86.7

87.2

88.0

89.0

89.9

91.1

92.2

0

32

87.5

88.0

88.8

89.8

90.8

91.9

92.2

5

41

88.3

88.8

89.6

90.6

91.6

92.3

92.9

10

50

89.1

89.5

90.4

91.4

91.7

92.7

93.8

15

59

89.8

90.3

91.1

91.4

92.4

93.3

92.9

20

68

90.6

90.8

91.2

92.1

92.5

92.1

91.7

25

77

90.6

90.9

91.8

91.9

91.4

91.0

91.0

30

86

90.4

91.1

90.9

90.6

90.2

90.1

90.0

35

95

89.6

89.7

89.7

89.5

89.4

89.2

89.2

40

104

88.6

88.7

88.8

88.6

88.5

-

-

45

113

87.7

87.7

87.7

87.6

-

-

-

50

122

86.9

86.8

86.7

-

-

-

-



9-39

12 FEB 10

<-200> TAKEOFF THRUST SETTINGS CF 34-3B1 Normal Takeoff Thrust Setting, % N1 (Hot & High Perf.) (Cowl Anti-Ice ON) OAT Airport Pressure Altitude (Feet x 1000) °C °F -1 0 2 4 6 8 10 -40 -40 80.9 81.3 82.2 83.1 83.9 85.0 86.1 -35 -31 81.8 82.2 83.0 83.9 84.8 85.9 87.0 -30 -22 82.6 83.1 83.9 84.8 85.7 86.8 87.9 -25 -13 83.4 83.9 84.7 85.7 86.6 87.7 88.7 -20 -4 84.3 84.7 85.6 86.5 87.4 88.5 89.6 -15 5 85.1 85.5 86.4 87.3 88.3 89.4 90.5 -10 14 85.9 86.4 87.2 88.2 89.1 90.3 91.4 -5 23 86.7 87.2 88.0 89.0 89.9 91.1 92.2 0 32 87.5 88.0 88.8 89.8 90.8 91.9 92.7 5 41 88.3 88.8 89.6 90.6 91.6 92.3 92.9 10 50 89.1 89.5 90.4 91.4 91.7 92.7 93.8

<-200> TAKEOFF THRUST SETTINGS NOTE: In Icing conditions, between 0°C and 5°C, at pressure altitudes of 2,000 ft. and below, the takeoff thrust settings with cowl anti-icing ON may be used when taking off with the wing and cowl anti-icing ON. CF 34-3B1 Normal Takeoff Thrust Setting, % N1 (Hot & High Perf.) (Wing and Cowl Anti-Ice ON) OAT Airport Pressure Altitude (Feet x 1000) °C °F -1 0 2 4 6 8 10 -40 -40 80.9 81.3 82.2 83.1 83.9 85.0 86.1 -35 -31 81.8 82.2 83.0 83.9 84.8 85.9 87.0 -30 -22 82.6 83.1 83.9 84.8 85.7 86.8 87.9 -25 -13 83.4 83.9 84.7 85.7 86.6 87.7 88.7 -20 -4 84.3 84.7 85.6 86.5 87.4 88.3 88.7 -15 5 85.1 85.5 86.4 87.2 87.8 88.3 88.7 -10 14 85.9 86.4 86.8 87.2 87.8 88.3 88.7 -5 23 86.2 86.6 86.8 87.2 87.8 88.3 88.7 0 32 86.2 86.6 86.8 87.2 87.8 88.3 88.7 5 41 86.2 86.6 86.8 87.2 87.8 88.3 88.9 10 50 86.2 86.6 86.8 87.2 87.8 88.6 89.7



9-40

12 FEB 10

<-200> MAXIMUM CONTINUOUS

THRUST SETTINGS CF 34-3B1 Maximum Continuous Thrust Setting, % N1 (Hot & High Perf.) (Pack ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 30 36 41 -70 -94 90.7 91.0 -65 -85 90.0 91.9 92.1 -60 -76 89.7 91.2 93.0 93.2 -55 -67 88.8 90.7 92.1 94.1 94.2 -50 -58 89.9 91.7 93.1 95.2 95.2 -45 -49 88.8 90.7 92.7 94.3 95.9 95.0 -40 -40 82.3 84.7 87.0 89.7 91.7 93.7 95.3 95.1 94.3 -35 -31 83.2 85.6 87.9 90.6 92.7 94.6 96.2 94.4 93.9 -30 -22 84.1 86.5 88.8 91.6 93.6 95.6 95.8 94.0 92.7 -25 -13 84.9 87.3 89.7 92.5 94.6 96.3 94.9 93.0 -20 -4 85.7 88.2 90.6 93.4 95.5 95.5 94.3 91.9 -15 5 86.6 89.1 91.5 94.3 95.9 95.0 93.4 -10 14 87.4 89.9 92.3 95.2 95.3 94.2 92.3 -5 23 88.2 90.8 93.2 95.5 94.5 93.3 91.2 0 32 89.0 91.6 94.0 94.7 93.7 92.2 5 41 89.8 92.4 94.2 94.0 92.8 91.2 10 50 90.6 93.2 93.6 93.2 92.0 15 59 91.4 93.5 92.9 92.4 91.1 20 68 92.2 92.7 92.2 91.5 25 77 92.4 92.0 91.3 90.5 30 86 91.6 91.2 90.4 35 95 90.8 90.4 89.6 40 104 90.0 89.5 45 113 89.0 88.5 50 122 88.1 -



9-41

12 FEB 10


THRUST SETTINGS CF 34-3B1 Maximum Continuous Thrust Setting, % N1 (Hot & High Perf.) (Pack ON; Cowl Anti-Ice ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 30 -65 -85 90.0 -60 -76 89.7 91.2 -55 -67 88.8 90.7 92.1 -50 -58 89.9 91.7 93.1 -45 -49 88.8 90.7 92.7 94.3 -40 -40 82.3 84.7 87.0 89.7 91.7 93.7 95.2 -35 -31 83.2 85.6 87.9 90.6 92.7 94.6 95.0 -30 -22 84.1 86.5 88.8 91.6 93.6 95.2 93.9 -25 -13 84.9 87.3 89.7 92.5 94.6 94.9 93.3 -20 -4 85.7 88.2 90.6 93.4 94.9 94.2 92.4 -15 5 86.6 89.1 91.5 94.3 94.7 93.4 91.2 -10 14 87.4 89.9 92.3 94.6 93.9 92.4 89.9 -5 23 88.2 90.8 93.2 94.3 93.1 91.3 88.7 0 32 89.0 91.6 93.5 93.5 92.2 90.2 5 41 89.8 92.4 93.2 92.7 91.3 89.1 10 50 90.6 92.9 92.6 91.9 90.4 -


THRUST SETTINGS CF 34-3B1 Maximum Continuous Thrust Setting, % N1 (Hot & High Perf.) (Pack ON; Wing and Cowl Anti-Ice ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 30 -65 -85 89.8 -60 -76 89.5 90.9 -55 -67 88.8 90.6 91.6 -50 -58 89.8 91.2 91.6 -45 -49 88.8 90.6 91.2 91.6 -40 -40 82.3 84.7 87.0 89.7 90.6 91.2 91.6 -35 -31 83.2 85.6 87.9 90.0 90.6 91.2 91.3 -30 -22 84.1 86.5 88.8 90.0 90.6 91.2 90.4 -25 -13 84.9 87.3 89.2 90.0 90.6 90.9 89.4 -20 -4 85.7 88.2 89.2 90.0 90.6 90.0 88.3 -15 5 86.6 88.5 89.2 90.0 90.3 89.1 87.3 -10 14 87.4 88.5 89.2 90.0 89.5 88.2 86.3 -5 23 87.7 88.5 89.2 89.8 88.8 87.1 85.2 0 32 87.7 88.5 89.2 89.1 87.9 86.1 5 41 87.7 88.5 88.9 88.3 87.0 84.9 10 50 87.7 88.5 88.1 87.4 85.8 -



9-42

12 FEB 10

<-200> MAXIMUM CLIMB THRUST SETTINGS

FLAPS UP (250 KIAS/.7M) CF 34-3B1 Maximum Climb Thrust Setting, % N1 (Packs ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 30 36 -70 -94 93.8 -65 -85 91.9 95.0 -60 -76 90.2 93.0 96.1 -55 -67 88.2 91.2 94.1 97.1 -50 -58 89.2 92.2 95.1 96.4 -45 -49 87.8 90.2 93.3 96.1 95.7 -40 -40 80.2 82.9 85.9 88.7 91.2 94.3 95.9 95.0 -35 -31 81.1 93.8 86.8 89.7 92.1 95.2 95.1 94.3 -30 -22 81.9 84.7 87.7 90.6 93.1 94.6 94.6 93.7 -25 -13 82.7 85.6 88.6 91.5 94.0 94.3 93.9 92.7 -20 -4 83.6 86.4 89.5 92.4 93.6 93.5 93.0 91.6 -15 5 84.4 87.3 90.4 93.3 92.8 92.7 91.9 -10 14 85.2 88.1 91.2 92.6 91.9 91.8 90.9 -5 23 86.0 88.9 92.1 91.8 91.0 90.8 89.9 0 32 86.8 89.8 91.3 90.8 90.1 90.0 5 41 87.6 90.6 90.5 90.1 89.3 89.2 10 50 88.4 89.9 89.7 89.3 88.5 15 59 89.1 89.1 89.0 88.5 87.7 20 68 88.4 88.4 88.2 87.7 25 77 87.6 87.6 87.3 86.8 30 86 86.7 86.7 86.4 35 95 85.9 85.9 85.6 40 104 85.1 85.1 45 113 84.4 84.3 50 122 83.6 -


41 92.4 93.5 94.6 95.1 94.3 93.7 93.1 92.4 91.4 -


9-43

12 FEB 10


FLAPS UP (250 KIAS/.7M) Maximum Climb Thrust Setting, % N1 CF 34-3B1 (Packs ON; Cowl Anti-Ice ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 -65 -85 -60 -76 90.2 -55 -67 88.2 91.2 -50 -58 89.2 92.2 -45 -49 87.8 90.2 93.3 -40 -40 80.2 82.9 85.9 88.7 91.2 94.1 -35 -31 81.1 83.8 86.8 89.7 92.1 94.1 -30 -22 81.9 84.7 87.7 90.6 93.1 93.6 -25 -13 82.7 85.6 88.6 91.5 93.1 93.0 -20 -4 83.6 86.4 89.5 92.4 92.5 92.1 -15 5 84.4 87.3 90.4 92.4 91.6 91.2 -10 14 85.2 88.1 91.2 91.6 90.6 90.1 -5 23 86.0 88.9 91.2 90.6 89.6 89.3 0 32 86.8 89.8 90.4 89.7 88.8 88.3 5 41 87.6 89.8 89.5 88.9 87.9 87.3 10 50 88.4 89.0 88.7 88.1 87.1 -

30 91.9 93.0 94.1 95.1 95.2 94.4 93.8 93.3 92.2 91.1 90.0 89.0 88.0 -


FLAPS UP (250 KIAS/.7M) CF 34-3B1 Maximum Climb Thrust Setting, % N1 (Packs ON; Wing and Cowl Anti-Ice ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 -65 -85 -60 -76 90.2 -55 -67 88.2 91.2 -50 -58 89.2 91.5 -45 -49 87.8 90.2 91.5 -40 -40 80.2 82.9 85.9 88.7 90.4 91.5 -35 -31 81.1 83.8 86.8 89.7 90.4 91.5 -30 -22 81.9 84.7 87.7 89.8 90.4 90.7 -25 -13 82.7 85.6 88.6 89.8 90.4 89.7 -20 -4 83.6 86.4 89.0 89.8 89.5 88.5 -15 5 84.4 87.3 89.0 89.8 88.4 87.4 -10 14 85.2 87.8 89.0 88.9 87.5 86.2 -5 23 86.0 87.8 89.0 88.0 86.4 85.4 0 32 86.5 87.8 88.1 87.0 85.4 84.5 5 41 86.5 87.8 87.2 86.0 84.3 83.6 10 50 86.5 87.0 86.2 84.9 83.1 -

30 91.9 92.0 92.0 92.0 92.0 91.4 90.3 89.2 88.1 87.3 86.3 85.6 84.8 -



9-44

12 FEB 10

<-200> MAXIMUM CRUISE

THRUST SETTINGS FLAPS UP CF 34-3B1 Maximum Cruise Thrust Setting, % N1 (Packs ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 30 36 -70 -94 92.9 -65 -85 91.1 94.0 -60 -76 89.9 92.1 95.1 -55 -67 87.9 90.9 93.2 95.7 -50 -58 88.9 91.9 94.3 94.9 -45 -49 87.3 89.9 92.9 95.3 94.2 -40 -40 80.3 82.9 85.5 88.3 90.9 93.9 94.8 93.8 -35 -31 81.2 83.8 86.4 89.2 91.9 94.9 94.5 92.8 -30 -22 82.0 84.7 87.3 90.1 92.8 94.4 93.6 91.7 -25 -13 82.9 85.6 88.2 91.0 93.8 93.5 92.7 90.7 -20 -4 83.7 86.4 89.1 92.0 93.0 92.5 91.7 89.8 -15 5 84.5 87.3 90.0 92.9 92.1 91.6 90.8 -10 14 85.3 88.1 90.9 92.0 91.3 90.9 90.0 -5 23 86.1 88.9 91.7 91.3 90.6 90.2 89.1 0 32 86.9 89.8 91.1 90.6 89.8 89.5 5 41 87.7 90.6 90.4 89.9 89.2 88.9 10 50 88.5 89.9 89.7 89.2 88.5 15 59 89.3 89.2 89.0 88.6 87.8 20 68 88.6 88.5 88.4 87.9 25 77 87.9 87.8 87.7 87.3 30 86 87.1 87.1 87.0 35 95 86.4 86.4 86.3 40 104 85.7 85.7 45 113 85.0 85.0 50 122 84.2 -


41 91.0 92.1 93.1 93.7 93.0 92.5 91.6 90.5 89.5 -


9-45

12 FEB 10


THRUST SETTINGS FLAPS UP Maximum Cruise Thrust Setting, % N1 CF 34-3B1 (Packs ON; Cowl Anti-Ice ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 -65 -85 -60 -76 89.2 -55 -67 87.9 90.9 -50 -58 88.9 91.9 -45 -49 87.3 89.9 92.9 -40 -40 80.3 82.9 85.5 88.3 90.9 93.9 -35 -31 81.2 83.8 86.4 89.2 91.9 94.0 -30 -22 82.0 84.7 87.3 90.1 92.8 93.2 -25 -13 82.9 85.6 88.2 91.0 92.8 92.2 -20 -4 83.7 86.4 89.1 92.0 91.9 91.3 -15 5 84.5 87.3 90.0 92.0 91.0 90.5 -10 14 85.3 88.1 90.9 91.1 90.3 89.7 -5 23 86.1 88.9 90.9 90.4 89.5 88.9 0 32 86.9 89.8 90.3 89.6 88.7 88.3 5 41 87.7 89.8 89.5 88.8 88.0 87.6 10 50 88.5 89.1 88.8 88.2 87.3 -

30 91.1 92.1 93.2 94.2 94.2 93.9 93.1 92.1 91.0 90.1 89.2 88.3 87.6 -


THRUST SETTINGS FLAPS UP CF 34-3B1 Maximum Cruise Thrust Setting, % N1 (Packs ON; Wing and Cowl Anti-Ice ON) OAT Pressure Altitude (Feet x 1000) °C °F 0 5 10 15 20 25 -65 -85 -60 -76 89.9 -55 -67 88.0 90.9 -50 -58 88.9 91.3 -45 -49 87.3 89.9 91.3 -40 -40 80.3 82.9 85.5 88.3 90.2 91.3 -35 -31 81.2 83.8 86.4 89.2 90.2 91.3 -30 -22 82.0 84.7 87.3 89.7 90.2 90.2 -25 -13 82.9 85.6 88.2 89.7 90.2 89.2 -20 -4 83.7 86.4 89.0 89.7 89.4 88.3 -15 5 84.5 87.3 89.0 89.7 88.5 87.4 -10 14 85.3 88.0 89.0 89.0 87.6 86.6 -5 23 86.1 88.0 89.0 88.0 86.7 85.6 0 32 86.7 88.0 88.3 87.2 85.9 84.6 5 41 86.7 88.0 87.4 86.4 85.0 83.6 10 50 86.7 87.2 86.7 85.6 84.2 -

30 91.1 91.6 91.6 91.6 91.6 90.7 89.5 88.3 87.3 86.5 85.8 85.0 84.2 -



9-46

12 FEB 10

<-200> GO-AROUND THRUST SETTINGS NOTE: All Go-Around thrust setting tables are given for a go-around with either both engines operating or one engine inoperative. CF 34-3B1 (Hot & High Perf.)

Go-Around Thrust Setting, % N1 (Zero Engine Bleed) OAT


°C

°F

-1

0

2

4

6

8

10

-40

-40

82.4

83.2

84.1

85.0

85.8

86.8

87.9

-35

-31

83.3

84.0

85.0

85.9

86.7

87.7

88.8

-30

-22

84.2

84.9

85.8

86.7

87.6

88.6

89.7

-25

-13

85.0

85.8

86.7

87.6

88.5

89.5

90.6

-20

-4

85.9

86.6

87.6

88.5

89.4

90.4

91.5

-15

5

86.7

87.5

88.4

89.3

90.3

91.3

92.4

-10

14

87.5

88.3

89.3

90.2

91.1

92.2

93.3

-5

23

88.3

89.1

90.1

91.0

92.0

93.0

94.1

0

32

89.2

89.9

90.9

91.9

92.8

93.9

95.0

5

41

90.0

90.8

91.7

92.7

93.6

94.7

95.9

10

50

90.8

91.6

92.6

93.5

94.5

95.6

96.7

15

59

91.5

92.3

93.4

94.3

95.3

96.1

95.8

20

68

92.3

93.1

94.2

95.1

95.4

95.1

94.7

25

77

93.1

93.9

95.0

95.1

94.7

94.3

94.4

30

86

93.9

94.5

94.5

94.3

94.0

93.9

93.9

35

95

93.6

93.5

93.6

93.5

93.4

93.3

-

40

104

92.6

92.6

92.7

92.7

92.6

-

-

45

113

91.7

91.8

91.8

91.7

-

-

-

50

122

90.9

90.8

90.7

-

-

-

-



9-47

12 FEB 10

<-200> GO-AROUND THRUST SETTINGS Go-Around Thrust Setting, % N1 (10th Stage Bleeds ON - Packs ON) OAT

CF 34-3B1 (Hot & High Perf.)


°C

°F

-1

0

2

4

6

8

10

-40

-40

82.4

83.2

84.1

85.0

85.8

86.8

87.9

-35

-31

83.3

84.0

85.0

85.9

86.7

87.7

88.8

-30

-22

84.2

84.9

85.8

86.7

87.6

88.6

89.7

-25

-13

85.0

85.8

86.7

87.6

88.5

89.5

90.6

-20

-4

85.9

86.6

87.6

88.5

89.4

90.4

91.5

-15

5

86.7

87.5

88.4

89.3

90.3

91.3

92.4

-10

14

87.5

88.3

89.3

90.2

91.1

92.2

93.3

-5

23

88.3

89.1

90.1

91.0

92.0

93.0

94.1

0

32

89.2

89.9

90.9

91.9

92.8

93.9

95.0

5

41

90.0

90.8

91.7

92.7

93.6

94.7

95.4

10

50

90.8

91.6

92.6

93.5

94.5

95.0

95.4

15

59

91.5

92.4

93.4

94.3

94.7

94.9

94.6

20

68

92.3

93.1

94.1

94.5

94.3

93.9

93.4

25

77

93.1

93.7

94.1

94.0

93.5

93.1

93.1

30

86

93.3

93.7

93.6

93.3

92.9

92.7

92.6

35

95

92.6

92.6

92.6

92.4

92.2

92.0

-

40

104

91.6

91.7

91.7

91.6

91.5

-

-

45

113

90.7

90.7

90.7

90.4

-

-

-

50

122

89.7

89.6

89.4

-

-

-

-



9-48

12 FEB 10

<-200> GO-AROUND THRUST SETTINGS CF 34-3B1 Normal Takeoff Thrust Setting, % N1 (Hot & High Perf.) (Cowl Anti-Ice ON) OAT Airport Pressure Altitude (Feet x 1000) °C °F -1 0 2 4 6 8 10 -40 -40 82.4 83.2 84.1 85.0 85.8 86.8 87.9 -35 -31 83.3 84.0 85.0 85.9 86.7 87.7 88.8 -30 -22 84.2 84.9 85.8 86.7 87.6 88.6 89.7 -25 -13 85.0 85.8 86.7 87.6 88.5 89.5 90.6 -20 -4 85.9 86.6 87.6 88.5 89.4 90.4 91.5 -15 5 86.7 87.5 88.4 89.3 90.3 91.3 92.4 -10 14 87.5 88.3 89.3 90.2 91.1 92.2 93.3 -5 23 88.3 89.1 90.1 91.0 92.0 93.0 94.1 0 32 89.2 89.9 90.9 91.9 92.8 93.9 95.0 5 41 90.0 90.8 91.7 92.7 93.6 94.7 95.7 10 50 90.8 91.6 92.6 93.5 94.5 95.3 95.7

<-200> GO-AROUND THRUST SETTINGS CF 34-3B1 Normal Takeoff Thrust Setting, % N1 (Hot & High Perf.) (Wing and Cowl Anti-Ice ON) OAT Airport Pressure Altitude (Feet x 1000) °C °F -1 0 2 4 6 8 10 -40 -40 82.4 83.2 84.1 85.0 85.8 86.8 87.9 -35 -31 83.3 84.0 85.0 85.9 86.7 87.7 88.8 -30 -22 84.2 84.9 85.8 86.7 87.6 88.6 89.7 -25 -13 85.0 85.8 86.7 87.6 88.5 89.5 90.6 -20 -4 85.9 86.6 87.6 88.5 89.4 90.4 91.4 -15 5 86.7 87.5 88.5 89.3 90.3 91.1 91.4 -10 14 87.5 88.3 89.3 90.2 90.8 91.1 91.4 -5 23 88.3 89.1 90.1 90.5 90.8 91.1 91.4 0 32 89.2 89.9 90.2 90.5 90.8 91.1 91.4 5 41 89.4 89.9 90.2 90.5 90.8 91.1 91.4 10 50 89.4 89.9 90.2 90.5 90.8 91.1 91.4



9.9.2

9-49

12 FEB 10

<-701> Thrust Limit Charts. <-701> NORMAL TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), %N1 ENGINE BLEEDS CLOSED - STATIC TO 65 KIAS (°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.9

84.2

-40

-40 79.3

79.7 80.5

81.3

82.1

83.1

84.0

84.8

85.0

-35

-31 80.1

80.5 81.3

82.1

82.9

83.9

84.8

85.6

85.9

-30

-22 80.9

81.3 82.2

82.9

83.8

84.7

85.7

86.4

86.7

-25

-13 81.7

82.1 82.9

83.8

84.6

85.5

86.5

87.3

87.5

-20

-4

82.4

82.9 83.8

84.6

85.4

86.3

87.3

88.1

88.3

-15

5

83.2

83.7 84.5

85.3

86.2

87.1

88.1

88.9

89.1

-10

14

84.0

84.5 85.3

86.1

87.0

87.9

88.9

89.7

89.9

-5

23

84.8

85.3 86.1

86.9

87.8

88.7

89.7

90.4

90.7

0

32

85.5

86.0 86.8

87.7

88.6

89.5

90.5

91.2

91.5

5

41

86.3

86.8 87.6

88.4

89.3

90.3

91.2

92.0

92.0

10

50

87.0

87.5 88.4

89.2

90.1

91.0

92.0

91.9

91.8

15

59

87.8

88.2 89.1

89.9

90.8

91.6

91.5

91.4

91.3

20

68

88.5

89.0 89.8

90.7

91.1

91.0

90.9

90.8

90.7

25

77

89.2

89.7 90.6

90.6

90.5

90.4

90.3

90.2

90.1

30

86

89.9

90.4 90.2

89.9

89.7

89.6

89.5

89.4

89.4

35

95

89.5

89.6 89.4

89.1

88.9

88.8

88.7

88.7

40

104 88.3

88.3 88.3

88.2

88.1

88.0

45

113 86.9

86.9 87.0

87.3

87.2

50

122 85.4

85.4 85.5

86.4



9-50

12 FEB 10

<-701> NORMAL TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), %N1 ANTI-ICE OFF, PACKS ON - STATIC TO 65 KIAS OAT

PRESSURE ALTITUDE (Feet)

(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.4

83.6

-40

-40 78.8

79.3 80.1

80.8

81.6

82.6

83.5

84.2

84.4

-35

-31 79.6

80.1 80.9

81.7

82.4

83.4

84.3

85.1

85.3

-30

-22 80.4

80.9 81.7

82.5

83.3

84.2

85.1

85.9

86.1

-25

-13 81.2

81.7 82.5

83.3

84.1

85.0

85.9

86.7

86.9

-20

-4

82.0

82.5 83.3

84.1

84.9

85.8

86.7

87.5

87.7

-15

5

82.8

83.2 84.1

84.8

85.7

86.6

87.5

88.3

88.5

-10

14

83.5

84.0 84.8

85.6

86.4

87.4

88.3

89.1

89.3

-5

23

84.3

84.8 85.6

86.4

87.2

88.1

89.1

89.8

90.0

0

32

85.0

85.5 86.3

87.2

88.0

88.9

89.9

90.6

90.8

5

41

85.8

86.3 87.1

87.9

88.7

89.7

90.6

91.4

91.3

10

50

86.5

87.0 87.8

88.7

89.5

90.4

91.4

91.2

91.1

15

59

87.2

87.7 88.6

89.4

90.2

90.9

90.8

90.7

90.5

20

68

87.9

88.4 89.3

90.1

90.5

90.4

90.2

90.1

89.9

25

77

88.7

89.2 90.0

90.0

89.8

89.7

89.6

89.4

89.2

30

86

89.4

89.9 89.6

89.3

89.0

88.9

88.7

88.6

88.5

35

95

88.9

89.0 88.8

88.4

88.2

88.0

87.9

87.8

40

104 87.6

87.7 87.6

87.5

87.3

87.1

45

113 86.2

86.2 86.2

86.6

86.3

50

122 84.7

84.7 84.7

85.6



9-51

12 FEB 10

<-701> NORMAL TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), % N1 COWL ANTI-ICE ON, PACKS ON - STATIC TO 65 KIAS OAT


(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.4

83.6

-40

-40 78.8

79.3 80.1

80.8

81.6

82.6

83.5

84.2

84.4

-35

-31 79.6

80.1 80.9

81.7

82.4

83.4

84.3

85.1

85.3

-30

-22 80.4

80.9 81.7

82.5

-25

-13 81.2

81.7 82.5

83.3

83.3

84.2

85.1

85.9

86.1

84.1

85.0

85.9

86.7

86.9

-20

-4

82.0

82.5 83.3

84.1

84.9

85.8

86.7

87.5

87.7

-15

5

82.8

83.2 84.1

84.8

85.7

86.6

87.5

88.3

88.5

-10

14

-5

23

83.5

84.0 84.8

85.6

86.4

87.4

88.3

89.1

89.3

84.3

84.8 85.6

86.4

87.2

88.1

89.1

89.8

90.0

0

32

85.0

85.5 86.3

87.2

88.0

88.9

89.9

90.6

90.8

5

41

85.8

86.3 87.1

87.9

88.7

89.7

90.6

91.1

91.0

10

50

86.5

87.0 87.8

88.7

89.5

90.4

90.8

90.6

90.4

<-701> NORMAL TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), % N1 WING AND COWL ANTI-ICE ON, PACKS ON - STATIC TO 65 KIAS OAT


(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.4

83.6

-40

-40 78.8

79.3 80.1

80.8

81.6

82.6

83.5

84.2

84.4

-35

-31 79.6

80.1 80.9

81.7

82.4

83.4

84.3

85.1

85.3

-30

-22 80.4

80.9 81.7

82.5

83.3

84.2

85.1

85.9

86.1

-25

-13 81.2

81.7 82.5

83.3

84.1

85.0

85.9

86.7

86.9

-20

-4

82.0

82.5 83.3

84.1

84.9

85.8

86.7

87.5

87.7

-15

5

82.8

83.2 84.1

84.8

85.7

86.6

87.5

88.3

88.4

-10

14

83.5

84.0 84.8

85.6

86.4

87.4

88.3

88.8

88.8

-5

23

84.3

84.8 85.6

86.4

87.2

88.1

88.9

88.4

88.5

0

32

85.0

85.5 86.3

87.2

88.0

88.7

88.3

88.0

88.1

5

41

85.8

86.3 87.1

87.9

88.6

88.2

87.8

87.7

85.1

10

50

86.5

87.0 87.8

88.5

88.0

87.6

87.2

87.2

84.4



9-52

12 FEB 10

<-701> GO-AROUND OR NORMAL

TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), % N1 ENGINE BLEEDS CLOSED - 140 KIAS OAT


(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

84.0

84.5

-40

-40 79.0

79.6 80.4

81.2

82.0

83.0

-35

-31 79.8

80.4 81.3

82.0

82.9

83.8

83.9

84.8

85.4

84.7

85.7

86.2

-30

-22 80.6

81.2 82.1

82.9

83.7

84.6

85.6

86.5

87.0

-25

-13 81.4

82.0 82.9

83.7

84.5

85.4

86.4

87.3

87.8

-20

-4

82.2

82.8 83.7

-15

5

82.9

83.6 84.5

84.5

85.3

86.3

87.2

88.1

88.7

85.3

86.1

87.1

88.0

88.9

89.4

-10

14

83.7

84.4 85.2

86.1

86.9

87.9

88.8

89.7

90.2

-5

23

84.5

85.1 86.0

86.8

87.7

88.6

89.6

90.5

91.0

0 5

32

85.2

85.9 86.8

87.6

88.5

89.4

90.4

91.3

91.8

41

86.0

86.7 87.5

88.4

89.2

90.2

91.1

92.0

92.1

10

50

86.7

87.4 88.3

89.1

90.0

90.9

91.9

91.8

91.8

15

59

87.4

88.1 89.0

89.9

90.8

91.5

91.4

91.3

91.2

20

68

88.2

88.9 89.8

90.6

91.0

90.9

90.8

90.7

90.6

25

77

88.9

89.6 90.5

90.5

90.4

90.3

90.2

90.1

90.0

30

86

89.6

90.3 90.1

89.8

89.6

89.5

89.4

89.3

89.3

35

95

89.2

89.2 89.2

89.0

88.8

88.8

88.6

88.6

40

104 87.9

87.9 87.9

87.9

87.9

87.9

45

113 86.6

86.6 86.6

86.7

87.0

50

122 85.1

85.1 85.2

85.5



9-53

12 FEB 10


TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), % N1 ANTI-ICE OFF, PACKS ON - 140 KIAS OAT


(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.5

84.0

-40

-40 78.6

79.2 80.0

80.8

81.6

82.5

83.4

84.3

84.8

-35

-31 79.4

80.0 80.8

81.6

82.4

83.3

84.2

85.1

85.6

-30

-22 80.2

80.8 81.6

82.4

83.2

84.1

85.1

85.9

86.4

-25

-13 80.9

81.6 82.4

83.2

84.0

84.9

85.9

86.8

87.2

-20

-4

81.7

82.4 83.2

84.0

84.8

85.7

86.7

87.6

88.1

-15

5

82.5

83.1 84.0

84.8

85.6

86.5

87.4

88.3

88.8

-10

14

83.2

83.9 84.8

85.6

86.4

87.3

88.2

89.1

89.6

-5

23

84.0

84.7 85.5

86.3

87.2

88.1

89.0

89.9

90.4

0

32

84.7

85.4 86.3

87.1

87.9

88.8

89.8

90.7

91.2

5

41

85.5

86.1 87.0

87.8

88.7

89.6

90.5

91.4

91.4

10

50

86.2

86.9 87.8

88.6

89.4

90.3

91.3

91.2

91.1

15

59

86.9

87.6 88.5

89.3

90.2

90.9

90.8

90.6

90.5

20

68

87.6

88.3 89.2

90.1

90.4

90.3

90.2

90.0

89.8

25

77

88.3

89.0 89.9

89.9

89.7

89.6

89.5

89.3

89.1

30

86

89.0

89.8 89.5

89.2

89.0

88.8

88.7

88.5

88.4

35

95

88.6

88.6 88.5

88.3

88.1

88.0

87.8

87.7

40

104 87.3

87.3 87.3

87.2

87.2

87.1

45

113 85.9

85.9 85.9

86.0

86.2

50

122 84.4

84.4 84.4

84.7



9-54

12 FEB 10


TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), % N1 COWL ANTI-ICE ON, PACKS ON - 140 KIAS OAT


(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.5

84.0

-40

-40 78.6

79.2 80.0

80.8

81.6

82.5

-35

-31 79.4

80.0 80.8

81.6

82.4

83.3

83.4

84.3

84.8

84.2

85.1

85.6

-30

-22 80.2

80.8 81.6

82.4

83.2

84.1

85.1

85.9

86.4

-25

-13 80.9

81.6 82.4

83.2

84.0

84.9

85.9

86.8

87.2

-20

-4

81.7

82.4 83.2

-15

5

82.5

83.1 84.0

84.0

84.8

85.7

86.7

87.6

88.1

84.8

85.6

86.5

87.4

88.3

88.8

-10

14

83.2

83.9 84.8

85.6

86.4

87.3

88.2

89.1

89.6

-5

23

84.0

84.7 85.5

86.3

87.2

88.1

89.0

89.9

90.4

0 5

32

84.7

85.4 86.3

87.1

87.9

88.8

89.8

90.7

91.1

41

85.5

86.1 87.0

87.8

88.7

89.6

90.5

91.1

91.0

10

50

86.2

86.9 87.8

88.6

89.4

90.3

90.8

90.6

90.4


TAKE-OFF THRUST SETTING (ALL ENGINES OPERATING), % N1 WING AND COWL ANTI-ICE ON, PACKS ON - 140 KIAS OAT


(°C) (°F) -1000

0

2000 4000 6000 8000 10000 12000 14000

-45

-49

83.5

84.0

-40

-40 78.6

79.2 80.0

80.8

81.6

82.5

83.4

84.3

84.8

-35

-31 79.4

80.0 80.8

81.6

82.4

83.3

84.2

85.1

85.6

-30

-22 80.2

80.8 81.6

82.4

-25

-13 80.9

81.6 82.4

83.2

83.2

84.1

85.1

85.9

86.4

84.0

84.9

85.9

86.8

87.2

-20

-4

81.7

82.4 83.2

84.0

84.8

85.7

86.7

87.6

88.1

-15

5

82.5

83.1 84.0

84.8

85.6

86.5

87.4

88.3

88.8

-10

14

-5

23

83.2

83.9 84.8

85.6

86.4

87.3

88.2

89.1

88.8

84.0

84.7 85.5

86.3

87.2

88.1

89.0

88.6

88.5

0

32

84.7

85.4 86.3

87.1

87.9

88.8

88.5

88.1

88.1

5

41

85.5

86.1 87.0

87.8

88.7

88.3

87.9

87.7

87.7

10

50

86.2

86.9 87.8

88.6

88.1

87.7

87.3

87.2

84.7


UNCONTROLLED WHEN PRINTED Performance Brake Cooling Requirements

9.10

9-55

12 FEB 10

Brake Cooling Requirements

9.10.1 BTMS Operative A minimum brake cooling time of fifteen (15) minutes must be observed between a landing stop or a rejected takeoff and the subsequent takeoff. This time is required for the brakes to reach maximum temperature. A BTMS indication of green and stable or decreasing also must be observed on all BTMS indicators prior to takeoff. If any BTMS indication turns red (13 or greater), Maintenance Control must be notified, and an inspection must be performed before the aircraft is considered airworthy.

9.10.2 BTMS Inoperative <-200> Brake cooling times with any BTMS inoperative are determined by the following tables. You must first determine the V1/ V1MBE ratio. V1 in this ratio is the V1 for the upcoming takeoff. The following corrections apply 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 .3 kts/1 kt of headwind

•

Runway slope correction:

Reduce V1MBE by 2 kts/1% downhill Increase V1MBE by 2 kts/1% uphill



9-56

12 FEB 10 <-200>

V1MBE, Flaps 8 (Sea Level, 0 Wind, 0 Runway Slope) APPLY CORRECTIONS FROM PREVIOUS PAGE OAT Airplane Weight (lb. x 1000) °C °F 53 52 50 48 46 44 42 -40 -40 192 194 197 201 205 208 212 -30 -22 187 189 192 196 200 203 207 -20 -4 182 184 187 191 195 198 202 -10 14 178 180 183 187 191 194 198 0 32 173 175 178 182 186 189 193 10 50 169 171 174 178 182 185 189 20 68 166 168 171 175 179 182 186 30 86 163 165 168 172 176 179 183 40 104 161 163 166 170 174 177 181 50 122 159 161 164 168 172 175 179

40 216 211 206 202 197 193 190 187 185 183

V1MBE, Flaps 20 (Sea Level, 0 Wind, 0 Runway Slope) APPLY CORRECTIONS FROM PREVIOUS PAGE OAT Airplane Weight (lb. x 1000) °C °F 53 52 50 48 46 44 42 -40 -40 195 197 200 204 208 211 215 -30 -22 190 192 195 199 203 206 210 -20 -4 185 187 190 194 198 201 205 -10 14 181 183 186 190 194 197 201 0 32 176 178 181 185 189 192 196 10 50 172 174 177 181 185 188 192 20 68 169 171 174 178 182 185 189 30 86 166 168 171 175 179 182 186 40 104 164 166 169 173 177 180 184 50 122 162 164 167 171 175 178 182

40 219 214 209 204 200 196 193 190 188 186

<-200>

Below 80 kts. (RTO) or Below Max Quick-Turn Weight (Landing) <-200>. 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 (reference page 9-57), the brake cooling times shown below must be observed: V1/V1MBE

Minimum Brake Cooling Time (Minutes)

< 0.899

10

0.90 - 0.919

15

0.92 - 0.939

20

0.94 - 0.959

28

0.96 - 0.979

36

0.98 - 1.00

45



9-57

12 FEB 10

Above 80 kts. (RTO) or Above Max Quick-Turn Weight (Landing) <-200>. 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 (reference page 9-57), the brake cooling times shown below must be observed, followed by an inspection of the wheel fuse plugs: V1/V1MBE


< 0.85

40

0.85 - 0.90

60

0.90 - 0.95

90

0.95 - 1.00

140

MAXIMUM QUICK TURNAROUND WEIGHT <-200> (FLAPS 45 LANDING) Temperature (°C) P.A 8000 7000 6000 5000 4000 3000 2000 1000 0

-18 50000 51000 52100 53100 54200 55100 55100 55100 55100

-14 49600 50600 51600 52700 53700 54800 55100 55100 55100

-10 49300 50200 51200 52300 53300 84300 55100 55100 55100

-6 48900 49900 50800 51800 52900 53900 55000 55100 55100

-2 48500 49500 50400 51400 52500 53500 54500 55100 55100

2 48200 49100 50100 51100 52100 53100 54100 55100 55100

6 47800 48800 49700 50700 51700 52700 53700 54700 55100

10 47400 48400 49400 50300 51300 52300 53300 54300 55100

14 47100 48100 49000 50000 50900 51900 52900 53900 54900

18 46700 47700 48700 49600 50600 51500 52500 53500 54500

Adjustments:

22 46400 47400 48400 49300 50200 51200 52100 53100 54100

26 46000 47000 48000 48900 49800 50800 51800 52700 53700

30 45700 46700 47700 48600 49500 50500 51400 52400 53400

34 45400 46400 47400 48300 49200 50100 51000 52000 53000

38

47000 48000 48900 49800 50700 51700 52600

42

46

50

48600 49500 50400 50100 51300 51000 52300 51900 51600

Headwind: 0 per kt Tailwind: -590 per kt Upslope: 0 per 1% Downslope: -580 per 1%



9-58

12 FEB 10

9.10.3 BTMS Inoperative <-701> Brake cooling times with any BTMS inoperative are determined by the following tables. You must first determine the V1/ V1MBE ratio. V1 in this ratio is the V1 for the upcoming takeoff. The following corrections apply to the V1MBE tables: •

At weights less than 55,000 lbs., use V1MBE for 55,000 lbs

•

Reduce V1MBE by 5 knots per 2,000 ft. altitude above sea level

•

Wind correction: Reduce V1MBE by 3 kts/1 kt of tailwind Increase V1MBE by .3 kts/1 kt of headwind

•

Runway slope correction: Reduce V1MBE by 3 kts/1% downhill Increase V1MBE by 2 kts/1% uphill <-701> V1MBE, Flaps 8 (Sea Level, 0 Wind, 0 Runway Slope) APPLY CORRECTIONS FROM ABOVE OAT Airplane Weight (lb. x 1000) °C °F 75 73 71 69 67 65 63 61 59 57 -40 -40 197 201 204 208 212 215 219 223 226 230 -30 -22 192 196 199 203 207 210 214 218 221 225 -20 -4 187 191 195 198 202 206 209 213 217 220 -10 14 183 187 190 194 198 201 205 209 212 216 0 32 179 183 186 190 194 197 201 205 208 212 10 50 175 179 183 186 190 193 197 201 204 208 20 68 172 175 179 183 186 190 194 197 201 204 30 86 168 172 176 179 183 187 190 194 198 201 40 104 166 170 174 177 181 185 188 192 196 199 50 122 165 168 172 175 179 183 186 190 194 197

55 233 228 224 219 215 212 208 205 203 201

V1MBE, Flaps 20 (Sea Level, 0 Wind, 0 Runway Slope) APPLY CORRECTIONS FROM ABOVE OAT Airplane Weight (lb. x 1000) °C °F 75 73 71 69 67 65 63 61 59 57 -40 -40 198 202 205 209 213 216 220 224 227 231 -30 -22 193 197 200 204 208 211 215 219 222 226 -20 -4 188 192 196 199 203 207 210 214 218 221 -10 14 184 188 191 195 199 202 206 210 213 217 0 32 180 184 187 191 195 198 202 206 209 213 10 50 176 180 184 187 191 194 198 202 205 209 20 68 173 176 180 184 187 191 195 198 202 205 30 86 169 173 177 180 184 188 191 195 199 202 40 104 167 171 175 178 182 186 189 193 197 200 50 122 166 169 173 176 180 184 187 191 195 198

55 234 229 225 220 216 213 209 206 204 202

<-701>



9-59

12 FEB 10

Below 80 kts. (RTO) or Below Max Quick-Turn Weight (Landing) <-701>. 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 (reference page 9-59), the brake cooling times shown below must be observed: V1/V1MBE


< 0.76

25

<0.83

30

<0.91

40

<1.00

50

Above 80 kts. (RTO) or Above Max Quick-Turn Weight (Landing) <-701>. 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 (reference page 9-59), the brake cooling times shown below must be observed, followed by an inspection of the wheel fuse plugs: V1/V1MBE


< 0.759

35

0.76 - 0.799

40

0.80 - 0.879

50

0.88 - 0.959

60

0.96 - 1.00

65

MAXIMUM QUICK TURNAROUND WEIGHT <-701> (FLAPS 45 LANDING) Temperature (°C) P.A 8000 7000 6000 5000 4000 3000 2000 1000 0

-18 75100 76800 78400 79400 79400 79400 79400 79400 79400

-14 74500 76100 77800 79300 79400 79400 79400 79400 79400

-10 73900 75500 77200 78700 79400 79400 79400 79400 79400

-6 73300 75000 76600 78100 79400 79400 79400 79400 79400

-2 72800 74400 76000 77500 79100 79400 79400 79400 79400

2 72200 73800 75400 77000 78500 79400 79400 79400 79400

6 71700 73300 74800 76400 77900 79400 79400 79400 79400

10 71100 72700 74300 75800 77300 78900 79400 79400 79400

14 70600 72200 73700 75300 76800 78300 79400 79400 79400

18 70100 71600 73200 74700 76200 77800 79300 79400 79400

Adjustments:

22 69600 71100 72600 74200 75700 77200 78700 79400 79400

26 69100 70600 72100 73600 75200 76700 78200 79400 79400

30 68600 70100 71600 73100 74600 76100 77600 79200 79400

34 68100 69600 71100 72600 74100 75600 77100 78600 79400

38

70600 72100 73600 75100 76600 78100 79400

42

46

50

73100 74600 76400 75600 77600 77100 79100 78600 78100

Headwind: 0 per kt Tailwind: -840 per kt Upslope: 0 per 1% Downslope: -840 per 1%


UNCONTROLLED WHEN PRINTED Performance Landing Tables

9-60

12 FEB 10

9.11

Landing Tables

These landing tables are to be used in the event that ACARS is inoperative and you are not landing at the airport listed on the release (Destination landing numbers are on the release).

9.11.1 <-200> Landing Data. <-200> Actual Landing Distance (Landing Gear Down - Flaps 45°) Gross Weight (lb)

DRY Pressure Altitude (feet) SL

2000

4000

6000

8000

10000

Actual Landing Distance (feet)

34000

2313

2408

2509

2623

2747

2884

36000

2406

2506

2612

2732

2862

3007

38000

2498

2603

2715

2840

2978

3131

40000

2590

2699

2817

2949

3094

3257

42000

2681

2796

2919

3059

3212

3384

44000

2772

2892

3022

3169

3331

3513

46000

2863

2989

3126

3281

3451

3645

48000

2954

3086

3231

3394

3574

3798

50000

3046

3187

3342

3516

3713

3969

52000

3148

3300

3465

3651

3881

4158

53000

3204

3360

3531

3724

3972

4261

Distance: + 68 ft/ kt of tail wind, -12 ft / kt of head wind

9.11.2 Contaminated Runway Data. <-200> Actual Landing Distance (Flaps 45°, Both Thrust Reversers Operative) Gross Weight (lb)

WET Pressure Altitude (feet) SL

2000

4000

6000

8000

10000

Actual Landing Distance for Wet Runway (feet)

34000

3040

3200

3375

3565

3775

3995

36000

3190

3360

3550

3750

3970

4210

38000

3340

3525

3725

3940

4175

4430

40000

3495

3685

3900

4125

4375

4650

42000

3645

3855

4075

4320

4585

4875

44000

3805

4020

4255

4515

4795

5105

46000

3960

4190

4440

4715

5015

5345

48000

4120

4365

4625

4915

5230

5605

50000

4285

4535

4815

5120

5480

5875

52000

4445

4715

5005

5325

5710

6155

Distance: + 125 ft/ kt of tail wind, - 20 ft / kt of head wind + 70 ft / kt above VREF + 600 ft when one thrust reverser inoperative



9-61

12 FEB 10 <-200> Actual Landing Distance (Flaps 45°, Both Thrust Reversers Operative) Gross Weight (lb)

STANDING WATER / SLUSH Pressure Altitude (feet) SL

2000

4000

6000

8000

10000

Actual Landing Distance for Contaminated Runway (feet)

34000

4110

4330

4575

4815

5075

5340

36000

4320

4555

4800

5055

5330

5620

38000

4535

4770

5030

5300

5590

5895

40000

4736

4985

5265

5550

5845

6165

42000

4940

5210

5495

5795

6105

6450

44000

5145

5430

5730

6035

6370

6730

46000

5355

5650

5955

6285

6630

7020

48000

5565

5865

6195

6530

6905

7335

50000

5770

6080

6425

6785

7185

7665

52000

5975

6310

6660

7040

7480

7990


<-200> Actual Landing Distance (Flaps 45°, Both Thrust Reversers Operative) Gross Weight (lb)

DRY SNOW / LOOSE SNOW Pressure Altitude (feet) SL

2000

4000

6000

8000

10000


34000

4135

4330

4545

4760

4995

5230

36000

4315

4520

4745

4975

5220

5475

38000

4495

4715

4945

5190

5445

5715

40000

4675

4900

5150

5400

5670

5955

42000

4850

5090

5345

5615

5895

6195

44000

5030

5280

5545

5825

6120

6435

46000

5210

5470

5750

6040

6350

6690

48000

5390

5660

5950

6255

6575

7005

50000

5565

5850

6150

6465

6845

7335

52000

5745

6040

6355

6690

7150

7650




9-62

12 FEB 10

<-200> Actual Landing Distance (Flaps 45°, Both Thrust Reversers Operative) WET SNOW / COMPACTED SNOW

Gross Weight (lb)

SL

34000

3620

3790

3970

4160

4355

4570

36000

3775

3950

4140

4340

4550

4775

38000

3930

4115

4310

4520

4740

4975

40000

4080

4275

4480

4700

4930

5175

42000

4235

4435

4650

4875

5120

5375

44000

4385

4595

4820

5055

5310

5575

46000

4535

4755

4985

5235

5495

5780

48000

4685

4910

5155

5410

5685

6005

50000

4835

5070

5320

5590

5880

6230

52000

4985

5230

5490

5765

6090

6455

Pressure Altitude (feet) 2000

4000

6000

8000

10000



<-200> Actual Landing Distance (Flaps 45°, Both Thrust Reversers Operative) ICE

Gross Weight (lb)

SL

34000

5375

5675

6000

6315

6650

6995

36000

5630

5950

6295

6625

6980

7350

38000

5890

6225

6580

6940

7315

7705

40000

6145

6495

6870

7250

7650

8060

42000

6405

6770

7170

7565

7985

8420

44000

6665

7045

7465

7880

8325

8780

46000

6920

7325

7760

8195

8660

9145

48000

7185

7600

8055

8510

8995

9535

50000

7445

7880

8350

8830

9345

9935

52000

7705

8160

8645

9145

9715

10335

Pressure Altitude (feet) 2000

4000

6000

8000



10000



9-63

12 FEB 10

9.11.3 <-701> Landing Data. <-701> Actual Landing Distance Landing Gear Down, Flaps 45° Gross Weight (lb)

DRY Pressure Altitude (feet) SL

2000

4000

6000

8000

10000

Actual Landing Distance (feet)

50000

2706

2823

2950

3088

3247

3438

52000

2710

2827

2954

3092

3251

3443

54000

2713

2831

2958

3096

3255

3447

56000

2716

2835

2962

3100

3259

3450

57000

2718

2837

2965

3105

3266

3465

59000

2786

2909

3041

3186

3357

3568

61000

2854

2981

3117

3266

3454

3671

63000

2921

3052

3192

3352

3550

3772

65000

2987

3121

3265

3439

3643

3872

67000

3052

3189

3344

3527

3736

3971

69000

3116

3258

3424

3615

3830

4072

71000

3181

3331

3506

3702

3923

4177

73000

3245

3406

3589

3790

4017

4285

75000

3313

3482

3671

3877

4112

4395

77000

3386

3562

3756

3969

4215

4511

Distance: + 81 ft/ kt of tail wind, -15 ft / kt of head wind

9.11.4 <-701> Contaminated Runway Data. <-701> Actual Landing Distance (Landing Gear Down - Flaps 45°) Gross Weight (lb)

STANDING WATER / SLUSH / WET SNOW Pressure Altitude (feet) SL

2000

4000

6000

8000

10000


50000

4705

4943

5196

5477

5776

6113

52000

4757

4998

5256

5535

5845

6188

54000

4801

5046

5314

5597

5912

6260

56000

4849

5098

5364

5658

5977

6330

57000

4870

5122

5398

5688

6012

6378

59000

5018

5285

5564

5873

6217

6600

61000

5172

5442

5738

6058

6420

6817

63000

5320

5606

5912

6243

6622

7042

65000

5472

5761

6077

6430

6823

7256

67000

5619

5923

6250

6619

7025

7472

69000

5766

6080

6425

6809

7228

7698

71000

5920

6244

6596

7001

7440

7922

73000

6068

6401

6776

7193

7646

8159

75000

6216

6569

6957

7386

7852

8397

77000

6377

6736

7144

7586

8080

8644

Distance: + 65 ft/ kt above VREF + 150 ft / kt of tail wind, - 50 ft / kt of head wind + 650 ft when one thrust reverser inoperative



9-64

12 FEB 10 <-701> Actual Landing Distance (Landing Gear Down - Flaps 45°) Gross Weight (lb)

DRY SNOW / LOOSE SNOW Pressure Altitude (feet) SL

2000

4000

6000

8000

10000


50000

4450

4658

4880

5120

5381

5662

52000

4490

4701

4926

5169

5433

5718

54000

4529

4742

4970

5215

5483

5771

56000

4566

4781

5012

5260

5530

5822

57000

4584

4802

5035

5287

5560

5864

59000

4713

4939

5180

5440

5725

6042

61000

4843

5076

5325

5594

5892

6220

63000

4971

5212

5469

5746

6059

6397

65000

5097

5345

5610

5899

6222

6571

67000

5222

5477

5750

6053

6385

6744

69000

5347

5610

5892

6206

6548

6918

71000

5472

5742

6036

6359

6711

7096

73000

5596

5873

6180

6512

6873

7277

75000

5720

6007

6324

6665

7036

7458

77000

5849

6147

6472

6823

7210

7646

8000

10000


<-701> Actual Landing Distance (Landing Gear Down - Flaps 45°) Gross Weight (lb)

COMPACTED SNOW Pressure Altitude (feet) SL

2000

4000

6000


50000

3898

4075

4264

4468

4689

4927

52000

3921

4100

4291

4496

4718

4959

54000

3943

4123

4315

4522

4747

4989

56000

3964

4145

4339

4547

4773

5017

57000

3974

4157

4353

4564

4792

5047

59000

4079

4269

4471

4688

4925

5191

61000

4185

4380

4588

4813

5061

5335

63000

4289

4490

4705

4935

5196

5478

65000

4391

4597

4818

5059

5327

5618

67000

4492

4704

4931

5182

5458

5757

69000

4593

4811

5045

5306

5589

5896

71000

4693

4917

5161

5429

5720

6039

73000

4794

5023

5276

5551

5850

6185

75000

4893

5130

5392

5674

5980

6330

77000

4997

5243

5511

5801

6120

6482




9-65

12 FEB 10 <-701> Actual Landing Distance (Landing Gear Down - Flaps 45°) Gross Weight (lb)

ICE Pressure Altitude (feet) SL

2000

4000

6000

8000

10000


50000

6136

6436

6758

7108

7493

52000

6226

6532

6860

7218

7611

7908 8033

54000

6313

6625

6960

7324

7724

8154

56000

6398

6716

7056

7427

7834

8272

57000

6440

6761

7107

7483

7896

8350

59000

6633

6967

7326

7716

8146

8622

61000

6827

7174

7545

7950

8400

8893

63000

7020

7379

7763

8182

8654

9164

65000

7210

7580

7978

8415

8903

9431

67000

7400

7782

8193

8650

9154

9698

69000

7590

7984

8409

8884

9404

9965

71000

7779

8186

8629

9119

9655

10239

73000

7969

8388

8850

9354

9906

10517

75000

8159

8593

9070

9589

10157

10796

77000

8354

8805

9297

9831

10422

11083




9-66

12 FEB 10



UNCONTROLLED WHEN PRINTED Differences Chapter 3 Limitations

10-1 30 AUG 10

Chapter 10: Differences 10.1

Chapter 3 Limitations

Limitations are combined in Chapter 3. Unless noted by <-200> or <-701>, limitations apply to both aircraft. Some limitations have been modified from the AFM limits to promote commonality.

10.2

Chapter 4b Normal Procedures <-701>

10.2.1 SAFETY & POWER ON Check. • • • • • • •

When checking aircraft status, there is no need to verify nose gear door (mechanical) and APU exhaust area. (page 4b-9) There are only 2 circuit breaker panels in the cockpit. (page 4b-9) The SLATS/FLAPS lever replaces the FLAPS lever. (page 4b-9) The EMER FLAP switch is unique to the -701. (page 4b-9) When checking battery voltage, note that the CHARGER messages may be displayed. (page 4b-9) The FIRE TEST and APU start sequence are different (page 4b-10 and page 4b-10) There is no need to confirm nose gear area is clear and the nose gear door has been omitted from the check.

10.2.2 External Walkaround. • • • • • • •

The oxygen blowout plug is located on the left forward fuselage. (page 4b-13) There is no need to confirm the nose door status. “ADG Safety Pin...Removed” check and bay maintenance light added. (page 4b-14) Nose door switch omitted. Dust cover check removed from main gear. Slats added to leading edge check. (page 4b-14 and page 4b-15) No Cowl Anti-Ice blowout plugs.

10.2.3 ACCEPTANCE Check & Flow. • • • • • • • • • • • • • • •

Selector valves not installed. All GEN switches confirmed in AUTO. (page 4b-18) FIRE TEST sequence. (page 4b-19) A hydraulic SOV panel is added. (page 4b-19) Bleed test omitted. Bleed panel check. (page 4b-20) There are no IGNITION A(B) switchlights. RECIRC FAN added. (page 4b-21) ICE DETECTOR TEST no longer temperature dependent and ADS Test added. (page 4b-21) EGPWS Test omitted. Standby airspeed indicator indicates 40 rather than 0. (page 4b-22) Anti-Skid test. (page 4b-23) ENGINES SYNCH and HIGH PWR SCHEDULE switchlight checks added. (page 4b-23) No EMER STOW switchlights. No Engine speed switches. PSA Airlines, Inc. CRJ Pilot Operating Handbook


•

Differences Chapter 4b Normal Procedures <-701>

EMER FLAP Check added. (page 4b-26)

10.2.4 BEFORE START Check. • • • • • •

No need to insert OAT on PERF page, only AT (assumed temperature) if FLEX is planned. (page 4b-29) ANTI-SKID Test is omitted from Before Start Check (FFD only) No need to turn off the packs or arm the ignition prior to start engines. (page 4b-34) Fuel variance is +/- 500 lbs. (page 4b-33) FADEC engine starts. (page 4b-35) No need to verify N1 rotation prior to the introduction of fuel. (page 4b-35)

•

ENG START White Status message disappears at N2 50%. (page 4b-35)

•

If a hung/hot start occurs, the FADEC will automatically terminate the engine start (fuel & ignition removed). (page 4b-36)

10.2.5 AFTER START Check & Flow. • • • • •

Engine generators should stay in the AUTO position. (page 4b-18) Bleeds should stay in the auto position. (page 4b-38) Pack switchlights should remain on. (page 4b-38) There is no Anti-Ice Check. (page 4b-38) On the FFD, both engines need not be started at the gate since there are no FFD items that require both engines be operating on the -701 (page 4b-41)

10.2.6 TAXI Check. •

When selecting flaps for takeoff, ensure the appropriate slat configuration occurs at flaps 8, slats should be 20, at flaps 20 slats should be 25. (page 4b-42)

10.2.7 BEFORE TAKEOFF Check. •

After the engines are stabilized (just above 70% N1), advance the thrust levers to the TOGA detent. (page 4b-45)

10.2.8 AFTER TAKEOFF Check & Flow. •

The PF will place the thrust levers in the climb detent. (page 4b-47)

10.2.9 DESCENT Check. •

The -701 is a CAT C aircraft for determining straight-in approach mins. (page 4b-51)

10.2.10 BEFORE LANDING Check. •

Ensure with flaps at 45° the slats are full at 25°. (page 4b-54)

10.2.11 SECURING Check. •

Since the -701 has ISIS, there is no need to cage the STBY instrument. (page 4b-58)


UNCONTROLLED WHEN PRINTED Differences Chapter 5 Supplemental Procedures

10.3 •

10-3

12 FEB 10

Chapter 5 Supplemental Procedures

Inserted separate procedures for the following: — External Air Start (page 5-2) — Cross Bleed Start (page 5-3) — Battery Start with External Air (page 5-5) — Unpressurized Takeoff or Landing (page 5-6)

10.4 •

Takeoff and climb thrust settings are achieved via detents in the thrust lever quadrant. (page 7-1, page 7-20, page 7-20, page 7-21, page 7-21)

10.5 •

Chapter 8 Adverse Weather

For de-icing procedures, place the BLEED VALVES knob to the CLSD position. (page 8-6)

10.6 • •

Chapter 7 Maneuvers and Profiles

Chapter 9 Performance

BTMS Inop brake cooling charts differ (page 9-58) Speed Card differences (page 9-22)


UNCONTROLLED WHEN PRINTED Differences Chapter 9 Performance

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12 FEB 10



UNCONTROLLED WHEN PRINTED FMS Quick Reference Table of Contents

11-i 15 MAR 10

Chapter 11: FMS Quick Reference 11.1

Going Direct-To Waypoints ................................................................................................................. 11-1

11.2

Tracking Radials (Inbound) ................................................................................................................. 11-1

11.3

Tracking Radials (Outbound) .............................................................................................................. 11-1

11.4

Flyover Waypoints ............................................................................................................................... 11-2

11.5 User Defined Waypoints ...................................................................................................................... 11.5.1 Place Bearing/Distance waypoints.................................................................................................... 11.5.2 Along-Track Offset waypoints ........................................................................................................... 11.5.3 PLACE BRG/PLACE BRG waypoints............................................................................................... 11.5.4 LATITUDE and LONGITUDE waypoints...........................................................................................

11-2 11-2 11-2 11-3 11-3

11.6 Holding.................................................................................................................................................. 11.6.1 Holding at Flight Plan Waypoint........................................................................................................ 11.6.2 Holding at an Off-Flight Plan Waypoint............................................................................................. 11.6.3 Present Position Hold ....................................................................................................................... 11.6.4 Entering Holding ............................................................................................................................... 11.6.5 Exiting Holding .................................................................................................................................. 11.6.6 Cancelling a Holding Exit ..................................................................................................................

11-3 11-3 11-4 11-4 11-4 11-4 11-5

11.7 Approaches .......................................................................................................................................... 11-5 11.7.1 Selecting an Approach...................................................................................................................... 11-5 11.7.2 Cleaning up an Approach ................................................................................................................. 11-5 11.8 Entering SIDS and STARS................................................................................................................... 11-6 11.8.1 Setting up the FMS for a Standard Instrument Departure (SID) ....................................................... 11-6 11.8.2 Setting up the FMS for a Standard Terminal Arrival Route (STAR).................................................. 11-6


UNCONTROLLED WHEN PRINTED FMS Quick Reference Table of Contents

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UNCONTROLLED WHEN PRINTED FMS Quick Reference Going Direct-To Waypoints

11-1

12 FEB 10

Chapter 11: FMS Quick Reference 11.1

Going Direct-To Waypoints

While there are a number of different methods to accomplish tasks on the Rockwell Collins 4200 FMS, the following outlines two options of navigating directly to a waypoint. Option 1, using DIR key: — Push the DIR key to show the ACT DIRECT-TO page. This brings up a list of current flight plan waypoints. — Push the line select key next to the identifier of the waypoint that you intend to fly Direct-To. — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan. Option 2, using the LEGS page: — Push the LEGS key to show the ACT/MOD LEGS page. — Enter the waypoint into the scratchpad by either pushing the line select key next to the identifier of the waypoint that you intend to fly Direct-To, or by manually entering the waypoint identifier with the keypad. — Push the line select key next to the current TO waypoint (shown in magenta on ACT/MOD LEGS page 1) to move the waypoint from the scratchpad to the TO waypoint display line. — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan.

11.2

Tracking Radials (Inbound)

The Rockwell Collins 4200 Series FMS can only navigate TO waypoints. If a clearance is received with something other than a Course TO, the user will need to tell the FMS the actual Course TO in order for the FMS to process the data. Example: The following is a clearance to track inbound towards a VOR. Clearance: “Bluestreak 447 intercept and track inbound on the 246 degree radial from the XYZ VOR.” — Push the LEGS key to show the ACT/MOD LEGS page. — Enter a waypoint into the scratchpad by either pushing the line select key next to the identifier of the waypoint that you intend to intercept the radial to, or by manually entering the waypoint identifier with the keypad. (XYZ VOR for this example) — Push the line select key next to the current TO waypoint (shown in magenta on ACT/MOD LEGS page 1) to move the waypoint from the scratchpad to the TO waypoint display line. — At this point, the bottom right of the CDU will show INTC CRS in white-this is the Course TO the waypoint from your present position. Enter the reciprocal of the radial to be intercepted in the INTC CRS field using the Alpha-Numeric keypad. (066 degrees would be entered as the Course TO as it is the reciprocal of the 246 degree radial for this example.) — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan.

11.3

Tracking Radials (Outbound)

In order to track outbound on an assigned radial the FMS must have a defined end point to track towards. In order to track outbound see PLACE BEARING/DISTANCE in the User Defined Waypoints section (11.5).



12 FEB 10

11.4

FMS Quick Reference Flyover Waypoints

Flyover Waypoints

Some RNAV procedures contain “flyover” waypoints. As the name implies, pilots must fly over these waypoints before turning versus allowing the aircraft to lead the turn prior to the waypoint. This is accomplished by adding /0 (slash zero) to a waypoint name in the FMS. The map will show the waypoint with an arrow after it, pointing to the subsequent route reflecting that the point will be flown over before a turn on course is initiated. If a flyover is no longer necessary, pilots must delete and re-enter the waypoint (minus the /0 suffix) and execute the route change.

11.5

User Defined Waypoints

User defined waypoints are specific navigation points created by the user. These points are created by the crew and entered into the LEGS page. The FMS will track directly to these waypoints in the order in which they appear on the legs page. User defined waypoints will also allow the FMS to track outbound from a VOR, intersection, or specified waypoint for a given distance. You can define a waypoint in one of four ways: — PLACE BRG/DISTANCE-A waypoint defined as a bearing and distance from another waypoint. — Along-Track offset-A waypoint offset a specified distance that either precedes or follows a specified existing waypoint on your flight plan route. — PLACE BRG/PLACE BRG-A waypoint defined as the intersection created by bearings from two different waypoints. — LATITUDE and LONGITUDE-A waypoint defined by latitude and longitude.

11.5.1 Place Bearing/Distance waypoints: These will allow the FMS to track outbound from any waypoint on a certain bearing or Radial-From a station. It is most commonly used when given a radial to track outbound from a VOR. To create a PLACE BEARING/DISTANCE waypoint use the following format: [IDENT][BRG]/[DIST]. Example: The following is a clearance to track outbound on the XYZ VOR. Clearance: “Bluestreak 447 cleared direct to the XYZ 150 degree radial, 35 mile fix, then…” — This fix would be entered in the scratchpad as: XYZ150/35. — Once entered in the scratchpad, push the line select key in the location in the flight plan where the waypoint is to be entered. — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan.

11.5.2 Along-Track Offset waypoints: These are most commonly used when an altitude restriction is given for a certain distance from a flight plan waypoint. To create an Along-Track Offset waypoint use the following format: [IDENT]/[DIST]. When entering the distance a positive number is down-track from the flight plan waypoint being used and a negative number is before the flight plan waypoint being used. Example: When tracking east towards the XYZ VOR, the following clearance is given. Clearance: “Bluestreak 447 cross 30 miles west of the XYZ VOR at 11,000 feet.” — This would be entered in the scratchpad as: XYZ/-30. — Place the fix into the LEGS page prior to XYZ . — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan.


UNCONTROLLED WHEN PRINTED FMS Quick Reference Holding

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12 FEB 10

11.5.3 PLACE BRG/PLACE BRG waypoints: These are most commonly used when a flight plan exists where two airway routes join together at a certain point. To create a PLACE BRG/PLACE BRG waypoint use the following format: [IDENT][BRG]/[IDENT][BRG]. Example: The following clearance is given which joins to Jet routes. Clearance: “Bluestreak 447 Direct XYZ, Jet 431 to join Jet 293 to QRS as filed.” — Assume for the example that J431 follows the 090 degree radial from XYZ VOR and that J293 follows the 300 degree radial to the QRS VOR. To create this point it would be entered into the scratchpad as: XYZ090/QRS300. — Once entered in the scratchpad, push the line select key in the location in the flight plan following XYZ. — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan.

11.5.4 LATITUDE and LONGITUDE waypoints: These will allow the crew to enter a waypoint based on Latitude and Longitude coordinates. To create a LATITUDE and LONGITUDE waypoint use the following format: [NDDMM.MM WDDDMM.MM] where N & W=hemisphere, D=degrees, and M=minutes. The hemisphere designation must always precede the coordinates, and coordinates are entered using a standard of six (for latitude) and seven (for longitude) digits. The minutes entry range is from 00.00 to 59.99. Note that there are no spaces in the entry. Example: The following clearance is given to a Latitude/Longitude waypoint. Clearance: “Bluestreak 447 cleared to a Latitude/Longitude point of 39 degrees, 58.05 minutes North and 076 degrees, 37.1 minutes West.” — This would be entered in the scratchpad as: N3958.05W07637.10 — Once entered in the scratchpad, push the line select key in the location in the flight plan where the waypoint is to be entered. — Verify the flight plan change on the MFD and CDU, then push the EXEC key to execute the modified flight plan.

11.6

Holding

A flight plan can have up to six holds. Each hold can be set up at a waypoint on the flight plan, at a waypoint off the flight plan, or at the airplane's present position. A hold can be defined with an inbound course and turn direction, or a quadrant and a radial, either from a navaid or from the point on which the hold is defined. For all Holds the FMS defaults to holding inbound on the present course. If you require another course enter the course TO or radial into the appropriate field. The FMS will default to Right hand turns, if the clearance requires left turns, an L must be entered after the '/' in the INBND CRS/DIR field. Leg time will default to 60 or 90 seconds based on altitude. You may enter an alternate LEG TIME or LEG DIST in either field. It is recommended to enter an EFC time on the HOLD page to provide a reminder to the crew. If the time expires the FMS will continue the hold but will display a HOLD EFC EXPIRED message on the CDU.

11.6.1 Holding at Flight Plan Waypoint. — Push the HOLD key. — If either the ACT FPLN HOLD page or the ACT HOLD LIST page is showing, push the NEW HOLD line select key. — Push the left side line select key of the waypoint for the hold to copy the waypoint to the scratchpad. — Push the line select key for the HOLD AT prompt to move the waypoint from the scratchpad to HOLD AT prompt. — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan. — Push the LEGS key to return to the ACT LEGS page and confirm the programmed hold is in the proper sequence on the flight plan. PSA Airlines, Inc. CRJ Pilot Operating Handbook


12 FEB 10

FMS Quick Reference Holding

11.6.2 Holding at an Off-Flight Plan Waypoint. — Push the HOLD key. — If either the ACT FPLN HOLD page or the ACT HOLD LIST page is showing, push the NEW HOLD line select key. — Enter the waypoint identifier of the desired holding fix into the scratchpad. — Push the line select key for the HOLD AT prompt to move the waypoint from the scratchpad to the prompt. (HOLD AT [IDENT] shows in the scratchpad.) — Push the line select key of the waypoint that the HOLD is to precede. — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan. — Push the LEGS key to return to the ACT LEGS page and confirm the programmed hold is in the proper sequence on the flight plan.

11.6.3 Present Position Hold. — Push the HOLD key. — If either the ACT FPLN HOLD page or the ACT HOLD LIST page is showing, push the NEW HOLD line select key. — Push the PPOS line select key to show the HOLD page with the present position as the holding fix (PPOS). — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan. — Push the LEGS key to return to the ACT LEGS page and confirm the programmed hold is in the proper sequence on the flight plan.

11.6.4 Entering Holding. Once a hold has been entered into the active flight plan, the FMS automatically enters the hold once reaching the holding fix.

11.6.5 Exiting Holding. The FMS can be programmed to exit a hold from either the ACT LEGS page or the ACT FPLN HOLD page. To exit holding, arm the FMS for the exit, then execute the flight plan change. The FMS steers the airplane to exit the hold in one of three ways: • • •

If the airplane is already on the inbound turn or inbound leg of the hold, the FMS will steer the airplane along the existing holding track to exit the hold. If the airplane is on the outbound turn, the FMS will continue the turn through the outbound leg heading and back to the holding fix. If the airplane is on the outbound leg of the hold, the FMS will start an immediate turn to the inbound leg to exit the hold

The FMS-calculated exit path will show on the MFD map. To exit holding from the ACT LEGS or the ACT FPLN HOLD page: — Push the EXIT HOLD line select key. — Push the EXEC key to execute the change and exit the holding pattern.


UNCONTROLLED WHEN PRINTED FMS Quick Reference Approaches

11-5

12 FEB 10

11.6.6 Cancelling a Holding Exit. A holding exit can be cancelled at any time or any point around the holding pattern before crossing the holding fix for the exit. Exit from course reversal holds used in instrument approaches may only be cancelled before sequencing to the inbound course INTC waypoint. The FMS steers the plane to continue the hold in one of three ways: • • •

If an outbound turn is in progress, the FMS will complete the turn to the outbound leg and continue the hold. If an inbound turn is in progress, the FMS will complete the turn to the inbound leg and continue the hold. If the airplane is on the inbound leg, the FMS will continue the hold as if exit was never selected.

To cancel a holding exit: — Push the LEGS key to show the ACT LEGS page. — Push the CANCEL EXIT line select key to cancel the hold exit. — Push the EXEC key to execute the change and remain in the hold.

11.7

Approaches

Approaches are selected from the APPR or VISUAL columns on the ARRIVAL page. Select the ARRIVAL page with the DEP ARR key or with the appropriate ARR line key on the DEP/ARR INDEX page. Both visual and instrument approaches can be selected from the ARRIVAL page.

11.7.1 Selecting an Approach: — Push the DEP ARR key to show the ARRIVAL page. — Push the line key next to the desired approach under the APPR list. — Push the line select key for the desired approach transition. — Push the LEGS key to show the ACT/MOD LEGS page. — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan.

11.7.2 Cleaning up an Approach. Once on vectors at the arrival airport, the pilot should remove old waypoints no longer needed for navigation and make the approach the next waypoint. This is referred to as “cleaning up the approach” or extending the centerline. To clean up or extend the centerline of the approach: — Locate the first approach waypoint following the Discontinuity on the LEGS page and line select it to the scratchpad. — Line select the first approach waypoint to the current magenta waypoint on the first page of ACT LEGS. — INTC CRS will then appear in white at the bottom right of the CDU. (If the modification is executed at this point the navigation line will extend from the aircraft's present position to the first waypoint on the approach). — The inbound final approach course will be displayed in small numbers in the INTC CRS field. If this number represents the correct final approach course, line select the field which will cause the number to become larger. This is referred to as “make the numbers BIG.” — If the inbound approach course is not correct or numbers do not appear in the INTC CRS field, enter the proper inbound course in the scratchpad and enter it manually. — Once complete this will draw an extended centerline representing the final approach course on the MFD. — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan.



11.8

FMS Quick Reference Entering SIDS and STARS

Entering SIDS and STARS

11.8.1 Setting up the FMS for a Standard Instrument Departure (SID). To select a SID, transition route (if applicable) and departure runway: — Push the DEP ARR key to show DEPARTURE page. — Push the left side line key next to applicable SID. — Push the left side line key next to desired transition. — Use right side line key to select departure runway.

• Note • In many cases the departure transition is based on specific runway to be used and waypoints will not appear until a runway is selected. — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan. — Go to ACT LEGS page by pressing LEGS button and ensure all waypoints and runway selection are correct.

11.8.2 Setting up the FMS for a Standard Terminal Arrival Route (STAR). To select a STAR, transition route (if applicable) and approach: — Push the DEP ARR key to show the ARRIVAL page. If the aircraft has not yet reached the halfway point of the flight the DEP ARR key will need to be pushed a second time to show the ARRIVAL page. — Push the left side line key next to the applicable STAR. — Push the left side line key next to planned transition route. — Verify the flight plan change on the MFD and on the CDU, then push the EXEC key to execute the modified flight plan. — Go to ACT LEGS page by pressing LEGS button and ensure all waypoints and approach/runway selection are correct.

• Note • In some cases the full transition route will not appear unless an approach/runway is selected.


UNCONTROLLED WHEN PRINTED CRJ Pilot Operating Handbook Status Page

B-11 20 JUN 11

Instructions Insert this Status Page behind the BULLETINS Tab in the CRJ Pilot Operating Handbook. Remove Status Page A-10 dated 22 OCT 10.

Bulletin Number 01-11

Paragraph 5.15

Title Ground Low Pressure Air

Effective Date

Status

1 JUNE 11

Current


UNCONTROLLED WHEN PRINTED B-11 20 JUN 11

CRJ Pilot Operating Handbook Status Page



POH

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