A013v2_ch07[1]

Vol. 2

TR RJ/208--1, Mar 25/08

07--00--1SUPPLEMENTARY PROCEDURESTable of Contents

MASTERFlight Crew Operating ManualCSP A--013

CHAPTER 7 - SUPPLEMENTARY PROCEDURES

TABLE OF CONTENTS

Page

TABLE OF CONTENTS 07--00--1

PREFACEIntroduction 07--01--1

AIR-CONDITIONING AND PRESSURIZATIONAir-conditioning and Pressurization

Using Ground Pre-conditioned Air <0007> 07--02--1Using Ground Power Unit 07--02--1Air-conditioning on the Ground Using the APU 07--02--2Air-conditioning From Engine Bleeds During Take-off 07--02--3Unpressurized Take-off and Landing Procedure 07--02--3High Moisture-producing Cargoes <0013> <0034> <0074> 07--02--5Cargo Bay Ventilation <0043> <0053> <0059> 07--02--5Cargo Bay Air-Conditioning <0057> 07--02--6

AUTOMATIC FLIGHT CONTROL SYSTEMGeneral 07--03--1Before Take-off 07--03--1Take-off 07--03--1Climb 07--03--3Level-off 07--03--4Cruise 07--03--4Descent 07--03--5Holding 07--03--5Instrument Approaches 07--03--5Circling 07--03--6Missed Approach 07--03--6

AUXILIARY POWER UNITElectrical Requirements 07--04--1Abnormalities During APU Start 07--04--1

APU Fails to Start 07--04--1Hung Start 07--04--1

Failure of APU to Shutdown 07--04--1APU in the Service Configuration 07--04--2APU Operation With Wide-Cut Type Fuels 07--04--2

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TR RJ/208--1, Mar 25/08



CHAPTER 7 - SUPPLEMENTARY PROCEDURES

TABLE OF CONTENTS

Page

TABLE OF CONTENTS 07--00--1

PREFACEIntroduction 07--01--1

AIR-CONDITIONING AND PRESSURIZATIONAir-conditioning and Pressurization

Using Ground Pre-conditioned Air <0007> 07--02--1Using Ground Power Unit 07--02--1Air-conditioning on the Ground Using the APU 07--02--2Air-conditioning From Engine Bleeds During Take-off 07--02--3Unpressurized Take-off and Landing Procedure 07--02--3High Moisture-producing Cargoes <0013> <0034> <0074> 07--02--5Cargo Bay Ventilation <0043> <0053> <0059> 07--02--5Cargo Bay Air-Conditioning <0057> 07--02--6

AUTOMATIC FLIGHT CONTROL SYSTEMGeneral 07--03--1Before Take-off 07--03--1Take-off 07--03--1Climb 07--03--3Level-off 07--03--4Cruise 07--03--4Descent 07--03--5Holding 07--03--5Instrument Approaches 07--03--5Circling 07--03--6Missed Approach 07--03--6

AUXILIARY POWER UNITElectrical Requirements 07--04--1Abnormalities During APU Start 07--04--1

APU Fails to Start 07--04--1Hung Start 07--04--1

Failure of APU to Shutdown 07--04--1APU in the Service Configuration 07--04--2APU Operation With Wide-Cut Type Fuels 07--04--2

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FLIGHT CONTROLSCrew Coordination in the Event of Flight Control Jam 07--05--1

FUEL SYSTEMRefueling/Defueling 07--06--1

Operation 07--06--1Refuel/Defuel Control Test 07--06--1Automatic Pressure Refueling 07--06--2Manual Pressure Refueling 07--06--3Gravity Refueling 07--06--4Pressure Defueling 07--06--4Gravity Defueling 07--06--4Fuel Quantity Measuring Procedure with the Magnetic Level Indicators 07--06--4

ANTI-SKID SYSTEM - ONE CHANNEL INOPERATIVEGeneral 07--07--1Introduction 07--07--1Limitations 07--07--1

Emergency Procedures 07--07--1

Normal Procedures 07--07--2Abnormal Procedures 07--07--3

Performance 07--07--3Supplements 07--07--3

NAVIGATION SYSTEMSFlight Management System (Dual FMS) <0024> 07--08--1Flight Management System (Single FMS) <0050> 07--08--1

Prior to FMS Use 07--08--1During Flight or After Periods of Dead Reckoning (DR) Navigation 07--08--1Before Starting Engines <0025> 07--08--1Prior to Take--off 07--08--1During Operations in Icing Conditions 07--08--2

Inertial Reference System <0025> 07--08--2

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FLIGHT CONTROLSCrew Coordination in the Event of Flight Control Jam 07--05--1

FUEL SYSTEMRefueling/Defueling 07--06--1

Operation 07--06--1Refuel/Defuel Control Test 07--06--1Automatic Pressure Refueling 07--06--2Manual Pressure Refueling 07--06--3Gravity Refueling 07--06--4Pressure Defueling 07--06--4Gravity Defueling 07--06--4Fuel Quantity Measuring Procedure with the Magnetic Level Indicators 07--06--4

ANTI-SKID SYSTEM - ONE CHANNEL INOPERATIVEGeneral 07--07--1Introduction 07--07--1Limitations 07--07--1

Emergency Procedures 07--07--1

Normal Procedures 07--07--2Abnormal Procedures 07--07--3

Performance 07--07--3Supplements 07--07--3

NAVIGATION SYSTEMSFlight Management System (Dual FMS) <0024> 07--08--1Flight Management System (Single FMS) <0050> 07--08--1

Prior to FMS Use 07--08--1During Flight or After Periods of Dead Reckoning (DR) Navigation 07--08--1Before Starting Engines <0025> 07--08--1Prior to Take--off 07--08--1During Operations in Icing Conditions 07--08--2

Inertial Reference System <0025> 07--08--2

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POWER PLANTBattery / External Air Start 07--09--1Quick Turn-Around Starts 07--09--3Engine Oil Level Indication System 07--09--4Engine Oil Replenishment 07--09--6

Oil Level Control Panel Test 07--09--6Replenishment Procedures 07--09--7

CATEGORY II OPERATIONSIntroduction 07--10--1Limitations 07--10--2

Category II Required Equipment List 07--10--2Emergency Procedures 07--10--5

Autopilot Failure 07--10--5Normal Procedures 07--10--6

Radio Altimeters -- Before Take-off 07--10--6Prior To Approach 07--10--6Before Landing 07--10--6

Abnormal Procedures 07--10--10Single Engine Approach and Landing 07--10--10Engine Failure During Approach 07--10--11ADC 1 or 2 Failure 07--10--12VHF NAV 1 or 2 Failure 07--10--12FD 1 or 2 Failure 07--10--12AHRS 1 or 2 Failure or IRS 1 or 2 Failure <0025> 07--10--13Radio Altimeter or Radio Altimeter 1 or 2 Failure <0045> 07--10--13STAB CH 1 or 2 Failure 07--10--13PFD 1 or 2 Failure 07--10--14EFIS COMP MON Failure 07--10--14Left Main Generator Failure 07--10--14Right Main Generator Failure 07--10--15AFCS PITCH TRIM Failure 07--10--16Hydraulics Failure 07--10--16Autopilot Disconnect Failure 07--10--17ILS Localizer or Glideslope Failure 07--10--17HGS FAIL Status Message / Loss of AII Mode Capability <0026> 07--10--18Approach Warning during HGS AII Mode Approaches <0026> 07--10--18

Performance <TC><FAA><JAA> 07--10--19Maximum Demonstrated Wind Components <TC><FAA><JAA> 07--10--19Maximum Allowable Landing Weight for Category II Operations <JAA> 07--10--19

Performance <AR> 07--10--19

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POWER PLANTBattery / External Air Start 07--09--1Quick Turn-Around Starts 07--09--3Engine Oil Level Indication System 07--09--4Engine Oil Replenishment 07--09--6

Oil Level Control Panel Test 07--09--6Replenishment Procedures 07--09--7

CATEGORY II OPERATIONSIntroduction 07--10--1Limitations 07--10--2

Category II Required Equipment List 07--10--2Emergency Procedures 07--10--5

Autopilot Failure 07--10--5Normal Procedures 07--10--6

Radio Altimeters -- Before Take-off 07--10--6Prior To Approach 07--10--6Before Landing 07--10--6

Abnormal Procedures 07--10--10Single Engine Approach and Landing 07--10--10Engine Failure During Approach 07--10--11ADC 1 or 2 Failure 07--10--12VHF NAV 1 or 2 Failure 07--10--12FD 1 or 2 Failure 07--10--12AHRS 1 or 2 Failure or IRS 1 or 2 Failure <0025> 07--10--13Radio Altimeter or Radio Altimeter 1 or 2 Failure <0045> 07--10--13STAB CH 1 or 2 Failure 07--10--13PFD 1 or 2 Failure 07--10--14EFIS COMP MON Failure 07--10--14Left Main Generator Failure 07--10--14Right Main Generator Failure 07--10--15AFCS PITCH TRIM Failure 07--10--16Hydraulics Failure 07--10--16Autopilot Disconnect Failure 07--10--17ILS Localizer or Glideslope Failure 07--10--17HGS FAIL Status Message / Loss of AII Mode Capability <0026> 07--10--18Approach Warning during HGS AII Mode Approaches <0026> 07--10--18

Performance <TC><FAA><JAA> 07--10--19Maximum Demonstrated Wind Components <TC><FAA><JAA> 07--10--19Maximum Allowable Landing Weight for Category II Operations <JAA> 07--10--19

Performance <AR> 07--10--19

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CATEGORY IIIA OPERATION <0026>

General 07--11--1Limitations 07--11--1

Kinds of Airplane Operation 07--11--1Required Equipment List 07--11--1Systems Limitations 07--11--2

Emergency Procedures 07--11--2Normal Procedures 07--11--3

Radio Altimeters -- Before Take-Off 07--11--3Approach 07--11--3Stall Recovery Procedure 07--11--8Unusual Attitude Recovery Procedure 07--11--8

Abnormal ProceduresApproach Warning during HGS AIII Mode Approaches 07--11--9Loss of HGS AIII Mode Capability 07--11--9Head-Up Guidance System Failure 07--11--10ADC 1 or 2 Failure 07--11--11VHF NAV 1 or 2 Failure 07--11--11Radio Altimeter or Failure 07--11--12Loss of STAB CH 1 or 2 07--11--13FD 1 or 2 Failure 07--11--13Loss of Yaw Damper CH 1 and 2 07--11--13PFD 1 or 2 Failure 07--11--14EFIS COMP MON Msg 07--11--14Left Main Generator Failure 07--11--15Right Main Generator Failure 07--11--16GPWS Failure 07--11--16

Performance 07--11--16

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CATEGORY IIIA OPERATION <0026>

General 07--11--1Limitations 07--11--1

Kinds of Airplane Operation 07--11--1Required Equipment List 07--11--1Systems Limitations 07--11--2

Emergency Procedures 07--11--2Normal Procedures 07--11--3

Radio Altimeters -- Before Take-Off 07--11--3Approach 07--11--3Stall Recovery Procedure 07--11--8Unusual Attitude Recovery Procedure 07--11--8

Abnormal ProceduresApproach Warning during HGS AIII Mode Approaches 07--11--9Loss of HGS AIII Mode Capability 07--11--9Head-Up Guidance System Failure 07--11--10ADC 1 or 2 Failure 07--11--11VHF NAV 1 or 2 Failure 07--11--11Radio Altimeter or Failure 07--11--12Loss of STAB CH 1 or 2 07--11--13FD 1 or 2 Failure 07--11--13Loss of Yaw Damper CH 1 and 2 07--11--13PFD 1 or 2 Failure 07--11--14EFIS COMP MON Msg 07--11--14Left Main Generator Failure 07--11--15Right Main Generator Failure 07--11--16GPWS Failure 07--11--16

Performance 07--11--16

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CATEGORY IIIA OPERATIONNOT APPLICABLE 07--11--1

COLD WEATHER OPERATIONSGeneral 07--12--1Definitions 07--12--1

Cold Weather Operations 07--12--1Contaminants 07--12--2Critical Surfaces 07--12--3Holdover Time 07--12--5

Limitations 07--12--5Airframe Contamination 07--12--5

Clean Aircraft Concept 07--12--5Wet Aircraft and Temperatures Greater Than 0_C but Less Than 5_C 07--12--6

Clear Ice Due to Cold Fuel 07--12--7Frost Due to Cold Soaked Fuel 07--12--7Frost on the Upper Surface of the Fuselage 07--12--7Pre-flight Preparation 07--12--8

External Safety Inspection 07--12--8Cabin Preparation < TC><FAA><JAA> 07--12--10Cabin / Flight Compartment Preparation <SAAU> 07--12--10

Airframe De-icing, Anti-icing, and Inspection 07--12--10De-icing/Anti-icing Fluids 07--12--10De-icing/Anti-icing Procedures 07--12--13Removal of Loose Contamination 07--12--14Preparation for De-icing/Anti-icing 07--12--15De-icing/Anti-icing 07--12--19

Airplane Procedures During Gantry De-icing 07--12--20Phase of Flight Procedures 07--12--21

Push Back 07--12--21Engine Start 07--12--22After Engine Start 07--12--22Taxi-out 07--12--25Take-off 07--12--27Descent -- Approach 07--12--28Landing 07--12--29Taxi-in and Parking 07--12--29

Leaving the Airplane 07--12--29

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CATEGORY IIIA OPERATIONNOT APPLICABLE 07--11--1

COLD WEATHER OPERATIONSGeneral 07--12--1Definitions 07--12--1

Cold Weather Operations 07--12--1Contaminants 07--12--2Critical Surfaces 07--12--3Holdover Time 07--12--5

Limitations 07--12--5Airframe Contamination 07--12--5

Clean Aircraft Concept 07--12--5Wet Aircraft and Temperatures Greater Than 0_C but Less Than 5_C 07--12--6

Clear Ice Due to Cold Fuel 07--12--7Frost Due to Cold Soaked Fuel 07--12--7Frost on the Upper Surface of the Fuselage 07--12--7Pre-flight Preparation 07--12--8

External Safety Inspection 07--12--8Cabin Preparation < TC><FAA><JAA> 07--12--10Cabin / Flight Compartment Preparation <SAAU> 07--12--10

Airframe De-icing, Anti-icing, and Inspection 07--12--10De-icing/Anti-icing Fluids 07--12--10De-icing/Anti-icing Procedures 07--12--13Removal of Loose Contamination 07--12--14Preparation for De-icing/Anti-icing 07--12--15De-icing/Anti-icing 07--12--19

Airplane Procedures During Gantry De-icing 07--12--20Phase of Flight Procedures 07--12--21

Push Back 07--12--21Engine Start 07--12--22After Engine Start 07--12--22Taxi-out 07--12--25Take-off 07--12--27Descent -- Approach 07--12--28Landing 07--12--29Taxi-in and Parking 07--12--29

Leaving the Airplane 07--12--29

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PageOPERATION ON CONTAMINATED RUNWAYS

General 07--13--1Definitions 07--13--1

Damp 07--13--1Wet 07--13--1Standing Water 07--13--1Slush 07--13--1Wet Snow 07--13--1Dry Snow 07--13--1Dry Ice 07--13--2Wet Ice 07--13--2

Limitations and Recommendations 07--13--2Limitations 07--13--2Recommendations 07--13--2Additional Requirements <SAAU> 07--13--2

Hydroplaning 07--13--3Take-off 07--13--4Landing 07--13--4

Crosswind Landings 07--13--5Use of Reverse Thrust 07--13--6

HOT WEATHER OPERATIONGeneral 07--14--1Pre-flight Preparation 07--14--1Taxi-out and Take-off 07--14--2

Taxi-out 07--14--2Take-off 07--14--3

Landing 07--14--3Landing 07--14--3Brake Cooling 07--14--4

FLIGHT IN TURBULENCEGeneral 07--15--1Turbulence Penetration 07--15--1

Autopilot 07--15--1Airspeed 07--15--1Altitude 07--15--1Attitude 07--15--2Engine 07--15--2Flaps/Spoilers 07--15--2Passenger / Cabin Crew Considerations 07--15--2

OPERATION IN VOLCANIC ASH/DUSTGeneral 07--16--1Detection 07--16--1Effects 07--16--1Corrective Actions 07--16--2

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PageOPERATION ON CONTAMINATED RUNWAYS

General 07--13--1Definitions 07--13--1

Damp 07--13--1Wet 07--13--1Standing Water 07--13--1Slush 07--13--1Wet Snow 07--13--1Dry Snow 07--13--1Dry Ice 07--13--2Wet Ice 07--13--2

Limitations and Recommendations 07--13--2Limitations 07--13--2Recommendations 07--13--2Additional Requirements <SAAU> 07--13--2

Hydroplaning 07--13--3Take-off 07--13--4Landing 07--13--4

Crosswind Landings 07--13--5Use of Reverse Thrust 07--13--6

HOT WEATHER OPERATIONGeneral 07--14--1Pre-flight Preparation 07--14--1Taxi-out and Take-off 07--14--2

Taxi-out 07--14--2Take-off 07--14--3

Landing 07--14--3Landing 07--14--3Brake Cooling 07--14--4

FLIGHT IN TURBULENCEGeneral 07--15--1Turbulence Penetration 07--15--1

Autopilot 07--15--1Airspeed 07--15--1Altitude 07--15--1Attitude 07--15--2Engine 07--15--2Flaps/Spoilers 07--15--2Passenger / Cabin Crew Considerations 07--15--2

OPERATION IN VOLCANIC ASH/DUSTGeneral 07--16--1Detection 07--16--1Effects 07--16--1Corrective Actions 07--16--2

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WINDSHEARGeneral 07--17--1Detection 07--17--1Precautionary Actions 07--17--2Recovery Procedures 07--17--4

General 07--17--4First Flight of the Day Check 07--17--4Windshear Warning 07--17--4Windshear Caution (Alert) 07--17--4Windshear Warning During Take-off 07--17--5Windshear Warning During Approach and Landing 07--17--7Windshear Cautions During Approach and Landing 07--17--8

Windshear Aural / Visual and Warning System 07--17--8GPWS and Windshear Detection and Warning System(First Flight of the Day) 07--17--8Windshear Warning 07--17--10Windshear Caution (Alert) 07--17--12

AURAL/VISUAL WARNING SYSTEMGround Proximity Warnings 07--18--1Ground Proximity Alerting <0040> 07--18--1

Ground Proximity Warnings <0040> 07--18--1Ground Proximity Cautions <0040> 07--18--1

Overspeed 07--18--2Windshear Detection and Warning System 07--18--2Traffic Alert and Collision Avoidance System 07--18--2

First Flight of the Day Check 07--18--2TCAS Resolution Advisory During Flight 07--18--3TCAS Traffic Advisory During Flight 07--18--4No Bearing Advisory 07--18--4

OPERATION AT HIGH ALTITUDE AIRPORTS <0090>

Introduction 07--19--1Limitations 07--19--1

Effectivity 07--19--1Pressurization System 07--19--1Altitude and Temperature Operating Limit 07--19--1Operating Limitations 07--19--3Avionics System 07--19--3

Emergency Procedures 07--19--3Normal Procedures 07--19--3Abnormal Procedures 07--19--3Performance 07--19--3

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WINDSHEARGeneral 07--17--1Detection 07--17--1Precautionary Actions 07--17--2Recovery Procedures 07--17--4

General 07--17--4First Flight of the Day Check 07--17--4Windshear Warning 07--17--4Windshear Caution (Alert) 07--17--4Windshear Warning During Take-off 07--17--5Windshear Warning During Approach and Landing 07--17--7Windshear Cautions During Approach and Landing 07--17--8

Windshear Aural / Visual and Warning System 07--17--8GPWS and Windshear Detection and Warning System(First Flight of the Day) 07--17--8Windshear Warning 07--17--10Windshear Caution (Alert) 07--17--12

AURAL/VISUAL WARNING SYSTEMGround Proximity Warnings 07--18--1Ground Proximity Alerting <0040> 07--18--1

Ground Proximity Warnings <0040> 07--18--1Ground Proximity Cautions <0040> 07--18--1

Overspeed 07--18--2Windshear Detection and Warning System 07--18--2Traffic Alert and Collision Avoidance System 07--18--2

First Flight of the Day Check 07--18--2TCAS Resolution Advisory During Flight 07--18--3TCAS Traffic Advisory During Flight 07--18--4No Bearing Advisory 07--18--4


Introduction 07--19--1Limitations 07--19--1

Effectivity 07--19--1Pressurization System 07--19--1Altitude and Temperature Operating Limit 07--19--1Operating Limitations 07--19--3Avionics System 07--19--3

Emergency Procedures 07--19--3Normal Procedures 07--19--3Abnormal Procedures 07--19--3Performance 07--19--3

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AHRS OPERATIONS IN LOCALIZED MAGNETIC FIELD ANOMALIESIntroduction 07--20--1Rapid Alignment Procedure 07--20--1Manual Alignment Procedure 07--20--2Take--off From Runways With Known Magnetic Anomalies 07--20--3After Take-off 07--20--3

FUEL FEED CHECK VALVE TESTIntroduction <JAA> 07--21--1Limitations <JAA> 07--21--1Emergency Procedures <JAA> 07--21--1Normal Procedures <JAA> 07--21--1

Cleared to Start Check 07--21--1Shutdown Check 07--21--2

Abnormal Procedures <JAA> 07--21--2Performance <JAA> 07--21--2Supplements <JAA> 07--21--2

SUPER-COOLED LARGE DROPLET ICINGIcing Conditions 07--23--1Cloud Forms 07--23--1Icing Process 07--23--1Ice Form 07--23--1Super--cooled Large Droplet Icing Conditions 07--23--1Recognition of Super--cooled Large Droplet Icing Conditions 07--23--2Procedures 07--23--2

NOISE CHARACTERISTICS

Introduction 07---24---1Limitations 07---24---1Emergency Procedures 07---24---1Normal Procedures 07---24---1Abnormal Procedures 07---24---1Performance 07---24---1Noise Characteristics 07---24---1Certification Airplane Configuration 07---24---1Certificated Noise Levels 07---24---2

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AHRS OPERATIONS IN LOCALIZED MAGNETIC FIELD ANOMALIESIntroduction 07--20--1Rapid Alignment Procedure 07--20--1Manual Alignment Procedure 07--20--2Take--off From Runways With Known Magnetic Anomalies 07--20--3After Take-off 07--20--3

FUEL FEED CHECK VALVE TESTIntroduction <JAA> 07--21--1Limitations <JAA> 07--21--1Emergency Procedures <JAA> 07--21--1Normal Procedures <JAA> 07--21--1

Cleared to Start Check 07--21--1Shutdown Check 07--21--2

Abnormal Procedures <JAA> 07--21--2Performance <JAA> 07--21--2Supplements <JAA> 07--21--2

SUPER-COOLED LARGE DROPLET ICINGIcing Conditions 07--23--1Cloud Forms 07--23--1Icing Process 07--23--1Ice Form 07--23--1Super--cooled Large Droplet Icing Conditions 07--23--1Recognition of Super--cooled Large Droplet Icing Conditions 07--23--2Procedures 07--23--2

NOISE CHARACTERISTICS

Introduction 07---24---1Limitations 07---24---1Emergency Procedures 07---24---1Normal Procedures 07---24---1Abnormal Procedures 07---24---1Performance 07---24---1Noise Characteristics 07---24---1Certification Airplane Configuration 07---24---1Certificated Noise Levels 07---24---2

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PERFORMANCE PENALTIES FOR OPERATION WITH AIRPLANE SYSTEMS INOPERATIVE

Introduction 07---25---1Limitations 07---25---1Integrated Drive Generator (IDG) 1 or 2 Inoperative 07--25--1Engine-Driven Pump (EDP) 1 or 2 Inoperative 07--25--1AC Hydraulic Pump 1 Inoperative 07--25--1AC Hydraulic Pump 2 Inoperative 07--25--1

Emergency Procedures 07--25--1Normal Procedures 07--25--1Abnormal Procedures 07--25--1Performance 07--25--1AC Hydraulic Pump 1 Inoperative 07--25--2

AC Hydraulic Pump 2 Inoperative 07--25--2

Engine Cowl Anti-ice Pressure Relief Valve Inoperative 07--25--8Nose Wheel Steering Inoperative 07--25--8

Ground Spoilers Inoperative 07--25--8

Supplements 07--25--8

SINGLE ENGINE TAXI

Single Engine Taxi 07---26---1General 07--26--1

Taxiing 07--26--1

BOUNCED LANDING PROCEDUREGeneral 07--27--1

STALL RECOVERY PROCEDUREIntroduction 07--28--1Certification Requirements 07--28--1Factors Affecting the Stall 07--28--1Stall Recovery 07--28--2General 07--28--2High Altitude Stalls 07--28--2Engine at Low RPM 07--28--2Engine at High RPM 07--28--3Recovery on Stick Shaker 07--28--3Recovery on Stick Pusher 07--28--3Stall Recovery Technique 07--28--3

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PERFORMANCE PENALTIES FOR OPERATION WITH AIRPLANE SYSTEMS INOPERATIVE

Introduction 07---25---1Limitations 07---25---1Integrated Drive Generator (IDG) 1 or 2 Inoperative 07--25--1Engine-Driven Pump (EDP) 1 or 2 Inoperative 07--25--1AC Hydraulic Pump 1 Inoperative 07--25--1AC Hydraulic Pump 2 Inoperative 07--25--1

Emergency Procedures 07--25--1Normal Procedures 07--25--1Abnormal Procedures 07--25--1Performance 07--25--1AC Hydraulic Pump 1 Inoperative 07--25--2

AC Hydraulic Pump 2 Inoperative 07--25--2

Engine Cowl Anti-ice Pressure Relief Valve Inoperative 07--25--8Nose Wheel Steering Inoperative 07--25--8

Ground Spoilers Inoperative 07--25--8

Supplements 07--25--8

SINGLE ENGINE TAXI

Single Engine Taxi 07---26---1General 07--26--1

Taxiing 07--26--1

BOUNCED LANDING PROCEDUREGeneral 07--27--1

STALL RECOVERY PROCEDUREIntroduction 07--28--1Certification Requirements 07--28--1Factors Affecting the Stall 07--28--1Stall Recovery 07--28--2General 07--28--2High Altitude Stalls 07--28--2Engine at Low RPM 07--28--2Engine at High RPM 07--28--3Recovery on Stick Shaker 07--28--3Recovery on Stick Pusher 07--28--3Stall Recovery Technique 07--28--3

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LIST OF ILLUSTRATIONSPage

CATEGORY II OPERATIONS <JAA>

Figure 07--10--1 Landing Weight Limited by Climb Requirements --Approach Flaps 8_, Landing Flaps 45_;for Category II Operations <JAA, 0006> 07--10--23

Figure 07--10--2 Landing Weight Limited by Climb Requirements --Approach Flaps 20_, Landing Flaps 45_;for Category II Operations <JAA> 07--10--24

Figure 07--10--1 Landing Weight Limited by Climb Requirements --Approach Flaps 8_, Landing Flaps 45_;for Category II Operations <JAA, 0005, 0006> 07--10--25


Figure 07--10--1 Landing Weight Limited by Climb Requirements --Approach Flaps 8_, Landing Flaps 45_;for Category II Operations <JAA, 0005, 0006, 0068> 07--10--27


COLD WEATHER OPERATIONS

Figure 07--12--1 Airplane Critical Surfaces for Cold Weather Operations 07--12--4


Figure 07--19--1 Altitude and Temperature Operating Limits 07--19--2

PERFORMANCE PENALTIES FOR OPERATION WITH

AIRPLANE SYSTEMS INOPERATIVE

Figure 07--25--1 Available Accelerate-Stop Distance Correction 07--25--3Figure 07--25--2 Required Accelerate-Stop Distance Correction 07--25--4

Figure 07--25--3 Landing Field Length -- Flaps 45_ <type spec> 07--25--6

Figure 07--25--4 Landing Field Length -- Flaps 45_ <0005><0048><0073> 07--25--7

Figure 07--25--4 Landing Field Length -- Flaps 45_ <MST> 07--25--7

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LIST OF ILLUSTRATIONSPage

CATEGORY II OPERATIONS <JAA>


Figure 07--10--2 Landing Weight Limited by Climb Requirements --Approach Flaps 20_, Landing Flaps 45_;for Category II Operations <JAA> 07--10--24



Figure 07--10--1 Landing Weight Limited by Climb Requirements --Approach Flaps 8_, Landing Flaps 45_;for Category II Operations <JAA, 0005, 0006, 0068> 07--10--27


COLD WEATHER OPERATIONS

Figure 07--12--1 Airplane Critical Surfaces for Cold Weather Operations 07--12--4


Figure 07--19--1 Altitude and Temperature Operating Limits 07--19--2

PERFORMANCE PENALTIES FOR OPERATION WITH

AIRPLANE SYSTEMS INOPERATIVE

Figure 07--25--1 Available Accelerate-Stop Distance Correction 07--25--3Figure 07--25--2 Required Accelerate-Stop Distance Correction 07--25--4

Figure 07--25--3 Landing Field Length -- Flaps 45_ <type spec> 07--25--6

Figure 07--25--4 Landing Field Length -- Flaps 45_ <0005><0048><0073> 07--25--7

Figure 07--25--4 Landing Field Length -- Flaps 45_ <MST> 07--25--7

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07--01--1SUPPLEMENTARY PROCEDURESPreface


INTRODUCTION

Supplementary procedures are normal procedures not related to a specific phase of flight and areaccomplished ‘as required’, and not routinely performed on each flight. Thatmay include proceduresto conform with Air Traffic Control (ATC) instructions and other considerations, and for the operationof airplane systems which are used either as an option or as the situation warrants (e.g. Cat IIoperations, etc.)

The supplementary procedures contained in this chapter are organized by system, sequencedsimilar to the Flight Crew Operating Manual (FCOM) Vol.1, Systems Description. Theserecommended procedures are usually accomplished by recall (memory). However, certainprocedureswhich are not performed frequently, should preferably be performed with reference to theFCOM.

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07--01--1SUPPLEMENTARY PROCEDURESPreface


INTRODUCTION

Supplementary procedures are normal procedures not related to a specific phase of flight and areaccomplished ‘as required’, and not routinely performed on each flight. Thatmay include proceduresto conform with Air Traffic Control (ATC) instructions and other considerations, and for the operationof airplane systems which are used either as an option or as the situation warrants (e.g. Cat IIoperations, etc.)

The supplementary procedures contained in this chapter are organized by system, sequencedsimilar to the Flight Crew Operating Manual (FCOM) Vol.1, Systems Description. Theserecommended procedures are usually accomplished by recall (memory). However, certainprocedureswhich are not performed frequently, should preferably be performed with reference to theFCOM.

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07--02--1SUPPLEMENTARY PROCEDURESAir--Conditioning and Pressurization


1. AIR--CONDITIONING AND PRESSURIZATION

A. Using Ground Pre-conditioned Air <0007>

The flight compartment and cabin can be air-conditioned by using a pre-conditioned airsource attached to the Low Pressure (LP) ground supply connection, located on theright hand underside of the fuselage. This air goes directly into the distribution manifoldand into the airplane interior.

WARNING

When using air-conditioning on the ground, ensurethat the passenger door handle is unlatched (notstowed), to prevent inadvertently pressurizing theairplane.

B. Using Ground Power Unit

A ground power unit to supply high pressure pneumatic air is attached to the HighPressure (HP) ground service connection located on the left hand side of the fuselage.This provides bleed air to run the air-conditioning packs for cooling the airplane interiorand for starting engine. For engine starting, refer to the procedures in Chapter 4:NORMAL PROCEDURES -- ENGINE STARTING of this manual. The pneumatic airsupply should be adequate to keep the pack valves open to ensure the properoperation of the system. Two-pack operation is accomplished by opening the 10THSTAGE ISOL valve.

(1) BATTERY MASTER switch ON. . . . . . . . . . . . . . .

(2) AC Power Establish. . . . . . . . . . . . . . . . . . . . . . . . . S Either from the APU or aground power cart.

(3) Manual Mode TemperatureControl switch/lights Off. . . . . . . . . . . . . . . . . . . . . . S Pressed out (flushed);

Selects automatic control;MAN lights out.

(4) L PACK On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S Press in switch/light. OFFlight goes out.

(5) 10TH STAGE ISOL valve OPEN. . . . . . . . . . . . . S OPEN light comes on.

(6) R PACK On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S Press in switch/light. OFFlight goes out.

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1. AIR--CONDITIONING AND PRESSURIZATION

A. Using Ground Pre-conditioned Air <0007>

The flight compartment and cabin can be air-conditioned by using a pre-conditioned airsource attached to the Low Pressure (LP) ground supply connection, located on theright hand underside of the fuselage. This air goes directly into the distribution manifoldand into the airplane interior.

WARNING


B. Using Ground Power Unit

A ground power unit to supply high pressure pneumatic air is attached to the HighPressure (HP) ground service connection located on the left hand side of the fuselage.This provides bleed air to run the air-conditioning packs for cooling the airplane interiorand for starting engine. For engine starting, refer to the procedures in Chapter 4:NORMAL PROCEDURES -- ENGINE STARTING of this manual. The pneumatic airsupply should be adequate to keep the pack valves open to ensure the properoperation of the system. Two-pack operation is accomplished by opening the 10THSTAGE ISOL valve.

(1) BATTERY MASTER switch ON. . . . . . . . . . . . . . .

(2) AC Power Establish. . . . . . . . . . . . . . . . . . . . . . . . . S Either from the APU or aground power cart.

(3) Manual Mode TemperatureControl switch/lights Off. . . . . . . . . . . . . . . . . . . . . . S Pressed out (flushed);

Selects automatic control;MAN lights out.

(4) L PACK On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S Press in switch/light. OFFlight goes out.

(5) 10TH STAGE ISOL valve OPEN. . . . . . . . . . . . . S OPEN light comes on.

(6) R PACK On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S Press in switch/light. OFFlight goes out.

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WARNING


C. Air-conditioning on the Ground Using the APU

The APU is used to provide air-conditioning on the ground, as follows:

(1) APU Operating PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Check that APU AVAIL light is on.

(2) 10TH STAGE, L and R BLEED AIR valves CLOSED PLT. . . . . . . . . . . . . . . . .

S Switch/light is pressed out and check that L and R CLOSED lights are on,

S L and R 10TH SOV CLSD status messages are on.

(3) APU LCV Open PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press in switch/light and check that APU LCV OPEN light and statusmessage come on.

(4) 10TH STAGE ISOL valve OPEN PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press in switch/light and check that 10TH ISOL OPEN light and statusmessage come on.

(5) L and R PACKs On PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press in switch/lights and check that L and R PACK OFF lights and statusmessages go out.

(6) Cabin and cockpit mode and temperature Set as desired CPLT. . . . . . . . . . . . . .

NOTE

Flight compartment and duct temperatures should notexceed 71_C (160_F) or be less than 3_C (37_F)duringmanual mode operations.

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WARNING


C. Air-conditioning on the Ground Using the APU

The APU is used to provide air-conditioning on the ground, as follows:

(1) APU Operating PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Check that APU AVAIL light is on.

(2) 10TH STAGE, L and R BLEED AIR valves CLOSED PLT. . . . . . . . . . . . . . . . .

S Switch/light is pressed out and check that L and R CLOSED lights are on,

S L and R 10TH SOV CLSD status messages are on.

(3) APU LCV Open PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press in switch/light and check that APU LCV OPEN light and statusmessage come on.

(4) 10TH STAGE ISOL valve OPEN PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press in switch/light and check that 10TH ISOL OPEN light and statusmessage come on.

(5) L and R PACKs On PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press in switch/lights and check that L and R PACK OFF lights and statusmessages go out.

(6) Cabin and cockpit mode and temperature Set as desired CPLT. . . . . . . . . . . . . .

NOTE

Flight compartment and duct temperatures should notexceed 71_C (160_F) or be less than 3_C (37_F)duringmanual mode operations.

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D. Air-conditioning From Engine Bleeds During Take-off

If the engine bleed is desired to provide air-conditioning during take-off, transferbleeds as follows:

(1) 10TH STAGE, R BLEED AIR valves Open PLT. . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) 10TH STAGE ISOL valve Closed PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) 10TH STAGE, L BLEED AIR valves Open PLT. . . . . . . . . . . . . . . . . . . . . . . . . . .

(4) APU LCV Check closed PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press out LCV switch/light to match APU LCV position, i.e. closed.

E. Unpressurized Take-off and Landing Procedure

The procedures outlined below are recommended when performing a no-engine bleed(for whatever reason) take-off and landing, with the APU inoperative or selected OFFfor performance reasons.

Before Take-off

When the engine bleeds cannot be used for take-off (due to hot ambient temperature -short runway combination, etc.) and the APU is inoperative, the following proceduresare recommended:

(1) PRESS CONT switch Auto. . . . . . . . . . . . . . . . . . . S Pressed out. MAN light goesout.

(2) L and R PACKs OFF. . . . . . . . . . . . . . . . . . . . . . . . S Pressed out. OFF lightscome on.

(3) 10TH STAGE, ISOL valve Closed. . . . . . . . . . . . S OPEN light goes off.

(4) 10TH STAGE,L and R BLEED AIR CLOSED. . . . . . . . . . . . . . . S L and R CLOSED lights

come on.

(5) RAM-AIR switch OPEN. . . . . . . . . . . . . . . . . . . . . S Pressed in. OPEN lightcomes on.

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D. Air-conditioning From Engine Bleeds During Take-off

If the engine bleed is desired to provide air-conditioning during take-off, transferbleeds as follows:

(1) 10TH STAGE, R BLEED AIR valves Open PLT. . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) 10TH STAGE ISOL valve Closed PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) 10TH STAGE, L BLEED AIR valves Open PLT. . . . . . . . . . . . . . . . . . . . . . . . . . .

(4) APU LCV Check closed PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Press out LCV switch/light to match APU LCV position, i.e. closed.

E. Unpressurized Take-off and Landing Procedure

The procedures outlined below are recommended when performing a no-engine bleed(for whatever reason) take-off and landing, with the APU inoperative or selected OFFfor performance reasons.

Before Take-off

When the engine bleeds cannot be used for take-off (due to hot ambient temperature -short runway combination, etc.) and the APU is inoperative, the following proceduresare recommended:



(3) 10TH STAGE, ISOL valve Closed. . . . . . . . . . . . S OPEN light goes off.

(4) 10TH STAGE,L and R BLEED AIR CLOSED. . . . . . . . . . . . . . . S L and R CLOSED lights

come on.


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After Take-off

At a safe altitude, preferably between 1,500 and 3,000 feet above field elevation:

(6) RAM-AIR switch Close. . . . . . . . . . . . . . . . . . . . . . S Pressed out. OPEN lightgoes off.

(7) 10TH STAGE,L and R BLEED AIR Open. . . . . . . . . . . . . . . . . . . S L and R CLOSED lights go

off.

(8) L and R PACKs On. . . . . . . . . . . . . . . . . . . . . . . . . S Pressed in. OFF lights gooff.

NOTE

If an engine failure occurs, delay turning on the bleedsuntil after obstacle clearance is assured.

Landing

The procedures outlined below are recommended if engine bleeds are not to be usedduring landing, with the APU inoperative or selected OFF for performance reasons.

When below 10,000 feet AGL:


At the turn to final approach:



(4) LDG ELEV Set to 3,000 feet. . . . . . . . . . . . . . . . .landing field elevation

NOTE

Avoid high rates of descent for passenger comfort.

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After Take-off

At a safe altitude, preferably between 1,500 and 3,000 feet above field elevation:

(6) RAM-AIR switch Close. . . . . . . . . . . . . . . . . . . . . . S Pressed out. OPEN lightgoes off.

(7) 10TH STAGE,L and R BLEED AIR Open. . . . . . . . . . . . . . . . . . . S L and R CLOSED lights go

off.

(8) L and R PACKs On. . . . . . . . . . . . . . . . . . . . . . . . . S Pressed in. OFF lights gooff.

NOTE

If an engine failure occurs, delay turning on the bleedsuntil after obstacle clearance is assured.

Landing

The procedures outlined below are recommended if engine bleeds are not to be usedduring landing, with the APU inoperative or selected OFF for performance reasons.

When below 10,000 feet AGL:


At the turn to final approach:



(4) LDG ELEV Set to 3,000 feet. . . . . . . . . . . . . . . . .landing field elevation

NOTE

Avoid high rates of descent for passenger comfort.

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F. High Moisture-producing Cargoes <0013> <0034> <0074>

Conditioned air for the cargo bay may be controlled as necessary using the CARGOswitch on the AIR-CONDITIONING panel, for transportation of high moisture-producingcargoes such as live animals. Excessive moisture accumulation may cause iceformation on the outflow valves if the air-conditioning system is not able to remove themoisture adequately. Check the outflow valves for normal operation at regular intervalsduring flight. Select the appropriate setting on the CARGO switch, as applicable (referto the FCOM Vol.1, Chapter 2, Air-Conditioning and Pressurization). It will benecessary to go to manual mode (PRESS CONT to MAN), select the maximumincrease setting on the MAN RATE selector and to set the CABIN ALT at 500 feetabove the indicated or anticipated cabin altitude, to prevent the possible restriction ofthe outflow valves due to ice formation.

NOTE

1. The cargo air-conditioning system has a limited coolingcapability.

2. For ground operations with the cargo bay door open,the cargo air-conditioning switch may be set to CONDAIR. For ambient temperatures above 30_C (86_F),this may result in a CARGO OVHT caution message.The cargo air-conditioning switch must be reset to FANafter the cargo bay door has been closed.

3. If live cargo is being transported at high ambienttemperatures, the cargo air-conditioning switch shouldonly be set to COND AIR after take-off.

G. Cargo Bay Ventilation <0043> <0053> <0059>

If required:

(1) CARGO switch Set PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S FAN - used for normal operations;

S OFF - used to shut off airflow to the cargo bay area.

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F. High Moisture-producing Cargoes <0013> <0034> <0074>

Conditioned air for the cargo bay may be controlled as necessary using the CARGOswitch on the AIR-CONDITIONING panel, for transportation of high moisture-producingcargoes such as live animals. Excessive moisture accumulation may cause iceformation on the outflow valves if the air-conditioning system is not able to remove themoisture adequately. Check the outflow valves for normal operation at regular intervalsduring flight. Select the appropriate setting on the CARGO switch, as applicable (referto the FCOM Vol.1, Chapter 2, Air-Conditioning and Pressurization). It will benecessary to go to manual mode (PRESS CONT to MAN), select the maximumincrease setting on the MAN RATE selector and to set the CABIN ALT at 500 feetabove the indicated or anticipated cabin altitude, to prevent the possible restriction ofthe outflow valves due to ice formation.

NOTE



3. If live cargo is being transported at high ambienttemperatures, the cargo air-conditioning switch shouldonly be set to COND AIR after take-off.

G. Cargo Bay Ventilation <0043> <0053> <0059>

If required:

(1) CARGO switch Set PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S FAN - used for normal operations;


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H. Cargo Bay Air--conditioning <0057>

If required to use cargo air-conditioning:

(1) CARGO switch Set PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to the required setting.

S FAN - used for fan only operations;

S COND AIR - used when air-conditioning is required;


NOTE



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H. Cargo Bay Air--conditioning <0057>

If required to use cargo air-conditioning:

(1) CARGO switch Set PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .to the required setting.

S FAN - used for fan only operations;

S COND AIR - used when air-conditioning is required;


NOTE



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TR RJ/208--1, Mar 25/08

07--03--1SUPPLEMENTARY PROCEDURESAutomatic Flight Control System


GENERAL

The procedures outlined in this section address the operation of the Automatic Flight Control System(AFCS) and its interface with the other airplane systems peculiar to the Regional Jet. Thepresentation is by phase of flight as applicable, and it is assumed that the AFCSand other correlatedsystems are fully operational and are being utilized to their full capacity. The following proceduresonly serve to supplement the normal procedures and should be employed as applicable.

The AFCSautomaticallymoves and controls the airplane’s flight control surfaces or gives commandsto the flight crew to follow guidance commands on the PFDs, depending on the AFCS selectionmade. Selection of any of the mode switches on the flight control panel (FCP), will illuminate theMode/FCC Channel indicators located adjacent to each mode switch.

Foramore elaborate description of the procedures outlined herein, refer to the procedures inChapter4; NORMAL PROCEDURES - APPROACH AND LANDING, of this manual.

For a more detailed description of the AFCS and its controls and indications, refer to the Flight CrewOperating Manual (FCOM ),Vol.1.

BEFORE TAKE - OFF

(1) Take-off data Computed / Set PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Navigation instruments Set Both. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Course Set / Cross-check Both. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S For departure, using the course select knobs - CRS 1 & CRS 2 on the FCP.

S Pilot and Copilot will cross-check each other’s PFD for concurrence.

(4) Heading Set PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To runway heading, using the heading (HDG) select knob.

(5) Target altitude Set PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S As required, using the altitude (ALT) preselect knob.

TAKE - OFF

Effectivity:

S Airplanes incorporating the --404 or the --604 Flight Control Computer:

NOTE

During take-off, the flight control panel (FCP) mustnot be used until 400 feet AGL. <TC> <JAA>

During take-off, the flight guidance mode must notbe selected below 1,000 feet AGL or 200 KIAS,whichever comes first, and never below 400 feetAGL. <FAA>

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TR RJ/208--1, Mar 25/08



GENERAL

The procedures outlined in this section address the operation of the Automatic Flight Control System(AFCS) and its interface with the other airplane systems peculiar to the Regional Jet. Thepresentation is by phase of flight as applicable, and it is assumed that the AFCSand other correlatedsystems are fully operational and are being utilized to their full capacity. The following proceduresonly serve to supplement the normal procedures and should be employed as applicable.

The AFCSautomaticallymoves and controls the airplane’s flight control surfaces or gives commandsto the flight crew to follow guidance commands on the PFDs, depending on the AFCS selectionmade. Selection of any of the mode switches on the flight control panel (FCP), will illuminate theMode/FCC Channel indicators located adjacent to each mode switch.

Foramore elaborate description of the procedures outlined herein, refer to the procedures inChapter4; NORMAL PROCEDURES - APPROACH AND LANDING, of this manual.

For a more detailed description of the AFCS and its controls and indications, refer to the Flight CrewOperating Manual (FCOM ),Vol.1.

BEFORE TAKE - OFF

(1) Take-off data Computed / Set PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Navigation instruments Set Both. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Course Set / Cross-check Both. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S For departure, using the course select knobs - CRS 1 & CRS 2 on the FCP.

S Pilot and Copilot will cross-check each other’s PFD for concurrence.

(4) Heading Set PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To runway heading, using the heading (HDG) select knob.

(5) Target altitude Set PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S As required, using the altitude (ALT) preselect knob.

TAKE - OFF

Effectivity:


NOTE



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SUPPLEMENTARY PROCEDURESAutomatic Flight Control System

Vol. 2


TAKE - OFF (CONT’D)

When lined-up on the runway centerline:

(1) Take-Off / Go-Around (TOGA) switch Press PLT. . . . . . . . . . . . . . .S Flight director command cues will automatically appear on the PFDs.

Effectivity:

S Airplanes not incorporating the--904 or the --037 Flight Control Computer:

S The initial target for rotation must be 10 degrees.

S Do not use vertical take-off mode. Use pitch mode with a target of 10 degrees.

S To obtain pitch mode, select TO as normal, then rotate the Flight Control Panel(FCP) VS pitch wheel to reduce the FD command to 10 degrees.

NOTE

The VS pitch wheel will adjust the FD command in0.50 degree steps.

At VR:

WARNING

Excessive rotation rates (exceeding 3 degrees persecond) or over-rotations may lead to high pitchattitudes and angles of attack being attained while theaircraft is near the ground. This can reduce stall marginssignificantly resulting in stick shaker / pusher activationand potentially loss of control. Pilots must rotatesmoothly towards the target pitch attitude then transitionto speed control.

(2) Airplane Rotate PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Smoothly towards the target pitch attitude in one continuous motion.

NOTEThe flight director guidance represents an initial targetfor rotation only and does not guarantee that therecommended climb speed will be achieved /maintained under all conditions. Pilots must transitionto speed immediately after initial rotation.

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TAKE - OFF (CONT’D)

When lined-up on the runway centerline:

(1) Take-Off / Go-Around (TOGA) switch Press PLT. . . . . . . . . . . . . . .S Flight director command cues will automatically appear on the PFDs.

Effectivity:

S Airplanes not incorporating the--904 or the --037 Flight Control Computer:

S The initial target for rotation must be 10 degrees.

S Do not use vertical take-off mode. Use pitch mode with a target of 10 degrees.

S To obtain pitch mode, select TO as normal, then rotate the Flight Control Panel(FCP) VS pitch wheel to reduce the FD command to 10 degrees.

NOTE

The VS pitch wheel will adjust the FD command in0.50 degree steps.

At VR:

WARNING

Excessive rotation rates (exceeding 3 degrees persecond) or over-rotations may lead to high pitchattitudes and angles of attack being attained while theaircraft is near the ground. This can reduce stall marginssignificantly resulting in stick shaker / pusher activationand potentially loss of control. Pilots must rotatesmoothly towards the target pitch attitude then transitionto speed control.

(2) Airplane Rotate PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Smoothly towards the target pitch attitude in one continuous motion.

NOTEThe flight director guidance represents an initial targetfor rotation only and does not guarantee that therecommended climb speed will be achieved /maintained under all conditions. Pilots must transitionto speed immediately after initial rotation.

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TAKE - OFF (CONT’D)(3) Pitch attitude Adjust PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S To achieve an airspeed of not less than V2 + 10 KIAS.

NOTEStall margins may be improved by reducing initial pitchattitude.

At a safe altitude (400 feet AGL minimum):

Effectivity:


NOTE



(4) Speed mode Select PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the speed mode (SPEED) switch.

(5) Autopilot Engage PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the autopilot engage (AP) switch (not below 600 feet AGL).

(6) Heading mode Select PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the heading select (HDG) switch.

At 1,000 feet above airport elevation (AAE):(7) Target speed Select PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Using the speed bug (SPEED) knob.

If a turn is required after take-off:

(8) Heading Set as required PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S At 3,000 feet AAE:

(9) Target speed Select PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CLIMB

(1) Preselect speed Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To required climb speed.

(2) Navigation mode Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the navigation mode (NAV) switch.

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TAKE - OFF (CONT’D)(3) Pitch attitude Adjust PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S To achieve an airspeed of not less than V2 + 10 KIAS.

NOTEStall margins may be improved by reducing initial pitchattitude.

At a safe altitude (400 feet AGL minimum):

Effectivity:


NOTE



(4) Speed mode Select PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the speed mode (SPEED) switch.

(5) Autopilot Engage PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the autopilot engage (AP) switch (not below 600 feet AGL).

(6) Heading mode Select PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the heading select (HDG) switch.

At 1,000 feet above airport elevation (AAE):(7) Target speed Select PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Using the speed bug (SPEED) knob.

If a turn is required after take-off:

(8) Heading Set as required PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S At 3,000 feet AAE:

(9) Target speed Select PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CLIMB

(1) Preselect speed Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To required climb speed.

(2) Navigation mode Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the navigation mode (NAV) switch.

07--03--4

TR RJ/208--1, Mar 25/08


Vol. 2


CLIMB (CONT’D)

S System will operate in the current lateral mode with reference tothe active (and valid) navigation signal of the selected NAV source,as displayed on the PFDs.

(3) Target altitude Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To cruise altitude or as instructed by ATC.

LEVEL - OFF

The AFCS will automatically capture and hold the pre-selected altitude. The flight crew can monitorthe operation of the system by maintaining the flight directors on. Annunciations in the vertical modeindicator portion of the PFDwill change as each condition is met (Refer to FCOMVol.1, AUTOMATICFLIGHT CONTROL SYSTEM).

If required to level-off immediately at other than the pre-selected altitude:

(1) Altitude mode Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the altitude mode (ALT) switch, which will maintain the pressure altitude (altitude

hold) at the time of selection.

(2) Altitude Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Select required altitude

(3) Thrust lever Adjust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S As necessary.

CRUISE

Cruise procedures only involve monitoring of the system operation in the NAV mode. Depending onthe NAV source selected, the flight control computer (FCC) generates lateral commands to fly theactive (and valid) navigation signal.

If the active source is a Flight Management System (FMS) lateral commands are continuously sentby the flight management computer to the FCC after capture of the desired course, to follow theprogrammed flight plan. Deviations or changes to the pre-programmed flight plan can beaccomplished by following the procedures outlined in the Pilot’s Operating Manual provided by themanufacturer.

If the active NAV source is other than FMS (e.g. VOR, LOC, etc.), the FCC generates commands tomaintain the selected course (or beam) once captured. Heading or course changes can beaccomplished by going into the heading mode and selecting a new heading, or by selecting anothercourse, and/or by tuning-in to another NAV source.

07--03--4

TR RJ/208--1, Mar 25/08


Vol. 2


CLIMB (CONT’D)

S System will operate in the current lateral mode with reference tothe active (and valid) navigation signal of the selected NAV source,as displayed on the PFDs.

(3) Target altitude Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To cruise altitude or as instructed by ATC.

LEVEL - OFF

The AFCS will automatically capture and hold the pre-selected altitude. The flight crew can monitorthe operation of the system by maintaining the flight directors on. Annunciations in the vertical modeindicator portion of the PFDwill change as each condition is met (Refer to FCOMVol.1, AUTOMATICFLIGHT CONTROL SYSTEM).

If required to level-off immediately at other than the pre-selected altitude:

(1) Altitude mode Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the altitude mode (ALT) switch, which will maintain the pressure altitude (altitude

hold) at the time of selection.

(2) Altitude Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Select required altitude

(3) Thrust lever Adjust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S As necessary.

CRUISE

Cruise procedures only involve monitoring of the system operation in the NAV mode. Depending onthe NAV source selected, the flight control computer (FCC) generates lateral commands to fly theactive (and valid) navigation signal.

If the active source is a Flight Management System (FMS) lateral commands are continuously sentby the flight management computer to the FCC after capture of the desired course, to follow theprogrammed flight plan. Deviations or changes to the pre-programmed flight plan can beaccomplished by following the procedures outlined in the Pilot’s Operating Manual provided by themanufacturer.

If the active NAV source is other than FMS (e.g. VOR, LOC, etc.), the FCC generates commands tomaintain the selected course (or beam) once captured. Heading or course changes can beaccomplished by going into the heading mode and selecting a new heading, or by selecting anothercourse, and/or by tuning-in to another NAV source.

Vol. 2

TR RJ/208--1, Mar 25/08



DESCENT

Climbs and descents can normally be accomplished by selecting the speed mode, with the systemadjusting to the selected speed.

NOTE

Some excursions above VMO/MMO may occur whenusing the autopilot or flight director in IAS or verticalspeed mode. Care should be taken not to exceedVMO/MMO.

If desired:

(1) Vertical speed mode Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the vertical speed mode (VS) switch.

(2) Vertical reference value Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the speed/pitch wheel.

S Push the wheel forward to decrease the vertical speed value (also a pitch downcommand), and pull backward to increase the vertical speed value (also a pitch upcommand).

(3) Target descent speed Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(4) Thrust levers Adjust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S As required.

(5) Target altitude Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To the approach altitude or as instructed by ATC.

HOLDING

Prior to entering the hold, cruising speed should be reduced to holding speed (VREF + 30 KIAS) byselecting the target speed using the speed bug knob on the FCP and reducing thrust as necessary.Altitude hold is selected to maintain the desired pressure altitude and changes in heading areaccomplished by going into the heading mode and selecting the appropriate headings, as required.

INSTRUMENT APPROACHES

Autopilot procedures for instrument approaches are essentially the same. The autopilot must not beused, however, at altitudes below 400 feet AGL except when on an ILS approach, where theminimum allowable altitude for the operation of the autopilot is 80 feet AGL. <TC><FAA>

Effectivity:

S Airplanes incorporating the ---404 or the ---604 Flight Control Computer:

Autopilot procedures for instrument approaches are essentially the same. The autopilot must not beused however, at altitudes below400 feet AGL except when on an ILS approach, where theminimumallowable altitude for the operation of the autopilot is 60 feet AGL. <JAA>

Vol. 2

TR RJ/208--1, Mar 25/08



DESCENT

Climbs and descents can normally be accomplished by selecting the speed mode, with the systemadjusting to the selected speed.

NOTE

Some excursions above VMO/MMO may occur whenusing the autopilot or flight director in IAS or verticalspeed mode. Care should be taken not to exceedVMO/MMO.

If desired:

(1) Vertical speed mode Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the vertical speed mode (VS) switch.

(2) Vertical reference value Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Using the speed/pitch wheel.

S Push the wheel forward to decrease the vertical speed value (also a pitch downcommand), and pull backward to increase the vertical speed value (also a pitch upcommand).

(3) Target descent speed Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(4) Thrust levers Adjust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S As required.

(5) Target altitude Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S To the approach altitude or as instructed by ATC.

HOLDING

Prior to entering the hold, cruising speed should be reduced to holding speed (VREF + 30 KIAS) byselecting the target speed using the speed bug knob on the FCP and reducing thrust as necessary.Altitude hold is selected to maintain the desired pressure altitude and changes in heading areaccomplished by going into the heading mode and selecting the appropriate headings, as required.

INSTRUMENT APPROACHES

Autopilot procedures for instrument approaches are essentially the same. The autopilot must not beused, however, at altitudes below 400 feet AGL except when on an ILS approach, where theminimum allowable altitude for the operation of the autopilot is 80 feet AGL. <TC><FAA>

Effectivity:



07--03--6

TR RJ/208--1, Mar 25/08


Vol. 2


INSTRUMENT APPROACHES (CONT’D)

Effectivity:



During approaches, descent is initiated by using the vertical speed mode by selecting the VS switchwhich will automatically maintain the referenced vertical speed.When desired, the reference verticalspeed can be changed by using the Speed/Pitch wheel adjacent to the VS switch.

Thepreselect altitude is set to the procedure turn altitude (if applicable), when tracking outbound fromthe fix. Maintaining headings and turns are accomplished in the heading mode, by pressing theHDGswitch and rotating the heading select knob to the desired heading(s). If so desired, the half bankmode may be used in conjunction with the heading select mode.

When cleared for the approach on the inbound leg to the fix, or when on the localizer interceptheading for a straight-in approach, select the approachmodeby pressing the APPRswitch. The flightcontrol computer then arms for glideslope capture, if on a front course approach, captures the glideslope (as annunciated by greenGSon the PFDs) andmaintains flight on the glide path. The half bankmode (if previously selected) will be automatically cleared in this instance.

At this point, the preselect altitude should be set to the missed approach altitude to prepare for apossible overshoot.

In all instances, changes to the thrust setting must be made accordingly, in order to maintain thedesired speed.

CIRCLING

If the circling altitude is lower than 400 feet AGL, the autopilot must not be used.

If the autopilot is used, altitude hold is accomplished by selecting ALT mode, which will maintain thepressure altitude existing at the time of selection. Turns are accomplished in the heading mode, anddescents made with the vertical speed mode.

MISSED APPROACH

The autopilot may be engaged after a missed approach at a safe altitude (not below 600 feet AGL).The missed approach altitude should already have been selected when tracking inbound towardsthe fix. Turns are accomplished in the heading mode, and climbs made with thrust adjustments toachieve the appropriate climb speed. The autopilot will capture the preselected missed approachaltitude.

07--03--6

TR RJ/208--1, Mar 25/08


Vol. 2


INSTRUMENT APPROACHES (CONT’D)

Effectivity:



During approaches, descent is initiated by using the vertical speed mode by selecting the VS switchwhich will automatically maintain the referenced vertical speed.When desired, the reference verticalspeed can be changed by using the Speed/Pitch wheel adjacent to the VS switch.

Thepreselect altitude is set to the procedure turn altitude (if applicable), when tracking outbound fromthe fix. Maintaining headings and turns are accomplished in the heading mode, by pressing theHDGswitch and rotating the heading select knob to the desired heading(s). If so desired, the half bankmode may be used in conjunction with the heading select mode.

When cleared for the approach on the inbound leg to the fix, or when on the localizer interceptheading for a straight-in approach, select the approachmodeby pressing the APPRswitch. The flightcontrol computer then arms for glideslope capture, if on a front course approach, captures the glideslope (as annunciated by greenGSon the PFDs) andmaintains flight on the glide path. The half bankmode (if previously selected) will be automatically cleared in this instance.

At this point, the preselect altitude should be set to the missed approach altitude to prepare for apossible overshoot.

In all instances, changes to the thrust setting must be made accordingly, in order to maintain thedesired speed.

CIRCLING

If the circling altitude is lower than 400 feet AGL, the autopilot must not be used.

If the autopilot is used, altitude hold is accomplished by selecting ALT mode, which will maintain thepressure altitude existing at the time of selection. Turns are accomplished in the heading mode, anddescents made with the vertical speed mode.

MISSED APPROACH

The autopilot may be engaged after a missed approach at a safe altitude (not below 600 feet AGL).The missed approach altitude should already have been selected when tracking inbound towardsthe fix. Turns are accomplished in the heading mode, and climbs made with thrust adjustments toachieve the appropriate climb speed. The autopilot will capture the preselected missed approachaltitude.

Vol. 2

REV 56, Jan 31/03

07--04--1SUPPLEMENTARY PROCEDURESAuxiliary Power Unit


ELECTRICAL REQUIREMENTS

The APU 28-volt start motor normally gets its power directly from the APU battery, which is 24-voltsdc. AC power from whatever source is not capable of augmenting a weak battery; therefore, thebatteries must have adequate power to effect a successful normal start.

An alternate APU start utilizes DC power supplied from a ground power source connected to the dcservice receptacle located on the underside of the fuselage tail section.

The battery master switch must be ON for all types of start.

ABNORMALITIES DURING APU START

APU Fails to Start

If the starter does not engage and the APU fails to start, stop the start sequence by pressing theAPU START/STOP switch. The permitted APU start cycles are as follows:

(a) Using airplane batteries on the ground or for normal in-flight starts:S Two start attempts, each of 30 seconds continuous cranking,

S Followed by a 20-minute off-time,

S Followed by two further attempts, each of 30 seconds continuous cranking.

(b) Using ground power source:S Two start attempts, each of 15 seconds continuous cranking,



(c) If in either case (a) or (b) above, and a successful start is not obtained, a further start mustnot be attempted for a period of at least 40 minutes.

Hung Start

If the APU rpm stays below 50%, for a maximum of 60 seconds during start, stop the startsequence by pressing the APU START/STOP switch.

FAILURE OF APU TO SHUTDOWN

If the APU fails to shutdown when the START/STOP switch is pressed, push the APUFIREPUSHswitch/light on the glareshield to stop the APU. Keep in mind that the APU fire extinguishingSQUIBSwill be armed for as long as the fire switch is pressed in. After the APUhas stopped, resetthe APU FIRE PUSH switch/light to the normal position.

Vol. 2

REV 56, Jan 31/03

07--04--1SUPPLEMENTARY PROCEDURESAuxiliary Power Unit


ELECTRICAL REQUIREMENTS

The APU 28-volt start motor normally gets its power directly from the APU battery, which is 24-voltsdc. AC power from whatever source is not capable of augmenting a weak battery; therefore, thebatteries must have adequate power to effect a successful normal start.

An alternate APU start utilizes DC power supplied from a ground power source connected to the dcservice receptacle located on the underside of the fuselage tail section.

The battery master switch must be ON for all types of start.

ABNORMALITIES DURING APU START

APU Fails to Start

If the starter does not engage and the APU fails to start, stop the start sequence by pressing theAPU START/STOP switch. The permitted APU start cycles are as follows:

(a) Using airplane batteries on the ground or for normal in-flight starts:S Two start attempts, each of 30 seconds continuous cranking,



(b) Using ground power source:S Two start attempts, each of 15 seconds continuous cranking,



(c) If in either case (a) or (b) above, and a successful start is not obtained, a further start mustnot be attempted for a period of at least 40 minutes.

Hung Start

If the APU rpm stays below 50%, for a maximum of 60 seconds during start, stop the startsequence by pressing the APU START/STOP switch.

FAILURE OF APU TO SHUTDOWN

If the APU fails to shutdown when the START/STOP switch is pressed, push the APUFIREPUSHswitch/light on the glareshield to stop the APU. Keep in mind that the APU fire extinguishingSQUIBSwill be armed for as long as the fire switch is pressed in. After the APUhas stopped, resetthe APU FIRE PUSH switch/light to the normal position.

07--04--2

REV 56, Jan 31/03

SUPPLEMENTARY PROCEDURESAuxiliary Power Unit

Vol. 2


APU IN THE SERVICE CONFIGURATION

During ground servicing operations or when required by the Flight Attendants, the APU can be usedto supply power to the AC service bus provided that the APU SERV BUS switch in the MiscellaneousSwitches Panel on the Forward Attendant’s Area is selected ON. The APU should be started onlyby the flight crew or a qualified ground crew, and the APU generator put on-line.

EICAS display cooling is not available when the battery bus is powered and normal AC power is off,or when the battery bus is powered and the APU is in service configuration. If the above conditionwill continue for more than 5 minutes, the EICAS display cooling circuit breakers (2Q6 and 2Q7)should be opened.

APU OPERATION WITH WIDE-CUT TYPE FUELS

If the APU is to be operated with wide-cut type fuels (JP 4 / JET B), powered fuelcrossflow must be inhibited.

For the period of APU operation:

(1) FUEL, AUTO OVERRIDEswitch/light Press in. . . . . . . . . . . . . . . . . . . . . . . . . Check MANUAL light on. MAN

XFLOW status message out.(2) FUEL, L and R XFLOW

switch/lights Press out. . . . . . . . . . . . . . . . . . . . . . Check ON lights out.L and R XFLOW ON statusmessages out.

07--04--2

REV 56, Jan 31/03

SUPPLEMENTARY PROCEDURESAuxiliary Power Unit

Vol. 2


APU IN THE SERVICE CONFIGURATION

During ground servicing operations or when required by the Flight Attendants, the APU can be usedto supply power to the AC service bus provided that the APU SERV BUS switch in the MiscellaneousSwitches Panel on the Forward Attendant’s Area is selected ON. The APU should be started onlyby the flight crew or a qualified ground crew, and the APU generator put on-line.

EICAS display cooling is not available when the battery bus is powered and normal AC power is off,or when the battery bus is powered and the APU is in service configuration. If the above conditionwill continue for more than 5 minutes, the EICAS display cooling circuit breakers (2Q6 and 2Q7)should be opened.

APU OPERATION WITH WIDE-CUT TYPE FUELS

If the APU is to be operated with wide-cut type fuels (JP 4 / JET B), powered fuelcrossflow must be inhibited.

For the period of APU operation:

(1) FUEL, AUTO OVERRIDEswitch/light Press in. . . . . . . . . . . . . . . . . . . . . . . . . Check MANUAL light on. MAN

XFLOW status message out.(2) FUEL, L and R XFLOW

switch/lights Press out. . . . . . . . . . . . . . . . . . . . . . Check ON lights out.L and R XFLOW ON statusmessages out.

Vol. 2

REV 57, Apr 05/04

07--05--1SUPPLEMENTARY PROCEDUREFlight Controls


1. CREW COORDINATION IN THE EVENT OF FLIGHT CONTROL JAM

The aileron and elevator controls are equipped with control disconnects which permit thepilot or the copilot to maintain sufficient lateral and longitudinal control in the event of acontrol jam.

In the event of a jam in one of the ailerons’ cable runs, the control wheels can bedisconnected using the ROLL DISC handle on the centre pedestal.

In the event of a jam in one of the elevator’s cable runs, the control column can bedisconnected using the PITCH DISC handle on the centre pedestal.

The rudder control is equipped with an anti-jam mechanisms that permits both pilots tomaintain sufficient directional control, however, additional force is required to maintainsurface travel.

The flight crew should keep these facts in mind and adhere to standard cockpit managementprocedures and strive to be as coordinated as possible during all maneuvers. Trims shouldbe adjusted as required and appropriate procedures performed.

Vol. 2

REV 57, Apr 05/04

07--05--1SUPPLEMENTARY PROCEDUREFlight Controls


1. CREW COORDINATION IN THE EVENT OF FLIGHT CONTROL JAM

The aileron and elevator controls are equipped with control disconnects which permit thepilot or the copilot to maintain sufficient lateral and longitudinal control in the event of acontrol jam.

In the event of a jam in one of the ailerons’ cable runs, the control wheels can bedisconnected using the ROLL DISC handle on the centre pedestal.

In the event of a jam in one of the elevator’s cable runs, the control column can bedisconnected using the PITCH DISC handle on the centre pedestal.

The rudder control is equipped with an anti-jam mechanisms that permits both pilots tomaintain sufficient directional control, however, additional force is required to maintainsurface travel.

The flight crew should keep these facts in mind and adhere to standard cockpit managementprocedures and strive to be as coordinated as possible during all maneuvers. Trims shouldbe adjusted as required and appropriate procedures performed.

07--05--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDUREFlight Controls

Vol. 2



07--05--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDUREFlight Controls

Vol. 2



Vol. 2

REV 57, Apr 05/04

07--06--1SUPPLEMENTARY PROCEDURESFuel System


1. REFUELING / DEFUELING

A. Operation

The Fuel System Computer Unit (FSCU) Channel 1 facilitates automatic refuelingoperation. In the event of Channel 1 failure, Channel 2 will take over. If the fuselageand the flight compartment refuel/defuel panel send faulty transmission data, the FSCUwill detect the fault and send the information to the Refuel/Defuel panel.

The airplane may be refueled or defueled by pressure/suction or by gravity, usingstandard ground equipment. A single point adaptor located in the right hand wingleading edge filler, permits pressure fueling and defueling. All pressurefueling/defueling operations are controlled from a refuel/defuel panel. Pressurerefueling can be performed automatically or manually.

NOTEDuring the refueling/defueling operation, check for fuelspillage from the vent relief valves, water drain valvesand the NACA vents.

B. Refuel/Defuel Control Test

A test must be performed to verify the overfill protection of the refuel/defuel system.The following are checked during the test:

S High level sensor failure and

S R/D SOV failure.

NOTEA fuel tender pressure, of not more than 345 kPa(50 psi), is required to perform the refuel/defuel controltest.

(1) POWER switch On. . . . . . . . . . . . . . . . . . . . . . . . S Check that the ON lightcomes on.

NOTEThe flight compartment refuel/defuel control panel willoverride the fuselage refuel/defuel control panel.

(2) Ensure that the fuel tender pressure is not more than 345 kPa (50 psi).

(3) Mode selector TEST. . . . . . . . . . . . . . . . . . . . . . . S Check that the SOV OPlights come on, H. LEVELDETECTOR lights come onin sequence (left, centre,right), SOV OP lights go out,SOV CL lights come on.

Vol. 2

REV 57, Apr 05/04



1. REFUELING / DEFUELING

A. Operation

The Fuel System Computer Unit (FSCU) Channel 1 facilitates automatic refuelingoperation. In the event of Channel 1 failure, Channel 2 will take over. If the fuselageand the flight compartment refuel/defuel panel send faulty transmission data, the FSCUwill detect the fault and send the information to the Refuel/Defuel panel.

The airplane may be refueled or defueled by pressure/suction or by gravity, usingstandard ground equipment. A single point adaptor located in the right hand wingleading edge filler, permits pressure fueling and defueling. All pressurefueling/defueling operations are controlled from a refuel/defuel panel. Pressurerefueling can be performed automatically or manually.

NOTEDuring the refueling/defueling operation, check for fuelspillage from the vent relief valves, water drain valvesand the NACA vents.

B. Refuel/Defuel Control Test

A test must be performed to verify the overfill protection of the refuel/defuel system.The following are checked during the test:

S High level sensor failure and

S R/D SOV failure.

NOTEA fuel tender pressure, of not more than 345 kPa(50 psi), is required to perform the refuel/defuel controltest.


NOTEThe flight compartment refuel/defuel control panel willoverride the fuselage refuel/defuel control panel.


(3) Mode selector TEST. . . . . . . . . . . . . . . . . . . . . . . S Check that the SOV OPlights come on, H. LEVELDETECTOR lights come onin sequence (left, centre,right), SOV OP lights go out,SOV CL lights come on.

07--06--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDURESFuel System

Vol. 2


(4) LAMP TEST switch Push and hold. . . . . . . . . . . S Check that all lights come onand “8s” come on the fuelquantity displays.

If the above conditions are not met, automatic pressure refueling is inoperative. Themanual pressure refueling procedure must be used and the fuel quantity must becontinuously monitored to prevent overfill.

C. Automatic Pressure Refueling

When automatic refueling is performed, the wing tank refuel/defuel/ shut-off valves(R/D SOVs) are energized open to fill both wing tanks first. Afterwards the centre tankR/D SOV opens to fill the centre tank.

NOTEA fuel tender pressure of notmore than 345 kPa (50psi)is required to perform the automatic pressure refueling.

(1) Ensure that the airplane and the fuel tender are grounded.


NOTE

The flight compartment refuel/defuel control panel willoverride the fuselage refuel/defuel control panel.

(3) Mode selector switch FUEL AUTO. . . . . . . . . . .

(4) INC./DEC. toggle switch As required.. . . . . . . . S Slew to the desired total fuelquantity.


(6) ON/OFF toggle switch ON. . . . . . . . . . . . . . . . . . S To initiate automaticpressure refueling.

S Monitor the fuel quantitydisplays.

S Check that the applicableSOV CL lights come onwhen the preselected fuelquantity has been reached

(7) ON/OFF toggle switch OFF. . . . . . . . . . . . . . . . .

(8) Mode selector switch OFF. . . . . . . . . . . . . . . . . .

07--06--2

REV 57, Apr 05/04


Vol. 2


(4) LAMP TEST switch Push and hold. . . . . . . . . . . S Check that all lights come onand “8s” come on the fuelquantity displays.

If the above conditions are not met, automatic pressure refueling is inoperative. Themanual pressure refueling procedure must be used and the fuel quantity must becontinuously monitored to prevent overfill.

C. Automatic Pressure Refueling

When automatic refueling is performed, the wing tank refuel/defuel/ shut-off valves(R/D SOVs) are energized open to fill both wing tanks first. Afterwards the centre tankR/D SOV opens to fill the centre tank.

NOTEA fuel tender pressure of notmore than 345 kPa (50psi)is required to perform the automatic pressure refueling.



NOTE


(3) Mode selector switch FUEL AUTO. . . . . . . . . . .

(4) INC./DEC. toggle switch As required.. . . . . . . . S Slew to the desired total fuelquantity.


(6) ON/OFF toggle switch ON. . . . . . . . . . . . . . . . . . S To initiate automaticpressure refueling.

S Monitor the fuel quantitydisplays.

S Check that the applicableSOV CL lights come onwhen the preselected fuelquantity has been reached

(7) ON/OFF toggle switch OFF. . . . . . . . . . . . . . . . .


Vol. 2

REV 57, Apr 05/04



(9) POWER switch OFF. . . . . . . . . . . . . . . . . . . . . . . S ON light goes out.

(10) Ensure that:

S Fuel nozzle is disconnected and the refuel/defuel adapter is capped.S All grounding cables disconnected.S All the panel access doors are closed.

D. Manual Pressure Refueling

If automatic refueling is inoperative, pressure refueling can still be accomplishedmanually. If the high level sensor is inoperative, the fuel quantity must be continuouslymonitored to prevent overfill.

NOTE

A fuel tender pressure of notmore than 345 kPa (50psi)is required to perform the manual pressure refueling.


(2) POWER switch On.. . . . . . . . . . . . . . . . . . . . . . . . S Check that the ON lightcomes on.

NOTE


(3) Mode selector switch FUEL MANUAL. . . . . . . .

(4) Applicable SOV toggle switches ON. . . . . . . . .

S To initiate manual pressure refueling.S Monitor the fuel quantity displays.

When the desired fuel quantity has been reached in the applicable tanks:

(5) Applicable SOV toggle switches OFF. . . . . . . .


(7) POWER switch OFF. . . . . . . . . . . . . . . . . . . . . . .

S ON light goes out.

(8) Ensure that:


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REV 57, Apr 05/04



(9) POWER switch OFF. . . . . . . . . . . . . . . . . . . . . . . S ON light goes out.

(10) Ensure that:


D. Manual Pressure Refueling

If automatic refueling is inoperative, pressure refueling can still be accomplishedmanually. If the high level sensor is inoperative, the fuel quantity must be continuouslymonitored to prevent overfill.

NOTE

A fuel tender pressure of notmore than 345 kPa (50psi)is required to perform the manual pressure refueling.


(2) POWER switch On.. . . . . . . . . . . . . . . . . . . . . . . . S Check that the ON lightcomes on.

NOTE


(3) Mode selector switch FUEL MANUAL. . . . . . . .

(4) Applicable SOV toggle switches ON. . . . . . . . .

S To initiate manual pressure refueling.S Monitor the fuel quantity displays.

When the desired fuel quantity has been reached in the applicable tanks:

(5) Applicable SOV toggle switches OFF. . . . . . . .


(7) POWER switch OFF. . . . . . . . . . . . . . . . . . . . . . .

S ON light goes out.

(8) Ensure that:


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REV 57, Apr 05/04


Vol. 2


E. Gravity Refueling

Gravity refueling is enabled through overwing filler caps (3) on the upper wing surface.The main tanks have their respective filler caps on each side of the wings. The centertank has its filler cap installed near the wing root on the right upper wing surface.

Caution must be observed not to overfill a tank. Gravity filler caps for the main tanksare located below the maximum fuel level thus the tanks cannot be filled to themaximum. Do not open the gravity filler caps if the tanks are full or if the fuel quantity isnot known.

F. Pressure Defueling

Automatic defueling is accomplished by selecting DEFUEL on the Mode SelectorRotary Control, and selecting the R/D SOV switches to ON. In the defuel mode, theR/D SOVs are de-energized open with the SOV switches selected to ON. Suction isthen applied through the refuel/defuel hose adapter which is connected to thesingle-point adapter and the tanks will then defuel.

G. Gravity Defueling

Gravity defueling may be accomplished through fuel tank drain valves (3) located onthe underside of the wings. The main tanks’ fuel drain valves are installed near thewing root on the underside of each wing. The center tank fuel drain valve is locatednear the wing root, underside of the left wing. A gravity defueler adapter can then beinserted into the valve after it has been opened to start gravity defueling.

H. Fuel Quantity Measuring Procedure with the Magnetic Level Indicators

The measuring accuracy of the magnetic level indicators (MLI) is ±10 USG (30 kg)(70 lb) for a levelled airplane and nominal fuel density. The airplane is levelled using thetwo inclinometers (pitch and roll), located on the right side of the pilot’s bulkhead, asreference.

There are 5 MLIs installed on the airplane. Two MLIs are installed under-wing in each ofthe main tanks and one in the centre tank. The MLIs are numbered as follows:

S MLI #1 -- Left outboard for the left main tank,

S MLI #2 -- Left inboard for the left main tank,

S MLI #3 -- For the centre tank,

S MLI #4 -- Right inboard for the right main tank,

S MLI #5 -- Right outboard for the right main tank,

Only MLI #2, #3 and #4 will be used in this procedure.

(1) Level airplane. The roll inclinometer must be at graduation L (0_) and the pitchinclinometer must be at graduation 6 (0_).

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Vol. 2


E. Gravity Refueling

Gravity refueling is enabled through overwing filler caps (3) on the upper wing surface.The main tanks have their respective filler caps on each side of the wings. The centertank has its filler cap installed near the wing root on the right upper wing surface.

Caution must be observed not to overfill a tank. Gravity filler caps for the main tanksare located below the maximum fuel level thus the tanks cannot be filled to themaximum. Do not open the gravity filler caps if the tanks are full or if the fuel quantity isnot known.

F. Pressure Defueling

Automatic defueling is accomplished by selecting DEFUEL on the Mode SelectorRotary Control, and selecting the R/D SOV switches to ON. In the defuel mode, theR/D SOVs are de-energized open with the SOV switches selected to ON. Suction isthen applied through the refuel/defuel hose adapter which is connected to thesingle-point adapter and the tanks will then defuel.

G. Gravity Defueling

Gravity defueling may be accomplished through fuel tank drain valves (3) located onthe underside of the wings. The main tanks’ fuel drain valves are installed near thewing root on the underside of each wing. The center tank fuel drain valve is locatednear the wing root, underside of the left wing. A gravity defueler adapter can then beinserted into the valve after it has been opened to start gravity defueling.

H. Fuel Quantity Measuring Procedure with the Magnetic Level Indicators

The measuring accuracy of the magnetic level indicators (MLI) is ±10 USG (30 kg)(70 lb) for a levelled airplane and nominal fuel density. The airplane is levelled using thetwo inclinometers (pitch and roll), located on the right side of the pilot’s bulkhead, asreference.

There are 5 MLIs installed on the airplane. Two MLIs are installed under-wing in each ofthe main tanks and one in the centre tank. The MLIs are numbered as follows:

S MLI #1 -- Left outboard for the left main tank,

S MLI #2 -- Left inboard for the left main tank,

S MLI #3 -- For the centre tank,

S MLI #4 -- Right inboard for the right main tank,

S MLI #5 -- Right outboard for the right main tank,

Only MLI #2, #3 and #4 will be used in this procedure.

(1) Level airplane. The roll inclinometer must be at graduation L (0_) and the pitchinclinometer must be at graduation 6 (0_).

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REV 57, Apr 05/04



NOTE

1. After refueling, wait at least 3 minutes for the fuel tosettle before taking readings.

2. Take readings from MLIs #2, #3 and #4 only.

3. The readings of the MLI may give different valuesdepending on how it is handled. The following stepsmust be followed to ensure consistent readings.

(2) Unlock the MLI by turning it’s stowage latch 90_.

(3) Deploy the MLI downward to it’s full length.

(4) Slowly raise the MLI with the back of the hand until the magnets link. Do not pushit any further.

(5) Sight along the MLI housing bottom surface and read to the nearest graduation.

NOTE

The graduations increase in value to the bottom of theMLI.

(6) Push the MLI back to the top and lock it by aligning the red lines.

(7) Refer to the following tables to determine the fuel quantities of the respectivetanks.

NOTE

1. The MLI system provides a direct reading of the fuelvolume. The fuel mass in theMLI ReadingsConversiontables is assuming a relative density of 0.815(6.8 lb/USG).

2. The fuel density will vary from fuel to fuel and will alsovarywith temperature. This variation will induce anerrorof up to ±10% in the table values.

3. If the on-board fuel density is different from 0.815(6.8 lb/USG), the table values must be correctedaccordingly.

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REV 57, Apr 05/04



NOTE

1. After refueling, wait at least 3 minutes for the fuel tosettle before taking readings.

2. Take readings from MLIs #2, #3 and #4 only.

3. The readings of the MLI may give different valuesdepending on how it is handled. The following stepsmust be followed to ensure consistent readings.

(2) Unlock the MLI by turning it’s stowage latch 90_.

(3) Deploy the MLI downward to it’s full length.

(4) Slowly raise the MLI with the back of the hand until the magnets link. Do not pushit any further.

(5) Sight along the MLI housing bottom surface and read to the nearest graduation.

NOTE

The graduations increase in value to the bottom of theMLI.

(6) Push the MLI back to the top and lock it by aligning the red lines.

(7) Refer to the following tables to determine the fuel quantities of the respectivetanks.

NOTE

1. The MLI system provides a direct reading of the fuelvolume. The fuel mass in theMLI ReadingsConversiontables is assuming a relative density of 0.815(6.8 lb/USG).

2. The fuel density will vary from fuel to fuel and will alsovarywith temperature. This variation will induce anerrorof up to ±10% in the table values.

3. If the on-board fuel density is different from 0.815(6.8 lb/USG), the table values must be correctedaccordingly.

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REV 57, Apr 05/04


Vol. 2


MLI READINGS CONVERSION TABLELEFT OR RIGHT MAIN WING TANK INBOARD MLI

(MLI #2 OR MLI #4)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

0.0 77 170 5.6 442 974 11.0 1044 23010.2 86 189 5.8 459 1013 11.2 1072 23640.4 95 209 6.0 477 1052 11.4 1101 24270.6 104 230 6.2 495 1090 11.6 1130 24910.8 114 252 6.4 512 1129 11.8 1159 25541.0 124 274 6.6 530 1168 12.0 1188 26181.2 135 298 6.8 548 1208 12.2 1217 26831.4 146 322 7.0 567 1249 12.4 1247 27491.6 157 347 7.2 586 1291 12.6 1277 28151.8 169 372 7.4 606 1335 12.8 1308 28832.0 181 398 7.6 626 1380 13.0 1339 29532.2 192 424 7.8 647 1426 13.2 1372 30242.4 204 451 8.0 668 1472 13.4 1405 30972.6 217 477 8.2 690 1520 13.6 1438 31712.8 229 505 8.4 712 1569 13.8 1473 32473.0 242 533 8.6 734 1618 14.0 1507 33233.2 255 562 8.8 757 1669 14.2 1542 34003.4 268 591 9.0 780 1720 14.4 1577 34773.6 282 621 9.2 804 1773 14.6 1612 35543.8 296 652 9.4 829 1827 14.8 1646 36304.0 310 684 9.6 854 1882 15.0 1681 37064.2 325 717 9.8 879 1938 15.2 1715 37814.4 341 752 10.0 905 1996 15.4 1749 38564.6 357 787 10.2 932 2055 15.6 1783 39314.8 373 823 10.4 959 2115 15.8 1817 40055.0 390 860 10.6 987 2177 16.0 1851 40805.2 407 897 10.8 1015 2239 16.2 1885 41555.4 424 935 --- --- --- --- --- ---

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REV 57, Apr 05/04


Vol. 2


MLI READINGS CONVERSION TABLELEFT OR RIGHT MAIN WING TANK INBOARD MLI

(MLI #2 OR MLI #4)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

0.0 77 170 5.6 442 974 11.0 1044 23010.2 86 189 5.8 459 1013 11.2 1072 23640.4 95 209 6.0 477 1052 11.4 1101 24270.6 104 230 6.2 495 1090 11.6 1130 24910.8 114 252 6.4 512 1129 11.8 1159 25541.0 124 274 6.6 530 1168 12.0 1188 26181.2 135 298 6.8 548 1208 12.2 1217 26831.4 146 322 7.0 567 1249 12.4 1247 27491.6 157 347 7.2 586 1291 12.6 1277 28151.8 169 372 7.4 606 1335 12.8 1308 28832.0 181 398 7.6 626 1380 13.0 1339 29532.2 192 424 7.8 647 1426 13.2 1372 30242.4 204 451 8.0 668 1472 13.4 1405 30972.6 217 477 8.2 690 1520 13.6 1438 31712.8 229 505 8.4 712 1569 13.8 1473 32473.0 242 533 8.6 734 1618 14.0 1507 33233.2 255 562 8.8 757 1669 14.2 1542 34003.4 268 591 9.0 780 1720 14.4 1577 34773.6 282 621 9.2 804 1773 14.6 1612 35543.8 296 652 9.4 829 1827 14.8 1646 36304.0 310 684 9.6 854 1882 15.0 1681 37064.2 325 717 9.8 879 1938 15.2 1715 37814.4 341 752 10.0 905 1996 15.4 1749 38564.6 357 787 10.2 932 2055 15.6 1783 39314.8 373 823 10.4 959 2115 15.8 1817 40055.0 390 860 10.6 987 2177 16.0 1851 40805.2 407 897 10.8 1015 2239 16.2 1885 41555.4 424 935 --- --- --- --- --- ---

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REV 57, Apr 05/04



MLI READINGS CONVERSION TABLECENTRE TANK MLI

(MLI #3)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

0.0 100 221 7.6 879 1938 15.2 1731 38160.2 114 252 7.8 902 1988 15.4 1754 38670.4 129 285 8.0 924 2037 15.6 1777 39180.6 145 320 8.2 946 2085 15.8 1800 39670.8 161 356 8.4 967 2131 16.0 1821 40151.0 179 394 8.6 988 2177 16.2 1841 40591.2 197 434 8.8 1008 2223 16.4 1860 41001.4 216 476 9.0 1029 2269 16.6 1878 41401.6 235 519 9.2 1050 2316 16.8 1895 41791.8 255 562 9.4 1072 2362 17.0 1913 42172.0 275 606 9.6 1094 2411 17.2 1930 42552.2 294 648 9.8 1116 2461 17.4 1947 42932.4 313 691 10.0 1139 2511 17.6 1964 43302.6 333 734 10.2 1162 2561 17.8 1981 43672.8 352 777 10.4 1185 2612 18.0 1997 44023.0 372 821 10.6 1208 2663 18.2 2012 44353.2 393 866 10.8 1231 2715 18.4 2027 44683.4 414 912 11.0 1255 2766 18.6 2041 45003.6 435 959 11.2 1278 2817 18.8 2056 45323.8 457 1008 11.4 1301 2869 19.0 2070 45644.0 479 1057 11.6 1325 2920 19.2 2085 45964.2 502 1107 11.8 1348 2973 19.4 2100 46304.4 525 1157 12.0 1373 3026 19.6 2115 46634.6 547 1207 12.2 1397 3081 19.8 2130 46964.8 570 1256 12.4 1422 3136 20.0 2145 47285.0 592 1304 12.6 1448 3191 20.2 2159 47605.2 613 1351 12.8 1472 3246 20.4 2173 47915.4 634 1397 13.0 1496 3298 20.6 2186 48205.6 655 1443 13.2 1519 3348 20.8 2199 48495.8 676 1489 13.4 1541 3396 21.0 2212 48766.0 697 1536 13.6 1562 3443 21.2 2224 49036.2 719 1584 13.8 1582 3488 21.4 2235 49286.4 741 1633 14.0 1603 3533 21.6 2246 49526.6 764 1683 14.2 1623 3578 21.8 2257 49766.8 787 1734 14.4 1643 3623 22.0 2267 49987.0 810 1785 14.6 1664 3668 --- --- ---7.2 833 1836 14.8 1685 3716 --- --- ---7.4 856 1888 15.0 1708 3765 --- --- ---

Vol. 2

REV 57, Apr 05/04



MLI READINGS CONVERSION TABLECENTRE TANK MLI

(MLI #3)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

MLIREAD-ING

FUELQTY.(kg)

FUELQTY.(lb)

0.0 100 221 7.6 879 1938 15.2 1731 38160.2 114 252 7.8 902 1988 15.4 1754 38670.4 129 285 8.0 924 2037 15.6 1777 39180.6 145 320 8.2 946 2085 15.8 1800 39670.8 161 356 8.4 967 2131 16.0 1821 40151.0 179 394 8.6 988 2177 16.2 1841 40591.2 197 434 8.8 1008 2223 16.4 1860 41001.4 216 476 9.0 1029 2269 16.6 1878 41401.6 235 519 9.2 1050 2316 16.8 1895 41791.8 255 562 9.4 1072 2362 17.0 1913 42172.0 275 606 9.6 1094 2411 17.2 1930 42552.2 294 648 9.8 1116 2461 17.4 1947 42932.4 313 691 10.0 1139 2511 17.6 1964 43302.6 333 734 10.2 1162 2561 17.8 1981 43672.8 352 777 10.4 1185 2612 18.0 1997 44023.0 372 821 10.6 1208 2663 18.2 2012 44353.2 393 866 10.8 1231 2715 18.4 2027 44683.4 414 912 11.0 1255 2766 18.6 2041 45003.6 435 959 11.2 1278 2817 18.8 2056 45323.8 457 1008 11.4 1301 2869 19.0 2070 45644.0 479 1057 11.6 1325 2920 19.2 2085 45964.2 502 1107 11.8 1348 2973 19.4 2100 46304.4 525 1157 12.0 1373 3026 19.6 2115 46634.6 547 1207 12.2 1397 3081 19.8 2130 46964.8 570 1256 12.4 1422 3136 20.0 2145 47285.0 592 1304 12.6 1448 3191 20.2 2159 47605.2 613 1351 12.8 1472 3246 20.4 2173 47915.4 634 1397 13.0 1496 3298 20.6 2186 48205.6 655 1443 13.2 1519 3348 20.8 2199 48495.8 676 1489 13.4 1541 3396 21.0 2212 48766.0 697 1536 13.6 1562 3443 21.2 2224 49036.2 719 1584 13.8 1582 3488 21.4 2235 49286.4 741 1633 14.0 1603 3533 21.6 2246 49526.6 764 1683 14.2 1623 3578 21.8 2257 49766.8 787 1734 14.4 1643 3623 22.0 2267 49987.0 810 1785 14.6 1664 3668 --- --- ---7.2 833 1836 14.8 1685 3716 --- --- ---7.4 856 1888 15.0 1708 3765 --- --- ---

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Vol. 2



Vol. 2

REV 58, Oct 31/05

07--07--1SUPPLEMENTARY PROCEDURESAnti--skid System -- One Channel

Inoperative


NOTE

These procedures do not constitute approval toconduct operations with both the inboard and theoutboard anti-skid channels inoperative.

1. GENERAL

The data in this supplement must only be used when operating the airplane with oneanti-skid channel inoperative.

This supplement is only applicable when used in conjunction with a MinimumEquipment List (MEL) approved by the appropriate authority.

This data complements data contained in the Airplane Flight Manual and itssupplements. The following data must therefore, be read in conjunction with theAirplane Flight Manual and its supplements.

2. INTRODUCTION

The general information in Chapter 1 is applicable.

3. LIMITATIONS

The limitations in Chapter 2 are applicable, except as modified by the following:

S The anti-skid system must be armed for take-off and landing.

S The inboard and outboard wheel brakes must be operative.

S Reduced thrust take-off operations are prohibited.

S Take-offs and landings on contaminated runways are prohibited.

4. EMERGENCY PROCEDURES

The emergency procedures in Chapter 3 are applicable, except as modified by thefollowing:

A. Rejected Take-off Before Achieving V1

Rejection of the take-off must be initiated no later than V1.

Vol. 2

REV 58, Oct 31/05


Inoperative


NOTE

These procedures do not constitute approval toconduct operations with both the inboard and theoutboard anti-skid channels inoperative.

1. GENERAL

The data in this supplement must only be used when operating the airplane with oneanti-skid channel inoperative.

This supplement is only applicable when used in conjunction with a MinimumEquipment List (MEL) approved by the appropriate authority.

This data complements data contained in the Airplane Flight Manual and itssupplements. The following data must therefore, be read in conjunction with theAirplane Flight Manual and its supplements.

2. INTRODUCTION

The general information in Chapter 1 is applicable.

3. LIMITATIONS

The limitations in Chapter 2 are applicable, except as modified by the following:

S The anti-skid system must be armed for take-off and landing.

S The inboard and outboard wheel brakes must be operative.




The emergency procedures in Chapter 3 are applicable, except as modified by thefollowing:

A. Rejected Take-off Before Achieving V1

Rejection of the take-off must be initiated no later than V1.

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SUPPLEMENTARY PROCEDURESAnti--skid System -- One Channel

Inoperative

Vol. 2


Simultaneously:

(1) Take-off Discontinue. . . . . . . . . . . . . . . . . . . . . . . . immediately.

(2) Thrust levers IDLE. . . . . . . . . . . . . . . . . . . . . . . . .

(3) Wheel brakes Apply. . . . . . . . . . . . . . . . . . . . . . . . light to moderate braking until asafe stop on runway is assured.

(4) Ground spoilers Check. . . . . . . . . . . . . . . . . . . . . extended:

S GLD DEPLOY advisorymessage on.

Consider manual flight spoilerdeployment as a back-up.

(5) Thrust reverser(s)[operating engine(s)] Apply. . . . . . . . . . . . . . . . . . maximum; consistent with

directional control.

If take-off was rejected due to an engine fire or severe damage:(6) Engine fire or severe engine

damage procedure Accomplish. . . . . . . . . . . . . . Refer to POWER PLANT -L (R) ENG FIRE OR SEVEREENGINE DAMAGE section inthis chapter.

If take-off was rejected due to engine failure:

(6) Thrust levers SHUT OFF. . . . . . . . . . . . . . . . . . .

If evacuation is required:(7) Parking brake Set. . . . . . . . . . . . . . . . . . . . . . . . .

(8) Passenger EvacuationProcedure Accomplish. . . . . . . . . . . . . . . . . . . . . . Refer to EMERGENCY

EVACUATION - PASSENGEREVACUATION section inChapter 3.

If evacuation is not required:

(7) Passengers Advise. . . . . . . . . . . . . . . . . . . . . . . . to remain in their seats.

After a rejected take-off, procedures associated with cooling of wheels, brakes and tiresmust be observed. Refer to the Airplane Flight Manual, Chapter 6: PERFORMANCE --TAKE-OFF PERFORMANCE - MAXIMUM ALLOWABLE BRAKE TEMPERATURE FORTAKE-OFF.

5. NORMAL PROCEDURES

The normal procedures in Chapter 4 are applicable, except as modified by thefollowing:

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REV 58, Oct 31/05


Inoperative

Vol. 2


Simultaneously:

(1) Take-off Discontinue. . . . . . . . . . . . . . . . . . . . . . . . immediately.

(2) Thrust levers IDLE. . . . . . . . . . . . . . . . . . . . . . . . .

(3) Wheel brakes Apply. . . . . . . . . . . . . . . . . . . . . . . . light to moderate braking until asafe stop on runway is assured.

(4) Ground spoilers Check. . . . . . . . . . . . . . . . . . . . . extended:

S GLD DEPLOY advisorymessage on.

Consider manual flight spoilerdeployment as a back-up.

(5) Thrust reverser(s)[operating engine(s)] Apply. . . . . . . . . . . . . . . . . . maximum; consistent with

directional control.

If take-off was rejected due to an engine fire or severe damage:(6) Engine fire or severe engine

damage procedure Accomplish. . . . . . . . . . . . . . Refer to POWER PLANT -L (R) ENG FIRE OR SEVEREENGINE DAMAGE section inthis chapter.

If take-off was rejected due to engine failure:

(6) Thrust levers SHUT OFF. . . . . . . . . . . . . . . . . . .

If evacuation is required:(7) Parking brake Set. . . . . . . . . . . . . . . . . . . . . . . . .

(8) Passenger EvacuationProcedure Accomplish. . . . . . . . . . . . . . . . . . . . . . Refer to EMERGENCY

EVACUATION - PASSENGEREVACUATION section inChapter 3.

If evacuation is not required:

(7) Passengers Advise. . . . . . . . . . . . . . . . . . . . . . . . to remain in their seats.

After a rejected take-off, procedures associated with cooling of wheels, brakes and tiresmust be observed. Refer to the Airplane Flight Manual, Chapter 6: PERFORMANCE --TAKE-OFF PERFORMANCE - MAXIMUM ALLOWABLE BRAKE TEMPERATURE FORTAKE-OFF.


The normal procedures in Chapter 4 are applicable, except as modified by thefollowing:

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REV 58, Oct 31/05


Inoperative


CAUTION

Extreme caution is required during braking to avoid tiredamage. Maximize use of reverse thrust.

A. Upon Landing:

(1) Both engines Apply. . . . . . . . . . . . . . . . . . . . . . . . . maximum reverse thrust.

(2) Brakes Apply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . light to moderate braking untilsafe taxi speed is maintained.

6. ABNORMAL PROCEDURES

The abnormal procedures in Chapter 5 are applicable, except as modified by thefollowing:

A. Flaps Failure Procedure:

(1) Actual landing distance Increase. . . . . . . . . . . . . as applicable, over the flap-45_actual landing distance withanti-skid inoperative, by thefactor given below:

Refer to the Airplane Flight Manual Chapter 7,Supplement 9: Anti-skid System - One Channel Inoperative

Flaps Setting(Degrees)

∆ VREF(KTS)

Actual LandingDistance Factor(Without ThrustReversers)

Actual LandingDistance Factor(With ThrustReversers)

0 30 1.65 (65%) 1.35 (35%)

8 18 1.50 (50%) 1.20 (20%)

20 12 1.30 (30%) 1.05 (5%)

30 8 1.20 (20%) 1.00 (0%)

7. PERFORMANCE

The performance data for operations with one channel of the anti--skid systeminoperative can be found in the Airplane Flight Manual, Chapter 7: SUPPLEMENTS.

8. SUPPLEMENTS

The supplementary data given in Chapter 7 are applicable.

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REV 58, Oct 31/05


Inoperative


CAUTION

Extreme caution is required during braking to avoid tiredamage. Maximize use of reverse thrust.

A. Upon Landing:

(1) Both engines Apply. . . . . . . . . . . . . . . . . . . . . . . . . maximum reverse thrust.

(2) Brakes Apply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . light to moderate braking untilsafe taxi speed is maintained.


The abnormal procedures in Chapter 5 are applicable, except as modified by thefollowing:

A. Flaps Failure Procedure:

(1) Actual landing distance Increase. . . . . . . . . . . . . as applicable, over the flap-45_actual landing distance withanti-skid inoperative, by thefactor given below:

Refer to the Airplane Flight Manual Chapter 7,Supplement 9: Anti-skid System - One Channel Inoperative

Flaps Setting(Degrees)

∆ VREF(KTS)

Actual LandingDistance Factor(Without ThrustReversers)

Actual LandingDistance Factor(With ThrustReversers)

0 30 1.65 (65%) 1.35 (35%)

8 18 1.50 (50%) 1.20 (20%)

20 12 1.30 (30%) 1.05 (5%)

30 8 1.20 (20%) 1.00 (0%)

7. PERFORMANCE

The performance data for operations with one channel of the anti--skid systeminoperative can be found in the Airplane Flight Manual, Chapter 7: SUPPLEMENTS.

8. SUPPLEMENTS

The supplementary data given in Chapter 7 are applicable.

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Vol. 2



Vol. 2

REV 58, Oct 31/05

07--08--1SUPPLEMENTARY PROCEDURESNavigation Systems


1. FLIGHT MANAGEMENT SYSTEM (DUAL FMS) <0024> / (SINGLE FMS) <0050>

A. Prior to FMS Use:

(1) FMS position information Check. . . . . . . . . . . . . . . . . for accuracy.

B. During Flight or After Periods of Dead Reckoning (DR) Navigation:


C. Before Starting Engines:

First flight of the day, initialize the IRS: <0025>NOTE

Normal IRS alignment time is approximately 7 minutes.

When ambient temperatures are below ---15°C ( 5°F),the IRS will require a prolonged period of alignment.

(1) IRS 1 and IRS 2 switches Select. . . . . . . . . . . . . . . . . to NAV.(2) FMS Enter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . present airplane position.On subsequent flights:(1) FMS Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRN POS for display and 5 nm

range on FMS MAP.If either IRS position is not inside the 2.5 nm range ring, rapidly align the IRS:(2) IRS 1 and IRS 2 switches Select. . . . . . . . . . . . . . . . . to OFF (for not more than 5

seconds), and then to NAV.(3) FMS Re-enter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . present airplane position.

NOTE

Rapid IRS alignment time is approximately 40 seconds.

Effectivity:S Airplanes 7390 and subsequent; and

S Airplanes equipped with FMS--4200 (FMC 822--0783--011) (SCID 832--4119--012)

S The FMS calculated thrust setting must not be used if the pressure altitude is greater than36,000 feet.

D. Prior to Take-off:(If FMS reference thrust setting for take-off is desired):

(1) FMS THRUST MGMT page Enter OAT. . . . . . . . . . .OR

and activate TO mode.

(1) FMS THRUST MGMTpage Enter OAT and FLX TEMP. . . . . . . . . . . . . . . . . and activate FLX mode.

Vol. 2

REV 58, Oct 31/05

07--08--1SUPPLEMENTARY PROCEDURESNavigation Systems


1. FLIGHT MANAGEMENT SYSTEM (DUAL FMS) <0024> / (SINGLE FMS) <0050>

A. Prior to FMS Use:


B. During Flight or After Periods of Dead Reckoning (DR) Navigation:


C. Before Starting Engines:

First flight of the day, initialize the IRS: <0025>NOTE

Normal IRS alignment time is approximately 7 minutes.

When ambient temperatures are below ---15°C ( 5°F),the IRS will require a prolonged period of alignment.

(1) IRS 1 and IRS 2 switches Select. . . . . . . . . . . . . . . . . to NAV.(2) FMS Enter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . present airplane position.On subsequent flights:(1) FMS Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRN POS for display and 5 nm

range on FMS MAP.If either IRS position is not inside the 2.5 nm range ring, rapidly align the IRS:(2) IRS 1 and IRS 2 switches Select. . . . . . . . . . . . . . . . . to OFF (for not more than 5

seconds), and then to NAV.(3) FMS Re-enter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . present airplane position.

NOTE

Rapid IRS alignment time is approximately 40 seconds.

Effectivity:S Airplanes 7390 and subsequent; and

S Airplanes equipped with FMS--4200 (FMC 822--0783--011) (SCID 832--4119--012)

S The FMS calculated thrust setting must not be used if the pressure altitude is greater than36,000 feet.

D. Prior to Take-off:(If FMS reference thrust setting for take-off is desired):

(1) FMS THRUST MGMT page Enter OAT. . . . . . . . . . .OR

and activate TO mode.

(1) FMS THRUST MGMTpage Enter OAT and FLX TEMP. . . . . . . . . . . . . . . . . and activate FLX mode.

07--08--2

REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESNavigation Systems

Vol. 2


Effectivity:S Airplanes equipped with FMS--4200

(FMC 822--0783--002) (SCID 829--7739--008) OR(FMC 822--0783--006) (SCID 829--7739--012).

S The FMS thrust setting data is not provided for take-off / or go-around (TO/GA).

E. During Operations in Icing Conditions:

(1) FMS Enter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . applicable engine anti-iceconfiguration(i.e., WING A/I --- ON/OFF).

CAUTION

FMS thrust management does not monitor wing/cowlanti-ice switch selections.Pilots must confirm the correct wing/cowl anti-iceselection on the FMS PERF---THRUST LIMIT page.

2. INERTIAL REFERENCE SYSTEM <0025>

For the system description and operation of the inertial reference system, refer to the Flight CrewOperating Manual, Volume 1, Chapter 12: FLIGHT INSTRUMENTS.

07--08--2

REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESNavigation Systems

Vol. 2


Effectivity:S Airplanes equipped with FMS--4200

(FMC 822--0783--002) (SCID 829--7739--008) OR(FMC 822--0783--006) (SCID 829--7739--012).

S The FMS thrust setting data is not provided for take-off / or go-around (TO/GA).

E. During Operations in Icing Conditions:

(1) FMS Enter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . applicable engine anti-iceconfiguration(i.e., WING A/I --- ON/OFF).

CAUTION

FMS thrust management does not monitor wing/cowlanti-ice switch selections.Pilots must confirm the correct wing/cowl anti-iceselection on the FMS PERF---THRUST LIMIT page.

2. INERTIAL REFERENCE SYSTEM <0025>

For the system description and operation of the inertial reference system, refer to the Flight CrewOperating Manual, Volume 1, Chapter 12: FLIGHT INSTRUMENTS.

Vol. 2

REV 56, Jan 31/03

07--09--1SUPPLEMENTARY PROCEDURESPower Plant


BATTERY / EXTERNAL AIR START

The following procedures are recommendedwhen starting the engines using external air andbatterypower only. Communication with the ground crew during the start process should be established atall times. It should be noted that only IGNITION B and the left fuel pump will be operational whenstarting with just battery power.

NOTE

1. Flight compartment standby lights come on when thebattery bus is powered and normal AC power is off.

2. EICAS display cooling is not available when the batterybus is powered and normal AC power is off. If thiscondition will continue for more than five (5) minutes,the EICAS display circuit breakers (2Q6 and 2Q7)should be opened.

With the air cart connected and supplying at least 45 psi manifold pressure, as confirmed by theground crew:

(1) BATTERY MASTERswitch ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S L and R 10TH SOV CLSD status messages on.

NOTE <0005>

If an ENG TYPE MISCOMP status message isdisplayed, do not start the engines.

(2) Left BOOST PUMP ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S L FUEL PUMP ON advisory message on.

(3) IGNITION B ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S IGNITION B ARM light on.

(4) L ENG START PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S IGNITION B ON light and IGNITION B advisory message on.

S L ENGINE START status message on.

S 10TH ISOL OPEN status message on

S L and R 10TH SOV CLSD status messages go out.

Vol. 2

REV 56, Jan 31/03



BATTERY / EXTERNAL AIR START

The following procedures are recommendedwhen starting the engines using external air andbatterypower only. Communication with the ground crew during the start process should be established atall times. It should be noted that only IGNITION B and the left fuel pump will be operational whenstarting with just battery power.

NOTE

1. Flight compartment standby lights come on when thebattery bus is powered and normal AC power is off.

2. EICAS display cooling is not available when the batterybus is powered and normal AC power is off. If thiscondition will continue for more than five (5) minutes,the EICAS display circuit breakers (2Q6 and 2Q7)should be opened.

With the air cart connected and supplying at least 45 psi manifold pressure, as confirmed by theground crew:

(1) BATTERY MASTERswitch ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S L and R 10TH SOV CLSD status messages on.

NOTE <0005>

If an ENG TYPE MISCOMP status message isdisplayed, do not start the engines.

(2) Left BOOST PUMP ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S L FUEL PUMP ON advisory message on.

(3) IGNITION B ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S IGNITION B ARM light on.

(4) L ENG START PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S IGNITION B ON light and IGNITION B advisory message on.

S L ENGINE START status message on.

S 10TH ISOL OPEN status message on

S L and R 10TH SOV CLSD status messages go out.

07--09--2

REV 56, Jan 31/03

SUPPLEMENTARY PROCEDURESPower Plant

Vol. 2


BATTERY / EXTERNAL AIR START (CONT’D)

When N2 reaches 20% RPM and ITT is below 120_C:

(5) Left Thrust lever IDLE PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D Check that starter disengages at 55% N2.

NOTE

If ITT is greater than 120_C prior to start, engine mustbe dry motored for a maximum of 90 seconds withignition off and affected thrust lever at SHUT OFF, inorder to lower ITT below 120_C.

D Check that ITT is 450 - 600_C; the maximum during start is 900_C,D Check that N1 stabilizes and does not drop below 22-25% RPM,D Check that N2 is between 62.9 - 64.0%.

NOTE

1. IdleN2 speed changesapproximately 1%/10_COAT.

2. If N2 stabilizes at more than 2% below chart idlespeed, do not advance thrust levers above 70% N2until core speed is stabilized within normal limits.

D Check that oil pressure is within normal range [above 25 psi (172 kPa)].(6) GEN 1 ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S R FUEL PUMP ON advisory message on.

07--09--2

REV 56, Jan 31/03


Vol. 2



When N2 reaches 20% RPM and ITT is below 120_C:

(5) Left Thrust lever IDLE PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D Check that starter disengages at 55% N2.

NOTE


D Check that ITT is 450 - 600_C; the maximum during start is 900_C,D Check that N1 stabilizes and does not drop below 22-25% RPM,D Check that N2 is between 62.9 - 64.0%.

NOTE

1. IdleN2 speed changesapproximately 1%/10_COAT.

2. If N2 stabilizes at more than 2% below chart idlespeed, do not advance thrust levers above 70% N2until core speed is stabilized within normal limits.

D Check that oil pressure is within normal range [above 25 psi (172 kPa)].(6) GEN 1 ON PLT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S R FUEL PUMP ON advisory message on.

Vol. 2

REV 56, Jan 31/03




Before starting right engine:(7) Fuel feed check valve test Complete PLT ¡. . . . . . . . . . . . . . . . . . . . .

Fuel feed check valve test procedure:(a) BOOST PUMP, L and R Off. . . . . . . . . . . . . . . . . . . . . . . . . . . .(b) FUEL LO PRESS caution Check on. . . . . . . . . . . . . . . . . . . . .

S For the right engine.

NOTE

Absence of the low pressure caution message on theEICAS is an indication that the fuel feed check valve hasfailed in the open position.

(c) BOOST PUMP, L and R ON. . . . . . . . . . . . . . . . . . . . . . . . . . . .(8) Right engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D Perform a normal cross-bleed start.

QUCK TURN--AROUND STARTS

NOTE


Refer to Powerplant Limitations (See Chapter 2) for dry motoring cycle.

Vol. 2

REV 56, Jan 31/03




Before starting right engine:(7) Fuel feed check valve test Complete PLT ¡. . . . . . . . . . . . . . . . . . . . .

Fuel feed check valve test procedure:(a) BOOST PUMP, L and R Off. . . . . . . . . . . . . . . . . . . . . . . . . . . .(b) FUEL LO PRESS caution Check on. . . . . . . . . . . . . . . . . . . . .

S For the right engine.

NOTE

Absence of the low pressure caution message on theEICAS is an indication that the fuel feed check valve hasfailed in the open position.

(c) BOOST PUMP, L and R ON. . . . . . . . . . . . . . . . . . . . . . . . . . . .(8) Right engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D Perform a normal cross-bleed start.

QUCK TURN--AROUND STARTS

NOTE


Refer to Powerplant Limitations (See Chapter 2) for dry motoring cycle.

07--09--4

REV 56, Jan 31/03


Vol. 2


ENGINE OIL LEVEL INDICATION SYSTEM

Effectivity:S Airplanes 7002, 7003, 7025 and subsequent, and

S Airplanes 7004 to 7024 incorporating Canadair Service Bulletin:

S SB 601R--79--001, Oil--Provisions for Indicating System--Introduction of engineoil level indicator panel into flight compartment and engine wiring harness.

For airplane operations in excess of 16 operating hours(without engine oil tank servicing):

Check engine oil level as follows:

(1) ENGINE OIL LEVEL,STOP/START switch/light Press in. . . . . . . . . . . . . to start oil level check system.

Check the following:

S Lamp test is completed(lights on then off),

S START light on,

S LH and RH FAIL lights out,

S LH and RH REFILL lightsout, and

S STOP light on.

If LH or RH FAIL lights on:

NOTE

MASTER CAUTION lights will not come on for this condition.

(2) Engine Oil Level IndicationSystem Failure Procedure Accomplish. . . . . . . . . Refer to ABNORMAL

PROCEDURES---POWERPLANT.

07--09--4

REV 56, Jan 31/03


Vol. 2


ENGINE OIL LEVEL INDICATION SYSTEM

Effectivity:S Airplanes 7002, 7003, 7025 and subsequent, and

S Airplanes 7004 to 7024 incorporating Canadair Service Bulletin:

S SB 601R--79--001, Oil--Provisions for Indicating System--Introduction of engineoil level indicator panel into flight compartment and engine wiring harness.

For airplane operations in excess of 16 operating hours(without engine oil tank servicing):

Check engine oil level as follows:

(1) ENGINE OIL LEVEL,STOP/START switch/light Press in. . . . . . . . . . . . . to start oil level check system.


S Lamp test is completed(lights on then off),

S START light on,

S LH and RH FAIL lights out,

S LH and RH REFILL lightsout, and

S STOP light on.

If LH or RH FAIL lights on:

NOTE

MASTER CAUTION lights will not come on for this condition.

(2) Engine Oil Level IndicationSystem Failure Procedure Accomplish. . . . . . . . . Refer to ABNORMAL

PROCEDURES---POWERPLANT.

Vol. 2

REV 56, Jan 31/03



ENGINE OIL LEVEL INDICATION SYSTEM (cont’d)

If LH or RH REFILL lights on:

NOTEMASTER CAUTION lights will not come on for this condition.

If maintenance is available:

(2) Affected engineoil system Service. . . . . . . . . . . . . . . . . . . . . . . . . . . immediately.

NOTE---Service engine oil system usingeither of the following:

S Engine oil replenishmentsystem, or

S Manual refill at the affectedengine oil tank.

(3) ENGINE OIL LEVEL,STOP/START switch/light Press out. . . . . . . . . . . . to shutdown oil level check

system.Check the following:

S STOP light out, and

S All lights out.

If maintenance is not available, log the event then:

(2) Affected engineoil system Calculate. . . . . . . . . . . . . . . . . . . . . . . . . flight time available before

system must be replenished.

Replenishment must beperformed on the affectedengine within the followingperiod;not to exceed 6 flight hours:

MINUS EQUALSMaximum Duration toNext Replenishment

(Hours)Duration of Last Flight

(Hours)

Flight TimeAvailable Before

Replishment Required6 --- hrs = hrs

Vol. 2

REV 56, Jan 31/03




If LH or RH REFILL lights on:

NOTEMASTER CAUTION lights will not come on for this condition.

If maintenance is available:

(2) Affected engineoil system Service. . . . . . . . . . . . . . . . . . . . . . . . . . . immediately.

NOTE---Service engine oil system usingeither of the following:

S Engine oil replenishmentsystem, or

S Manual refill at the affectedengine oil tank.




S All lights out.

If maintenance is not available, log the event then:

(2) Affected engineoil system Calculate. . . . . . . . . . . . . . . . . . . . . . . . . flight time available before

system must be replenished.

Replenishment must beperformed on the affectedengine within the followingperiod;not to exceed 6 flight hours:

MINUS EQUALSMaximum Duration toNext Replenishment

(Hours)Duration of Last Flight

(Hours)

Flight TimeAvailable Before

Replishment Required6 --- hrs = hrs

07--09--6

REV 56, Jan 31/03


Vol. 2



If LH or RH REFILL lights on (Cont’d):




S All lights out.

If STOP light is on:




S All lights out.

ENGINE OIL REPLENISHMENT

If it is required to top-up the engine oil tank, the following outlines the procedures employed usingthe oil replenishment system.

Oil Level Control Panel Test

(1) ON/OFF switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) ENG OIL,PRESS TO TEST switch/light Press in. . . . . . . . . . and hold.


S LH and/or RH FULL light/scome on for 2 to 4 seconds,then go out again.

NOTE

If either engine oil tank is full, the applicable FULL lightwould have been on and will remain on after the test. Ifthe indications as stated above do not occur, thesystem is defective and must not be used.

07--09--6

REV 56, Jan 31/03


Vol. 2



If LH or RH REFILL lights on (Cont’d):




S All lights out.

If STOP light is on:




S All lights out.

ENGINE OIL REPLENISHMENT

If it is required to top-up the engine oil tank, the following outlines the procedures employed usingthe oil replenishment system.

Oil Level Control Panel Test

(1) ON/OFF switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) ENG OIL,PRESS TO TEST switch/light Press in. . . . . . . . . . and hold.


S LH and/or RH FULL light/scome on for 2 to 4 seconds,then go out again.

NOTE

If either engine oil tank is full, the applicable FULL lightwould have been on and will remain on after the test. Ifthe indications as stated above do not occur, thesystem is defective and must not be used.

Vol. 2

REV 56, Jan 31/03



ENGINE OIL REPLENISHMENT (CONT’D)

Replenishment Procedures

(1) Oil quantityindicator Verify. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . and make a record of the oil

level in the replenishment tank.

(2) Manual selector valve Turn. . . . . . . . . . . . . . . . . . . . and hold to the R or L position,as applicable.

(3) Oil quantity Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . as the oil level in thereplenishment tank decreases.

(4) Manual selector valve Release. . . . . . . . . . . . . . . . as soon as the replenishingpump automatically stops (theLH or RH FULL light, asapplicable, comes on), or untilthe oil quantity in thereplenishment tank decreasesby 2 U.S. quarts (1.9 liters),whichever comes first.

If the affected engine oil tank is not full after 2 U.S. quarts (1.9 liters) have beenadded:

(5) Affected engine Dry motor. . . . . . . . . . . . . . . . . . . . for 30 seconds. The affectedFULL light should then comeon.

If the affected ENG OIL, FULL light still does not come on:

(6) Steps (1) to (5) above Repeat. . . . . . . . . . . . . . . . . within five (5) minutes. Confirmthat the affected FULL light isnow on.


quantity that was put into theengine.

(8) Steps (1) to (7) above Repeat. . . . . . . . . . . . . . . . . for the other engine, if required.

(9) ON/OFF switch OFF. . . . . . . . . . . . . . . . . . . . . . . . . . Check that all lights go out.

Vol. 2

REV 56, Jan 31/03



ENGINE OIL REPLENISHMENT (CONT’D)

Replenishment Procedures


level in the replenishment tank.

(2) Manual selector valve Turn. . . . . . . . . . . . . . . . . . . . and hold to the R or L position,as applicable.

(3) Oil quantity Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . as the oil level in thereplenishment tank decreases.

(4) Manual selector valve Release. . . . . . . . . . . . . . . . as soon as the replenishingpump automatically stops (theLH or RH FULL light, asapplicable, comes on), or untilthe oil quantity in thereplenishment tank decreasesby 2 U.S. quarts (1.9 liters),whichever comes first.

If the affected engine oil tank is not full after 2 U.S. quarts (1.9 liters) have beenadded:

(5) Affected engine Dry motor. . . . . . . . . . . . . . . . . . . . for 30 seconds. The affectedFULL light should then comeon.

If the affected ENG OIL, FULL light still does not come on:

(6) Steps (1) to (5) above Repeat. . . . . . . . . . . . . . . . . within five (5) minutes. Confirmthat the affected FULL light isnow on.


quantity that was put into theengine.

(8) Steps (1) to (7) above Repeat. . . . . . . . . . . . . . . . . for the other engine, if required.

(9) ON/OFF switch OFF. . . . . . . . . . . . . . . . . . . . . . . . . . Check that all lights go out.

07--09--8

REV 58, Oct 31/05


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07--09--8

REV 58, Oct 31/05


Vol. 2



Vol. 2

REV 58, Oct 31/05

07--10--1SUPPLEMENTARY PROCEDURESCategory ll Operations


NOTEThese supplementary procedures do not constituteapproval to conduct Category II operations.

1. INTRODUCTION

The Regional Jet CL 600-2B19 airplane has been shown to meet the airworthinessrequirements for Category II Operations contained in Appendix 1 of AC 120-29 andSubpart 2 of JAA-AWO.The following data must be used when conducting Category II operations.These data complement or supersede data contained in the basic Flight Crew OperatingManual. This supplement must therefore, be read in conjunction with the basic Flight CrewOperating Manual.The effect of these supplementary procedures on the basic Flight Crew Operating Manual isgiven in paragraphs (2) to (6).

2. LIMITATIONSThe operating limitations in Chapter 2 are applicable, except as modified by the following:Category II Required Equipment ListS An ILS approach to Category II minima must not be commenced or continued unless all

required airborne equipment, specified in the Category II Required Equipment List belowand their ground installations, are operating satisfactorily.

Category II Required Equipment ListEquipment Prior to Approach

VHF NAV 1 and 2 Both must be operational.VHF COM 1 and 2 Both must be operational.PFD 1 and 2 One (1) PFD available and operational for

each side.STAB Channel 1 and 2 One (1) channel must be operational.Radio Altimeter 1 and 2 <0045> Both must be operational, with display on

both sides. <0045>AHRS 1 and 2 or IRS 1 and 2 <0025> Both must be operational.ADC 1 and 2 Both must be operational.FD 1 and 2 Both must be operational.EFIS Comparator Monitors Must be operational.AFCS Pitch Trim Must be operational.Autopilot Must be operational.Hydraulics (3) All systems must be on and operational.Electrics Two (2) generators on and sharing load,

i.e. 2 main generators or 1 main generatorand APU generator on.

Vol. 2

REV 58, Oct 31/05



NOTEThese supplementary procedures do not constituteapproval to conduct Category II operations.

1. INTRODUCTION

The Regional Jet CL 600-2B19 airplane has been shown to meet the airworthinessrequirements for Category II Operations contained in Appendix 1 of AC 120-29 andSubpart 2 of JAA-AWO.The following data must be used when conducting Category II operations.These data complement or supersede data contained in the basic Flight Crew OperatingManual. This supplement must therefore, be read in conjunction with the basic Flight CrewOperating Manual.The effect of these supplementary procedures on the basic Flight Crew Operating Manual isgiven in paragraphs (2) to (6).

2. LIMITATIONSThe operating limitations in Chapter 2 are applicable, except as modified by the following:Category II Required Equipment ListS An ILS approach to Category II minima must not be commenced or continued unless all

required airborne equipment, specified in the Category II Required Equipment List belowand their ground installations, are operating satisfactorily.

Category II Required Equipment ListEquipment Prior to Approach

VHF NAV 1 and 2 Both must be operational.VHF COM 1 and 2 Both must be operational.PFD 1 and 2 One (1) PFD available and operational for

each side.STAB Channel 1 and 2 One (1) channel must be operational.Radio Altimeter 1 and 2 <0045> Both must be operational, with display on

both sides. <0045>AHRS 1 and 2 or IRS 1 and 2 <0025> Both must be operational.ADC 1 and 2 Both must be operational.FD 1 and 2 Both must be operational.EFIS Comparator Monitors Must be operational.AFCS Pitch Trim Must be operational.Autopilot Must be operational.Hydraulics (3) All systems must be on and operational.Electrics Two (2) generators on and sharing load,

i.e. 2 main generators or 1 main generatorand APU generator on.

07--10--2

TR RJ/204, Feb 11/08

SUPPLEMENTARY PROCEDURESCategory ll Operations

Vol. 2


Category II Required Equipment List (Cont’d)

Category II Required Equipment List <0026>

Equipment Prior to Approach

VHF NAV 1 and 2 Both must be operational.

VHF COM 1 and 2 Both must be operational.

PFD 1 and 2 One (1) PFD available and operational for each side.

STAB Channel 1 and 2 One (1) channel must be operational.

Radio Altimeter 1 and 2 <0045> Must be operational, with display on both sides.<0045>

IRS 1 and 2 Both must be operational.

ADC 1 and 2 Both must be operational.

EFIS Comparator Monitors Must be operational.

AFCS Pitch Trim <0026> Must be operational if HGS is inoperative.<0026>

Hydraulics (3) All systems must be on and operational.

Electrics Two (2) generators on and sharing load, i.e. 2 maingenerators or 1 main generator and APU generator on.

Fli h G id S

--604 FCC<0026>--704 FCC<0026>

--904 FCC<TC,FAA><0026>--037 FCC<0026>

Flight Guidance Systems<0026>Either the autopilot or HGSmust be operational.<0026>

Either both flight directors,or the autopilot, or theHGS must be operational.<0026>

07--10--2

TR RJ/204, Feb 11/08


Vol. 2


Category II Required Equipment List (Cont’d)

Category II Required Equipment List <0026>

Equipment Prior to Approach

VHF NAV 1 and 2 Both must be operational.

VHF COM 1 and 2 Both must be operational.

PFD 1 and 2 One (1) PFD available and operational for each side.

STAB Channel 1 and 2 One (1) channel must be operational.

Radio Altimeter 1 and 2 <0045> Must be operational, with display on both sides.<0045>

IRS 1 and 2 Both must be operational.

ADC 1 and 2 Both must be operational.

EFIS Comparator Monitors Must be operational.

AFCS Pitch Trim <0026> Must be operational if HGS is inoperative.<0026>

Hydraulics (3) All systems must be on and operational.

Electrics Two (2) generators on and sharing load, i.e. 2 maingenerators or 1 main generator and APU generator on.

Fli h G id S

--604 FCC<0026>--704 FCC<0026>

--904 FCC<TC,FAA><0026>--037 FCC<0026>

Flight Guidance Systems<0026>Either the autopilot or HGSmust be operational.<0026>

Either both flight directors,or the autopilot, or theHGS must be operational.<0026>

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REV 58, Oct 31/05



S Operation of the autopilot is prohibited below 80 feet AGL.

S Manual (Non-coupled) Category II approaches are prohibited.

Effectivity:S Airplanes 7395 and subsequent, and

S Airplanes incorporating the following Canadair Service Bulletin:

S SB 601R---22 ---014, AFCS Performance Improvements.


S Manual (Non--coupled) Category II approaches are prohibited.<JAA>

Vol. 2

REV 58, Oct 31/05




S Manual (Non-coupled) Category II approaches are prohibited.

Effectivity:S Airplanes 7395 and subsequent, and




S Manual (Non--coupled) Category II approaches are prohibited.<JAA>

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Vol. 2


Effectivity:

S Airplanes equipped with the ---503 HGS Computer.<0026>

The following table identifies the limitations applicable on each mode of the HGS duringCategory II operations.

S An “X” indicates the mode is prohibited from use;S A “n“ indicates no restriction unless accompanied by a limiting footnote;S A footnote indicates an additional reference or a conditional authorization.

Limitations on the Use of HGS --- Category II OperationsFlight Phase

SelectedHGS Mode Approach Landing

(and Roll-out)

PRIn

1, 2X

VMC X XFD X XAI X X

AIIn

2, 4, 5, 6

n

4 <0026>

4, 8 <JAA, 0026>

AIIIn

3, 4, 5, 7

n

4 <0026>

4, 8 <JAA, 0026>

General

S The system must be operated in accordance with the HGS Pilot Guide P/N 9701---0971dated May 1999 or later applicable edition.

Associated Footnotes1. Except for go-around, use of PRI mode below 800 feet AGL is prohibited.2. Glideslope angles outside the range ---2.5 to ---3.5 degrees are prohibited.3. Glideslope angles outside the range ---2.5 to ---3.0 degrees are prohibited.4. Use of flaps other than 45 is prohibited.5. Use of any A mode to monitor autopilot-coupled approaches is prohibited.6. Additional limitations and procedures for AII mode are covered in this Supplement.7. Additional limitations and procedures for AIII mode are covered in Chapter 7,SUPPLEMENTARY PROCEDURES --- CATEGORY IIIa OPERATION.

8. Landing with the combiner deployed is prohibited if the standard airplane sun visor is notstowed.<JAA>

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REV 58, Oct 31/05


Vol. 2


Effectivity:

S Airplanes equipped with the ---503 HGS Computer.<0026>

The following table identifies the limitations applicable on each mode of the HGS duringCategory II operations.

S An “X” indicates the mode is prohibited from use;S A “n“ indicates no restriction unless accompanied by a limiting footnote;S A footnote indicates an additional reference or a conditional authorization.

Limitations on the Use of HGS --- Category II OperationsFlight Phase

SelectedHGS Mode Approach Landing

(and Roll-out)

PRIn

1, 2X

VMC X XFD X XAI X X

AIIn

2, 4, 5, 6

n

4 <0026>

4, 8 <JAA, 0026>

AIIIn

3, 4, 5, 7

n

4 <0026>

4, 8 <JAA, 0026>

General

S The system must be operated in accordance with the HGS Pilot Guide P/N 9701---0971dated May 1999 or later applicable edition.

Associated Footnotes1. Except for go-around, use of PRI mode below 800 feet AGL is prohibited.2. Glideslope angles outside the range ---2.5 to ---3.5 degrees are prohibited.3. Glideslope angles outside the range ---2.5 to ---3.0 degrees are prohibited.4. Use of flaps other than 45 is prohibited.5. Use of any A mode to monitor autopilot-coupled approaches is prohibited.6. Additional limitations and procedures for AII mode are covered in this Supplement.7. Additional limitations and procedures for AIII mode are covered in Chapter 7,SUPPLEMENTARY PROCEDURES --- CATEGORY IIIa OPERATION.

8. Landing with the combiner deployed is prohibited if the standard airplane sun visor is notstowed.<JAA>

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REV 58, Oct 31/05




The emergency procedures in Chapter 3 are applicable, except as modified by the following:A. Autopilot Failure

Indication: Abnormal autopilot operation and/or AFCS MSGS FAIL warning message,“CAVALRY CHARGE” aural and/or flashing AP (red) message on theprimary flight displays.

If above 200 feet, on a stabilized approach:(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . using AP/SP DISC switch on

the control wheel or the AP DISswitch on the FCP.

(2) Manual control Resume. . . . . . . . . . . . . . . . . . . . . .(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, or

go-around.

If below 200 feet and non--visual:(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . .

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REV 58, Oct 31/05




The emergency procedures in Chapter 3 are applicable, except as modified by the following:A. Autopilot Failure

Indication: Abnormal autopilot operation and/or AFCS MSGS FAIL warning message,“CAVALRY CHARGE” aural and/or flashing AP (red) message on theprimary flight displays.

If above 200 feet, on a stabilized approach:(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . using AP/SP DISC switch on

the control wheel or the AP DISswitch on the FCP.

(2) Manual control Resume. . . . . . . . . . . . . . . . . . . . . .(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, or

go-around.

If below 200 feet and non--visual:(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Vol. 2



The normal procedures in Chapter 4 are applicable, except as modified by the following:

A. Radio Altimeters -- Before Take--off

Prior to Category II Operations:(1) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . . . to test radio altimeter system.

Check the following:S RA readout of 50 feetdisplayed on the PFDs.

B. Prior to Approach

Airplanemust be properly configured and thatCategory II briefing accomplishedpriorto commencing a Category II approach:

Effectivity:S Airplanes equipped with the ---503 HGS Computer: <0026>

(1) HGS combiner <0026> Deploy. . . . . . . . . . . . . . . . .NOTE

In the initial approach phase use the HGS inPRI mode or the PFD / MFD as the primarynavigation displays. <0026>

(2) HGS combinerbrightness control <0026> Adjust. . . . . . . . . . . . . . .

NOTEThe automatic brightness control is optimizedfor low visibility conditions.Adjustments may be required under highcontrast lighting conditions in day time orbrightly lit environments (e.g. airport) during aclear night.When the use of the sun visor is discontinued,HGS combiner brightness adjustment may berequired to regain optimum contrast ratio.<0026>

as required to providecontrast for the symbologyto be readable yet notoverpower the outsideenvironment.

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Vol. 2




A. Radio Altimeters -- Before Take--off

Prior to Category II Operations:(1) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . . . to test radio altimeter system.

Check the following:S RA readout of 50 feetdisplayed on the PFDs.

B. Prior to Approach

Airplanemust be properly configured and thatCategory II briefing accomplishedpriorto commencing a Category II approach:

Effectivity:S Airplanes equipped with the ---503 HGS Computer: <0026>

(1) HGS combiner <0026> Deploy. . . . . . . . . . . . . . . . .NOTE

In the initial approach phase use the HGS inPRI mode or the PFD / MFD as the primarynavigation displays. <0026>

(2) HGS combinerbrightness control <0026> Adjust. . . . . . . . . . . . . . .

NOTEThe automatic brightness control is optimizedfor low visibility conditions.Adjustments may be required under highcontrast lighting conditions in day time orbrightly lit environments (e.g. airport) during aclear night.When the use of the sun visor is discontinued,HGS combiner brightness adjustment may berequired to regain optimum contrast ratio.<0026>

as required to providecontrast for the symbologyto be readable yet notoverpower the outsideenvironment.

Vol. 2

REV 58, Oct 31/05



(3) Landing weight Check. . . . . . . . . . . . . . . . . . . . . . . . within limits. See Chapter 6:PERFORMANCE---LANDINGPERFORMANCE of the AirplaneFlight Manual, CSP A-012.

(4) NAV SOURCE switches Set. . . . . . . . . . . . . . . . . . . to onside ILS (green) for bothPFDs.

(5) ATTD / HDG and AIR DATAsource selectors Set. . . . . . . . . . . . . . . . . . . . . . . . . . to NORM.

(6) COMPASSswitches (both) Set. . . . . . . . . . . . . . . . . . . . . . . . . . . to MAG.

(6) IRS 1 and IRS 2switches <0025> Check. . . . . . . . . . . . . . . . . . . . . . . set to NAV.

(7) Decision height Set. . . . . . . . . . . . . . . . . . . . . . . . . . on both PFDs.

(8) Localizer Course Set. . . . . . . . . . . . . . . . . . . . . . . . . on both PFDs.

(9) MDA Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as a barometric DH, in case RAfails.

(10) EFIS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . that no comparator flags aredisplayed.

(11) CAS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . that the following messages arenot displayedS AFCS MSGS FAIL warningmessage,

S AP PITCH TRIM, EFIS COMPINOP and EFIS COMP MONcaution message,

S FD 1 / 2 FAIL statusmessages.

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REV 58, Oct 31/05



(3) Landing weight Check. . . . . . . . . . . . . . . . . . . . . . . . within limits. See Chapter 6:PERFORMANCE---LANDINGPERFORMANCE of the AirplaneFlight Manual, CSP A-012.

(4) NAV SOURCE switches Set. . . . . . . . . . . . . . . . . . . to onside ILS (green) for bothPFDs.

(5) ATTD / HDG and AIR DATAsource selectors Set. . . . . . . . . . . . . . . . . . . . . . . . . . to NORM.

(6) COMPASSswitches (both) Set. . . . . . . . . . . . . . . . . . . . . . . . . . . to MAG.

(6) IRS 1 and IRS 2switches <0025> Check. . . . . . . . . . . . . . . . . . . . . . . set to NAV.

(7) Decision height Set. . . . . . . . . . . . . . . . . . . . . . . . . . on both PFDs.

(8) Localizer Course Set. . . . . . . . . . . . . . . . . . . . . . . . . on both PFDs.

(9) MDA Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as a barometric DH, in case RAfails.

(10) EFIS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . that no comparator flags aredisplayed.

(11) CAS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . that the following messages arenot displayedS AFCS MSGS FAIL warningmessage,

S AP PITCH TRIM, EFIS COMPINOP and EFIS COMP MONcaution message,

S FD 1 / 2 FAIL statusmessages.

07--10--8

REV 58, Oct 31/05


Vol. 2


Effectivity:

S Airplanes equipped with the ---503 HGS Computer: <0026>

(12) HGS control panel <0026> Enter. . . . . . . . . . . . . . . . glideslope angle and runwayelevation.

Enter approach mode asrequired.

(13) EFIS / HGS <0026> Check. . . . . . . . . . . . . . . . . . . . that no comparator flags are notdisplayed:

(14) CAS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . that the following messages arenot displayed.S AFCS MSGS FAIL warningmessage,

S AP PITCH TRIM, EFIS COMPINOP and EFIS COMP MONcaution messages,

S FD 1 / 2 FAIL statusmessages,

S HGS FAIL status message (ifHGS is in use).<0026>

(15) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . . . Both pilots must independentlytest their respective radioaltimeter. Check the following:S 50 feet RA displayed onPFDs.

(16) Stabilizer and elevator position Check. . . . . . . . . . valid on F/CTL synoptic page.

(17) Landing data Computed. . . . . . . . . . . . . . . . . . . . . . Set speed and N1 bugs, i.e.,landing reference speed (VREF)and take---off N1 reference (forgo---around).

(18) Approach mode Arm. . . . . . . . . . . . . . . . . . . . . . . . .

(19) HGS control panel Select. . . . . . . . . . . . . . . . . . . . . approach mode below 2000feet (if necessary).

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Vol. 2


Effectivity:


(12) HGS control panel <0026> Enter. . . . . . . . . . . . . . . . glideslope angle and runwayelevation.


(13) EFIS / HGS <0026> Check. . . . . . . . . . . . . . . . . . . . that no comparator flags are notdisplayed:

(14) CAS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . that the following messages arenot displayed.S AFCS MSGS FAIL warningmessage,


S FD 1 / 2 FAIL statusmessages,

S HGS FAIL status message (ifHGS is in use).<0026>

(15) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . . . Both pilots must independentlytest their respective radioaltimeter. Check the following:S 50 feet RA displayed onPFDs.


(17) Landing data Computed. . . . . . . . . . . . . . . . . . . . . . Set speed and N1 bugs, i.e.,landing reference speed (VREF)and take---off N1 reference (forgo---around).


(19) HGS control panel Select. . . . . . . . . . . . . . . . . . . . . approach mode below 2000feet (if necessary).

Vol. 2

REV 58, Oct 31/05





(22) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . . . Both pilots must independentlytest their respective radioaltimeter.S 50 feet RA displayed onPFDs.

(23) Landing data Computed. . . . . . . . . . . . . . . . . . . . . . Set speed and N1 bugs, i.e.,landing reference speed (VREF)and take-off N1 reference (forgo-around).

C. Before Landing

(1) Autopilot Disengage. . . . . . . . . . . . . . . . . . . . . . . . . at an altitude not less than 80feet AGL. <TC/FAA>

(1) Autopilot Disengage. . . . . . . . . . . . . . . . . . . . . . . . . at an altitude not less than 60feet AGL. <JAA>

Effectivity:

S Airplanes 7395 and subsequent, and




Vol. 2

REV 58, Oct 31/05





(22) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . . . Both pilots must independentlytest their respective radioaltimeter.S 50 feet RA displayed onPFDs.

(23) Landing data Computed. . . . . . . . . . . . . . . . . . . . . . Set speed and N1 bugs, i.e.,landing reference speed (VREF)and take-off N1 reference (forgo-around).

C. Before Landing

(1) Autopilot Disengage. . . . . . . . . . . . . . . . . . . . . . . . . at an altitude not less than 80feet AGL. <TC/FAA>


Effectivity:

S Airplanes 7395 and subsequent, and




07--10--10

REV 58, Oct 31/05


Vol. 2



The abnormal procedures in Chapter 5 are applicable, except as modified by the following:

A. Single Engine Approach and Landing

Prior to approach:

(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . if available.

(2) AC POWER, APU GEN switch Select. . . . . . . . . . . to ON. Check the following:

S APU GEN OFF cautionmessage out.

Effectivity:

S Airplanes 7003 thru 7207 not incorporating Canadair Service Bulletin:

S SB 601R---34 ---094, Installation of a New ADC (---140) and ARP ( ---104).

NOTEAfter generator transfers, intermittent failure of the copilot’s airdata reference system may occur. These failures may resultin uncommanded changes to the copilot’s flight instruments.Flight crews should check and reset as required, thebarometric altimeter setting, altitude preselector, V-speedsand speed bug settings before take-off and after generatorswitching events.

Effectivity:

S <0026>Airplanes equipped with the ---503 HGS Computer: <0026>

(3) HGS control panel <0026> Select. . . . . . . . . . . . . . . CLEAR or stow the combiner.


(4) Single Engine Approach andLanding procedure Accomplish. . . . . . . . . . . . . . . Refer to Chapter 5: ABNORMAL

PROCEDURES --- SINGLEENGINE PROCEDURES.

(5) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . under Category II operations.

At glideslope intercept:

(6) Airplane Retrim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . directionally as required.

If the APU GEN is not available:

(1) Approach Conduct. . . . . . . . . . . . . . . . . . . . . . . . . . . under Category I operations.

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Vol. 2




A. Single Engine Approach and Landing

Prior to approach:

(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . if available.

(2) AC POWER, APU GEN switch Select. . . . . . . . . . . to ON. Check the following:

S APU GEN OFF cautionmessage out.

Effectivity:


S SB 601R---34 ---094, Installation of a New ADC (---140) and ARP ( ---104).


Effectivity:

S <0026>Airplanes equipped with the ---503 HGS Computer: <0026>



(4) Single Engine Approach andLanding procedure Accomplish. . . . . . . . . . . . . . . Refer to Chapter 5: ABNORMAL

PROCEDURES --- SINGLEENGINE PROCEDURES.




If the APU GEN is not available:


Vol. 2

REV 58, Oct 31/05



B. Engine Failure During Approach

The approach may be continued provided the following procedure can beaccomplished prior to 800 feet.

(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . .

(2) Operating engine Increase. . . . . . . . . . . . . . . . . . . . thrust as required.

(3) Flight spoilers Ensure. . . . . . . . . . . . . . . . . . . . . . . . retracted.

(4) Flaps Retract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 20 degrees.

(5) Airspeed Increase. . . . . . . . . . . . . . . . . . . . . . . . . . . to VREF+12 KIAS.

(6) Airplane Retrim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(7) Autopilot Re-engage. . . . . . . . . . . . . . . . . . . . . . . . .

(8) Actual landingdistance Increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . by a factor of 1.25 (25%), for a

landing without the use ofreverse thrust.

Effectivity:


(9) HGS control panel<0026> Select. . . . . . . . . . . . . . . CLEAR or stow the combiner.



If above 800 feet and APU GEN is available and selected ON:


If above 800 feet and APU GEN is not available:


If below 800 feet and non-visual:

(11) Go-Around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .

After landing or during go-around at a safe altitude:

(12) Engine shutdown procedure Accomplish. . . . . . . Refer to Chapter 5:POWERPLANT - IN-FLIGHTENGINE FAILURE/SHUTDOWNProcedure.

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REV 58, Oct 31/05



B. Engine Failure During Approach

The approach may be continued provided the following procedure can beaccomplished prior to 800 feet.

(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . .

(2) Operating engine Increase. . . . . . . . . . . . . . . . . . . . thrust as required.

(3) Flight spoilers Ensure. . . . . . . . . . . . . . . . . . . . . . . . retracted.

(4) Flaps Retract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 20 degrees.

(5) Airspeed Increase. . . . . . . . . . . . . . . . . . . . . . . . . . . to VREF+12 KIAS.

(6) Airplane Retrim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


(8) Actual landingdistance Increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . by a factor of 1.25 (25%), for a

landing without the use ofreverse thrust.

Effectivity:


(9) HGS control panel<0026> Select. . . . . . . . . . . . . . . CLEAR or stow the combiner.



If above 800 feet and APU GEN is available and selected ON:


If above 800 feet and APU GEN is not available:



(11) Go-Around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .

After landing or during go-around at a safe altitude:

(12) Engine shutdown procedure Accomplish. . . . . . . Refer to Chapter 5:POWERPLANT - IN-FLIGHTENGINE FAILURE/SHUTDOWNProcedure.

07--10--12

REV 58, Oct 31/05


Vol. 2


C. ADC 1 or 2 Failure

Indication: Erratic PFD data or ADC FAIL annunciation and ALT / IAS annunciation onPFDs.

First failure during approach (of the two required units):

If above 200 feet, on a stabilized approach:

(1) AIR DATA switch Select. . . . . . . . . . . . . . . . . . . . . . X---SIDE.

(2) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, or initiatego-around.


(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . .

D. VHF NAV 1 or 2 Failure

Indication: ILS receiver on applicable side is inoperative.



(1) NAV SOURCE switch Select. . . . . . . . . . . . . . . . . . X---SIDE.




E. FD 1 or 2 Failure

Indication: Flight director, on applicable side is inoperative.FD 1 FAIL or FD 2 FAIL displayed on EICAS.



(2) Autopilot Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . if required.



07--10--12

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Vol. 2


C. ADC 1 or 2 Failure

Indication: Erratic PFD data or ADC FAIL annunciation and ALT / IAS annunciation onPFDs.



(1) AIR DATA switch Select. . . . . . . . . . . . . . . . . . . . . . X---SIDE.




D. VHF NAV 1 or 2 Failure

Indication: ILS receiver on applicable side is inoperative.



(1) NAV SOURCE switch Select. . . . . . . . . . . . . . . . . . X---SIDE.




E. FD 1 or 2 Failure

Indication: Flight director, on applicable side is inoperative.FD 1 FAIL or FD 2 FAIL displayed on EICAS.



(2) Autopilot Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . if required.



Vol. 2

REV 58, Oct 31/05



F. AHRS 1 or 2 Failure or IRS 1 or 2 Failure <0025>

Indication: Erratic PFD data or ATT annunciation, and HDG / ROL / PIT annunciationon PFDs.

First failure during approach (AP will disconnect):


(1) Manual control Resume. . . . . . . . . . . . . . . . . . . . . .

(2) ATTD / HDG switch Select. . . . . . . . . . . . . . . . . . . . X---SIDE





G. Radio Altimeter 1 or 2 <0045>Failure

Indication: False radio altimeter height on PFDs, and RA annunciation on PFDs.

Failure during approach:





H. STAB CH 1 or 2 Failure

Indication: Horizontal stabilizer trim, on applicable side, is inoperative.STAB CH 1 INOP or STAB CH 2 INOP status message, displayed onEICAS.


Single channel failure:

(1) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . .

Dual channel failure (STAB TRIM caution message on; autopilot may disengage;other associated messages on):


Vol. 2

REV 58, Oct 31/05



F. AHRS 1 or 2 Failure or IRS 1 or 2 Failure <0025>

Indication: Erratic PFD data or ATT annunciation, and HDG / ROL / PIT annunciationon PFDs.

First failure during approach (AP will disconnect):



(2) ATTD / HDG switch Select. . . . . . . . . . . . . . . . . . . . X---SIDE





G. Radio Altimeter 1 or 2 <0045>Failure

Indication: False radio altimeter height on PFDs, and RA annunciation on PFDs.






H. STAB CH 1 or 2 Failure

Indication: Horizontal stabilizer trim, on applicable side, is inoperative.STAB CH 1 INOP or STAB CH 2 INOP status message, displayed onEICAS.


Single channel failure:


Dual channel failure (STAB TRIM caution message on; autopilot may disengage;other associated messages on):


07--10--14

REV 58, Oct 31/05


Vol. 2


I. PFD 1 or 2 Failure

Indication: Primary flight display , on applicable side, goes blank.


(1) Display reversionary panel selectorswitch Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to PFD.

Applicable MFD defaults toprimary flight display.

J. EFIS COMP MON Failure

Indication: EFIS comparator monitor failure; EFIS COMP MON caution messagedisplayed on EICAS and ALT / HDG / IAS / PIT / ROL annunciation onPFDs.






K. Left Main Generator Failure

Indication: Left generator failure; GEN 1 OFF caution message displayed on EICAS

NOTE

Failure of the left generator will have no effect on theairplane.

If APU is available:

(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU GEN switch ON. . . . . . . . . . . . . . . . . . . . . . . . .

If APU is not available:


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I. PFD 1 or 2 Failure

Indication: Primary flight display , on applicable side, goes blank.


(1) Display reversionary panel selectorswitch Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to PFD.


J. EFIS COMP MON Failure

Indication: EFIS comparator monitor failure; EFIS COMP MON caution messagedisplayed on EICAS and ALT / HDG / IAS / PIT / ROL annunciation onPFDs.






K. Left Main Generator Failure

Indication: Left generator failure; GEN 1 OFF caution message displayed on EICAS

NOTE

Failure of the left generator will have no effect on theairplane.

If APU is available:

(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU GEN switch ON. . . . . . . . . . . . . . . . . . . . . . . . .



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L. Right Main Generator Failure

Indication: Right generator failure; GEN 2 OFF caution message displayed on EICAS

Effectivity:


S SB 601R---34 ---094, Installation of a New ADC (---140) and ARP ( ---104)


Failure during approach (AP will disconnect):

(1) Manual Control Resume. . . . . . . . . . . . . . . . . . . . .

If APU is available and time permits:

(2) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) APU GEN switch On. . . . . . . . . . . . . . . . . . . . . . . . .

(4) Airplane Retrim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .







(1) Go-around Initiate.. . . . . . . . . . . . . . . . . . . . . . . . . . .

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L. Right Main Generator Failure

Indication: Right generator failure; GEN 2 OFF caution message displayed on EICAS

Effectivity:


S SB 601R---34 ---094, Installation of a New ADC (---140) and ARP ( ---104)


Failure during approach (AP will disconnect):

(1) Manual Control Resume. . . . . . . . . . . . . . . . . . . . .

If APU is available and time permits:

(2) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) APU GEN switch On. . . . . . . . . . . . . . . . . . . . . . . . .

(4) Airplane Retrim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .







(1) Go-around Initiate.. . . . . . . . . . . . . . . . . . . . . . . . . . .

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M. AFCS PITCH TRIM Failure

Indication: Autopilot pitch trim failure; AP PITCH TRIM caution messagedisplayed on EICAS.

During coupled approach:


(1) Autopilot Disengage. . . . . . . . . . . . . . . . . . . . . . . . . then re-engage.

If caution message goes out:


If caution message persists:


(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to category I minima, or initiatego-around.



N. Hydraulics Failure

Indication: Any hydraulic system (s) failure (s) annunciated as caution messagesdisplayed on EICAS; See Chapter 6 --- ABNORMAL PROCEDURES ---HYDRAULIC POWER




(2) Applicable procedure Accomplish. . . . . . . . . . . . . Refer to Chapter 5; ABNORMALPROCEDURES --- HYDRAULICPOWER.



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M. AFCS PITCH TRIM Failure

Indication: Autopilot pitch trim failure; AP PITCH TRIM caution messagedisplayed on EICAS.

During coupled approach:


(1) Autopilot Disengage. . . . . . . . . . . . . . . . . . . . . . . . . then re-engage.

If caution message goes out:


If caution message persists:


(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to category I minima, or initiatego-around.



N. Hydraulics Failure

Indication: Any hydraulic system (s) failure (s) annunciated as caution messagesdisplayed on EICAS; See Chapter 6 --- ABNORMAL PROCEDURES ---HYDRAULIC POWER




(2) Applicable procedure Accomplish. . . . . . . . . . . . . Refer to Chapter 5; ABNORMALPROCEDURES --- HYDRAULICPOWER.



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O. Autopilot Disconnect Failure

Indication: Autopilot fails to disengage when intentionally disconnected.

Autopilot fails to disconnect using AP/SP DISC switch on control wheel duringlanding:


(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . using AP DIS switch on FCP orAP / DIS switch on other controlwheel.

(2) Autopilot Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . manually using Stab Trimswitch.

If unable to disconnect autopilot:

(3) Autopilot Leave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . engaged.

Expect higher than normal control feel force loads during landing.

P. ILS Localizer or Glideslope Failure

Indication: ILS deviation error; Split between displayed values of localizer orglideslope; or deviation is greater than Category II “window”.Flashing localizer or glideslope scale and pointer; EFIS COMP MONcaution message displayed on EICAS.






Vol. 2

REV 58, Oct 31/05



O. Autopilot Disconnect Failure

Indication: Autopilot fails to disengage when intentionally disconnected.

Autopilot fails to disconnect using AP/SP DISC switch on control wheel duringlanding:


(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . using AP DIS switch on FCP orAP / DIS switch on other controlwheel.

(2) Autopilot Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . manually using Stab Trimswitch.

If unable to disconnect autopilot:

(3) Autopilot Leave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . engaged.

Expect higher than normal control feel force loads during landing.

P. ILS Localizer or Glideslope Failure

Indication: ILS deviation error; Split between displayed values of localizer orglideslope; or deviation is greater than Category II “window”.Flashing localizer or glideslope scale and pointer; EFIS COMP MONcaution message displayed on EICAS.






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Effectivity:


Q. HGS FAIL Status Message / Loss of AII Mode Capability <0026>

Indication: AII annunciator (flashing & boxed) displayed on HGS combiner,AII annunciator (red strike thru) displayed on PFDs, andHGS FAIL status message on EICAS and on HCP.



(2) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima using thePFDs.

(3) Autopilot Engage. . . . . . . . . . . . . . . . . . . . . . . . . . . . as required.

If below 1000 feet AGL and non--visual:(1) Go---around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .

R. Approach Warning during HGS AII Mode Approaches: <0026>

Indication: S APCH WARN message displayed on HGS combiner.S APCH WARN message (red & boxed) displayed on PFDs.

NOTE

The Category II approach monitor that generates theAPCH WARN message is enabled below 500 feet AGL.

If below 1000 feet AGL and non--visual:

(1) Go---around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .

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Effectivity:


Q. HGS FAIL Status Message / Loss of AII Mode Capability <0026>

Indication: AII annunciator (flashing & boxed) displayed on HGS combiner,AII annunciator (red strike thru) displayed on PFDs, andHGS FAIL status message on EICAS and on HCP.



(2) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima using thePFDs.


If below 1000 feet AGL and non--visual:(1) Go---around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .

R. Approach Warning during HGS AII Mode Approaches: <0026>


NOTE

The Category II approach monitor that generates theAPCH WARN message is enabled below 500 feet AGL.

If below 1000 feet AGL and non--visual:

(1) Go---around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .

Vol. 2

TR RJ/204, Feb 11/08



6. PERFORMANCE<AR><TC><JAA><FAA>

S The performance data in Chapter 6 are applicable, except as modified by the following:<TC><FAA>

S The performance data in Chapter 6 are applicable. <AR>

A. Maximum Demonstrated Wind Components<TC><FAA>

The maximum demonstrated wind components, measured at 10 meters (33 feet) tower height,for Category II operations are:

S 16 knots crosswind;

S 19 knots tailwind (NOTE: The maximum tailwind component for landing is 10 knots);and

S 17 knots headwind.

These wind components are not considered limiting.

B. Maximum Allowable Landing Weight for Category II Operations (CF34--3A1Engine)(CF34--3B1 Engine)<JAA>

The maximum allowable landing weight is limited by the most restrictive of the following:

S Maximum approved landing weight of 20,276 kg (44,700 lb)<JAA><JAA, 0005> or21,319 kg (47,000 lb)<JAA, 0004><JAA, 0002, 0005><JAA, 0004, 0005><JAA, 0002, 0005, 0068><JAA, 0004, 0005, 0068>;

S Runway length available; and

S Climb requirements.

The following charts are provided for Category II operations to determine the maximumallowable landing weights limited by climb requirements for approach flaps 8_ and 20_,respectively.

For both flap configurations, the weights are limited by the approach climb requirementcorresponding to a gross gradient of 2.5%, for all bleed conditions.

Vol. 2

TR RJ/204, Feb 11/08



6. PERFORMANCE<AR><TC><JAA><FAA>

S The performance data in Chapter 6 are applicable, except as modified by the following:<TC><FAA>

S The performance data in Chapter 6 are applicable. <AR>

A. Maximum Demonstrated Wind Components<TC><FAA>

The maximum demonstrated wind components, measured at 10 meters (33 feet) tower height,for Category II operations are:

S 16 knots crosswind;

S 19 knots tailwind (NOTE: The maximum tailwind component for landing is 10 knots);and


These wind components are not considered limiting.

B. Maximum Allowable Landing Weight for Category II Operations (CF34--3A1Engine)(CF34--3B1 Engine)<JAA>

The maximum allowable landing weight is limited by the most restrictive of the following:

S Maximum approved landing weight of 20,276 kg (44,700 lb)<JAA><JAA, 0005> or21,319 kg (47,000 lb)<JAA, 0004><JAA, 0002, 0005><JAA, 0004, 0005><JAA, 0002, 0005, 0068><JAA, 0004, 0005, 0068>;

S Runway length available; and

S Climb requirements.

The following charts are provided for Category II operations to determine the maximumallowable landing weights limited by climb requirements for approach flaps 8_ and 20_,respectively.

For both flap configurations, the weights are limited by the approach climb requirementcorresponding to a gross gradient of 2.5%, for all bleed conditions.

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(1) Maximum Landing Weight Limited by Climb Requirements(Approach Flaps 8_ / Landing Flaps 45_) for Category II Operations<0006><JAA>The maximum landing weights limited by climb requirements for varyingconditions of airport pressure altitude and temperature for the flaps 8_ approachconfiguration and a subsequent landing flaps 45_ configuration, are given inFigure 07--10--1 <JAA><0006> Figure 07--10--3<JAA><0005><0006>Figure 07--10--1<JAA><0005><0006><0068>. The chart incorporates all applicableanti-icing and 10th stage bleeds (for ACUs) combinations. With the APU on,subtract 300 kg (661 lb) from the weight derived from Figure 07--10--1<JAA><0006>Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068>.

NOTE

1. If ice accumulation is suspected on unprotected surfaces, thenreduce the maximum landing weight values derived from thischart by 9%.

2. With the APU on, substract 300 kg (661 lb) from the derivedfrom Figure 07--10--1.

Example:Associated conditions:Airport pressure altitude = 4,000 feetTemperature = 0_CWing & Cowl Anti-Ice = On10th Stage Bleeds = ClosedAPU = Off

Enter the chart on the temperature scale under the existing airplane configurationof anti-icing, 10th stage bleeds and ACUs. For the above associated conditions,the maximum landing weight limit given by Figure 07--10--1 <JAA><0006>Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068>. is25,000 kg (55,115 lb) <JAA, 0004, 0006><JAA, 0004, 0005, 0006> or 26,800 kg (59,083lb) <JAA, 0002, 0006, 0068><JAA, 0004, 0006, 0068><JAA, 0002, 0005, 0006, 0068>.

If the landing weight derived from Figure 07--10--1 <JAA><0006>Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068> (includingice and APU corrections) is greater than the weights tabulated below, then the landingweight limited by climb requirements must be restricted to the values as shown in thefollowing table:

Airport Pressure Altitude Landing Weight Limit

7,400 feet and below 21,319 kg (47,000 lb)

8,000 feet 20,983 kg (46,260 lb)

9,000 feet 20,425 kg (45,030 lb)

10,000 feet 19,868 kg (43,800 lb)

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(1) Maximum Landing Weight Limited by Climb Requirements(Approach Flaps 8_ / Landing Flaps 45_) for Category II Operations<0006><JAA>The maximum landing weights limited by climb requirements for varyingconditions of airport pressure altitude and temperature for the flaps 8_ approachconfiguration and a subsequent landing flaps 45_ configuration, are given inFigure 07--10--1 <JAA><0006> Figure 07--10--3<JAA><0005><0006>Figure 07--10--1<JAA><0005><0006><0068>. The chart incorporates all applicableanti-icing and 10th stage bleeds (for ACUs) combinations. With the APU on,subtract 300 kg (661 lb) from the weight derived from Figure 07--10--1<JAA><0006>Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068>.

NOTE

1. If ice accumulation is suspected on unprotected surfaces, thenreduce the maximum landing weight values derived from thischart by 9%.

2. With the APU on, substract 300 kg (661 lb) from the derivedfrom Figure 07--10--1.

Example:Associated conditions:Airport pressure altitude = 4,000 feetTemperature = 0_CWing & Cowl Anti-Ice = On10th Stage Bleeds = ClosedAPU = Off

Enter the chart on the temperature scale under the existing airplane configurationof anti-icing, 10th stage bleeds and ACUs. For the above associated conditions,the maximum landing weight limit given by Figure 07--10--1 <JAA><0006>Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068>. is25,000 kg (55,115 lb) <JAA, 0004, 0006><JAA, 0004, 0005, 0006> or 26,800 kg (59,083lb) <JAA, 0002, 0006, 0068><JAA, 0004, 0006, 0068><JAA, 0002, 0005, 0006, 0068>.

If the landing weight derived from Figure 07--10--1 <JAA><0006>Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068> (includingice and APU corrections) is greater than the weights tabulated below, then the landingweight limited by climb requirements must be restricted to the values as shown in thefollowing table:

Airport Pressure Altitude Landing Weight Limit

7,400 feet and below 21,319 kg (47,000 lb)

8,000 feet 20,983 kg (46,260 lb)

9,000 feet 20,425 kg (45,030 lb)

10,000 feet 19,868 kg (43,800 lb)

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(2) Maximum Landing Weight Limited By Climb Requirements(Approach Flaps 20_/ Landing Flaps 45_), for Category II Operations<JAA>The maximum landing weights limited by climb requirements for varying conditionsof airport pressure altitude and temperature for the flaps 20_ approach configurationand a subsequent landing flaps 45_ configuration, are given in Figure 07--10--2<JAA> Figure 07--10--2 <JAA><0005> Figure 07--10--2 <JAA><0005><0068>. The chartincorporates all applicable anti-icing and 10th stage bleeds (for ACUs)combinations. With the APU on, subtract 200 kg (440 lb) from the weight derivedfrom Figure 07--10--2 <JAA> Figure 07--10--2 <JAA><0005> Figure 07--10--2<JAA><0005><0068>.

NOTE

If ice accumulation is suspected on unprotectedsurfaces, then reduce the maximum landing weightvalues derived from this chart by 8%.

Example:

Associated conditions:Airport pressure altitude = 2,000 feetTemperature = 0_CWing & Cowl Anti-Ice = On10th Stage Bleeds = ClosedAPU = Off

Enter the chart on the temperature scale under the existing airplane configuration ofanti-icing, 10th stage bleeds and ACUs. For the above associated conditions, themaximum landing weight limit given by Figure 07--10--2 <JAA> Figure 07--10--2<JAA><0005> Figure 07--10--2 <JAA><0005><0068> is 24,100 kg (53,131 lb)<JAA><JAA,0004><JAA, 0004, 0005> or 25,125 kg (55,391 lb)<JAA, 0002, 0005, 0068><JAA, 0004, 0005,0068>.

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REV 58, Oct 31/05



(2) Maximum Landing Weight Limited By Climb Requirements(Approach Flaps 20_/ Landing Flaps 45_), for Category II Operations<JAA>The maximum landing weights limited by climb requirements for varying conditionsof airport pressure altitude and temperature for the flaps 20_ approach configurationand a subsequent landing flaps 45_ configuration, are given in Figure 07--10--2<JAA> Figure 07--10--2 <JAA><0005> Figure 07--10--2 <JAA><0005><0068>. The chartincorporates all applicable anti-icing and 10th stage bleeds (for ACUs)combinations. With the APU on, subtract 200 kg (440 lb) from the weight derivedfrom Figure 07--10--2 <JAA> Figure 07--10--2 <JAA><0005> Figure 07--10--2<JAA><0005><0068>.

NOTE

If ice accumulation is suspected on unprotectedsurfaces, then reduce the maximum landing weightvalues derived from this chart by 8%.

Example:

Associated conditions:Airport pressure altitude = 2,000 feetTemperature = 0_CWing & Cowl Anti-Ice = On10th Stage Bleeds = ClosedAPU = Off

Enter the chart on the temperature scale under the existing airplane configuration ofanti-icing, 10th stage bleeds and ACUs. For the above associated conditions, themaximum landing weight limit given by Figure 07--10--2 <JAA> Figure 07--10--2<JAA><0005> Figure 07--10--2 <JAA><0005><0068> is 24,100 kg (53,131 lb)<JAA><JAA,0004><JAA, 0004, 0005> or 25,125 kg (55,391 lb)<JAA, 0002, 0005, 0068><JAA, 0004, 0005,0068>.

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Vol. 207--10--23

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Flight Crew Operating ManualCSP A--013

Landing Weight Limited by Climb Requirements --- Approach Flaps 8_, Landing Flaps 45_; for Category II Operations <JAA, 0006>Figure 07---10---1 FLAPS - 8_CF 34 - 3A1


Vol. 207--10--24

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Landing Weight Limited by Climb Requirements --- Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA>Figure 07---10---2 FLAPS - 20_CF 34 - 3A1


Vol. 207--10--25

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Landing Weight Limited by Climb Requirements --- Approach Flaps 8_, Landing Flaps 45_; for Category II Operations <JAA, 0005, 0006>Figure 07---10---1 FLAPS - 8_CF 34 - 3B1


Vol. 207--10--26

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Landing Weight Limited by Climb Requirements --- Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA, 0005>Figure 07---10---2 FLAPS - 20_CF 34 - 3B1


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Landing Weight Limited by Climb Requirements --- Approach Flaps 8_, Landing Flaps 45_; for Category II Operations <JAA, 0005, 0006, 0068>Figure 07---10---1 FLAPS - 8_CF 34 - 3B1


Vol. 207--10--28

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Landing Weight Limited by Climb Requirements --- Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA, 0005, 0068>Figure 07---10---2 FLAPS - 20_CF 34 - 3B1

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07--11--1SUPPLEMENTARY PROCEDURESCategory llla Operation


THIS SECTION IS LEFT INTENTIONALLY BLANK

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07--11--2

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SUPPLEMENTARY PROCEDURESCategory llla Operation

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07--11--2

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REV 58, Oct 31/05



NOTEThis Flight Crew Operating Manual supplement doesnot constitute approval to conduct Category IIIaoperations.

1. GENERAL

The Regional Jet CL 600-2B19 airplane equipped with the head-up guidance system (HGS) hasbeen shown to meet the airworthiness requirements for Category IIIa Operations contained inFAA AC 120-28C and JAA Informational Leaflet HUDS 901, HUDS 902 and HUDS 903.

The minimum landing runway visual range (RVR) demonstrated is 200 meters (650 feet).

The data in this supplement must be used when using the PRI and AIII modes of the head-upguidance system (HGS).<0026>

These data complement or supersede data contained in the basic Flight Crew OperatingManual. This supplement must therefore, be read in conjunction with the basic Flight CrewOperating Manual.

The effect of this supplement on the basic Flight Crew Operating Manual is given in paragraphs2. to 6.

2. LIMITATIONSThe limitations in Chapter 2 are applicable, except as modified by the following:A. Kinds of Airplane Operation

S The HGS AIII mode is approved for conducting approaches and landings in theflaps 45° configuration with both engines operating. <0026>

B. Required Equipment ListS The following airplane equipment is required to be operative:

Category IIIa Required Equipment ListEquipment Quantity

Head-Up Guidance System <0026> OneVHF Navigation Receiver TwoVHF Communications Receiver TwoPrimary Flight Display TwoStabilizer Channel OneRadio Altimeter TwoInertial Reference System <0025> TwoAir Data Computer System TwoGenerator TwoFlight Director TwoYaw Damper OneGround Proximity Warning System One

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REV 58, Oct 31/05



NOTEThis Flight Crew Operating Manual supplement doesnot constitute approval to conduct Category IIIaoperations.

1. GENERAL

The Regional Jet CL 600-2B19 airplane equipped with the head-up guidance system (HGS) hasbeen shown to meet the airworthiness requirements for Category IIIa Operations contained inFAA AC 120-28C and JAA Informational Leaflet HUDS 901, HUDS 902 and HUDS 903.

The minimum landing runway visual range (RVR) demonstrated is 200 meters (650 feet).

The data in this supplement must be used when using the PRI and AIII modes of the head-upguidance system (HGS).<0026>

These data complement or supersede data contained in the basic Flight Crew OperatingManual. This supplement must therefore, be read in conjunction with the basic Flight CrewOperating Manual.

The effect of this supplement on the basic Flight Crew Operating Manual is given in paragraphs2. to 6.

2. LIMITATIONSThe limitations in Chapter 2 are applicable, except as modified by the following:A. Kinds of Airplane Operation

S The HGS AIII mode is approved for conducting approaches and landings in theflaps 45° configuration with both engines operating. <0026>

B. Required Equipment ListS The following airplane equipment is required to be operative:

Category IIIa Required Equipment ListEquipment Quantity

Head-Up Guidance System <0026> OneVHF Navigation Receiver TwoVHF Communications Receiver TwoPrimary Flight Display TwoStabilizer Channel OneRadio Altimeter TwoInertial Reference System <0025> TwoAir Data Computer System TwoGenerator TwoFlight Director TwoYaw Damper OneGround Proximity Warning System One

07--11--2

TR RJ/206, Jan 23/08


Vol. 2


2. LIMITATIONS (CONT’D)C. Systems Limitations

S Category IIIa approaches have been demonstrated on Type / Category II and III ILSbeams with glideslope angles between 2.5 and 3.0 degrees (nominal).<TC><FAA><JAA>

S The autopilot must be disengaged before reaching 650 feet AGL. <TC><FAA><JAA>

S At altitudes below 650 feet AGL, Category IIIa approaches must be performed inmanual mode. <AR>

S The minimum decision height for Category IIIa approaches is 50 feet.

S A Category IIIa approach must be discontinued in the event of an engine failureabove decision height.

S Category IIIa approaches must be discontinued following display of an APCH WARNmessage, unless the pilot determines that a landing would be safe, using therequired visual references. <TC><FAA><JAA>

S Category IIIa approaches must be discontinued following display of an APCH WARNmessage. <AR>

S Category IIIa approaches to sloping runways, with a slope greater than 1.0%, areprohibited.

S Category IIIa approaches to hilltop runways with a slope greater than 12.5% to apoint 60 meters (200 feet) prior to threshold, are prohibited.

S Category IIIa approaches to sea-wall airports, with a step up greater than 6 meters(20 feet) to threshold elevation at a point 60 meters (200 feet) prior to threshold, areprohibited.

S The maximum wind components, measured at 10 meters (33 feet) tower height, forconducting Category IIIa approaches are:

S 13 knots crosswind <TC><FAA><JAA>;

S 10 knots crosswind <AR>;

S 10 knots tailwind <TC><FAA><JAA>;

S 0 knots tailwind <AR>; and


S However, the maximum total wind speed for use of HGS in AIII mode is 20knots. <JAA>


The emergency procedures in Chapter 3 are applicable.

07--11--2

TR RJ/206, Jan 23/08


Vol. 2


2. LIMITATIONS (CONT’D)C. Systems Limitations

S Category IIIa approaches have been demonstrated on Type / Category II and III ILSbeams with glideslope angles between 2.5 and 3.0 degrees (nominal).<TC><FAA><JAA>

S The autopilot must be disengaged before reaching 650 feet AGL. <TC><FAA><JAA>

S At altitudes below 650 feet AGL, Category IIIa approaches must be performed inmanual mode. <AR>

S The minimum decision height for Category IIIa approaches is 50 feet.

S A Category IIIa approach must be discontinued in the event of an engine failureabove decision height.

S Category IIIa approaches must be discontinued following display of an APCH WARNmessage, unless the pilot determines that a landing would be safe, using therequired visual references. <TC><FAA><JAA>

S Category IIIa approaches must be discontinued following display of an APCH WARNmessage. <AR>

S Category IIIa approaches to sloping runways, with a slope greater than 1.0%, areprohibited.

S Category IIIa approaches to hilltop runways with a slope greater than 12.5% to apoint 60 meters (200 feet) prior to threshold, are prohibited.

S Category IIIa approaches to sea-wall airports, with a step up greater than 6 meters(20 feet) to threshold elevation at a point 60 meters (200 feet) prior to threshold, areprohibited.

S The maximum wind components, measured at 10 meters (33 feet) tower height, forconducting Category IIIa approaches are:

S 13 knots crosswind <TC><FAA><JAA>;

S 10 knots crosswind <AR>;

S 10 knots tailwind <TC><FAA><JAA>;

S 0 knots tailwind <AR>; and


S However, the maximum total wind speed for use of HGS in AIII mode is 20knots. <JAA>



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REV 58, Oct 31/05





A. Radio Altimeters -- Before Take-off

Before Take-off or Prior to Operations Using HGS in the AIII Mode:<0026>

(1) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . to test radio altimeter system.Check the following:

S RA readout of 50 feetdisplayed on the PFDs.

B. Approach

Airplane must be properly configured and the category IIIa approach briefingaccomplished prior to commencing a category IIIa approach:(1) HGS combiner <0026> Deploy. . . . . . . . . . . . . . . . . NOTE

During FMS operations, use thePFD/MFD as primarynavigation displays.

(2) HGS combinerbrightness control <0026> Adjust. . . . . . . . . . . . . . as required to provide contrast

for the symbology to bereadable yet not overpower theoutside environment.

NOTEThe automatic brightness controlis optimized for low visibilityconditions.Adjustments may be requiredunder high contrast lightingconditions in day time or brightlylit environments (e.g. airport)during a clear night.When the use of the sunvisor isdiscontinued, HGS combinerbrightness adjustment may berequired to regain optimumcontrast ratio.<0026>

(3) Landing weight Check. . . . . . . . . . . . . . . . . . . . . . within limits. Refer to theAirplane Flight Manual, Chapter6: PERFORMANCE ---LANDING PERFORMANCE.

(4) NAV SOURCE switches Set. . . . . . . . . . . . . . . . . . to onside ILS (green) for bothPFDs.

(5) ATTD/HDG and AIR DATAsource selectors Set. . . . . . . . . . . . . . . . . . . . . . . . to NORM.

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A. Radio Altimeters -- Before Take-off

Before Take-off or Prior to Operations Using HGS in the AIII Mode:<0026>

(1) RA TEST switches Press. . . . . . . . . . . . . . . . . . . . to test radio altimeter system.Check the following:

S RA readout of 50 feetdisplayed on the PFDs.

B. Approach

Airplane must be properly configured and the category IIIa approach briefingaccomplished prior to commencing a category IIIa approach:(1) HGS combiner <0026> Deploy. . . . . . . . . . . . . . . . . NOTE

During FMS operations, use thePFD/MFD as primarynavigation displays.

(2) HGS combinerbrightness control <0026> Adjust. . . . . . . . . . . . . . as required to provide contrast

for the symbology to bereadable yet not overpower theoutside environment.

NOTEThe automatic brightness controlis optimized for low visibilityconditions.Adjustments may be requiredunder high contrast lightingconditions in day time or brightlylit environments (e.g. airport)during a clear night.When the use of the sunvisor isdiscontinued, HGS combinerbrightness adjustment may berequired to regain optimumcontrast ratio.<0026>

(3) Landing weight Check. . . . . . . . . . . . . . . . . . . . . . within limits. Refer to theAirplane Flight Manual, Chapter6: PERFORMANCE ---LANDING PERFORMANCE.

(4) NAV SOURCE switches Set. . . . . . . . . . . . . . . . . . to onside ILS (green) for bothPFDs.

(5) ATTD/HDG and AIR DATAsource selectors Set. . . . . . . . . . . . . . . . . . . . . . . . to NORM.

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4. NORMAL PROCEDURES (CONT’D)

B. Approach (Cont’d)

(6) IRS switches (both) <0025> Set. . . . . . . . . . . . . . . to NAV.

(7) Decision height Set. . . . . . . . . . . . . . . . . . . . . . . . . on both sides.

(8) Localizer Course Set. . . . . . . . . . . . . . . . . . . . . . . on both sides.(9) HGS control panel <0026> Enter. . . . . . . . . . . . . . glideslope angle and runway

threshold elevation.

(10) EFIS/HUD Check. . . . . . . . . . . . . . . . . . . . . . . . . . . that no comparator flags aredisplayed.

(11) CAS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to ensure Cat IIIa requiredequipment is serviceable.

Check that the followingmessages are not displayed:


S HGS FAIL status message<0026>,

S FD 1 / 2 FAIL statusmessages, and

S GPWS FAIL status message.

NOTEAural warning system tests(including GPWS callouts) areaccomplished on a first-flight ofday basis. (Refer to the AirplaneFlight Manual, Chapter 4:NORMAL PROCEDURES---AURAL/VISUAL WARNINGSYSTEM).

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(6) IRS switches (both) <0025> Set. . . . . . . . . . . . . . . to NAV.

(7) Decision height Set. . . . . . . . . . . . . . . . . . . . . . . . . on both sides.

(8) Localizer Course Set. . . . . . . . . . . . . . . . . . . . . . . on both sides.(9) HGS control panel <0026> Enter. . . . . . . . . . . . . . glideslope angle and runway

threshold elevation.

(10) EFIS/HUD Check. . . . . . . . . . . . . . . . . . . . . . . . . . . that no comparator flags aredisplayed.

(11) CAS Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to ensure Cat IIIa requiredequipment is serviceable.

Check that the followingmessages are not displayed:


S HGS FAIL status message<0026>,

S FD 1 / 2 FAIL statusmessages, and

S GPWS FAIL status message.

NOTEAural warning system tests(including GPWS callouts) areaccomplished on a first-flight ofday basis. (Refer to the AirplaneFlight Manual, Chapter 4:NORMAL PROCEDURES---AURAL/VISUAL WARNINGSYSTEM).

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(12) HGS control panel<0026> Select. . . . . . . . . . . . . . PRI mode (if necessary).

(13) Approach mode Arm. . . . . . . . . . . . . . . . . . . . . . . . on FCP.

(14) HGS control panel<0026> Select. . . . . . . . . . . . . . AIII mode below 2,000 feet.

Verify that AIII mode becomesactive on combiner and PFDs.

NOTEAIII mode must be selectedbefore 800 feet AGL, whenestablished on the localizer andglideslope.

(15) Landing data Computed. . . . . . . . . . . . . . . . . . . . Set speed and N1 bugs, i.e.,landing reference speed (VREF)and go-around thrust reference.

NOTE

1. The HGS AIII mode display does not show ADF bearinginformation. <0026>

Effectivity:<0026>S Airplanes not incorporating Canadair Service Bulletin:

S SB 601R--34--072, Installation of New HGS Computer (--502 HGC).

2. At approximately 1,000 feet AGL, nuisance LOC, GSand/or RA flags may be displayed on the HGS combiner. When thisoccurs for less than 10 seconds, these HGS anomalies should bedisregarded.

3. Thepilot not flying (PNF)must call beacon station passage to advisethe pilot flying (PF) that the fix is being crossed.

4. The pilot not flying (PNF)must monitor for expanded localizer at 600feet AGL.

5. Before 500 feet, the PNFmust check that DH is correctly set on bothPFDs.

6. If conditions exist where the sun visor will not remain in usethroughout the approach, consider stowing the sun visor early in theapproach. <TC><FAA>

(16) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . not lower than 650 feet AGL.

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(12) HGS control panel<0026> Select. . . . . . . . . . . . . . PRI mode (if necessary).

(13) Approach mode Arm. . . . . . . . . . . . . . . . . . . . . . . . on FCP.

(14) HGS control panel<0026> Select. . . . . . . . . . . . . . AIII mode below 2,000 feet.

Verify that AIII mode becomesactive on combiner and PFDs.

NOTEAIII mode must be selectedbefore 800 feet AGL, whenestablished on the localizer andglideslope.

(15) Landing data Computed. . . . . . . . . . . . . . . . . . . . Set speed and N1 bugs, i.e.,landing reference speed (VREF)and go-around thrust reference.

NOTE

1. The HGS AIII mode display does not show ADF bearinginformation. <0026>

Effectivity:<0026>S Airplanes not incorporating Canadair Service Bulletin:

S SB 601R--34--072, Installation of New HGS Computer (--502 HGC).

2. At approximately 1,000 feet AGL, nuisance LOC, GSand/or RA flags may be displayed on the HGS combiner. When thisoccurs for less than 10 seconds, these HGS anomalies should bedisregarded.

3. Thepilot not flying (PNF)must call beacon station passage to advisethe pilot flying (PF) that the fix is being crossed.

4. The pilot not flying (PNF)must monitor for expanded localizer at 600feet AGL.

5. Before 500 feet, the PNFmust check that DH is correctly set on bothPFDs.

6. If conditions exist where the sun visor will not remain in usethroughout the approach, consider stowing the sun visor early in theapproach. <TC><FAA>

(16) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . not lower than 650 feet AGL.

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At approximately 300 feet AGL:

(17) Runway symbol Displayed. . . . . . . . . . . . . . . . . . . on HGS combiner.<0026>

NOTE

Due to differences betweenactual/published ILS coursedata, the symbolic runway maynot exactly overlay the actualrunway.

If the flight path vector, whetherconformal or not, is not correct inrelation to the symbolic runway,it does not necessarily indicate amalfunctioning system.However, non-conformality of theflight path vector immediatelyprior to decision height, indicateseither a crosswind outside limits,or an undetected failure and animminent go-around is likely inthe absence of the requiredvisual references, to execute asafe landing. <JAA>

The synthetic runway should beused for altitude awareness onlyand not for runway positioning.

The HGS guidance cue alwaysprovides accurate guidance to asafe touchdown.<0026>


(18) Flare anticipation cue Displayed. . . . . . . . . . . . . . on the HGS combiner.<0026>

NOTE

This is an indication of flare rateand should be followed whencaptured within the guidancecue.

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(17) Runway symbol Displayed. . . . . . . . . . . . . . . . . . . on HGS combiner.<0026>

NOTE

Due to differences betweenactual/published ILS coursedata, the symbolic runway maynot exactly overlay the actualrunway.

If the flight path vector, whetherconformal or not, is not correct inrelation to the symbolic runway,it does not necessarily indicate amalfunctioning system.However, non-conformality of theflight path vector immediatelyprior to decision height, indicateseither a crosswind outside limits,or an undetected failure and animminent go-around is likely inthe absence of the requiredvisual references, to execute asafe landing. <JAA>

The synthetic runway should beused for altitude awareness onlyand not for runway positioning.

The HGS guidance cue alwaysprovides accurate guidance to asafe touchdown.<0026>


(18) Flare anticipation cue Displayed. . . . . . . . . . . . . . on the HGS combiner.<0026>

NOTE

This is an indication of flare rateand should be followed whencaptured within the guidancecue.

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At decision height:

(19) GPWS audio callouts Monitor. . . . . . . . . . . . . . . . “Minimums”.

NOTE

Minimums audio callouts havepriority over altitude callouts.

(20) Decision height alert Displayed. . . . . . . . . . . . . . . on HGS combiner and thePFDs.<0026>

Below decision height:

(21) IDLE message Displayed. . . . . . . . . . . . . . . . . . . . on HGS combiner.<0026>

NOTE

The IDLE message appears atthe same time as the DHmessage.

(22) FLARE message Displayed. . . . . . . . . . . . . . . . . . on PFDs.

(23) Follow guidance cue until touchdown.

After touchdown:

(24) Localizer deviation Monitor. . . . . . . . . . . . . . . . . . to aid in directional controlduring rollout.

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At decision height:

(19) GPWS audio callouts Monitor. . . . . . . . . . . . . . . . “Minimums”.

NOTE

Minimums audio callouts havepriority over altitude callouts.

(20) Decision height alert Displayed. . . . . . . . . . . . . . . on HGS combiner and thePFDs.<0026>

Below decision height:

(21) IDLE message Displayed. . . . . . . . . . . . . . . . . . . . on HGS combiner.<0026>

NOTE

The IDLE message appears atthe same time as the DHmessage.

(22) FLARE message Displayed. . . . . . . . . . . . . . . . . . on PFDs.

(23) Follow guidance cue until touchdown.

After touchdown:

(24) Localizer deviation Monitor. . . . . . . . . . . . . . . . . . to aid in directional controlduring rollout.

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4. NORMAL PROCEDURES (CONT’D)C. Stall Recovery Procedure

The pitch limit marker (alpha margin indicator --- AMI) is displayed on the HGS combinerwhen the airplane angle of attack (AOA) is within 2˚ of stick shaker onset. During stallrecovery, minimum altitude loss can be achieved by optimizing the airplane AOA. The flightpath vector symbol should bemaintained slightly below the pitch limit marker (AMI) to avoidstick shaker activation and yet achieve an optimum AOA.<0026>

At the first indication of stall (usually stick shaker activation), carry out the following:

(1) Thrust levers Advance. . . . . . . . . . . . . . . . . . . . . . . . to maximum take-off thrust.(2) Airplane attitude Maintain. . . . . . . . . . . . . . . . . . . . . wings level and adjust pitch

attitude to maintain flight pathvector slightly below the pitchlimit marker (AMI) symbol.

If required:(3) Landing gear Retract. . . . . . . . . . . . . . . . . . . . . . . . after a positive rate of climb has

been established.(4) Flaps Retract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 20°, simultaneously with the

raising of the landing gear.

D. Unusual Attitude Recovery Procedure

When normal pitch or roll attitudes are exceeded, the HGS combiner is decluttered and anunusual attitude up arrow symbol is displayed. The symbol is positioned with reference tothe flight path vector and the symbol always points in the up direction (zenith). The unusualattitude up arrow symbol is used to enhance attitude recognition.<0026>

S During a nose low recovery, the arrow can be used as an additional cue toaccomplish a positive recovery; rolling toward the unusual attitude up arrow willalways provide the minimum bank angle change to level the wings.

S During a nose high recovery, the airplane is rolled toward the nearest horizon toreduce the pitch attitude. When achieving a high bank angle, it should be noted thatthe high wing on the flight path vector is closely aligned to the unusual attitude uparrow. When the flight path vector is nearing the horizon and the airspeed issufficient, wings level attitude can be regained with reference to the unusual attitudeup arrow in addition to the pitch and roll scale.

When flying with reference to the HGS display, transition to the PFD can be accomplishedat the pilot’s discretion; however, it is not recommended to transition from one display toanother during dynamic maneuvers.<0026>

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4. NORMAL PROCEDURES (CONT’D)C. Stall Recovery Procedure

The pitch limit marker (alpha margin indicator --- AMI) is displayed on the HGS combinerwhen the airplane angle of attack (AOA) is within 2˚ of stick shaker onset. During stallrecovery, minimum altitude loss can be achieved by optimizing the airplane AOA. The flightpath vector symbol should bemaintained slightly below the pitch limit marker (AMI) to avoidstick shaker activation and yet achieve an optimum AOA.<0026>

At the first indication of stall (usually stick shaker activation), carry out the following:

(1) Thrust levers Advance. . . . . . . . . . . . . . . . . . . . . . . . to maximum take-off thrust.(2) Airplane attitude Maintain. . . . . . . . . . . . . . . . . . . . . wings level and adjust pitch

attitude to maintain flight pathvector slightly below the pitchlimit marker (AMI) symbol.

If required:(3) Landing gear Retract. . . . . . . . . . . . . . . . . . . . . . . . after a positive rate of climb has

been established.(4) Flaps Retract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 20°, simultaneously with the

raising of the landing gear.

D. Unusual Attitude Recovery Procedure

When normal pitch or roll attitudes are exceeded, the HGS combiner is decluttered and anunusual attitude up arrow symbol is displayed. The symbol is positioned with reference tothe flight path vector and the symbol always points in the up direction (zenith). The unusualattitude up arrow symbol is used to enhance attitude recognition.<0026>

S During a nose low recovery, the arrow can be used as an additional cue toaccomplish a positive recovery; rolling toward the unusual attitude up arrow willalways provide the minimum bank angle change to level the wings.

S During a nose high recovery, the airplane is rolled toward the nearest horizon toreduce the pitch attitude. When achieving a high bank angle, it should be noted thatthe high wing on the flight path vector is closely aligned to the unusual attitude uparrow. When the flight path vector is nearing the horizon and the airspeed issufficient, wings level attitude can be regained with reference to the unusual attitudeup arrow in addition to the pitch and roll scale.

When flying with reference to the HGS display, transition to the PFD can be accomplishedat the pilot’s discretion; however, it is not recommended to transition from one display toanother during dynamic maneuvers.<0026>

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NOTEDuring an abnormal procedure, where a go-around isindicated, the approach could be continued, providedthe pilot determines that a landing would be safe usingthe required visual references. <JAA>

A. Approach Warning during HGS AIII Mode Approaches<0026>


NOTE

The category IIIa approach monitor that generates theAPCHWARNmessage is enabled below 500 feet AGL.

(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired or continue theapproach provided that the pilotdetermines that a landing wouldbe safe using the required visualreferences.<0026>

The approach may becontinued to Category I limits, ifconditions permit, using thePFDs.

B. Loss of HGS AIII Mode Capability<0026>

Indication: S AIII annunciator (flashing & boxed) displayed on HGScombiner.<0026>S AIII mode annunciator (red strike thru) displayed on PFDs.

If above 1,000 feet AGL, on a stabilized approach: <TC><JAA>(1) HGS control panel<0026> Select. . . . . . . . . . . . . . . CLEAR or stow combiner.

(2) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, ifconditions permit.


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NOTEDuring an abnormal procedure, where a go-around isindicated, the approach could be continued, providedthe pilot determines that a landing would be safe usingthe required visual references. <JAA>

A. Approach Warning during HGS AIII Mode Approaches<0026>


NOTE

The category IIIa approach monitor that generates theAPCHWARNmessage is enabled below 500 feet AGL.

(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired or continue theapproach provided that the pilotdetermines that a landing wouldbe safe using the required visualreferences.<0026>

The approach may becontinued to Category I limits, ifconditions permit, using thePFDs.

B. Loss of HGS AIII Mode Capability<0026>

Indication: S AIII annunciator (flashing & boxed) displayed on HGScombiner.<0026>

S AIII mode annunciator (red strike thru) displayed on PFDs.

If above 1,000 feet AGL, on a stabilized approach: <TC><JAA>(1) HGS control panel<0026> Select. . . . . . . . . . . . . . . CLEAR or stow combiner.



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5. ABNORMAL PROCEDURES (CONT’D)

If below 1,000 feet AGL:After the final approach fix:<FAA>

(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired, or continue theapproach provided that the pilotdetermines that a landing wouldbe safe using the required visualreferences.<0026><JAA><FAA>

The approach may becontinued to Category I limitsusing the PFDs.<JAA>

C. Head-up Guidance System Failure<0026>

Indication: S HGS flag (red) displayed on PFDs.<0026>S HGS FAIL status message (white) on EICAS.

If above 1,000 feet AGL, on a stabilized approach: <TC><JAA>

(1) HGS control panel<0026> Select. . . . . . . . . . . . . . . CLEAR or stow combiner.



After the final approach fix: <FAA>

If below 1,000 feet AGL: <TC><JAA>


The approach may becontinued to Category I limits, ifconditions permit, using thePFDs.<JAA>

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If below 1,000 feet AGL:After the final approach fix:<FAA>


The approach may becontinued to Category I limitsusing the PFDs.<JAA>

C. Head-up Guidance System Failure<0026>

Indication: S HGS flag (red) displayed on PFDs.<0026>S HGS FAIL status message (white) on EICAS.

If above 1,000 feet AGL, on a stabilized approach: <TC><JAA>

(1) HGS control panel<0026> Select. . . . . . . . . . . . . . . CLEAR or stow combiner.




If below 1,000 feet AGL: <TC><JAA>


The approach may becontinued to Category I limits, ifconditions permit, using thePFDs.<JAA>

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TR RJ/206, Jan 23/08




Effectivity:S Airplanes 7003 thru 7207, not incorporating Canadair Service Bulletin:

S SB 601R--34--094, Installation of a New Air Data Computer (--140) andNew Air Data Reference Panel (--104).

NOTE1. After generator transfers, intermittent failure of the copilot’s air data

system may occur. These failures may result in uncommandedchanges to the copilot’s flight instruments.

2. Flight crews should check and reset as required, the barometricaltimeter setting, altitude preselector, V-speeds and speed bugsettings before take-off and after generator switching events.

D. ADC 1 or 2 Failure

Indication: Erratic PFD or HGS data or ADC failure annunciation, and ALT/IASannunciation (red & boxed) on PFDs and (boxed) on HGS. <0026>


If above 500 feet AGL, on a stabilized approach: <TC><JAA>

(1) AIR DATA switch Select. . . . . . . . . . . . . . . . . . . . X---SIDE.(2) HGS control panel<0026> Select. . . . . . . . . . . . . . CLEAR or stow combiner.(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, if

conditions permit, or initiatego-around.

If below 500 feet AGL: <TC><JAA>

(1) APCH WARN procedure Accomplish. . . . . . . . . . .After the final approach fix: <FAA>

(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired, or continue the ap-proachprovided that the pilot de-termines that a landing would besafe using the required visualreferences.<0026>

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Effectivity:S Airplanes 7003 thru 7207, not incorporating Canadair Service Bulletin:

S SB 601R--34--094, Installation of a New Air Data Computer (--140) andNew Air Data Reference Panel (--104).

NOTE1. After generator transfers, intermittent failure of the copilot’s air data

system may occur. These failures may result in uncommandedchanges to the copilot’s flight instruments.

2. Flight crews should check and reset as required, the barometricaltimeter setting, altitude preselector, V-speeds and speed bugsettings before take-off and after generator switching events.

D. ADC 1 or 2 Failure

Indication: Erratic PFD or HGS data or ADC failure annunciation, and ALT/IASannunciation (red & boxed) on PFDs and (boxed) on HGS. <0026>



(1) AIR DATA switch Select. . . . . . . . . . . . . . . . . . . . X---SIDE.(2) HGS control panel<0026> Select. . . . . . . . . . . . . . CLEAR or stow combiner.(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, if



(1) APCH WARN procedure Accomplish. . . . . . . . . . .After the final approach fix: <FAA>

(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired, or continue the ap-proachprovided that the pilot de-termines that a landing would besafe using the required visualreferences.<0026>

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E. VHF NAV 1 or 2 Failure

Indication: ILS receiver on applicable side is inoperative.LOC/GS annunciation (red & boxed) on PFDs and (boxed) on HGS.<0026>

NOTEAt approximately 1,000 feet AGL, nuisance LOC, GSand/or RA flags may be displayed on the HGScombiner. This occurs momentarily and these HGSanomalies should be disregarded. <JAA><0026>



(1) NAV SOURCE switch Select9. . . . . . . . . . . . . . . . X---SIDE.(2) HGS control panel<0026> Select. . . . . . . . . . . . . . CLEAR or stow combiner.(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, if



(1) APCH WARN procedure Accomplish. . . . . . . . . . .


(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired, or continue theapproach provided that the pilotdetermines that a landing wouldbe safe using the requiredvisual references.<0026>

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E. VHF NAV 1 or 2 Failure

Indication: ILS receiver on applicable side is inoperative.LOC/GS annunciation (red & boxed) on PFDs and (boxed) on HGS.<0026>

NOTEAt approximately 1,000 feet AGL, nuisance LOC, GSand/or RA flags may be displayed on the HGScombiner. This occurs momentarily and these HGSanomalies should be disregarded. <JAA><0026>



(1) NAV SOURCE switch Select9. . . . . . . . . . . . . . . . X---SIDE.(2) HGS control panel<0026> Select. . . . . . . . . . . . . . CLEAR or stow combiner.(3) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, if



(1) APCH WARN procedure Accomplish. . . . . . . . . . .


(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired, or continue theapproach provided that the pilotdetermines that a landing wouldbe safe using the requiredvisual references.<0026>

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F. IRS 1 or 2 Failure<0025>

Indication: Erratic PFD or HGS data or ATT annunciation (red), andHDG/ROL/PIT annunciation (red & boxed) on PFDs and (boxed) on HGS.Autopilot may disconnect.<0026>

First failure during approach (autopilot may disconnect) <TC><JAA> (of the two requiredunits) <FAA>:


(1) Airplane Manual control Resume. . . . . . . . . . . . . (if required)

(2) ATTD/HDG switch Select. . . . . . . . . . . . . . . . . . . . X---SIDE

(3) HGS control panel<0026> Select. . . . . . . . . . . . . . CLEAR or stow combiner.

(4) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, ifconditions permit, or initiatego-around.


(1) APCH WARNprocedure Accomplish. . . . . . . . . . . . . . . . . . . . . .


(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . using HGS or PFD guidance asrequired, or continue theapproach provided that the pilotdetermines that a landing wouldbe safe using the requiredvisual references.<0026>

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F. IRS 1 or 2 Failure<0025>

Indication: Erratic PFD or HGS data or ATT annunciation (red), andHDG/ROL/PIT annunciation (red & boxed) on PFDs and (boxed) on HGS.Autopilot may disconnect.<0026>

First failure during approach (autopilot may disconnect) <TC><JAA> (of the two requiredunits) <FAA>:


(1) Airplane Manual control Resume. . . . . . . . . . . . . (if required)

(2) ATTD/HDG switch Select. . . . . . . . . . . . . . . . . . . . X---SIDE







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G. Radio Altimeter 1 or 2 Failure <0045>

Indication: Erratic radio altimeter height on PFDs or HGS, andRA annunciation on PFDs (red & boxed) and (boxed) on HGS.<0026>

NOTE

At approximately 1,000 feet AGL, nuisance LOC, GSand/or RA flags may be displayed on the HGScombiner. This occurs momentarily and these HGSanomalies should be disregarded. <JAA><0026>









H. Loss of STAB CH 1 and 2

Indication: Horizontal stabilizer trim, on applicable side, is inoperative.STAB TRIM caution message, displayed on EICAS.


Failure of both stabilizer channels, with the airplane trimmed, during a stabilizedapproach:

(1) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . .

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G. Radio Altimeter 1 or 2 Failure <0045>

Indication: Erratic radio altimeter height on PFDs or HGS, andRA annunciation on PFDs (red & boxed) and (boxed) on HGS.<0026>

NOTE

At approximately 1,000 feet AGL, nuisance LOC, GSand/or RA flags may be displayed on the HGScombiner. This occurs momentarily and these HGSanomalies should be disregarded. <JAA><0026>









H. Loss of STAB CH 1 and 2

Indication: Horizontal stabilizer trim, on applicable side, is inoperative.STAB TRIM caution message, displayed on EICAS.


Failure of both stabilizer channels, with the airplane trimmed, during a stabilizedapproach:


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5. ABNORMAL PROCEDURES (CONT’D)I. FD 1 or 2 Failure

Indication: Flight director, on applicable side is inoperative.FD 1 or FD 2 status message, displayed on EICAS.

Failure during approach <TC><JAA>:

Failure of flight director during a stabilized approach: <TC><JAA>

(1) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . or initiate go-around.

NOTE

During go-around, FD guidance is not available on theapplicable head-down display.

Failure during approach <FAA>:



NOTE


J. Loss of Yaw Damper CH 1 and 2

Indication: Yaw damper is inoperative.YAW DAMPER caution message, displayed on EICAS.


Failure of both yaw damper channels during approach: <TC><JAA>

(1) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . .




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5. ABNORMAL PROCEDURES (CONT’D)I. FD 1 or 2 Failure

Indication: Flight director, on applicable side is inoperative.FD 1 or FD 2 status message, displayed on EICAS.


Failure of flight director during a stabilized approach: <TC><JAA>

(1) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . or initiate go-around.

NOTE





NOTE


J. Loss of Yaw Damper CH 1 and 2

Indication: Yaw damper is inoperative.YAW DAMPER caution message, displayed on EICAS.


Failure of both yaw damper channels during approach: <TC><JAA>





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K. PFD 1 or 2 Failure

Indication: Primary flight display, on applicable side, goes blank.



(1) Display reversionary panelselector switch Select. . . . . . . . . . . . . . . . . . . . . . . to PFD.


(PFD 2) If below 500 feet AGL: <TC><JAA>




L. EFIS COMP MON Msg

Indication: EFIS source miscompare; EFIS COMP MON caution message displayedon EICAS and ALT/HDG/IAS/PIT/ROL annunciation (amber) on PFDs.

Failure during approach: <TC><JAA>





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K. PFD 1 or 2 Failure

Indication: Primary flight display, on applicable side, goes blank.



(1) Display reversionary panelselector switch Select. . . . . . . . . . . . . . . . . . . . . . . to PFD.


(PFD 2) If below 500 feet AGL: <TC><JAA>




L. EFIS COMP MON Msg

Indication: EFIS source miscompare; EFIS COMP MON caution message displayedon EICAS and ALT/HDG/IAS/PIT/ROL annunciation (amber) on PFDs.

Failure during approach: <TC><JAA>





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5. ABNORMAL PROCEDURES (CONT’D)M. Left Main Generator Failure

Indication: Left generator failure; GEN 1 OFF caution message displayed on EICAS.

NOTEFailure of the left generator will have no effect on theairplane.<TC><JAA>

Failure during approach:<TC><JAA>

If APU is available: <TC><JAA>

(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU GEN switch ON. . . . . . . . . . . . . . . . . . . . . . . .


If APU is not available, or below 1,000 feet AGL: <TC><JAA>



(3) Autopilot RE-engage. . . . . . . . . . . . . . . . . . . . . . . . if required.



N. Right Main Generator Failure

Indication: Right generator failure; GEN 2 OFF caution message displayed on EICAS.Autopilot will disengage.

Failure during approach (AP will disconnect):<TC><JAA>

(1) Airplane Manual Control Resume. . . . . . . . . . . .


(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU GEN switch Check ON. . . . . . . . . . . . . . . . . .


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5. ABNORMAL PROCEDURES (CONT’D)M. Left Main Generator Failure

Indication: Left generator failure; GEN 1 OFF caution message displayed on EICAS.

NOTEFailure of the left generator will have no effect on theairplane.<TC><JAA>

Failure during approach:<TC><JAA>


(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU GEN switch ON. . . . . . . . . . . . . . . . . . . . . . . .


If APU is not available, or below 1,000 feet AGL: <TC><JAA>



(3) Autopilot RE-engage. . . . . . . . . . . . . . . . . . . . . . . . if required.



N. Right Main Generator Failure

Indication: Right generator failure; GEN 2 OFF caution message displayed on EICAS.Autopilot will disengage.

Failure during approach (AP will disconnect):<TC><JAA>

(1) Airplane Manual Control Resume. . . . . . . . . . . .


(1) APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU GEN switch Check ON. . . . . . . . . . . . . . . . . .


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Vol. 2


If APU is not available, or below 1,000 feet AGL:<TC><JAA>



(4) Autopilot Re-engage. . . . . . . . . . . . . . . . . . . . . . . . if required.




O. GPWS Failure

Indication: GPWS FAIL displayed on EICAS.

Failure during approach: <TC>

Failure of flight director during a stabilized approach:<FAA><JAA>

(1) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, ifconditions permit.

6. PERFORMANCE

The performance data in Chapter 6 of the Airplane Flight Manual are applicable.

To determine the maximum allowable landing weight, refer to the Airplane Flight Manual,Chapter 7, Supplement 4: Category II Operations, Paragraph7., Maximum AllowableLanding Weight for Category II Operations. <JAA>

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Vol. 2


If APU is not available, or below 1,000 feet AGL:<TC><JAA>



(4) Autopilot Re-engage. . . . . . . . . . . . . . . . . . . . . . . . if required.




O. GPWS Failure

Indication: GPWS FAIL displayed on EICAS.

Failure during approach: <TC>

Failure of flight director during a stabilized approach:<FAA><JAA>

(1) Approach Continue. . . . . . . . . . . . . . . . . . . . . . . . . to Category I minima, ifconditions permit.

6. PERFORMANCE

The performance data in Chapter 6 of the Airplane Flight Manual are applicable.

To determine the maximum allowable landing weight, refer to the Airplane Flight Manual,Chapter 7, Supplement 4: Category II Operations, Paragraph7., Maximum AllowableLanding Weight for Category II Operations. <JAA>

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REV 58, Oct 31/05

07--12--1SUPPLEMENTARY PROCEDURESCold Weather Operations


1. GENERAL

Winter flight operations presents additional challenges to airplane operations resulting fromlow temperatures, potentially hazardous effects of precipitation contaminating the airplane,aircraft taxi and movement areas, and extreme turbulence. Removal of contaminants onrunway surfaces, taxiways, aprons, holding bays and other areas, rests on theadministration of the airports concerned, based on flight safety and schedule considerations.It is the ultimate responsibility of the pilot-in-command to make sure that the airplane is in acondition for safe flight operations prior to take-off. Use of the ATIS or other means toacquire accurate ambient temperature and other pertinent meteorological conditions cannotbe overemphasized. The indicated SAT on EFIS cannot be used before take-off since theTAT probe gives inaccurate readings on the ground when the airplane is static or at lowforward speed.

Adherence to the procedures in this section ensures an aerodynamically clean aircraftbefore take-off. When operating in such conditions, these procedures account foroperational hazards associated with frozen contamination.

In all cases, the decision to conduct flight operations must be based on the general rules ofgood airmanship applicable in cold weather operations and on the assurance that theoperational and system limitations will not be exceeded (refer to the Airplane Flight Manual,CSP A-012, Chapter 2 -- LIMITATIONS). Under these provisions, the procedures given in thefollowing section have been provided to supplement the normal operating procedures withthe goal of enhancing flight safety and assisting in obtaining maximum performance from theairplane. In no circumstances, however, do they warrant operations in conditions imposingdemands beyond the capabilities of the airplane or its flight crew.

2. DEFINITIONS

A. Cold Weather Operations

Cold weather operations refer to ground handling, take-offs and landings conducted onsurface conditions where frozen moisture is present or conditions are conducive tomoisture freezing. These conditions are commonly encountered when the surfacetemperature is at or below 0_C (32_F), although frozen moisture may be present andpersist for a significant time at higher temperatures. Examples of this latter condition arethe penetration of heavy frozen precipitation to ground level when surface temperatureis near freezing and the formation of frozen condensation on airframe surfaces incontact with cold fuel.

Cold soaked is defined as an aircraft in ambient temperature of --30_C (--22_F) or belowfor more than 8 hours. Cold soaking is the effect of cold fuel in the tanks causingmoisture to be present on the upper and lower wing surfaces. If fuel temperature is 0_C(32_F) or below, it is possible to have clear ice or frost on the wing with the ambient airtemperatures above freezing. The wing surfaces must be below freezing temperaturesfor frost to form, even though the ambient temperatures may be above freezing.

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1. GENERAL

Winter flight operations presents additional challenges to airplane operations resulting fromlow temperatures, potentially hazardous effects of precipitation contaminating the airplane,aircraft taxi and movement areas, and extreme turbulence. Removal of contaminants onrunway surfaces, taxiways, aprons, holding bays and other areas, rests on theadministration of the airports concerned, based on flight safety and schedule considerations.It is the ultimate responsibility of the pilot-in-command to make sure that the airplane is in acondition for safe flight operations prior to take-off. Use of the ATIS or other means toacquire accurate ambient temperature and other pertinent meteorological conditions cannotbe overemphasized. The indicated SAT on EFIS cannot be used before take-off since theTAT probe gives inaccurate readings on the ground when the airplane is static or at lowforward speed.

Adherence to the procedures in this section ensures an aerodynamically clean aircraftbefore take-off. When operating in such conditions, these procedures account foroperational hazards associated with frozen contamination.

In all cases, the decision to conduct flight operations must be based on the general rules ofgood airmanship applicable in cold weather operations and on the assurance that theoperational and system limitations will not be exceeded (refer to the Airplane Flight Manual,CSP A-012, Chapter 2 -- LIMITATIONS). Under these provisions, the procedures given in thefollowing section have been provided to supplement the normal operating procedures withthe goal of enhancing flight safety and assisting in obtaining maximum performance from theairplane. In no circumstances, however, do they warrant operations in conditions imposingdemands beyond the capabilities of the airplane or its flight crew.

2. DEFINITIONS

A. Cold Weather Operations

Cold weather operations refer to ground handling, take-offs and landings conducted onsurface conditions where frozen moisture is present or conditions are conducive tomoisture freezing. These conditions are commonly encountered when the surfacetemperature is at or below 0_C (32_F), although frozen moisture may be present andpersist for a significant time at higher temperatures. Examples of this latter condition arethe penetration of heavy frozen precipitation to ground level when surface temperatureis near freezing and the formation of frozen condensation on airframe surfaces incontact with cold fuel.

Cold soaked is defined as an aircraft in ambient temperature of --30_C (--22_F) or belowfor more than 8 hours. Cold soaking is the effect of cold fuel in the tanks causingmoisture to be present on the upper and lower wing surfaces. If fuel temperature is 0_C(32_F) or below, it is possible to have clear ice or frost on the wing with the ambient airtemperatures above freezing. The wing surfaces must be below freezing temperaturesfor frost to form, even though the ambient temperatures may be above freezing.

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SUPPLEMENTARY PROCEDURESCold Weather Operations

Vol. 2


B. Contaminants

(1) Slush

Slush is snow saturated with water which displaces with a splatter when steppedon firmly. It is encountered at temperatures up to 5_C (41_F).

(2) Wet Snow

Wet snow will easily stick together and tends to form a snowball if compacted byhand.

(3) Dry Snow

Dry snow is loose and can easily be blown. If compacted by hand, it will readilyfall apart again.

(4) Frost

Frost forms from the slow deposition of ice crystals on cold surfaces, directly fromwater vapour in the air. The frost forming surface must be below freezingtemperatures for frost to form even though the ambient temperature may beabove freezing. Frost appears as a white crystalline deposit that usually developsuniformly on exposed surfaces during below-freezing, calm and cloudless nightswith a high ambient dewpoint. The deposit is thin enough for surface featuresunderneath, such as paint lines, markings and lettering, to be distinguished.

(5) Ice

Two types of ice, rime ice and clear ice, commonly affect aircraft operations:

(a) Rime ice: Although rime ice is more commonly found in flight, it may occuron the ground when conditions are favourable. Rime ice may occur on theground in low temperatures with a low concentration of small super-cooledwater droplets and moderate winds. It appears as an opaque and roughice surface that adheres to surfaces exposed to wind. It can easily bedetected and is easily removed by application of de-icing/anti-icing fluids.

(b) Clear ice: Clear ice can occur in flight or on the ground. It forms attemperatures at or just below 0_C (32_F) with a high concentration of largesuper-cooled water droplets. Clear ice is hard, and appears as a smoothand glassy coating that can be very difficult to detect without a tactileinspection. Clear ice may not be seen during a walkaround, particularly ifthe wing is wet or during night time operations. Clear ice adheres firmly tosurfaces and is difficult to remove, requiring special care duringde-icing/anti-icing.

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B. Contaminants

(1) Slush

Slush is snow saturated with water which displaces with a splatter when steppedon firmly. It is encountered at temperatures up to 5_C (41_F).

(2) Wet Snow

Wet snow will easily stick together and tends to form a snowball if compacted byhand.

(3) Dry Snow

Dry snow is loose and can easily be blown. If compacted by hand, it will readilyfall apart again.

(4) Frost

Frost forms from the slow deposition of ice crystals on cold surfaces, directly fromwater vapour in the air. The frost forming surface must be below freezingtemperatures for frost to form even though the ambient temperature may beabove freezing. Frost appears as a white crystalline deposit that usually developsuniformly on exposed surfaces during below-freezing, calm and cloudless nightswith a high ambient dewpoint. The deposit is thin enough for surface featuresunderneath, such as paint lines, markings and lettering, to be distinguished.

(5) Ice

Two types of ice, rime ice and clear ice, commonly affect aircraft operations:

(a) Rime ice: Although rime ice is more commonly found in flight, it may occuron the ground when conditions are favourable. Rime ice may occur on theground in low temperatures with a low concentration of small super-cooledwater droplets and moderate winds. It appears as an opaque and roughice surface that adheres to surfaces exposed to wind. It can easily bedetected and is easily removed by application of de-icing/anti-icing fluids.

(b) Clear ice: Clear ice can occur in flight or on the ground. It forms attemperatures at or just below 0_C (32_F) with a high concentration of largesuper-cooled water droplets. Clear ice is hard, and appears as a smoothand glassy coating that can be very difficult to detect without a tactileinspection. Clear ice may not be seen during a walkaround, particularly ifthe wing is wet or during night time operations. Clear ice adheres firmly tosurfaces and is difficult to remove, requiring special care duringde-icing/anti-icing.

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(6) Dehydrated De-icing / Anti-icing Fluids

If de-icing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluidcan become a contaminant. De-icing, and especially anti-icing fluids aredesigned to adhere to airplane surfaces and shear off at speeds approachingtake-off speeds.

If left on airplane surfaces for long periods of time (overnight), they maydehydrate and form a gel or dried deposit that will not shear off, even at highspeeds. This contaminant will severely affect airplane performance and lift.

C. Critical Surfaces

Critical surfaces are defined to be wings, horizontal stabilizer, vertical stabilizer, controlsurfaces, upper surfaces of the fuselage and engine inlets. If the upper surface of thefuselage is contaminated with ice or, snow or, frost (through which it is not possible todistinguish surface features (markings and lines)), then the surface must be de-iced.The upper surface may be de-iced with a one step procedure prior to flight. Refer toFigure 07--12--1.

D. Comparative Analysis Procedure

The upper surface of the horizontal stabilizer may not be visible from the ground. Acomparative analysis of the non--visible horizontal stabilizer upper surface may be usedto validate the condition of this surface. The upper surface of the wing should be usedas the comparative surface. If the inspection of the wing surface dictates that there is arequirements to de--ice/anti--ice then the horizontal surface /elevator must also bede--iced/anti--iced. Conversely, if the inspection of the wing surface dictates that thereis no requirement to de--ice/anti--ice then the horizontal surface need not bede--iced/anti--iced. It is the ultimate responsibility of the pilot--in--command to ensurethat the airplane is in a condition for safe flight operations prior to take off. If thepilot--in--command has any doubt as to the cleanliness of the aircraft then the aircraftmust be de--iced.

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REV 58, Oct 31/05



(6) Dehydrated De-icing / Anti-icing Fluids

If de-icing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluidcan become a contaminant. De-icing, and especially anti-icing fluids aredesigned to adhere to airplane surfaces and shear off at speeds approachingtake-off speeds.

If left on airplane surfaces for long periods of time (overnight), they maydehydrate and form a gel or dried deposit that will not shear off, even at highspeeds. This contaminant will severely affect airplane performance and lift.

C. Critical Surfaces

Critical surfaces are defined to be wings, horizontal stabilizer, vertical stabilizer, controlsurfaces, upper surfaces of the fuselage and engine inlets. If the upper surface of thefuselage is contaminated with ice or, snow or, frost (through which it is not possible todistinguish surface features (markings and lines)), then the surface must be de-iced.The upper surface may be de-iced with a one step procedure prior to flight. Refer toFigure 07--12--1.

D. Comparative Analysis Procedure

The upper surface of the horizontal stabilizer may not be visible from the ground. Acomparative analysis of the non--visible horizontal stabilizer upper surface may be usedto validate the condition of this surface. The upper surface of the wing should be usedas the comparative surface. If the inspection of the wing surface dictates that there is arequirements to de--ice/anti--ice then the horizontal surface /elevator must also bede--iced/anti--iced. Conversely, if the inspection of the wing surface dictates that thereis no requirement to de--ice/anti--ice then the horizontal surface need not bede--iced/anti--iced. It is the ultimate responsibility of the pilot--in--command to ensurethat the airplane is in a condition for safe flight operations prior to take off. If thepilot--in--command has any doubt as to the cleanliness of the aircraft then the aircraftmust be de--iced.

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Airplane Critical Surfaces for Cold Weather OperationsFigure 07--12--1

DO NOT SPRAY DEICING/ANTI--ICINGFLUID ON WHEEL BRAKE ASSEMBLIES

A

A

A A

DO NOT SPRAYDEICING/ANTI--ICINGFLUID IN APU INLET

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Airplane Critical Surfaces for Cold Weather OperationsFigure 07--12--1

DO NOT SPRAY DEICING/ANTI--ICINGFLUID ON WHEEL BRAKE ASSEMBLIES

A

A

A A

DO NOT SPRAYDEICING/ANTI--ICINGFLUID IN APU INLET

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E. Holdover Time

Holdover time is the published estimated time that an application of an approvedde-icing / anti-icing fluid is effective in preventing frost, ice, or snow from adhering totreated surfaces. Holdover time is calculated as beginning at the start of the finalapplication of an approved de-icing, after this time the fluid is no longer effective.

The fluid is no longer effective when its ability to absorb more precipitation has beenexceeded. This produces a visible surface build-up of contamination.

3. LIMITATIONS

Refer to the Airplane Flight Manual, CSP A-012, Chapter 2 -- LIMITATIONS.

4. AIRFRAME CONTAMINATION

A. Clean Aircraft Concept

The Clean Aircraft Concept (aerodynamically clean) prohibits take-off when frost, ice,snow, or other contaminants are present on the airplanes critical surfaces. Having froston the upper surface of the fuselage is not considered limiting. Cold weather operationspresent specific challenges in keeping an airplane free of these contaminants.

The performance data for this airplane are based on the clean aircraft concept. Thismeans that all performance values are based on the airplane being aerodynamicallyclean prior to take-off. Failure to remove contaminants adversely effects on airplaneperformance and flight characteristics. These adverse effects can include the following:

S Decreased thrust

S Decreased lift

S Increased drag

S Increased stall speeds

S Trim changes

S Altered stall characteristics

S Altered handling qualities.

The removal procedures for frost, ice and snow from the surfaces of the airplane priorto take-off, as described in this section, depend upon the de-icing/anti-icing facilities,methods and types of fluid available at the airports involved. De-icing/anti-icing mustbe accomplished at the last possible time prior to take-off to maximize the time thatanti-icing will be able to provide protection (holdover time).

The following general precautions must be observed in cold weather operations:

(1) It must never be assumed that an apparently dry and loose form of frozenmoisture, for example, dry snow, will be removed by the slipstream during theinitial take-off roll. For instance, on an airplane removed from a warm hangar, a

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E. Holdover Time

Holdover time is the published estimated time that an application of an approvedde-icing / anti-icing fluid is effective in preventing frost, ice, or snow from adhering totreated surfaces. Holdover time is calculated as beginning at the start of the finalapplication of an approved de-icing, after this time the fluid is no longer effective.

The fluid is no longer effective when its ability to absorb more precipitation has beenexceeded. This produces a visible surface build-up of contamination.

3. LIMITATIONS

Refer to the Airplane Flight Manual, CSP A-012, Chapter 2 -- LIMITATIONS.

4. AIRFRAME CONTAMINATION

A. Clean Aircraft Concept

The Clean Aircraft Concept (aerodynamically clean) prohibits take-off when frost, ice,snow, or other contaminants are present on the airplanes critical surfaces. Having froston the upper surface of the fuselage is not considered limiting. Cold weather operationspresent specific challenges in keeping an airplane free of these contaminants.

The performance data for this airplane are based on the clean aircraft concept. Thismeans that all performance values are based on the airplane being aerodynamicallyclean prior to take-off. Failure to remove contaminants adversely effects on airplaneperformance and flight characteristics. These adverse effects can include the following:

S Decreased thrust

S Decreased lift

S Increased drag

S Increased stall speeds

S Trim changes

S Altered stall characteristics

S Altered handling qualities.

The removal procedures for frost, ice and snow from the surfaces of the airplane priorto take-off, as described in this section, depend upon the de-icing/anti-icing facilities,methods and types of fluid available at the airports involved. De-icing/anti-icing mustbe accomplished at the last possible time prior to take-off to maximize the time thatanti-icing will be able to provide protection (holdover time).

The following general precautions must be observed in cold weather operations:

(1) It must never be assumed that an apparently dry and loose form of frozenmoisture, for example, dry snow, will be removed by the slipstream during theinitial take-off roll. For instance, on an airplane removed from a warm hangar, a

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dry snowfall that remains free and uncompacted on the ground may melt andlater refreeze to form ice that sticks to the surfaces of the airplane.

(2) Before each flight, a thorough inspection of critical surfaces must be made todetermine the extent of contamination on them. This inspection must be made bythe pilot-in-command (PIC) or by other trained and approved personnel qualifiedto report its results directly to the PIC. De-icing and anti-icing are part of flightoperations and remain under the authority of the PIC.

(3) After de-icing, another inspection, subject to the same qualifications mentioned inparagraph 2. above, must be made to confirm that all contamination is removed.

(4) If during the period between the completion of de-icing and take-off there is thepossibility that the airplane may again be contaminated, anti-icing protection,usually in the form of de-icing/anti-icing fluid, must be provided. The period ofeffective anti-icing, known as holdover time, must be longer than the periodbetween de-icing and take-off. Holdover times start at the beginning of the finalde-icing procedure.

(5) If during the conditions described in paragraph 4. above, take-off cannot bestarted prior to the expiration of the holdover time, the airplane must again beinspected and de-iced, if necessary, before attempting take-off.

If ice, snow or frost is found on the airplane, accomplishing a one-step de-icing /anti-icing procedure will remove the contamination and provide limited anti-iceprotection. When visible precipitation continues to fall, extended anti-ice protection isrequired. In such cases, the application of de-icing/anti-icing fluids must beaccomplished in two separate steps which will provide adequate protection in mostenvironmental conditions. The characteristics of the various de-icing/anti-icing fluidsused in carrying out these operations are described later in this section.

B. Wet Aircraft and Temperatures Greater Than 0_C (32_F) but Less Than 5_C (41_F)

Consideration of the following should be made as to whether the aircraft should bede-iced/anti-iced:

(1) Conditions such as wind and forecast temperature. If temperatures are droppingor are forecast to drop, treatment with Type 1 fluid should be considered.

(2) When an aircraft is wet due to light rain or mist and the AFM icing definition of“visible moisture” and “less than 5_C (41_F)” is satisfied. In such a situation, theAFM limitations require the use of wing anti-ice for take-off.

(3) If the aircraft is wet because it has been cleaned with hot water but there is novisible moisture in the air, then the wing is at the same risk of being contaminatedas if the aircraft was taxiing in slush or pooled water on taxiways/runways. Theuse of wing anti-ice is required for such conditions.

C. Clear Ice Due to Cold Fuel

Pilots must be aware of the effect that cold fuel in the tanks may have on moisturepresent on the wing upper and lower surfaces. If fuel temperature is 0_C (32_F) or

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dry snowfall that remains free and uncompacted on the ground may melt andlater refreeze to form ice that sticks to the surfaces of the airplane.

(2) Before each flight, a thorough inspection of critical surfaces must be made todetermine the extent of contamination on them. This inspection must be made bythe pilot-in-command (PIC) or by other trained and approved personnel qualifiedto report its results directly to the PIC. De-icing and anti-icing are part of flightoperations and remain under the authority of the PIC.

(3) After de-icing, another inspection, subject to the same qualifications mentioned inparagraph 2. above, must be made to confirm that all contamination is removed.

(4) If during the period between the completion of de-icing and take-off there is thepossibility that the airplane may again be contaminated, anti-icing protection,usually in the form of de-icing/anti-icing fluid, must be provided. The period ofeffective anti-icing, known as holdover time, must be longer than the periodbetween de-icing and take-off. Holdover times start at the beginning of the finalde-icing procedure.

(5) If during the conditions described in paragraph 4. above, take-off cannot bestarted prior to the expiration of the holdover time, the airplane must again beinspected and de-iced, if necessary, before attempting take-off.

If ice, snow or frost is found on the airplane, accomplishing a one-step de-icing /anti-icing procedure will remove the contamination and provide limited anti-iceprotection. When visible precipitation continues to fall, extended anti-ice protection isrequired. In such cases, the application of de-icing/anti-icing fluids must beaccomplished in two separate steps which will provide adequate protection in mostenvironmental conditions. The characteristics of the various de-icing/anti-icing fluidsused in carrying out these operations are described later in this section.

B. Wet Aircraft and Temperatures Greater Than 0_C (32_F) but Less Than 5_C (41_F)

Consideration of the following should be made as to whether the aircraft should bede-iced/anti-iced:

(1) Conditions such as wind and forecast temperature. If temperatures are droppingor are forecast to drop, treatment with Type 1 fluid should be considered.

(2) When an aircraft is wet due to light rain or mist and the AFM icing definition of“visible moisture” and “less than 5_C (41_F)” is satisfied. In such a situation, theAFM limitations require the use of wing anti-ice for take-off.

(3) If the aircraft is wet because it has been cleaned with hot water but there is novisible moisture in the air, then the wing is at the same risk of being contaminatedas if the aircraft was taxiing in slush or pooled water on taxiways/runways. Theuse of wing anti-ice is required for such conditions.

C. Clear Ice Due to Cold Fuel

Pilots must be aware of the effect that cold fuel in the tanks may have on moisturepresent on the wing upper and lower surfaces. If fuel temperature is 0_C (32_F) or

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below, it is possible to have clear ice on the wing with the temperature above freezing.

If left or right wing fuel content exceeds 1042.0 kg (2297.2 lb), the fuel will be in contactwith the upper wing skin. If the fuel temperature is 0_C (32_F) or below and a highhumidity condition exists or visible moisture in any form is present, pilots must ensurethat the wing upper surface is free of clear ice by means of a tactile (touch) check.Clear ice must be removed.

D. Frost Due to Cold Soaked Fuel

Wing frost caused by cold soaked fuel can form on the upper and lower surfaces of thewing even at temperatures significantly above freezing. Frost on the upper surface ofthe wing must be removed.

Take-off with the following accumulation of frost, due to cold soaked fuel, on theunderside (bottom) of the wing fuel tank area is permissible:

S Maximum 3 mm (1/8 inch) layer of frost.

E. Frost on the Upper Surface of the Fuselage

Frost on the upper fuselage surface is not considered to be critical if it is possible todistinguish surface features (markings and lines). Frost in excess of this must beremoved from the fuselage.

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below, it is possible to have clear ice on the wing with the temperature above freezing.

If left or right wing fuel content exceeds 1042.0 kg (2297.2 lb), the fuel will be in contactwith the upper wing skin. If the fuel temperature is 0_C (32_F) or below and a highhumidity condition exists or visible moisture in any form is present, pilots must ensurethat the wing upper surface is free of clear ice by means of a tactile (touch) check.Clear ice must be removed.

D. Frost Due to Cold Soaked Fuel

Wing frost caused by cold soaked fuel can form on the upper and lower surfaces of thewing even at temperatures significantly above freezing. Frost on the upper surface ofthe wing must be removed.

Take-off with the following accumulation of frost, due to cold soaked fuel, on theunderside (bottom) of the wing fuel tank area is permissible:

S Maximum 3 mm (1/8 inch) layer of frost.

E. Frost on the Upper Surface of the Fuselage

Frost on the upper fuselage surface is not considered to be critical if it is possible todistinguish surface features (markings and lines). Frost in excess of this must beremoved from the fuselage.

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5. PRE--FLIGHT PREPARATION

A. External Safety Inspection

The removal of contaminants from the airplane is a maintenance function; however, theflight crew should be diligent during the pre-flight preparation to inspect areas whereadherence and accumulation of frost, ice, and snow could seriously affect normalsystems operations.

(1) All protective covers Removed. . . . . . . . . . . . . . . . S Probe covers (pitot andstatic,TAT, ice detector, AOAvane, and fuel NACA ventcover)

S Wheel covers (nose andmain landing gear)

S Intake and exhaust covers(engines, APU, ram airscoop, and air-conditioningpacks)

(2) Pitot and static probes Clear. . . . . . . . . . . . . . . . . .and not obstructed

(3) AOA vanes Free movement. . . . . . . . . . . . . . . . . . .

(4) Windshield and wipers Free of ice and snow. . . .

(5) Airplane surfaces Free of frost,. . . . . . . . . . . . . . . .ice and snow

NOTE

1. During snowfall, freezing rain and driftingsnow, it is possible for snow and melting iceto penetrate into hinges, operatinglinkages, drainage openings and vents,and then refreeze. The above mentionedareas should be checked with diligence.

2. Take-off is permitted with frost on the uppersurface of the fuselage through which it ispossible to distinguish surface features(markings and lines).

3. Take-off is permitted with frost adhering tothe underside of the wing that is caused bycold soaked fuel. Maximum3mm(1/8 inch)layer of frost.

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5. PRE--FLIGHT PREPARATION

A. External Safety Inspection

The removal of contaminants from the airplane is a maintenance function; however, theflight crew should be diligent during the pre-flight preparation to inspect areas whereadherence and accumulation of frost, ice, and snow could seriously affect normalsystems operations.

(1) All protective covers Removed. . . . . . . . . . . . . . . . S Probe covers (pitot andstatic,TAT, ice detector, AOAvane, and fuel NACA ventcover)

S Wheel covers (nose andmain landing gear)

S Intake and exhaust covers(engines, APU, ram airscoop, and air-conditioningpacks)

(2) Pitot and static probes Clear. . . . . . . . . . . . . . . . . .and not obstructed

(3) AOA vanes Free movement. . . . . . . . . . . . . . . . . . .

(4) Windshield and wipers Free of ice and snow. . . .

(5) Airplane surfaces Free of frost,. . . . . . . . . . . . . . . .ice and snow

NOTE

1. During snowfall, freezing rain and driftingsnow, it is possible for snow and melting iceto penetrate into hinges, operatinglinkages, drainage openings and vents,and then refreeze. The above mentionedareas should be checked with diligence.

2. Take-off is permitted with frost on the uppersurface of the fuselage through which it ispossible to distinguish surface features(markings and lines).

3. Take-off is permitted with frost adhering tothe underside of the wing that is caused bycold soaked fuel. Maximum3mm(1/8 inch)layer of frost.

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(6) Nosewheel andmain landing gear area Clear of. . . . . . . . . . . .

frost, ice and snowS Latching and operating

mechanisms are free andclear of any accumulation(uplocks/downlocks).

S Check electrical components(connectors, cables andmicro-switches) for evidenceof water ingress.

S Gear doors are free fromaccumulations.

S Tire pressure is acceptableand wheels are not frozen tothe ground.

(7) APU and air-conditioning intakeand exhaust areas Clear of. . . . . . . . . . . . . . . . . .

frost, ice and snow

(8) Engine inlet and cowlings Clear of. . . . . . . . . . . . .frost, ice and snow S Check fan rotation as

applicable

S Drain lines are clear

(9) Fuel tanks and hydrauliccomponents Check for evidence of leaks. . . . . . .

(10)Water system anddrain masts Check for evidence of freezing. . . . . S Check that potable water

system has been refilled(Could have been drainedas part of a TerminatingCheck).

S Check that lavatory systemhas been serviced andrecharged.

(11) APU and mainairplane battery Check. . . . . . . . . . . . . . . . . . . . . . .

installed and charged S Precautionary measures forextremely low temperaturesmay have entailed overnightremoval of the airplanebatteries.

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(6) Nosewheel andmain landing gear area Clear of. . . . . . . . . . . .

frost, ice and snowS Latching and operating

mechanisms are free andclear of any accumulation(uplocks/downlocks).

S Check electrical components(connectors, cables andmicro-switches) for evidenceof water ingress.

S Gear doors are free fromaccumulations.

S Tire pressure is acceptableand wheels are not frozen tothe ground.

(7) APU and air-conditioning intakeand exhaust areas Clear of. . . . . . . . . . . . . . . . . .

frost, ice and snow

(8) Engine inlet and cowlings Clear of. . . . . . . . . . . . .frost, ice and snow S Check fan rotation as

applicable

S Drain lines are clear

(9) Fuel tanks and hydrauliccomponents Check for evidence of leaks. . . . . . .

(10)Water system anddrain masts Check for evidence of freezing. . . . . S Check that potable water

system has been refilled(Could have been drainedas part of a TerminatingCheck).

S Check that lavatory systemhas been serviced andrecharged.

(11) APU and mainairplane battery Check. . . . . . . . . . . . . . . . . . . . . . .

installed and charged S Precautionary measures forextremely low temperaturesmay have entailed overnightremoval of the airplanebatteries.

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B. Cabin Preparation <TC><FAA><JAA>

In case of cold soak at temperatures below --20_C, it is recommended that the cabincompartment interior be warmed up before dispatching the airplane to ensure properoperation of all exits and the integrated standby instrument.

(1) CABIN temperature control switches HOT. . . . . . S To warm up the cabin to acomfortable level(approximately 10_C orhigher) before thepassengers board aircraft.

(2) All doors and exits Check operation. . . . . . . . . . . . S Check that the mainpassenger door and thegalley service door can beopened properly; and

S Check that there are nomessages on the doorsynoptic page.

C. Cabin / Flight Compartment Preparation <SAAU>

In case of cold soak at temperatures below --20_C, it is recommended that the cabin /flight compartment interior be warmed up before dispatching the airplane to ensureproper operation of all exits and the integrated standby instrument.




(3) Integrated StandbyInstrument (ISI) Check operation. . . . . . . . . . . . . . S Check that the LCD

readouts are properlydisplayed.

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B. Cabin Preparation <TC><FAA><JAA>

In case of cold soak at temperatures below --20_C, it is recommended that the cabincompartment interior be warmed up before dispatching the airplane to ensure properoperation of all exits and the integrated standby instrument.




C. Cabin / Flight Compartment Preparation <SAAU>

In case of cold soak at temperatures below --20_C, it is recommended that the cabin /flight compartment interior be warmed up before dispatching the airplane to ensureproper operation of all exits and the integrated standby instrument.




(3) Integrated StandbyInstrument (ISI) Check operation. . . . . . . . . . . . . . S Check that the LCD

readouts are properlydisplayed.

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6. AIRFRAME DE-ICING, ANTI-ICING, AND INSPECTION

A. De-icing/Anti-icing Fluids

The application of de-icing/anti-icing fluid is the most common means of ground de-icingand anti-ice protection. These fluids are water/glycol solutions, broadly classified asType I, Type II, Type III and Type IV.

(1) Type I Fluids:

In concentrated form, these fluids contain glycols to a minimum concentration of80%, but with no thickening agents. Their resulting low viscosity and very shortholdover time provide very limited anti-icing protection.

S It is apparent that except for the case of frost or freezing fog, the duration ofanti-icing protection provided by Type I fluid is inadequate unless take-off canbe made almost immediately after de-icing. Therefore, if conditions requireeffective ground anti-icing, it is imperative that Type II/III/IV fluid be availablefor use.

(2) Type II and Type IV Fluids:

These fluids contain glycols to a minimum concentration of 50% as well asthickening agents. Their relatively high viscosity permits the application of a layerof fluid that is effective in anti-icing and persists for a significant holdover time toprovide anti-icing. During take-off, the slipstream imparts a shear stress to thefluid layer causing it to flow off the surface to which it was applied.

Anti-icing effectiveness, however, is subject to many more variables that areusually present in de-icing. Of fundamental concern to the aircrew is thecalculation of the anti-icing holdover time available after de-icing given prevailingconditions and use of a particular fluid. To provide some assistance in this regard,the tables located in the Quick Reference Handbook, Vol. 1, CSP A-022,Supplementary Procedures section, are provided to show holdover times forType I, Type II, Type III, and Type IV fluids, as influenced by the kind of freezingprecipitation present. The following points must be considered when referring tothese tables:

S These tables do not account for all the factors that influence holdover time.Diverse and individually variable factors such as fluid temperature, relativehumidity, wind direction and speed, can significantly shorten the holdovertimes shown in these tables .

(3) Type III Fluids:

Type III is a thickened fluid which has properties that lie between Types I and II.Therefore, it provides a longer holdover time than Type I but less than Type II.

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6. AIRFRAME DE-ICING, ANTI-ICING, AND INSPECTION

A. De-icing/Anti-icing Fluids

The application of de-icing/anti-icing fluid is the most common means of ground de-icingand anti-ice protection. These fluids are water/glycol solutions, broadly classified asType I, Type II, Type III and Type IV.

(1) Type I Fluids:

In concentrated form, these fluids contain glycols to a minimum concentration of80%, but with no thickening agents. Their resulting low viscosity and very shortholdover time provide very limited anti-icing protection.

S It is apparent that except for the case of frost or freezing fog, the duration ofanti-icing protection provided by Type I fluid is inadequate unless take-off canbe made almost immediately after de-icing. Therefore, if conditions requireeffective ground anti-icing, it is imperative that Type II/III/IV fluid be availablefor use.

(2) Type II and Type IV Fluids:

These fluids contain glycols to a minimum concentration of 50% as well asthickening agents. Their relatively high viscosity permits the application of a layerof fluid that is effective in anti-icing and persists for a significant holdover time toprovide anti-icing. During take-off, the slipstream imparts a shear stress to thefluid layer causing it to flow off the surface to which it was applied.

Anti-icing effectiveness, however, is subject to many more variables that areusually present in de-icing. Of fundamental concern to the aircrew is thecalculation of the anti-icing holdover time available after de-icing given prevailingconditions and use of a particular fluid. To provide some assistance in this regard,the tables located in the Quick Reference Handbook, Vol. 1, CSP A-022,Supplementary Procedures section, are provided to show holdover times forType I, Type II, Type III, and Type IV fluids, as influenced by the kind of freezingprecipitation present. The following points must be considered when referring tothese tables:

S These tables do not account for all the factors that influence holdover time.Diverse and individually variable factors such as fluid temperature, relativehumidity, wind direction and speed, can significantly shorten the holdovertimes shown in these tables .

(3) Type III Fluids:

Type III is a thickened fluid which has properties that lie between Types I and II.Therefore, it provides a longer holdover time than Type I but less than Type II.

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CAUTION

1. For all types of de-icing fluid, the time of protectionwill be shortened in heavy weather conditions, heavyprecipitation rates or high moisture content. Highwind velocity or jet blast may reduce holdover timebelow the lowest time stated in the range. Holdovertime may also be reduced when airplane skintemperature is lower than OAT. The only acceptabledecision criteria is the shortest time within theapplicable holdover timetable.

2. De-icing/anti-icing fluids have not been tested for icepellet precipitation and all holdover tables do notaddress ice pellet precipitation.

3. When ice pellet precipitation occurs after theapplication of de-icing/anti-icing fluid, thede-icing/anti-icing fluid dilutes which results in rapidwing contamination.

4. Fluids used during ground de-icing are not intendedfor and do not provide ice protection during flight.

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CAUTION

1. For all types of de-icing fluid, the time of protectionwill be shortened in heavy weather conditions, heavyprecipitation rates or high moisture content. Highwind velocity or jet blast may reduce holdover timebelow the lowest time stated in the range. Holdovertime may also be reduced when airplane skintemperature is lower than OAT. The only acceptabledecision criteria is the shortest time within theapplicable holdover timetable.

2. De-icing/anti-icing fluids have not been tested for icepellet precipitation and all holdover tables do notaddress ice pellet precipitation.

3. When ice pellet precipitation occurs after theapplication of de-icing/anti-icing fluid, thede-icing/anti-icing fluid dilutes which results in rapidwing contamination.

4. Fluids used during ground de-icing are not intendedfor and do not provide ice protection during flight.

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NOTE1. De-icing Fluid Holdover Time Tables for SAE Type I,

Type II, Type III and Type IV fluids are located in theQuick Reference Handbook, Vol. 1, CSP A-022,Supplementary Procedures section.

2. Guidelines for holdover times and de-icing fluidapplication are revised every year according to theTransport Canada TP 14052 and associatedholdover time guidelines document. The currentdocuments are available at the following web-site:

www.tc.gc.ca/CivilAviation/commerce/HoldoverTime/menu.htm

B. Infra--red Energy De-icing

De-icing using infra-red energy is an alternative procedure for removing frozenprecipitation. It is accomplished through heat that breaks the bond of adhering frozencontamination. The application of infra-red energy may be continued to melt andevaporate frozen contamination.

CAUTION

1. When using infra-red energy to de-ice, wet surfaceswill require an application of heated de-icing fluids toprevent refreezing after the removal of the infra-redenergy souce.

2. When required, for operation other than frost orleading edge ice removal, and when the the OAT isat or below 0_C (32_F), an additional treatment withhot de-icing fluids must be done within the infra-redde-icing facility to prevent refreezing of water, whichmay remain in hidden areas.

3. If the aircraft requires de-icing again and de-icing/anti-icing fluids had been applied before flight,conventional de-icing/anti-icing with fluids must beaccomplished.

When using infra-red energy to de-ice, refer also to the following FAA Advisory Circularsfor procedures and precations.

S FAA Advisory Circular No. 150/5300--14.

S FAA Advisory Circular No. 120--89.

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NOTE1. De-icing Fluid Holdover Time Tables for SAE Type I,

Type II, Type III and Type IV fluids are located in theQuick Reference Handbook, Vol. 1, CSP A-022,Supplementary Procedures section.

2. Guidelines for holdover times and de-icing fluidapplication are revised every year according to theTransport Canada TP 14052 and associatedholdover time guidelines document. The currentdocuments are available at the following web-site:

www.tc.gc.ca/CivilAviation/commerce/HoldoverTime/menu.htm

B. Infra--red Energy De-icing

De-icing using infra-red energy is an alternative procedure for removing frozenprecipitation. It is accomplished through heat that breaks the bond of adhering frozencontamination. The application of infra-red energy may be continued to melt andevaporate frozen contamination.

CAUTION

1. When using infra-red energy to de-ice, wet surfaceswill require an application of heated de-icing fluids toprevent refreezing after the removal of the infra-redenergy souce.

2. When required, for operation other than frost orleading edge ice removal, and when the the OAT isat or below 0_C (32_F), an additional treatment withhot de-icing fluids must be done within the infra-redde-icing facility to prevent refreezing of water, whichmay remain in hidden areas.

3. If the aircraft requires de-icing again and de-icing/anti-icing fluids had been applied before flight,conventional de-icing/anti-icing with fluids must beaccomplished.

When using infra-red energy to de-ice, refer also to the following FAA Advisory Circularsfor procedures and precations.

S FAA Advisory Circular No. 150/5300--14.

S FAA Advisory Circular No. 120--89.

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C. De-icing/Anti-icing Procedures

De-icing is the removal of snow, ice or frost from airplane surfaces using mechanicalmeans, hot water or a heated mixture of water and de-icing/anti-icing fluid.

Anti-icing is the application of de-icing/anti-icing fluid with a useful holdover time toprevent the accumulation of snow, ice or frost on airplane surfaces after de-icing.

Current practice prescribes the following general methods for effectingde-icing/anti-icing:

(1) MECHANICAL REMOVAL OF LOOSE CONTAMINATION

If a significant amount of loose snow is on the airplane, the expenditure of arelatively large amount of de-icing fluid can be avoided if the snow is removedmechanically. Subject to the results of an inspection as outlined below (Removalof Loose Contamination), this may achieve complete de-icing of the airplane.

(2) ONE-STEP DE-ICING / ANTI-ICING

Fluid is applied in one step to remove frozen contamination and apply limitedanti-ice protection. In this process the residual fluid film, regardless of the type offluid used, will provide only a very limited duration of anti-icing protection.

(3) TWO-STEP DE-ICING / ANTI-ICING

Two fluid applications are made: the first to de-ice using hot water or a water/fluidmixture; the second to anti-ice, using undiluted (100%) fluid or a water/fluidmixture. This method ensures that the full anti-icing holdover time available fromthe fluid will be obtained.

NOTEAn insufficient amount of anti-icing fluid, especially inthe second step of a two-step procedure, may causea substantial lossof holdover time. This is particularlytrue when using a Type I fluid for the first step.

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C. De-icing/Anti-icing Procedures

De-icing is the removal of snow, ice or frost from airplane surfaces using mechanicalmeans, hot water or a heated mixture of water and de-icing/anti-icing fluid.

Anti-icing is the application of de-icing/anti-icing fluid with a useful holdover time toprevent the accumulation of snow, ice or frost on airplane surfaces after de-icing.

Current practice prescribes the following general methods for effectingde-icing/anti-icing:

(1) MECHANICAL REMOVAL OF LOOSE CONTAMINATION

If a significant amount of loose snow is on the airplane, the expenditure of arelatively large amount of de-icing fluid can be avoided if the snow is removedmechanically. Subject to the results of an inspection as outlined below (Removalof Loose Contamination), this may achieve complete de-icing of the airplane.

(2) ONE-STEP DE-ICING / ANTI-ICING

Fluid is applied in one step to remove frozen contamination and apply limitedanti-ice protection. In this process the residual fluid film, regardless of the type offluid used, will provide only a very limited duration of anti-icing protection.

(3) TWO-STEP DE-ICING / ANTI-ICING

Two fluid applications are made: the first to de-ice using hot water or a water/fluidmixture; the second to anti-ice, using undiluted (100%) fluid or a water/fluidmixture. This method ensures that the full anti-icing holdover time available fromthe fluid will be obtained.

NOTEAn insufficient amount of anti-icing fluid, especially inthe second step of a two-step procedure, may causea substantial lossof holdover time. This is particularlytrue when using a Type I fluid for the first step.

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C. Removal of Loose Contamination

If significant amounts of loose snow are on the airplane:

(1) Flaps As required. . . . . . . . . . . . . . . . . . . . . . . . . . Flaps 45 recommended

(2) Snow Remove from the following areas and. . . . . . . . . . . . . . . . . . . . . . . . .inspect for presence of adhering ice, frost or snow:

S Wings -- leading edges, upper and lower surfaces;

S Upper fuselage;

S Vertical and horizontal stabilizers -- leading edges, upper/lower surfacesand side panels;

S Flaps, flap tracks and flap drives;

S Ailerons, elevators, rudder, spoilers and spoilerons;

S Air data probes/sensors, AOA vanes;

S Antennas;

S Fuel drains and NACA vent scoops;

S Engine and APU intakes; APU exhaust;

S Landing gear and landing gear bays;

S Windshields, windows; door sills and surrounds.

(3) Tactile check Accomplish. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

If de-icing/anti-icing is not planned:

(4) Limitations Review. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Refer to the Airplane Flight Manual, CSP A-012, Chapter 2 -- LIMITATIONS)

If frozen contamination is found adhering to critical surfaces:

(5) Perform one-step or two-step de-icing /anti-icing

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C. Removal of Loose Contamination

If significant amounts of loose snow are on the airplane:

(1) Flaps As required. . . . . . . . . . . . . . . . . . . . . . . . . . Flaps 45 recommended

(2) Snow Remove from the following areas and. . . . . . . . . . . . . . . . . . . . . . . . .inspect for presence of adhering ice, frost or snow:

S Wings -- leading edges, upper and lower surfaces;

S Upper fuselage;

S Vertical and horizontal stabilizers -- leading edges, upper/lower surfacesand side panels;


S Ailerons, elevators, rudder, spoilers and spoilerons;


S Antennas;




S Windshields, windows; door sills and surrounds.

(3) Tactile check Accomplish. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

If de-icing/anti-icing is not planned:

(4) Limitations Review. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Refer to the Airplane Flight Manual, CSP A-012, Chapter 2 -- LIMITATIONS)

If frozen contamination is found adhering to critical surfaces:

(5) Perform one-step or two-step de-icing /anti-icing

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D. Preparation for De-icing/Anti-icing

NOTE

It is recommended that the application ofde-icing/anti-icing fluid be carried out with theengines and APU off. If this is not possible, steps (2)to (6), following, must be observed.

Before fluid is applied:

If engines/APU are off:

(1) Proceed to step (7)

If engines/APU are operating:

(2) Thrust levers IDLE. . . . . . . . . . . . . . . . . . . . . . . . . . .for the duration of the operation. S If the APU is running,

ensure that personnelcarrying out the fluidapplication are aware of thelocation of the APU airintake and have beeninstructed to avoid fluidspray that can be ingestedby the APU.

(3) L and R PACKs OFF. . . . . . . . . . . . . . . . . . . . . . .

(4) L and R 10TH STAGE BLEED AIR Close. . . . .

(5) WING and COWL ANTI-ICE OFF. . . . . . . . . . . .


(7) WIPERS OFF/PARK. . . . . . . . . . . . . . . . . . . . . . .

(8) Stabilizer trim As required. . . . . . . . . . . . . . . . . . . S In most cases, it is advisableto set the stabilizer trim to 15(nose up) in order for thede-icing fluid andcontaminants to run off moreeasily. Set stabilizer trim fortake-off after completion ofthe de-icing procedure.

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D. Preparation for De-icing/Anti-icing

NOTE

It is recommended that the application ofde-icing/anti-icing fluid be carried out with theengines and APU off. If this is not possible, steps (2)to (6), following, must be observed.

Before fluid is applied:

If engines/APU are off:

(1) Proceed to step (7)


(2) Thrust levers IDLE. . . . . . . . . . . . . . . . . . . . . . . . . . .for the duration of the operation. S If the APU is running,

ensure that personnelcarrying out the fluidapplication are aware of thelocation of the APU airintake and have beeninstructed to avoid fluidspray that can be ingestedby the APU.

(3) L and R PACKs OFF. . . . . . . . . . . . . . . . . . . . . . .


(5) WING and COWL ANTI-ICE OFF. . . . . . . . . . . .


(7) WIPERS OFF/PARK. . . . . . . . . . . . . . . . . . . . . . .

(8) Stabilizer trim As required. . . . . . . . . . . . . . . . . . . S In most cases, it is advisableto set the stabilizer trim to 15(nose up) in order for thede-icing fluid andcontaminants to run off moreeasily. Set stabilizer trim fortake-off after completion ofthe de-icing procedure.

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(9) FLAPS As required. . . . . . . . . . . . . . . . . . . . . . . . S If the flaps require de-icing,extend to (or leave at) 45_during the de-icingprocedure. Uponcompletion, retract to 0_ orset for take-off, asapplicable. Otherwise,leave flaps retracted or intheir present position, asapplicable.

(10) Pilot to advise de-icing operator to avoid directspraying of the anti-icing fluid jet, to preventdamage, on:

S Windshields, side windowsand cabin windows;

S Pitot-static and TATprobes;

S AOA vanes;

S Static pressure ports;

S Engine air intake (toprevent ingestion) / engineexhaust, APU inlet, andAPU exhaust;

S Antennas;

S Vents and drains;

S Winglets;

S Wheels and brakes (toprevent thermal damage).

CAUTION

Application of de-icing/anti-icing fluid on wheel brakeassemblies will seriously degrade brakingperformance.

NOTE

A spray trajectory of 3 meters (10 feet) isrecommended to ensure that direct spray does notdamage airplane surfaces.

(11) Airplane Head into wind, if possible. . . . . . . . . .

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(9) FLAPS As required. . . . . . . . . . . . . . . . . . . . . . . . S If the flaps require de-icing,extend to (or leave at) 45_during the de-icingprocedure. Uponcompletion, retract to 0_ orset for take-off, asapplicable. Otherwise,leave flaps retracted or intheir present position, asapplicable.

(10) Pilot to advise de-icing operator to avoid directspraying of the anti-icing fluid jet, to preventdamage, on:

S Windshields, side windowsand cabin windows;

S Pitot-static and TATprobes;

S AOA vanes;

S Static pressure ports;

S Engine air intake (toprevent ingestion) / engineexhaust, APU inlet, andAPU exhaust;

S Antennas;

S Vents and drains;

S Winglets;

S Wheels and brakes (toprevent thermal damage).

CAUTION

Application of de-icing/anti-icing fluid on wheel brakeassemblies will seriously degrade brakingperformance.

NOTE


(11) Airplane Head into wind, if possible. . . . . . . . . .

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CAUTION

Under no circumstances should spray be directed atthe trailing edges of control surfaces. Such spraymay force partially melted contamination into hingemechanisms and under control shrouds with risk oflater refreezing.

(12) Application of fluid should follow the sequencebelow:

(a) Horizontal stabilizer

(b) Vertical stabilizer

(c) Top of fuselage

(d) Sides of fuselage

(e) Wings.

NOTE

On flight control surfaces, application should alwaysbe from leading edge to trailing edge and from outerpanels to inner panels.

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CAUTION

Under no circumstances should spray be directed atthe trailing edges of control surfaces. Such spraymay force partially melted contamination into hingemechanisms and under control shrouds with risk oflater refreezing.

(12) Application of fluid should follow the sequencebelow:

(a) Horizontal stabilizer

(b) Vertical stabilizer

(c) Top of fuselage

(d) Sides of fuselage

(e) Wings.

NOTE


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After De-icing/Anti-icing Spraying:

(13) Inspect the areas listed below, to confirmcomplete de-icing:S Wings -- leading edges, upper and lower

surfaces;

S Upper fuselage;

S Vertical and horizontal stabilizers --leading edges, upper/lower surfaces andside panels;


S Ailerons, elevators, rudder, spoilers andspoilerons;


S Antennas;




S Windshield, windows; door sills andsurrounds.


(14) Thrust Increase to 60% N1. . . . . . . . . . . . . . . .for 20 seconds, to clear residual fluid.

(15) L and R 14TH STAGE BLEED AIR OPEN. . . .

(16) WING and COWL ANTI-ICE As required. . . . .

NOTE

Wait 2 minutes before opening the 10th stage bleedair valves and turning on the packs to avoidcontaminating the air-conditioning system withde-icing/anti-icing fluid. Contamination will causeobjectionable fumes (causing throat irritation) andodours to enter the airplane.

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After De-icing/Anti-icing Spraying:

(13) Inspect the areas listed below, to confirmcomplete de-icing:S Wings -- leading edges, upper and lower

surfaces;

S Upper fuselage;

S Vertical and horizontal stabilizers --leading edges, upper/lower surfaces andside panels;


S Ailerons, elevators, rudder, spoilers andspoilerons;


S Antennas;




S Windshield, windows; door sills andsurrounds.


(14) Thrust Increase to 60% N1. . . . . . . . . . . . . . . .for 20 seconds, to clear residual fluid.


(16) WING and COWL ANTI-ICE As required. . . . .

NOTE

Wait 2 minutes before opening the 10th stage bleedair valves and turning on the packs to avoidcontaminating the air-conditioning system withde-icing/anti-icing fluid. Contamination will causeobjectionable fumes (causing throat irritation) andodours to enter the airplane.

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(18) L and R PACKs ON. . . . . . . . . . . . . . . . . . . . . . . .

(19) WIPERS As required. . . . . . . . . . . . . . . . . . . . . .

(20) Take-off configuration Recheck. . . . . . . . . . . . . S Check thatTO CONFIG OK advisory(green) message is on.

E. De-icing/Anti-icing

CAUTION

1. Under no circumstances can an airplane that hasbeen anti-iced, receive another coat of Type II/IV fluidon top of the existing film. If the holdover time isexceeded, surfaces must first be de-iced with amixture of hot water andde-icing fluid, beforeanotherapplication of Type II/IV fluid is made.

2. Type II/III/IV fluid must never be applied to thewindshields and side windows.

3. Application of de-icing/anti-icing fluid on wheel brakeassemblies will seriously degrade brakingperformance.

4. With theAPUoperating, ingestion of de-icing fluidwillcontaminate the air-conditioning system and causeobjectionable fumes (causing throat irritation) andodours to enter the airplane. This may also causeerratic operation and possible damage to the APU.

5. Under no circumstances should spray be directed atthe trailing edges of control surfaces. Such spraymay force partially melted contamination into hingemechanisms and under control shrouds with risk oflater re-freezing.

The two-step procedure is accomplished by first applying de-icing fluid, consisting ofheated pure water or a heated mixture of water and Type I, Type II, Type III, or Type IVfluid, then applying a mixture of water and Type II or Type IV fluid, or undiluted Type I orType III fluid.

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(18) L and R PACKs ON. . . . . . . . . . . . . . . . . . . . . . . .

(19) WIPERS As required. . . . . . . . . . . . . . . . . . . . . .

(20) Take-off configuration Recheck. . . . . . . . . . . . . S Check thatTO CONFIG OK advisory(green) message is on.

E. De-icing/Anti-icing

CAUTION

1. Under no circumstances can an airplane that hasbeen anti-iced, receive another coat of Type II/IV fluidon top of the existing film. If the holdover time isexceeded, surfaces must first be de-iced with amixture of hot water andde-icing fluid, beforeanotherapplication of Type II/IV fluid is made.

2. Type II/III/IV fluid must never be applied to thewindshields and side windows.

3. Application of de-icing/anti-icing fluid on wheel brakeassemblies will seriously degrade brakingperformance.

4. With theAPUoperating, ingestion of de-icing fluidwillcontaminate the air-conditioning system and causeobjectionable fumes (causing throat irritation) andodours to enter the airplane. This may also causeerratic operation and possible damage to the APU.

5. Under no circumstances should spray be directed atthe trailing edges of control surfaces. Such spraymay force partially melted contamination into hingemechanisms and under control shrouds with risk oflater re-freezing.

The two-step procedure is accomplished by first applying de-icing fluid, consisting ofheated pure water or a heated mixture of water and Type I, Type II, Type III, or Type IVfluid, then applying a mixture of water and Type II or Type IV fluid, or undiluted Type I orType III fluid.

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NOTE

1. If heated pure water is used for the first step, thesecond step must be completed before refreezingoccurs; as a general rule within 3 minutes of thebeginning of the de-icing step. This short periodmakes it necessary to de-ice/anti-ice relatively smallareas of the airplane successively.

2. Considering the nature of the precipitation presentand the likely duration of the delay between thecompletion of the anti-icing step and take-off, usetables in Quick Reference Handbook, Vol. 1, CSPA-022, Supplementary Procedures section (asapplicable), to determine the fluid/water mixture thatwill provide the most effective anti-ice protection.

NOTE


NOTE


7. AIRPLANE PROCEDURES DURING GANTRY DE-ICING

WARNING

For personal safety and to avoid occurrence ofincidents caused by engine suction or blast, enginesmust be run at idle.

CAUTION

The gantry should be programmed to avoid directimpingement on engine intakes, windshields andcabin windows, AOA vanes, pitot heads, static vents,wheels and brakes. If the airplane is de-iced usingmanual direct spray jets, the above areas should beavoided.

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NOTE

1. If heated pure water is used for the first step, thesecond step must be completed before refreezingoccurs; as a general rule within 3 minutes of thebeginning of the de-icing step. This short periodmakes it necessary to de-ice/anti-ice relatively smallareas of the airplane successively.

2. Considering the nature of the precipitation presentand the likely duration of the delay between thecompletion of the anti-icing step and take-off, usetables in Quick Reference Handbook, Vol. 1, CSPA-022, Supplementary Procedures section (asapplicable), to determine the fluid/water mixture thatwill provide the most effective anti-ice protection.

NOTE


NOTE


7. AIRPLANE PROCEDURES DURING GANTRY DE-ICING

WARNING

For personal safety and to avoid occurrence ofincidents caused by engine suction or blast, enginesmust be run at idle.

CAUTION

The gantry should be programmed to avoid directimpingement on engine intakes, windshields andcabin windows, AOA vanes, pitot heads, static vents,wheels and brakes. If the airplane is de-iced usingmanual direct spray jets, the above areas should beavoided.

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NOTE

Direct spraying is defined as anti-ice fluid jet impactdue to spray velocity which may cause mechanicaldamage. If direct spraying occurs to the engine(s),the pilot should request a wash of both engines onthe airplane’s return to base.

8. PHASE OF FLIGHT PROCEDURES

NOTE

For all de-icing/anti-icing procedures, refer to“AIRFRAME DE-ICING, ANTI-ICING, andINSPECTION” (p. 07-12-11, para 6.).

A. Push Back

When the parking position is covered with ice or snow, the tow truck may not becapable of developing normal traction to effect a push back due to reduced friction. It isrecommended, therefore, to delay engine start until push back or towing is completed.The flight crew must be aware that in extreme conditions, the application of the parkingbrake may not be sufficient to restrain the forward motion of the airplane, with theengines at idle thrust.

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NOTE

Direct spraying is defined as anti-ice fluid jet impactdue to spray velocity which may cause mechanicaldamage. If direct spraying occurs to the engine(s),the pilot should request a wash of both engines onthe airplane’s return to base.

8. PHASE OF FLIGHT PROCEDURES

NOTE

For all de-icing/anti-icing procedures, refer to“AIRFRAME DE-ICING, ANTI-ICING, andINSPECTION” (p. 07-12-11, para 6.).

A. Push Back

When the parking position is covered with ice or snow, the tow truck may not becapable of developing normal traction to effect a push back due to reduced friction. It isrecommended, therefore, to delay engine start until push back or towing is completed.The flight crew must be aware that in extreme conditions, the application of the parkingbrake may not be sufficient to restrain the forward motion of the airplane, with theengines at idle thrust.

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B. Engine Start

(1) Normal engine start procedures Accomplish. . . . S (Refer to Chapter 4:NORMAL PROCEDURES ---ENGINE STARTING.)

S It may be necessary to useground heating to warm thestarter valve, fuel control unitand ignition system if theengine fails to start normally.

S If ground heating was usedto remove ice build-up fromthe fan, start the engineimmediately to preventrefreezing.

(2) Engine Instruments Observe. . . . . . . . . . . . . . . . .for normal operation

S During cold weather starts,initial oil pressure responsemay be slow and is notunusual. The oil pressureindication may then indicatehigher than the normal rangeand should progressivelyreduce to normal readingsas the engine achievesnormal operatingtemperatures (130 psid atidle, 10 minutes maximum).

NOTE

No oil pressure indication by the time idle RPM isachieved requires an immediate shutdown.

C. After Engine Start

(1) Electrical power Transfer to generators. . . . . . . . . S Expect generators to beslow in producing steadypower due to cold oil in theIDGs. Five minutes may berequired for the IDGs tostabilize sufficiently.

(2) WING and COWL ANTI---ICE As required. . . . . . .

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B. Engine Start

(1) Normal engine start procedures Accomplish. . . . S (Refer to Chapter 4:NORMAL PROCEDURES ---ENGINE STARTING.)

S It may be necessary to useground heating to warm thestarter valve, fuel control unitand ignition system if theengine fails to start normally.

S If ground heating was usedto remove ice build-up fromthe fan, start the engineimmediately to preventrefreezing.

(2) Engine Instruments Observe. . . . . . . . . . . . . . . . .for normal operation

S During cold weather starts,initial oil pressure responsemay be slow and is notunusual. The oil pressureindication may then indicatehigher than the normal rangeand should progressivelyreduce to normal readingsas the engine achievesnormal operatingtemperatures (130 psid atidle, 10 minutes maximum).

NOTE

No oil pressure indication by the time idle RPM isachieved requires an immediate shutdown.

C. After Engine Start

(1) Electrical power Transfer to generators. . . . . . . . . S Expect generators to beslow in producing steadypower due to cold oil in theIDGs. Five minutes may berequired for the IDGs tostabilize sufficiently.

(2) WING and COWL ANTI---ICE As required. . . . . . .

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WARNING

When Type II, Type III, or Type IV anti-icing fluids havebeen applied, use of wing anti-ice heat prior to take-offcan cook the fluid onto the leading edges of the wingcreating contamination.

NOTE

1. If snow, ice or frost is detected in any amount on the wings and tailsurfaces of the airplane then the airplane must be treated withde-icing fluids prior to take-off.

2. The following procedures should not be used if the airplane hasbeen treated with de-icing fluids:

Prior to the first flight of the day whenever OAT is 5_C (41_F) orbelow, and it suspected that the overnight conditions have beenconducive to frost formation, select the wing anti-ice systemONandadvance the thrust levers, as required, until the L WING A/ICE andR WING A/ICEcaution messages are extinguished, to remove anypotential uncertainty about the state of the leading edges.

Whenever the aircraft has been held over for a considerable time onthe ground in conditions optimal for frost formation, just prior totake-off, select the wing anti-ice systemON and advance the thrustlevers, as required, until the L WING A/ICE and R WING A/ICEcaution messages are extinguished, to remove any potentialuncertainty about the state of the leading edges.

WARNING

Ground use of the wing anti-ice system is intended tocomplement, and not replace, ground de-icing /anti-icing and inspection procedures. Closeinspection is still required to ensure that no frost, snowor ice is adhering to critical surfaces.

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WARNING


NOTE

1. If snow, ice or frost is detected in any amount on the wings and tailsurfaces of the airplane then the airplane must be treated withde-icing fluids prior to take-off.

2. The following procedures should not be used if the airplane hasbeen treated with de-icing fluids:

Prior to the first flight of the day whenever OAT is 5_C (41_F) orbelow, and it suspected that the overnight conditions have beenconducive to frost formation, select the wing anti-ice systemONandadvance the thrust levers, as required, until the L WING A/ICE andR WING A/ICEcaution messages are extinguished, to remove anypotential uncertainty about the state of the leading edges.

Whenever the aircraft has been held over for a considerable time onthe ground in conditions optimal for frost formation, just prior totake-off, select the wing anti-ice systemON and advance the thrustlevers, as required, until the L WING A/ICE and R WING A/ICEcaution messages are extinguished, to remove any potentialuncertainty about the state of the leading edges.

WARNING

Ground use of the wing anti-ice system is intended tocomplement, and not replace, ground de-icing /anti-icing and inspection procedures. Closeinspection is still required to ensure that no frost, snowor ice is adhering to critical surfaces.

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(3) Engine instruments Monitor. . . . . . . . . . . . . . . . . . . S Do not operate enginesabove idle power untilengine indications havereturned to normal. Makethrust lever movementscautiously.

S If a sudden unexplainablerise in ITT occurs, shut downengine immediately.

S When moderate to severeicing conditions are presentduring prolonged groundoperation, periodic enginerun-ups to as high a thrustsetting as practical arerecommended. This run-upshould be done for aminimum of 15 secondseach at 10-minute intervals.This action is effective indissipating fan blade icing.

S Do not increase to take-offthrust until normal engineoperation has been achievedand indications stabilized.

CAUTION

At temperatures below --20_C (--4_F), thecondensation and freezing of moisture in thrustreverser components may degrade the performanceof the thrust reversers. The risk of this occurrence ishighest when airplanes hangared in relatively warmambient conditions are readied for flight in freezingconditions.

NOTE

To clear the thrust reversers of frozenmoisture duringthe above described conditions, it is recommendedthat the thrust reversers be actuated until the deployand stow cycles are less than 5 seconds.

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(3) Engine instruments Monitor. . . . . . . . . . . . . . . . . . . S Do not operate enginesabove idle power untilengine indications havereturned to normal. Makethrust lever movementscautiously.

S If a sudden unexplainablerise in ITT occurs, shut downengine immediately.

S When moderate to severeicing conditions are presentduring prolonged groundoperation, periodic enginerun-ups to as high a thrustsetting as practical arerecommended. This run-upshould be done for aminimum of 15 secondseach at 10-minute intervals.This action is effective indissipating fan blade icing.

S Do not increase to take-offthrust until normal engineoperation has been achievedand indications stabilized.

CAUTION

At temperatures below --20_C (--4_F), thecondensation and freezing of moisture in thrustreverser components may degrade the performanceof the thrust reversers. The risk of this occurrence ishighest when airplanes hangared in relatively warmambient conditions are readied for flight in freezingconditions.

NOTE

To clear the thrust reversers of frozenmoisture duringthe above described conditions, it is recommendedthat the thrust reversers be actuated until the deployand stow cycles are less than 5 seconds.

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D. Taxi-out

The following considerations for ground handling during cold weather operations apply:

S Avoid large nosewheel steering inputs.

S Always taxi at a manageable speed (10 knots maximum is recommended).

S Maintain a greater distance than normal between airplanes especially when slush,standing water, ice or snow is present on surfaces of the movement area.

S Application of brakes should be kept to a minimum during turns.

(1) During taxi, use light brake applications to warmbrakes before take-off. Monitor BTMS during taxi. S Be aware of increased

residual thrust at coldtemperatures.

S Be aware of increasedstopping distances, engineexhaust of the airplaneahead, obscured runway,taxiway or ramp markings,snowbanks and crosswindconditions.

S DO NOT use thrustreversers if movement areasurfaces are covered withslush, ice, standing water orsnow except in the interestof safety.

S If taxiways arecontaminated, delay flapextension and taxi checklistuntil prior to take-off.

(2) Nosewheel steering Check. . . . . . . . . . . . . . . . . . . S Nosewheel steering shouldbe exercised in bothdirections during taxi.

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D. Taxi-out

The following considerations for ground handling during cold weather operations apply:

S Avoid large nosewheel steering inputs.

S Always taxi at a manageable speed (10 knots maximum is recommended).

S Maintain a greater distance than normal between airplanes especially when slush,standing water, ice or snow is present on surfaces of the movement area.

S Application of brakes should be kept to a minimum during turns.

(1) During taxi, use light brake applications to warmbrakes before take-off. Monitor BTMS during taxi. S Be aware of increased

residual thrust at coldtemperatures.

S Be aware of increasedstopping distances, engineexhaust of the airplaneahead, obscured runway,taxiway or ramp markings,snowbanks and crosswindconditions.

S DO NOT use thrustreversers if movement areasurfaces are covered withslush, ice, standing water orsnow except in the interestof safety.

S If taxiways arecontaminated, delay flapextension and taxi checklistuntil prior to take-off.

(2) Nosewheel steering Check. . . . . . . . . . . . . . . . . . . S Nosewheel steering shouldbe exercised in bothdirections during taxi.

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(3) Flaps Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S Closely monitor theassociated indicator andannunciators for positivemovement when operatingthe flaps during lowtemperatures. In the eventof stoppage in a detentedposition, immediately placethe flaps selector in thesame position as indicated.

(4) Prior to positioning for take-off on the activerunway, make certain: S TAXI checklist has been

completed.

S The airplane is properlyconfigured for take-off.

CAUTION

1. When the depth of contaminants on the runwaysurface exceeds the published runwaycontaminant depths in the Performance sectionof the Airplane Flight Manual (refer to theAirplane Flight Manual, CSP A-012, Chapter 6-- PERFORMANCE).

2. During extremeweather conditions (i.e. freezingrain).

3. When braking action is reported to be poor.

4. When crosswind component exceeds 15 knotsand the runway is slippery.

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(3) Flaps Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S Closely monitor theassociated indicator andannunciators for positivemovement when operatingthe flaps during lowtemperatures. In the eventof stoppage in a detentedposition, immediately placethe flaps selector in thesame position as indicated.

(4) Prior to positioning for take-off on the activerunway, make certain: S TAXI checklist has been

completed.

S The airplane is properlyconfigured for take-off.

CAUTION

1. When the depth of contaminants on the runwaysurface exceeds the published runwaycontaminant depths in the Performance sectionof the Airplane Flight Manual (refer to theAirplane Flight Manual, CSP A-012, Chapter 6-- PERFORMANCE).

2. During extremeweather conditions (i.e. freezingrain).

3. When braking action is reported to be poor.

4. When crosswind component exceeds 15 knotsand the runway is slippery.

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E. Take-off

WARNING


CAUTION

1. Operating on ramps or taxiways which arecontaminated with surface snow, slush or standingwater when the OAT is 5˚C (41˚F) or below, cancause the wing leading edge to becomecontaminated with ice, e.g., from nose wheelsplashing or jet blast spray. Just prior to take-off,select the wing anti-ice system ON and advance thethrust levers, as required, until the LWING A/ICE andR WING A/ICE caution messages are extinguished,to remove any leading edge ice contamination thatmay have accumulated during taxi.

2. The same procedure should be performedwheneverthe PIC has any doubt of the cleanliness of the wingleading edge prior to take-off.

Take-off Considerations:

S Normal take--off techniques should be employed.

S The use of reduced take-off thrust settings is prohibited if the runway iscontaminated or if wing and/or cowl anti-icing is being used

S Ensure all engine bleed and runway condition penalties have been consideredin take-off performance calculations.

S Power application should be done as symmetrically as possible to avoidyawing moments during engine acceleration.

S Ensure that the cleared runway width available is sufficient.

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E. Take-off

WARNING


CAUTION

1. Operating on ramps or taxiways which arecontaminated with surface snow, slush or standingwater when the OAT is 5˚C (41˚F) or below, cancause the wing leading edge to becomecontaminated with ice, e.g., from nose wheelsplashing or jet blast spray. Just prior to take-off,select the wing anti-ice system ON and advance thethrust levers, as required, until the LWING A/ICE andR WING A/ICE caution messages are extinguished,to remove any leading edge ice contamination thatmay have accumulated during taxi.

2. The same procedure should be performedwheneverthe PIC has any doubt of the cleanliness of the wingleading edge prior to take-off.

Take-off Considerations:

S Normal take--off techniques should be employed.

S The use of reduced take-off thrust settings is prohibited if the runway iscontaminated or if wing and/or cowl anti-icing is being used

S Ensure all engine bleed and runway condition penalties have been consideredin take-off performance calculations.

S Power application should be done as symmetrically as possible to avoidyawing moments during engine acceleration.


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S If the airplane starts to creep or slide on the ice or snow during thrustapplication, release the brakes and begin the take-off roll. Anticipate lag innosewheel steering response and nosewheel skidding and apply correctionsas necessary. Avoid large or rapid nosewheel steering inputs.

S Do not exceed 3 degrees/second rate of rotation. Anticipate and be preparedto accept a higher than normal initial climb speed. This increased initial climbspeed will not adversely affect the climb profile.

S Consider delaying gear retraction following take-offs from slush or snowcovered runways.

S If the airplane tends to pitch-up or roll-off once airborne, immediately reducethe pitch to reduce the angle of attack and simultaneously apply maximumthrust. Be prepared to accept altitude loss to recover the aircraft. Useailerons as required to level the wings.

S If the decision is made to reject the take-off, normal rejected take-offprocedures are applicable. In addition the following should be considered:

S Anticipate the possibility of skidding on contaminated runways and beprepared to make the necessary corrections.

S If a loss of directional control occurs, reduce reverse thrust to idle reverse andif necessary, return the engines to idle forward thrust to return to thecenterline. Regain the centerline with nosewheel steering, rudder and/ordifferential braking.

F. Descent -- Approach

Considerations:

S Anticipate wing anti-icing requirements during descent. This may requireincreased thrust settings and associated lower rate of descent. Descentplanning should be adjusted accordingly.

S Ensure all engine bleed and runway condition penalties have been consideredin landing/go-around performance calculations.

S Avoid holding in icing conditions for longer than is necessary.


S Take note of Pilot Reports (PIREPs) on braking conditions.

A diversion should be considered:

S When the depth of contaminants on the runway surface exceeds thepublished runway contaminant depths in the performance section of theAirplane Flight Manual (refer to the Airplane Flight Manual, CSP A-012,Chapter 6 -- PERFORMANCE).

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S If the airplane starts to creep or slide on the ice or snow during thrustapplication, release the brakes and begin the take-off roll. Anticipate lag innosewheel steering response and nosewheel skidding and apply correctionsas necessary. Avoid large or rapid nosewheel steering inputs.

S Do not exceed 3 degrees/second rate of rotation. Anticipate and be preparedto accept a higher than normal initial climb speed. This increased initial climbspeed will not adversely affect the climb profile.

S Consider delaying gear retraction following take-offs from slush or snowcovered runways.

S If the airplane tends to pitch-up or roll-off once airborne, immediately reducethe pitch to reduce the angle of attack and simultaneously apply maximumthrust. Be prepared to accept altitude loss to recover the aircraft. Useailerons as required to level the wings.

S If the decision is made to reject the take-off, normal rejected take-offprocedures are applicable. In addition the following should be considered:

S Anticipate the possibility of skidding on contaminated runways and beprepared to make the necessary corrections.

S If a loss of directional control occurs, reduce reverse thrust to idle reverse andif necessary, return the engines to idle forward thrust to return to thecenterline. Regain the centerline with nosewheel steering, rudder and/ordifferential braking.

F. Descent -- Approach

Considerations:

S Anticipate wing anti-icing requirements during descent. This may requireincreased thrust settings and associated lower rate of descent. Descentplanning should be adjusted accordingly.

S Ensure all engine bleed and runway condition penalties have been consideredin landing/go-around performance calculations.

S Avoid holding in icing conditions for longer than is necessary.


S Take note of Pilot Reports (PIREPs) on braking conditions.

A diversion should be considered:

S When the depth of contaminants on the runway surface exceeds thepublished runway contaminant depths in the performance section of theAirplane Flight Manual (refer to the Airplane Flight Manual, CSP A-012,Chapter 6 -- PERFORMANCE).

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S During extreme weather conditions (i.e. freezing rain).

S When braking action is reported to be poor.

S When crosswind component exceeds 15 knots and the runway is slippery.

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S During extreme weather conditions (i.e. freezing rain).

S When braking action is reported to be poor.

S When crosswind component exceeds 15 knots and the runway is slippery.

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G. Landing

Considerations:

S Carry out a positive touchdown to ensure initial wheel spin up and breakout offrozen brakes if icing has occurred

S Lower the nosewheel immediately.

S Anticipate skidding and hydroplaning to occur, and be prepared to make thenecessary corrections.

S Use maximum reverse thrust as soon as possible after touchdown. Thrustreversers are most effective at high speed. Maximum reverse thrust may beused to a complete stop in case of an emergency situation.

S If a loss of directional control occurs, reduce reverse thrust to idle reverse andif necessary, return the engines to forward idle thrust to return to thecenterline. Regain the centerline with nosewheel steering, rudder and/ordifferential braking.

S DO NOT pump the brakes as this will only diminish braking effectiveness.Apply brakes normally with steadily increasing pressure, allowing the anti-skidsystem to modulate brake pressures to obtain maximum braking.

H. Taxi-in and Parking

Considerations:

S DO NOT retract the flaps to less than 20 degrees if the landing occurred on acontaminated runway, to avoid possible damage to the structure andmechanism by frozen slush and/or snow.

S A ground crew check should be performed and flap retraction completed onlywhen the ground crew has confirmed that there is no significant amount of ice,slush or snow in the flap mechanism.

S Anticipate that movement areas may be slippery and the use of reverse thrustmay be necessary to stop the airplane.

9. LEAVING THE AIRPLANE

Considerations:

S If able, park on a clear or sanded spot.

S Park into wind, if possible.

S In addition to the normal procedures for securing the airplane, the flight crewmust ensure that ground personnel provides for special servicing of theairplane, specially for prolonged or overnight stops.

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G. Landing

Considerations:

S Carry out a positive touchdown to ensure initial wheel spin up and breakout offrozen brakes if icing has occurred

S Lower the nosewheel immediately.

S Anticipate skidding and hydroplaning to occur, and be prepared to make thenecessary corrections.

S Use maximum reverse thrust as soon as possible after touchdown. Thrustreversers are most effective at high speed. Maximum reverse thrust may beused to a complete stop in case of an emergency situation.

S If a loss of directional control occurs, reduce reverse thrust to idle reverse andif necessary, return the engines to forward idle thrust to return to thecenterline. Regain the centerline with nosewheel steering, rudder and/ordifferential braking.

S DO NOT pump the brakes as this will only diminish braking effectiveness.Apply brakes normally with steadily increasing pressure, allowing the anti-skidsystem to modulate brake pressures to obtain maximum braking.

H. Taxi-in and Parking

Considerations:

S DO NOT retract the flaps to less than 20 degrees if the landing occurred on acontaminated runway, to avoid possible damage to the structure andmechanism by frozen slush and/or snow.

S A ground crew check should be performed and flap retraction completed onlywhen the ground crew has confirmed that there is no significant amount of ice,slush or snow in the flap mechanism.

S Anticipate that movement areas may be slippery and the use of reverse thrustmay be necessary to stop the airplane.

9. LEAVING THE AIRPLANE

Considerations:

S If able, park on a clear or sanded spot.

S Park into wind, if possible.

S In addition to the normal procedures for securing the airplane, the flight crewmust ensure that ground personnel provides for special servicing of theairplane, specially for prolonged or overnight stops.

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S The APU may be operated and air-conditioning packs used to provide forheating of the airplane interior and essential compartments to precludefreezing of the battery or water containers.

S At airports where normal support is not available, the flight crew should makecertain that the following procedures are performed:

(1) Wheel chocks Check in place. . . . . . . . . . . . . . . . .

(2) Parking brake Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . S Wheel chocks must be inplace and parking brake offto eliminate the possibility ofthe brakes freezing.

(3) All protective covers Installed. . . . . . . . . . . . . . . . .

(4) Water, lavatory andwaste systems As required. . . . . . . . . . . . . . . . . . . S If adequate airplane interior

heating cannot be provided,the water, lavatory andwaste systems must bedrained.

(5) Batteries Removed, if required. . . . . . . . . . . . . . . . S When the APU battery isremoved, the battery chargerAC circuit breaker (2E5)must be opened to preventdamage to the batterycharger.

S When the main battery isremoved, the battery chargerAC circuit breaker (1E5)must be opened to preventdamage to the batterycharger.

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S The APU may be operated and air-conditioning packs used to provide forheating of the airplane interior and essential compartments to precludefreezing of the battery or water containers.

S At airports where normal support is not available, the flight crew should makecertain that the following procedures are performed:

(1) Wheel chocks Check in place. . . . . . . . . . . . . . . . .

(2) Parking brake Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . S Wheel chocks must be inplace and parking brake offto eliminate the possibility ofthe brakes freezing.

(3) All protective covers Installed. . . . . . . . . . . . . . . . .

(4) Water, lavatory andwaste systems As required. . . . . . . . . . . . . . . . . . . S If adequate airplane interior

heating cannot be provided,the water, lavatory andwaste systems must bedrained.

(5) Batteries Removed, if required. . . . . . . . . . . . . . . . S When the APU battery isremoved, the battery chargerAC circuit breaker (2E5)must be opened to preventdamage to the batterycharger.

S When the main battery isremoved, the battery chargerAC circuit breaker (1E5)must be opened to preventdamage to the batterycharger.

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07--13--1SUPPLEMENTARY PROCEDURESOperation on Contaminated Runways


1. INTRODUCTION

A. General

This Supplement contains information and procedures for operation of the CL 600--2B19airplane equipped with CF34-3A1 CF34-3B1 <0005>engines, on wet runways and onrunways contaminated by standing water, slush, loose snow, compacted snow or ice.

This information has been prepared by the manufacturer and approved as guidancematerial, to assist operators in developing suitable guidance, recommendations orinstructions for use by their flight crews when operating on wet and contaminated runwaysurface conditions.

The data have been prepared using reasonable estimates of the effects of wet andcontaminated runway surface conditions on the accelerating ground roll and the brakingground roll. The effects of actual conditions may differ from those used to establish the data.

The level of safety is decreased when operating on contaminated runways, therefore, everyeffort should be made to ensure that the runway surface is cleared adequately of anysignificant precipitation.

Contaminated runway performance data were estimated assuming that the runway iscompletely contaminated, with the contaminant (standing water, slush or snow) to be ofuniform depth and density.

The provision of performance data for contaminated runways should not be taken asimplying that ground handling characteristics on these surfaces will be as good as can beachieved on dry or wet runways, in particular, in crosswinds and when using reverse thrust.

Experience with operations conducted from wet or contaminated runways has shown thatstanding water, slush, snow or ice cause a deteriorating effect on take-off and landingperformance. Braking effectiveness is reduced due to low tire-to-runway friction and isfurther reduced if tire hydroplaning occurs.

During take-off on a contaminated runway, airplane acceleration is reduced. Energynormally available for acceleration is dissipated in compression or displacement of thecontaminant and the resulting impingement of the contaminant onto the airplane canaggravate this energy loss.

Landing on a contaminated runway increases the stopping distance of the airplane and maypresent directional control difficulties.

2. DEFINITIONS

A. Distances

(1) TAKE-OFF DISTANCE

The take-off distance on a wet or contaminated runway is the greater of thefollowing:

(a) The distance from the start of the take-off roll to the point where theairplane attains a height of 15 feet above the take-off surface, with a failureof the critical engine at VEF.

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1. INTRODUCTION

A. General

This Supplement contains information and procedures for operation of the CL 600--2B19airplane equipped with CF34-3A1 CF34-3B1 <0005>engines, on wet runways and onrunways contaminated by standing water, slush, loose snow, compacted snow or ice.

This information has been prepared by the manufacturer and approved as guidancematerial, to assist operators in developing suitable guidance, recommendations orinstructions for use by their flight crews when operating on wet and contaminated runwaysurface conditions.

The data have been prepared using reasonable estimates of the effects of wet andcontaminated runway surface conditions on the accelerating ground roll and the brakingground roll. The effects of actual conditions may differ from those used to establish the data.

The level of safety is decreased when operating on contaminated runways, therefore, everyeffort should be made to ensure that the runway surface is cleared adequately of anysignificant precipitation.

Contaminated runway performance data were estimated assuming that the runway iscompletely contaminated, with the contaminant (standing water, slush or snow) to be ofuniform depth and density.

The provision of performance data for contaminated runways should not be taken asimplying that ground handling characteristics on these surfaces will be as good as can beachieved on dry or wet runways, in particular, in crosswinds and when using reverse thrust.

Experience with operations conducted from wet or contaminated runways has shown thatstanding water, slush, snow or ice cause a deteriorating effect on take-off and landingperformance. Braking effectiveness is reduced due to low tire-to-runway friction and isfurther reduced if tire hydroplaning occurs.

During take-off on a contaminated runway, airplane acceleration is reduced. Energynormally available for acceleration is dissipated in compression or displacement of thecontaminant and the resulting impingement of the contaminant onto the airplane canaggravate this energy loss.

Landing on a contaminated runway increases the stopping distance of the airplane and maypresent directional control difficulties.

2. DEFINITIONS

A. Distances

(1) TAKE-OFF DISTANCE

The take-off distance on a wet or contaminated runway is the greater of thefollowing:

(a) The distance from the start of the take-off roll to the point where theairplane attains a height of 15 feet above the take-off surface, with a failureof the critical engine at VEF.

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(b) 115% of the distance from the start of the take-off roll to the point at whichthe airplane attains a height of 35 feet above the take-off surface, with allengines operating.

(2) TAKE-OFF RUN

The take-off run on a wet or contaminated runway is the greater of the following:

(a) The horizontal distance along the take-off path from the start of the take-offto the point equidistant between the point at which lift-off is achieved andthe point at which the airplane is 15 feet above the take-off surface,assuming that the critical engine fails at VEF.

(b) 115% of the distance from the start of the take-off roll to the mid pointbetween lift-off and the point at which the airplane attains a height of 35feet above the take-off surface, with all engines operating.

B. Runway Conditions

(1) DRY RUNWAY

S This category includes, in addition to those which are not “wet” or“contaminated”, those paved runways which have been specially preparedwith grooves or porous pavement and maintained to retain “effectively dry”braking action even when moisture is present.

(2) WET RUNWAY

S A runway is considered to be wet when there is sufficient moisture on therunway surface to cause it to appear reflective, but without significant areas ofstanding water.

NOTE

A runway with standing water would be a contaminatedrunway.

A runway is said to be wet when it has a shiny appearance due to a thin layer ofwater on it, not leading to hydroplaning. There should be no standing watercovering large areas of the runway.

A runway is said to be damp when it is not perfectly dry, and when the water on itdoes not give it a shiny appearance.

NOTE

There are no performance penalties on a damp runway.

(3) RUNWAY CONTAMINATED BY STANDING WATER, SLUSH OR LOOSE SNOW

S A runway is considered to be contaminated, when more than 25% of therunway surface area (whether in isolated areas or not), within the requiredlength and width being used, is covered by more than 3 millimeters (1/8 inch)of standing water or slush, or by loose snow, equivalent to more than 3millimeters (1/8 inch) of water.

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(b) 115% of the distance from the start of the take-off roll to the point at whichthe airplane attains a height of 35 feet above the take-off surface, with allengines operating.

(2) TAKE-OFF RUN

The take-off run on a wet or contaminated runway is the greater of the following:

(a) The horizontal distance along the take-off path from the start of the take-offto the point equidistant between the point at which lift-off is achieved andthe point at which the airplane is 15 feet above the take-off surface,assuming that the critical engine fails at VEF.

(b) 115% of the distance from the start of the take-off roll to the mid pointbetween lift-off and the point at which the airplane attains a height of 35feet above the take-off surface, with all engines operating.

B. Runway Conditions

(1) DRY RUNWAY

S This category includes, in addition to those which are not “wet” or“contaminated”, those paved runways which have been specially preparedwith grooves or porous pavement and maintained to retain “effectively dry”braking action even when moisture is present.

(2) WET RUNWAY

S A runway is considered to be wet when there is sufficient moisture on therunway surface to cause it to appear reflective, but without significant areas ofstanding water.

NOTE

A runway with standing water would be a contaminatedrunway.

A runway is said to be wet when it has a shiny appearance due to a thin layer ofwater on it, not leading to hydroplaning. There should be no standing watercovering large areas of the runway.

A runway is said to be damp when it is not perfectly dry, and when the water on itdoes not give it a shiny appearance.

NOTE

There are no performance penalties on a damp runway.

(3) RUNWAY CONTAMINATED BY STANDING WATER, SLUSH OR LOOSE SNOW

S A runway is considered to be contaminated, when more than 25% of therunway surface area (whether in isolated areas or not), within the requiredlength and width being used, is covered by more than 3 millimeters (1/8 inch)of standing water or slush, or by loose snow, equivalent to more than 3millimeters (1/8 inch) of water.

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Standing water is usually caused by heavy rainfall and/or insufficient runwaydrainage.

Slush is snow saturated with water which displaces with a splatter when steppedfirmly on. It is encountered at temperatures around 5_C (41_F) and has a densityof approximately 800 kg per cubic meter (50 pounds per cubic foot).

Dry light snow is loose and can easily be blown. If compacted by hand, it willreadily fall apart again. It has a density of approximately 192 kg per cubic meter(12 pounds per cubic foot).

(4) RUNWAY CONTAMINATED BY COMPACTED SNOW

S A runway is considered to be contaminated by compacted snow when coveredby snow which has been compacted into a solid mass which resists furthercompression and will hold together or break into lumps if picked up.

Wet snow will easily stick together and tend to form a snowball if compacted byhand. It has a density of approximately 400 kg per cubic meter (25 pounds percubic foot).

(5) RUNWAY CONTAMINATED BY ICE

S A runway surface condition where braking action is expected to be very low,due to the presence of ice.

Dry ice will give the runway a dull weathered appearance. The temperaturerange is from --40_C to --5_C ( --40_F to 23_F).

Wet ice will give runway having a shiny wet appearance. The temperature rangeis from --5_C to 4_C ( 23_F to 40_F).

3. LIMITATIONS AND RECOMMENDATIONS

A. Limitations

S The limitations established in Chapter 2 of the Flight Crew Operating Manual, Vol. 2are applicable, with the addition of the following:

S The maximum depths of the runway contaminants covering a significant part of therunway are:

Contaminant Take-off Landing

STANDING WATER 12.7 mm ( 0.50 in) 19.1 mm (0.75 in)

SLUSH 12.7 mm (0.50 in) 22.4 mm (0.88 in)

WET SNOW 25.4 mm (1.00 in) 38.1 mm (1.50 in)

DRY SNOW 76.2 mm (3.00 in) 95.3 mm (3.75 in)

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Standing water is usually caused by heavy rainfall and/or insufficient runwaydrainage.

Slush is snow saturated with water which displaces with a splatter when steppedfirmly on. It is encountered at temperatures around 5_C (41_F) and has a densityof approximately 800 kg per cubic meter (50 pounds per cubic foot).

Dry light snow is loose and can easily be blown. If compacted by hand, it willreadily fall apart again. It has a density of approximately 192 kg per cubic meter(12 pounds per cubic foot).

(4) RUNWAY CONTAMINATED BY COMPACTED SNOW

S A runway is considered to be contaminated by compacted snow when coveredby snow which has been compacted into a solid mass which resists furthercompression and will hold together or break into lumps if picked up.

Wet snow will easily stick together and tend to form a snowball if compacted byhand. It has a density of approximately 400 kg per cubic meter (25 pounds percubic foot).

(5) RUNWAY CONTAMINATED BY ICE

S A runway surface condition where braking action is expected to be very low,due to the presence of ice.

Dry ice will give the runway a dull weathered appearance. The temperaturerange is from --40_C to --5_C ( --40_F to 23_F).

Wet ice will give runway having a shiny wet appearance. The temperature rangeis from --5_C to 4_C ( 23_F to 40_F).

3. LIMITATIONS AND RECOMMENDATIONS

A. Limitations

S The limitations established in Chapter 2 of the Flight Crew Operating Manual, Vol. 2are applicable, with the addition of the following:

S The maximum depths of the runway contaminants covering a significant part of therunway are:

Contaminant Take-off Landing

STANDING WATER 12.7 mm ( 0.50 in) 19.1 mm (0.75 in)

SLUSH 12.7 mm (0.50 in) 22.4 mm (0.88 in)

WET SNOW 25.4 mm (1.00 in) 38.1 mm (1.50 in)

DRY SNOW 76.2 mm (3.00 in) 95.3 mm (3.75 in)

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B. Recommendations

The recommendations that follow are applicable to all runway and taxiway conditionsdescribed in the DEFINITIONS - Runway Conditions of this supplement:

(1) TAXIING

S Taxiing on contaminated runways and taxiways requires more diligence thanin dry conditions.

S Taxi slowly and avoid speeds in excess of 15 knots.

S Whenever possible follow the taxiway markings.

S Avoid making sharp turns.

S Take into account that low braking coefficients increase braking distance.Perform light to moderate but continuous brake application to bring theairplane to a smooth and safe stop. Do not drag the brakes.

NOTE

Use of symmetric braking is recommended, to ensureuniform brake heating and prevent freezing of thewheel brakes.

(2) TAKE-OFF

S Take-off is not recommended on runways which have an appreciable areacovered with ice.

S Take into account that low braking coefficient increases take-off distance.

S During the take-off roll maintain the runway centerline whenever possible.Make small and smooth corrections to return to the centerline.

S Take-off is not recommended unless APR and both thrust reversers areoperational and armed.

(3) LANDING

S Landing is not recommended unless both thrust reversers are operational.

S Landing is not recommended following a system failure (e.g. anti-skid,spoilers, etc.) that would adversely affect the landing distance.

S When landing, carry out a positive landing to ensure initial wheel spin up andbrake-out of frozen brakes if icing has occurred.

S During the landing roll and subsequent taxi, use the brakes to preventprogressive build up of ice on the wheels and brakes.

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B. Recommendations

The recommendations that follow are applicable to all runway and taxiway conditionsdescribed in the DEFINITIONS - Runway Conditions of this supplement:

(1) TAXIING

S Taxiing on contaminated runways and taxiways requires more diligence thanin dry conditions.

S Taxi slowly and avoid speeds in excess of 15 knots.

S Whenever possible follow the taxiway markings.

S Avoid making sharp turns.

S Take into account that low braking coefficients increase braking distance.Perform light to moderate but continuous brake application to bring theairplane to a smooth and safe stop. Do not drag the brakes.

NOTE

Use of symmetric braking is recommended, to ensureuniform brake heating and prevent freezing of thewheel brakes.

(2) TAKE-OFF

S Take-off is not recommended on runways which have an appreciable areacovered with ice.

S Take into account that low braking coefficient increases take-off distance.

S During the take-off roll maintain the runway centerline whenever possible.Make small and smooth corrections to return to the centerline.

S Take-off is not recommended unless APR and both thrust reversers areoperational and armed.

(3) LANDING

S Landing is not recommended unless both thrust reversers are operational.

S Landing is not recommended following a system failure (e.g. anti-skid,spoilers, etc.) that would adversely affect the landing distance.

S When landing, carry out a positive landing to ensure initial wheel spin up andbrake-out of frozen brakes if icing has occurred.

S During the landing roll and subsequent taxi, use the brakes to preventprogressive build up of ice on the wheels and brakes.

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TR RJ/199, Jan 16/08



S Following landing or take-off on water, snow or slush covered runways ortaxiways, tires should be inspected for flat spotting prior to the next flight.

C. Additional Requirements <AR>

(1) During taxi, do not use thrust reversers if movement area surfaces are coveredwith slush, ice, standing water or snow except in the interest of safety.

(2) The maximum crosswind component for take-off and landing on a wet runwaywith water depth no more than 3.00 mm (0.125 inch) is defined in the followingtable for different values of the reported runway coefficient of friction:

Reported Runway Coefficient of Friction Maximum Crosswind Component0.3 (poor braking) 10 knots (5 meters/sec)0.4 (average braking) 15 knots (8 meters/sec)

0.5 (good braking, equivalent to dry) 27 knots (14 meters/sec)

(3) The maximum crosswind component for take-off and landing on a contaminatedrunway is 10 knots (5 meters/sec).

(4) Operation on runways with a coefficient of friction less than 0.3 is prohibited.

D. Additional Requirements <SAAU>

(1) The required landing distance for contaminated runways must not be less than1.43 times the landing distance derived in Supplement 3, Operation on Wet andContaminated Runways.




The normal procedures in Chapter 4 are applicable.


The abnormal procedures in Chapter 5 are applicable.

7. HYDROPLANING

Hydroplaning can occur on runways contaminated with standing water or slush.Hydrodynamic lift forces generated between the tires and the water (slush) are sufficient tolift the tires and airplane off the runway surface. In this condition, the tires are no longercapable of providing directional control or effective braking.

Hydroplaning does not normally occur in water depths of less than 5 millimeters (1/5 inch).Despite this, there are some conditions in which the minimum depth may be as low as 2.5millimeters (1/10 inch). Once hydroplaning has began it can persist even if the water depthand ground speed are less than that required for initiation.

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S Following landing or take-off on water, snow or slush covered runways ortaxiways, tires should be inspected for flat spotting prior to the next flight.

C. Additional Requirements <AR>

(1) During taxi, do not use thrust reversers if movement area surfaces are coveredwith slush, ice, standing water or snow except in the interest of safety.

(2) The maximum crosswind component for take-off and landing on a wet runwaywith water depth no more than 3.00 mm (0.125 inch) is defined in the followingtable for different values of the reported runway coefficient of friction:

Reported Runway Coefficient of Friction Maximum Crosswind Component0.3 (poor braking) 10 knots (5 meters/sec)0.4 (average braking) 15 knots (8 meters/sec)

0.5 (good braking, equivalent to dry) 27 knots (14 meters/sec)

(3) The maximum crosswind component for take-off and landing on a contaminatedrunway is 10 knots (5 meters/sec).

(4) Operation on runways with a coefficient of friction less than 0.3 is prohibited.

D. Additional Requirements <SAAU>

(1) The required landing distance for contaminated runways must not be less than1.43 times the landing distance derived in Supplement 3, Operation on Wet andContaminated Runways.




The normal procedures in Chapter 4 are applicable.



7. HYDROPLANING

Hydroplaning can occur on runways contaminated with standing water or slush.Hydrodynamic lift forces generated between the tires and the water (slush) are sufficient tolift the tires and airplane off the runway surface. In this condition, the tires are no longercapable of providing directional control or effective braking.

Hydroplaning does not normally occur in water depths of less than 5 millimeters (1/5 inch).Despite this, there are some conditions in which the minimum depth may be as low as 2.5millimeters (1/10 inch). Once hydroplaning has began it can persist even if the water depthand ground speed are less than that required for initiation.

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Initiation of hydroplaning for the CRJ is calculated as follows:

ContaminantTire Pressure

(psi)Hydroplaning Speed

(KTS)

Standing Water(δ 1 00)

MAIN: 168 117(δ = 1.00)

NOSE: 146 109

Slush(δ 0 85)

MAIN: 168 127(δ = 0.85)

NOSE: 146 118

Wet Snow(δ 0 50)

MAIN: 168 165(δ = 0.50)

NOSE: 146 154

Dry Snow(δ 0 20)

MAIN: 168 261(δ = 0.20)

NOSE: 146 243

NOTE:

S Tire pressures are determined with the airplane on the ground.

S δ = specific gravity of contaminant.

8. TAKE-OFF

Runway contamination in the form of standing water, slush, snow and ice have a negativeimpact on the accelerate-stop distance and the ground run portions of the take-off run, andtake-off distance values. Under these conditions, corrections have to be applied to thetake-off speeds and distances, which would consequently affect take-off performancevalues.

Take-off field length is the greater of the distance required to accelerate to the critical enginefailure recognition speed (V1) and then come to a full stop, or the distance required toaccelerate to V1 and then continue acceleration with an engine failed to a height of 15 feetabove the runway surface. Braking coefficients used during the braking phase of a rejectedtake-off are based on analysis.

The take-off procedures mentioned in the Cold Weather Operations section of this chaptermay be used, as applicable.

For the appropriate take-off data and take-off performance, refer to the Airplane FlightManual, CSP A--012.

9. LANDING

Landing on an icy runway is not recommended. If landing is unavoidable under suchconditions, it is recommended that reverse thrust be used as soon as possible aftertouchdown. For dry runways the most effective means of stopping the airplane are thebrakes. However, for icing conditions and contaminated runway operations the thrustreversers were found to be the most effective deceleration device.

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Initiation of hydroplaning for the CRJ is calculated as follows:

ContaminantTire Pressure

(psi)Hydroplaning Speed

(KTS)

Standing Water(δ 1 00)

MAIN: 168 117(δ = 1.00)

NOSE: 146 109

Slush(δ 0 85)

MAIN: 168 127(δ = 0.85)

NOSE: 146 118

Wet Snow(δ 0 50)

MAIN: 168 165(δ = 0.50)

NOSE: 146 154

Dry Snow(δ 0 20)

MAIN: 168 261(δ = 0.20)

NOSE: 146 243

NOTE:

S Tire pressures are determined with the airplane on the ground.

S δ = specific gravity of contaminant.

8. TAKE-OFF

Runway contamination in the form of standing water, slush, snow and ice have a negativeimpact on the accelerate-stop distance and the ground run portions of the take-off run, andtake-off distance values. Under these conditions, corrections have to be applied to thetake-off speeds and distances, which would consequently affect take-off performancevalues.

Take-off field length is the greater of the distance required to accelerate to the critical enginefailure recognition speed (V1) and then come to a full stop, or the distance required toaccelerate to V1 and then continue acceleration with an engine failed to a height of 15 feetabove the runway surface. Braking coefficients used during the braking phase of a rejectedtake-off are based on analysis.

The take-off procedures mentioned in the Cold Weather Operations section of this chaptermay be used, as applicable.

For the appropriate take-off data and take-off performance, refer to the Airplane FlightManual, CSP A--012.

9. LANDING

Landing on an icy runway is not recommended. If landing is unavoidable under suchconditions, it is recommended that reverse thrust be used as soon as possible aftertouchdown. For dry runways the most effective means of stopping the airplane are thebrakes. However, for icing conditions and contaminated runway operations the thrustreversers were found to be the most effective deceleration device.

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DO NOT try to offset a poor runway braking condition by landing short. It is equally importantnot to land long. However, landing short can have far more serious consequences thanoverrunning the far end of the runway at low speed. The desired touchdown point is alwaysabout 1,000 feet from the approach end of the runway.

Maintain close control over approach speeds and maintain the recommended speed for theexisting condition. The recommended wind additives (plus 1/2 gust factor to a maximum of10 knots) should provide adequate safety margins for both the approach and the landingroll. Control the glide slope path to accomplish a touchdown on the desired touchdownpoint. Fly the airplane firmly toward the runway, keeping the aim point even if the approachspeed will be overshot. If an unsatisfactory approach will result in a touchdown far down therunway, go around and make another approach.

CAUTION

Once the airplane has been landed and thedeceleration effort commenced, attempting ago-around is not recommended.

NOTE

To avoid possible airplane structural damage uponnose gear touchdown:

1. It is imperative that touchdowns occur at VREF or less.Touchdowns that occur at speeds greater than VREFmay result in a nose gear--first landing which,depending upon the rate of descent, may result in aporpoising bounce which can generate loads sufficientto cause nose gear structural damage.

2. After main gear touchdown, smoothly fly the nosewheel onto the runway by relaxing aft control columnpressure. Do not use full down elevator.

If the wing anti-ice system is inoperative and large ice formations remain on the wing leadingedge, 30 knots must be added to the reference speed to maintain normal handlingcharacteristics (Refer to Chapter 5: ABNORMAL PROCEDURES -- ICE AND RAINPROTECTION).

A. Crosswind Landings

A slippery runway and a crosswind is obviously a bad combination. When landing on awet runway, a 27-knots crosswind is generally considered maximum. If the runway isknown to be slippery (snow or ice covered), a crosswind component of 15 knots shouldbe the maximum.

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DO NOT try to offset a poor runway braking condition by landing short. It is equally importantnot to land long. However, landing short can have far more serious consequences thanoverrunning the far end of the runway at low speed. The desired touchdown point is alwaysabout 1,000 feet from the approach end of the runway.

Maintain close control over approach speeds and maintain the recommended speed for theexisting condition. The recommended wind additives (plus 1/2 gust factor to a maximum of10 knots) should provide adequate safety margins for both the approach and the landingroll. Control the glide slope path to accomplish a touchdown on the desired touchdownpoint. Fly the airplane firmly toward the runway, keeping the aim point even if the approachspeed will be overshot. If an unsatisfactory approach will result in a touchdown far down therunway, go around and make another approach.

CAUTION

Once the airplane has been landed and thedeceleration effort commenced, attempting ago-around is not recommended.

NOTE

To avoid possible airplane structural damage uponnose gear touchdown:

1. It is imperative that touchdowns occur at VREF or less.Touchdowns that occur at speeds greater than VREFmay result in a nose gear--first landing which,depending upon the rate of descent, may result in aporpoising bounce which can generate loads sufficientto cause nose gear structural damage.


If the wing anti-ice system is inoperative and large ice formations remain on the wing leadingedge, 30 knots must be added to the reference speed to maintain normal handlingcharacteristics (Refer to Chapter 5: ABNORMAL PROCEDURES -- ICE AND RAINPROTECTION).

A. Crosswind Landings

A slippery runway and a crosswind is obviously a bad combination. When landing on awet runway, a 27-knots crosswind is generally considered maximum. If the runway isknown to be slippery (snow or ice covered), a crosswind component of 15 knots shouldbe the maximum.

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In crosswind conditions, the crosswind crab angle should be maintained for as long aspossible until prior to touchdown. Aim for the centerline or slightly on the upwind sideand avoid touching down on the downwind side of the runway because of the possibilityof the airplane weathervaning toward the wind after touchdown, and drifting toward thedownwind side of the runway.

After touchdown, the early employment of all means of decelerating the airplane(particularly the thrust reversers) cannot be overemphasized. The use of rudder pedalsfor steering at high speeds is recommended and use the nosewheel steering tiller withgreat care at low speeds. Apply a slight forward pressure on the control column toincrease main gear loading and improve directional control.

If the airplane starts to skid or drift gradually, it may be necessary to move the thrustlevers out of reverse thrust and to go to forward idle thrust to recover the centerline. Itmay also be necessary to reduce the brake pressure to regain control and re-establishalignment with the centerline. For additional procedures and techniques during thelanding roll, refer to the applicable procedures mentioned in the Cold WeatherOperations section of this chapter.

NOTE

Pilots should seat themselves so as to ensure that theycan achieve maximum braking with full rudder pedaldeflection in either direction.

B. 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 ice covered runways can causeforeign object damage (FOD) to engines, increase the possibility of loss of forwardvisibility due to “whiteout”, as well as increase the possibility of ice build-up on the wingand empennage sections, which could cause considerable delays specially during quickturn-around schedules.

It should be realized however that maximum reverse thrust may be used up to a fullstop during emergency situations or if the safety of the airplane will be jeopardized.

The use of reverse thrust during crosswind conditions may aggravate possibledirectional control problems encountered during such conditions. If the airplane isallowed to weathervane into the wind, the reverse thrust side force component will addto the crosswind component, drifting the airplane toward the downwind side of therunway at a faster rate than normal. To correct the situation, it will be necessary toreduce the reverse thrust to reverse idle and release the brakes. In extreme conditions,it may even be necessary to move the thrust levers out of reverse thrust and to go toforward idle thrust. Use rudder, steering and differential braking as required to preventovercorrecting past the runway centerline. When re-established on the runwaycenterline, reapply steady brakes and reverse thrust as required to stop the airplane.

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In crosswind conditions, the crosswind crab angle should be maintained for as long aspossible until prior to touchdown. Aim for the centerline or slightly on the upwind sideand avoid touching down on the downwind side of the runway because of the possibilityof the airplane weathervaning toward the wind after touchdown, and drifting toward thedownwind side of the runway.

After touchdown, the early employment of all means of decelerating the airplane(particularly the thrust reversers) cannot be overemphasized. The use of rudder pedalsfor steering at high speeds is recommended and use the nosewheel steering tiller withgreat care at low speeds. Apply a slight forward pressure on the control column toincrease main gear loading and improve directional control.

If the airplane starts to skid or drift gradually, it may be necessary to move the thrustlevers out of reverse thrust and to go to forward idle thrust to recover the centerline. Itmay also be necessary to reduce the brake pressure to regain control and re-establishalignment with the centerline. For additional procedures and techniques during thelanding roll, refer to the applicable procedures mentioned in the Cold WeatherOperations section of this chapter.

NOTE

Pilots should seat themselves so as to ensure that theycan achieve maximum braking with full rudder pedaldeflection in either direction.

B. 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 ice covered runways can causeforeign object damage (FOD) to engines, increase the possibility of loss of forwardvisibility due to “whiteout”, as well as increase the possibility of ice build-up on the wingand empennage sections, which could cause considerable delays specially during quickturn-around schedules.

It should be realized however that maximum reverse thrust may be used up to a fullstop during emergency situations or if the safety of the airplane will be jeopardized.

The use of reverse thrust during crosswind conditions may aggravate possibledirectional control problems encountered during such conditions. If the airplane isallowed to weathervane into the wind, the reverse thrust side force component will addto the crosswind component, drifting the airplane toward the downwind side of therunway at a faster rate than normal. To correct the situation, it will be necessary toreduce the reverse thrust to reverse idle and release the brakes. In extreme conditions,it may even be necessary to move the thrust levers out of reverse thrust and to go toforward idle thrust. Use rudder, steering and differential braking as required to preventovercorrecting past the runway centerline. When re-established on the runwaycenterline, reapply steady brakes and reverse thrust as required to stop the airplane.

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Do not attempt to turn off from a slippery runway until the speed is reduced to a safelevel to prevent skidding. Anticipate low friction when approaching the touchdown zoneat the far end of the runway. The touchdown zone may be very slippery when wet dueto heavy rubber and oil deposits.

For the corrected landing distance and performance data, refer to the Airplane FlightManual, CSP A--012.

10. PERFORMANCE

The CRJ performance tables for operation on wet or contaminated runways are found in theQuick Reference Handbook, CSP A-022, Vol. 1.

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REV 58, Oct 31/05



Do not attempt to turn off from a slippery runway until the speed is reduced to a safelevel to prevent skidding. Anticipate low friction when approaching the touchdown zoneat the far end of the runway. The touchdown zone may be very slippery when wet dueto heavy rubber and oil deposits.

For the corrected landing distance and performance data, refer to the Airplane FlightManual, CSP A--012.

10. PERFORMANCE

The CRJ performance tables for operation on wet or contaminated runways are found in theQuick Reference Handbook, CSP A-022, Vol. 1.

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Vol. 2

REV 56, Jan 31/03

07--14--1SUPPLEMENTARY PROCEDURESHot Weather Operation


GENERAL

Extremely high temperature conditions present problems to airplane operations of a different naturethan those associated with cold weather operations. The main concerns focus primarily onpassenger and crewcomfort and the significant decrease in airplane performancewhich highgroundtemperatures can effect. The following recommended procedures have been provided tosupplement the normal operating procedures and should be observed, as applicable.

PRE-FLIGHT PREPARATION

NOTE

During airplane operations when the flightcompartment and cabin temperatures are above 30_C(86_F), the air-conditioning packs or the low pressureground conditioned air supply must be operating inorder to maintain display temperatures within a rangethat prevents a display shutdown.

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 thecargo bay door should not be left open any longer than is necessary. Every effort to reduce the heatbeing generated in the flight compartment while the airplane is on the ground should be made.

The flight crew should see to it that the following procedures are performed:

If a ground air source is available:

(1) Ground Power Cart Connected. . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU LCV Closed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

If APU is the only air source available:

(1) APU Bleed air pressure Check. . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU LCV Open. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Then:

(3) 10TH STAGE, ISOL valve As required. . . . . . . . . . . . . . . . . .

(4) 10th Stage Bleed air Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(5) L and/or R PACK (s) On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Both air-conditioning packs should be used for maximum cooling,

if possible.

S For single pack usage, position ISOL Valve as required:

S For left pack , 10TH STAGE ISOL valve Close. . . . . . . . . . . . . . . . . . . . . . . . . .

S For right pack, 10TH STAGE ISOL valve Open. . . . . . . . . . . . . . . . . . . . . . . . . .

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REV 56, Jan 31/03



GENERAL

Extremely high temperature conditions present problems to airplane operations of a different naturethan those associated with cold weather operations. The main concerns focus primarily onpassenger and crewcomfort and the significant decrease in airplane performancewhich highgroundtemperatures can effect. The following recommended procedures have been provided tosupplement the normal operating procedures and should be observed, as applicable.

PRE-FLIGHT PREPARATION

NOTE

During airplane operations when the flightcompartment and cabin temperatures are above 30_C(86_F), the air-conditioning packs or the low pressureground conditioned air supply must be operating inorder to maintain display temperatures within a rangethat prevents a display shutdown.

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 thecargo bay door should not be left open any longer than is necessary. Every effort to reduce the heatbeing generated in the flight compartment while the airplane is on the ground should be made.

The flight crew should see to it that the following procedures are performed:

If a ground air source is available:

(1) Ground Power Cart Connected. . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU LCV Closed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

If APU is the only air source available:

(1) APU Bleed air pressure Check. . . . . . . . . . . . . . . . . . . . . . . . . .

(2) APU LCV Open. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Then:

(3) 10TH STAGE, ISOL valve As required. . . . . . . . . . . . . . . . . .

(4) 10th Stage Bleed air Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(5) L and/or R PACK (s) On. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Both air-conditioning packs should be used for maximum cooling,

if possible.

S For single pack usage, position ISOL Valve as required:

S For left pack , 10TH STAGE ISOL valve Close. . . . . . . . . . . . . . . . . . . . . . . . . .

S For right pack, 10TH STAGE ISOL valve Open. . . . . . . . . . . . . . . . . . . . . . . . . .

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PRE-FLIGHT PREPARATION (CONT’D)

(6) CKPT and CABIN Temperature controls COLD. . . . . . . . . . . .

(7) CARGO switch COND AIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(8) DSPLY FAN NORM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(9) ARINC FAN NORM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(10) WSHLD Heat Check OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE

Normally, the LH and RH WSHLD switches areselected to LOW prior to taxi. It is recommendedhowever, that when ambient temperatures areabove 30_C (86_F), to delay selection of theWSHLD switches to LOW until after take-off(during the AFTER TAKE-OFF check). The L (R)WSHLD HEAT and / or WINDOW HEAT cautionmessages may still come on momentarily.

(11) Weather Radar Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(12) Non-essential avionics equipment Off. . . . . . . . . . . . . . . . . . . .

(13) All air outlets and gaspers Open. . . . . . . . . . . . . . . . . . . . . . . . .

(14) Cabin gaspers (Flight attendants) Open. . . . . . . . . . . . . . . . . . .

(15) Window shades (Flight attendants) Closed. . . . . . . . . . . . . . .S On the sun-exposed side of the passenger cabin.

If cooling air is available from an external source, the supply should be connected immediately afterengine shutdown and should not be removed until just prior to engine start.

Special attention should be given to andprompt action taken in the event of inadvertent unscheduledpressurization of the airplane.

TAXI-OUT AND TAKE-OFF

Taxi-Out

Operation in areas of high ambient temperatures may cause brake temperature limits to beexceeded. This condition would lead to the fusible plug(s)melting, resulting in the deflation of thetire(s) involved. When operating on runways and taxiways exposed to high temperatures,considerations for brake cooling should always be taken into account. These areas usuallymaintain temperatures well above the ambient, therefore, excessive use and riding of brakesshould be avoided. Braking should be done to a minimum so as to allow ample time for coolingin between applications. The recommended technique is to allow the airplane to accelerate, thenbrake to a very slow taxi speed and release the brakes completely.

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PRE-FLIGHT PREPARATION (CONT’D)

(6) CKPT and CABIN Temperature controls COLD. . . . . . . . . . . .

(7) CARGO switch COND AIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(8) DSPLY FAN NORM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(9) ARINC FAN NORM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(10) WSHLD Heat Check OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE

Normally, the LH and RH WSHLD switches areselected to LOW prior to taxi. It is recommendedhowever, that when ambient temperatures areabove 30_C (86_F), to delay selection of theWSHLD switches to LOW until after take-off(during the AFTER TAKE-OFF check). The L (R)WSHLD HEAT and / or WINDOW HEAT cautionmessages may still come on momentarily.

(11) Weather Radar Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(12) Non-essential avionics equipment Off. . . . . . . . . . . . . . . . . . . .

(13) All air outlets and gaspers Open. . . . . . . . . . . . . . . . . . . . . . . . .

(14) Cabin gaspers (Flight attendants) Open. . . . . . . . . . . . . . . . . . .

(15) Window shades (Flight attendants) Closed. . . . . . . . . . . . . . .S On the sun-exposed side of the passenger cabin.

If cooling air is available from an external source, the supply should be connected immediately afterengine shutdown and should not be removed until just prior to engine start.

Special attention should be given to andprompt action taken in the event of inadvertent unscheduledpressurization of the airplane.

TAXI-OUT AND TAKE-OFF

Taxi-Out

Operation in areas of high ambient temperatures may cause brake temperature limits to beexceeded. This condition would lead to the fusible plug(s)melting, resulting in the deflation of thetire(s) involved. When operating on runways and taxiways exposed to high temperatures,considerations for brake cooling should always be taken into account. These areas usuallymaintain temperatures well above the ambient, therefore, excessive use and riding of brakesshould be avoided. Braking should be done to a minimum so as to allow ample time for coolingin between applications. The recommended technique is to allow the airplane to accelerate, thenbrake to a very slow taxi speed and release the brakes completely.

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TAXI-OUT AND TAKE-OFF (CONT’D)

Taxi-Out (Cont’d)

Reverse thrust may be used, at the pilot’s discretion, to control the taxiing speed of the airplanewithout the use of braking. The use of single (or both) reverse thrust should be considered whenoperating under the following conditions:

S High ambient temperaturesS Heavy braking after landingS Downslope taxiS TailwindsS Light gross weightS Any combination of the above.

The application of reverse thrust should be done with caution, taking into account the surfacecondition of the movement area. The use of thrust reversers during taxi on airports withcontaminated runways and taxiways (i.e. dirt, dust, loose debris, etc.) is not recommended.

Take-Off

High ambient temperatures in combination with short runways or high elevation airports couldcause substantial penalties on airplane performance. These penalties should be taken intoaccount early in the pre-flight preparation and the limiting effects to the payload which can becarried, seriously considered. The use of alternate take-off procedures (e.g. Zero-Bleeds Take-off,etc.) may be necessary under such conditions. Review the various airplane, powerplant and fueltemperature limitations in the applicable sections of the Airplane Flight Manual CSP A---012. Usethe longest runway available, if possible.

LANDING

LandingNOTE

To avoid possible airplane structural damage upon nose gear touchdown:

1. It is imperative that touchdowns occur at VREF or less.Touchdowns that occur at speeds greater than VREFmay result in a nose gear---first landing which,depending upon the rate of descent, may result in aporpoising bounce which can generate loads sufficientto cause nose gear structural damage.


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REV 56, Jan 31/03



TAXI-OUT AND TAKE-OFF (CONT’D)

Taxi-Out (Cont’d)

Reverse thrust may be used, at the pilot’s discretion, to control the taxiing speed of the airplanewithout the use of braking. The use of single (or both) reverse thrust should be considered whenoperating under the following conditions:

S High ambient temperaturesS Heavy braking after landingS Downslope taxiS TailwindsS Light gross weightS Any combination of the above.

The application of reverse thrust should be done with caution, taking into account the surfacecondition of the movement area. The use of thrust reversers during taxi on airports withcontaminated runways and taxiways (i.e. dirt, dust, loose debris, etc.) is not recommended.

Take-Off

High ambient temperatures in combination with short runways or high elevation airports couldcause substantial penalties on airplane performance. These penalties should be taken intoaccount early in the pre-flight preparation and the limiting effects to the payload which can becarried, seriously considered. The use of alternate take-off procedures (e.g. Zero-Bleeds Take-off,etc.) may be necessary under such conditions. Review the various airplane, powerplant and fueltemperature limitations in the applicable sections of the Airplane Flight Manual CSP A---012. Usethe longest runway available, if possible.

LANDING

LandingNOTE

To avoid possible airplane structural damage upon nose gear touchdown:

1. It is imperative that touchdowns occur at VREF or less.Touchdowns that occur at speeds greater than VREFmay result in a nose gear---first landing which,depending upon the rate of descent, may result in aporpoising bounce which can generate loads sufficientto cause nose gear structural damage.


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LANDING (CONT’D)

The landing phase of flight during high ambient temperature conditions is not as demanding aswith cold weather operations. It should be noted however that runway conditions, particularly atthe touchdown area could be slick due to the heavy deposits of rubber and oil which havemelted.The occurrence of hydroplaning is not remote, and the procedures mentioned in the ‘Landing’portion of the “Operation on Contaminated Runways” section of this chapter can be used.

This condition also holds true at the opposite approach area at the end of the runway in use,therefore, slow down to a manageable speed before turning off from the runway to precludeskidding and departing from the intended path.

Always opt for the longest runway available for landing, if possible.

Brake Cooling

For quick turnaround operations, bear in mind that the energy absorbed by the brakes followingeach landing is accumulative. This could prove detrimental and may cause considerable delaysat stops, if it results in overheating of the brakes and the possible melting of the wheel fusibleplug(s) resulting in the deflation of the tire(s) involved.

The brake cooling times established in the Take-off Performance section of the Airplane FlightManual, CSP A---012, should be adhered to.

Every effort tomaintain cool brakes should be attempted. Early extension of the landing gear priorto the approach is recommended. Additional in-flight cooling for every segment of the routeshould be sufficient enough to cool the brakes and the tires before landing.

The recommendeddeceleration technique after landing should be adhered to. Excessive brakingshould be avoided and the thrust reversers should be used to their full advantage.

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LANDING (CONT’D)

The landing phase of flight during high ambient temperature conditions is not as demanding aswith cold weather operations. It should be noted however that runway conditions, particularly atthe touchdown area could be slick due to the heavy deposits of rubber and oil which havemelted.The occurrence of hydroplaning is not remote, and the procedures mentioned in the ‘Landing’portion of the “Operation on Contaminated Runways” section of this chapter can be used.

This condition also holds true at the opposite approach area at the end of the runway in use,therefore, slow down to a manageable speed before turning off from the runway to precludeskidding and departing from the intended path.

Always opt for the longest runway available for landing, if possible.

Brake Cooling

For quick turnaround operations, bear in mind that the energy absorbed by the brakes followingeach landing is accumulative. This could prove detrimental and may cause considerable delaysat stops, if it results in overheating of the brakes and the possible melting of the wheel fusibleplug(s) resulting in the deflation of the tire(s) involved.

The brake cooling times established in the Take-off Performance section of the Airplane FlightManual, CSP A---012, should be adhered to.

Every effort tomaintain cool brakes should be attempted. Early extension of the landing gear priorto the approach is recommended. Additional in-flight cooling for every segment of the routeshould be sufficient enough to cool the brakes and the tires before landing.

The recommendeddeceleration technique after landing should be adhered to. Excessive brakingshould be avoided and the thrust reversers should be used to their full advantage.

Vol. 2

REV 57, Apr 05/04

07--15--1SUPPLEMENTARY PROCEDURESFlight in Turbulence


1. GENERAL

Flight through known turbulence should be avoided as much as possible. During cruise,areas with known severe turbulence should be overflown or circumnavigated, if possible. Inthe departure or approach area, when severe turbulence or thunderstorms have beenreported or observed, this may entail the delay of the take-off or the approach. If flightthrough turbulence is unavoidable, the following procedures are recommended and shouldbe observed, as applicable.

2. TURBULENCE PENETRATION

Before entering an area of known turbulence, secure all loose equipment in the flightcompartment. Shoulder harness should be worn by both flight crews and checked forsecurity.

The recommended procedures for flight in turbulence are as follows:

A. Autopilot

The autopilot may be used when flying through turbulence and in most cases can beregarded as the primary means of aircraft control in turbulence. To engage theautopilot in the turbulence mode, select the turbulence (TURB) switch on the flightcontrol panel (FCP). In the turbulence mode, the autopilot gains are reduced tocompensate for and provide a smoother flight during turbulent conditions. When theautopilot is used, guard the AP/SP DISC button on the control wheel to permitimmediate disengagement should the need arise.

B. Airspeed

The best airspeed and flight configuration to use in severe turbulence is that whichaffords the best overall protection from inadvertent stall and high speed buffet whileretaining structural integrity. Most turbulence encounters at high altitude are not severeand do not require an airspeed reduction. DO NOT fly less than the minimummaneuvering speed for the existing flight condition. The maximum recommendedairspeed for turbulence penetration is 280 KIAS or 0.75M whichever is less. Formaneuvering speeds, refer to LIMITATIONS, OPERATING SPEEDS -- DesignManeuvering Speed.

Severe gusts or drafts will cause large and often rapid variations in IAS. Do not “chase”the airspeed in order to maintain the recommended speed.

C. Altitude

Large altitude variations are possible in severe gusts or drafts, but do not “chase”altitude. Allow it to vary (provided there is adequate terrain clearance), that is, sacrificealtitude in order to maintain the desired attitude.

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REV 57, Apr 05/04

07--15--1SUPPLEMENTARY PROCEDURESFlight in Turbulence


1. GENERAL

Flight through known turbulence should be avoided as much as possible. During cruise,areas with known severe turbulence should be overflown or circumnavigated, if possible. Inthe departure or approach area, when severe turbulence or thunderstorms have beenreported or observed, this may entail the delay of the take-off or the approach. If flightthrough turbulence is unavoidable, the following procedures are recommended and shouldbe observed, as applicable.

2. TURBULENCE PENETRATION

Before entering an area of known turbulence, secure all loose equipment in the flightcompartment. Shoulder harness should be worn by both flight crews and checked forsecurity.

The recommended procedures for flight in turbulence are as follows:

A. Autopilot

The autopilot may be used when flying through turbulence and in most cases can beregarded as the primary means of aircraft control in turbulence. To engage theautopilot in the turbulence mode, select the turbulence (TURB) switch on the flightcontrol panel (FCP). In the turbulence mode, the autopilot gains are reduced tocompensate for and provide a smoother flight during turbulent conditions. When theautopilot is used, guard the AP/SP DISC button on the control wheel to permitimmediate disengagement should the need arise.

B. Airspeed

The best airspeed and flight configuration to use in severe turbulence is that whichaffords the best overall protection from inadvertent stall and high speed buffet whileretaining structural integrity. Most turbulence encounters at high altitude are not severeand do not require an airspeed reduction. DO NOT fly less than the minimummaneuvering speed for the existing flight condition. The maximum recommendedairspeed for turbulence penetration is 280 KIAS or 0.75M whichever is less. Formaneuvering speeds, refer to LIMITATIONS, OPERATING SPEEDS -- DesignManeuvering Speed.

Severe gusts or drafts will cause large and often rapid variations in IAS. Do not “chase”the airspeed in order to maintain the recommended speed.

C. Altitude

Large altitude variations are possible in severe gusts or drafts, but do not “chase”altitude. Allow it to vary (provided there is adequate terrain clearance), that is, sacrificealtitude in order to maintain the desired attitude.

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D. Attitude

If the airplane is flown manually, hold wings level and desired pitch attitude using theflight director as the primary instrument. In extreme drafts, large attitude changes mayoccur. Do not make sudden large control inputs when making corrections; instead, usemoderate inputs to resist changes in attitude. After establishing the trim setting forpenetration, do not change stabilizer trim.

E. Engine

Adjust thrust to maintain the recommended turbulence penetration airspeed as requiredfor the phase of flight. Once power is set to maintain the desired airspeed, avoidfurther power changes. Change the thrust setting only in case of extreme airspeedvariation. Remember that a transient increase is always more advisable than a loss inspeed which decreases buffet margins and is difficult to recover.

Select CONT IGNITION to ON . This action will reduce the possibility of flameout dueto engine instability. Once out of the area of turbulence, deselect CONT IGNITIONunless required further.

F. Flaps / Spoilers

Flaps extension in an area of known turbulence should be delayed for as long aspossible because the airplane can withstand higher gust loads in the cleanconfiguration. If severe turbulence persists in the area, consider diverting to thealternate station.

Whenever the flight spoilers are employed, keep hand on the flight spoilers lever unlessit is necessary to remove hand in order to perform some other specific function.

G. Passenger / Cabin Crew Considerations

Whenever possible, advise the Flight Attendants before or shortly after take-off ofanticipated enroute turbulence so that they can plan their activities accordingly.

When mild turbulence is encountered, turn on the ‘Fasten Seat Belt’ sign and advisethe passengers over the PA system of light turbulence and request that they fastentheir seatbelts.

If other than mild turbulence is encountered, advise Flight Attendants on the interphoneto check passengers’ seatbelts and then be seated themselves. Turn on the ‘FastenSeat Belt’ and ‘No Smoking’ signs. Make an announcement over the PA system andadvise the passengers of the expected rough air and request that they fasten theirseatbelts snugly. After passing through the area of turbulence, turn off the ‘NoSmoking’ sign and make a PA announcement that the flight is clear of the area ofturbulence. The ‘Fasten Seat Belt’ sign may then be turned off.

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Vol. 2


D. Attitude

If the airplane is flown manually, hold wings level and desired pitch attitude using theflight director as the primary instrument. In extreme drafts, large attitude changes mayoccur. Do not make sudden large control inputs when making corrections; instead, usemoderate inputs to resist changes in attitude. After establishing the trim setting forpenetration, do not change stabilizer trim.

E. Engine

Adjust thrust to maintain the recommended turbulence penetration airspeed as requiredfor the phase of flight. Once power is set to maintain the desired airspeed, avoidfurther power changes. Change the thrust setting only in case of extreme airspeedvariation. Remember that a transient increase is always more advisable than a loss inspeed which decreases buffet margins and is difficult to recover.

Select CONT IGNITION to ON . This action will reduce the possibility of flameout dueto engine instability. Once out of the area of turbulence, deselect CONT IGNITIONunless required further.

F. Flaps / Spoilers

Flaps extension in an area of known turbulence should be delayed for as long aspossible because the airplane can withstand higher gust loads in the cleanconfiguration. If severe turbulence persists in the area, consider diverting to thealternate station.

Whenever the flight spoilers are employed, keep hand on the flight spoilers lever unlessit is necessary to remove hand in order to perform some other specific function.

G. Passenger / Cabin Crew Considerations

Whenever possible, advise the Flight Attendants before or shortly after take-off ofanticipated enroute turbulence so that they can plan their activities accordingly.

When mild turbulence is encountered, turn on the ‘Fasten Seat Belt’ sign and advisethe passengers over the PA system of light turbulence and request that they fastentheir seatbelts.

If other than mild turbulence is encountered, advise Flight Attendants on the interphoneto check passengers’ seatbelts and then be seated themselves. Turn on the ‘FastenSeat Belt’ and ‘No Smoking’ signs. Make an announcement over the PA system andadvise the passengers of the expected rough air and request that they fasten theirseatbelts snugly. After passing through the area of turbulence, turn off the ‘NoSmoking’ sign and make a PA announcement that the flight is clear of the area ofturbulence. The ‘Fasten Seat Belt’ sign may then be turned off.

Vol. 2

REV 57, Apr 05/04

07--16--1SUPPLEMENTARY PROCEDURESOperation in Volcanic Ash/Dust


1. GENERAL

Flight operations in areas of known volcanic activity should be avoided. This considerationis most important during hours of darkness or daytime instrument meteorological conditionswhen volcanic ash/dust clouds may not be visible.

Flight planning considerations should include the review of pertinent NOTAM’s, PIREP’s andother directives concerning the status of volcanic activity when a flight is planned into areasof possible volcanic activity. When volcanic activity is currently reported, remain well clear ofthe area, or if possible stay on the upwind side of the volcanic ash.

2. DETECTION

The airplane’s weather radar is not capable of detecting volcanic ash/dust clouds and istherefore not reliable under these circumstances. The presence of volcanic ash/dust may beindicated by:

S Smoke or dust appearing in the flight compartment.

S An acrid odor similar to electrical smoke.

S Multiple engine malfunctions such as power loss, fluctuating RPM, stalls, increasingITT’s, flameouts, etc.

S At night, static discharges (also known as Saint Elmo’s fire or Saint Elmo’s light) canbe observed around the windshield and/or windows, accompanied by a brightorange glow in the engine inlets.

3. EFFECTS

Flight into volcanic ash/dust clouds can result in the degradation of airplane and engineperformance. The adverse effects of volcanic ash/dust encounter are as follows:

S Rapid erosion and damage to the internal components of the engines.

S Ash/dust build-up and blockage of the guide vanes and cooling holes, which cancause surge, loss of thrust and/or high ITT.

S Ash/dust blockage of the pitot system, which can result to erratic airspeedindications.

S The abrasive properties of volcanic material can cause serious damage to theengines, wing and tail leading edge surfaces, windshields, landing lights, etc.

S Volcanic ash/dust can also cause the windshield to become translucent, effectivelyreducing visibility.

Vol. 2

REV 57, Apr 05/04

07--16--1SUPPLEMENTARY PROCEDURESOperation in Volcanic Ash/Dust


1. GENERAL

Flight operations in areas of known volcanic activity should be avoided. This considerationis most important during hours of darkness or daytime instrument meteorological conditionswhen volcanic ash/dust clouds may not be visible.

Flight planning considerations should include the review of pertinent NOTAM’s, PIREP’s andother directives concerning the status of volcanic activity when a flight is planned into areasof possible volcanic activity. When volcanic activity is currently reported, remain well clear ofthe area, or if possible stay on the upwind side of the volcanic ash.

2. DETECTION

The airplane’s weather radar is not capable of detecting volcanic ash/dust clouds and istherefore not reliable under these circumstances. The presence of volcanic ash/dust may beindicated by:

S Smoke or dust appearing in the flight compartment.

S An acrid odor similar to electrical smoke.

S Multiple engine malfunctions such as power loss, fluctuating RPM, stalls, increasingITT’s, flameouts, etc.

S At night, static discharges (also known as Saint Elmo’s fire or Saint Elmo’s light) canbe observed around the windshield and/or windows, accompanied by a brightorange glow in the engine inlets.

3. EFFECTS

Flight into volcanic ash/dust clouds can result in the degradation of airplane and engineperformance. The adverse effects of volcanic ash/dust encounter are as follows:

S Rapid erosion and damage to the internal components of the engines.

S Ash/dust build-up and blockage of the guide vanes and cooling holes, which cancause surge, loss of thrust and/or high ITT.

S Ash/dust blockage of the pitot system, which can result to erratic airspeedindications.

S The abrasive properties of volcanic material can cause serious damage to theengines, wing and tail leading edge surfaces, windshields, landing lights, etc.

S Volcanic ash/dust can also cause the windshield to become translucent, effectivelyreducing visibility.

07--16--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDURESOperation in Volcanic Ash/Dust

Vol. 2


4. CORRECTIVE ACTIONS

The best course of action to take is still avoidance. However, volcanic ash/dust cloudsmay sometimes extend for hundreds of miles and an encounter could be unavoidable.As previously stated, volcanic ash/dust can cause engine malfunctions and the need toexit the area as quickly as possible cannot be overemphasized.

If an inadvertent encounter is experienced, the following procedures are recommended:

(1) Thrust Reduce. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S If altitude permits, engine thrust should be reduced to idle

to maximize the engine stall margin and lower the ITT.This action would also reduce the build-up of volcanicmaterial on the turbine vanes.

(2) Engine and wing anti-ice Activate. . . . . . . . . . . . . . . . . . . . . . . .S This action will increase bleed air extraction from the

engines and further improve the engine stall margin.

(3) ITT Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Closely monitor the ITT and ensure that the limits are not

exceeded.

If the ITT should still increase even though the engine thrust is at idle:

(4) Affected engine Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S If it becomes necessary to shutdown an engine to prevent

exceeding ITT limits. Restart engine once it has cooleddown.

S If the engine fails to start, repeated attempts should bemade immediately. (Adhere to starter cranking limits as perLIMITATIONS, POWER PLANT -- Starter Cranking Limits(Ground and Air)).

NOTE

A successful start may not be possible until the airplaneis clear of the volcanic ash/dust, and the airspeed andaltitude is within the airstart envelope. Take note thatengines can be very slow to accelerate to idle at highaltitude and this could be interpreted as a failure to startor as an engine malfunction.

After exiting the area of volcanic ash/dust cloud and the engine(s) restarted, restore systemsto normal operation. Inform ATC of the encounter.

07--16--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDURESOperation in Volcanic Ash/Dust

Vol. 2


4. CORRECTIVE ACTIONS

The best course of action to take is still avoidance. However, volcanic ash/dust cloudsmay sometimes extend for hundreds of miles and an encounter could be unavoidable.As previously stated, volcanic ash/dust can cause engine malfunctions and the need toexit the area as quickly as possible cannot be overemphasized.

If an inadvertent encounter is experienced, the following procedures are recommended:

(1) Thrust Reduce. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S If altitude permits, engine thrust should be reduced to idle

to maximize the engine stall margin and lower the ITT.This action would also reduce the build-up of volcanicmaterial on the turbine vanes.

(2) Engine and wing anti-ice Activate. . . . . . . . . . . . . . . . . . . . . . . .S This action will increase bleed air extraction from the

engines and further improve the engine stall margin.

(3) ITT Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Closely monitor the ITT and ensure that the limits are not

exceeded.

If the ITT should still increase even though the engine thrust is at idle:

(4) Affected engine Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S If it becomes necessary to shutdown an engine to prevent

exceeding ITT limits. Restart engine once it has cooleddown.

S If the engine fails to start, repeated attempts should bemade immediately. (Adhere to starter cranking limits as perLIMITATIONS, POWER PLANT -- Starter Cranking Limits(Ground and Air)).

NOTE

A successful start may not be possible until the airplaneis clear of the volcanic ash/dust, and the airspeed andaltitude is within the airstart envelope. Take note thatengines can be very slow to accelerate to idle at highaltitude and this could be interpreted as a failure to startor as an engine malfunction.

After exiting the area of volcanic ash/dust cloud and the engine(s) restarted, restore systemsto normal operation. Inform ATC of the encounter.

Vol. 2

REV 58, Oct 31/05

07--17--1SUPPLEMENTARY PROCEDURESWindshear


GENERAL

Windshear is a weather phenomenon of sudden windspeed and/or direction changes over a shortdistance. The “downburst” is the most dangerous type of windshear and recent studies haveconfirmed the existence of a more hazardous yet smaller-scale form of downburst known as“microburst”.

Microbursts are characterized by sudden intense downdrafts which spread outwards from thedownflow center upon reaching the surface, causing both vertical and horizontal wind shear activity.It varies in size, sometimes extending to about 1 mile (1.6 km) in diameter at 2,000 feet AGL andranges typically from 1 to 2 1/2 miles (1.6 - 4 km) horizontally. The vertical winds could be as highas 6,000 feet per minute with horizontal winds running up to approximately 45 knots at the surface.

The duration of microbursts, from the initial downburst to dissipation seldom exceeds 15 minutes,with the maximum intensity winds lasting for about 2 to 4 minutes. Multiple microbursts have beenknown to occur in the same general area and tend to take a line structure such that the downburstactivity could last for an hour or even longer. Once microburst activity starts, be prepared for furtherwindshear encounters because they can occur in groups.

DETECTION

There is no established method in predicting or forecasting when and where windshear can occur.There are certain conditions however that the flight crew can look for which would indicate thepossible existence of windshear along the flight path, such as:

(1) Thunderstorms accompanied by heavy rain (where the air is very humid).

(2) The presence of ‘virga’ (rain that evaporates before reaching the ground, usually in drierair).

(3) Frontal activity.

(4) Low level jetstream.

(5) A combination of the following conditions:S Extreme variations in wind speed and/or direction in a relatively short time span.

S Evidence of a gust front, such as blowing dust over the airport surface.

S Surface temperatures higher than 30_C (86_F).

S Dew point spread of 4_C (7.2_F) or more.

It has also been known that strongmicrobursts can sometimes occur without precipitation and evenduring sunny weather conditions. Windshear can also be caused by strong surface winds in thevicinity of small hills or large buildings and by sea breeze fronts.

Vol. 2

REV 58, Oct 31/05



GENERAL

Windshear is a weather phenomenon of sudden windspeed and/or direction changes over a shortdistance. The “downburst” is the most dangerous type of windshear and recent studies haveconfirmed the existence of a more hazardous yet smaller-scale form of downburst known as“microburst”.

Microbursts are characterized by sudden intense downdrafts which spread outwards from thedownflow center upon reaching the surface, causing both vertical and horizontal wind shear activity.It varies in size, sometimes extending to about 1 mile (1.6 km) in diameter at 2,000 feet AGL andranges typically from 1 to 2 1/2 miles (1.6 - 4 km) horizontally. The vertical winds could be as highas 6,000 feet per minute with horizontal winds running up to approximately 45 knots at the surface.

The duration of microbursts, from the initial downburst to dissipation seldom exceeds 15 minutes,with the maximum intensity winds lasting for about 2 to 4 minutes. Multiple microbursts have beenknown to occur in the same general area and tend to take a line structure such that the downburstactivity could last for an hour or even longer. Once microburst activity starts, be prepared for furtherwindshear encounters because they can occur in groups.

DETECTION

There is no established method in predicting or forecasting when and where windshear can occur.There are certain conditions however that the flight crew can look for which would indicate thepossible existence of windshear along the flight path, such as:

(1) Thunderstorms accompanied by heavy rain (where the air is very humid).

(2) The presence of ‘virga’ (rain that evaporates before reaching the ground, usually in drierair).

(3) Frontal activity.

(4) Low level jetstream.

(5) A combination of the following conditions:S Extreme variations in wind speed and/or direction in a relatively short time span.

S Evidence of a gust front, such as blowing dust over the airport surface.

S Surface temperatures higher than 30_C (86_F).

S Dew point spread of 4_C (7.2_F) or more.

It has also been known that strongmicrobursts can sometimes occur without precipitation and evenduring sunny weather conditions. Windshear can also be caused by strong surface winds in thevicinity of small hills or large buildings and by sea breeze fronts.

07--17--2

REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESWindshear

Vol. 2


DETECTION (CONT’D)

Additionally, the following procedures are recommended to allow for the detection of possiblewindshear activity:

(1) Be aware of windshear PIREP’s.

(2) Determine the presence of thunderstorm cells in the approach or take-off areas of theairport using the weather radar.

(3) Use the Low Level Windshear Alerting System (LLWAS), if available.

(4) Exercise frequent flight instruments scanning.

PRECAUTIONARY ACTIONS

Avoidance is still the best course of action to take in the event that the occurrence of windshear isknown or suspected. Stay clear of thunderstorm cells, heavy precipitation, virga and areas of knownwindshear.

Flight crew awareness, preparation and coordination cannot be overemphasized. A thoroughknowledge of and familiarity with the phenomenon and the various meteorological conditionsindicative of windshear activity is necessary if one is to beprepared for the possibility of an inadvertentencounter. Pilots should be trained adequately to enable them to readily recognize the indicationsand/or occurrence of windshear/downburst and take proper action.

When windshear activity is known or suspected at departure:

(1) Delay the take-off until conditions are more favorable.

(2) Assess the situation during the delay and ensure that a safe take-off is possible.

(3) Use maximum take-off thrust instead of reduced thrust.

(4) Select the longest runway length available.

(5) Select the minimum flap setting acceptable for the balanced field length available (i.e. 8_Flaps for option).

(6) During the take-off roll, carefully monitor the flight instruments particularly for airspeedfluctuations to detect at the earliest time the possible occurrence of windshear.

(7) Consider the use of an increased initial climb speed, if obstacle clearance permits.

(8) Be familiar with the normal (all-engine) initial climb pitch attitude and rotate the airplane atthe normal rate to this attitude. Reduction of the pitch attitude should be delayed untilterrain and/or obstruction clearance is assured or when the stick shaker is activated.

(9) A thorough knowledge of the normal take-off indications of the flight instruments inparticular those pertaining to the vertical flight path, is a must. Closely monitor the flightinstruments. Any deviation from the normal values of airspeed, airspeed build-up, attitude,vertical speed, or altitude trend should be called-out by the pilot-not-flying.

(10) Anticipate a greater than normal control column force requirement to keep the desired pitchattitude.

07--17--2

REV 58, Oct 31/05


Vol. 2


DETECTION (CONT’D)

Additionally, the following procedures are recommended to allow for the detection of possiblewindshear activity:

(1) Be aware of windshear PIREP’s.

(2) Determine the presence of thunderstorm cells in the approach or take-off areas of theairport using the weather radar.

(3) Use the Low Level Windshear Alerting System (LLWAS), if available.

(4) Exercise frequent flight instruments scanning.

PRECAUTIONARY ACTIONS

Avoidance is still the best course of action to take in the event that the occurrence of windshear isknown or suspected. Stay clear of thunderstorm cells, heavy precipitation, virga and areas of knownwindshear.

Flight crew awareness, preparation and coordination cannot be overemphasized. A thoroughknowledge of and familiarity with the phenomenon and the various meteorological conditionsindicative of windshear activity is necessary if one is to beprepared for the possibility of an inadvertentencounter. Pilots should be trained adequately to enable them to readily recognize the indicationsand/or occurrence of windshear/downburst and take proper action.

When windshear activity is known or suspected at departure:

(1) Delay the take-off until conditions are more favorable.

(2) Assess the situation during the delay and ensure that a safe take-off is possible.

(3) Use maximum take-off thrust instead of reduced thrust.

(4) Select the longest runway length available.

(5) Select the minimum flap setting acceptable for the balanced field length available (i.e. 8_Flaps for option).

(6) During the take-off roll, carefully monitor the flight instruments particularly for airspeedfluctuations to detect at the earliest time the possible occurrence of windshear.

(7) Consider the use of an increased initial climb speed, if obstacle clearance permits.

(8) Be familiar with the normal (all-engine) initial climb pitch attitude and rotate the airplane atthe normal rate to this attitude. Reduction of the pitch attitude should be delayed untilterrain and/or obstruction clearance is assured or when the stick shaker is activated.

(9) A thorough knowledge of the normal take-off indications of the flight instruments inparticular those pertaining to the vertical flight path, is a must. Closely monitor the flightinstruments. Any deviation from the normal values of airspeed, airspeed build-up, attitude,vertical speed, or altitude trend should be called-out by the pilot-not-flying.

(10) Anticipate a greater than normal control column force requirement to keep the desired pitchattitude.

Vol. 2

REV 58, Oct 31/05



PRECAUTIONARY ACTIONS (CONT’D)

(11) If windshear is encountered near VR and the airspeed suddenly decreases, there may notbe enough runway length left to accelerate back to the normal VR. If the runwayremaining is not sufficient to reject the take-off, rotate the airplane at a normal rate at least2,000 feet before the end of the runway, even if the speed is below VR.

(12) Follow the windshear recovery guidance.

(13) Remain prepared for further windshear encounters.

WHEN WINDSHEAR ACTIVITY IS KNOWN OR SUSPECTED AT ARRIVAL:(1) Delay the approach until conditions are more favorable, or divert to another airport.

(2) Use the longest and most favorable runway available.

(3) Select the minimum flap setting acceptable for the runway length to be used.

(4) Add an appropriate wind correction to the final approach speed.

(5) Fly an “on the slot” approach and consider the use of the autopilot during the approach toallow for more monitoring and recognition time.

(6) Be aware of the normal values of the flight instruments during the approach and constantlycross-check flight director commands with the vertical flight path instruments.

(7) The pilot-not-flying should closely and constantly monitor the flight instruments payingparticular attention to the vertical flight path instruments (i.e. vertical speed, altitude,glideslope and airspeed) and call-out any deviation from the normal.

(8) Establish crew coordination and awareness especially at night or marginal weatherconditions and be alert for the possibility of an inadvertent encounter.

(9) Do NOT make large thrust reductions or trim changes to correct fluctuations in airspeed forthey could vary from an increase to a decrease in a very short span of time.

(10) If windshear is encountered during the approach and a significant reduction and/orincreased rate of descent is experienced, immediately execute a go-around and follow thewindshear recovery guidance.

(11) Trade the airspeed for altitude. Maintain the go-around pitch attitude until terrain and/orobstacle clearance is assured unless the stick shaker is activated.

(12) Anticipate the encounter of subsequent windshear activity along the flight path.

If windshear activity was encountered during take-off or approach, promptly inform ATC of theencounter. The PIREP should include:

S Location where windshear was encountered,

S Altitude when windshear was encountered,

S Airspeed fluctuations experienced (speed gained or lost),

S Type of aircraft.

Vol. 2

REV 58, Oct 31/05



PRECAUTIONARY ACTIONS (CONT’D)

(11) If windshear is encountered near VR and the airspeed suddenly decreases, there may notbe enough runway length left to accelerate back to the normal VR. If the runwayremaining is not sufficient to reject the take-off, rotate the airplane at a normal rate at least2,000 feet before the end of the runway, even if the speed is below VR.

(12) Follow the windshear recovery guidance.

(13) Remain prepared for further windshear encounters.

WHEN WINDSHEAR ACTIVITY IS KNOWN OR SUSPECTED AT ARRIVAL:(1) Delay the approach until conditions are more favorable, or divert to another airport.

(2) Use the longest and most favorable runway available.

(3) Select the minimum flap setting acceptable for the runway length to be used.

(4) Add an appropriate wind correction to the final approach speed.

(5) Fly an “on the slot” approach and consider the use of the autopilot during the approach toallow for more monitoring and recognition time.

(6) Be aware of the normal values of the flight instruments during the approach and constantlycross-check flight director commands with the vertical flight path instruments.

(7) The pilot-not-flying should closely and constantly monitor the flight instruments payingparticular attention to the vertical flight path instruments (i.e. vertical speed, altitude,glideslope and airspeed) and call-out any deviation from the normal.

(8) Establish crew coordination and awareness especially at night or marginal weatherconditions and be alert for the possibility of an inadvertent encounter.

(9) Do NOT make large thrust reductions or trim changes to correct fluctuations in airspeed forthey could vary from an increase to a decrease in a very short span of time.

(10) If windshear is encountered during the approach and a significant reduction and/orincreased rate of descent is experienced, immediately execute a go-around and follow thewindshear recovery guidance.

(11) Trade the airspeed for altitude. Maintain the go-around pitch attitude until terrain and/orobstacle clearance is assured unless the stick shaker is activated.

(12) Anticipate the encounter of subsequent windshear activity along the flight path.

If windshear activity was encountered during take-off or approach, promptly inform ATC of theencounter. The PIREP should include:

S Location where windshear was encountered,

S Altitude when windshear was encountered,

S Airspeed fluctuations experienced (speed gained or lost),

S Type of aircraft.

07--17--4

REV 58, Oct 31/05


Vol. 2


RECOVERY PROCEDURES

General

The Regional Jet is equipped with a Windshear Detection and Recovery Guidance Systemcoupled with the Ground Proximity Warning System (GPWS). The system detects windshearconditions during the approach and take-off phases of flight, provides aural and visualalert/warning messages and displays pitch and low speed cue symbology as guidance toescape/recover from the windshear encounter.

During a windshear warning, command bars, pitch limit indicators, low speed symbology andpitch limit (alpha margin) indicators appear automatically on both PFD’s. The command bar isdynamic and is set taking into consideration pitch and low speed limits for that configuration. Thepositions of the command bar and the other cues are calculated using angle-of-attack data.

Following the flight director commands will ensure effective and expeditious recovery from thewindshear encounter.

First Flight of the Day Check ¡

1. Glareshield,GPWS/GS switch/light Press. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

to test GPWS and windshear warning system.S Check that siren, windshear and GPWS (modes 1 thru 6) aurals come on .

Windshear Warning

Windshear warnings are indicated as follows:S WINDSHEAR warning message displayed on HGS combiner <0026>,

S WINDSHEAR warning message (red) and alpha-margin indicator displayed on PFDs,

S Brief siren and then a “WINDSHEAR-WINDSHEAR-WINDSHEAR” voice aural.

Windshear guidance is indicated on the HGS as follows <0026>:S Solid guidance cue and alpha-margin indicator displayed in HGS combiner <0026>,

S Declutter of the HGS combiner (HSI removed) <0026>.

NOTEThe autopilot will automatically disconnect within two

(2) seconds after a windshear warning.

Windshear Caution (Alert)

Windshear alerts are indicated by WINDSHEAR alert message (amber) on the PFDs.

07--17--4

REV 58, Oct 31/05


Vol. 2


RECOVERY PROCEDURES

General

The Regional Jet is equipped with a Windshear Detection and Recovery Guidance Systemcoupled with the Ground Proximity Warning System (GPWS). The system detects windshearconditions during the approach and take-off phases of flight, provides aural and visualalert/warning messages and displays pitch and low speed cue symbology as guidance toescape/recover from the windshear encounter.

During a windshear warning, command bars, pitch limit indicators, low speed symbology andpitch limit (alpha margin) indicators appear automatically on both PFD’s. The command bar isdynamic and is set taking into consideration pitch and low speed limits for that configuration. Thepositions of the command bar and the other cues are calculated using angle-of-attack data.

Following the flight director commands will ensure effective and expeditious recovery from thewindshear encounter.

First Flight of the Day Check ¡

1. Glareshield,GPWS/GS switch/light Press. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

to test GPWS and windshear warning system.S Check that siren, windshear and GPWS (modes 1 thru 6) aurals come on .

Windshear Warning

Windshear warnings are indicated as follows:S WINDSHEAR warning message displayed on HGS combiner <0026>,

S WINDSHEAR warning message (red) and alpha-margin indicator displayed on PFDs,

S Brief siren and then a “WINDSHEAR-WINDSHEAR-WINDSHEAR” voice aural.

Windshear guidance is indicated on the HGS as follows <0026>:S Solid guidance cue and alpha-margin indicator displayed in HGS combiner <0026>,

S Declutter of the HGS combiner (HSI removed) <0026>.

NOTEThe autopilot will automatically disconnect within two

(2) seconds after a windshear warning.


Windshear alerts are indicated by WINDSHEAR alert message (amber) on the PFDs.

Vol. 2

REV 58, Oct 31/05



RECOVERY PROCEDURES (CONT’D)

Windshear Warning During Take-Off

Windshear encounters during take-off that cause a reduction in airspeed require prompt anddefinite corrective action. In such a situation, the pre-determined values of the take-off speeds forthat particular balanced field length are no longer applicable. At recognition of windshear, thefollowing procedures should be accomplished immediately:

Before V1:

S ABORT the take-off.

Between V1 and before VR:

1. Thrust levers Advance PF/PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Push thrust levers forward to go-around thrust.

WARNING

Useof all available thrust is recommended if thereexiststhe possibility of ground or obstacle contact.

2. Airplane Rotate PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Rotation should commence no later than 2,000 feet before

the end of the runway, even if the airspeed is below VR.

At or after VR:


WARNING


2. Airplane Rotate PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Rotation should be promptly performed up to a maximum

pitch attitude of 15 degrees.

S Anticipate a higher than normal stick effort necessaryto lift the airplane off within the remaining runway.

Vol. 2

REV 58, Oct 31/05




Windshear Warning During Take-Off

Windshear encounters during take-off that cause a reduction in airspeed require prompt anddefinite corrective action. In such a situation, the pre-determined values of the take-off speeds forthat particular balanced field length are no longer applicable. At recognition of windshear, thefollowing procedures should be accomplished immediately:

Before V1:

S ABORT the take-off.

Between V1 and before VR:


WARNING


2. Airplane Rotate PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Rotation should commence no later than 2,000 feet before

the end of the runway, even if the airspeed is below VR.

At or after VR:


WARNING


2. Airplane Rotate PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Rotation should be promptly performed up to a maximum

pitch attitude of 15 degrees.

S Anticipate a higher than normal stick effort necessaryto lift the airplane off within the remaining runway.

07--17--6

REV 58, Oct 31/05


Vol. 2



Windshear Warning During Take-Off (Cont’d)

During initial climb:

1. Thrust levers / Take-Off/Go-Around (TOGA) switch Advance/Press PF/PNF. . . . .S Push thrust levers forward to go-around thrust

while simultaneously pressing either TOGA switch.

WARNING


2. Autopilot (if still engaged) Disconnect PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Ensure that the autopilot is disengaged by using the

AP/SP DISC switch on the control wheel.

For all conditions thereafter, regardless of whether or not conditions have improved:3. Windshear recovery guidance Follow PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S The pilot-flying shall follow the flight director command barsas much as possible, taking great care not to exceed thepitch limit indicator (alpha margin indicator).

4. Flight instruments Monitor PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S The pilot-not-flying shall closely and continuously monitor

the vertical flight path instruments and assures proper thrust setting.S Call out any deviation from the normal values of airspeed,

airspeed trend, rate of climb, pitch, thrust and altitude.S Make directive commentaries as appropriate, for example:

“Altitude decreasing - pull the nose up”.5. Pitch attitude Maintain PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Follow the recovery guidance commands (not to exceed the pitch limits),for as long as possible contact with terrain still exists.

S Accept a lower than normal indicated airspeed,up to intermittent stickshaker.

6. Configuration Maintain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Changes in configuration are not recommended during a windshear encounter.

Do NOT change flap, gear or trim position until positively out of the shearcondition (not below 1,500 feet AGL).

NOTEAlways be prepared for further encounters due to thefact that windshear has been known to occur in groups.

07--17--6

REV 58, Oct 31/05


Vol. 2




During initial climb:


while simultaneously pressing either TOGA switch.

WARNING


2. Autopilot (if still engaged) Disconnect PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Ensure that the autopilot is disengaged by using the

AP/SP DISC switch on the control wheel.

For all conditions thereafter, regardless of whether or not conditions have improved:3. Windshear recovery guidance Follow PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S The pilot-flying shall follow the flight director command barsas much as possible, taking great care not to exceed thepitch limit indicator (alpha margin indicator).

4. Flight instruments Monitor PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S The pilot-not-flying shall closely and continuously monitor

the vertical flight path instruments and assures proper thrust setting.S Call out any deviation from the normal values of airspeed,

airspeed trend, rate of climb, pitch, thrust and altitude.S Make directive commentaries as appropriate, for example:

“Altitude decreasing - pull the nose up”.5. Pitch attitude Maintain PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S Follow the recovery guidance commands (not to exceed the pitch limits),for as long as possible contact with terrain still exists.

S Accept a lower than normal indicated airspeed,up to intermittent stickshaker.

6. Configuration Maintain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Changes in configuration are not recommended during a windshear encounter.

Do NOT change flap, gear or trim position until positively out of the shearcondition (not below 1,500 feet AGL).

NOTEAlways be prepared for further encounters due to thefact that windshear has been known to occur in groups.

Vol. 2

REV 58, Oct 31/05





When clear of the windshear encounter, the windshear warnings and escape flight guidance willbe cancelled. The flight crew can then proceed with a normal climb-out once a positive climbgradient has been established.

Report the encounter to ATC as soon as possible.

Windshear Warning During Approach and Landing

If windshear conditions are suspected or exist during the approach, it is recommended to delaythe approach until conditions improve. Diversion to another airport is another option. Do NOTattempt to land unless the existing conditions have been assessed thoroughly and that a safelanding is assured.

It is important to achieve a stabilized approach as early as possible and no later than 1,000 feetabove ground level. If windshear is inadvertently encountered, recovery must be promptlyinitiated especially if flight path control becomes marginal. Recognition of marginal flight pathcontrol depends upon the flight crew’s assessment of the existing conditions. Indications ofmarginal flight path control are characterized by uncontrolled changes in excess of the following(+ or ---) :

S 15 knots indicated airspeed,

S 500 feet per minute vertical speed,

S 5 degrees pitch attitude,

S 1 dot displacement from the glide slope,

S 10_ variation from nominal heading,

S Unusual thrust lever position for a significant period of time.

During the approach in suspected windshear conditions, the following procedures arerecommended:

1. Flight instruments Monitor PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S The pilot-not-flying will closely and continuously monitor

the vertical flight path instruments and call out any deviationsin the normal indications of approach speed, airspeed trend,rate of descent, pitch, glide slope and thrust.

2. Thrust levers / Stabilizer trim Adjust PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Avoid large power adjustments or trim changes

to correct large speed changes.

S Anticipate that a large airspeed increase is oftentimes followedby an equally large airspeed decrease.

Vol. 2

REV 58, Oct 31/05





When clear of the windshear encounter, the windshear warnings and escape flight guidance willbe cancelled. The flight crew can then proceed with a normal climb-out once a positive climbgradient has been established.

Report the encounter to ATC as soon as possible.

Windshear Warning During Approach and Landing

If windshear conditions are suspected or exist during the approach, it is recommended to delaythe approach until conditions improve. Diversion to another airport is another option. Do NOTattempt to land unless the existing conditions have been assessed thoroughly and that a safelanding is assured.

It is important to achieve a stabilized approach as early as possible and no later than 1,000 feetabove ground level. If windshear is inadvertently encountered, recovery must be promptlyinitiated especially if flight path control becomes marginal. Recognition of marginal flight pathcontrol depends upon the flight crew’s assessment of the existing conditions. Indications ofmarginal flight path control are characterized by uncontrolled changes in excess of the following(+ or ---) :

S 15 knots indicated airspeed,

S 500 feet per minute vertical speed,

S 5 degrees pitch attitude,

S 1 dot displacement from the glide slope,

S 10_ variation from nominal heading,

S Unusual thrust lever position for a significant period of time.

During the approach in suspected windshear conditions, the following procedures arerecommended:

1. Flight instruments Monitor PNF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S The pilot-not-flying will closely and continuously monitor

the vertical flight path instruments and call out any deviationsin the normal indications of approach speed, airspeed trend,rate of descent, pitch, glide slope and thrust.

2. Thrust levers / Stabilizer trim Adjust PF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S Avoid large power adjustments or trim changes

to correct large speed changes.

S Anticipate that a large airspeed increase is oftentimes followedby an equally large airspeed decrease.

07--17--8

REV 58, Oct 31/05


Vol. 2



Windshear Warning During Approach and Landing (Cont’d)

If windshear is encountered and flight path control becomes marginal:1. Accomplish windshear recovery procedures as outlined in “Windshear Warning DuringTake-Off” in this section.

When clear of the windshear encounter, the windshear warnings and escape flightguidance will be cancelled. The flight crew can then proceed with a normalclimb-out once a positive climb gradient has been established.Report the encounter to ATC as soon as possible.Windshear Cautions During Approach and Landing


while simultaneously pressing either TOGA switch.2. Normal go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

WINDSHEAR AURAL /VISUAL WARNING SYSTEMGPWS and Windshear Detection and Warning System (First Flight of the Day) ¡

BEFORE TAKE-OFF:

(1) Glareshield,GPWS / GS switch/light Press. . . . . . . . . . . . . . . . . and release to initiate GPWS

short test.

Check the following come on:S GPWS FAIL and

WINDSHEAR FAILstatus messages,

S GS light,S GLIDESLOPE aural,S GPWS light,S WHOOP, WHOOP, PULL UP

aural, andS Siren, WINDSHEAR,

WINDSHEAR,WINDSHEAR.

Check that the following go out:S GPWS FAIL and

WINDSHEAR FAILstatus messages.

07--17--8

REV 58, Oct 31/05


Vol. 2



Windshear Warning During Approach and Landing (Cont’d)

If windshear is encountered and flight path control becomes marginal:1. Accomplish windshear recovery procedures as outlined in “Windshear Warning DuringTake-Off” in this section.

When clear of the windshear encounter, the windshear warnings and escape flightguidance will be cancelled. The flight crew can then proceed with a normalclimb-out once a positive climb gradient has been established.Report the encounter to ATC as soon as possible.Windshear Cautions During Approach and Landing


while simultaneously pressing either TOGA switch.2. Normal go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


BEFORE TAKE-OFF:


short test.



S GS light,S GLIDESLOPE aural,S GPWS light,S WHOOP, WHOOP, PULL UP



Check that the following go out:S GPWS FAIL and


Vol. 2

REV 58, Oct 31/05



WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONT’D)

GPWS and Windshear Detection and Warning System (First Flight of the Day) (Cont’d)

Effectivity:S Airplane 7089 and airplanes not incorporating Canadair Service Bulletin:

S SB 601R--34--073, Navigation -- Independent Position Determining --Installation of a new Ground Proximity Warning System Computer (--22GPWS).

BEFORE TAKE-OFF:


short test.

Ensure that the following auralscome on:S GLIDESLOPE aural,S WHOOP, WHOOP, PULL UP



DURING APPROACH (BETWEEN 2500 and 1000 FEET RA):NOTE

Accomplish the following test as early as possible in the approach,i.e., as soon as the radio altimeter indications become active.

(1) Glareshield, GPWS / GS switch/light Press. . . . . . and release to initiate GPWSshort test.

Ensure that the following auralscome on:

S GLIDESLOPE aural,

S WHOOP, WHOOP, PULL UPaural, and

S Siren, WINDSHEAR,WINDSHEAR,WINDSHEAR.

Vol. 2

REV 58, Oct 31/05





Effectivity:S Airplane 7089 and airplanes not incorporating Canadair Service Bulletin:

S SB 601R--34--073, Navigation -- Independent Position Determining --Installation of a new Ground Proximity Warning System Computer (--22GPWS).

BEFORE TAKE-OFF:


short test.

Ensure that the following auralscome on:S GLIDESLOPE aural,S WHOOP, WHOOP, PULL UP



DURING APPROACH (BETWEEN 2500 and 1000 FEET RA):NOTE

Accomplish the following test as early as possible in the approach,i.e., as soon as the radio altimeter indications become active.

(1) Glareshield, GPWS / GS switch/light Press. . . . . . and release to initiate GPWSshort test.

Ensure that the following auralscome on:

S GLIDESLOPE aural,

S WHOOP, WHOOP, PULL UPaural, and

S Siren, WINDSHEAR,WINDSHEAR,WINDSHEAR.

07--17--10

REV 58, Oct 31/05


Vol. 2




(2) Glareshield,GPWS / GS switch/light Press. . . . . . . . . . . . . . . . . and hold for approximately 5

seconds to initiate GPWS longtest.



S GS light,S GLIDESLOPE aural,S GPWS light,S Siren, WINDSHEAR,

WINDSHEAR,WINDSHEAR.and then

S SINKRATE,S WHOOP, WHOOP, PULL

UP,S TERRAIN,S WHOOP, WHOOP, PULL

UP,S DONT SINK,S TOO LOW TERRAIN,S TOO LOW GEAR,S TOO LOW FLAP,S TOO LOW TERRAIN,S GLIDESLOPE,S Altitude callouts,S Siren, WINDSHEAR,


Check the following go out:S GPWS FAIL and



07--17--10

REV 58, Oct 31/05


Vol. 2




(2) Glareshield,GPWS / GS switch/light Press. . . . . . . . . . . . . . . . . and hold for approximately 5

seconds to initiate GPWS longtest.



S GS light,S GLIDESLOPE aural,S GPWS light,S Siren, WINDSHEAR,

WINDSHEAR,WINDSHEAR.and then

S SINKRATE,S WHOOP, WHOOP, PULL

UP,S TERRAIN,S WHOOP, WHOOP, PULL

UP,S DONT SINK,S TOO LOW TERRAIN,S TOO LOW GEAR,S TOO LOW FLAP,S TOO LOW TERRAIN,S GLIDESLOPE,S Altitude callouts,S Siren, WINDSHEAR,


Check the following go out:S GPWS FAIL and



Vol. 2

REV 56, Jan 31/03



(1) Glareshield, PULL UP /GRND PROX switch Press. . . . . . . . . . . . . . . . . . . .

(for less than 2 seconds) andrelease to initiate GPWS shorttest.Check MFD indicationsoperational:S TERRAIN TEST and

TERRAIN DISPLAY FAILmessages and terraindisplay self-test patern.

Check EICAS indicationsoperational:S GPWS FAIL, TERRAIN FAIL

and WINDSHEAR FAILstatus messages.

Check mode 5 operational:S GLIDESLOPE aural andS GND PROX light.Check mode 1 thru 4 andterrain operational:S PULL UP and TERRAIN

aural warnings, and PULLUP light

Check mode 7 operational:S WINDSHEAR aural warning,

WINDSHEAR warning andcaution message on PFDs.

Vol. 2

REV 56, Jan 31/03



(1) Glareshield, PULL UP /GRND PROX switch Press. . . . . . . . . . . . . . . . . . . .

(for less than 2 seconds) andrelease to initiate GPWS shorttest.Check MFD indicationsoperational:S TERRAIN TEST and

TERRAIN DISPLAY FAILmessages and terraindisplay self-test patern.

Check EICAS indicationsoperational:S GPWS FAIL, TERRAIN FAIL

and WINDSHEAR FAILstatus messages.

Check mode 5 operational:S GLIDESLOPE aural andS GND PROX light.Check mode 1 thru 4 andterrain operational:S PULL UP and TERRAIN

aural warnings, and PULLUP light

Check mode 7 operational:S WINDSHEAR aural warning,

WINDSHEAR warning andcaution message on PFDs.

07--17--12

REV 58, Oct 31/05


Vol. 2




(2) Glareshield, PULL UP /GRND PROX switch Press. . . . . . . . . . . . . . . . . . . . and hold for approximately 5

seconds and release to initiateGPWS long test.Check MFD indicationsoperational:

S TERRAIN TEST andTERRAIN DISPLAY FAILmessages and terraindisplay self-test patern.

Check EICAS indicationsoperational:

S GPWS FAIL, TERRAIN FAILand WINDSHEAR FAILstatus messages.

Check mode 5 operational:

S GLIDESLOPE aural and

S GND PROX light.

Check mode 1 thru 4 andterrain operational:

S PULL UP and TERRAINaural warnings, and PULLUP light


S Altitude and advisorycallouts


S WINDSHEAR aural warning,WINDSHEAR warning andcaution message on PFDs.

07--17--12

REV 58, Oct 31/05


Vol. 2




(2) Glareshield, PULL UP /GRND PROX switch Press. . . . . . . . . . . . . . . . . . . . and hold for approximately 5

seconds and release to initiateGPWS long test.Check MFD indicationsoperational:

S TERRAIN TEST andTERRAIN DISPLAY FAILmessages and terraindisplay self-test patern.

Check EICAS indicationsoperational:

S GPWS FAIL, TERRAIN FAILand WINDSHEAR FAILstatus messages.


S GLIDESLOPE aural and

S GND PROX light.

Check mode 1 thru 4 andterrain operational:

S PULL UP and TERRAINaural warnings, and PULLUP light


S Altitude and advisorycallouts


S WINDSHEAR aural warning,WINDSHEAR warning andcaution message on PFDs.

Vol. 2

REV 58, Oct 31/05




Windshear Warning

Windshear warnings are indicated as follows:S WINDSHEAR warning message displayed on both PFDs and HGS combiner,

<0026>

S WINDSHEAR warning message displayed on both PFDs.

S WINDSHEAR warning message and alpha-margin indicator displayed on PFDs,

S Brief siren and then a “Windshear-Windshear-Windshear” voice aural.

Windshear guidance is indicated on the HGS as follows: <0026>

S Solid guidance cue and alpha-margin indicator displayed in HGS combiner, <0026>

S Declutter of the HGS combiner (HSI removed). <0026>

NOTE

The autopilot will automatically disconnect within two(2) seconds after a windshear warning.

Vol. 2

REV 58, Oct 31/05




Windshear Warning

Windshear warnings are indicated as follows:S WINDSHEAR warning message displayed on both PFDs and HGS combiner,

<0026>

S WINDSHEAR warning message displayed on both PFDs.

S WINDSHEAR warning message and alpha-margin indicator displayed on PFDs,

S Brief siren and then a “Windshear-Windshear-Windshear” voice aural.

Windshear guidance is indicated on the HGS as follows: <0026>

S Solid guidance cue and alpha-margin indicator displayed in HGS combiner, <0026>

S Declutter of the HGS combiner (HSI removed). <0026>

NOTE

The autopilot will automatically disconnect within two(2) seconds after a windshear warning.

07--17--14

REV 58, Oct 31/05


Vol. 2



Windshear Warning (Cont’d)

During take-off or Approach and Landing

(1) Thrust levers /TOGA switch Advance / press. . . . . . . . . . . . . . . . Advance thrust levers to

go-around thrust whilesimultaneously pressing eithertake-off / go-around (TOGA)switch.S Recovery guidance

commands are triggered byTOGA switch(es).

S Recovery guidancecommands override FDselections (FDs on/off).

S Recovery guidancecommands override all FDand HGS modes. <0026>

NOTEPilot-not-flying shall verify thefollowing:S Either TO/WS or GA/ WS is

displayed on both PFDs,and

S GA/ WS is displayed on bothPFDs, and HGS <0026>

S N1 indications are atgo-around thrust.

07--17--14

REV 58, Oct 31/05


Vol. 2




During take-off or Approach and Landing


go-around thrust whilesimultaneously pressing eithertake-off / go-around (TOGA)switch.S Recovery guidance

commands are triggered byTOGA switch(es).

S Recovery guidancecommands override FDselections (FDs on/off).

S Recovery guidancecommands override all FDand HGS modes. <0026>

NOTEPilot-not-flying shall verify thefollowing:S Either TO/WS or GA/ WS is

displayed on both PFDs,and

S GA/ WS is displayed on bothPFDs, and HGS <0026>


Vol. 2

REV 58, Oct 31/05





During take-off or Approach and Landing (Cont’d)

(2) Windshear recoveryguidance Follow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . commands presented on PFD:

commands presented on theHGS combiner or the PFD:<0026>

S Smooth and accurate flightcontrol inputs are required.

S Control pitch in a smoothand steady manner in orderto avoid excessiveover-shoot / under-shoot ofcommanded attitude.

S Continue to followcommands up to 1,500 feet.

NOTEStick shaker must berespected. Reduce pitchattitude sufficient to stopshaker.

(3) Airplaneconfiguration maintain. . . . . . . . . . . . . . . . . . . . . . . until positively out of windshear

condition:S Do not change flap, gear or

trim position untilWINDSHEAR warningmessage (PFD icon) isremoved and above 1,500feet AGL.

WARNING

If ground or obstacle contact is imminent, use allavailable engine thrust.

Vol. 2

REV 58, Oct 31/05





During take-off or Approach and Landing (Cont’d)

(2) Windshear recoveryguidance Follow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . commands presented on PFD:

commands presented on theHGS combiner or the PFD:<0026>

S Smooth and accurate flightcontrol inputs are required.

S Control pitch in a smoothand steady manner in orderto avoid excessiveover-shoot / under-shoot ofcommanded attitude.

S Continue to followcommands up to 1,500 feet.

NOTEStick shaker must berespected. Reduce pitchattitude sufficient to stopshaker.

(3) Airplaneconfiguration maintain. . . . . . . . . . . . . . . . . . . . . . . until positively out of windshear

condition:S Do not change flap, gear or

trim position untilWINDSHEAR warningmessage (PFD icon) isremoved and above 1,500feet AGL.

WARNING

If ground or obstacle contact is imminent, use allavailable engine thrust.

07--17--16

REV 58, Oct 31/05


Vol. 2




Windshear cautions are indicated as follows:S WINDSHEAR caution message and alpha-margin indicator on PFD.

During take-off:


go-around thrust whilesimultaneously pressing eithertake-off / go-around (TOGA)switch.S Go-around guidance

provided on PFD.

S Go-around guidanceprovided on HGS and PFDs.<0026>

NOTEPilot-not-flying shall verify thefollowing:S Either TO or GA is displayed

on both PFDs, and

S GA is displayed on the PFD,and HGS <0026>


(2) Flight director Follow. . . . . . . . . . . . . . . . . . . . . . . . go-around guidance.

(3) Current flapconfiguration Maintain. . . . . . . . . . . . . . . . . . . . . . . until:

S WINDSHEAR cautionmessage goes out, orairspeed is 200 KIAS.

07--17--16

REV 58, Oct 31/05


Vol. 2




Windshear cautions are indicated as follows:S WINDSHEAR caution message and alpha-margin indicator on PFD.

During take-off:



provided on PFD.



on both PFDs, and



(2) Flight director Follow. . . . . . . . . . . . . . . . . . . . . . . . go-around guidance.

(3) Current flapconfiguration Maintain. . . . . . . . . . . . . . . . . . . . . . . until:

S WINDSHEAR cautionmessage goes out, orairspeed is 200 KIAS.

Vol. 2

REV 58, Oct 31/05




Windshear Caution (Alert) (Cont’d)

During Approach and Landing:



provided on PFD.



on both PFDs, and



(2) Flight spoilers Confirm retracted. . . . . . . . . . . . . .(3) Normal go-around Initiate. . . . . . . . . . . . . . . . . . . .

Vol. 2

REV 58, Oct 31/05




Windshear Caution (Alert) (Cont’d)

During Approach and Landing:



provided on PFD.



on both PFDs, and



(2) Flight spoilers Confirm retracted. . . . . . . . . . . . . .(3) Normal go-around Initiate. . . . . . . . . . . . . . . . . . . .

07--17--18

REV 56, Jan 31/03


Vol. 2



07--17--18

REV 56, Jan 31/03


Vol. 2



Vol. 2

REV 58, Oct 31/05

07--18--1SUPPLEMENTARY PROCEDURESAural/Visual Warning System


GROUND PROXIMITY WARNINGS

Modes 1 through 4 alerts are indicated as follows:S LH and RH GPWS (red) light on, andS “PULL UP”, “SINK RATE”, “TERRAIN”, “DON’T SINK”, “TOO LOW GEAR”, “TOO LOW

FLAPS”, “TOO LOW TERRAIN” aurals.

Mode 5 glideslope alerts are indicated as follows:S LH and RH G/S (amber) light on, andS “GLIDESLOPE” aural.

Mode 6 minimums alerts are indicated as follows:S DH annunciator on PFDs and HGS combiner <0026>, andS “MINIMUMS” aural.

AURAL WARNING Action

PULL UPWhen PULL UP aural occurs:(1) Smoothly pull-up, apply engine thrust

and climb at best angle, until PULL UPaural goes out.

SINK RATE

TERRAIN

DON’T SINK

TOO LOW GEAR

TOO LOW TERRAIN

TOO LOW FLAPS

When the corresponding aural occurs:(1) Initiate corrective action.

NOTETOO LOW FLAPS aurals are disabled byselecting the GPWS/FLAP OVRD switchto OVRD when following approvedprocedures which specify landing withflaps selected other than 45°.

GLIDESLOPEWhen GLIDESLOPE aural occurs:(1) Initiate corrective action to fly airplane

back to proper approach glideslope.

NOTEGLIDESLOPE aurals are disabledfor the remainder of the approach bypressing the G/S switch once theairplane descends below 1000 feet AGL.

MINIMUMSWhen MINIMUMS aural occurs:(1) Confirm descending below minimum

approach height and initiate correctiveaction.

GROUND PROXIMITY ALERTING<0040>

Vol. 2

REV 58, Oct 31/05



GROUND PROXIMITY WARNINGS

Modes 1 through 4 alerts are indicated as follows:S LH and RH GPWS (red) light on, andS “PULL UP”, “SINK RATE”, “TERRAIN”, “DON’T SINK”, “TOO LOW GEAR”, “TOO LOW

FLAPS”, “TOO LOW TERRAIN” aurals.

Mode 5 glideslope alerts are indicated as follows:S LH and RH G/S (amber) light on, andS “GLIDESLOPE” aural.

Mode 6 minimums alerts are indicated as follows:S DH annunciator on PFDs and HGS combiner <0026>, andS “MINIMUMS” aural.

AURAL WARNING Action

PULL UPWhen PULL UP aural occurs:(1) Smoothly pull-up, apply engine thrust

and climb at best angle, until PULL UPaural goes out.

SINK RATE

TERRAIN

DON’T SINK

TOO LOW GEAR

TOO LOW TERRAIN

TOO LOW FLAPS

When the corresponding aural occurs:(1) Initiate corrective action.

NOTETOO LOW FLAPS aurals are disabled byselecting the GPWS/FLAP OVRD switchto OVRD when following approvedprocedures which specify landing withflaps selected other than 45°.

GLIDESLOPEWhen GLIDESLOPE aural occurs:(1) Initiate corrective action to fly airplane

back to proper approach glideslope.

NOTEGLIDESLOPE aurals are disabledfor the remainder of the approach bypressing the G/S switch once theairplane descends below 1000 feet AGL.

MINIMUMSWhen MINIMUMS aural occurs:(1) Confirm descending below minimum

approach height and initiate correctiveaction.

GROUND PROXIMITY ALERTING<0040>

07--18--2

REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESAural/Visual Warning System

Vol. 2


GROUND PROXIMITY WARNINGS <0040>

Ground proximity warnings are indicated as follows:S PULL UP switch on, accompanied by PULL UP, TERRAIN or OBSTACLE aural warnings.

S PULL UP switch on, accompanied by the following aurals: <0086>

S WHOOP, WHOOP, PULL UP or

S TERRAIN AHEAD PULL UP or

S OBSTACLE AHEAD PULL UP.

Procedures:S If a ground proximity warning occurs, disconnect the autopilot, immediately initiate a pull

up and advance thrust levers to maximum thrust, ensure that the flight spoilers are fullyretracted, ascend at the best climb angle, respecting stick shaker, until all alerts ceaseand it is confirmed that a safe ground clearance exists.

NOTE

Always respect stick shaker and use as the upper limitfor pitch attitude. Control pitch attitude in a smoothsteady manner to avoid overshooting the attitude atwhich stall warning is initiated.

GROUND PROXIMITY CAUTIONS <0040>

Ground proximity cautions are indicated as follows:S GND PROX switch on, accompanied by the following aurals:

S TERRAIN, TERRAIN AHEAD, OBSTACLE AHEAD, TOO LOW TERRAIN, TOOLOW GEAR, TOO LOW FLAPS, SINK RATE, DON’T SINK or GLIDESLOPE auralwarnings. <0086>

S GND PROX switch on, accompanied by TERRAIN, CAUTION TERRAIN, CAUTIONOBSTACLE, TOO LOW TERRAIN, TOO LOW GEAR, TOO LOW FLAPS, SINK RATE,DON’T SINK or GLIDESLOPE aural warnings.

Procedures:S When a ground proximity caution occurs, adjust airplane flight path until the alert ceases.

S “TOO LOW FLAPS” alerts may be cancelled by pressing the GRND PROX, FLAP switchwhen following approved procedures which specify landing with flaps selected to otherthan 45˚.

S “GLIDESLOPE” alerts may be cancelled by pressing the PULL UP / GND PROX switch.

07--18--2

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GROUND PROXIMITY WARNINGS <0040>

Ground proximity warnings are indicated as follows:S PULL UP switch on, accompanied by PULL UP, TERRAIN or OBSTACLE aural warnings.

S PULL UP switch on, accompanied by the following aurals: <0086>

S WHOOP, WHOOP, PULL UP or

S TERRAIN AHEAD PULL UP or

S OBSTACLE AHEAD PULL UP.

Procedures:S If a ground proximity warning occurs, disconnect the autopilot, immediately initiate a pull

up and advance thrust levers to maximum thrust, ensure that the flight spoilers are fullyretracted, ascend at the best climb angle, respecting stick shaker, until all alerts ceaseand it is confirmed that a safe ground clearance exists.

NOTE

Always respect stick shaker and use as the upper limitfor pitch attitude. Control pitch attitude in a smoothsteady manner to avoid overshooting the attitude atwhich stall warning is initiated.

GROUND PROXIMITY CAUTIONS <0040>

Ground proximity cautions are indicated as follows:S GND PROX switch on, accompanied by the following aurals:

S TERRAIN, TERRAIN AHEAD, OBSTACLE AHEAD, TOO LOW TERRAIN, TOOLOW GEAR, TOO LOW FLAPS, SINK RATE, DON’T SINK or GLIDESLOPE auralwarnings. <0086>

S GND PROX switch on, accompanied by TERRAIN, CAUTION TERRAIN, CAUTIONOBSTACLE, TOO LOW TERRAIN, TOO LOW GEAR, TOO LOW FLAPS, SINK RATE,DON’T SINK or GLIDESLOPE aural warnings.

Procedures:S When a ground proximity caution occurs, adjust airplane flight path until the alert ceases.

S “TOO LOW FLAPS” alerts may be cancelled by pressing the GRND PROX, FLAP switchwhen following approved procedures which specify landing with flaps selected to otherthan 45˚.

S “GLIDESLOPE” alerts may be cancelled by pressing the PULL UP / GND PROX switch.

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OVERSPEED

Overspeed warnings are indicated as follows:

S The Mach/airspeed warning clacker sounds until airspeed is reduced below VMO/MMO orVFE:

(1) Airspeed Reduce. . . . . . . . . . . . . . . . . . . . . . . . . . . . until less than VMO/MMO or VFE.

WINDSHEAR DETECTION AND WARNING SYSTEM

See Chapter 7, Section 17: SUPPLEMENTARY PROCEDURES-WINDSHEAR.

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM

TCAS Resolution Advisory During Flight:

Resolution advisories are indicated as follows:S Vertical maneuver commands (red/green arc) on vertical speed indicator,

S Threat level symbology (red square symbol) on multi-function display, includingclosure rates and relative altitude, and

S Vertical maneuver voice aurals.

CAUTION

Compliance with a TCAS resolution advisory isnecessary unless the pilot considers the maneuverunsafe to accomplish, or unless the pilot has accurateinformation about the cause of the resolution advisoryand can maintain safe separation from a nearbyairplane.

NOTEPilots must respond promptly to all resolutionadvisories.

During flight:

(2) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . .(3) Applicable maneuver Accomplish. . . . . . . . . . . . . immediately, adjusting engine

thrust as required.If an additional maneuver isindicated (e.g. a reversal), italso must be accomplishedimmediately.

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OVERSPEED

Overspeed warnings are indicated as follows:

S The Mach/airspeed warning clacker sounds until airspeed is reduced below VMO/MMO orVFE:

(1) Airspeed Reduce. . . . . . . . . . . . . . . . . . . . . . . . . . . . until less than VMO/MMO or VFE.

WINDSHEAR DETECTION AND WARNING SYSTEM

See Chapter 7, Section 17: SUPPLEMENTARY PROCEDURES-WINDSHEAR.

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM

TCAS Resolution Advisory During Flight:

Resolution advisories are indicated as follows:S Vertical maneuver commands (red/green arc) on vertical speed indicator,

S Threat level symbology (red square symbol) on multi-function display, includingclosure rates and relative altitude, and

S Vertical maneuver voice aurals.

CAUTION

Compliance with a TCAS resolution advisory isnecessary unless the pilot considers the maneuverunsafe to accomplish, or unless the pilot has accurateinformation about the cause of the resolution advisoryand can maintain safe separation from a nearbyairplane.


During flight:

(2) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . .(3) Applicable maneuver Accomplish. . . . . . . . . . . . . immediately, adjusting engine

thrust as required.If an additional maneuver isindicated (e.g. a reversal), italso must be accomplishedimmediately.

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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONT’D)

TCAS Resolution Advisory During Flight :

CAUTION

Once anRAmaneuverhas been initiated, themaneuvermust be continueduntil a “CLEAROFCONFLICT”auralcomes on.

If stabilized in approach:

(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . .(2) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .If RA is accompanied with a GPWS or STALL warning:

(1) Applicable RA maneuver Discontinue. . . . . . . . . .(2) Applicable recovery procedure(GPWS or STALL) Accomplish. . . . . . . . . . . . . . . .

When TCAS “Clear of Conflict” aural comes on:

(3) Airplane Re-position. . . . . . . . . . . . . . . . . . . . . . . . . . to assigned altitude.Traffic advisories are indicated as follows:S Threat level symbology on multi-function display,

including closure rate and relative altitude symbols and

S “TRAFFIC - TRAFFIC” voice aurals.

NOTE

The pilot should not initiate evasive maneuvers usinginformation from the traffic display only or on a trafficadvisory (TA) without visually sighting the traffic.

These displays and advisories are intended only forassistance in visually locating the traffic and lack theflight path trends necessary for use in evasivemaneuvering. However, while climbing or descending,modest changes in vertical speed based on trafficdisplay information is not considered evasivemaneuvering.

(1) Display control panel,TFC switch Press. . . . . . . . . . . . . . . . . . . . . . . . . . . . to select TCAS traffic display on

MFD.

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TCAS Resolution Advisory During Flight :

CAUTION

Once anRAmaneuverhas been initiated, themaneuvermust be continueduntil a “CLEAROFCONFLICT”auralcomes on.

If stabilized in approach:

(1) Autopilot Disconnect. . . . . . . . . . . . . . . . . . . . . . . . .(2) Go-around Initiate. . . . . . . . . . . . . . . . . . . . . . . . . . .If RA is accompanied with a GPWS or STALL warning:

(1) Applicable RA maneuver Discontinue. . . . . . . . . .(2) Applicable recovery procedure(GPWS or STALL) Accomplish. . . . . . . . . . . . . . . .

When TCAS “Clear of Conflict” aural comes on:

(3) Airplane Re-position. . . . . . . . . . . . . . . . . . . . . . . . . . to assigned altitude.Traffic advisories are indicated as follows:S Threat level symbology on multi-function display,

including closure rate and relative altitude symbols and

S “TRAFFIC - TRAFFIC” voice aurals.

NOTE

The pilot should not initiate evasive maneuvers usinginformation from the traffic display only or on a trafficadvisory (TA) without visually sighting the traffic.

These displays and advisories are intended only forassistance in visually locating the traffic and lack theflight path trends necessary for use in evasivemaneuvering. However, while climbing or descending,modest changes in vertical speed based on trafficdisplay information is not considered evasivemaneuvering.

(1) Display control panel,TFC switch Press. . . . . . . . . . . . . . . . . . . . . . . . . . . . to select TCAS traffic display on

MFD.

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TCAS Traffic Advisory During Flight

No Bearing Advisory

When the TCAS computer detects an intruder but does not receive valid bearing information, atraffic symbol will not be generated. This ‘‘No Bearing’’ advisory however, will be shown in the‘‘No Bearing Table’’, which is a two-line textural display, at the bottom of the TCAS traffic page onthe MFD.The first two RA or TA intruders with no valid bearing information are listed in this table with thetype (RA or TA), followed by the range and altitude. A slash separates the range from the altitudein a similar fashion as in the TCAS traffic display. A vertical speed trend arrowwill also bedisplayedif the trend is more than 500 feet per minute. The display (entire line) is shown in red if the intruderis an RA and yellow if the intruder is a TA.The ‘‘No Bearing Table’’ will remain blank if there are no intruders detected without valid bearinginformation.


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TCAS Traffic Advisory During Flight

No Bearing Advisory

When the TCAS computer detects an intruder but does not receive valid bearing information, atraffic symbol will not be generated. This ‘‘No Bearing’’ advisory however, will be shown in the‘‘No Bearing Table’’, which is a two-line textural display, at the bottom of the TCAS traffic page onthe MFD.The first two RA or TA intruders with no valid bearing information are listed in this table with thetype (RA or TA), followed by the range and altitude. A slash separates the range from the altitudein a similar fashion as in the TCAS traffic display. A vertical speed trend arrowwill also bedisplayedif the trend is more than 500 feet per minute. The display (entire line) is shown in red if the intruderis an RA and yellow if the intruder is a TA.The ‘‘No Bearing Table’’ will remain blank if there are no intruders detected without valid bearinginformation.


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07--19--1SUPPLEMENTARY PROCEDURESOperation at High Altitude Airports



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SUPPLEMENTARY PROCEDURESOperation at High Altitude Airports

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1. INTRODUCTION <0090>

This Supplement contains the limitations, procedures and performance data to be used whenoperating from high altitude airports.

The pressurization system has been designed for use at airport pressure altitudes above 8,000feet. The pressurization system limitations and procedures in this supplement (paragraphs 2.to 5.) therefore, must be used when operating at airport pressure altitudes above 8,000 feet.

When operating at airport pressure altitudes between 8,000 feet and 10,000 feet, theperformance data presented in Quick Reference Handbook, CSP--A022, Vol. 1 must be used.The performance data for operation at airport pressure altitudes above 10,000 feet is providedin HIGH ALTITUDE Supplement of the Quick Reference Handbook, CSP--A022, Vol. 1.

The effect of this supplement on the basic Flight Crew Operating Manual, CSP A--034, Vol. 2 isgiven in paragraphs 2 to 6.

2. LIMITATIONS <0090>

The limitations in Chapter 2 are applicable, except as modified by the following:A. Effectivity

This Supplement is applicable only to CL 600-2B19 airplanes equipped with CF34-3B1 engineswith the higher temperature flat rating (option <0068>), incorporating ServiceBulletin 601R 21---057(Air Conditioning --- Pressurization Control --- Aircraft Modification for High Altitude AirportOperation up to 13,000 Feet).

B. Pressurization System

S Manual control of the pressurization system is limited to the emergency andabnormal procedures given in the main body of the Flight Crew Operating Manual,CSP A--034, Vol. 2, which require the use of manual pressurization controlprocedures.

C. Altitude and Temperature Operating Limit

S The maximum airport pressure altitude for take-off and landing is 13,000 feet. Referto Figure 07--19--1 on the next page.

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1. INTRODUCTION <0090>

This Supplement contains the limitations, procedures and performance data to be used whenoperating from high altitude airports.

The pressurization system has been designed for use at airport pressure altitudes above 8,000feet. The pressurization system limitations and procedures in this supplement (paragraphs 2.to 5.) therefore, must be used when operating at airport pressure altitudes above 8,000 feet.

When operating at airport pressure altitudes between 8,000 feet and 10,000 feet, theperformance data presented in Quick Reference Handbook, CSP--A022, Vol. 1 must be used.The performance data for operation at airport pressure altitudes above 10,000 feet is providedin HIGH ALTITUDE Supplement of the Quick Reference Handbook, CSP--A022, Vol. 1.

The effect of this supplement on the basic Flight Crew Operating Manual, CSP A--034, Vol. 2 isgiven in paragraphs 2 to 6.

2. LIMITATIONS <0090>

The limitations in Chapter 2 are applicable, except as modified by the following:A. Effectivity

This Supplement is applicable only to CL 600-2B19 airplanes equipped with CF34-3B1 engineswith the higher temperature flat rating (option <0068>), incorporating ServiceBulletin 601R 21---057(Air Conditioning --- Pressurization Control --- Aircraft Modification for High Altitude AirportOperation up to 13,000 Feet).

B. Pressurization System

S Manual control of the pressurization system is limited to the emergency andabnormal procedures given in the main body of the Flight Crew Operating Manual,CSP A--034, Vol. 2, which require the use of manual pressurization controlprocedures.

C. Altitude and Temperature Operating Limit

S The maximum airport pressure altitude for take-off and landing is 13,000 feet. Referto Figure 07--19--1 on the next page.

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Altitude and Temperature Operating LimitsFigure 07--19--1

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Altitude and Temperature Operating LimitsFigure 07--19--1

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D. Operating Limitations

S Take-offs with the flaps set at 20_ are prohibited.


S Category II and Category IIIa operations are prohibited.

S Intermix engine operations are prohibited.

S Operation at airports with altimeter settings below 28.84 in Hg (977 hPa) barometricpressure is prohibited.

E. Avionics System

S Selection of the minimum descent altitude (MDA) to a setting higher than 14,990feet is prohibited.

3. EMERGENCY PROCEDURES <0090>

Modifications to the Emergency Procedures in Chapter 3 are embedded in the main body of theFlight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 --OPERATION AT HIGH ALTITUDE AIRPORTS.

4. NORMAL PROCEDURES <0090>

Modifications to theNormalProcedures inChapter 4 are embedded in themain bodyof theFlightCrew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 --OPERATION AT HIGH ALTITUDE AIRPORTS.

5. ABNORMAL PROCEDURES <0090>

Modifications to the Abnormal Procedures in Chapter 5 are embedded in the main body of theFlight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 --OPERATION AT HIGH ALTITUDE AIRPORTS.

6. PERFORMANCE <0090>

TheRegional Jet performance tables for operation at high altitude airports are found in theQuickReference Handbook, CSP--A022, Vol. 1.

7. SUPPLEMENTS AND SPECIAL OPERATIONS <0090>

The supplementary data presented in Chapter 7 and Chapter 8, are applicable, except asmodified by the following:Reduced Thrust Take--off Performance

The reduced thrust take-off performance data established in Chapter 8, Section 06, are notapplicable. The use of reduced thrust during take-off is prohibited.

Operation on Wet and Contaminated Runways

The data for operation on wet and contaminated runways established in Chapter 7, Section13 and Chapter 8, Section 02, are applicable, except as modified by the following:


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D. Operating Limitations



S Category II and Category IIIa operations are prohibited.

S Intermix engine operations are prohibited.

S Operation at airports with altimeter settings below 28.84 in Hg (977 hPa) barometricpressure is prohibited.

E. Avionics System

S Selection of the minimum descent altitude (MDA) to a setting higher than 14,990feet is prohibited.

3. EMERGENCY PROCEDURES <0090>

Modifications to the Emergency Procedures in Chapter 3 are embedded in the main body of theFlight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 --OPERATION AT HIGH ALTITUDE AIRPORTS.

4. NORMAL PROCEDURES <0090>

Modifications to theNormalProcedures inChapter 4 are embedded in themain bodyof theFlightCrew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 --OPERATION AT HIGH ALTITUDE AIRPORTS.

5. ABNORMAL PROCEDURES <0090>

Modifications to the Abnormal Procedures in Chapter 5 are embedded in the main body of theFlight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 --OPERATION AT HIGH ALTITUDE AIRPORTS.

6. PERFORMANCE <0090>

TheRegional Jet performance tables for operation at high altitude airports are found in theQuickReference Handbook, CSP--A022, Vol. 1.

7. SUPPLEMENTS AND SPECIAL OPERATIONS <0090>

The supplementary data presented in Chapter 7 and Chapter 8, are applicable, except asmodified by the following:Reduced Thrust Take--off Performance

The reduced thrust take-off performance data established in Chapter 8, Section 06, are notapplicable. The use of reduced thrust during take-off is prohibited.

Operation on Wet and Contaminated Runways

The data for operation on wet and contaminated runways established in Chapter 7, Section13 and Chapter 8, Section 02, are applicable, except as modified by the following:


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The Regional Jet performance tables for operation on wet and contaminated runways at highaltitude airports are found in the Quick Reference Handbook, CSP---A022, Vol. 1.

Flight With Landing Gear Down

The data for Flight With Landing Gear Down established in Chapter 8, Section 05, areapplicable, except as modified by the following:OPERATING LIMITATIONS

The data presented in paragraph ‘OPERATING LIMITATIONS’ are applicable, inaddition to the following:S Category II and Category IIIa approaches are prohibited.

S The flaps system must be fully operational.

MAXIMUM ALLOWABLE LANDING WEIGHT

Change first paragraph to read as follows:S The maximum allowable landing weight limited by climb requirements(Approach flaps 8_ / Landing Flaps 45_) derived from the Airplane FlightManual, Chapter 6: Landing Performance, must be reduced by 11.0%.

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The Regional Jet performance tables for operation on wet and contaminated runways at highaltitude airports are found in the Quick Reference Handbook, CSP---A022, Vol. 1.

Flight With Landing Gear Down

The data for Flight With Landing Gear Down established in Chapter 8, Section 05, areapplicable, except as modified by the following:OPERATING LIMITATIONS

The data presented in paragraph ‘OPERATING LIMITATIONS’ are applicable, inaddition to the following:S Category II and Category IIIa approaches are prohibited.

S The flaps system must be fully operational.

MAXIMUM ALLOWABLE LANDING WEIGHT

Change first paragraph to read as follows:S The maximum allowable landing weight limited by climb requirements(Approach flaps 8_ / Landing Flaps 45_) derived from the Airplane FlightManual, Chapter 6: Landing Performance, must be reduced by 11.0%.

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07--20--1SUPPLEMENTARY PROCEDURESAHRS Operation In

Localized Magnetic Field Anomalies



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SUPPLEMENTARY PROCEDURESAHRS Operation In


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1. INTRODUCTION

This supplement contains procedures to be used when operating from airports with localizedmagnetic field anomalies. These anomalies arise from the construction i.e. use of ferrousmetals for rigidity, or electrical/mechanical equipment operating beneath them, or groundequipment in close proximity to the aircraft.

The dual Attitude and Heading Reference System (AHRS) installed on the CRJ aircraftutilizes two flux valves to sense the Earth’s magnetic field for derivation of the aircraft’sheading. The flux valves are installed in the forward outward portion of the aircraft’s left andright wings. Due to their relative close proximity to the ground, the flux valves can beaffected by localized magnetic field anomalies. If one flux valve is affected, this can causethe presentation of the AHRS “HDG” comparator flag, and concurrently trigger the “EFISCOMP MON” caution message. This will occur if the EFIS Comparator Monitor determinesthat a heading split greater than 6 degrees has occurred between the LH and RH AHRS fluxvalves. If both flux valves are affected, this may cause a dual compass deviation that doesnot initiate the “HDG” flag and “EFIS COMP MON” caution message.

When the EFIS COMP MON caution message is displayed in conjunction with the HDGcomparator flag during ground operations, magnetic interference from proximate groundequipment or localized magnetic field anomalies could be responsible. When such acondition is experienced, it is recommended the flight crew accomplish a compass systemrapid or manual alignment. If the messages can be cleared by accomplishing thisprocedure, the aircraft maybe dispatched.

2. RAPID ALIGNMENT PROCEDURE

To determine if the messages are caused by localized magnetic anomalies, proximateground equipment, or if an actual system failure has occurred, carry out the rapid alignmentprocedure that follows:

(1) COMPASS switch selections Check. . . . . . . . . . . . if both switches are set to MAG,proceed to step (2).

One of the COMPASS switches is set to DG:

S Applicable COMPASS switch MAG. . . . . . . . . . . . and check that the headingimmediately slews to theheading displayed for thesystem already in MAG mode.

HDG flag and EFIS COMP MON caution message still persist:

S Proceed to step (2); otherwise, proceed normally.

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1. INTRODUCTION

This supplement contains procedures to be used when operating from airports with localizedmagnetic field anomalies. These anomalies arise from the construction i.e. use of ferrousmetals for rigidity, or electrical/mechanical equipment operating beneath them, or groundequipment in close proximity to the aircraft.

The dual Attitude and Heading Reference System (AHRS) installed on the CRJ aircraftutilizes two flux valves to sense the Earth’s magnetic field for derivation of the aircraft’sheading. The flux valves are installed in the forward outward portion of the aircraft’s left andright wings. Due to their relative close proximity to the ground, the flux valves can beaffected by localized magnetic field anomalies. If one flux valve is affected, this can causethe presentation of the AHRS “HDG” comparator flag, and concurrently trigger the “EFISCOMP MON” caution message. This will occur if the EFIS Comparator Monitor determinesthat a heading split greater than 6 degrees has occurred between the LH and RH AHRS fluxvalves. If both flux valves are affected, this may cause a dual compass deviation that doesnot initiate the “HDG” flag and “EFIS COMP MON” caution message.

When the EFIS COMP MON caution message is displayed in conjunction with the HDGcomparator flag during ground operations, magnetic interference from proximate groundequipment or localized magnetic field anomalies could be responsible. When such acondition is experienced, it is recommended the flight crew accomplish a compass systemrapid or manual alignment. If the messages can be cleared by accomplishing thisprocedure, the aircraft maybe dispatched.

2. RAPID ALIGNMENT PROCEDURE

To determine if the messages are caused by localized magnetic anomalies, proximateground equipment, or if an actual system failure has occurred, carry out the rapid alignmentprocedure that follows:

(1) COMPASS switch selections Check. . . . . . . . . . . . if both switches are set to MAG,proceed to step (2).

One of the COMPASS switches is set to DG:

S Applicable COMPASS switch MAG. . . . . . . . . . . . and check that the headingimmediately slews to theheading displayed for thesystem already in MAG mode.

HDG flag and EFIS COMP MON caution message still persist:

S Proceed to step (2); otherwise, proceed normally.

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(2) Aircraft Reposition. . . . . . . . . . . . . . . . . . . . . . . . . . . away from the magneticmaterials

ORhave ground equipment movedas necessary.

(3) EFIS andstandby instruments Cross check. . . . . . . . . . . . . . to determine which AHRS has

been affected.

(4) Affected AHRSCOMPASS switch Select. . . . . . . . . . . . . . . . . . . . . to DG and then back to MAG.

Verify EFIS COMP MON cautionmessage is not displayed.

NOTE

1. It may be necessary to perform this procedure for both of the AHRSas the anomalies may have affected both systems, although todifferent degrees.

2. If the caution message remains and it is known that the aircraft hasbeen removed from all sources of magnetic anomalies, a systemfailure has occurred.

3. MANUAL ALIGNMENT PROCEDURE (On Runways Without a Time Constraint)

If it is not possible to remove the aircraft from all sources of magnetic anomalies, and therapid alignment procedure cannot correct the heading miscompare condition, a manualalignment procedure must be used.

Monitor the displays for heading errors or for reappearance of the EFIS COMP MON cautionmessage and the HDG flag during taxi, up to and including taking position on the activerunway. If the heading is in error or the EFIS COMP MON caution message reappears,verify the message continues due to localized electromagnetic anomalies by performing themanual alignment procedure that follows:

(1) Two heading readouts Cross check. . . . . . . . . . . . PFD 1 and PFD 2, with standbycompass. If necessary switchthe affected AHRS compassswitch to DG mode and thenslew to compass heading orrunway reference heading (asappropriate). Verify EFISCOMP MON caution messageand HDG flag are notdisplayed.

(2) COMPASS switch(es) DG mode. . . . . . . . . . . . . . . Just prior to take-offverify EFIS COMP MON cautionmessage is not displayed andindicated heading agrees withrunway heading.

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(2) Aircraft Reposition. . . . . . . . . . . . . . . . . . . . . . . . . . . away from the magneticmaterials

ORhave ground equipment movedas necessary.

(3) EFIS andstandby instruments Cross check. . . . . . . . . . . . . . to determine which AHRS has

been affected.

(4) Affected AHRSCOMPASS switch Select. . . . . . . . . . . . . . . . . . . . . to DG and then back to MAG.

Verify EFIS COMP MON cautionmessage is not displayed.

NOTE

1. It may be necessary to perform this procedure for both of the AHRSas the anomalies may have affected both systems, although todifferent degrees.

2. If the caution message remains and it is known that the aircraft hasbeen removed from all sources of magnetic anomalies, a systemfailure has occurred.

3. MANUAL ALIGNMENT PROCEDURE (On Runways Without a Time Constraint)

If it is not possible to remove the aircraft from all sources of magnetic anomalies, and therapid alignment procedure cannot correct the heading miscompare condition, a manualalignment procedure must be used.

Monitor the displays for heading errors or for reappearance of the EFIS COMP MON cautionmessage and the HDG flag during taxi, up to and including taking position on the activerunway. If the heading is in error or the EFIS COMP MON caution message reappears,verify the message continues due to localized electromagnetic anomalies by performing themanual alignment procedure that follows:

(1) Two heading readouts Cross check. . . . . . . . . . . . PFD 1 and PFD 2, with standbycompass. If necessary switchthe affected AHRS compassswitch to DG mode and thenslew to compass heading orrunway reference heading (asappropriate). Verify EFISCOMP MON caution messageand HDG flag are notdisplayed.

(2) COMPASS switch(es) DG mode. . . . . . . . . . . . . . . Just prior to take-offverify EFIS COMP MON cautionmessage is not displayed andindicated heading agrees withrunway heading.

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(3) AFTER TAKE-OFF procedure Complete. . . . . . . . Refer to AFTER TAKE-OFFprocedure in this supplement.

4. TAKE--OFF FROM RUNWAYS WITH KNOWN MAGNETIC ANOMALIES

When departing from specified runways where known local magnetic fields and magneticanomalies cause EFIS COMP MON caution message and the HDG comparator flag toappear, the following procedure may be used within 10 minutes of departure.

NOTE

Prior to taking position on the runway, and immediately prior tocommencing the take-off verify that EFIS COMP MON cautionmessage and the HDG comparator flag are not displayed on theirrespective screens.

(1) COMPASS switch DG mode. . . . . . . . . . . . . . . . . .

(2) SLEW switch Slew. . . . . . . . . . . . . . . . . . . . . . . . . . Align the primary compassheading representation on thePFDs to the standby compassheading.

(3) Two heading readouts Cross check. . . . . . . . . . . . When the aircraft lined up onthe runway, compared PFD1,PFD2 and standby compasswith the published heading forthat runway, and align asrequired. Verify EFIS COMPMON caution message andHDG flag are not displayedimmediately prior tocommencing the take---off.

5. AFTER TAKE-OFF

(1) COMPASS switches MAG mode. . . . . . . . . . . . . . . confirm while in straight, level,nonaccelerating or deceleratingflight (one at a time if both inDG mode). Also verify thatneither the EFIS COMP MONcaution message or HDG flagare displayed.

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(3) AFTER TAKE-OFF procedure Complete. . . . . . . . Refer to AFTER TAKE-OFFprocedure in this supplement.

4. TAKE--OFF FROM RUNWAYS WITH KNOWN MAGNETIC ANOMALIES

When departing from specified runways where known local magnetic fields and magneticanomalies cause EFIS COMP MON caution message and the HDG comparator flag toappear, the following procedure may be used within 10 minutes of departure.

NOTE

Prior to taking position on the runway, and immediately prior tocommencing the take-off verify that EFIS COMP MON cautionmessage and the HDG comparator flag are not displayed on theirrespective screens.

(1) COMPASS switch DG mode. . . . . . . . . . . . . . . . . .

(2) SLEW switch Slew. . . . . . . . . . . . . . . . . . . . . . . . . . Align the primary compassheading representation on thePFDs to the standby compassheading.

(3) Two heading readouts Cross check. . . . . . . . . . . . When the aircraft lined up onthe runway, compared PFD1,PFD2 and standby compasswith the published heading forthat runway, and align asrequired. Verify EFIS COMPMON caution message andHDG flag are not displayedimmediately prior tocommencing the take---off.

5. AFTER TAKE-OFF

(1) COMPASS switches MAG mode. . . . . . . . . . . . . . . confirm while in straight, level,nonaccelerating or deceleratingflight (one at a time if both inDG mode). Also verify thatneither the EFIS COMP MONcaution message or HDG flagare displayed.

07--20--4

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07--20--4

REV 56, Jan 31/03



Vol. 2


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Vol. 2

REV 56, Jan 31/03

07--21--1SUPPLEMENTARY PROCEDURESFuel Feed Check Valve Test



Vol. 2

REV 56, Jan 31/03




07--21--2

REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESFuel Feed Check Valve Test

Vol. 2



07--21--2

REV 58, Oct 31/05


Vol. 2



Vol. 2

REV 58, Oct 31/05



1. INTRODUCTION <JAA>

The data in this supplement must be used to conduct the fuel feed check valve test.

These data complement or supersede data contained in the basic Airplane Flight Manual.This supplement must therefore be read in conjunction with the basic Airplane Flight Manual.

The effect of this supplement on the basic Airplane Flight Manual is given below.

2. LIMITATIONS <JAA>

The limitations in Chapter 2 are applicable.

3. EMERGENCY PROCEDURES <JAA>

The emergency procedures in Chapter 3 are applicable.4. NORMAL PROCEDURES <JAA>


(1) Cleared to Start Check

S Add the following details to the applicable engine start procedure:

Before starting the other engine:

(11) Fuel feed checkvalve test Complete. . . . . . . . . . . . . . . . . . . . . . . . . First flight of the day.

(a) L and R BOOST PUMPswitches Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . S FUEL LO PRESS caution

message on for thenon-started engine.

If after two (2) minutes and the FUEL LO PRESS caution message is still notdisplayed for the non-started engine:

(b) Non-startedengine Dry motor (30 seconds max.). . . . . . . Applicable FUEL LO PRESS

caution message should bedisplayed during motoring asthe residual fuel pressure isreduced.

NOTEAbsence of the FUEL LO PRESS caution message onthe EICAS is an indication that the fuel feed check valvehas failed in the open position, operation of the engineis not recommended with this failure.

(c) L and R BOOST PUMPswitches ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . S L and R FUEL PUMP ON

advisory messages comeon.

S FUEL LO PRESS cautionmessage(s) out.

Vol. 2

REV 58, Oct 31/05



1. INTRODUCTION <JAA>

The data in this supplement must be used to conduct the fuel feed check valve test.

These data complement or supersede data contained in the basic Airplane Flight Manual.This supplement must therefore be read in conjunction with the basic Airplane Flight Manual.

The effect of this supplement on the basic Airplane Flight Manual is given below.

2. LIMITATIONS <JAA>

The limitations in Chapter 2 are applicable.

3. EMERGENCY PROCEDURES <JAA>

The emergency procedures in Chapter 3 are applicable.4. NORMAL PROCEDURES <JAA>


(1) Cleared to Start Check

S Add the following details to the applicable engine start procedure:

Before starting the other engine:


(a) L and R BOOST PUMPswitches Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . S FUEL LO PRESS caution

message on for thenon-started engine.

If after two (2) minutes and the FUEL LO PRESS caution message is still notdisplayed for the non-started engine:

(b) Non-startedengine Dry motor (30 seconds max.). . . . . . . Applicable FUEL LO PRESS


NOTEAbsence of the FUEL LO PRESS caution message onthe EICAS is an indication that the fuel feed check valvehas failed in the open position, operation of the engineis not recommended with this failure.

(c) L and R BOOST PUMPswitches ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . S L and R FUEL PUMP ON

advisory messages comeon.

S FUEL LO PRESS cautionmessage(s) out.

07--21--2

REV 58, Oct 31/05


Vol. 2


4. NORMAL PROCEDURES (CONT’D) <JAA>

2. Shutdown Check

S Add the following details to step (3) of the shutdown check:

On the first shutdown of the day:


(a) Engine that was started first Shutdown. . . . . S L and R FUEL PUMP ONadvisory messages comeon.

S L and R BOOST PUMP ONlights come on.

(b) L and R BOOST PUMPswitches Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . S FUEL LO PRESS caution

message on for theshutdown engine.

S L and R BOOST PUMPINOP lights come on.

If after two (2) minutes and the FUEL LO PRESS caution message is still notdisplayed for the shutdown engine:

(c) Shutdownengine Dry motor (30 seconds max.). . . . . . . Applicable FUEL LO PRESS


NOTEAbsence of the FUEL LO PRESS caution message onthe EICAS is an indication that the fuel feed check valvehas failed in the open position.

(d) Other engine Shutdown. . . . . . . . . . . . . . . . . .

5. ABNORMAL PROCEDURES <JAA>


6. PERFORMANCE <JAA>

The performance data in Chapter 6 are applicable.

7. SUPPLEMENTS <JAA>

The supplementary data in Chapter 7 are applicable.

07--21--2

REV 58, Oct 31/05


Vol. 2


4. NORMAL PROCEDURES (CONT’D) <JAA>

2. Shutdown Check

S Add the following details to step (3) of the shutdown check:

On the first shutdown of the day:


(a) Engine that was started first Shutdown. . . . . S L and R FUEL PUMP ONadvisory messages comeon.

S L and R BOOST PUMP ONlights come on.

(b) L and R BOOST PUMPswitches Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . S FUEL LO PRESS caution

message on for theshutdown engine.

S L and R BOOST PUMPINOP lights come on.

If after two (2) minutes and the FUEL LO PRESS caution message is still notdisplayed for the shutdown engine:

(c) Shutdownengine Dry motor (30 seconds max.). . . . . . . Applicable FUEL LO PRESS


NOTEAbsence of the FUEL LO PRESS caution message onthe EICAS is an indication that the fuel feed check valvehas failed in the open position.

(d) Other engine Shutdown. . . . . . . . . . . . . . . . . .

5. ABNORMAL PROCEDURES <JAA>


6. PERFORMANCE <JAA>

The performance data in Chapter 6 are applicable.

7. SUPPLEMENTS <JAA>

The supplementary data in Chapter 7 are applicable.

Vol. 2

REV 57, Apr 05/04

07--23--1SUPPLEMENTARY PROCEDURESSuper--Cooled Large Droplet Icing


1. ICING CONDITIONS

Icing conditions exist when the total air temperature is below 10_C (50_F) and visiblemoisture is present in any form. This includes cloud, fog, mist, rain, snow, sleet and icecrystals. Regardless of visible ambient moisture and temperature clues, icing conditions alsoexist when there are visible signs of ice accumulation on the airplane or when the ICEcautionary message is displayed.

2. CLOUD FORMS

In discussion of icing, cloud types can be categorized into two general classifications;stratiform (layer type clouds) or cumuliform (rising, thunderstorm) clouds. The certificationrequirements define icing envelopes conforming to these cloud types corresponding tocontinuous (stratiform) icing and intermittent (cumulus) icing types.

3. ICING PROCESS

Icing results from super-cooled water droplets that remain in a liquid state at temperaturesbelow freezing. In general, leading edge structures passing through such conditions willcause a certain number of these droplets to impact the leading edge surface and freeze. Arelatively large or bluff body will generate a large pressure wave ahead of the leading edgewhich forces the air and many of the smaller droplets around it. Only droplets with sufficientmass and inertia will impact the surface and freeze. Conversely, a narrow leading edgeradius generates a smaller pressure wave and so collects more of the lower mass inertiadroplets. Ice will thus tend to accumulate at a greater rate on the (smaller narrower) tailleading surfaces. Ice will also tend to accumulate in greater quantities and cover a largerpart of the leading edge if the ambient liquid water droplets are relatively large.

4. ICE FORM

Three recognizable ice forms exist; rime ice (opaque), clear ice and frost. It is also commonto observe mixed form icing comprising of mixed glaze and rime ice forms.

S Rime ice is rough and opaque in appearance and generally forms a pointed orstreamlined shape on the leading edge.

S Clear ice is transparent and often produces a wedge shape or concave ice shape withdouble horns. This is caused by partial run back of the impinging water droplets topositions aft of the stagnation point. Ice initially forms here as a thin layer of sandpaperice which then grows to form the glaze horns.

S Frost may form as a thin layer of crystalline ice on all exposed airplane surfaces. Frost isgenerally associated with ground operations.

5. SUPER--COOLED LARGE DROPLET ICING CONDITIONS

Super-cooled large droplet conditions are distinct from the icing described above because ofthe propensity for the ambient liquid water to be contained in droplets of relatively largemass and inertia. This causes a larger proportion of the water to impact the leading edgesurfaces. In addition, the droplets impacting the surface will do so further aft than smallerdroplets. On the protected wing surfaces this may result in formation of ice ridges on thetrailing edges of the slats.

Vol. 2

REV 57, Apr 05/04

07--23--1SUPPLEMENTARY PROCEDURESSuper--Cooled Large Droplet Icing


1. ICING CONDITIONS

Icing conditions exist when the total air temperature is below 10_C (50_F) and visiblemoisture is present in any form. This includes cloud, fog, mist, rain, snow, sleet and icecrystals. Regardless of visible ambient moisture and temperature clues, icing conditions alsoexist when there are visible signs of ice accumulation on the airplane or when the ICEcautionary message is displayed.

2. CLOUD FORMS

In discussion of icing, cloud types can be categorized into two general classifications;stratiform (layer type clouds) or cumuliform (rising, thunderstorm) clouds. The certificationrequirements define icing envelopes conforming to these cloud types corresponding tocontinuous (stratiform) icing and intermittent (cumulus) icing types.

3. ICING PROCESS

Icing results from super-cooled water droplets that remain in a liquid state at temperaturesbelow freezing. In general, leading edge structures passing through such conditions willcause a certain number of these droplets to impact the leading edge surface and freeze. Arelatively large or bluff body will generate a large pressure wave ahead of the leading edgewhich forces the air and many of the smaller droplets around it. Only droplets with sufficientmass and inertia will impact the surface and freeze. Conversely, a narrow leading edgeradius generates a smaller pressure wave and so collects more of the lower mass inertiadroplets. Ice will thus tend to accumulate at a greater rate on the (smaller narrower) tailleading surfaces. Ice will also tend to accumulate in greater quantities and cover a largerpart of the leading edge if the ambient liquid water droplets are relatively large.

4. ICE FORM

Three recognizable ice forms exist; rime ice (opaque), clear ice and frost. It is also commonto observe mixed form icing comprising of mixed glaze and rime ice forms.

S Rime ice is rough and opaque in appearance and generally forms a pointed orstreamlined shape on the leading edge.

S Clear ice is transparent and often produces a wedge shape or concave ice shape withdouble horns. This is caused by partial run back of the impinging water droplets topositions aft of the stagnation point. Ice initially forms here as a thin layer of sandpaperice which then grows to form the glaze horns.

S Frost may form as a thin layer of crystalline ice on all exposed airplane surfaces. Frost isgenerally associated with ground operations.

5. SUPER--COOLED LARGE DROPLET ICING CONDITIONS

Super-cooled large droplet conditions are distinct from the icing described above because ofthe propensity for the ambient liquid water to be contained in droplets of relatively largemass and inertia. This causes a larger proportion of the water to impact the leading edgesurfaces. In addition, the droplets impacting the surface will do so further aft than smallerdroplets. On the protected wing surfaces this may result in formation of ice ridges on thetrailing edges of the slats.

07--23--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDURESSuper--Cooled Large Droplet Icing

Vol. 2


6. RECOGNITION OF SUPER--COOLED LARGE DROPLET ICING CONDITIONS

It is known that super-cooled large droplet (SLD) may be prevalent in pristine atmospherestypical of coastal maritime environments, however, there are no defined means for priorindication of SLD icing conditions or for differentiating SLD from other icing conditions.

The presence of SLD can only be determined by observation of the resulting iceaccumulation on unprotected surfaces.

The indicator for differentiating SLD icing is observation of ice accumulation on the flightcompartment (cockpit) side windows. Any ice accumulation on the side windows should betaken as the indication that SLD icing conditions are present.

7. PROCEDURES

Operation in SLD icing conditions is prohibited. Following recognition of SLD icing conditionsby observation of side window icing, the engine cowl and wing anti-icing systems must beactivated. Even with anti-icing systems being active, it is necessary to leave SLD icingconditions immediately.

After leaving SLD icing conditions, the wing leading edges and unheated wing upper surfaceaft of the leading edges should be observed for signs of ice formation. If ice is observed onor aft of the leading edges, then the Ice Dispersal Procedure (Refer to ABNORMALPROCEDURES -- ICE AND RAIN PROTECTION -- ICE DISPERSAL) should beaccomplished.

07--23--2

REV 57, Apr 05/04

SUPPLEMENTARY PROCEDURESSuper--Cooled Large Droplet Icing

Vol. 2


6. RECOGNITION OF SUPER--COOLED LARGE DROPLET ICING CONDITIONS

It is known that super-cooled large droplet (SLD) may be prevalent in pristine atmospherestypical of coastal maritime environments, however, there are no defined means for priorindication of SLD icing conditions or for differentiating SLD from other icing conditions.

The presence of SLD can only be determined by observation of the resulting iceaccumulation on unprotected surfaces.

The indicator for differentiating SLD icing is observation of ice accumulation on the flightcompartment (cockpit) side windows. Any ice accumulation on the side windows should betaken as the indication that SLD icing conditions are present.

7. PROCEDURES

Operation in SLD icing conditions is prohibited. Following recognition of SLD icing conditionsby observation of side window icing, the engine cowl and wing anti-icing systems must beactivated. Even with anti-icing systems being active, it is necessary to leave SLD icingconditions immediately.

After leaving SLD icing conditions, the wing leading edges and unheated wing upper surfaceaft of the leading edges should be observed for signs of ice formation. If ice is observed onor aft of the leading edges, then the Ice Dispersal Procedure (Refer to ABNORMALPROCEDURES -- ICE AND RAIN PROTECTION -- ICE DISPERSAL) should beaccomplished.

Vol. 2

REV 58, Oct 31/05

07--24--1SUPPLEMENTARY PROCEDURESNoise Characteristics


1. Introduction

This supplement contains the noise characteristics data for the CL 600---2B19 airplane, whichare required to comply with the following:S AWM Chapter 516, Change 516-07;

S FAR 36, Amendment 36-24; and

S ICAO Annex 16, Volume 1, Chapter 3, Amendment 7.

The effect of this supplement on the basic Airplane Flight Manual is given below:2. Limitations

The limitations in Chapter 2 are applicable.3. Emergency Procedures

The emergency procedures in Chapter 3 are applicable.4. Normal Procedures

The normal procedures in Chapter 4 are applicable.5. Abnormal Procedures

The abnormal procedures in Chapter 5 are applicable.6. Performance

The performance data in Chapter 6 are applicable.7. NOISE CHARACTERISTICS

A. Certificate Airplane Configuration

Compliance has been demonstrated in the following configuration:(1) Flyover and Lateral Noise Levels

Flyover and lateral noise levels were obtained in the following configuration:S Maximum take-off weight:

kg lb Option Code

21,523 47,450 <TYPE SPEC>

21,995 48,491 <0075 (JAA)>

22,995 50,695 <0076 (JAA)>

23,133 51,000 <0002>

23,587 52,000 <0089>

23,995 52,900 <0004 (JAA)> & <0004 (JCAB)>

24,040 53,000 <0004>

S Climb speed V2 + 10 KIAS

Vol. 2

REV 58, Oct 31/05



1. Introduction

This supplement contains the noise characteristics data for the CL 600---2B19 airplane, whichare required to comply with the following:S AWM Chapter 516, Change 516-07;

S FAR 36, Amendment 36-24; and

S ICAO Annex 16, Volume 1, Chapter 3, Amendment 7.

The effect of this supplement on the basic Airplane Flight Manual is given below:2. Limitations

The limitations in Chapter 2 are applicable.3. Emergency Procedures

The emergency procedures in Chapter 3 are applicable.4. Normal Procedures

The normal procedures in Chapter 4 are applicable.5. Abnormal Procedures

The abnormal procedures in Chapter 5 are applicable.6. Performance

The performance data in Chapter 6 are applicable.7. NOISE CHARACTERISTICS

A. Certificate Airplane Configuration

Compliance has been demonstrated in the following configuration:(1) Flyover and Lateral Noise Levels

Flyover and lateral noise levels were obtained in the following configuration:S Maximum take-off weight:

kg lb Option Code

21,523 47,450 <TYPE SPEC>

21,995 48,491 <0075 (JAA)>

22,995 50,695 <0076 (JAA)>

23,133 51,000 <0002>

23,587 52,000 <0089>

23,995 52,900 <0004 (JAA)> & <0004 (JCAB)>

24,040 53,000 <0004>

S Climb speed V2 + 10 KIAS

07--24--2

REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESNoise Characteristics

Vol. 2


S Flaps setting 20 degrees

S APU Off

S Air-conditioning packs Off

S Wing and cowl anti-ice Off

S Normal take-off thrust (both engines operating), cutback height as listed inparagraph B.

(2) Approach Noise Levels

Landing approach noise levels were established as per the followingconfiguration:

S Glideslope 3 degrees

S Landing gear Down

S Landing weight:

kg lb Option Code

20,276 44,700 <BASELINE>

21,205 46,750 <0069>

21,319 47,000 <TYPE SPEC>

S Approach speed VREF + 10 KIAS


S APU On



B. Certificated Noise Levels

The demonstrated effective perceived noise levels (EPNdB), noise limits and margins ofcompliance are as listed below:

07--24--2

REV 58, Oct 31/05


Vol. 2



S APU Off



S Normal take-off thrust (both engines operating), cutback height as listed inparagraph B.

(2) Approach Noise Levels

Landing approach noise levels were established as per the followingconfiguration:

S Glideslope 3 degrees

S Landing gear Down

S Landing weight:

kg lb Option Code

20,276 44,700 <BASELINE>

21,205 46,750 <0069>

21,319 47,000 <TYPE SPEC>

S Approach speed VREF + 10 KIAS


S APU On



B. Certificated Noise Levels

The demonstrated effective perceived noise levels (EPNdB), noise limits and margins ofcompliance are as listed below:

Vol. 2

REV 58, Oct 31/05



CF 34--3A1

OptionCutback Measured Points

OptionCode Weight Height

(ft) Description Noise Limit MeasuredLevel

Margin

21,523 kg(47 450 lb)

Flyover 89.0 76.0 13.0

<TYPE(47,450 lb)MTOW Lateral 94.0 82.4 11.6<TYPE

SPEC>MTOW20,276 kg(44 700 lb)

1873 Approach 98.0 92.2 5.8(44,700 lb)

MLW Compliance with ICAO Annex 16 Vol.1, Chap 4 20.4

21,995 kg(48 491 lb)

Flyover 89.0 77.2 11.8

<JAA, 0069,(48,491 lb)MTOW Lateral 94.0 82.3 11.7<JAA, 0069,

0075>MTOW21,205 kg(46 750 lb)

1799 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.3 12.7


0073, 0075>MTOW21,205 kg(46 750 lb)

2004 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 78.6 10.4


0076>MTOW21,205 kg(46 750 lb)

1643 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0073, 0076>MTOW21,205 kg(46 750 lb)

1850 Approach 98.0 92.1 5.9(46,750 lb)


23,133 kg(51 000 lb)

Flyover 89.0 78.8 10.2

<0002,(51,000 lb)MTOW Lateral 94.0 82.2 11.8<0002,

0069>MTOW21,205 kg(46 750 lb)

1621 Approach 98.0 92.1 5.9(46,750 lb)


23,995 kg(52 900 lb)

Flyover 89.0 80.2 8.8

<JAA, JCAB,

(52,900 lb)MTOW Lateral 94.0 82.1 11.9<JAA, JCAB,

0004, 0069>MTOW21,205 kg(46 750 lb)

1536 Approach 98.0 92.1 5.9(46,750 lb)


Vol. 2

REV 58, Oct 31/05



CF 34--3A1

OptionCutback Measured Points

OptionCode Weight Height

(ft) Description Noise Limit MeasuredLevel

Margin

21,523 kg(47 450 lb)

Flyover 89.0 76.0 13.0

<TYPE(47,450 lb)MTOW Lateral 94.0 82.4 11.6<TYPE

SPEC>MTOW20,276 kg(44 700 lb)

1873 Approach 98.0 92.2 5.8(44,700 lb)


21,995 kg(48 491 lb)

Flyover 89.0 77.2 11.8


0075>MTOW21,205 kg(46 750 lb)

1799 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.3 12.7


0073, 0075>MTOW21,205 kg(46 750 lb)

2004 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 78.6 10.4


0076>MTOW21,205 kg(46 750 lb)

1643 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0073, 0076>MTOW21,205 kg(46 750 lb)

1850 Approach 98.0 92.1 5.9(46,750 lb)


23,133 kg(51 000 lb)

Flyover 89.0 78.8 10.2

<0002,(51,000 lb)MTOW Lateral 94.0 82.2 11.8<0002,

0069>MTOW21,205 kg(46 750 lb)

1621 Approach 98.0 92.1 5.9(46,750 lb)


23,995 kg(52 900 lb)

Flyover 89.0 80.2 8.8

<JAA, JCAB,

(52,900 lb)MTOW Lateral 94.0 82.1 11.9<JAA, JCAB,

0004, 0069>MTOW21,205 kg(46 750 lb)

1536 Approach 98.0 92.1 5.9(46,750 lb)


07--24--4

REV 58, Oct 31/05


Vol. 2


CF 34--3A1

OptionCode Margin

Measured PointsCutbackHeight(ft)

WeightOptionCode MarginMeasured

LevelNoise LimitDescription

CutbackHeight(ft)

Weight

24,040 kg(53 000 lb)

Flyover 89.0 80.3 8.7

<0004,(53,000 lb)MTOW Lateral 94.0 82.1 11.9<0004,

0069>MTOW21,205 kg(46 750 lb)

1536 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 77.2 11.8

<0075(48,491 lb)MTOW Lateral 94.0 82.3 11.7<0075

(JAA)>MTOW21,319 kg(47 000 lb)

1799 Approach 98.0 92.1 5.9(47,000 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.0 12.7

<JAA,(48,491 lb)MTOW Lateral 94.0 82.4 11.6,

0073,0075>

MTOW21,319 kg(47 000 lb)

2004 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 78.6 10.4

<0076(50,695 lb)MTOW Lateral 94.0 82.2 11.8<0076

(JAA)>MTOW21,319 kg(47 000 lb)

1643 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4

<JAA,(50,695 lb)MTOW Lateral 94.0 82.3 11.7<JAA,

0073, 0076>MTOW21,319 kg(47 000 lb)

1850 Approach 98.0 92.1 5.9(47,000 lb)


23,133 kg(51 000 lb)

Flyover 89.0 78.8 10.2

<0002>

(51,000 lb)MTOW Lateral 94.0 82.2 11.8

<0002>MTOW21,319 kg(47 000 lb)

1621 Approach 98.0 92.1 5.9(47,000 lb)


<0004 23,995 kg(52 900 lb)

Flyover 89.0 80.2 8.8(JAA)> (52,900 lb)

MTOW Lateral 94.0 82.1 11.9and

<0004

MTOW21,319 kg(47 000 lb)

1536 Approach 98.0 92.1 5.9<0004(JCAB)>

(47,000 lb)MLW Compliance with ICAO Annex 16 Vol.1, Chap 4 16.6

07--24--4

REV 58, Oct 31/05


Vol. 2


CF 34--3A1

OptionCode Margin




CutbackHeight(ft)

Weight

24,040 kg(53 000 lb)

Flyover 89.0 80.3 8.7

<0004,(53,000 lb)MTOW Lateral 94.0 82.1 11.9<0004,

0069>MTOW21,205 kg(46 750 lb)

1536 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 77.2 11.8

<0075(48,491 lb)MTOW Lateral 94.0 82.3 11.7<0075

(JAA)>MTOW21,319 kg(47 000 lb)

1799 Approach 98.0 92.1 5.9(47,000 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.0 12.7

<JAA,(48,491 lb)MTOW Lateral 94.0 82.4 11.6,

0073,0075>

MTOW21,319 kg(47 000 lb)

2004 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 78.6 10.4

<0076(50,695 lb)MTOW Lateral 94.0 82.2 11.8<0076

(JAA)>MTOW21,319 kg(47 000 lb)

1643 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0073, 0076>MTOW21,319 kg(47 000 lb)

1850 Approach 98.0 92.1 5.9(47,000 lb)


23,133 kg(51 000 lb)

Flyover 89.0 78.8 10.2

<0002>

(51,000 lb)MTOW Lateral 94.0 82.2 11.8

<0002>MTOW21,319 kg(47 000 lb)

1621 Approach 98.0 92.1 5.9(47,000 lb)


<0004 23,995 kg(52 900 lb)

Flyover 89.0 80.2 8.8(JAA)> (52,900 lb)

MTOW Lateral 94.0 82.1 11.9and

<0004

MTOW21,319 kg(47 000 lb)

1536 Approach 98.0 92.1 5.9<0004(JCAB)>

(47,000 lb)MLW Compliance with ICAO Annex 16 Vol.1, Chap 4 16.6

Vol. 2

REV 58, Oct 31/05



CF 34--3A1

OptionCode Margin




CutbackHeight(ft)

Weight

24,040 kg(53 000 lb)

Flyover 89.0 80.3 8.7

<0004>

(53,000 lb)MTOW Lateral 94.0 82.1 11.9

<0004>MTOW21,319 kg(47 000 lb)

1536 Approach 98.0 92.1 5.9(47,000 lb)


CF 34--3B1

OptionCutbackHeight

Measured PointsOptionCode Weight

Height(ft)

Description Noise Limit MeasuredLevel

Margin

21,523 kg(47 450 lb)

Flyover 89.0 75.7 13.3

<0005>

(47,450 lb)MTOW Lateral 94.0 82.7 11.3

<0005>MTOW20,276 kg(44 700 lb)

2080 Approach 98.0 92.3 5.7(44,700 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.3 12.7


0069, 0075>MTOW21,205 kg(46 750 lb)

2004 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.2 12.8


0069,0075>MTOW21,205 kg(46 750 lb)

2004 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0069, 0076>MTOW21,205 kg(46 750 lb)

1850 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.5 11.5


0069, 0076>MTOW21,205 kg(46 750 lb)

1850 Approach 98.0 92.1 5.9(46,750 lb)


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REV 58, Oct 31/05



CF 34--3A1

OptionCode Margin




CutbackHeight(ft)

Weight

24,040 kg(53 000 lb)

Flyover 89.0 80.3 8.7

<0004>

(53,000 lb)MTOW Lateral 94.0 82.1 11.9

<0004>MTOW21,319 kg(47 000 lb)

1536 Approach 98.0 92.1 5.9(47,000 lb)


CF 34--3B1

OptionCutbackHeight

Measured PointsOptionCode Weight

Height(ft)

Description Noise Limit MeasuredLevel

Margin

21,523 kg(47 450 lb)

Flyover 89.0 75.7 13.3

<0005>

(47,450 lb)MTOW Lateral 94.0 82.7 11.3

<0005>MTOW20,276 kg(44 700 lb)

2080 Approach 98.0 92.3 5.7(44,700 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.3 12.7


0069, 0075>MTOW21,205 kg(46 750 lb)

2004 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.2 12.8


0069,0075>MTOW21,205 kg(46 750 lb)

2004 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0069, 0076>MTOW21,205 kg(46 750 lb)

1850 Approach 98.0 92.1 5.9(46,750 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.5 11.5


0069, 0076>MTOW21,205 kg(46 750 lb)

1850 Approach 98.0 92.1 5.9(46,750 lb)


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Vol. 2


CF 34--3B1

OptionCode Margin

Measured PointsCutbackHeight(ft)WeightOption

Code MarginMeasuredLevel

Noise LimitDescription

CutbackHeight(ft)Weight

23,133 kg(51 000 lb)

Flyover 89.0 77.7 11.3

<0002,(51,000 lb)MTOW Lateral 94.0 82.5 11.5<0002,

0005, 0069>MTOW21,205 kg(46 750 lb)

1830 Approach 98.0 92.1 5.9(46,750 lb)


23,995 kg(52 900 lb)

Flyover 89.0 78.7 10.3

<JAA,0004,0005

(52,900 lb)MTOW Lateral 94.0 82.4 11.6

0005,0069>

MTOW21,205 kg(46 750 lb)

1710 Approach 98.0 92.1 5.9(46,750 lb)


24,040 kg(53 000 lb)

Flyover 89.0 78.8 10.2

<0004,(53,000 lb)MTOW Lateral 94.0 82.4 11.6<0004,

0005,0069>MTOW21,205 kg(46 750 lb)

1700 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.1 12.7


0075>MTOW21,319 kg(47 000 lb)

2004 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0005,0076>MTOW21,319 kg(47 000 lb)

1850 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.5 11.5


0076>MTOW21,319 kg(47 000 lb)

1850 Approach 98.0 92.1 5.9(47,000 lb)


23,133 kg(51 000 lb)

Flyover 89.0 77.7 11.3

<0002,(51,000 lb)MTOW Lateral 94.0 82.5 11.5<0002,

0005>MTOW21,319 kg(47 000 lb)

1830 Approach 98.0 92.1 5.9(47,000 lb)


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Vol. 2


CF 34--3B1

OptionCode Margin





23,133 kg(51 000 lb)

Flyover 89.0 77.7 11.3

<0002,(51,000 lb)MTOW Lateral 94.0 82.5 11.5<0002,

0005, 0069>MTOW21,205 kg(46 750 lb)

1830 Approach 98.0 92.1 5.9(46,750 lb)


23,995 kg(52 900 lb)

Flyover 89.0 78.7 10.3

<JAA,0004,0005

(52,900 lb)MTOW Lateral 94.0 82.4 11.6

0005,0069>

MTOW21,205 kg(46 750 lb)

1710 Approach 98.0 92.1 5.9(46,750 lb)


24,040 kg(53 000 lb)

Flyover 89.0 78.8 10.2

<0004,(53,000 lb)MTOW Lateral 94.0 82.4 11.6<0004,

0005,0069>MTOW21,205 kg(46 750 lb)

1700 Approach 98.0 92.1 5.9(46,750 lb)


21,995 kg(48 491 lb)

Flyover 89.0 76.1 12.7


0075>MTOW21,319 kg(47 000 lb)

2004 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.6 11.4


0005,0076>MTOW21,319 kg(47 000 lb)

1850 Approach 98.0 92.1 5.9(47,000 lb)


22,995 kg(50 695 lb)

Flyover 89.0 77.5 11.5


0076>MTOW21,319 kg(47 000 lb)

1850 Approach 98.0 92.1 5.9(47,000 lb)


23,133 kg(51 000 lb)

Flyover 89.0 77.7 11.3

<0002,(51,000 lb)MTOW Lateral 94.0 82.5 11.5<0002,

0005>MTOW21,319 kg(47 000 lb)

1830 Approach 98.0 92.1 5.9(47,000 lb)


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REV 58, Oct 31/05



CF 34--3B1

OptionCode Margin





23,587 kg(52 000 lb)

Flyover 89.0 78.5 10.5

<0005,(52,000 lb)MTOW Lateral 94.0 82.3 11.7<0005,

0089>MTOW21,319 kg(47 000 lb)

1623 Approach 98.0 92.1 5.9(47,000 lb)


23,995 kg(52 900 lb)

Flyover 89.0 78.7 10.3


0005>MTOW21,319 kg(47 000 lb)

1710 Approach 98.0 92.1 5.9(47,000 lb)


24,040 kg(53 000 lb)

Flyover 89.0 78.8 10.2

<0004,(53,000 lb)MTOW Lateral 94.0 82.4 11.6<0004,

0005>MTOW21,319 kg(47 000 lb)

1700 Approach 98.0 92.1 5.9(47,000 lb)


No determination has been made such that the noise levels of this airplane are, or shouldbe, acceptable or unacceptable for operation at, into, or out of, any airport.

These noise level values are stated for reference conditions of standard atmosphericpressure at sea level, 25_C (77_F) ambient temperature, 70% relative humidity, and zerowind.

The thrust cutback aircraft conditions relate only to the noise certification demonstrationprocedure and are not necessarily intended for use in normal operations.

Vol. 2

REV 58, Oct 31/05



CF 34--3B1

OptionCode Margin





23,587 kg(52 000 lb)

Flyover 89.0 78.5 10.5

<0005,(52,000 lb)MTOW Lateral 94.0 82.3 11.7<0005,

0089>MTOW21,319 kg(47 000 lb)

1623 Approach 98.0 92.1 5.9(47,000 lb)


23,995 kg(52 900 lb)

Flyover 89.0 78.7 10.3


0005>MTOW21,319 kg(47 000 lb)

1710 Approach 98.0 92.1 5.9(47,000 lb)


24,040 kg(53 000 lb)

Flyover 89.0 78.8 10.2

<0004,(53,000 lb)MTOW Lateral 94.0 82.4 11.6<0004,

0005>MTOW21,319 kg(47 000 lb)

1700 Approach 98.0 92.1 5.9(47,000 lb)


No determination has been made such that the noise levels of this airplane are, or shouldbe, acceptable or unacceptable for operation at, into, or out of, any airport.

These noise level values are stated for reference conditions of standard atmosphericpressure at sea level, 25_C (77_F) ambient temperature, 70% relative humidity, and zerowind.

The thrust cutback aircraft conditions relate only to the noise certification demonstrationprocedure and are not necessarily intended for use in normal operations.

07--24--8

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Vol. 2

REV 58, Oct 31/05

07--25--1SUPPLEMENTARY PROCEDURESPerfomance Penalties for OperationWith Airplane Systems Inoperative


1. INTRODUCTION

This supplement is applicable only when used in conjunction with a Minimum Equipment Listapproved by the appropriate authority.

The data in this supplement provide performance corrections to be applied when dispatchingwith specific airplane systems inoperative.

These data complement or supersede data contained in the basic Airplane Flight Manual.This supplement must therefore be used in conjunction with the basic Airplane FlightManual.

The effect of this supplement on the basic Airplane Flight Manual is given in paragraphs 2.to 7.

2. LIMITATIONS

The limitations in Volume 1, Chapter 2 are applicable, except as modified by the following:

A. Integrated Drive Generator (IDG) 1 or 2 Inoperative

S The minimum flight weight is 17,464 kg (38,500 lb).

B. Engine-Driven Pump (EDP) 1 or 2 Inoperative


C. AC Hydraulic Pump 1 Inoperative


D. AC Hydraulic Pump 2 Inoperative




The emergency procedures in Volume 1, Chapter 3 are applicable.


The normal procedures in Volume 1, Chapter 4 are applicable.


The abnormal procedures in Volume 1, Chapter 5 are applicable.

6. PERFORMANCE

The performance data given in Volume 2/3, Chapter 6 are applicable, except as modified bythe following:

Vol. 2

REV 58, Oct 31/05



1. INTRODUCTION

This supplement is applicable only when used in conjunction with a Minimum Equipment Listapproved by the appropriate authority.

The data in this supplement provide performance corrections to be applied when dispatchingwith specific airplane systems inoperative.

These data complement or supersede data contained in the basic Airplane Flight Manual.This supplement must therefore be used in conjunction with the basic Airplane FlightManual.

The effect of this supplement on the basic Airplane Flight Manual is given in paragraphs 2.to 7.

2. LIMITATIONS

The limitations in Volume 1, Chapter 2 are applicable, except as modified by the following:

A. Integrated Drive Generator (IDG) 1 or 2 Inoperative


B. Engine-Driven Pump (EDP) 1 or 2 Inoperative


C. AC Hydraulic Pump 1 Inoperative


D. AC Hydraulic Pump 2 Inoperative




The emergency procedures in Volume 1, Chapter 3 are applicable.


The normal procedures in Volume 1, Chapter 4 are applicable.


The abnormal procedures in Volume 1, Chapter 5 are applicable.

6. PERFORMANCE

The performance data given in Volume 2/3, Chapter 6 are applicable, except as modified bythe following:

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REV 58, Oct 31/05

SUPPLEMENTARY PROCEDURESPerfomance Penalties for OperationWith Airplane Systems Inoperative

Vol. 2


NOTE

The following take-off performance corrections areapplicable to dry or wet runway performance data forairplanes equipped with either CF 34-3A1 or CF 34-3B1engines.

A. AC Hydraulic Pump 1 Inoperative

With the AC hydraulic pump 1 inoperative, adjust the performance data as follows:

Minimum Control Speed, Ground (VMCG):

VMCG (Flaps 8˚) 100 KIAS (100 KCAS)


Minimum V1 Limited by Control on the Ground (V1MCG):V1MCG (Flaps 8˚) 105 KIAS (105 KCAS)V1MCG (Flaps 20˚) 105 KIAS (105 KCAS)

When determining the field length limited take-off weight and V1 speed:

Available accelerate-stop distance Reduce by 4%

Required accelerate-stop distance Increase by 4%

Landing field length, Flaps 45_ Increase by 9%

B. AC Hydraulic Pump 2 Inoperative


Minimum Control Speed, Ground (VMCG):VMCG (Flaps 8˚) 100 KIAS (100 KCAS)VMCG (Flaps 20˚) 100 KIAS (100 KCAS)



Available accelerate-stop distance See paragraph 6. B. (1)Required accelerate-stop distance See paragraph 6. B. (2)

Landing field length, Flaps 45_ See paragraph 6. B. (4)

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Vol. 2


NOTE

The following take-off performance corrections areapplicable to dry or wet runway performance data forairplanes equipped with either CF 34-3A1 or CF 34-3B1engines.

A. AC Hydraulic Pump 1 Inoperative


Minimum Control Speed, Ground (VMCG):








B. AC Hydraulic Pump 2 Inoperative


Minimum Control Speed, Ground (VMCG):VMCG (Flaps 8˚) 100 KIAS (100 KCAS)VMCG (Flaps 20˚) 100 KIAS (100 KCAS)



Available accelerate-stop distance See paragraph 6. B. (1)Required accelerate-stop distance See paragraph 6. B. (2)

Landing field length, Flaps 45_ See paragraph 6. B. (4)

Vol. 2

REV 58, Oct 31/05



(1) AVAILABLE ACCELERATE-STOP DISTANCE CORRECTION

S When determining the field length limited take-off weight with flaps 20° or flaps8°, and the corresponding V1/VR ratio from the appropriate AFM chart titled“Take-off Weight Limited by Field Length Requirements -- One EngineInoperative”, the available accelerate-stop distance used to enter the chartmust be corrected using Figure 07--25--1, shown below, when operating theairplane with the AC hydraulic pump 2 inoperative.

Available Accelerate-Stop Distance CorrectionFigure 07---25---1

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REV 58, Oct 31/05



(1) AVAILABLE ACCELERATE-STOP DISTANCE CORRECTION

S When determining the field length limited take-off weight with flaps 20° or flaps8°, and the corresponding V1/VR ratio from the appropriate AFM chart titled“Take-off Weight Limited by Field Length Requirements -- One EngineInoperative”, the available accelerate-stop distance used to enter the chartmust be corrected using Figure 07--25--1, shown below, when operating theairplane with the AC hydraulic pump 2 inoperative.

Available Accelerate-Stop Distance CorrectionFigure 07---25---1

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Vol. 2


(2) REQUIRED ACCELERATE-STOP DISTANCE CORRECTION

S When determining the required accelerate-stop distance with flaps 20° or flaps8°, from the appropriate AFM chart titled “Take-off Weight Limited by FieldLength Requirements -- One Engine Inoperative”, the required accelerate-stopdistance obtained from the chart must be corrected using Figure 07--25--2,shown below, when operating the airplane with the AC hydraulic pump 2inoperative.

Required Accelerate-Stop Distance CorrectionFigure 07---25---2

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Vol. 2


(2) REQUIRED ACCELERATE-STOP DISTANCE CORRECTION

S When determining the required accelerate-stop distance with flaps 20° or flaps8°, from the appropriate AFM chart titled “Take-off Weight Limited by FieldLength Requirements -- One Engine Inoperative”, the required accelerate-stopdistance obtained from the chart must be corrected using Figure 07--25--2,shown below, when operating the airplane with the AC hydraulic pump 2inoperative.

Required Accelerate-Stop Distance CorrectionFigure 07---25---2

Vol. 2

REV 58, Oct 31/05



(3) MAXIMUM V1 LIMITED BY BRAKE ENERGY (V1MBE)

The Maximum V1 Speed Limited by Brake Energy (V1MBE) derived from Chapter6: PERFORMANCE --- TAKE-OFF PERFORMANCE --- TAKE-OFF SPEEDS, mustbe reduced by 42 KIAS.

(4) LANDING FIELD LENGTH, FLAPS 45_

The landing field length required for various conditions of airplane weight, airportpressure altitude, wind and runway condition, with one anti-skid channelinoperative is provided on Figure 07---25---3. The actual landing distance on a dryrunway is equal to the dry runway landing field length multiplied by 0.6.Figure 07---25---3 is applicable to airplanes equipped with CF 34-3A1 engines<type spec>.

Example:

Associated conditions:Landing gross weight = 18,000 kg (39,700 lb)Airport pressure altitude= 6,000 feetWind = 20 knots, headwindRunway condition = Wet

Enter the chart at the gross weight scale, for the above-mentioned conditions to obtainthe landing field length of 2,770 meters (9,080 feet).

Effectivity: <0005><0048><0073>S Airplanes with the reduced rudder travel modification; andS Airplanes incorporating Service Bulletin SB 601R---27---081, Flight Controls ---Rudder, Reduced Rudder Travel.

The landing field length required for various conditions of airplane weight, airportpressure altitude, wind and runway condition, with one anti-skid channel inoperative isprovided on Figure 07---25---4. The actual landing distance on a dry runway is equal tothe dry runway landing field length multiplied by 0.6. Figure 07---25---4 is applicable toairplanes equipped with CF 34-3A1 engines <0048><0073> / CF 34-3B1 engines <0005>.

Example:


Enter the chart at the gross weight scale, for the above-mentioned conditions toobtain the landing field length of 2,730 meters (8,950 feet).

Vol. 2

REV 58, Oct 31/05



(3) MAXIMUM V1 LIMITED BY BRAKE ENERGY (V1MBE)

The Maximum V1 Speed Limited by Brake Energy (V1MBE) derived from Chapter6: PERFORMANCE --- TAKE-OFF PERFORMANCE --- TAKE-OFF SPEEDS, mustbe reduced by 42 KIAS.

(4) LANDING FIELD LENGTH, FLAPS 45_

The landing field length required for various conditions of airplane weight, airportpressure altitude, wind and runway condition, with one anti-skid channelinoperative is provided on Figure 07---25---3. The actual landing distance on a dryrunway is equal to the dry runway landing field length multiplied by 0.6.Figure 07---25---3 is applicable to airplanes equipped with CF 34-3A1 engines<type spec>.

Example:


Enter the chart at the gross weight scale, for the above-mentioned conditions to obtainthe landing field length of 2,770 meters (9,080 feet).

Effectivity: <0005><0048><0073>S Airplanes with the reduced rudder travel modification; andS Airplanes incorporating Service Bulletin SB 601R---27---081, Flight Controls ---Rudder, Reduced Rudder Travel.

The landing field length required for various conditions of airplane weight, airportpressure altitude, wind and runway condition, with one anti-skid channel inoperative isprovided on Figure 07---25---4. The actual landing distance on a dry runway is equal tothe dry runway landing field length multiplied by 0.6. Figure 07---25---4 is applicable toairplanes equipped with CF 34-3A1 engines <0048><0073> / CF 34-3B1 engines <0005>.

Example:


Enter the chart at the gross weight scale, for the above-mentioned conditions toobtain the landing field length of 2,730 meters (8,950 feet).

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Vol. 2


Landing Field Length -- Flaps 45_ <type spec>Figure 07---25---3

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Vol. 2


Landing Field Length -- Flaps 45_ <type spec>Figure 07---25---3

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REV 58, Oct 31/05



Landing Field Length -- Flaps 45_ <MST>Figure 07---25---4

Effectivity: <0005><0048><0073>Airplanes with the reduced rudder travel modification; andAirplanes incorporating Service Bulletin SB 601R--27--081, Flight Controls -- Rudder, Reduced Rudder Travel.

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REV 58, Oct 31/05



Landing Field Length -- Flaps 45_ <MST>Figure 07---25---4

Effectivity: <0005><0048><0073>Airplanes with the reduced rudder travel modification; andAirplanes incorporating Service Bulletin SB 601R--27--081, Flight Controls -- Rudder, Reduced Rudder Travel.

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Vol. 2


S The landing approach speed (VREF) should be derived from Chapter 6:PERFORMANCE -- LANDING PERFORMANCE -- LANDING FIELD LENGTHAND SPEED.

C. Engine Cowl Anti-ice Pressure Relief Valve Inoperative

If cowl or wing and cowl anti-ice is on with one cowl anti-ice pressure relief valveinoperative:

S Use cowl and wing anti-ice performance data, and adjust the performance data asfollows:

Thrust settings (N1) Reduce by 1.5%

S Use cowl and wing anti-ice performance and adjust performance data as follows:

Take-off weight limited by field length Reduce by 3%

Take-off and accelerate-stop distance Increase by 6%

Take-off weight limited by climb or obstacleclearance requirements Reduce by 6%

Maximum landing weight limited by climbrequirements Reduce by 6%

First segment, second segment, final segment,enroute approach and landing climb gradient Reduce by 1%

D. Nose Wheel Steering Inoperative

With nose wheel steering inoperative, adjust the performance data as follows:

Take-off distance and accelerate-stop distance Increase by 2%


Available accelerate-stop distance and theavailable runway length Reduce by 2%

E. Ground Spoilers Inoperative

With one pair of inboard or outboard ground spoilers inoperative, adjust theperformance data as follows:





7. SUPPLEMENTS

The supplementary data in Volume 4, Chapter 7 are applicable.

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Vol. 2


S The landing approach speed (VREF) should be derived from Chapter 6:PERFORMANCE -- LANDING PERFORMANCE -- LANDING FIELD LENGTHAND SPEED.

C. Engine Cowl Anti-ice Pressure Relief Valve Inoperative

If cowl or wing and cowl anti-ice is on with one cowl anti-ice pressure relief valveinoperative:

S Use cowl and wing anti-ice performance data, and adjust the performance data asfollows:

Thrust settings (N1) Reduce by 1.5%

S Use cowl and wing anti-ice performance and adjust performance data as follows:

Take-off weight limited by field length Reduce by 3%

Take-off and accelerate-stop distance Increase by 6%

Take-off weight limited by climb or obstacleclearance requirements Reduce by 6%

Maximum landing weight limited by climbrequirements Reduce by 6%

First segment, second segment, final segment,enroute approach and landing climb gradient Reduce by 1%

D. Nose Wheel Steering Inoperative

With nose wheel steering inoperative, adjust the performance data as follows:

Take-off distance and accelerate-stop distance Increase by 2%


Available accelerate-stop distance and theavailable runway length Reduce by 2%

E. Ground Spoilers Inoperative

With one pair of inboard or outboard ground spoilers inoperative, adjust theperformance data as follows:





7. SUPPLEMENTS

The supplementary data in Volume 4, Chapter 7 are applicable.

Vol. 2

TR RJ/208, Mar 07/08

07--26--1SUPPLEMENTARY PROCEDURESSingle Engine Taxi


1. Single Engine Taxi

A. General

Consider all existing conditions when deciding whether or not to perform singleengine taxi, with or without the APU generator on, including the following:

S Ramp size and congestion (increased jet blast associated with single engine taxi).

S Ramp and taxiway surface conditions (slipperiness, snow/slush accumulation,dust/dirt, FOD, etc.).

S Anti--icing requirements.

S Brightness/lighting/visibility conditions (collision avoidance; except for emergencylights, all external lights require AC power).

S Taxi duration.

S When performing single engine taxi with the engine as a bleed source, only onepack associated with the operating engine will be operating (passenger comfort).

B. Taxiing

NOTE1. It is the crew’s responsibility to have all checklist items

completed and to respect all aircraft/engine limitationsto ensure safe operations.

2. Single engine taxi should normally be conducted withthe right engine operating so that the hydraulic system2 provides pressure to the outboard brakes. If taxiingwith the left engine only, hydraulic 2B should beselected ON prior to aircraft movement.

3. Radio communications with ATC should be via VHF1(backup tuning unit synchronized)

4. The fuel boost pump for the inoperative engine shouldbe deselected to prevent fuel imbalance duringprolonged taxi.

5. During single engine taxi operations in icing conditionswith the wing anti-ice system selected ON, the 14THSTAGE ISOL valve must be selected OPEN.Immediately before starting the other engine the 14THSTAGE ISOL valve must be selected closed.

Vol. 2

TR RJ/208, Mar 07/08

07--26--1SUPPLEMENTARY PROCEDURESSingle Engine Taxi


1. Single Engine Taxi

A. General

Consider all existing conditions when deciding whether or not to perform singleengine taxi, with or without the APU generator on, including the following:

S Ramp size and congestion (increased jet blast associated with single engine taxi).

S Ramp and taxiway surface conditions (slipperiness, snow/slush accumulation,dust/dirt, FOD, etc.).

S Anti--icing requirements.

S Brightness/lighting/visibility conditions (collision avoidance; except for emergencylights, all external lights require AC power).

S Taxi duration.

S When performing single engine taxi with the engine as a bleed source, only onepack associated with the operating engine will be operating (passenger comfort).

B. Taxiing

NOTE1. It is the crew’s responsibility to have all checklist items

completed and to respect all aircraft/engine limitationsto ensure safe operations.

2. Single engine taxi should normally be conducted withthe right engine operating so that the hydraulic system2 provides pressure to the outboard brakes. If taxiingwith the left engine only, hydraulic 2B should beselected ON prior to aircraft movement.

3. Radio communications with ATC should be via VHF1(backup tuning unit synchronized)

4. The fuel boost pump for the inoperative engine shouldbe deselected to prevent fuel imbalance duringprolonged taxi.

5. During single engine taxi operations in icing conditionswith the wing anti-ice system selected ON, the 14THSTAGE ISOL valve must be selected OPEN.Immediately before starting the other engine the 14THSTAGE ISOL valve must be selected closed.

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SUPPLEMENTARY PROCEDURESSingle Engine Taxi

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Vol. 2

REV 58, Oct 31/05

07--27--1SUPPLEMENTARY PROCEDURESBounced Landing Procedure


1. BOUNCED LANDING PROCEDURE

A. General

The GLD system is very effective in preventing bounced landings on the CRJ Seriesaircraft. Its automatic deployment requires that the thrust levers be at IDLE prior totouchdown, as they should be for all landings on the CRJ.

If the pilot believes that thrust must be added and maintained until touchdown tosalvage a landing, then a balked/rejected landing should be executed.

Should the aircraft bounce on landing, a balked/rejected landing should be executed.Go-around thrust should be set and the normal landing attitude or slightly higher shouldbe maintained. Aircraft configuration should not be changed at this time. Once theaircraft is accelerating above VREF and climbing through a safe height the go-aroundmaneuver should be continued.

Improper landing technique (thrust levers not at IDLE) may result in a shallow bounce.Should the pilot decide not to execute a balked/rejected landing, then the normallanding attitude should be maintained and the thrust levers reduced to IDLE. Be awarethat following the bounce, the GLD may deploy as soon as the thrust levers are set toIDLE, even if the aircraft is still in the air.

A poorly executed approach and touchdown with a high rate of descent can generate ahigh, hard bounce that can quickly develop into a hard landing accident. Abalked/rejected landing should always be executed following such a bounce.

Vol. 2

REV 58, Oct 31/05

07--27--1SUPPLEMENTARY PROCEDURESBounced Landing Procedure


1. BOUNCED LANDING PROCEDURE

A. General

The GLD system is very effective in preventing bounced landings on the CRJ Seriesaircraft. Its automatic deployment requires that the thrust levers be at IDLE prior totouchdown, as they should be for all landings on the CRJ.

If the pilot believes that thrust must be added and maintained until touchdown tosalvage a landing, then a balked/rejected landing should be executed.

Should the aircraft bounce on landing, a balked/rejected landing should be executed.Go-around thrust should be set and the normal landing attitude or slightly higher shouldbe maintained. Aircraft configuration should not be changed at this time. Once theaircraft is accelerating above VREF and climbing through a safe height the go-aroundmaneuver should be continued.

Improper landing technique (thrust levers not at IDLE) may result in a shallow bounce.Should the pilot decide not to execute a balked/rejected landing, then the normallanding attitude should be maintained and the thrust levers reduced to IDLE. Be awarethat following the bounce, the GLD may deploy as soon as the thrust levers are set toIDLE, even if the aircraft is still in the air.

A poorly executed approach and touchdown with a high rate of descent can generate ahigh, hard bounce that can quickly develop into a hard landing accident. Abalked/rejected landing should always be executed following such a bounce.

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SUPPLEMENTARY PROCEDURESBounced Landing Procedure

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Vol. 2

REV 58, Oct 31/05

07--28--1SUPPLEMENTARY PROCEDURESStall Recovery Procedure


1. INTRODUCTION

The wing stalls when it reaches its critical angle of attack (AOA), where airflow separationresults in a loss of lift. An aircraft can be stalled at any attitude, at any thrust setting and atany airspeed.

On some aircraft types, airflow separation is often indicated by airframe buffeting and areduction in controllability of the aircraft. The CRJ Series aircraft, with its T--tail configurationand wing design, do not exhibit airframe buffet due to airflow separation.

The goal of stall recovery training is to ensure that flight crew recognizes the indications ofan approach to stall and apply the appropriate recovery actions to prevent the aircraft fromentering a stall or upset.

2. CERTIFICATION REQUIREMENTS

Airplane certification testing verifies that a stall warning system with sufficient margin toprevent inadvertent stalling is installed. Inherent to the certification requirements is theassumption that the pilot will take the correct actions to prevent a stall from occurring.

On the CRJ Series aircraft, stall warning is provided via a stick shaker system. Should thepilot not initiate the appropriate stall recovery procedure at the stick shaker and if the AOAcontinues to increase, the stick pusher system will abruptly pitch the aircraft nose down,reducing the AOA and thus preventing an aerodynamic stall.

3. FACTORS AFFECTING THE STALL

The stall AOA is normally constant for a given configuration. However, for swept wingturbojet airplanes the stall angle generally reduces as altitude increases due to the Macheffect.

The stall AOA is reduced when flaps are extended.

The stall AOA is reduced in ground effect.

The stall AOA is reduced in a sideslip.

The speed at which an airplane stalls is not constant, but is a function of the airplane’sweight and the maneuvering load factor. Increased weight and load factors will increase stallspeeds for a given stall AOA.

Loading the airplane means increasing the load factor by the aft movement of the controlcolumn. Conversely, unloading means decreasing the load factor by forward movement ofthe control column.

In level turns, as the bank angle increases, the load factor (g force) is increasing the amountof lift required.

When weight is added to an airplane, it must be operated at a higher AOA to produce the liftnecessary to support that weight.

Turbulence can cause an abrupt increase in AOA due to the change in direction of airflowrelative to the wing.

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1. INTRODUCTION

The wing stalls when it reaches its critical angle of attack (AOA), where airflow separationresults in a loss of lift. An aircraft can be stalled at any attitude, at any thrust setting and atany airspeed.

On some aircraft types, airflow separation is often indicated by airframe buffeting and areduction in controllability of the aircraft. The CRJ Series aircraft, with its T--tail configurationand wing design, do not exhibit airframe buffet due to airflow separation.

The goal of stall recovery training is to ensure that flight crew recognizes the indications ofan approach to stall and apply the appropriate recovery actions to prevent the aircraft fromentering a stall or upset.

2. CERTIFICATION REQUIREMENTS

Airplane certification testing verifies that a stall warning system with sufficient margin toprevent inadvertent stalling is installed. Inherent to the certification requirements is theassumption that the pilot will take the correct actions to prevent a stall from occurring.

On the CRJ Series aircraft, stall warning is provided via a stick shaker system. Should thepilot not initiate the appropriate stall recovery procedure at the stick shaker and if the AOAcontinues to increase, the stick pusher system will abruptly pitch the aircraft nose down,reducing the AOA and thus preventing an aerodynamic stall.

3. FACTORS AFFECTING THE STALL

The stall AOA is normally constant for a given configuration. However, for swept wingturbojet airplanes the stall angle generally reduces as altitude increases due to the Macheffect.

The stall AOA is reduced when flaps are extended.

The stall AOA is reduced in ground effect.

The stall AOA is reduced in a sideslip.

The speed at which an airplane stalls is not constant, but is a function of the airplane’sweight and the maneuvering load factor. Increased weight and load factors will increase stallspeeds for a given stall AOA.

Loading the airplane means increasing the load factor by the aft movement of the controlcolumn. Conversely, unloading means decreasing the load factor by forward movement ofthe control column.

In level turns, as the bank angle increases, the load factor (g force) is increasing the amountof lift required.

When weight is added to an airplane, it must be operated at a higher AOA to produce the liftnecessary to support that weight.

Turbulence can cause an abrupt increase in AOA due to the change in direction of airflowrelative to the wing.

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SUPPLEMENTARY PROCEDURESStall Recovery Procedure

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WARNING

On all airplanes, the stall AOA is reduced significantlywhen the wing, particularly the leading edge, iscontaminated.

WARNING

The Stall Protection System (SPS) is unable to detector compensate for wing contamination. Under suchcircumstances, a aerodynamic stall may occur beforethe SPS is able to provide any warning of impendingstall.

4. STALL RECOVERY

A. GENERAL

The primary pitch control (elevator) is the most effective control for recovery from anapproach to stall. It should be used to reduce the AOA under all approach to stallconditions.

In all cases, flight crew must be prepared to move the control column forward rapidlyand sufficiently to obtain a prompt reduction in wing AOA. A deliberate and sometimessignificant, loss of altitude may be required in order to restore the aircraft to a normalenergy state and prevent an aerodynamic stall from occurring.

B. HIGH ALTITUDE STALLS

During high altitude operations, situational awareness must be maintained at all times.If the nose attitude is excessively high, performance may be so limited that the aircraftwill not be capable of maintaining altitude and the airspeed may be lost. Under thesecircumstances, a descent must be initiated immediately to prevent a stall fromoccurring.

Turbojet engines may experience surging or compressor stall possibly leading to loss ofthrust or even flameout at excessive angles of attack because of the disturbed airflowentering the engine inlet.

C. ENGINES AT LOW RPM

In some circumstances, an increase in engine thrust can be used to accelerate theaircraft from a low speed condition. Thus minimizes the altitude loss required, especiallyat lower altitudes. At angles of attack associated with a stall warning, the aerodynamicdrag is high and engine acceleration may be slow, especially if the initial thrust is at idle(up to 8 seconds from idle to maximum thrust), thus extending the recovery.

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Vol. 2


WARNING

On all airplanes, the stall AOA is reduced significantlywhen the wing, particularly the leading edge, iscontaminated.

WARNING

The Stall Protection System (SPS) is unable to detector compensate for wing contamination. Under suchcircumstances, a aerodynamic stall may occur beforethe SPS is able to provide any warning of impendingstall.

4. STALL RECOVERY

A. GENERAL

The primary pitch control (elevator) is the most effective control for recovery from anapproach to stall. It should be used to reduce the AOA under all approach to stallconditions.

In all cases, flight crew must be prepared to move the control column forward rapidlyand sufficiently to obtain a prompt reduction in wing AOA. A deliberate and sometimessignificant, loss of altitude may be required in order to restore the aircraft to a normalenergy state and prevent an aerodynamic stall from occurring.

B. HIGH ALTITUDE STALLS

During high altitude operations, situational awareness must be maintained at all times.If the nose attitude is excessively high, performance may be so limited that the aircraftwill not be capable of maintaining altitude and the airspeed may be lost. Under thesecircumstances, a descent must be initiated immediately to prevent a stall fromoccurring.

Turbojet engines may experience surging or compressor stall possibly leading to loss ofthrust or even flameout at excessive angles of attack because of the disturbed airflowentering the engine inlet.

C. ENGINES AT LOW RPM

In some circumstances, an increase in engine thrust can be used to accelerate theaircraft from a low speed condition. Thus minimizes the altitude loss required, especiallyat lower altitudes. At angles of attack associated with a stall warning, the aerodynamicdrag is high and engine acceleration may be slow, especially if the initial thrust is at idle(up to 8 seconds from idle to maximum thrust), thus extending the recovery.

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REV 58, Oct 31/05



D. ENGINES AT HIGH RPM

If engines are already developing maximum or close to maximum thrust (for example,during Takeoff, Go--Around or High Altitude operations), there will be little additionalthrust available to aid in stall recovery. Therefore, a more pronounced or prolongednose down pitch input may be necessary. However, a significant altitude loss mayoccur during recovery.

E. RECOVERY ON STICK SHAKER

When approaching a stall, recovery should always be initiated as soon as the stickshaker occurs. The pilot is to ensure having positive control of the aircraft by reducingthe AOA, using the control column (elevator) and applying maximum thrust. This willhelp to minimize the amount of altitude lost.

F. RECOVERY ON STICK PUSHER

If the approach to stall is allowed to continue to the stick pusher, the aircraft energyneeds to be re--established by sacrificing significantly more altitude. Therefore, until apositive stall recovery has been assured, the goal of minimizing altitude loss becomes asecondary consideration.

G. STALL RECOVERY TECHNIQUE

(1) Pitch angle Reduce. . . . . . . . . . . . . . . . . . . . . . . . . immediately until stick shakerstops.

(2) Bank angle Reduce. . . . . . . . . . . . . . . . . . . . . . . . . immediately to 0°.(3) Thrust MAX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Firewall if appropriate).(4) Flight spoilers Retract. . . . . . . . . . . . . . . . . . . . . . .

When aircraft energy status allows:

(5) Pitch angle Increase. . . . . . . . . . . . . . . . . . . . . . . . smoothly to minimize altitudeloss.

WARNING

Avoid inducing additional stick shaker events. Shouldsuch an event occur, immediately reduce the pitchangle until the stick shaker stops.

(6) Thrust Reduce. . . . . . . . . . . . . . . . . . . . . . . . . . . . . to appropriate setting.(7) Aircraft configuration Adjust. . . . . . . . . . . . . . . . . as appropriate.

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REV 58, Oct 31/05



D. ENGINES AT HIGH RPM

If engines are already developing maximum or close to maximum thrust (for example,during Takeoff, Go--Around or High Altitude operations), there will be little additionalthrust available to aid in stall recovery. Therefore, a more pronounced or prolongednose down pitch input may be necessary. However, a significant altitude loss mayoccur during recovery.

E. RECOVERY ON STICK SHAKER

When approaching a stall, recovery should always be initiated as soon as the stickshaker occurs. The pilot is to ensure having positive control of the aircraft by reducingthe AOA, using the control column (elevator) and applying maximum thrust. This willhelp to minimize the amount of altitude lost.

F. RECOVERY ON STICK PUSHER

If the approach to stall is allowed to continue to the stick pusher, the aircraft energyneeds to be re--established by sacrificing significantly more altitude. Therefore, until apositive stall recovery has been assured, the goal of minimizing altitude loss becomes asecondary consideration.

G. STALL RECOVERY TECHNIQUE

(1) Pitch angle Reduce. . . . . . . . . . . . . . . . . . . . . . . . . immediately until stick shakerstops.

(2) Bank angle Reduce. . . . . . . . . . . . . . . . . . . . . . . . . immediately to 0°.(3) Thrust MAX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Firewall if appropriate).(4) Flight spoilers Retract. . . . . . . . . . . . . . . . . . . . . . .

When aircraft energy status allows:

(5) Pitch angle Increase. . . . . . . . . . . . . . . . . . . . . . . . smoothly to minimize altitudeloss.

WARNING

Avoid inducing additional stick shaker events. Shouldsuch an event occur, immediately reduce the pitchangle until the stick shaker stops.

(6) Thrust Reduce. . . . . . . . . . . . . . . . . . . . . . . . . . . . . to appropriate setting.(7) Aircraft configuration Adjust. . . . . . . . . . . . . . . . . as appropriate.

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