A013v2 ch07

SUPPLEMENTARY PROCEDURES Table of Contents
Vol. 2
07--00--1
TR RJ/208--1, Mar 25/08
CHAPTER 7 - SUPPLEMENTARY PROCEDURES TABLE OF CONTENTS

Page TABLE OF CONTENTS PREFACE Introduction AIR-CONDITIONING AND PRESSURIZATION Air-conditioning and Pressurization Using Ground Pre-conditioned Air <0007> Using Ground Power Unit Air-conditioning on the Ground Using the APU Air-conditioning From Engine Bleeds During Take-off Unpressurized Take-off and Landing Procedure High Moisture-producing Cargoes <0013> <0034> <0074> Cargo Bay Ventilation <0043> <0053> <0059> Cargo Bay Air-Conditioning <0057> AUTOMATIC FLIGHT CONTROL SYSTEM General Before Take-off Take-off Climb Level-off Cruise Descent Holding Instrument Approaches Circling Missed Approach AUXILIARY POWER UNIT Electrical Requirements Abnormalities During APU Start APU Fails to Start Hung Start Failure of APU to Shutdown APU in the Service Configuration APU Operation With Wide-Cut Type Fuels 07-00-1 07-01-1
07--02--1 07--02--1 07--02--2 07--02--3 07--02--3 07--02--5 07--02--5 07--02--6 07-03-1 07-03-1 07-03-1 07-03-3 07-03-4 07-03-4 07-03-5 07-03-5 07-03-5 07-03-6 07-03-6 07-04-1 07-04-1 07--04--1 07--04--1 07-04-1 07-04-2 07-04-2
Flight Crew Operating Manual CSP A- 013
MASTER
Vol. 2
07--00--2
REV 58, Oct 31/05
Page FLIGHT CONTROLS Crew Coordination in the Event of Flight Control Jam FUEL SYSTEM Refueling/Defueling Operation Refuel/Defuel Control Test Automatic Pressure Refueling Manual Pressure Refueling Gravity Refueling Pressure Defueling Gravity Defueling Fuel Quantity Measuring Procedure with the Magnetic Level Indicators ANTI-SKID SYSTEM - ONE CHANNEL INOPERATIVE General Introduction Limitations Emergency Procedures Normal Procedures Abnormal Procedures Performance Supplements NAVIGATION SYSTEMS Flight Management System (Dual FMS) <0024> Flight Management System (Single FMS) <0050> Prior to FMS Use During Flight or After Periods of Dead Reckoning (DR) Navigation Before Starting Engines <0025> Prior to Take--off During Operations in Icing Conditions Inertial Reference System <0025> 07-05-1 07-06-1 07--06--1 07--06--1 07--06--2 07--06--3 07--06--4 07--06--4 07--06--4 07--06--4
07-07-1 07-07-1 07-07-1 07-07-1 07-07-2 07-07-3 07-07-3 07-07-3
07-08-1 07-08-1 07--08--1 07--08--1 07--08--1 07--08--1 07--08--2 07-08-2
MASTER
Vol. 2
07--00--3
REV 58, Oct 31/05
Page POWER PLANT Battery / External Air Start Quick Turn-Around Starts Engine Oil Level Indication System Engine Oil Replenishment Oil Level Control Panel Test Replenishment Procedures CATEGORY II OPERATIONS Introduction Limitations Category II Required Equipment List Emergency Procedures Autopilot Failure Normal Procedures Radio Altimeters -- Before Take-off Prior To Approach Before Landing Abnormal Procedures Single Engine Approach and Landing Engine Failure During Approach ADC 1 or 2 Failure VHF NAV 1 or 2 Failure FD 1 or 2 Failure AHRS 1 or 2 Failure or IRS 1 or 2 Failure <0025> Radio Altimeter or Radio Altimeter 1 or 2 Failure <0045> STAB CH 1 or 2 Failure PFD 1 or 2 Failure EFIS COMP MON Failure Left Main Generator Failure Right Main Generator Failure AFCS PITCH TRIM Failure Hydraulics Failure Autopilot Disconnect Failure ILS Localizer or Glideslope Failure HGS FAIL Status Message / Loss of AII Mode Capability <0026> Approach Warning during HGS AII Mode Approaches <0026> Performance <TC><FAA><JAA> Maximum Demonstrated Wind Components <TC><FAA><JAA> Maximum Allowable Landing Weight for Category II Operations <JAA> Performance <AR> 07-09-1 07-09-3 07-09-4 07-09-6 07--09--6 07--09--7 07-10-1 07-10-2 07--10--2 07-10-5 07--10--5 07-10-6 07--10--6 07--10--6 07--10--6 07-10-10 07--10--10 07--10--11 07--10--12 07--10--12 07--10--12 07--10--13 07--10--13 07--10--13 07--10--14 07--10--14 07--10--14 07--10--15 07--10--16 07--10--16 07--10--17 07--10--17 07--10--18 07--10--18 07-10-19 07--10--19 07--10--19 07-10-19
Flight Crew Operating Manual CSP A-013
MASTER
Vol. 2
07--00--4
REV 57, Apr 05/04
Page CATEGORY IIIA OPERATION <0026> General Limitations Kinds of Airplane Operation Required Equipment List Systems Limitations Emergency Procedures Normal Procedures Radio Altimeters -- Before Take-Off Approach Stall Recovery Procedure Unusual Attitude Recovery Procedure Abnormal Procedures Approach Warning during HGS AIII Mode Approaches Loss of HGS AIII Mode Capability Head-Up Guidance System Failure ADC 1 or 2 Failure VHF NAV 1 or 2 Failure Radio Altimeter or Failure Loss of STAB CH 1 or 2 FD 1 or 2 Failure Loss of Yaw Damper CH 1 and 2 PFD 1 or 2 Failure EFIS COMP MON Msg Left Main Generator Failure Right Main Generator Failure GPWS Failure Performance 07-11-1 07-11-1 07--11--1 07--11--1 07--11--2 07-11-2 07-11-3 07--11--3 07--11--3 07--11--8 07--11--8 07--11--9 07--11--9 07--11--10 07--11--11 07--11--11 07--11--12 07--11--13 07--11--13 07--11--13 07--11--14 07--11--14 07--11--15 07--11--16 07--11--16 07-11-16
MASTER
Vol. 2
07--00--5
TR RJ/199, Jan 16/08
Page CATEGORY IIIA OPERATION NOT APPLICABLE COLD WEATHER OPERATIONS General Definitions Cold Weather Operations Contaminants Critical Surfaces Holdover Time Limitations Airframe Contamination Clean Aircraft Concept Wet Aircraft and Temperatures Greater Than 0_C but Less Than 5_C Clear Ice Due to Cold Fuel Frost Due to Cold Soaked Fuel Frost on the Upper Surface of the Fuselage Pre-flight Preparation External Safety Inspection Cabin Preparation < TC><FAA><JAA> Cabin / Flight Compartment Preparation <SAAU> Airframe De-icing, Anti-icing, and Inspection De-icing/Anti-icing Fluids De-icing/Anti-icing Procedures Removal of Loose Contamination Preparation for De-icing/Anti-icing De-icing/Anti-icing Airplane Procedures During Gantry De-icing Phase of Flight Procedures Push Back Engine Start After Engine Start Taxi-out Take-off Descent -- Approach Landing Taxi-in and Parking Leaving the Airplane 07-11-1 07-12-1 07-12-1 07--12--1 07--12--2 07--12--3 07--12--5 07-12-5 07-12-5 07--12--5 07--12--6 07-12-7 07-12-7 07-12-7 07-12-8 07--12--8 07--12--10 07--12--10 07-12-10 07--12--10 07--12--13 07--12--14 07--12--15 07--12--19 07-12-20 07-12-21 07--12--21 07--12--22 07--12--22 07--12--25 07--12--27 07--12--28 07--12--29 07--12--29 07-12-29
MASTER
Vol. 2
07--00--6
TR RJ/199, Jan 16/08
Page OPERATION ON CONTAMINATED RUNWAYS General Definitions Damp Wet Standing Water Slush Wet Snow Dry Snow Dry Ice Wet Ice Limitations and Recommendations Limitations Recommendations Additional Requirements <SAAU> Hydroplaning Take-off Landing Crosswind Landings Use of Reverse Thrust HOT WEATHER OPERATION General Pre-flight Preparation Taxi-out and Take-off Taxi-out Take-off Landing Landing Brake Cooling FLIGHT IN TURBULENCE General Turbulence Penetration Autopilot Airspeed Altitude Attitude Engine Flaps/Spoilers Passenger / Cabin Crew Considerations OPERATION IN VOLCANIC ASH/DUST General Detection Effects Corrective Actions 07-13-1 07-13-1 07--13--1 07--13--1 07--13--1 07--13--1 07--13--1 07--13--1 07--13--2 07--13--2 07-13-2 07--13--2 07--13--2 07--13--2 07-13-3 07-13-4 07-13-4 07--13--5 07--13--6 07-14-1 07-14-1 07-14-2 07--14--2 07--14--3 07-14-3 07--14--3 07--14--4 07-15-1 07-15-1 07--15--1 07--15--1 07--15--1 07--15--2 07--15--2 07--15--2 07--15--2 07-16-1 07-16-1 07-16-1 07-16-2 MASTER
Vol. 2
07--00--7
REV 58, Oct 31/05
Page WINDSHEAR General Detection Precautionary Actions Recovery Procedures General First Flight of the Day Check Windshear Warning Windshear Caution (Alert) Windshear Warning During Take-off Windshear Warning During Approach and Landing Windshear Cautions During Approach and Landing Windshear Aural / Visual and Warning System GPWS and Windshear Detection and Warning System (First Flight of the Day) Windshear Warning Windshear Caution (Alert) AURAL/VISUAL WARNING SYSTEM Ground Proximity Warnings Ground Proximity Alerting <0040> Ground Proximity Warnings <0040> Ground Proximity Cautions <0040> Overspeed Windshear Detection and Warning System Traffic Alert and Collision Avoidance System First Flight of the Day Check TCAS Resolution Advisory During Flight TCAS Traffic Advisory During Flight No Bearing Advisory OPERATION AT HIGH ALTITUDE AIRPORTS <0090> Introduction Limitations Effectivity Pressurization System Altitude and Temperature Operating Limit Operating Limitations Avionics System Emergency Procedures Normal Procedures Abnormal Procedures Performance
07-17-1 07-17-1 07-17-2 07-17-4 07--17--4 07--17--4 07--17--4 07--17--4 07--17--5 07--17--7 07--17--8 07-17-8 07--17--8 07--17--10 07--17--12 07-18-1 07-18-1 07--18--1 07--18--1 07-18-2 07-18-2 07-18-2 07--18--2 07--18--3 07--18--4 07--18--4 07-19-1 07-19-1 07--19--1 07--19--1 07--19--1 07--19--3 07--19--3 07-19-3 07-19-3 07-19-3 07-19-3
MASTER
Vol. 2
07--00--8
REV 58, Oct 31/05
Page AHRS OPERATIONS IN LOCALIZED MAGNETIC FIELD ANOMALIES Introduction Rapid Alignment Procedure Manual Alignment Procedure Take-off From Runways With Known Magnetic Anomalies After Take-off FUEL FEED CHECK VALVE TEST Introduction <JAA> Limitations <JAA> Emergency Procedures <JAA> Normal Procedures <JAA> Cleared to Start Check Shutdown Check Abnormal Procedures <JAA> Performance <JAA> Supplements <JAA> SUPER-COOLED LARGE DROPLET ICING Icing Conditions Cloud Forms Icing Process Ice Form Super-cooled Large Droplet Icing Conditions Recognition of Super-cooled Large Droplet Icing Conditions Procedures NOISE CHARACTERISTICS Introduction Limitations Emergency Procedures Normal Procedures Abnormal Procedures Performance Noise Characteristics Certification Airplane Configuration Certificated Noise Levels 07---24---1 07---24---1 07---24---1 07---24---1 07---24---1 07---24---1 07---24---1 07---24---1 07---24---2 07-20-1 07-20-1 07-20-2 07-20-3 07-20-3 07-21-1 07-21-1 07-21-1 07-21-1 07--21--1 07--21--2 07-21-2 07-21-2 07-21-2 07-23-1 07-23-1 07-23-1 07-23-1 07-23-1 07-23-2 07-23-2
MASTER
Vol. 2
07--00--9
REV 58, Oct 31/05
Page
PERFORMANCE PENALTIES FOR OPERATION WITH AIRPLANE SYSTEMS INOPERATIVE Introduction Limitations Integrated Drive Generator (IDG) 1 or 2 Inoperative Engine-Driven Pump (EDP) 1 or 2 Inoperative AC Hydraulic Pump 1 Inoperative AC Hydraulic Pump 2 Inoperative Emergency Procedures Normal Procedures Abnormal Procedures Performance AC Hydraulic Pump 1 Inoperative AC Hydraulic Pump 2 Inoperative Engine Cowl Anti-ice Pressure Relief Valve Inoperative Nose Wheel Steering Inoperative Ground Spoilers Inoperative Supplements SINGLE ENGINE TAXI Single Engine Taxi General Taxiing BOUNCED LANDING PROCEDURE General STALL RECOVERY PROCEDURE Introduction Certification Requirements Factors Affecting the Stall Stall Recovery General High Altitude Stalls Engine at Low RPM Engine at High RPM Recovery on Stick Shaker Recovery on Stick Pusher Stall Recovery Technique 07---26---1 07--26--1 07--26--1 07--27--1 07--28--1 07--28--1 07--28--1 07--28--2 07--28-- 2 07--28-- 2 07--28-- 2 07--28-- 3 07--28-- 3 07--28-- 3 07--28-- 3 07---25---1 07---25---1 07--25-- 1 07--25-- 1 07--25-- 1 07--25-- 1 07--25-- 1 07--25-- 1 07--25-- 1 07--25-- 1 07--25--2 07--25--2 07--25--8 07--25--8 07--25--8 07--25--8
MASTER
SUPPLEMENTARY PROCEDURES Table of Contents LIST OF ILLUSTRATIONS
Vol. 2
07--00--10
REV 58, Oct 31/05
Page 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> Landing Weight Limited by Climb Requirements Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA> Landing Weight Limited by Climb Requirements Approach Flaps 8_, Landing Flaps 45_; for Category II Operations <JAA, 0005, 0006> Landing Weight Limited by Climb Requirements Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA, 0005> Landing Weight Limited by Climb Requirements Approach Flaps 8_, Landing Flaps 45_; for Category II Operations <JAA, 0005, 0006, 0068> Landing Weight Limited by Climb Requirements Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA, 0005, 0068> -07--10--24 -07--10--25 -07--10--26 -07--10--27 -07--10--28
07--10--23
Figure 07--10--2 Figure 07--10--1 Figure 07--10--2 Figure 07--10--1 Figure 07--10--2
COLD WEATHER OPERATIONS Figure 07--12--1 Airplane Critical Surfaces for Cold Weather Operations 07--12--4
OPERATION AT HIGH ALTITUDE AIRPORTS <0090> Figure 07--19--1 Altitude and Temperature Operating Limits 07--19--2
PERFORMANCE PENALTIES FOR OPERATION WITH AIRPLANE SYSTEMS INOPERATIVE Figure 07--25--1 Figure 07--25--2 Figure 07--25--3 Figure 07--25--4 Figure 07--25--4
Available Accelerate-Stop Distance Correction Required Accelerate-Stop Distance Correction
07--25--3 07--25--4 07--25--6 07--25--7 07--25--7
Landing Field Length -- Flaps 45_ Landing Field Length -- Flaps 45_ Landing Field Length -- Flaps 45_
<type spec> <0005><0048><0073> <MST>
MASTER
SUPPLEMENTARY PROCEDURES Preface

INTRODUCTION
Vol. 2
07--01--1
REV 56, Jan 31/03
Supplementary procedures are normal procedures not related to a specific phase of flight and are accomplished as required, and not routinely performed on each flight. That may include procedures to conform with Air Traffic Control (ATC) instructions and other considerations, and for the operation of airplane systems which are used either as an option or as the situation warrants (e.g. Cat II operations, etc.) The supplementary procedures contained in this chapter are organized by system, sequenced similar to the Flight Crew Operating Manual (FCOM) Vol.1, Systems Description. These recommended procedures are usually accomplished by recall (memory). However, certain procedures which are not performed frequently, should preferably be performed with reference to the FCOM.
MASTER
SUPPLEMENTARY PROCEDURES Preface
Vol. 2
07--01--2
REV 58, Oct 31/05
THIS PAGE INTENTIONALLY LEFT BLANK
MASTER
SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

1. AIR -- CONDITIONING AND PRESSURIZATION A. Using Ground Pre-conditioned Air <0007>
Vol. 2
07--02--1
REV 58, Oct 31/05
The flight compartment and cabin can be air-conditioned by using a pre-conditioned air source attached to the Low Pressure (LP) ground supply connection, located on the right hand underside of the fuselage. This air goes directly into the distribution manifold and into the airplane interior.
WARNING
When using air-conditioning on the ground, ensure that the passenger door handle is unlatched (not stowed), to prevent inadvertently pressurizing the airplane. B. Using Ground Power Unit A ground power unit to supply high pressure pneumatic air is attached to the High Pressure (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 interior and for starting engine. For engine starting, refer to the procedures in Chapter 4: NORMAL PROCEDURES -- ENGINE STARTING of this manual. The pneumatic air supply should be adequate to keep the pack valves open to ensure the proper operation of the system. Two-pack operation is accomplished by opening the 10TH STAGE ISOL valve. (1) (2) (3) BATTERY MASTER switch . . . . . . . . . . . . . . . ON AC Power . . . . . . . . . . . . . . . . . . . . . . . . . Establish S Either from the APU or a ground power cart. Manual Mode Temperature Control switch/lights . . . . . . . . . . . . . . . . . . . . . . Off S Pressed out (flushed); Selects automatic control; MAN lights out. L PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On S Press in switch/light. OFF light goes out. 10TH STAGE ISOL valve . . . . . . . . . . . . . OPEN S OPEN light comes on. R PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On S Press in switch/light. OFF light goes out.
(4) (5) (6)
MASTER
Vol. 2
07--02--2
REV 58, Oct 31/05
WARNING
When using air-conditioning on the ground, ensure that the passenger door handle is unlatched (not stowed), to prevent inadvertently pressurizing the airplane. 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 status
message come on. (4) 10TH STAGE ISOL valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN PLT
S Press in switch/light and check that 10TH ISOL OPEN light and status
message come on. (5) L and R PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PLT
S Press in switch/lights and check that L and R PACK OFF lights and status
messages go out. (6) Cabin and cockpit mode and temperature . . . . . . . . . . . . . . Set as desired NOTE Flight compartment and duct temperatures should not exceed 71_C (160_F) or be less than 3_C (37_F) during manual mode operations. CPLT
MASTER

D. Air-conditioning From Engine Bleeds During Take-off
Vol. 2
07--02--3
REV 58, Oct 31/05
If the engine bleed is desired to provide air-conditioning during take-off, transfer bleeds as follows: (1) (2) (3) (4) 10TH STAGE, R BLEED AIR valves . . . . . . . . . . . . . . . . . . . . . . . . . . . Open 10TH STAGE ISOL valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed 10TH STAGE, L BLEED AIR valves . . . . . . . . . . . . . . . . . . . . . . . . . . . Open APU LCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check closed PLT PLT PLT 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 OFF for 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 procedures are recommended: (1) (2) (3) (4) PRESS CONT switch . . . . . . . . . . . . . . . . . . . Auto S Pressed out. MAN light goes out. L and R PACKs . . . . . . . . . . . . . . . . . . . . . . . . OFF S Pressed out. OFF lights come on. 10TH STAGE, ISOL valve . . . . . . . . . . . . Closed S OPEN light goes off. 10TH STAGE, L and R BLEED AIR . . . . . . . . . . . . . . . CLOSED S L and R CLOSED lights come on. RAM-AIR switch . . . . . . . . . . . . . . . . . . . . . OPEN S Pressed in. OPEN light comes on.
(5)
MASTER

After Take-off
Vol. 2
07--02--4
REV 58, Oct 31/05
At a safe altitude, preferably between 1,500 and 3,000 feet above field elevation: (6) (7) RAM-AIR switch . . . . . . . . . . . . . . . . . . . . . . Close S Pressed out. OPEN light goes off. 10TH STAGE, L and R BLEED AIR . . . . . . . . . . . . . . . . . . . Open S L and R CLOSED lights go off. L and R PACKs . . . . . . . . . . . . . . . . . . . . . . . . . On S Pressed in. OFF lights go off. NOTE If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured. Landing The procedures outlined below are recommended if engine bleeds are not to be used during landing, with the APU inoperative or selected OFF for performance reasons. When below 10,000 feet AGL: (1) PRESS CONT switch . . . . . . . . . . . . . . . . . . . Auto S Pressed out. MAN light goes out.
(8)
At the turn to final approach: (2) (3) (4) L and R PACKs . . . . . . . . . . . . . . . . . . . . . . . . OFF S Pressed out. OFF lights come on. RAM-AIR switch . . . . . . . . . . . . . . . . . . . . . OPEN S Pressed in. OPEN light comes on. LDG ELEV . . . . . . . . . . . . . . . . . Set to 3,000 feet landing field elevation NOTE Avoid high rates of descent for passenger comfort.
MASTER

F. High Moisture-producing Cargoes <0013> <0034> <0074>
Vol. 2
07--02--5
REV 58, Oct 31/05
Conditioned air for the cargo bay may be controlled as necessary using the CARGO switch on the AIR-CONDITIONING panel, for transportation of high moisture-producing cargoes such as live animals. Excessive moisture accumulation may cause ice formation on the outflow valves if the air-conditioning system is not able to remove the moisture adequately. Check the outflow valves for normal operation at regular intervals during flight. Select the appropriate setting on the CARGO switch, as applicable (refer to the FCOM Vol.1, Chapter 2, Air-Conditioning and Pressurization). It will be necessary to go to manual mode (PRESS CONT to MAN), select the maximum increase setting on the MAN RATE selector and to set the CABIN ALT at 500 feet above the indicated or anticipated cabin altitude, to prevent the possible restriction of the outflow valves due to ice formation. NOTE 1. The cargo air-conditioning system has a limited cooling capability. 2. For ground operations with the cargo bay door open, the cargo air-conditioning switch may be set to COND AIR. 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 FAN after the cargo bay door has been closed. 3. If live cargo is being transported at high ambient temperatures, the cargo air-conditioning switch should only 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.
MASTER

H. Cargo Bay Air-conditioning <0057> If required to use cargo air-conditioning: (1)
Vol. 2
07--02--6
REV 58, Oct 31/05
CARGO switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set to the required setting.
PNF
S FAN - used for fan only operations; S COND AIR - used when air-conditioning is required; S OFF - used to shut off airflow to the cargo bay area.
NOTE 1. The cargo air-conditioning system has a limited cooling capability. 2. For ground operations with the cargo bay door open, the cargo air-conditioning switch may be set to COND AIR. 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 FAN after the cargo bay door has been closed.
MASTER
SUPPLEMENTARY PROCEDURES Automatic Flight Control System

GENERAL
Vol. 2
07--03--1
TR RJ/208--1, Mar 25/08
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. The presentation is by phase of flight as applicable, and it is assumed that the AFCS and other correlated systems are fully operational and are being utilized to their full capacity. The following procedures only serve to supplement the normal procedures and should be employed as applicable. The AFCS automatically moves and controls the airplanes flight control surfaces or gives commands to the flight crew to follow guidance commands on the PFDs, depending on the AFCS selection made. Selection of any of the mode switches on the flight control panel (FCP), will illuminate the Mode/FCC Channel indicators located adjacent to each mode switch. For a more elaborate description of the procedures outlined herein, refer to the procedures in Chapter 4; 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 Crew Operating Manual (FCOM ),Vol.1. BEFORE TAKE - OFF (1) (2) (3) Take-off data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Computed / Set Navigation instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set / Cross-check PLT Both Both
S For departure, using the course select knobs - CRS 1 & CRS 2 on the FCP. S Pilot and Copilot will cross-check each others PFD for concurrence.
(4) (5) Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PLT PLT
S To runway heading, using the heading (HDG) select knob.

Target altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
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) must not be used until 400 feet AGL. <TC> <JAA> During take-off, the flight guidance mode must not be selected below 1,000 feet AGL or 200 KIAS, whichever comes first, and never below 400 feet AGL. <FAA>
MASTER

TAKE - OFF (CONTD) When lined-up on the runway centerline: (1) Take-Off / Go-Around (TOGA) switch . . . . . . . . . . . . . . . Press
Vol. 2
07--03--2
TR RJ/208--1, Mar 25/08
PLT
S Flight director command cues will automatically appear on the PFDs.

Effectivity:
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 in 0.50 degree steps.
At VR:
WARNING
Excessive rotation rates (exceeding 3 degrees per second) or over-rotations may lead to high pitch attitudes and angles of attack being attained while the aircraft is near the ground. This can reduce stall margins significantly resulting in stick shaker / pusher activation and potentially loss of control. Pilots must rotate smoothly towards the target pitch attitude then transition to speed control. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotate S Smoothly towards the target pitch attitude in one continuous motion. NOTE The flight director guidance represents an initial target for rotation only and does not guarantee that the recommended climb speed will be achieved / maintained under all conditions. Pilots must transition to speed immediately after initial rotation.
(2)
PF
MASTER

TAKE - OFF (CONTD) (3) Pitch attitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjust S To achieve an airspeed of not less than V2 + 10 KIAS.
Vol. 2
07--03--3
TR RJ/208--1, Mar 25/08
PF
NOTE Stall margins may be improved by reducing initial pitch attitude. At a safe altitude (400 feet AGL minimum):
Effectivity:
S Airplanes incorporating the --404 or the --604 Flight Control Computer: NOTE During take-off, the flight control panel (FCP) must not be used until 400 feet AGL. <TC> <JAA> During take-off, the flight guidance mode must not be selected below 1,000 feet AGL or 200 KIAS, whichever comes first, and never below 400 feet AGL. <FAA> (4) (5) (6) Speed mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select PNF PNF PF
S Using the speed mode (SPEED) switch.

Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engage
S Using the autopilot engage (AP) switch (not below 600 feet AGL).
Heading mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select
S Using the heading select (HDG) switch.

At 1,000 feet above airport elevation (AAE): (7) Target speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select S Using the speed bug (SPEED) knob. If a turn is required after take-off: (8) (9) Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set as required PF PF PF
S At 3,000 feet AAE:

Target speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select
CLIMB (1) Preselect speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
S To required climb speed.

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

CLIMB (CONTD)
Vol. 2
07--03--4
TR RJ/208--1, Mar 25/08
S System will operate in the current lateral mode with reference to
the active (and valid) navigation signal of the selected NAV source, as displayed on the PFDs.
(3)
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 monitor the operation of the system by maintaining the flight directors on. Annunciations in the vertical mode indicator portion of the PFD will change as each condition is met (Refer to FCOM Vol.1, AUTOMATIC FLIGHT 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 on the NAV source selected, the flight control computer (FCC) generates lateral commands to fly the active (and valid) navigation signal. If the active source is a Flight Management System (FMS) lateral commands are continuously sent by the flight management computer to the FCC after capture of the desired course, to follow the programmed flight plan. Deviations or changes to the pre-programmed flight plan can be accomplished by following the procedures outlined in the Pilots Operating Manual provided by the manufacturer. If the active NAV source is other than FMS (e.g. VOR, LOC, etc.), the FCC generates commands to maintain the selected course (or beam) once captured. Heading or course changes can be accomplished by going into the heading mode and selecting a new heading, or by selecting another course, and/or by tuning-in to another NAV source.
MASTER

DESCENT
Vol. 2
07--03--5
TR RJ/208--1, Mar 25/08
Climbs and descents can normally be accomplished by selecting the speed mode, with the system adjusting to the selected speed. NOTE Some excursions above VMO/MMO may occur when using the autopilot or flight director in IAS or vertical speed mode. Care should be taken not to exceed VMO/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 down
(3) (4) (5) Target descent speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjust
command), and pull backward to increase the vertical speed value (also a pitch up command).
S As required.
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) by selecting 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 are accomplished 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 be used, however, at altitudes below 400 feet AGL except when on an ILS approach, where the minimum allowable altitude for the operation of the autopilot is 80 feet AGL. <TC><FAA>
Effectivity:
Airplanes incorporating the ---404 or the ---604 Flight Control Computer:
Autopilot procedures for instrument approaches are essentially the same. The autopilot must not be used however, at altitudes below 400 feet AGL except when on an ILS approach, where the minimum allowable altitude for the operation of the autopilot is 60 feet AGL. <JAA>
MASTER

INSTRUMENT APPROACHES (CONTD)
Effectivity:
Vol. 2
07--03--6
TR RJ/208--1, Mar 25/08
Airplanes incorporating the ---704 or the ---037 Flight Control Computer:
Autopilot procedures for instrument approaches are essentially the same. The autopilot must not be used however, at altitudes below 400 feet AGL except when on an ILS approach, where the minimum allowable altitude for the operation of the autopilot is 80 feet AGL. <JAA> During approaches, descent is initiated by using the vertical speed mode by selecting the VS switch which will automatically maintain the referenced vertical speed. When desired, the reference vertical speed can be changed by using the Speed/Pitch wheel adjacent to the VS switch. The preselect altitude is set to the procedure turn altitude (if applicable), when tracking outbound from the fix. Maintaining headings and turns are accomplished in the heading mode, by pressing the HDG switch and rotating the heading select knob to the desired heading(s). If so desired, the half bank mode 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 intercept heading for a straight-in approach, select the approach mode by pressing the APPR switch. The flight control computer then arms for glideslope capture, if on a front course approach, captures the glide slope (as annunciated by green GS on the PFDs) and maintains flight on the glide path. The half bank mode (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 a possible overshoot. In all instances, changes to the thrust setting must be made accordingly, in order to maintain the desired 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 the pressure altitude existing at the time of selection. Turns are accomplished in the heading mode, and descents 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 towards the fix. Turns are accomplished in the heading mode, and climbs made with thrust adjustments to achieve the appropriate climb speed. The autopilot will capture the preselected missed approach altitude.
MASTER
SUPPLEMENTARY PROCEDURES Auxiliary Power Unit

ELECTRICAL REQUIREMENTS
Vol. 2
07--04--1
REV 56, Jan 31/03
The APU 28-volt start motor normally gets its power directly from the APU battery, which is 24-volts dc. AC power from whatever source is not capable of augmenting a weak battery; therefore, the batteries 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 dc service 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 the APU 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,
S Followed by a 20-minute off-time, S Followed by two further 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 must not 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 start sequence 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 APU FIRE PUSH switch/light on the glareshield to stop the APU. Keep in mind that the APU fire extinguishing SQUIBS will be armed for as long as the fire switch is pressed in. After the APU has stopped, reset the APU FIRE PUSH switch/light to the normal position.
MASTER
SUPPLEMENTARY PROCEDURES Auxiliary Power Unit

APU IN THE SERVICE CONFIGURATION
Vol. 2
07--04--2
REV 56, Jan 31/03
During ground servicing operations or when required by the Flight Attendants, the APU can be used to supply power to the AC service bus provided that the APU SERV BUS switch in the Miscellaneous Switches Panel on the Forward Attendants Area is selected ON. The APU should be started only by 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 condition will 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 fuel crossflow must be inhibited. For the period of APU operation: (1) (2) FUEL, AUTO OVERRIDE switch/light . . . . . . . . . . . . . . . . . . . . . . . . . Press in Check MANUAL light on. MAN XFLOW status message out. FUEL, L and R XFLOW switch/lights . . . . . . . . . . . . . . . . . . . . . . Press out Check ON lights out. L and R XFLOW ON status messages out.
MASTER
SUPPLEMENTARY PROCEDURE Flight Controls

1.
Vol. 2
07--05--1
REV 57, Apr 05/04
CREW COORDINATION IN THE EVENT OF FLIGHT CONTROL JAM The aileron and elevator controls are equipped with control disconnects which permit the pilot or the copilot to maintain sufficient lateral and longitudinal control in the event of a control jam. In the event of a jam in one of the ailerons cable runs, the control wheels can be disconnected using the ROLL DISC handle on the centre pedestal. In the event of a jam in one of the elevators cable runs, the control column can be disconnected using the PITCH DISC handle on the centre pedestal. The rudder control is equipped with an anti-jam mechanisms that permits both pilots to maintain sufficient directional control, however, additional force is required to maintain surface travel. The flight crew should keep these facts in mind and adhere to standard cockpit management procedures and strive to be as coordinated as possible during all maneuvers. Trims should be adjusted as required and appropriate procedures performed.
MASTER
SUPPLEMENTARY PROCEDURE Flight Controls
Vol. 2
07--05--2
REV 57, Apr 05/04
MASTER
SUPPLEMENTARY PROCEDURES Fuel System

1. REFUELING / DEFUELING A. Operation
Vol. 2
07--06--1
REV 57, Apr 05/04
The Fuel System Computer Unit (FSCU) Channel 1 facilitates automatic refueling operation. In the event of Channel 1 failure, Channel 2 will take over. If the fuselage and the flight compartment refuel/defuel panel send faulty transmission data, the FSCU will detect the fault and send the information to the Refuel/Defuel panel. The airplane may be refueled or defueled by pressure/suction or by gravity, using standard ground equipment. A single point adaptor located in the right hand wing leading edge filler, permits pressure fueling and defueling. All pressure fueling/defueling operations are controlled from a refuel/defuel panel. Pressure refueling can be performed automatically or manually. NOTE During the refueling/defueling operation, check for fuel spillage from the vent relief valves, water drain valves and 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.

NOTE A fuel tender pressure, of not more than 345 kPa (50 psi), is required to perform the refuel/defuel control test. (1) POWER switch . . . . . . . . . . . . . . . . . . . . . . . . On S Check that the ON light comes on. NOTE The flight compartment refuel/defuel control panel will override the fuselage refuel/defuel control panel. (2) (3) Ensure that the fuel tender pressure is not more than 345 kPa (50 psi). Mode selector . . . . . . . . . . . . . . . . . . . . . . . TEST S Check that the SOV OP lights come on, H. LEVEL DETECTOR lights come on in sequence (left, centre, right), SOV OP lights go out, SOV CL lights come on.
MASTER

(4)
Vol. 2
07--06--2
REV 57, Apr 05/04
LAMP TEST switch . . . . . . . . . . . Push and hold S Check that all lights come on and 8s come on the fuel quantity displays.
If the above conditions are not met, automatic pressure refueling is inoperative. The manual pressure refueling procedure must be used and the fuel quantity must be continuously 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 tank R/D SOV opens to fill the centre tank. NOTE A fuel tender pressure of not more than 345 kPa (50 psi) is required to perform the automatic pressure refueling. (1) (2) Ensure that the airplane and the fuel tender are grounded. POWER switch . . . . . . . . . . . . . . . . . . . . . . . . On S Check that the ON light comes on. NOTE The flight compartment refuel/defuel control panel will override the fuselage refuel/defuel control panel. (3) (4) (5) (6) Mode selector switch . . . . . . . . . . . FUEL AUTO INC./DEC. toggle switch . . . . . . . . As required. S Slew to the desired total fuel quantity. Ensure that the fuel tender pressure is not more than 345 kPa (50 psi). ON/OFF toggle switch . . . . . . . . . . . . . . . . . . ON S To initiate automatic pressure refueling.
S Monitor the fuel quantity

displays.
S Check that the applicable
SOV CL lights come on when the preselected fuel quantity has been reached
(7) (8)
ON/OFF toggle switch . . . . . . . . . . . . . . . . . OFF Mode selector switch . . . . . . . . . . . . . . . . . . OFF
MASTER

(9) (10)
Vol. 2
07--06--3
REV 57, Apr 05/04
POWER switch . . . . . . . . . . . . . . . . . . . . . . . OFF S ON light goes out. 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 accomplished manually. If the high level sensor is inoperative, the fuel quantity must be continuously monitored to prevent overfill. NOTE A fuel tender pressure of not more than 345 kPa (50 psi) is required to perform the manual pressure refueling. (1) (2) Ensure that the airplane and the fuel tender are grounded. POWER switch . . . . . . . . . . . . . . . . . . . . . . . . On. S Check that the ON light comes on. NOTE The flight compartment refuel/defuel control panel will override the fuselage refuel/defuel control panel. (3) (4) Mode selector switch . . . . . . . . FUEL MANUAL 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) (6) (7) Applicable SOV toggle switches . . . . . . . . OFF Mode selector switch . . . . . . . . . . . . . . . . . . OFF POWER switch . . . . . . . . . . . . . . . . . . . . . . . OFF
S ON light goes out.

(8) 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. Flight Crew Operating Manual CSP A-013
MASTER

E. Gravity Refueling
Vol. 2
07--06--4
REV 57, Apr 05/04
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 center tank 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 tanks are located below the maximum fuel level thus the tanks cannot be filled to the maximum. Do not open the gravity filler caps if the tanks are full or if the fuel quantity is not known. F. Pressure Defueling Automatic defueling is accomplished by selecting DEFUEL on the Mode Selector Rotary Control, and selecting the R/D SOV switches to ON. In the defuel mode, the R/D SOVs are de-energized open with the SOV switches selected to ON. Suction is then applied through the refuel/defuel hose adapter which is connected to the single-point adapter and the tanks will then defuel. G. Gravity Defueling Gravity defueling may be accomplished through fuel tank drain valves (3) located on the underside of the wings. The main tanks fuel drain valves are installed near the wing root on the underside of each wing. The center tank fuel drain valve is located near the wing root, underside of the left wing. A gravity defueler adapter can then be inserted into the valve after it has been opened to start gravity defueling. 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 the two inclinometers (pitch and roll), located on the right side of the pilots bulkhead, as reference. There are 5 MLIs installed on the airplane. Two MLIs are installed under-wing in each of the 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 pitch inclinometer must be at graduation 6 (0_).
MASTER

NOTE
Vol. 2
07--06--5
REV 57, Apr 05/04
1. After refueling, wait at least 3 minutes for the fuel to settle before taking readings. 2. Take readings from MLIs #2, #3 and #4 only. 3. The readings of the MLI may give different values depending on how it is handled. The following steps must be followed to ensure consistent readings. (2) (3) (4) (5) Unlock the MLI by turning its stowage latch 90_. Deploy the MLI downward to its full length. Slowly raise the MLI with the back of the hand until the magnets link. Do not push it any further. Sight along the MLI housing bottom surface and read to the nearest graduation. NOTE The graduations increase in value to the bottom of the MLI. (6) (7) Push the MLI back to the top and lock it by aligning the red lines. Refer to the following tables to determine the fuel quantities of the respective tanks. NOTE 1. The MLI system provides a direct reading of the fuel volume. The fuel mass in the MLI Readings Conversion tables is assuming a relative density of 0.815 (6.8 lb/USG). 2. The fuel density will vary from fuel to fuel and will also vary with temperature. This variation will induce an error of 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 corrected accordingly.
MASTER
Vol. 2
07--06--6
REV 57, Apr 05/04
MLI READINGS CONVERSION TABLE LEFT OR RIGHT MAIN WING TANK INBOARD MLI (MLI #2 OR MLI #4) MLI READING 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0 4.2 4.4 4.6 4.8 5.0 5.2 5.4 FUEL QTY. (kg) 77 86 95 104 114 124 135 146 157 169 181 192 204 217 229 242 255 268 282 296 310 325 341 357 373 390 407 424 FUEL QTY. (lb) 170 189 209 230 252 274 298 322 347 372 398 424 451 477 505 533 562 591 621 652 684 717 752 787 823 860 897 935 MLI READING 5.6 5.8 6.0 6.2 6.4 6.6 6.8 7.0 7.2 7.4 7.6 7.8 8.0 8.2 8.4 8.6 8.8 9.0 9.2 9.4 9.6 9.8 10.0 10.2 10.4 10.6 10.8 --FUEL QTY. (kg) 442 459 477 495 512 530 548 567 586 606 626 647 668 690 712 734 757 780 804 829 854 879 905 932 959 987 1015 --FUEL QTY. (lb) 974 1013 1052 1090 1129 1168 1208 1249 1291 1335 1380 1426 1472 1520 1569 1618 1669 1720 1773 1827 1882 1938 1996 2055 2115 2177 2239 --MLI READING 11.0 11.2 11.4 11.6 11.8 12.0 12.2 12.4 12.6 12.8 13.0 13.2 13.4 13.6 13.8 14.0 14.2 14.4 14.6 14.8 15.0 15.2 15.4 15.6 15.8 16.0 16.2 --FUEL QTY. (kg) 1044 1072 1101 1130 1159 1188 1217 1247 1277 1308 1339 1372 1405 1438 1473 1507 1542 1577 1612 1646 1681 1715 1749 1783 1817 1851 1885 --FUEL QTY. (lb) 2301 2364 2427 2491 2554 2618 2683 2749 2815 2883 2953 3024 3097 3171 3247 3323 3400 3477 3554 3630 3706 3781 3856 3931 4005 4080 4155 ---
MASTER

MLI READINGS CONVERSION TABLE CENTRE TANK MLI (MLI #3) MLI READING 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0 4.2 4.4 4.6 4.8 5.0 5.2 5.4 5.6 5.8 6.0 6.2 6.4 6.6 6.8 7.0 7.2 7.4 FUEL QTY. (kg) 100 114 129 145 161 179 197 216 235 255 275 294 313 333 352 372 393 414 435 457 479 502 525 547 570 592 613 634 655 676 697 719 741 764 787 810 833 856 FUEL QTY. (lb) 221 252 285 320 356 394 434 476 519 562 606 648 691 734 777 821 866 912 959 1008 1057 1107 1157 1207 1256 1304 1351 1397 1443 1489 1536 1584 1633 1683 1734 1785 1836 1888 MLI READING 7.6 7.8 8.0 8.2 8.4 8.6 8.8 9.0 9.2 9.4 9.6 9.8 10.0 10.2 10.4 10.6 10.8 11.0 11.2 11.4 11.6 11.8 12.0 12.2 12.4 12.6 12.8 13.0 13.2 13.4 13.6 13.8 14.0 14.2 14.4 14.6 14.8 15.0 FUEL QTY. (kg) 879 902 924 946 967 988 1008 1029 1050 1072 1094 1116 1139 1162 1185 1208 1231 1255 1278 1301 1325 1348 1373 1397 1422 1448 1472 1496 1519 1541 1562 1582 1603 1623 1643 1664 1685 1708 FUEL QTY. (lb) 1938 1988 2037 2085 2131 2177 2223 2269 2316 2362 2411 2461 2511 2561 2612 2663 2715 2766 2817 2869 2920 2973 3026 3081 3136 3191 3246 3298 3348 3396 3443 3488 3533 3578 3623 3668 3716 3765
Vol. 2
07--06--7
REV 57, Apr 05/04
MLI READING 15.2 15.4 15.6 15.8 16.0 16.2 16.4 16.6 16.8 17.0 17.2 17.4 17.6 17.8 18.0 18.2 18.4 18.6 18.8 19.0 19.2 19.4 19.6 19.8 20.0 20.2 20.4 20.6 20.8 21.0 21.2 21.4 21.6 21.8 22.0 -------
FUEL QTY. (kg) 1731 1754 1777 1800 1821 1841 1860 1878 1895 1913 1930 1947 1964 1981 1997 2012 2027 2041 2056 2070 2085 2100 2115 2130 2145 2159 2173 2186 2199 2212 2224 2235 2246 2257 2267 -------
FUEL QTY. (lb) 3816 3867 3918 3967 4015 4059 4100 4140 4179 4217 4255 4293 4330 4367 4402 4435 4468 4500 4532 4564 4596 4630 4663 4696 4728 4760 4791 4820 4849 4876 4903 4928 4952 4976 4998 -------
MASTER
Vol. 2
07--06--8
REV 57, Apr 05/04
MASTER
SUPPLEMENTARY PROCEDURES Anti-skid System - One Channel Inoperative

NOTE
Vol. 2
07--07--1
REV 58, Oct 31/05
These procedures do not constitute approval to conduct operations with both the inboard and the outboard anti-skid channels inoperative. 1. GENERAL The data in this supplement must only be used when operating the airplane with one anti-skid channel inoperative. This supplement is only applicable when used in conjunction with a Minimum Equipment List (MEL) approved by the appropriate authority. This data complements data contained in the Airplane Flight Manual and its supplements. The following data must therefore, be read in conjunction with the Airplane 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 the following: A. Rejected Take-off Before Achieving V1 Rejection of the take-off must be initiated no later than V1.
MASTER

Simultaneously: (1) (2) (3) (4)
Vol. 2
07--07--2
REV 58, Oct 31/05
Take-off . . . . . . . . . . . . . . . . . . . . . . . . Discontinue immediately. Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Wheel brakes . . . . . . . . . . . . . . . . . . . . . . . . Apply light to moderate braking until a safe stop on runway is assured. Ground spoilers . . . . . . . . . . . . . . . . . . . . . Check extended:
S GLD DEPLOY advisory

message on. Consider manual flight spoiler deployment 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 SEVERE ENGINE DAMAGE section in this 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 Evacuation Procedure . . . . . . . . . . . . . . . . . . . . . . Accomplish Refer to EMERGENCY EVACUATION - PASSENGER EVACUATION section in Chapter 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 tires must be observed. Refer to the Airplane Flight Manual, Chapter 6: PERFORMANCE -TAKE-OFF PERFORMANCE - MAXIMUM ALLOWABLE BRAKE TEMPERATURE FOR TAKE-OFF. 5. NORMAL PROCEDURES The normal procedures in Chapter 4 are applicable, except as modified by the following:
MASTER
Vol. 2
07--07--3
REV 58, Oct 31/05
CAUTION
Extreme caution is required during braking to avoid tire damage. Maximize use of reverse thrust. Upon Landing: (1) (2) 6. Both engines . . . . . . . . . . . . . . . . . . . . . . . . . Apply maximum reverse thrust. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Apply light to moderate braking until safe taxi speed is maintained.
A.
ABNORMAL PROCEDURES The abnormal procedures in Chapter 5 are applicable, except as modified by the following: A. Flaps Failure Procedure: (1) Actual landing distance . . . . . . . . . . . . . Increase as applicable, over the flap-45_ actual landing distance with anti-skid inoperative, by the factor given below: Refer to the Airplane Flight Manual Chapter 7, Supplement 9: Anti-skid System - One Channel Inoperative Flaps Setting (Degrees)
VREF
(KTS)
Actual Landing Distance Factor (Without Thrust Reversers) 1.65 (65%) 1.50 (50%) 1.30 (30%) 1.20 (20%)
Actual Landing Distance Factor (With Thrust Reversers) 1.35 (35%) 1.20 (20%) 1.05 (5%) 1.00 (0%)
0 8 20 30 7. PERFORMANCE
30 18 12 8
The performance data for operations with one channel of the anti--skid system inoperative can be found in the Airplane Flight Manual, Chapter 7: SUPPLEMENTS. 8. SUPPLEMENTS The supplementary data given in Chapter 7 are applicable.
MASTER
Vol. 2
07--07--4
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Navigation Systems

1.
Vol. 2
07--08--1
REV 58, Oct 31/05
FLIGHT MANAGEMENT SYSTEM (DUAL FMS) <0024> / (SINGLE FMS) <0050> A. (1) B. (1) C. Prior to FMS Use: FMS position information . . . . . . . . . . . . . . . . . Check for accuracy. During Flight or After Periods of Dead Reckoning (DR) Navigation: FMS position information . . . . . . . . . . . . . . . . . Check for accuracy. 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 ---15C ( 5F), 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 than 36,000 feet. D. (1) (1) Prior to Take-off: (If FMS reference thrust setting for take-off is desired): FMS THRUST MGMT page . . . . . . . . . . . Enter OAT and activate TO mode. OR FMS THRUST MGMT page . . . . . . . . . . . . . . . . . Enter OAT and FLX TEMP and activate FLX mode.
MASTER
SUPPLEMENTARY PROCEDURES Navigation Systems

Effectivity: S Airplanes equipped with FMS--4200 (FMC 822-0783-002) (SCID 829-7739-008) OR (FMC 822-0783-006) (SCID 829-7739-012).
Vol. 2
07--08--2
REV 58, Oct 31/05
S The FMS thrust setting data is not provided for take-off / or go-around (TO/GA). E. (1) During Operations in Icing Conditions: FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enter applicable engine anti-ice configuration (i.e., WING A/I --- ON/OFF).
CAUTION
FMS thrust management does not monitor wing/cowl anti-ice switch selections. Pilots must confirm the correct wing/cowl anti-ice selection 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 Crew Operating Manual, Volume 1, Chapter 12: FLIGHT INSTRUMENTS.
MASTER
SUPPLEMENTARY PROCEDURES Power Plant

BATTERY / EXTERNAL AIR START
Vol. 2
07--09--1
REV 56, Jan 31/03
The following procedures are recommended when starting the engines using external air and battery power only. Communication with the ground crew during the start process should be established at all times. It should be noted that only IGNITION B and the left fuel pump will be operational when starting with just battery power. NOTE 1. Flight compartment standby lights come on when the battery bus is powered and normal AC power is off. 2. EICAS display cooling is not available when the battery bus is powered and normal AC power is off. If this condition will continue for more than five (5) minutes, the 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 the ground crew: (1) BATTERY MASTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S L and R 10TH SOV CLSD status messages on. NOTE <0005> If an ENG TYPE MISCOMP status message is displayed, do not start the engines. (2) Left BOOST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PLT 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.
MASTER

BATTERY / EXTERNAL AIR START (CONTD) When N2 reaches 20% RPM and ITT is below 120_C: (5) Left Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
D
Vol. 2
07--09--2
REV 56, Jan 31/03
PLT
Check that starter disengages at 55% N2. NOTE If ITT is greater than 120_C prior to start, engine must be dry motored for a maximum of 90 seconds with ignition off and affected thrust lever at SHUT OFF, in order to lower ITT below 120_C.
D D D
Check that ITT is 450 - 600_C; the maximum during start is 900_C, Check that N1 stabilizes and does not drop below 22-25% RPM, Check that N2 is between 62.9 - 64.0%. NOTE 1. Idle N2 speed changes approximately 1%/10_C OAT. 2. If N2 stabilizes at more than 2% below chart idle speed, do not advance thrust levers above 70% N2 until core speed is stabilized within normal limits.
(6)
Check that oil pressure is within normal range [above 25 psi (172 kPa)]. GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S R FUEL PUMP ON advisory message on.
D
PLT
MASTER

BATTERY / EXTERNAL AIR START (CONTD) Before starting right engine: (7) Fuel feed check valve test . . . . . . . . . . . . . . . . . . . . . Complete Fuel feed check valve test procedure: (a) BOOST PUMP , L and R . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off (b) FUEL LO PRESS caution . . . . . . . . . . . . . . . . . . . . . Check on S For the right engine. NOTE
Vol. 2
07--09--3
REV 56, Jan 31/03
PLT
Absence of the low pressure caution message on the EICAS is an indication that the fuel feed check valve has failed in the open position. (c) BOOST PUMP , L and R . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (8)
D
Right engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start Perform a normal cross-bleed start.
QUCK TURN-AROUND STARTS NOTE If ITT is greater than 120_C prior to start, engine must be dry motored for a maximum of 90 seconds with ignition off and affected thrust lever at SHUT OFF, in order to lower ITT below 120_C. Refer to Powerplant Limitations (See Chapter 2) for dry motoring cycle.
MASTER

ENGINE OIL LEVEL INDICATION SYSTEM Effectivity:
Vol. 2
07--09--4
REV 56, Jan 31/03
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 engine
oil 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 lights
out, 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 Indication System Failure Procedure . . . . . . . . . Accomplish Refer to ABNORMAL PROCEDURES---POWER PLANT.
MASTER

ENGINE OIL LEVEL INDICATION SYSTEM (contd) If LH or RH REFILL lights on:
Vol. 2
07--09--5
REV 56, Jan 31/03
NOTE MASTER CAUTION lights will not come on for this condition. If maintenance is available: (2) Affected engine oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . Service immediately. NOTE--Service engine oil system using either of the following:
S Engine oil replenishment

system, or
S Manual refill at the affected

(3) ENGINE OIL LEVEL, STOP/START switch/light . . . . . . . . . . . . Press out engine oil tank. 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 engine oil system . . . . . . . . . . . . . . . . . . . . . . . . . Calculate flight time available before system must be replenished. Replenishment must be performed on the affected engine within the following period; not to exceed 6 flight hours: MINUS Maximum Duration to Next Replenishment (Hours) 6 Duration of Last Flight (Hours) --hrs EQUALS Flight Time Available Before Replishment Required = hrs
MASTER

ENGINE OIL LEVEL INDICATION SYSTEM (contd) If LH or RH REFILL lights on (Contd): (3) ENGINE OIL LEVEL, STOP/START switch/light . . . . . . . . . . . . Press out
Vol. 2
07--09--6
REV 56, Jan 31/03
to shutdown oil level check system. Check the following:

If STOP light is on: (3) ENGINE OIL LEVEL, STOP/START switch/light . . . . . . . . . . . . Press out to shutdown oil level check system. Check the following:

ENGINE OIL REPLENISHMENT If it is required to top-up the engine oil tank, the following outlines the procedures employed using the 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. Check the following:
S LH and/or RH FULL light/s
come on for 2 to 4 seconds, then go out again.
NOTE If either engine oil tank is full, the applicable FULL light would have been on and will remain on after the test. If the indications as stated above do not occur, the system is defective and must not be used.
MASTER

ENGINE OIL REPLENISHMENT (CONTD) Replenishment Procedures (1) Oil quantity indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify (2) Manual selector valve . . . . . . . . . . . . . . . . . . . . Turn (3) Oil quantity . . . . . . . . . . . . . . . . . . . . . . . . . . Monitor (4) Manual selector valve . . . . . . . . . . . . . . . . Release
Vol. 2
07--09--7
REV 56, Jan 31/03
and make a record of the oil level in the replenishment tank. and hold to the R or L position, as applicable. as the oil level in the replenishment tank decreases. as soon as the replenishing pump automatically stops (the LH or RH FULL light, as applicable, comes on), or until the oil quantity in the replenishment tank decreases by 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 been added: (5) Affected engine . . . . . . . . . . . . . . . . . . . . Dry motor for 30 seconds. The affected FULL light should then come on.
If the affected ENG OIL, FULL light still does not come on: (6) Steps (1) to (5) above . . . . . . . . . . . . . . . . . Repeat within five (5) minutes. Confirm that the affected FULL light is now on. and make a record of the oil quantity that was put into the engine. for the other engine, if required.
(7) Oil quantity indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify
(8) Steps (1) to (7) above . . . . . . . . . . . . . . . . . Repeat
(9) ON/OFF switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that all lights go out.
MASTER
Vol. 2
07--09--8
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Category ll Operations
Vol. 2
07--10--1
REV 58, Oct 31/05
1.
NOTE These supplementary procedures do not constitute approval to conduct Category II operations. INTRODUCTION The Regional Jet CL 600-2B19 airplane has been shown to meet the airworthiness requirements for Category II Operations contained in Appendix 1 of AC 120-29 and Subpart 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 Operating Manual. This supplement must therefore, be read in conjunction with the basic Flight Crew Operating Manual. The effect of these supplementary procedures on the basic Flight Crew Operating Manual is given in paragraphs (2) to (6). LIMITATIONS The operating limitations in Chapter 2 are applicable, except as modified by the following: Category II Required Equipment List S 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 below and their ground installations, are operating satisfactorily. Category II Required Equipment List Equipment VHF NAV 1 and 2 VHF COM 1 and 2 PFD 1 and 2 STAB Channel 1 and 2 Radio Altimeter 1 and 2 <0045> AHRS 1 and 2 or IRS 1 and 2 <0025> ADC 1 and 2 FD 1 and 2 EFIS Comparator Monitors AFCS Pitch Trim Autopilot Hydraulics (3) Electrics Prior to Approach Both must be operational. Both must be operational. One (1) PFD available and operational for each side. One (1) channel must be operational. Both must be operational, with display on both sides. <0045> Both must be operational. Both must be operational. Both must be operational. Must be operational. Must be operational. Must be operational. All systems must be on and operational. Two (2) generators on and sharing load, i.e. 2 main generators or 1 main generator and APU generator on.
2.
MASTER

Category II Required Equipment List (Contd)
Category II Required Equipment List <0026> Equipment VHF NAV 1 and 2 VHF COM 1 and 2 PFD 1 and 2 STAB Channel 1 and 2 Radio Altimeter 1 and 2 <0045> IRS 1 and 2 ADC 1 and 2 EFIS Comparator Monitors AFCS Pitch Trim <0026> Hydraulics (3) Electrics
Vol. 2
07--10--2
TR RJ/204, Feb 11/08
Prior to Approach Both must be operational. Both must be operational. One (1) PFD available and operational for each side. One (1) channel must be operational.
Must be operational, with display on both sides.

<0045>
Both must be operational. Both must be operational. Must be operational. Must be operational if HGS is inoperative.<0026> All systems must be on and operational. Two (2) generators on and sharing load, i.e. 2 main generators or 1 main generator and APU generator on. --604 FCC<0026> --704 FCC<0026> --904 FCC<TC,FAA><0026> --037 FCC<0026>
Fli h Guidance Flight G id Systems S <0026>
Either the autopilot or HGS Either both flight directors, must be operational.<0026> or the autopilot, or the HGS must be operational.
<0026>
MASTER
SUPPLEMENTARY PROCEDURES Category ll Operations 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
Vol. 2
07--10--3
REV 58, Oct 31/05
S Airplanes incorporating the following Canadair Service Bulletin:

S SB 601R ---22 ---014, AFCS Performance Improvements.
S Operation of the autopilot is prohibited below 80 feet AGL. S Manual (Non--coupled) Category II approaches are prohibited.<JAA>
MASTER
Vol. 2
07--10--4
REV 58, Oct 31/05
Effectivity:
S Airplanes equipped with the ---503 HGS Computer.<0026>

The following table identifies the limitations applicable on each mode of the HGS during Category 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 Operations Flight Phase Selected Landing Approach HGS Mode (and Roll-out) n X
1, 2
PRI VMC FD AI AII
X X X n
2, 4, 5, 6
X X X n
4 <0026> 4, 8 <JAA, 0026>
AIII General
n
3, 4, 5, 7
n
4 <0026> 4, 8 <JAA, 0026>
S The system must be operated in accordance with the HGS Pilot Guide P/N 9701---0971
dated May 1999 or later applicable edition. Associated Footnotes 1. 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 not stowed.<JAA>
MASTER

3. EMERGENCY PROCEDURES
Vol. 2
07--10--5
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 the primary 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 DIS switch on the FCP . to Category I minima, or go-around.
(2) Manual control . . . . . . . . . . . . . . . . . . . . . . Resume (3) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue
If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
MASTER

4. NORMAL PROCEDURES
Vol. 2
07--10--6
REV 58, Oct 31/05
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 feet
B. Prior to Approach
displayed on the PFDs.
Airplane must be properly configured and that Category II briefing accomplished prior to 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 in PRI mode or the PFD / MFD as the primary navigation displays. <0026> (2) HGS combiner brightness control <0026> . . . . . . . . . . . . . . . Adjust as required to provide contrast for the symbology to be readable yet not overpower the outside environment.
NOTE The automatic brightness control is optimized for low visibility conditions. Adjustments may be required under high contrast lighting conditions in day time or brightly lit environments (e.g. airport) during a clear night. When the use of the sun visor is discontinued, HGS combiner brightness adjustment may be required to regain optimum contrast ratio.
<0026>
MASTER
Vol. 2
07--10--7
REV 58, Oct 31/05
(3) Landing weight . . . . . . . . . . . . . . . . . . . . . . . . Check
within limits. See Chapter 6: PERFORMANCE---LANDING PERFORMANCE of the Airplane Flight Manual, CSP A-012. to onside ILS (green) for both PFDs. to NORM. to MAG. set to NAV. on both PFDs. on both PFDs. as a barometric DH, in case RA fails. that no comparator flags are displayed. that the following messages are not displayed
(4) NAV SOURCE switches . . . . . . . . . . . . . . . . . . . Set (5) ATTD / HDG and AIR DATA source selectors . . . . . . . . . . . . . . . . . . . . . . . . . . Set (6) COMPASS switches (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . Set (6) IRS 1 and IRS 2 switches <0025> . . . . . . . . . . . . . . . . . . . . . . . Check (7) Decision height . . . . . . . . . . . . . . . . . . . . . . . . . . Set (8) Localizer Course . . . . . . . . . . . . . . . . . . . . . . . . . Set (9) MDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
(10) EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check (11) CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
S AFCS MSGS FAIL warning

message,
S AP PITCH TRIM, EFIS COMP

INOP and EFIS COMP MON caution message, S FD 1 / 2 FAIL status messages.
MASTER

Effectivity:
Vol. 2
07--10--8
REV 58, Oct 31/05
Airplanes equipped with the ---503 HGS Computer: <0026>
(12) HGS control panel <0026> . . . . . . . . . . . . . . . . Enter
glideslope angle and runway elevation. Enter approach mode as required.
(13) EFIS / HGS <0026> . . . . . . . . . . . . . . . . . . . . Check (14) CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
that no comparator flags are not displayed: that the following messages are not displayed.
S AFCS MSGS FAIL warning

message,

INOP and EFIS COMP MON caution messages, S FD 1 / 2 FAIL status messages, S HGS FAIL status message (if HGS is in use).<0026> (15) RA TEST switches . . . . . . . . . . . . . . . . . . . . . . Press Both pilots must independently test their respective radio altimeter. Check the following:
S 50 feet RA displayed on
PFDs. (16) Stabilizer and elevator position . . . . . . . . . . Check (17) Landing data . . . . . . . . . . . . . . . . . . . . . . Computed valid on F/CTL synoptic page. Set speed and N1 bugs, i.e., landing reference speed (VREF) and take---off N1 reference (for go---around). approach mode below 2000 feet (if necessary).
(18) Approach mode . . . . . . . . . . . . . . . . . . . . . . . . . Arm (19) HGS control panel . . . . . . . . . . . . . . . . . . . . . Select
MASTER

(20) Stabilizer and elevator position . . . . . . . . . . Check (21) Approach mode . . . . . . . . . . . . . . . . . . . . . . . . . Arm (22) RA TEST switches . . . . . . . . . . . . . . . . . . . . . . Press
Vol. 2
07--10--9
REV 58, Oct 31/05
valid on F/CTL synoptic page. Both pilots must independently test their respective radio altimeter. PFDs. Set speed and N1 bugs, i.e., landing reference speed (VREF) and take-off N1 reference (for go-around).
S 50 feet RA displayed on
(23) Landing data . . . . . . . . . . . . . . . . . . . . . . Computed
C.
Before Landing (1) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Disengage (1) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Disengage at an altitude not less than 80 feet AGL. <TC/FAA> at an altitude not less than 60 feet AGL. <JAA>
Effectivity:
S S
Airplanes 7395 and subsequent, and Airplanes incorporating the following Canadair Service Bulletin: S SB 601R ---22 ---014, AFCS Performance Improvements.
(1) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Disengage
at an altitude not less than 80 feet AGL. <JAA>
MASTER

5. ABNORMAL PROCEDURES
Vol. 2
07--10--10
REV 58, Oct 31/05
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 (2) AC POWER, APU GEN switch . . . . . . . . . . . Select if available. to ON. Check the following:
S APU GEN OFF caution

message out.
Effectivity:
Airplanes 7003 thru 7207 not incorporating Canadair Service Bulletin:
S SB 601R ---34 ---094, Installation of a New ADC ( ---140) and ARP ( ---104). NOTE After generator transfers, intermittent failure of the copilots air data reference system may occur. These failures may result in uncommanded changes to the copilots flight instruments. Flight crews should check and reset as required, the barometric altimeter setting, altitude preselector, V-speeds and speed bug settings before take-off and after generator switching events.
Effectivity:
<0026>Airplanes equipped with the ---503 HGS Computer: <0026>
(3) HGS control panel <0026> . . . . . . . . . . . . . . . Select
CLEAR or stow the combiner. Enter approach mode as required.
(4) Single Engine Approach and Landing procedure . . . . . . . . . . . . . . . Accomplish
Refer to Chapter 5: ABNORMAL PROCEDURES --- SINGLE ENGINE PROCEDURES. under Category II operations.
(5) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue At glideslope intercept: (6) Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retrim If the APU GEN is not available: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . Conduct
directionally as required.
under Category I operations.
MASTER

B. Engine Failure During Approach
Vol. 2
07--10--11
REV 58, Oct 31/05
The approach may be continued provided the following procedure can be accomplished prior to 800 feet. (1) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . Disconnect (2) Operating engine . . . . . . . . . . . . . . . . . . . . Increase (3) Flight spoilers . . . . . . . . . . . . . . . . . . . . . . . . Ensure (4) Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retract (5) Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . Increase (6) Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retrim (7) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Re-engage (8) Actual landing distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increase by a factor of 1.25 (25%), for a landing without the use of reverse thrust. thrust as required. retracted. to 20 degrees. to VREF+12 KIAS.
Effectivity:
(9) HGS control panel<0026> . . . . . . . . . . . . . . . Select At glideslope intercept: (10) Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retrim
CLEAR or stow the combiner.
directionally as required.
If above 800 feet and APU GEN is available and selected ON: (11) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If above 800 feet and APU GEN is not available: (11) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . Conduct 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-FLIGHT ENGINE FAILURE/SHUTDOWN Procedure. under Category I operations. under Category II operations.
MASTER

C. ADC 1 or 2 Failure Indication:
Vol. 2
07--10--12
REV 58, Oct 31/05
Erratic PFD data or ADC FAIL annunciation and ALT / IAS annunciation on PFDs.
First failure during approach (of the two required units): If above 200 feet, on a stabilized approach: (1) AIR DATA switch . . . . . . . . . . . . . . . . . . . . . . Select (2) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate D. VHF NAV 1 or 2 Failure Indication: ILS receiver on applicable side is inoperative. X---SIDE. to Category I minima, or initiate go-around.
First failure during approach (of the two required units): If above 200 feet, on a stabilized approach: (1) NAV SOURCE switch . . . . . . . . . . . . . . . . . . Select (2) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate E. FD 1 or 2 Failure Indication: Flight director, on applicable side is inoperative. FD 1 FAIL or FD 2 FAIL displayed on EICAS. X---SIDE. to Category I minima, or initiate go-around.
If above 200 feet, on a stabilized approach: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue (2) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . Transfer If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate to Category I minima, or initiate go-around. if required.
MASTER

F. AHRS 1 or 2 Failure or IRS 1 or 2 Failure <0025> Indication:
Vol. 2
07--10--13
REV 58, Oct 31/05
Erratic PFD data or ATT annunciation, and HDG / ROL / PIT annunciation on PFDs.
First failure during approach (AP will disconnect): If above 200 feet, on a stabilized approach: (1) Manual control . . . . . . . . . . . . . . . . . . . . . . Resume (2) ATTD / HDG switch . . . . . . . . . . . . . . . . . . . . Select (3) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (1) Manual control . . . . . . . . . . . . . . . . . . . . . . Resume (2) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate G. Radio Altimeter 1 or 2 <0045>Failure Indication: False radio altimeter height on PFDs, and RA annunciation on PFDs. Failure during approach: If above 200 feet, on a stabilized approach: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate 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 on EICAS. to Category I minima, or initiate go-around. X---SIDE to Category I minima, or initiate go-around.
Failure during approach: Single channel failure: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue Dual channel failure (STAB TRIM caution message on; autopilot may disengage; other associated messages on): (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
MASTER

I. PFD 1 or 2 Failure Indication:
Vol. 2
07--10--14
REV 58, Oct 31/05
Primary flight display , on applicable side, goes blank.
Failure during approach: (1) Display reversionary panel selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select to PFD. Applicable MFD defaults to primary flight display. J. EFIS COMP MON Failure Indication: EFIS comparator monitor failure; EFIS COMP MON caution message displayed on EICAS and ALT / HDG / IAS / PIT / ROL annunciation on PFDs.
Failure during approach: If above 200 feet, on a stabilized approach: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate 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 the airplane. If APU is available: (1) APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start (2) APU GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . ON If APU is not available: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, or initiate go-around. to Category I minima, or initiate go-around.
MASTER

L. Right Main Generator Failure Indication:
Effectivity:
Vol. 2
07--10--15
REV 58, Oct 31/05
Right generator failure; GEN 2 OFF caution message displayed on EICAS
Airplanes 7003 thru 7207 not incorporating Canadair Service Bulletin: S SB 601R ---34 ---094, Installation of a New ADC ( ---140) and ARP ( ---104)
NOTE After generator transfers, intermittent failure of the copilots air data reference system may occur. These failures may result in uncommanded changes to the copilots flight instruments. Flight crews should check and reset as required, the barometric altimeter setting, altitude preselector, V-speeds and speed bug settings before take-off and after generator switching events. 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 (5) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Re-engage (6) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If APU is not available: (2) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue (3) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Re-engage If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate. to Category I minima, or initiate go-around.
MASTER

M. AFCS PITCH TRIM Failure Indication:
Vol. 2
07--10--16
REV 58, Oct 31/05
Autopilot pitch trim failure; AP PITCH TRIM caution message displayed on EICAS.
During coupled approach: If above 200 feet, on a stabilized approach: (1) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Disengage If caution message goes out: (2) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If caution message persists: (2) Manual control . . . . . . . . . . . . . . . . . . . . . . Resume (3) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (3) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate N. Hydraulics Failure Indication: Any hydraulic system (s) failure (s) annunciated as caution messages displayed on EICAS; See Chapter 6 --- ABNORMAL PROCEDURES --HYDRAULIC POWER to category I minima, or initiate go-around. then re-engage.
Failure during approach: If above 200 feet, on a stabilized approach: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue (2) Applicable procedure . . . . . . . . . . . . . Accomplish to Category I minima, or initiate go-around. Refer to Chapter 5; ABNORMAL PROCEDURES --- HYDRAULIC POWER.
If below 200 feet and non-visual: (3) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
MASTER

O. Autopilot Disconnect Failure Indication:
Vol. 2
07--10--17
REV 58, Oct 31/05
Autopilot fails to disengage when intentionally disconnected.
Autopilot fails to disconnect using AP/SP DISC switch on control wheel during landing: If above 200 feet, on a stabilized approach: (1) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . Disconnect using AP DIS switch on FCP or AP / DIS switch on other control wheel. manually using Stab Trim switch.
(2) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trim 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 or glideslope; or deviation is greater than Category II window. Flashing localizer or glideslope scale and pointer; EFIS COMP MON caution message displayed on EICAS.
Failure during approach: If above 200 feet, on a stabilized approach: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue If below 200 feet and non-visual: (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate to Category I minima, or initiate go-around.
MASTER

Effectivity:
Vol. 2
07--10--18
REV 58, Oct 31/05
S
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, and HGS FAIL status message on EICAS and on HCP . CLEAR or stow the combiner. to Category I minima using the PFDs. as required.
If above 1000 feet, on a stabilized approach: (1) HGS control panel <0026> . . . . . . . . . . . . . . . Select (2) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue (3) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engage If below 1000 feet AGL and non-visual: (1) Go---around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate R. Approach Warning during HGS AII Mode Approaches: <0026> Indication:
S S
APCH WARN message displayed on HGS combiner. APCH WARN message (red & boxed) displayed on PFDs. NOTE The Category II approach monitor that generates the APCH WARN message is enabled below 500 feet AGL.
If below 1000 feet AGL and non-visual: (1) Go---around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
MASTER

6. PERFORMANCE<AR><TC><JAA><FAA>
Vol. 2
07--10--19
TR RJ/204, Feb 11/08
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 (CF34-3A1 Engine)(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> or

21,319 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 maximum allowable 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 requirement corresponding to a gross gradient of 2.5%, for all bleed conditions.
MASTER
Vol. 2
07--10--20
REV 58, Oct 31/05
(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 varying conditions of airport pressure altitude and temperature for the flaps 8_ approach configuration and a subsequent landing flaps 45_ configuration, are given in Figure 07--10--1 <JAA><0006> Figure 07--10--3<JAA><0005><0006> Figure 07--10--1<JAA><0005><0006><0068>. The chart incorporates all applicable anti-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, then reduce the maximum landing weight values derived from this chart by 9%. 2. With the APU on, substract 300 kg (661 lb) from the derived from Figure 07--10--1. Example: Associated conditions: Airport pressure altitude Temperature Wing & Cowl Anti-Ice 10th Stage Bleeds APU
= = = =
4,000 feet 0_C On Closed = Off
Enter the chart on the temperature scale under the existing airplane configuration of 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>. is 25,000 kg (55,115 lb) <JAA, 0004, 0006><JAA, 0004, 0005, 0006> or 26,800 kg (59,083 lb) <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> (including ice and APU corrections) is greater than the weights tabulated below, then the landing weight limited by climb requirements must be restricted to the values as shown in the following table: Airport Pressure Altitude 7,400 feet and below 8,000 feet 9,000 feet 10,000 feet Landing Weight Limit 21,319 kg (47,000 lb) 20,983 kg (46,260 lb) 20,425 kg (45,030 lb) 19,868 kg (43,800 lb)
MASTER
Vol. 2
07--10--21
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 conditions of airport pressure altitude and temperature for the flaps 20_ approach configuration and 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 chart incorporates all applicable anti-icing and 10th stage bleeds (for ACUs) combinations. With the APU on, subtract 200 kg (440 lb) from the weight derived from 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 unprotected surfaces, then reduce the maximum landing weight values derived from this chart by 8%. Example: Associated conditions: Airport pressure altitude Temperature Wing & Cowl Anti-Ice 10th Stage Bleeds APU = = = = = 2,000 feet 0_C On Closed Off
Enter the chart on the temperature scale under the existing airplane configuration of anti-icing, 10th stage bleeds and ACUs. For the above associated conditions, the maximum 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>.
MASTER
Vol. 2
07--10--22
REV 58, Oct 31/05
MASTER
07--10--23 Vol. 2
REV 58, Oct 31/05
CF 34 - 3A1
Landing Weight Limited by Climb Requirements --- Approach Flaps 8_, Landing Flaps 45_; for Category II Operations <JAA, 0006> Figure 07---10---1
FLAPS - 8_
07--10--24 Vol. 2
REV 58, Oct 31/05
CF 34 - 3A1
Landing Weight Limited by Climb Requirements --- Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA> Figure 07---10---2
FLAPS - 20_
07--10--25 Vol. 2
REV 58, Oct 31/05
CF 34 - 3B1
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_
07--10--26 Vol. 2
REV 58, Oct 31/05
CF 34 - 3B1
Landing Weight Limited by Climb Requirements --- Approach Flaps 20_, Landing Flaps 45_; for Category II Operations <JAA, 0005> Figure 07---10---2
FLAPS - 20_
07--10--27 Vol. 2
REV 58, Oct 31/05
CF 34 - 3B1
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_
07--10--28 Vol. 2
REV 58, Oct 31/05
CF 34 - 3B1
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_
SUPPLEMENTARY PROCEDURES Category llla Operation
Vol. 2
07--11--1
REV 58, Oct 31/05
THIS SECTION IS LEFT INTENTIONALLY BLANK
MASTER
Vol. 2
07--11--2
REV 58, Oct 31/05
MASTER
Vol. 2
07--11--1
REV 58, Oct 31/05
NOTE This Flight Crew Operating Manual supplement does not constitute approval to conduct Category IIIa operations. 1.
GENERAL The Regional Jet CL 600-2B19 airplane equipped with the head-up guidance system (HGS) has been shown to meet the airworthiness requirements for Category IIIa Operations contained in FAA 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-up guidance system (HGS).<0026> These data complement or supersede data contained in the basic Flight Crew Operating Manual. This supplement must therefore, be read in conjunction with the basic Flight Crew Operating Manual. The effect of this supplement on the basic Flight Crew Operating Manual is given in paragraphs 2. to 6. 2. LIMITATIONS The 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 the flaps 45 configuration with both engines operating. <0026> B. Required Equipment List S The following airplane equipment is required to be operative:
Category IIIa Required Equipment List
Equipment
Head-Up Guidance System <0026>
VHF Navigation Receiver
VHF Communications Receiver
Primary Flight Display
Stabilizer Channel
Radio Altimeter
Inertial Reference System <0025>
Air Data Computer System
Generator
Flight Director
Yaw Damper
Ground Proximity Warning System
Quantity
One
Two
Two
Two
One
Two
Two
Two
Two
Two
One
One
MASTER

2. LIMITATIONS (CONTD) C. Systems Limitations
Vol. 2
07--11--2
TR RJ/206, Jan 23/08
S Category IIIa approaches have been demonstrated on Type / Category II and III ILS
beams 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 in
manual 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 failure
above decision height.
S Category IIIa approaches must be discontinued following display of an APCH WARN

message, unless the pilot determines that a landing would be safe, using the required visual references. <TC><FAA><JAA>
message. <AR>
prohibited.
S Category IIIa approaches must be discontinued following display of an APCH WARN

S Category IIIa approaches to sloping runways, with a slope greater than 1.0%, are S Category IIIa approaches to hilltop runways with a slope greater than 12.5% to a
point 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, are prohibited. conducting Category IIIa approaches are:
S The maximum wind components, measured at 10 meters (33 feet) tower height, for 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 19 knots headwind. S However, the maximum total wind speed for use of HGS in AIII mode is 20
knots. <JAA> 3. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.
MASTER

4. NORMAL PROCEDURES
Vol. 2
07--11--3
REV 58, Oct 31/05
The normal procedures in Chapter 4 are applicable, except as modified by the following: 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 feet
B. Approach
displayed on the PFDs.
Airplane must be properly configured and the category IIIa approach briefing accomplished prior to commencing a category IIIa approach: NOTE (1) HGS combiner <0026> . . . . . . . . . . . . . . . . . Deploy During FMS operations, use the PFD/MFD as primary navigation displays. (2) HGS combiner brightness control <0026> . . . . . . . . . . . . . . Adjust as required to provide contrast for the symbology to be readable yet not overpower the outside environment. NOTE The automatic brightness control is optimized for low visibility conditions. Adjustments may be required under high contrast lighting conditions in day time or brightly lit environments (e.g. airport) during a clear night. When the use of the sunvisor is discontinued, HGS combiner brightness adjustment may be required to regain optimum contrast ratio.<0026> (3) Landing weight . . . . . . . . . . . . . . . . . . . . . . Check within limits. Refer to the Airplane Flight Manual, Chapter 6: PERFORMANCE --LANDING PERFORMANCE. (4) NAV SOURCE switches . . . . . . . . . . . . . . . . . . Set to onside ILS (green) for both PFDs. (5) ATTD/HDG and AIR DATA source selectors . . . . . . . . . . . . . . . . . . . . . . . . Set to NORM.
MASTER

4. NORMAL PROCEDURES (CONTD) B. Approach (Contd) (6) (7) (8) (9) IRS switches (both) <0025> . . . . . . . . . . . . . . . Set to NAV.
Vol. 2
07--11--4
REV 58, Oct 31/05
Decision height . . . . . . . . . . . . . . . . . . . . . . . . . Set on both sides. Localizer Course . . . . . . . . . . . . . . . . . . . . . . . Set on both sides. HGS control panel <0026> . . . . . . . . . . . . . . Enter glideslope angle and runway threshold elevation.
(10) EFIS/HUD . . . . . . . . . . . . . . . . . . . . . . . . . . . Check that no comparator flags are displayed. (11) CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check to ensure Cat IIIa required equipment is serviceable. Check that the following messages are not displayed:

INOP and EFIS COMP MON caution messages,
<0026>,
S HGS FAIL status message S FD 1 / 2 FAIL status

messages, and
S GPWS FAIL status message.

NOTE Aural warning system tests (including GPWS callouts) are accomplished on a first-flight of day basis. (Refer to the Airplane Flight Manual, Chapter 4: NORMAL PROCEDURES--AURAL/VISUAL WARNING SYSTEM).
MASTER

4. NORMAL PROCEDURES (CONTD) B. Approach (Contd)
Vol. 2
07--11--5
REV 58, Oct 31/05
(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 becomes active on combiner and PFDs. NOTE AIII mode must be selected before 800 feet AGL, when established on the localizer and glideslope. (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 bearing information. <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, GS and/or RA flags may be displayed on the HGS combiner. When this occurs for less than 10 seconds, these HGS anomalies should be disregarded. 3. The pilot not flying (PNF) must call beacon station passage to advise the pilot flying (PF) that the fix is being crossed. 4. The pilot not flying (PNF) must monitor for expanded localizer at 600 feet AGL. 5. Before 500 feet, the PNF must check that DH is correctly set on both PFDs. 6. If conditions exist where the sun visor will not remain in use throughout the approach, consider stowing the sun visor early in the approach. <TC><FAA> (16) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . Disconnect not lower than 650 feet AGL.
MASTER

4. NORMAL PROCEDURES (CONTD) B. Approach (Contd) At approximately 300 feet AGL:
Vol. 2
07--11--6
REV 58, Oct 31/05
(17) Runway symbol . . . . . . . . . . . . . . . . . . . Displayed on HGS combiner.<0026> NOTE Due to differences between actual/published ILS course data, the symbolic runway may not exactly overlay the actual runway. If the flight path vector, whether conformal or not, is not correct in relation to the symbolic runway, it does not necessarily indicate a malfunctioning system. However, non-conformality of the flight path vector immediately prior to decision height, indicates either a crosswind outside limits, or an undetected failure and an imminent go-around is likely in the absence of the required visual references, to execute a safe landing. <JAA> The synthetic runway should be used for altitude awareness only and not for runway positioning. The HGS guidance cue always provides accurate guidance to a safe touchdown.<0026> At approximately 80 feet AGL: (18) Flare anticipation cue . . . . . . . . . . . . . . Displayed on the HGS combiner.<0026> NOTE This is an indication of flare rate and should be followed when captured within the guidance cue.
MASTER

4. NORMAL PROCEDURES (CONTD) B. Approach (Contd) At decision height:
Vol. 2
07--11--7
REV 58, Oct 31/05
(19) GPWS audio callouts . . . . . . . . . . . . . . . . Monitor Minimums. NOTE Minimums audio callouts have priority over altitude callouts. (20) Decision height alert . . . . . . . . . . . . . . . Displayed on HGS combiner and the PFDs.<0026> Below decision height: (21) IDLE message . . . . . . . . . . . . . . . . . . . . Displayed on HGS combiner.<0026> NOTE The IDLE message appears at the same time as the DH message. (22) FLARE message . . . . . . . . . . . . . . . . . . Displayed on PFDs. (23) Follow guidance cue until touchdown. After touchdown: (24) Localizer deviation . . . . . . . . . . . . . . . . . . Monitor to aid in directional control during rollout.
MASTER

4. NORMAL PROCEDURES (CONTD) C. Stall Recovery Procedure
Vol. 2
07--11--8
REV 58, Oct 31/05
The pitch limit marker (alpha margin indicator --- AMI) is displayed on the HGS combiner when the airplane angle of attack (AOA) is within 2 of stick shaker onset. During stall recovery, minimum altitude loss can be achieved by optimizing the airplane AOA. The flight path vector symbol should be maintained slightly below the pitch limit marker (AMI) to avoid stick 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 (2) Airplane attitude . . . . . . . . . . . . . . . . . . . . . Maintain to maximum take-off thrust. wings level and adjust pitch attitude to maintain flight path vector slightly below the pitch limit marker (AMI) symbol. after a positive rate of climb has been established. to 20, simultaneously with the raising of the landing gear.
If required: (3) Landing gear . . . . . . . . . . . . . . . . . . . . . . . . Retract (4) Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retract
D.
Unusual Attitude Recovery Procedure When normal pitch or roll attitudes are exceeded, the HGS combiner is decluttered and an unusual attitude up arrow symbol is displayed. The symbol is positioned with reference to the flight path vector and the symbol always points in the up direction (zenith). The unusual attitude 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 to
accomplish a positive recovery; rolling toward the unusual attitude up arrow will always provide the minimum bank angle change to level the wings. reduce the pitch attitude. When achieving a high bank angle, it should be noted that the high wing on the flight path vector is closely aligned to the unusual attitude up arrow. When the flight path vector is nearing the horizon and the airspeed is sufficient, wings level attitude can be regained with reference to the unusual attitude up arrow in addition to the pitch and roll scale.
S During a nose high recovery, the airplane is rolled toward the nearest horizon to
When flying with reference to the HGS display, transition to the PFD can be accomplished at the pilots discretion; however, it is not recommended to transition from one display to another during dynamic maneuvers.<0026>
MASTER

5. ABNORMAL PROCEDURES
Vol. 2
07--11--9
TR RJ/206, Jan 23/08
The abnormal procedures in Chapter 5 are applicable, except as modified by the following: NOTE During an abnormal procedure, where a go-around is indicated, the approach could be continued, provided the pilot determines that a landing would be safe using the required visual references. <JAA> Approach Warning during HGS AIII Mode Approaches<0026> Indication: S
A.
APCH WARN message displayed on HGS combiner. APCH WARN message (red & boxed) displayed on PFDs. NOTE
The category IIIa approach monitor that generates the APCH WARN message is enabled below 500 feet AGL. (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026> The approach may be continued to Category I limits, if conditions permit, using the PFDs. B. Loss of HGS AIII Mode Capability<0026> Indication: S AIII annunciator (flashing & boxed) displayed on HGS combiner.<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
(3) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engage
to Category I minima, if conditions permit.

as required.
MASTER

5. ABNORMAL PROCEDURES (CONTD) If below 1,000 feet AGL: After the final approach fix:<FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
Vol. 2
07--11--10
TR RJ/206, Jan 23/08
using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026><JAA><FAA> The approach may be continued to Category I limits using 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 (2) Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Continue
(3) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engage After the final approach fix: <FAA> If below 1,000 feet AGL: <TC><JAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026><JAA><FAA> The approach may be continued to Category I limits, if conditions permit, using the PFDs.<JAA>
CLEAR or stow combiner. to Category I minima, if conditions permit.

as required.
MASTER

5. ABNORMAL PROCEDURES (CONTD)
Vol. 2
07--11--11
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) and

New Air Data Reference Panel (-104). NOTE 1. After generator transfers, intermittent failure of the copilots air data system may occur. These failures may result in uncommanded changes to the copilots flight instruments. 2. Flight crews should check and reset as required, the barometric altimeter setting, altitude preselector, V-speeds and speed bug settings 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/IAS annunciation (red & boxed) on PFDs and (boxed) on HGS. <0026> First failure during approach (of the two required units): If above 500 feet AGL, on a stabilized approach: <TC><JAA> AIR DATA switch . . . . . . . . . . . . . . . . . . . . Select X---SIDE. HGS control panel<0026> . . . . . . . . . . . . . . Select CLEAR or stow combiner. Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-around. If below 500 feet AGL: <TC><JAA> (1) (2) (3)
(1) APCH WARN procedure . . . . . . . . . . . Accomplish After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026>
MASTER

5. ABNORMAL PROCEDURES (CONTD) E. VHF NAV 1 or 2 Failure
Vol. 2
07--11--12
TR RJ/206, Jan 23/08
Indication: ILS receiver on applicable side is inoperative. LOC/GS annunciation (red & boxed) on PFDs and (boxed) on HGS.<0026> NOTE At approximately 1,000 feet AGL, nuisance LOC, GS and/or RA flags may be displayed on the HGS combiner. This occurs momentarily and these HGS anomalies should be disregarded. <JAA><0026> First failure during approach (of the two required units): If above 500 feet AGL, on a stabilized approach: <TC><JAA> NAV SOURCE switch . . . . . . . . . . . . . . . . Select9 X---SIDE. HGS control panel<0026> . . . . . . . . . . . . . . Select CLEAR or stow combiner. Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-around. If below 500 feet AGL: <TC><JAA> (1) (2) (3)
(1) APCH WARN procedure . . . . . . . . . . . Accomplish After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026>
MASTER

5. ABNORMAL PROCEDURES (CONTD) F. IRS 1 or 2 Failure<0025>
Vol. 2
07--11--13
TR RJ/206, Jan 23/08
Indication: Erratic PFD or HGS data or ATT annunciation (red), and HDG/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 required units) <FAA>: If above 500 feet AGL, on a stabilized approach: <TC><JAA> (1) (2) (3) (4) Airplane Manual control . . . . . . . . . . . . . Resume (if required) ATTD/HDG switch . . . . . . . . . . . . . . . . . . . . Select X---SIDE HGS control panel<0026> . . . . . . . . . . . . . . Select CLEAR or stow combiner. Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-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 as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026>
MASTER

5. ABNORMAL PROCEDURES (CONTD) G. Radio Altimeter 1 or 2 Failure <0045>
Vol. 2
07--11--14
TR RJ/206, Jan 23/08
Indication: Erratic radio altimeter height on PFDs or HGS, and RA annunciation on PFDs (red & boxed) and (boxed) on HGS.<0026> NOTE At approximately 1,000 feet AGL, nuisance LOC, GS and/or RA flags may be displayed on the HGS combiner. This occurs momentarily and these HGS anomalies should be disregarded. <JAA><0026> Failure during approach: If above 500 feet AGL, on a stabilized approach: <TC><JAA> (1) (2) HGS control panel<0026> . . . . . . . . . . . . . . Select CLEAR or stow combiner.
Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-around.
If below 500 feet AGL: <TC><JAA> (1) APCH WARN procedure . . . . . . . . . . . . . . . . . . . . . . Accomplish
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 during approach: Failure of both stabilizer channels, with the airplane trimmed, during a stabilized approach: (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue
MASTER

5. ABNORMAL PROCEDURES (CONTD) 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>:
Vol. 2
07--11--15
TR RJ/206, Jan 23/08
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 the applicable head-down display. Failure during approach <FAA>:
After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026> NOTE During go-around, FD guidance is not available on the applicable head-down display. J. Loss of Yaw Damper CH 1 and 2 Indication: Yaw damper is inoperative. YAW DAMPER caution message, displayed on EICAS. Failure during approach <TC><JAA>:
Failure of both yaw damper channels during approach: <TC><JAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
Failure during approach <FAA>:

MASTER

5. ABNORMAL PROCEDURES (CONTD) K. PFD 1 or 2 Failure
Vol. 2
07--11--16
TR RJ/206, Jan 23/08
Indication: Primary flight display, on applicable side, goes blank. Failure during approach: If above 500 feet AGL, on a stabilized approach: <TC><JAA> (1) Display reversionary panel selector switch . . . . . . . . . . . . . . . . . . . . . . . Select to PFD. Applicable MFD defaults to primary flight display. (PFD 2) If below 500 feet AGL: <TC><JAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate
After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026> L. EFIS COMP MON Msg Indication: EFIS source miscompare; EFIS COMP MON caution message displayed on EICAS and ALT/HDG/IAS/PIT/ROL annunciation (amber) on PFDs. Failure during approach: <TC><JAA> (1) Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-around.
Failure during approach: After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026>
MASTER

5. ABNORMAL PROCEDURES (CONTD) M. Left Main Generator Failure
Vol. 2
07--11--17
TR RJ/206, Jan 23/08
Indication: Left generator failure; GEN 1 OFF caution message displayed on EICAS. NOTE Failure of the left generator will have no effect on the airplane.<TC><JAA> Failure during approach:<TC><JAA> If APU is available: <TC><JAA> (1) (2) (3) APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start APU GEN switch . . . . . . . . . . . . . . . . . . . . . . . . ON Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue
If APU is not available, or below 1,000 feet AGL: <TC><JAA> (1) (2) HGS control panel<0026> . . . . . . . . . . . . . . Select CLEAR or stow combiner. Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-around.
(3) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . RE-engage if required. After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026> 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
If APU is available: <TC><JAA> (1) (2) (3) APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start APU GEN switch . . . . . . . . . . . . . . . . . . Check ON Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue
MASTER

If APU is not available, or below 1,000 feet AGL:<TC><JAA> (2) (3)
Vol. 2
07--11--18
TR RJ/206, Jan 23/08
HGS control panel<0026> . . . . . . . . . . . . . . Select CLEAR or stow combiner. Approach . . . . . . . . . . . . . . . . . . . . . . . . . Continue to Category I minima, if conditions permit, or initiate go-around.
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . Re-engage if required.
(4)
Failure during approach: After the final approach fix: <FAA> (1) Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate using HGS or PFD guidance as required, or continue the approach provided that the pilot determines that a landing would be safe using the required visual references.<0026> 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, if conditions 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 Allowable Landing Weight for Category II Operations. <JAA>
MASTER
SUPPLEMENTARY PROCEDURES Cold Weather Operations

1. GENERAL
Vol. 2
07--12--1
REV 58, Oct 31/05
Winter flight operations presents additional challenges to airplane operations resulting from low temperatures, potentially hazardous effects of precipitation contaminating the airplane, aircraft taxi and movement areas, and extreme turbulence. Removal of contaminants on runway surfaces, taxiways, aprons, holding bays and other areas, rests on the administration of the airports concerned, based on flight safety and schedule considerations. It is the ultimate responsibility of the pilot-in-command to make sure that the airplane is in a condition for safe flight operations prior to take-off. Use of the ATIS or other means to acquire accurate ambient temperature and other pertinent meteorological conditions cannot be overemphasized. The indicated SAT on EFIS cannot be used before take-off since the TAT probe gives inaccurate readings on the ground when the airplane is static or at low forward speed. Adherence to the procedures in this section ensures an aerodynamically clean aircraft before take-off. When operating in such conditions, these procedures account for operational hazards associated with frozen contamination. In all cases, the decision to conduct flight operations must be based on the general rules of good airmanship applicable in cold weather operations and on the assurance that the operational and system limitations will not be exceeded (refer to the Airplane Flight Manual, CSP A-012, Chapter 2 -- LIMITATIONS). Under these provisions, the procedures given in the following section have been provided to supplement the normal operating procedures with the goal of enhancing flight safety and assisting in obtaining maximum performance from the airplane. In no circumstances, however, do they warrant operations in conditions imposing demands 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 on surface conditions where frozen moisture is present or conditions are conducive to moisture freezing. These conditions are commonly encountered when the surface temperature is at or below 0_C (32_F), although frozen moisture may be present and persist for a significant time at higher temperatures. Examples of this latter condition are the penetration of heavy frozen precipitation to ground level when surface temperature is near freezing and the formation of frozen condensation on airframe surfaces in contact with cold fuel. Cold soaked is defined as an aircraft in ambient temperature of --30_C (--22_F) or below for more than 8 hours. Cold soaking is the effect of cold fuel in the tanks causing moisture 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 air temperatures above freezing. The wing surfaces must be below freezing temperatures for frost to form, even though the ambient temperatures may be above freezing.
MASTER

B. Contaminants (1) Slush
Vol. 2
07--12--2
REV 58, Oct 31/05
Slush is snow saturated with water which displaces with a splatter when stepped on 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 by hand. (3) Dry Snow Dry snow is loose and can easily be blown. If compacted by hand, it will readily fall apart again. (4) Frost Frost forms from the slow deposition of ice crystals on cold surfaces, directly from water vapour in the air. The frost forming surface must be below freezing temperatures for frost to form even though the ambient temperature may be above freezing. Frost appears as a white crystalline deposit that usually develops uniformly on exposed surfaces during below-freezing, calm and cloudless nights with a high ambient dewpoint. The deposit is thin enough for surface features underneath, 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 occur on the ground when conditions are favourable. Rime ice may occur on the ground in low temperatures with a low concentration of small super-cooled water droplets and moderate winds. It appears as an opaque and rough ice surface that adheres to surfaces exposed to wind. It can easily be detected and is easily removed by application of de-icing/anti-icing fluids. Clear ice: Clear ice can occur in flight or on the ground. It forms at temperatures at or just below 0_C (32_F) with a high concentration of large super-cooled water droplets. Clear ice is hard, and appears as a smooth and glassy coating that can be very difficult to detect without a tactile inspection. Clear ice may not be seen during a walkaround, particularly if the wing is wet or during night time operations. Clear ice adheres firmly to surfaces and is difficult to remove, requiring special care during de-icing/anti-icing.
(b)
MASTER

(6) Dehydrated De-icing / Anti-icing Fluids
Vol. 2
07--12--3
REV 58, Oct 31/05
If de-icing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluid can become a contaminant. De-icing, and especially anti-icing fluids are designed to adhere to airplane surfaces and shear off at speeds approaching take-off speeds. If left on airplane surfaces for long periods of time (overnight), they may dehydrate and form a gel or dried deposit that will not shear off, even at high speeds. This contaminant will severely affect airplane performance and lift. C. Critical Surfaces Critical surfaces are defined to be wings, horizontal stabilizer, vertical stabilizer, control surfaces, upper surfaces of the fuselage and engine inlets. If the upper surface of the fuselage is contaminated with ice or, snow or, frost (through which it is not possible to distinguish surface features (markings and lines)), then the surface must be de-iced. The upper surface may be de-iced with a one step procedure prior to flight. Refer to Figure 07--12--1. D. Comparative Analysis Procedure The upper surface of the horizontal stabilizer may not be visible from the ground. A comparative analysis of the non--visible horizontal stabilizer upper surface may be used to validate the condition of this surface. The upper surface of the wing should be used as the comparative surface. If the inspection of the wing surface dictates that there is a requirements to de--ice/anti--ice then the horizontal surface /elevator must also be de--iced/anti--iced. Conversely, if the inspection of the wing surface dictates that there is no requirement to de--ice/anti--ice then the horizontal surface need not be de--iced/anti--iced. It is the ultimate responsibility of the pilot--in--command to ensure that the airplane is in a condition for safe flight operations prior to take off. If the pilot--in--command has any doubt as to the cleanliness of the aircraft then the aircraft must be de--iced.
MASTER
Vol. 2
07--12--4
REV 58, Oct 31/05
DO NOT SPRAY DEICING/ANTI--ICING FLUID ON WHEEL BRAKE ASSEMBLIES
A A
DO NOT SPRAY DEICING/ANTI--ICING FLUID IN APU INLET
Airplane Critical Surfaces for Cold Weather Operations Figure 07--12--1
MASTER

E. Holdover Time
Vol. 2
07--12--5
REV 58, Oct 31/05
Holdover time is the published estimated time that an application of an approved de-icing / anti-icing fluid is effective in preventing frost, ice, or snow from adhering to treated surfaces. Holdover time is calculated as beginning at the start of the final application of an approved de-icing, after this time the fluid is no longer effective. The fluid is no longer effective when its ability to absorb more precipitation has been exceeded. This produces a visible surface build-up of contamination. 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 frost on the upper surface of the fuselage is not considered limiting. Cold weather operations present specific challenges in keeping an airplane free of these contaminants. The performance data for this airplane are based on the clean aircraft concept. This means that all performance values are based on the airplane being aerodynamically clean prior to take-off. Failure to remove contaminants adversely effects on airplane performance 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 prior to 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 must be accomplished at the last possible time prior to take-off to maximize the time that anti-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 frozen moisture, for example, dry snow, will be removed by the slipstream during the initial take-off roll. For instance, on an airplane removed from a warm hangar, a
MASTER
Vol. 2
07--12--6
REV 58, Oct 31/05
dry snowfall that remains free and uncompacted on the ground may melt and later refreeze to form ice that sticks to the surfaces of the airplane. (2) Before each flight, a thorough inspection of critical surfaces must be made to determine the extent of contamination on them. This inspection must be made by the pilot-in-command (PIC) or by other trained and approved personnel qualified to report its results directly to the PIC. De-icing and anti-icing are part of flight operations and remain under the authority of the PIC. After de-icing, another inspection, subject to the same qualifications mentioned in paragraph 2. above, must be made to confirm that all contamination is removed. If during the period between the completion of de-icing and take-off there is the possibility that the airplane may again be contaminated, anti-icing protection, usually in the form of de-icing/anti-icing fluid, must be provided. The period of effective anti-icing, known as holdover time, must be longer than the period between de-icing and take-off. Holdover times start at the beginning of the final de-icing procedure. If during the conditions described in paragraph 4. above, take-off cannot be started prior to the expiration of the holdover time, the airplane must again be inspected and de-iced, if necessary, before attempting take-off.
(3) (4)
(5)
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-ice protection. When visible precipitation continues to fall, extended anti-ice protection is required. In such cases, the application of de-icing/anti-icing fluids must be accomplished in two separate steps which will provide adequate protection in most environmental conditions. The characteristics of the various de-icing/anti-icing fluids used 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 be de-iced/anti-iced: (1) (2) Conditions such as wind and forecast temperature. If temperatures are dropping or are forecast to drop, treatment with Type 1 fluid should be considered. 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, the AFM limitations require the use of wing anti-ice for take-off. If the aircraft is wet because it has been cleaned with hot water but there is no visible moisture in the air, then the wing is at the same risk of being contaminated as if the aircraft was taxiing in slush or pooled water on taxiways/runways. The use of wing anti-ice is required for such conditions.
(3)
C.
Clear Ice Due to Cold Fuel Pilots must be aware of the effect that cold fuel in the tanks may have on moisture present on the wing upper and lower surfaces. If fuel temperature is 0_C (32_F) or
MASTER
Vol. 2
07--12--7
REV 58, Oct 31/05
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 contact with the upper wing skin. If the fuel temperature is 0_C (32_F) or below and a high humidity condition exists or visible moisture in any form is present, pilots must ensure that the wing upper surface is free of clear ice by means of a tactile (touch) check. Clear ice must be removed. D. Frost Due to Cold Soaked Fuel Wing frost caused by cold soaked fuel can form on the upper and lower surfaces of the wing even at temperatures significantly above freezing. Frost on the upper surface of the wing must be removed. Take-off with the following accumulation of frost, due to cold soaked fuel, on the underside (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 to distinguish surface features (markings and lines). Frost in excess of this must be removed from the fuselage.
MASTER

5. PRE -- FLIGHT PREPARATION A. External Safety Inspection
Vol. 2
07--12--8
REV 58, Oct 31/05
The removal of contaminants from the airplane is a maintenance function; however, the flight crew should be diligent during the pre-flight preparation to inspect areas where adherence and accumulation of frost, ice, and snow could seriously affect normal systems operations. (1) All protective covers . . . . . . . . . . . . . . . . Removed S Probe covers (pitot and static,TAT, ice detector, AOA vane, and fuel NACA vent cover)
S Wheel covers (nose and

main landing gear)
S Intake and exhaust covers
(engines, APU, ram air scoop, and air-conditioning packs)
(2) Pitot and static probes . . . . . . . . . . . . . . . . . . Clear and not obstructed (3) AOA vanes . . . . . . . . . . . . . . . . . . . Free movement (4) Windshield and wipers . . . . Free of ice and snow (5) Airplane surfaces . . . . . . . . . . . . . . . . Free of frost, ice and snow NOTE 1. During snowfall, freezing rain and drifting snow, it is possible for snow and melting ice to penetrate into hinges, operating linkages, drainage openings and vents, and then refreeze. The above mentioned areas should be checked with diligence. 2. Take-off is permitted with frost on the upper surface of the fuselage through which it is possible to distinguish surface features (markings and lines). 3. Take-off is permitted with frost adhering to the underside of the wing that is caused by cold soaked fuel. Maximum 3 mm (1/8 inch) layer of frost.
MASTER

(6) Nosewheel and main landing gear area . . . . . . . . . . . . Clear of frost, ice and snow
Vol. 2
07--12--9
REV 58, Oct 31/05
S Latching and operating
mechanisms are free and clear of any accumulation (uplocks/downlocks). (connectors, cables and micro-switches) for evidence of water ingress. accumulations.
S Check electrical components
S Gear doors are free from S Tire pressure is acceptable
and wheels are not frozen to the ground.
(7) APU and air-conditioning intake and exhaust areas . . . . . . . . . . . . . . . . . . Clear of frost, ice and snow (8) Engine inlet and cowlings . . . . . . . . . . . . . Clear of frost, ice and snow S Check fan rotation as applicable
S Drain lines are clear

(9) Fuel tanks and hydraulic components . . . . . . . Check for evidence of leaks (10) Water system and drain masts . . . . . Check for evidence of freezing S Check that potable water system has been refilled (Could have been drained as part of a Terminating Check).
S Check that lavatory system

has been serviced and recharged.
(11) APU and main airplane battery . . . . . . . . . . . . . . . . . . . . . . . Check installed and charged S Precautionary measures for extremely low temperatures may have entailed overnight removal of the airplane batteries.
MASTER

B. Cabin Preparation <TC><FAA><JAA>
Vol. 2
07--12--10
TR RJ/199, Jan 16/08
In case of cold soak at temperatures below --20_C, it is recommended that the cabin compartment interior be warmed up before dispatching the airplane to ensure proper operation of all exits and the integrated standby instrument. (1) CABIN temperature control switches . . . . . . HOT S To warm up the cabin to a comfortable level (approximately 10_C or higher) before the passengers board aircraft. (2) All doors and exits . . . . . . . . . . . . Check operation S Check that the main passenger door and the galley service door can be opened properly; and
S Check that there are no

messages on the door synoptic 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 ensure proper operation of all exits and the integrated standby instrument. (1) CABIN temperature control switches . . . . . . HOT S To warm up the cabin to a comfortable level (approximately 10_C or higher) before the passengers board aircraft. (2) All doors and exits . . . . . . . . . . . . Check operation S Check that the main passenger door and the galley service door can be opened properly; and
S Check that there are no

messages on the door synoptic page.
(3) Integrated Standby Instrument (ISI) . . . . . . . . . . . . . . Check operation S Check that the LCD readouts are properly displayed.
MASTER

6. AIRFRAME DE-ICING, ANTI-ICING, AND INSPECTION A. De-icing/Anti-icing Fluids
Vol. 2
07--12--11
REV 58, Oct 31/05
The application of de-icing/anti-icing fluid is the most common means of ground de-icing and anti-ice protection. These fluids are water/glycol solutions, broadly classified as Type I, Type II, Type III and Type IV. (1) Type I Fluids: In concentrated form, these fluids contain glycols to a minimum concentration of 80%, but with no thickening agents. Their resulting low viscosity and very short holdover time provide very limited anti-icing protection.
S It is apparent that except for the case of frost or freezing fog, the duration of
anti-icing protection provided by Type I fluid is inadequate unless take-off can be made almost immediately after de-icing. Therefore, if conditions require effective ground anti-icing, it is imperative that Type II/III/IV fluid be available for use.
(2)
Type II and Type IV Fluids: These fluids contain glycols to a minimum concentration of 50% as well as thickening agents. Their relatively high viscosity permits the application of a layer of fluid that is effective in anti-icing and persists for a significant holdover time to provide anti-icing. During take-off, the slipstream imparts a shear stress to the fluid layer causing it to flow off the surface to which it was applied. Anti-icing effectiveness, however, is subject to many more variables that are usually present in de-icing. Of fundamental concern to the aircrew is the calculation of the anti-icing holdover time available after de-icing given prevailing conditions and use of a particular fluid. 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 for Type I, Type II, Type III, and Type IV fluids, as influenced by the kind of freezing precipitation present. The following points must be considered when referring to these tables:
S These tables do not account for all the factors that influence holdover time.
Diverse and individually variable factors such as fluid temperature, relative humidity, wind direction and speed, can significantly shorten the holdover times shown in these tables .
(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.
Vol. 2
07--12--12
REV 58, Oct 31/05
CAUTION
1. For all types of de-icing fluid, the time of protection will be shortened in heavy weather conditions, heavy precipitation rates or high moisture content. High wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Holdover time may also be reduced when airplane skin temperature is lower than OAT. The only acceptable decision criteria is the shortest time within the applicable holdover timetable. 2. De-icing/anti-icing fluids have not been tested for ice pellet precipitation and all holdover tables do not address ice pellet precipitation. 3. When ice pellet precipitation occurs after the application of de-icing/anti-icing fluid, the de-icing/anti-icing fluid dilutes which results in rapid wing contamination. 4. Fluids used during ground de-icing are not intended for and do not provide ice protection during flight.
MASTER
Vol. 2
07--12--13
TR RJ/224, Oct 03/08
NOTE 1. De-icing Fluid Holdover Time Tables for SAE Type I, Type II, Type III and Type IV fluids are located in the Quick Reference Handbook, Vol. 1, CSP A-022, Supplementary Procedures section. 2. Guidelines for holdover times and de-icing fluid application are revised every year according to the Transport Canada TP 14052 and associated holdover time guidelines document. The current documents 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 frozen precipitation. It is accomplished through heat that breaks the bond of adhering frozen contamination. The application of infra-red energy may be continued to melt and evaporate frozen contamination.
CAUTION
1. When using infra-red energy to de-ice, wet surfaces will require an application of heated de-icing fluids to prevent refreezing after the removal of the infra-red energy souce. 2. When required, for operation other than frost or leading edge ice removal, and when the the OAT is at or below 0_C (32_F), an additional treatment with hot de-icing fluids must be done within the infra-red de-icing facility to prevent refreezing of water, which may 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 be accomplished. When using infra-red energy to de-ice, refer also to the following FAA Advisory Circulars for procedures and precations.
S FAA Advisory Circular No. 150/5300--14. S FAA Advisory Circular No. 120--89.

C. De-icing/Anti-icing Procedures
Vol. 2
07--12--14
TR RJ/224, Oct 03/08
De-icing is the removal of snow, ice or frost from airplane surfaces using mechanical means, hot water or a heated mixture of water and de-icing/anti-icing fluid. Anti-icing is the application of de-icing/anti-icing fluid with a useful holdover time to prevent the accumulation of snow, ice or frost on airplane surfaces after de-icing. Current practice prescribes the following general methods for effecting de-icing/anti-icing: (1) MECHANICAL REMOVAL OF LOOSE CONTAMINATION If a significant amount of loose snow is on the airplane, the expenditure of a relatively large amount of de-icing fluid can be avoided if the snow is removed mechanically. Subject to the results of an inspection as outlined below (Removal of Loose Contamination), this may achieve complete de-icing of the airplane. (2) ONE-STEP DE-ICING / ANTI-ICING Fluid is applied in one step to remove frozen contamination and apply limited anti-ice protection. In this process the residual fluid film, regardless of the type of fluid used, will provide only a very limited duration of anti-icing protection. (3) TWO-STEP DE-ICING / ANTI-ICING Two fluid applications are made: the first to de-ice using hot water or a water/fluid mixture; the second to anti-ice, using undiluted (100%) fluid or a water/fluid mixture. This method ensures that the full anti-icing holdover time available from the fluid will be obtained. NOTE An insufficient amount of anti-icing fluid, especially in the second step of a two-step procedure, may cause a substantial loss of holdover time. This is particularly true when using a Type I fluid for the first step.

C. Removal of Loose Contamination If significant amounts of loose snow are on the airplane: (1) (2)
Vol. 2
07--12--15
REV 58, Oct 31/05
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . As required Flaps 45 recommended 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 surfaces
and 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) Perform one-step or two-step de-icing / anti-icing
If frozen contamination is found adhering to critical surfaces: (5)
MASTER

D. Preparation for De-icing/Anti-icing NOTE
Vol. 2
07--12--16
REV 58, Oct 31/05
It is recommended that the application of de-icing/anti-icing fluid be carried out with the engines and APU off. If this is not possible, steps (2) to (6), following, must be observed. 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.
If the APU is running, ensure that personnel carrying out the fluid application are aware of the location of the APU air intake and have been instructed to avoid fluid spray that can be ingested by the APU.
(3) (4) (5) (6) (7) (8)
L and R PACKs . . . . . . . . . . . . . . . . . . . . . . . OFF L and R 10TH STAGE BLEED AIR . . . . . Close WING and COWL ANTI-ICE . . . . . . . . . . . . OFF L and R 14TH STAGE BLEED AIR . . . . . Close WIPERS . . . . . . . . . . . . . . . . . . . . . . . OFF/PARK Stabilizer trim . . . . . . . . . . . . . . . . . . . As required S In most cases, it is advisable to set the stabilizer trim to 15 (nose up) in order for the de-icing fluid and contaminants to run off more easily. Set stabilizer trim for take-off after completion of the de-icing procedure.
MASTER

(9)
Vol. 2
07--12--17
REV 58, Oct 31/05
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . As required S If the flaps require de-icing, extend to (or leave at) 45_ during the de-icing procedure. Upon completion, retract to 0_ or set for take-off, as applicable. Otherwise, leave flaps retracted or in their present position, as applicable. Pilot to advise de-icing operator to avoid direct spraying of the anti-icing fluid jet, to prevent damage, on:
(10)
S Windshields, side windows

and cabin windows; probes;
S Pitot-static and TAT S AOA vanes; S Static pressure ports; S Engine air intake (to
prevent ingestion) / engine exhaust, APU inlet, and APU exhaust;
S Antennas; S Vents and drains; S Winglets; S Wheels and brakes (to

prevent thermal damage).
CAUTION
Application of de-icing/anti-icing fluid on wheel brake assemblies will seriously degrade braking performance. NOTE A spray trajectory of 3 meters (10 feet) is recommended to ensure that direct spray does not damage airplane surfaces. (11) Airplane . . . . . . . . . . Head into wind, if possible
MASTER
Vol. 2
07--12--18
REV 58, Oct 31/05
CAUTION
Under no circumstances should spray be directed at the trailing edges of control surfaces. Such spray may force partially melted contamination into hinge mechanisms and under control shrouds with risk of later refreezing. (12) Application of fluid should follow the sequence below: (a) (b) (c) (d) (e) Horizontal stabilizer Vertical stabilizer Top of fuselage Sides of fuselage Wings. NOTE On flight control surfaces, application should always be from leading edge to trailing edge and from outer panels to inner panels.
MASTER

After De-icing/Anti-icing Spraying: (13) Inspect the areas listed below, to confirm complete de-icing: S Wings -- leading edges, upper and lower surfaces;
Vol. 2
07--12--19
REV 58, Oct 31/05
S Upper fuselage; S Vertical and horizontal stabilizers -leading edges, upper/lower surfaces and 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 Windshield, windows; door sills and
surrounds. If engines/APU are operating: (14) (15) (16) Thrust . . . . . . . . . . . . . . . . Increase to 60% N1 for 20 seconds, to clear residual fluid. L and R 14TH STAGE BLEED AIR . . . . OPEN WING and COWL ANTI-ICE . . . . . As required NOTE Wait 2 minutes before opening the 10th stage bleed air valves and turning on the packs to avoid contaminating the air-conditioning system with de-icing/anti-icing fluid. Contamination will cause objectionable fumes (causing throat irritation) and odours to enter the airplane.
MASTER

(17) (18) (19) (20) L and R 10TH STAGE BLEED AIR . . . . OPEN L and R PACKs . . . . . . . . . . . . . . . . . . . . . . . . ON WIPERS . . . . . . . . . . . . . . . . . . . . . . As required
Vol. 2
07--12--20
REV 58, Oct 31/05
Take-off configuration . . . . . . . . . . . . . Recheck S Check that TO CONFIG OK advisory (green) message is on.
E.
De-icing/Anti-icing
CAUTION
1. Under no circumstances can an airplane that has been anti-iced, receive another coat of Type II/IV fluid on top of the existing film. If the holdover time is exceeded, surfaces must first be de-iced with a mixture of hot water and de-icing fluid, before another application of Type II/IV fluid is made. 2. Type II/III/IV fluid must never be applied to the windshields and side windows. 3. Application of de-icing/anti-icing fluid on wheel brake assemblies will seriously degrade braking performance. 4. With the APU operating, ingestion of de-icing fluid will contaminate the air-conditioning system and cause objectionable fumes (causing throat irritation) and odours to enter the airplane. This may also cause erratic operation and possible damage to the APU. 5. Under no circumstances should spray be directed at the trailing edges of control surfaces. Such spray may force partially melted contamination into hinge mechanisms and under control shrouds with risk of later re-freezing. The two-step procedure is accomplished by first applying de-icing fluid, consisting of heated pure water or a heated mixture of water and Type I, Type II, Type III, or Type IV fluid, then applying a mixture of water and Type II or Type IV fluid, or undiluted Type I or Type III fluid.
MASTER

NOTE
Vol. 2
07--12--21
REV 58, Oct 31/05
1. If heated pure water is used for the first step, the second step must be completed before refreezing occurs; as a general rule within 3 minutes of the beginning of the de-icing step. This short period makes it necessary to de-ice/anti-ice relatively small areas of the airplane successively. 2. Considering the nature of the precipitation present and the likely duration of the delay between the completion of the anti-icing step and take-off, use tables in Quick Reference Handbook, Vol. 1, CSP A-022, Supplementary Procedures section (as applicable), to determine the fluid/water mixture that will provide the most effective anti-ice protection. NOTE A spray trajectory of 3 meters (10 feet) is recommended to ensure that direct spray does not damage airplane surfaces. NOTE On flight control surfaces, application should always be from leading edge to trailing edge and from outer panels to inner panels. 7. AIRPLANE PROCEDURES DURING GANTRY DE-ICING
WARNING
For personal safety and to avoid occurrence of incidents caused by engine suction or blast, engines must be run at idle.
CAUTION
The gantry should be programmed to avoid direct impingement on engine intakes, windshields and cabin windows, AOA vanes, pitot heads, static vents, wheels and brakes. If the airplane is de-iced using manual direct spray jets, the above areas should be avoided.
MASTER

NOTE
Vol. 2
07--12--22
REV 58, Oct 31/05
Direct spraying is defined as anti-ice fluid jet impact due to spray velocity which may cause mechanical damage. If direct spraying occurs to the engine(s), the pilot should request a wash of both engines on the airplanes return to base. 8. PHASE OF FLIGHT PROCEDURES NOTE For all de-icing/anti-icing procedures, refer to AIRFRAME DE-ICING, ANTI-ICING, and INSPECTION (p. 07-12-11, para 6.). A. Push Back When the parking position is covered with ice or snow, the tow truck may not be capable of developing normal traction to effect a push back due to reduced friction. It is recommended, therefore, to delay engine start until push back or towing is completed. The flight crew must be aware that in extreme conditions, the application of the parking brake may not be sufficient to restrain the forward motion of the airplane, with the engines at idle thrust.

B. Engine Start
Vol. 2
07--12--23
REV 58, Oct 31/05
(1) Normal engine start procedures . . . . Accomplish S (Refer to Chapter 4: NORMAL PROCEDURES --ENGINE STARTING.)
S It may be necessary to use
ground heating to warm the starter valve, fuel control unit and ignition system if the engine fails to start normally. to remove ice build-up from the fan, start the engine immediately to prevent refreezing.
S If ground heating was used
(2) Engine Instruments . . . . . . . . . . . . . . . . . Observe S During cold weather starts, for normal operation initial oil pressure response may be slow and is not unusual. The oil pressure indication may then indicate higher than the normal range and should progressively reduce to normal readings as the engine achieves normal operating temperatures (130 psid at idle, 10 minutes maximum). NOTE No oil pressure indication by the time idle RPM is achieved requires an immediate shutdown. C. After Engine Start (1) Electrical power . . . . . . . . . Transfer to generators S Expect generators to be slow in producing steady power due to cold oil in the IDGs. Five minutes may be required for the IDGs to stabilize sufficiently. (2) WING and COWL ANTI---ICE . . . . . . . As required
MASTER
Vol. 2
07--12--24
REV 58, Oct 31/05
WARNING
When Type II, Type III, or Type IV anti-icing fluids have been applied, use of wing anti-ice heat prior to take-off can cook the fluid onto the leading edges of the wing creating contamination. NOTE 1. If snow, ice or frost is detected in any amount on the wings and tail surfaces of the airplane then the airplane must be treated with de-icing fluids prior to take-off. 2. The following procedures should not be used if the airplane has been treated with de-icing fluids: Prior to the first flight of the day whenever OAT is 5_C (41_F) or below, and it suspected that the overnight conditions have been conducive to frost formation, select the wing anti-ice system ON and advance the thrust levers, as required, until the L WING A/ICE and R WING A/ICEcaution messages are extinguished, to remove any potential uncertainty about the state of the leading edges. Whenever the aircraft has been held over for a considerable time on the ground in conditions optimal for frost formation, just prior to take-off, select the wing anti-ice system ON and advance the thrust levers, as required, until the L WING A/ICE and R WING A/ICE caution messages are extinguished, to remove any potential uncertainty about the state of the leading edges.
WARNING
Ground use of the wing anti-ice system is intended to complement, and not replace, ground de-icing / anti-icing and inspection procedures. Close inspection is still required to ensure that no frost, snow or ice is adhering to critical surfaces.
Vol. 2
07--12--25
REV 58, Oct 31/05
(3) Engine instruments . . . . . . . . . . . . . . . . . . . Monitor S Do not operate engines above idle power until engine indications have returned to normal. Make thrust lever movements cautiously.
S If a sudden unexplainable
rise in ITT occurs, shut down engine immediately. icing conditions are present during prolonged ground operation, periodic engine run-ups to as high a thrust setting as practical are recommended. This run-up should be done for a minimum of 15 seconds each at 10-minute intervals. This action is effective in dissipating fan blade icing. thrust until normal engine operation has been achieved and indications stabilized.
S When moderate to severe
S Do not increase to take-off
CAUTION
At temperatures below -- 20_C (--4_F), the condensation and freezing of moisture in thrust reverser components may degrade the performance of the thrust reversers. The risk of this occurrence is highest when airplanes hangared in relatively warm ambient conditions are readied for flight in freezing conditions. NOTE To clear the thrust reversers of frozen moisture during the above described conditions, it is recommended that the thrust reversers be actuated until the deploy and stow cycles are less than 5 seconds.
MASTER

D. Taxi-out
Vol. 2
07--12--26
REV 58, Oct 31/05
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 warm brakes before take-off. Monitor BTMS during taxi.
S Be aware of increased
residual thrust at cold temperatures.
S Be aware of increased
stopping distances, engine exhaust of the airplane ahead, obscured runway, taxiway or ramp markings, snowbanks and crosswind conditions. reversers if movement area surfaces are covered with slush, ice, standing water or snow except in the interest of safety. contaminated, delay flap extension and taxi checklist until prior to take-off.
S DO NOT use thrust
S If taxiways are
(2) Nosewheel steering . . . . . . . . . . . . . . . . . . . Check S Nosewheel steering should be exercised in both directions during taxi.
MASTER
Vol. 2
07--12--27
REV 58, Oct 31/05
(3) Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check S Closely monitor the associated indicator and annunciators for positive movement when operating the flaps during low temperatures. In the event of stoppage in a detented position, immediately place the flaps selector in the same position as indicated. (4) Prior to positioning for take-off on the active runway, make certain:
S TAXI checklist has been

completed.
S The airplane is properly

configured for take-off.
CAUTION
1. When the depth of contaminants on the runway surface exceeds the published runway contaminant depths in the Performance section of the Airplane Flight Manual (refer to the Airplane Flight Manual, CSP A-012, Chapter 6 -- PERFORMANCE). 2. During extreme weather conditions (i.e. freezing rain). 3. When braking action is reported to be poor. 4. When crosswind component exceeds 15 knots and the runway is slippery.
MASTER

E. Take-off
Vol. 2
07--12--28
REV 58, Oct 31/05
WARNING
When Type II, Type III, or Type IV anti-icing fluids have been applied, use of wing anti-ice heat prior to take-off can cook the fluid onto the leading edges of the wing creating contamination.
CAUTION
1. Operating on ramps or taxiways which are contaminated with surface snow, slush or standing water when the OAT is 5C (41F) or below, can cause the wing leading edge to become contaminated with ice, e.g., from nose wheel splashing or jet blast spray. Just prior to take-off, select the wing anti-ice system ON and advance the thrust levers, as required, until the L WING A/ICE and R WING A/ICE caution messages are extinguished, to remove any leading edge ice contamination that may have accumulated during taxi. 2. The same procedure should be performed whenever the PIC has any doubt of the cleanliness of the wing leading 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 is
contaminated or if wing and/or cowl anti-icing is being used in take-off performance calculations.
S Ensure all engine bleed and runway condition penalties have been considered S Power application should be done as symmetrically as possible to avoid
yawing moments during engine acceleration.
S Ensure that the cleared runway width available is sufficient.
Vol. 2
07--12--29
REV 58, Oct 31/05
S If the airplane starts to creep or slide on the ice or snow during thrust
application, release the brakes and begin the take-off roll. Anticipate lag in nosewheel steering response and nosewheel skidding and apply corrections as necessary. Avoid large or rapid nosewheel steering inputs. to accept a higher than normal initial climb speed. This increased initial climb speed will not adversely affect the climb profile. covered runways.
S Do not exceed 3 degrees/second rate of rotation. Anticipate and be prepared
S Consider delaying gear retraction following take-offs from slush or snow S If the airplane tends to pitch-up or roll-off once airborne, immediately reduce
the pitch to reduce the angle of attack and simultaneously apply maximum thrust. Be prepared to accept altitude loss to recover the aircraft. Use ailerons as required to level the wings.
S If the decision is made to reject the take-off, normal rejected take-off
procedures are applicable. In addition the following should be considered: prepared to make the necessary corrections.
S Anticipate the possibility of skidding on contaminated runways and be S If a loss of directional control occurs, reduce reverse thrust to idle reverse and
if necessary, return the engines to idle forward thrust to return to the centerline. Regain the centerline with nosewheel steering, rudder and/or differential braking.
F.
Descent - Approach Considerations:
S Anticipate wing anti-icing requirements during descent. This may require

increased thrust settings and associated lower rate of descent. Descent planning should be adjusted accordingly. in landing/go-around performance calculations.
S Ensure all engine bleed and runway condition penalties have been considered S Avoid holding in icing conditions for longer than is necessary. S Ensure that the cleared runway width available is sufficient. 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 the
published runway contaminant depths in the performance section of the Airplane Flight Manual (refer to the Airplane Flight Manual, CSP A-012, Chapter 6 -- PERFORMANCE).
MASTER
SUPPLEMENTARY PROCEDURES Cold Weather Operations S During extreme weather conditions (i.e. freezing rain). S When braking action is reported to be poor.
Vol. 2
07--12--30
REV 56, Jan 31/03
S When crosswind component exceeds 15 knots and the runway is slippery.
MASTER

G. Landing Considerations:
Vol. 2
07--12--31
REV 58, Oct 31/05
S Carry out a positive touchdown to ensure initial wheel spin up and breakout of
frozen brakes if icing has occurred
S Lower the nosewheel immediately. S Anticipate skidding and hydroplaning to occur, and be prepared to make the
necessary corrections.
S Use maximum reverse thrust as soon as possible after touchdown. Thrust
reversers are most effective at high speed. Maximum reverse thrust may be used to a complete stop in case of an emergency situation. if necessary, return the engines to forward idle thrust to return to the centerline. Regain the centerline with nosewheel steering, rudder and/or differential braking.
S If a loss of directional control occurs, reduce reverse thrust to idle reverse and
S DO NOT pump the brakes as this will only diminish braking effectiveness.
Apply brakes normally with steadily increasing pressure, allowing the anti-skid system to modulate brake pressures to obtain maximum braking.
H.
Taxi-in and Parking Considerations:
S DO NOT retract the flaps to less than 20 degrees if the landing occurred on a
contaminated runway, to avoid possible damage to the structure and mechanism by frozen slush and/or snow.
S A ground crew check should be performed and flap retraction completed only
when the ground crew has confirmed that there is no significant amount of ice, slush or snow in the flap mechanism. may be necessary to stop the airplane.
S Anticipate that movement areas may be slippery and the use of reverse thrust
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 crew
must ensure that ground personnel provides for special servicing of the airplane, specially for prolonged or overnight stops.
Vol. 2
07--12--32
REV 58, Oct 31/05
S The APU may be operated and air-conditioning packs used to provide for
heating of the airplane interior and essential compartments to preclude freezing of the battery or water containers. certain that the following procedures are performed:
S At airports where normal support is not available, the flight crew should make
(1) Wheel chocks . . . . . . . . . . . . . . . . . Check in place (2) Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off S Wheel chocks must be in place and parking brake off to eliminate the possibility of the brakes freezing. (3) All protective covers . . . . . . . . . . . . . . . . . Installed (4) Water, lavatory and waste systems . . . . . . . . . . . . . . . . . . . As required S If adequate airplane interior heating cannot be provided, the water, lavatory and waste systems must be drained. (5) Batteries . . . . . . . . . . . . . . . . Removed, if required S When the APU battery is removed, the battery charger AC circuit breaker (2E5) must be opened to prevent damage to the battery charger.
S When the main battery is
removed, the battery charger AC circuit breaker (1E5) must be opened to prevent damage to the battery charger.
SUPPLEMENTARY PROCEDURES Operation on Contaminated Runways

1. INTRODUCTION A. General
Vol. 2
07--13--1
REV 58, Oct 31/05
This Supplement contains information and procedures for operation of the CL 600--2B19 airplane equipped with CF34-3A1 CF34-3B1 <0005>engines, on wet runways and on runways contaminated by standing water, slush, loose snow, compacted snow or ice. This information has been prepared by the manufacturer and approved as guidance material, to assist operators in developing suitable guidance, recommendations or instructions for use by their flight crews when operating on wet and contaminated runway surface conditions. The data have been prepared using reasonable estimates of the effects of wet and contaminated runway surface conditions on the accelerating ground roll and the braking ground 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, every effort should be made to ensure that the runway surface is cleared adequately of any significant precipitation. Contaminated runway performance data were estimated assuming that the runway is completely contaminated, with the contaminant (standing water, slush or snow) to be of uniform depth and density. The provision of performance data for contaminated runways should not be taken as implying that ground handling characteristics on these surfaces will be as good as can be achieved 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 that standing water, slush, snow or ice cause a deteriorating effect on take-off and landing performance. Braking effectiveness is reduced due to low tire-to-runway friction and is further reduced if tire hydroplaning occurs. During take-off on a contaminated runway, airplane acceleration is reduced. Energy normally available for acceleration is dissipated in compression or displacement of the contaminant and the resulting impingement of the contaminant onto the airplane can aggravate this energy loss. Landing on a contaminated runway increases the stopping distance of the airplane and may present 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 the following: (a) The distance from the start of the take-off roll to the point where the airplane attains a height of 15 feet above the take-off surface, with a failure of the critical engine at VEF.
MASTER

(b)
Vol. 2
07--13--2
REV 58, Oct 31/05
115% of the distance from the start of the take-off roll to the point at which the airplane attains a height of 35 feet above the take-off surface, with all engines 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-off to the point equidistant between the point at which lift-off is achieved and the point at which the airplane is 15 feet above the take-off surface, assuming that the critical engine fails at VEF. 115% of the distance from the start of the take-off roll to the mid point between lift-off and the point at which the airplane attains a height of 35 feet above the take-off surface, with all engines operating.
(b)
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 prepared with 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 the

NOTE
runway surface to cause it to appear reflective, but without significant areas of standing water.
A runway with standing water would be a contaminated runway. A runway is said to be wet when it has a shiny appearance due to a thin layer of water on it, not leading to hydroplaning. There should be no standing water covering large areas of the runway. A runway is said to be damp when it is not perfectly dry, and when the water on it does not give it a shiny appearance. NOTE There 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 the
runway surface area (whether in isolated areas or not), within the required length 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 3 millimeters (1/8 inch) of water.
MASTER
Vol. 2
07--13--3
REV 58, Oct 31/05
Standing water is usually caused by heavy rainfall and/or insufficient runway drainage. Slush is snow saturated with water which displaces with a splatter when stepped firmly on. It is encountered at temperatures around 5_C (41_F) and has a density of 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 will readily 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 covered

by snow which has been compacted into a solid mass which resists further compression and will hold together or break into lumps if picked up.
Wet snow will easily stick together and tend to form a snowball if compacted by hand. It has a density of approximately 400 kg per cubic meter (25 pounds per cubic 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 temperature range is from --40_C to --5_C ( --40_F to 23_F). Wet ice will give runway having a shiny wet appearance. The temperature range is 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. 2
are applicable, with the addition of the following: runway are:
S The maximum depths of the runway contaminants covering a significant part of the
Contaminant STANDING WATER SLUSH WET SNOW DRY SNOW Take-off 12.7 mm ( 0.50 in) 12.7 mm (0.50 in) 25.4 mm (1.00 in) 76.2 mm (3.00 in) Landing 19.1 mm (0.75 in) 22.4 mm (0.88 in) 38.1 mm (1.50 in) 95.3 mm (3.75 in)
MASTER

B. Recommendations
Vol. 2
07--13--4
REV 58, Oct 31/05
The recommendations that follow are applicable to all runway and taxiway conditions described in the DEFINITIONS - Runway Conditions of this supplement: (1) TAXIING
S Taxiing on contaminated runways and taxiways requires more diligence than

in 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 the airplane to a smooth and safe stop. Do not drag the brakes. NOTE Use of symmetric braking is recommended, to ensure uniform brake heating and prevent freezing of the wheel brakes. (2) TAKE-OFF
S Take-off is not recommended on runways which have an appreciable area

covered 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. operational and armed.
S Take-off is not recommended unless APR and both thrust reversers are
(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. brake-out of frozen brakes if icing has occurred.
S When landing, carry out a positive landing to ensure initial wheel spin up and S During the landing roll and subsequent taxi, use the brakes to prevent
progressive build up of ice on the wheels and brakes.
MASTER
Vol. 2
07--13--5
TR RJ/199, Jan 16/08
S Following landing or take-off on water, snow or slush covered runways or

C.
taxiways, tires should be inspected for flat spotting prior to the next flight.
Additional Requirements <AR> (1) During taxi, do not use thrust reversers if movement area surfaces are covered with 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 runway with water depth no more than 3.00 mm (0.125 inch) is defined in the following table for different values of the reported runway coefficient of friction: Maximum Crosswind Component 10 knots (5 meters/sec) 15 knots (8 meters/sec) 27 knots (14 meters/sec)
Reported Runway Coefficient of Friction 0.3 (poor braking) 0.4 (average braking) 0.5 (good braking, equivalent to dry) (3) (4) D.
The maximum crosswind component for take-off and landing on a contaminated runway is 10 knots (5 meters/sec). Operation on runways with a coefficient of friction less than 0.3 is prohibited.
Additional Requirements <SAAU> (1) The required landing distance for contaminated runways must not be less than 1.43 times the landing distance derived in Supplement 3, Operation on Wet and Contaminated Runways.
4.
EMERGENCY PROCEDURES The emergency procedures in Chapter 3 are applicable.
5.
NORMAL PROCEDURES The normal procedures in Chapter 4 are applicable.
6.
ABNORMAL PROCEDURES 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 to lift the tires and airplane off the runway surface. In this condition, the tires are no longer capable of providing directional control or effective braking. Hydroplaning does not normally occur in water depths of less than 5 millimeters (1/5 inch). Despite this, there are some conditions in which the minimum depth may be as low as 2.5 millimeters (1/10 inch). Once hydroplaning has began it can persist even if the water depth and ground speed are less than that required for initiation.
MASTER

Initiation of hydroplaning for the CRJ is calculated as follows: Tire Pressure (psi) MAIN: NOSE: MAIN: NOSE: MAIN: NOSE: MAIN: NOSE: 168 146 168 146 168 146 168 146
Vol. 2
07--13--6
REV 58, Oct 31/05
Contaminant Standing Water ( = 1.00) 1 00) Slush ( = 0.85) 0 85) Wet Snow ( = 0.50) 0 50) Dry Snow ( = 0.20) 0 20) NOTE:
Hydroplaning Speed (KTS) 117 109 127 118 165 154 261 243
S Tire pressures are determined with the airplane on the ground. S = specific gravity of contaminant.
8. TAKE-OFF Runway contamination in the form of standing water, slush, snow and ice have a negative impact on the accelerate-stop distance and the ground run portions of the take-off run, and take-off distance values. Under these conditions, corrections have to be applied to the take-off speeds and distances, which would consequently affect take-off performance values. Take-off field length is the greater of the distance required to accelerate to the critical engine failure recognition speed (V1) and then come to a full stop, or the distance required to accelerate to V1 and then continue acceleration with an engine failed to a height of 15 feet above the runway surface. Braking coefficients used during the braking phase of a rejected take-off are based on analysis. The take-off procedures mentioned in the Cold Weather Operations section of this chapter may be used, as applicable. For the appropriate take-off data and take-off performance, refer to the Airplane Flight Manual, CSP A--012. 9. LANDING Landing on an icy runway is not recommended. If landing is unavoidable under such conditions, it is recommended that reverse thrust be used as soon as possible after touchdown. For dry runways the most effective means of stopping the airplane are the brakes. However, for icing conditions and contaminated runway operations the thrust reversers were found to be the most effective deceleration device.
MASTER
Vol. 2
07--13--7
REV 58, Oct 31/05
DO NOT try to offset a poor runway braking condition by landing short. It is equally important not to land long. However, landing short can have far more serious consequences than overrunning the far end of the runway at low speed. The desired touchdown point is always about 1,000 feet from the approach end of the runway. Maintain close control over approach speeds and maintain the recommended speed for the existing condition. The recommended wind additives (plus 1/2 gust factor to a maximum of 10 knots) should provide adequate safety margins for both the approach and the landing roll. Control the glide slope path to accomplish a touchdown on the desired touchdown point. Fly the airplane firmly toward the runway, keeping the aim point even if the approach speed will be overshot. If an unsatisfactory approach will result in a touchdown far down the runway, go around and make another approach.
CAUTION
Once the airplane has been landed and the deceleration effort commenced, attempting a go-around is not recommended. NOTE 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 VREF may result in a nose gear--first landing which, depending upon the rate of descent, may result in a porpoising bounce which can generate loads sufficient to cause nose gear structural damage.
After main gear touchdown, smoothly fly the nose wheel onto the runway by relaxing aft control column pressure. Do not use full down elevator. If the wing anti-ice system is inoperative and large ice formations remain on the wing leading edge, 30 knots must be added to the reference speed to maintain normal handling characteristics (Refer to Chapter 5: ABNORMAL PROCEDURES -- ICE AND RAIN PROTECTION). A. Crosswind Landings A slippery runway and a crosswind is obviously a bad combination. When landing on a wet runway, a 27-knots crosswind is generally considered maximum. If the runway is known to be slippery (snow or ice covered), a crosswind component of 15 knots should be the maximum.
2.
MASTER
Vol. 2
07--13--8
REV 58, Oct 31/05
In crosswind conditions, the crosswind crab angle should be maintained for as long as possible until prior to touchdown. Aim for the centerline or slightly on the upwind side and avoid touching down on the downwind side of the runway because of the possibility of the airplane weathervaning toward the wind after touchdown, and drifting toward the downwind 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 pedals for steering at high speeds is recommended and use the nosewheel steering tiller with great care at low speeds. Apply a slight forward pressure on the control column to increase main gear loading and improve directional control. If the airplane starts to skid or drift gradually, it may be necessary to move the thrust levers out of reverse thrust and to go to forward idle thrust to recover the centerline. It may also be necessary to reduce the brake pressure to regain control and re-establish alignment with the centerline. For additional procedures and techniques during the landing roll, refer to the applicable procedures mentioned in the Cold Weather Operations section of this chapter.
NOTE Pilots should seat themselves so as to ensure that they can achieve maximum braking with full rudder pedal deflection in either direction. 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 cause foreign object damage (FOD) to engines, increase the possibility of loss of forward visibility due to whiteout, as well as increase the possibility of ice build-up on the wing and empennage sections, which could cause considerable delays specially during quick turn-around schedules. It should be realized however that maximum reverse thrust may be used up to a full stop during emergency situations or if the safety of the airplane will be jeopardized. The use of reverse thrust during crosswind conditions may aggravate possible directional control problems encountered during such conditions. If the airplane is allowed to weathervane into the wind, the reverse thrust side force component will add to the crosswind component, drifting the airplane toward the downwind side of the runway at a faster rate than normal. To correct the situation, it will be necessary to reduce the reverse thrust to reverse idle and release the brakes. In extreme conditions, it may even be necessary to move the thrust levers out of reverse thrust and to go to forward idle thrust. Use rudder, steering and differential braking as required to prevent overcorrecting past the runway centerline. When re-established on the runway centerline, reapply steady brakes and reverse thrust as required to stop the airplane.
MASTER
Vol. 2
07--13--9
REV 58, Oct 31/05
Do not attempt to turn off from a slippery runway until the speed is reduced to a safe level to prevent skidding. Anticipate low friction when approaching the touchdown zone at the far end of the runway. The touchdown zone may be very slippery when wet due to heavy rubber and oil deposits. For the corrected landing distance and performance data, refer to the Airplane Flight Manual, CSP A--012. 10. PERFORMANCE The CRJ performance tables for operation on wet or contaminated runways are found in the Quick Reference Handbook, CSP A-022, Vol. 1.
MASTER
Vol. 2
07--13--10
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Hot Weather Operation

GENERAL
Vol. 2
07--14--1
REV 56, Jan 31/03
Extremely high temperature conditions present problems to airplane operations of a different nature than those associated with cold weather operations. The main concerns focus primarily on passenger and crew comfort and the significant decrease in airplane performance which high ground temperatures can effect. The following recommended procedures have been provided to supplement the normal operating procedures and should be observed, as applicable. PRE-FLIGHT PREPARATION NOTE During airplane operations when the flight compartment and cabin temperatures are above 30_C (86_F), the air-conditioning packs or the low pressure ground conditioned air supply must be operating in order to maintain display temperatures within a range that prevents a display shutdown. The importance of keeping the interior of the airplane as cool as possible cannot be overemphasized. All entrances and access doors to the airplane should be kept closed as much as possible, and the cargo bay door should not be left open any longer than is necessary. Every effort to reduce the heat being generated in the flight compartment while the airplane is on the ground should be made. The flight crew should see to it that the following procedures are performed: If a ground air source is available: (1) (2) Ground Power Cart . . . . . . . . . . . . . . . . . . . . . . . . . Connected APU LCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed
If APU is the only air source available: (1) (2) Then: (3) (4) (5) 10TH STAGE, ISOL valve . . . . . . . . . . . . . . . . . . As required 10th Stage Bleed air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off L and/or R PACK (s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On APU Bleed air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . Check APU LCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Open
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
MASTER

PRE-FLIGHT PREPARATION (CONTD) (6) (7) (8) (9) (10) CKPT and CABIN Temperature controls . . . . . . . . . . . . COLD CARGO switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COND AIR DSPLY FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM ARINC FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM WSHLD Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check OFF NOTE Normally, the LH and RH WSHLD switches are selected to LOW prior to taxi. It is recommended however, that when ambient temperatures are above 30_C (86_F), to delay selection of the WSHLD switches to LOW until after take-off (during the AFTER TAKE-OFF check). The L (R) WSHLD HEAT and / or WINDOW HEAT caution messages may still come on momentarily. (11) (12) (13) (14) (15) Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off Non-essential avionics equipment . . . . . . . . . . . . . . . . . . . . Off All air outlets and gaspers . . . . . . . . . . . . . . . . . . . . . . . . . Open Cabin gaspers (Flight attendants) . . . . . . . . . . . . . . . . . . . Open Window shades (Flight attendants) . . . . . . . . . . . . . . . Closed
Vol. 2
07--14--2
REV 56, Jan 31/03
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 after engine shutdown and should not be removed until just prior to engine start. Special attention should be given to and prompt action taken in the event of inadvertent unscheduled pressurization of the airplane.
TAXI-OUT AND TAKE-OFF Taxi-Out Operation in areas of high ambient temperatures may cause brake temperature limits to be exceeded. This condition would lead to the fusible plug(s) melting, resulting in the deflation of the tire(s) involved. When operating on runways and taxiways exposed to high temperatures, considerations for brake cooling should always be taken into account. These areas usually maintain temperatures well above the ambient, therefore, excessive use and riding of brakes should be avoided. Braking should be done to a minimum so as to allow ample time for cooling in between applications. The recommended technique is to allow the airplane to accelerate, then brake to a very slow taxi speed and release the brakes completely.
MASTER

TAXI-OUT AND TAKE-OFF (CONTD) Taxi-Out (Contd)
Vol. 2
07--14--3
REV 56, Jan 31/03
Reverse thrust may be used, at the pilots discretion, to control the taxiing speed of the airplane without the use of braking. The use of single (or both) reverse thrust should be considered when operating under the following conditions:
S S S S S S
High ambient temperatures Heavy braking after landing Downslope taxi Tailwinds Light gross weight Any combination of the above.
The application of reverse thrust should be done with caution, taking into account the surface condition of the movement area. The use of thrust reversers during taxi on airports with contaminated runways and taxiways (i.e. dirt, dust, loose debris, etc.) is not recommended. Take-Off High ambient temperatures in combination with short runways or high elevation airports could cause substantial penalties on airplane performance. These penalties should be taken into account early in the pre-flight preparation and the limiting effects to the payload which can be carried, 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 fuel temperature limitations in the applicable sections of the Airplane Flight Manual CSP A---012. Use the longest runway available, if possible. LANDING Landing NOTE 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 VREF may result in a nose gear---first landing which, depending upon the rate of descent, may result in a porpoising bounce which can generate loads sufficient to cause nose gear structural damage. After main gear touchdown, smoothly fly the nose wheel onto the runway by relaxing aft control column pressure. Do not use full down elevator.
2.
MASTER

LANDING (CONTD)
Vol. 2
07--14--4
REV 56, Jan 31/03
The landing phase of flight during high ambient temperature conditions is not as demanding as with cold weather operations. It should be noted however that runway conditions, particularly at the touchdown area could be slick due to the heavy deposits of rubber and oil which have melted. The occurrence of hydroplaning is not remote, and the procedures mentioned in the Landing portion of the Operation on Contaminated Runways section of this chapter can be used. This condition also holds true at the opposite approach area at the end of the runway in use, therefore, slow down to a manageable speed before turning off from the runway to preclude skidding and departing from the intended path. 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 following each landing is accumulative. This could prove detrimental and may cause considerable delays at stops, if it results in overheating of the brakes and the possible melting of the wheel fusible plug(s) resulting in the deflation of the tire(s) involved. The brake cooling times established in the Take-off Performance section of the Airplane Flight Manual, CSP A---012, should be adhered to. Every effort to maintain cool brakes should be attempted. Early extension of the landing gear prior to the approach is recommended. Additional in-flight cooling for every segment of the route should be sufficient enough to cool the brakes and the tires before landing. The recommended deceleration technique after landing should be adhered to. Excessive braking should be avoided and the thrust reversers should be used to their full advantage.
MASTER
SUPPLEMENTARY PROCEDURES Flight in Turbulence

1. GENERAL
Vol. 2
07--15--1
REV 57, Apr 05/04
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. In the departure or approach area, when severe turbulence or thunderstorms have been reported or observed, this may entail the delay of the take-off or the approach. If flight through turbulence is unavoidable, the following procedures are recommended and should be observed, as applicable. 2. TURBULENCE PENETRATION Before entering an area of known turbulence, secure all loose equipment in the flight compartment. Shoulder harness should be worn by both flight crews and checked for security. 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 be regarded as the primary means of aircraft control in turbulence. To engage the autopilot in the turbulence mode, select the turbulence (TURB) switch on the flight control panel (FCP). In the turbulence mode, the autopilot gains are reduced to compensate for and provide a smoother flight during turbulent conditions. When the autopilot is used, guard the AP/SP DISC button on the control wheel to permit immediate disengagement should the need arise. B. Airspeed The best airspeed and flight configuration to use in severe turbulence is that which affords the best overall protection from inadvertent stall and high speed buffet while retaining structural integrity. Most turbulence encounters at high altitude are not severe and do not require an airspeed reduction. DO NOT fly less than the minimum maneuvering speed for the existing flight condition. The maximum recommended airspeed for turbulence penetration is 280 KIAS or 0.75M whichever is less. For maneuvering speeds, refer to LIMITATIONS, OPERATING SPEEDS -- Design Maneuvering 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, sacrifice altitude in order to maintain the desired attitude.
MASTER
SUPPLEMENTARY PROCEDURES Flight in Turbulence

D. Attitude
Vol. 2
07--15--2
REV 57, Apr 05/04
If the airplane is flown manually, hold wings level and desired pitch attitude using the flight director as the primary instrument. In extreme drafts, large attitude changes may occur. Do not make sudden large control inputs when making corrections; instead, use moderate inputs to resist changes in attitude. After establishing the trim setting for penetration, do not change stabilizer trim. E. Engine Adjust thrust to maintain the recommended turbulence penetration airspeed as required for the phase of flight. Once power is set to maintain the desired airspeed, avoid further power changes. Change the thrust setting only in case of extreme airspeed variation. Remember that a transient increase is always more advisable than a loss in speed which decreases buffet margins and is difficult to recover. Select CONT IGNITION to ON . This action will reduce the possibility of flameout due to engine instability. Once out of the area of turbulence, deselect CONT IGNITION unless required further. F. Flaps / Spoilers Flaps extension in an area of known turbulence should be delayed for as long as possible because the airplane can withstand higher gust loads in the clean configuration. If severe turbulence persists in the area, consider diverting to the alternate station. Whenever the flight spoilers are employed, keep hand on the flight spoilers lever unless it is necessary to remove hand in order to perform some other specific function. G. Passenger / Cabin Crew Considerations Whenever possible, advise the Flight Attendants before or shortly after take-off of anticipated enroute turbulence so that they can plan their activities accordingly. When mild turbulence is encountered, turn on the Fasten Seat Belt sign and advise the passengers over the PA system of light turbulence and request that they fasten their seatbelts. If other than mild turbulence is encountered, advise Flight Attendants on the interphone to check passengers seatbelts and then be seated themselves. Turn on the Fasten Seat Belt and No Smoking signs. Make an announcement over the PA system and advise the passengers of the expected rough air and request that they fasten their seatbelts snugly. After passing through the area of turbulence, turn off the No Smoking sign and make a PA announcement that the flight is clear of the area of turbulence. The Fasten Seat Belt sign may then be turned off.
MASTER
SUPPLEMENTARY PROCEDURES Operation in Volcanic Ash/Dust

1. GENERAL
Vol. 2
07--16--1
REV 57, Apr 05/04
Flight operations in areas of known volcanic activity should be avoided. This consideration is most important during hours of darkness or daytime instrument meteorological conditions when volcanic ash/dust clouds may not be visible. Flight planning considerations should include the review of pertinent NOTAMs, PIREPs and other directives concerning the status of volcanic activity when a flight is planned into areas of possible volcanic activity. When volcanic activity is currently reported, remain well clear of the area, or if possible stay on the upwind side of the volcanic ash. 2. DETECTION The airplanes weather radar is not capable of detecting volcanic ash/dust clouds and is therefore not reliable under these circumstances. The presence of volcanic ash/dust may be indicated 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, increasing
ITTs, flameouts, etc.
S At night, static discharges (also known as Saint Elmos fire or Saint Elmos light) can
be observed around the windshield and/or windows, accompanied by a bright orange glow in the engine inlets.
3.
EFFECTS Flight into volcanic ash/dust clouds can result in the degradation of airplane and engine performance. 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 can
cause surge, loss of thrust and/or high ITT. indications.
S Ash/dust blockage of the pitot system, which can result to erratic airspeed S The abrasive properties of volcanic material can cause serious damage to the
engines, wing and tail leading edge surfaces, windshields, landing lights, etc. reducing visibility.
S Volcanic ash/dust can also cause the windshield to become translucent, effectively
MASTER
SUPPLEMENTARY PROCEDURES Operation in Volcanic Ash/Dust

4. CORRECTIVE ACTIONS
Vol. 2
07--16--2
REV 57, Apr 05/04
The best course of action to take is still avoidance. However, volcanic ash/dust clouds may 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 to exit 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 volcanic material 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 cooled down.
S If the engine fails to start, repeated attempts should be
made immediately. (Adhere to starter cranking limits as per LIMITATIONS, POWER PLANT -- Starter Cranking Limits (Ground and Air)). NOTE A successful start may not be possible until the airplane is clear of the volcanic ash/dust, and the airspeed and altitude is within the airstart envelope. Take note that engines can be very slow to accelerate to idle at high altitude and this could be interpreted as a failure to start or as an engine malfunction.
After exiting the area of volcanic ash/dust cloud and the engine(s) restarted, restore systems to normal operation. Inform ATC of the encounter.
MASTER
SUPPLEMENTARY PROCEDURES Windshear

GENERAL
Vol. 2
07--17--1
REV 58, Oct 31/05
Windshear is a weather phenomenon of sudden windspeed and/or direction changes over a short distance. The downburst is the most dangerous type of windshear and recent studies have confirmed 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 the downflow 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 and ranges typically from 1 to 2 1/2 miles (1.6 - 4 km) horizontally. The vertical winds could be as high as 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 been known to occur in the same general area and tend to take a line structure such that the downburst activity could last for an hour or even longer. Once microburst activity starts, be prepared for further windshear 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 the possible existence of windshear along the flight path, such as: (1) (2) (3) (4) (5) Thunderstorms accompanied by heavy rain (where the air is very humid). The presence of virga (rain that evaporates before reaching the ground, usually in drier air). Frontal activity. Low level jetstream. 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 strong microbursts can sometimes occur without precipitation and even during sunny weather conditions. Windshear can also be caused by strong surface winds in the vicinity of small hills or large buildings and by sea breeze fronts.
MASTER

DETECTION (CONTD)
Vol. 2
07--17--2
REV 58, Oct 31/05
Additionally, the following procedures are recommended to allow for the detection of possible windshear activity: (1) (2) (3) (4) Be aware of windshear PIREPs. Determine the presence of thunderstorm cells in the approach or take-off areas of the airport using the weather radar. Use the Low Level Windshear Alerting System (LLWAS), if available. 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 is known or suspected. Stay clear of thunderstorm cells, heavy precipitation, virga and areas of known windshear. Flight crew awareness, preparation and coordination cannot be overemphasized. A thorough knowledge of and familiarity with the phenomenon and the various meteorological conditions indicative of windshear activity is necessary if one is to be prepared for the possibility of an inadvertent encounter. Pilots should be trained adequately to enable them to readily recognize the indications and/or occurrence of windshear/downburst and take proper action. When windshear activity is known or suspected at departure: (1) (2) (3) (4) (5) (6) (7) (8) Delay the take-off until conditions are more favorable. Assess the situation during the delay and ensure that a safe take-off is possible. Use maximum take-off thrust instead of reduced thrust. Select the longest runway length available. Select the minimum flap setting acceptable for the balanced field length available (i.e. 8_ Flaps for option). During the take-off roll, carefully monitor the flight instruments particularly for airspeed fluctuations to detect at the earliest time the possible occurrence of windshear. Consider the use of an increased initial climb speed, if obstacle clearance permits. Be familiar with the normal (all-engine) initial climb pitch attitude and rotate the airplane at the normal rate to this attitude. Reduction of the pitch attitude should be delayed until terrain and/or obstruction clearance is assured or when the stick shaker is activated. A thorough knowledge of the normal take-off indications of the flight instruments in particular those pertaining to the vertical flight path, is a must. Closely monitor the flight instruments. 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. Anticipate a greater than normal control column force requirement to keep the desired pitch attitude.
(9)
(10)
MASTER

PRECAUTIONARY ACTIONS (CONTD) (11)
Vol. 2
07--17--3
REV 58, Oct 31/05
If windshear is encountered near VR and the airspeed suddenly decreases, there may not be enough runway length left to accelerate back to the normal VR. If the runway remaining is not sufficient to reject the take-off, rotate the airplane at a normal rate at least 2,000 feet before the end of the runway, even if the speed is below VR. Follow the windshear recovery guidance. Remain prepared for further windshear encounters.
(12) (13)
WHEN WINDSHEAR ACTIVITY IS KNOWN OR SUSPECTED AT ARRIVAL: (1) Delay the approach until conditions are more favorable, or divert to another airport. (2) (3) (4) (5) (6) (7) Use the longest and most favorable runway available. Select the minimum flap setting acceptable for the runway length to be used. Add an appropriate wind correction to the final approach speed. Fly an on the slot approach and consider the use of the autopilot during the approach to allow for more monitoring and recognition time. Be aware of the normal values of the flight instruments during the approach and constantly cross-check flight director commands with the vertical flight path instruments. The pilot-not-flying should closely and constantly monitor the flight instruments paying particular attention to the vertical flight path instruments (i.e. vertical speed, altitude, glideslope and airspeed) and call-out any deviation from the normal. Establish crew coordination and awareness especially at night or marginal weather conditions and be alert for the possibility of an inadvertent encounter. Do NOT make large thrust reductions or trim changes to correct fluctuations in airspeed for they could vary from an increase to a decrease in a very short span of time. If windshear is encountered during the approach and a significant reduction and/or increased rate of descent is experienced, immediately execute a go-around and follow the windshear recovery guidance. Trade the airspeed for altitude. Maintain the go-around pitch attitude until terrain and/or obstacle clearance is assured unless the stick shaker is activated. Anticipate the encounter of subsequent windshear activity along the flight path.
(8) (9) (10)
(11) (12)
If windshear activity was encountered during take-off or approach, promptly inform ATC of the encounter. 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.
MASTER

RECOVERY PROCEDURES General
Vol. 2
07--17--4
REV 58, Oct 31/05
The Regional Jet is equipped with a Windshear Detection and Recovery Guidance System coupled with the Ground Proximity Warning System (GPWS). The system detects windshear conditions during the approach and take-off phases of flight, provides aural and visual alert/warning messages and displays pitch and low speed cue symbology as guidance to escape/recover from the windshear encounter. During a windshear warning, command bars, pitch limit indicators, low speed symbology and pitch limit (alpha margin) indicators appear automatically on both PFDs. The command bar is dynamic and is set taking into consideration pitch and low speed limits for that configuration. The positions 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 the windshear 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>.

NOTE The 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.
MASTER

RECOVERY PROCEDURES (CONTD) Windshear Warning During Take-Off
Vol. 2
07--17--5
REV 58, Oct 31/05
Windshear encounters during take-off that cause a reduction in airspeed require prompt and definite corrective action. In such a situation, the pre-determined values of the take-off speeds for that particular balanced field length are no longer applicable. At recognition of windshear, the following procedures should be accomplished immediately: Before V1:
S ABORT the take-off.
Between V1 and before VR: 1. Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advance S Push thrust levers forward to go-around thrust. PF/PNF
WARNING
Use of all available thrust is recommended if there exists the possibility of ground or obstacle contact. 2. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotate S Rotation should commence no later than 2,000 feet before the end of the runway, even if the airspeed is below VR. PF
At or after VR: 1. Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advance S Push thrust levers forward to go-around thrust. PF/PNF
WARNING
Use of all available thrust is recommended if there exists the possibility of ground or obstacle contact. 2. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotate S Rotation should be promptly performed up to a maximum pitch attitude of 15 degrees. PF
S Anticipate a higher than normal stick effort necessary

to lift the airplane off within the remaining runway.
MASTER

RECOVERY PROCEDURES (CONTD) Windshear Warning During Take-Off (Contd) During initial climb:
Vol. 2
07--17--6
REV 58, Oct 31/05
1. Thrust levers / Take-Off/Go-Around (TOGA) switch . . . . . Advance/Press S Push thrust levers forward to go-around thrust while simultaneously pressing either TOGA switch.
PF/PNF
WARNING
Use of all available thrust is recommended if there exists the possibility of ground or obstacle contact. 2. Autopilot (if still engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect 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 S The pilot-flying shall follow the flight director command bars as much as possible, taking great care not to exceed the pitch limit indicator (alpha margin indicator). PF
PF
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 shear condition (not below 1,500 feet AGL). NOTE Always be prepared for further encounters due to the fact that windshear has been known to occur in groups.
MASTER

RECOVERY PROCEDURES (CONTD) Windshear Warning During Take-Off (Contd)
Vol. 2
07--17--7
REV 58, Oct 31/05
When clear of the windshear encounter, the windshear warnings and escape flight guidance will be cancelled. The flight crew can then proceed with a normal climb-out once a positive climb gradient 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 delay the approach until conditions improve. Diversion to another airport is another option. Do NOT attempt to land unless the existing conditions have been assessed thoroughly and that a safe landing is assured. It is important to achieve a stabilized approach as early as possible and no later than 1,000 feet above ground level. If windshear is inadvertently encountered, recovery must be promptly initiated especially if flight path control becomes marginal. Recognition of marginal flight path control depends upon the flight crews assessment of the existing conditions. Indications of marginal 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 are recommended: 1. Flight instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitor S The pilot-not-flying will closely and continuously monitor the vertical flight path instruments and call out any deviations in the normal indications of approach speed, airspeed trend, rate of descent, pitch, glide slope and thrust. 2. Thrust levers / Stabilizer trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjust S Avoid large power adjustments or trim changes to correct large speed changes. PNF
PF
S Anticipate that a large airspeed increase is oftentimes followed

by an equally large airspeed decrease.
MASTER

RECOVERY PROCEDURES (CONTD) Windshear Warning During Approach and Landing (Contd)
Vol. 2
07--17--8
REV 58, Oct 31/05
If windshear is encountered and flight path control becomes marginal: 1. Accomplish windshear recovery procedures as outlined in Windshear Warning During Take-Off in this section. When clear of the windshear encounter, the windshear warnings and escape flight guidance will be cancelled. The flight crew can then proceed with a normal climb-out once a positive climb gradient has been established. Report the encounter to ATC as soon as possible. Windshear Cautions During Approach and Landing 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. 2. Normal go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate WINDSHEAR AURAL /VISUAL WARNING SYSTEM GPWS 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 FAIL status messages, S GS light,
S GLIDESLOPE aural, S GPWS light, S WHOOP, WHOOP, PULL UP

aural, and
S Siren, WINDSHEAR,
WINDSHEAR, WINDSHEAR. Check that the following go out:
S GPWS FAIL and
WINDSHEAR FAIL status messages.
MASTER

WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONTD)
Vol. 2
07--17--9
REV 58, Oct 31/05
GPWS and Windshear Detection and Warning System (First Flight of the Day) (Contd) 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 (-22 GPWS). BEFORE TAKE-OFF: (1) Glareshield, GPWS / GS switch/light . . . . . . . . . . . . . . . . . Press and release to initiate GPWS short test. Ensure that the following aurals come on: S GLIDESLOPE aural, S WHOOP, WHOOP, PULL UP aural, and S Siren, WINDSHEAR, WINDSHEAR, WINDSHEAR. 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 GPWS short test. Ensure that the following aurals come on:
S GLIDESLOPE aural, S WHOOP, WHOOP, PULL UP

aural, and
S Siren, WINDSHEAR,
WINDSHEAR, WINDSHEAR.
MASTER

Vol. 2
07--17--10
REV 58, Oct 31/05
GPWS and Windshear Detection and Warning System (First Flight of the Day) (Contd) (2) Glareshield, GPWS / GS switch/light . . . . . . . . . . . . . . . . . Press and hold for approximately 5 seconds to initiate GPWS long test. Check the following come on:
S GPWS FAIL and
WINDSHEAR FAIL status messages, 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, WINDSHEAR, WINDSHEAR. Check the following go out: S GPWS FAIL and WINDSHEAR FAIL status messages. WINDSHEAR AURAL /VISUAL WARNING SYSTEM GPWS and Windshear Detection and Warning System (First Flight of the Day)
MASTER

(1) Glareshield, PULL UP / GRND PROX switch . . . . . . . . . . . . . . . . . . . . Press
Vol. 2
07--17--11
REV 56, Jan 31/03
(for less than 2 seconds) and release to initiate GPWS short test. Check MFD indications operational: S TERRAIN TEST and TERRAIN DISPLAY FAIL messages and terrain display self-test patern. Check EICAS indications operational:
S GPWS FAIL, TERRAIN FAIL
and WINDSHEAR FAIL status messages. Check mode 5 operational: S GLIDESLOPE aural and S GND PROX light. Check mode 1 thru 4 and terrain operational: S PULL UP and TERRAIN aural warnings, and PULL UP light Check mode 7 operational: S WINDSHEAR aural warning, WINDSHEAR warning and caution message on PFDs.
MASTER

Vol. 2
07--17--12
REV 58, Oct 31/05
GPWS and Windshear Detection and Warning System (First Flight of the Day) (Contd) (2) Glareshield, PULL UP / GRND PROX switch . . . . . . . . . . . . . . . . . . . . Press and hold for approximately 5 seconds and release to initiate GPWS long test. Check MFD indications operational:
S TERRAIN TEST and
TERRAIN DISPLAY FAIL messages and terrain display self-test patern.
Check EICAS indications operational:
S GPWS FAIL, TERRAIN FAIL

and WINDSHEAR FAIL status messages. Check mode 5 operational:
S GLIDESLOPE aural and S GND PROX light.

Check mode 1 thru 4 and terrain operational:
S PULL UP and TERRAIN

Check mode 6 operational:
aural warnings, and PULL UP light
S Altitude and advisory

callouts Check mode 7 operational:
S WINDSHEAR aural warning,

WINDSHEAR warning and caution message on PFDs.
MASTER

WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONTD) Windshear Warning
Vol. 2
07--17--13
REV 58, Oct 31/05
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.
MASTER

WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONTD) Windshear Warning (Contd) During take-off or Approach and Landing
Vol. 2
07--17--14
REV 58, Oct 31/05
(1) Thrust levers / TOGA switch . . . . . . . . . . . . . . . . Advance / press Advance thrust levers to go-around thrust while simultaneously pressing either take-off / go-around (TOGA) switch. S Recovery guidance commands are triggered by TOGA switch(es).
S Recovery guidance
commands override FD selections (FDs on/off). commands override all FD and HGS modes. <0026>
S Recovery guidance
NOTE Pilot-not-flying shall verify the following: S Either TO/WS or GA/ WS is displayed on both PFDs, and
S GA/ WS is displayed on both

PFDs, and HGS <0026>
S N1 indications are at
go-around thrust.
MASTER

WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONTD) Windshear Warning (Contd) During take-off or Approach and Landing (Contd)
Vol. 2
07--17--15
REV 58, Oct 31/05
(2) Windshear recovery guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Follow commands presented on PFD: commands presented on the HGS combiner or the PFD:
<0026>
S Smooth and accurate flight

control inputs are required.
S Control pitch in a smooth
and steady manner in order to avoid excessive over-shoot / under-shoot of commanded attitude.
commands up to 1,500 feet. NOTE Stick shaker must be respected. Reduce pitch attitude sufficient to stop shaker. (3) Airplane configuration . . . . . . . . . . . . . . . . . . . . . . . maintain until positively out of windshear condition: S Do not change flap, gear or trim position until WINDSHEAR warning message (PFD icon) is removed and above 1,500 feet AGL.
S Continue to follow
WARNING
If ground or obstacle contact is imminent, use all available engine thrust.
MASTER

WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONTD) Windshear Caution (Alert)
Vol. 2
07--17--16
REV 58, Oct 31/05
Windshear cautions are indicated as follows: S WINDSHEAR caution message and alpha-margin indicator on PFD. During take-off: (1) Thrust levers / TOGA switch . . . . . . . . . . . . . . . . Advance / press Advance thrust levers to go-around thrust while simultaneously pressing either take-off / go-around (TOGA) switch. S Go-around guidance provided on PFD.
S Go-around guidance
<0026>
provided on HGS and PFDs.
NOTE Pilot-not-flying shall verify the following: S Either TO or GA is displayed on both PFDs, and
S GA is displayed on the PFD,

and HGS <0026>
go-around thrust. (2) Flight director . . . . . . . . . . . . . . . . . . . . . . . . Follow go-around guidance. (3) Current flap configuration . . . . . . . . . . . . . . . . . . . . . . . Maintain until:
S WINDSHEAR caution
message goes out, or airspeed is 200 KIAS.
MASTER

WINDSHEAR AURAL /VISUAL WARNING SYSTEM (CONTD) Windshear Caution (Alert) (Contd) During Approach and Landing:
Vol. 2
07--17--17
REV 58, Oct 31/05
(1) Thrust levers / TOGA switch . . . . . . . . . . . . . . . . Advance / press Advance thrust levers to go-around thrust while simultaneously pressing either take-off / go-around (TOGA) switch. S Go-around guidance provided on PFD.
S Go-around guidance
<0026>
provided on HGS and PFDs.
NOTE Pilot-not-flying shall verify the following: S Either TO or GA is displayed on both PFDs, and
S GA is displayed on the PFD,

and HGS <0026>
go-around thrust. (2) Flight spoilers . . . . . . . . . . . . . . Confirm retracted (3) Normal go-around . . . . . . . . . . . . . . . . . . . . Initiate
MASTER
Vol. 2
07--17--18
REV 56, Jan 31/03
MASTER
SUPPLEMENTARY PROCEDURES Aural/Visual Warning System

GROUND PROXIMITY WARNINGS
Vol. 2
07--18--1
REV 58, Oct 31/05
Modes 1 through 4 alerts are indicated as follows: S LH and RH GPWS (red) light on, and S PULL UP, SINK RATE, TERRAIN, DONT 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, and S GLIDESLOPE aural. Mode 6 minimums alerts are indicated as follows: S DH annunciator on PFDs and HGS combiner <0026>, and S MINIMUMS aural. AURAL WARNING PULL UP
(1)
Action When PULL UP aural occurs:

Smoothly pull-up, apply engine thrust and climb at best angle, until PULL UP aural goes out. Initiate corrective action.
SINK RATE TERRAIN DONT SINK TOO LOW GEAR TOO LOW TERRAIN TOO LOW FLAPS
When the corresponding aural occurs:

(1)
TOO LOW FLAPS aurals are disabled by selecting the GPWS/FLAP OVRD switch to OVRD when following approved procedures which specify landing with flaps selected other than 45.
NOTE
GLIDESLOPE
When GLIDESLOPE aural occurs:

(1)
Initiate corrective action to fly airplane back to proper approach glideslope. GLIDESLOPE aurals are disabled for the remainder of the approach by pressing the G/S switch once the airplane descends below 1000 feet AGL.
NOTE
MINIMUMS
When MINIMUMS aural occurs:

(1)
Confirm descending below minimum approach height and initiate corrective action.
GROUND PROXIMITY ALERTING<0040>
MASTER

GROUND PROXIMITY WARNINGS <0040>
Vol. 2
07--18--2
REV 58, Oct 31/05
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 fully retracted, ascend at the best climb angle, respecting stick shaker, until all alerts cease and it is confirmed that a safe ground clearance exists. NOTE Always respect stick shaker and use as the upper limit for pitch attitude. Control pitch attitude in a smooth steady manner to avoid overshooting the attitude at which 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, TOO
LOW GEAR, TOO LOW FLAPS, SINK RATE, DONT SINK or GLIDESLOPE aural warnings. <0086>
S GND PROX switch on, accompanied by TERRAIN, CAUTION TERRAIN, CAUTION
OBSTACLE, TOO LOW TERRAIN, TOO LOW GEAR, TOO LOW FLAPS, SINK RATE, DONT 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 switch
when following approved procedures which specify landing with flaps selected to other than 45.
S GLIDESLOPE alerts may be cancelled by pressing the PULL UP / GND PROX switch.
MASTER

OVERSPEED Overspeed warnings are indicated as follows:
Vol. 2
07--18--3
REV 58, Oct 31/05
S The Mach/airspeed warning clacker sounds until airspeed is reduced below VMO/MMO or
VFE: (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, including

closure rates and relative altitude, and
S Vertical maneuver voice aurals.
CAUTION
Compliance with a TCAS resolution advisory is necessary unless the pilot considers the maneuver unsafe to accomplish, or unless the pilot has accurate information about the cause of the resolution advisory and can maintain safe separation from a nearby airplane. NOTE Pilots must respond promptly to all resolution advisories. During flight: (2) Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect (3) Applicable maneuver . . . . . . . . . . . . . Accomplish immediately, adjusting engine thrust as required. If an additional maneuver is indicated (e.g. a reversal), it also must be accomplished immediately.
MASTER

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONTD) TCAS Resolution Advisory During Flight :
Vol. 2
07--18--4
REV 58, Oct 31/05
CAUTION
Once an RA maneuver has been initiated, the maneuver must be continued until a CLEAR OF CONFLICT aural comes 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 using information from the traffic display only or on a traffic advisory (TA) without visually sighting the traffic. These displays and advisories are intended only for assistance in visually locating the traffic and lack the flight path trends necessary for use in evasive maneuvering. However, while climbing or descending, modest changes in vertical speed based on traffic display information is not considered evasive maneuvering. (1) Display control panel, TFC switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press to select TCAS traffic display on MFD.
MASTER

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONTD) TCAS Traffic Advisory During Flight No Bearing Advisory
Vol. 2
07--18--5
REV 58, Oct 31/05
When the TCAS computer detects an intruder but does not receive valid bearing information, a traffic 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 on the MFD. The first two RA or TA intruders with no valid bearing information are listed in this table with the type (RA or TA), followed by the range and altitude. A slash separates the range from the altitude in a similar fashion as in the TCAS traffic display. A vertical speed trend arrow will also be displayed if the trend is more than 500 feet per minute. The display (entire line) is shown in red if the intruder is 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 bearing information. NOTE Pilots must respond promptly to all resolution advisories.
MASTER
Vol. 2
07--18--6
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Operation at High Altitude Airports
Vol. 2
07--19--1
REV 56, Jan 31/03
MASTER
Vol. 2
07--19--2
REV 58, Oct 31/05
MASTER
Vol. 2
07--19--1
REV 58, Oct 31/05
1. INTRODUCTION <0090> This Supplement contains the limitations, procedures and performance data to be used when operating from high altitude airports. The pressurization system has been designed for use at airport pressure altitudes above 8,000 feet. 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, the performance 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 provided in 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 is given in paragraphs 2 to 6. 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 engines with the higher temperature flat rating (option <0068>), incorporating Service Bulletin 601R 21---057 (Air Conditioning --- Pressurization Control --- Aircraft Modification for High Altitude Airport Operation up to 13,000 Feet). B. Pressurization System
2.
S Manual control of the pressurization system is limited to the emergency and
abnormal procedures given in the main body of the Flight Crew Operating Manual, CSP A--034, Vol. 2, which require the use of manual pressurization control procedures.
C.
Altitude and Temperature Operating Limit
S The maximum airport pressure altitude for take-off and landing is 13,000 feet. Refer
to Figure 07--19--1 on the next page.
MASTER
Vol. 2
07--19--2
REV 58, Oct 31/05
Altitude and Temperature Operating Limits Figure 07--19--1
MASTER

D. Operating Limitations
Vol. 2
07--19--3
REV 58, Oct 31/05
S Take-offs with the flaps set at 20_ are prohibited. S Reduced thrust take-off operations 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) barometric
pressure is prohibited. E. Avionics System
S Selection of the minimum descent altitude (MDA) to a setting higher than 14,990
feet is prohibited. 3. EMERGENCY PROCEDURES <0090> Modifications to the Emergency Procedures in Chapter 3 are embedded in the main body of the Flight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 -OPERATION AT HIGH ALTITUDE AIRPORTS. NORMAL PROCEDURES <0090> Modifications to the Normal Procedures in Chapter 4 are embedded in the main body of the Flight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 -OPERATION AT HIGH ALTITUDE AIRPORTS. ABNORMAL PROCEDURES <0090> Modifications to the Abnormal Procedures in Chapter 5 are embedded in the main body of the Flight Crew Operating Manual, Vol. 2 based upon Airplane Flight Manual Supplement 15 -OPERATION AT HIGH ALTITUDE AIRPORTS. PERFORMANCE <0090> The Regional Jet performance tables for operation at high altitude airports are found in the Quick Reference Handbook, CSP--A022, Vol. 1. SUPPLEMENTS AND SPECIAL OPERATIONS <0090> The supplementary data presented in Chapter 7 and Chapter 8, are applicable, except as modified by the following: Reduced Thrust Take-off Performance The reduced thrust take-off performance data established in Chapter 8, Section 06, are not applicable. 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, Section 13 and Chapter 8, Section 02, are applicable, except as modified by the following: S Take-offs with the flaps set at 20_ are prohibited.
4.
5.
6.
7.
MASTER
Vol. 2
07--19--4
REV 58, Oct 31/05
The Regional Jet performance tables for operation on wet and contaminated runways at high altitude 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, are applicable, except as modified by the following: OPERATING LIMITATIONS The data presented in paragraph OPERATING LIMITATIONS are applicable, in addition 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 Flight Manual, Chapter 6: Landing Performance, must be reduced by 11.0%.
MASTER
SUPPLEMENTARY PROCEDURES AHRS Operation In Localized Magnetic Field Anomalies
Vol. 2
07--20--1
REV 58, Oct 31/05
MASTER
Vol. 2
07--20--2
REV 58, Oct 31/05
MASTER

1. INTRODUCTION
Vol. 2
07--20--1
REV 58, Oct 31/05
This supplement contains procedures to be used when operating from airports with localized magnetic field anomalies. These anomalies arise from the construction i.e. use of ferrous metals for rigidity, or electrical/mechanical equipment operating beneath them, or ground equipment in close proximity to the aircraft. The dual Attitude and Heading Reference System (AHRS) installed on the CRJ aircraft utilizes two flux valves to sense the Earths magnetic field for derivation of the aircrafts heading. The flux valves are installed in the forward outward portion of the aircrafts left and right wings. Due to their relative close proximity to the ground, the flux valves can be affected by localized magnetic field anomalies. If one flux valve is affected, this can cause the presentation of the AHRS HDG comparator flag, and concurrently trigger the EFIS COMP MON caution message. This will occur if the EFIS Comparator Monitor determines that a heading split greater than 6 degrees has occurred between the LH and RH AHRS flux valves. If both flux valves are affected, this may cause a dual compass deviation that does not initiate the HDG flag and EFIS COMP MON caution message. When the EFIS COMP MON caution message is displayed in conjunction with the HDG comparator flag during ground operations, magnetic interference from proximate ground equipment or localized magnetic field anomalies could be responsible. When such a condition is experienced, it is recommended the flight crew accomplish a compass system rapid or manual alignment. If the messages can be cleared by accomplishing this procedure, the aircraft maybe dispatched. 2. RAPID ALIGNMENT PROCEDURE To determine if the messages are caused by localized magnetic anomalies, proximate ground equipment, or if an actual system failure has occurred, carry out the rapid alignment procedure that follows: (1) COMPASS switch selections . . . . . . . . . . . . Check if both switches are set to MAG, proceed to step (2). One of the COMPASS switches is set to DG:
S Applicable COMPASS switch . . . . . . . . . . . . MAG
and check that the heading immediately slews to the heading displayed for the system already in MAG mode.
HDG flag and EFIS COMP MON caution message still persist:
S Proceed to step (2); otherwise, proceed normally.
MASTER
Vol. 2
07--20--2
REV 58, Oct 31/05
(2) Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . Reposition away from the magnetic materials OR have ground equipment moved as necessary. (3) EFIS and standby instruments . . . . . . . . . . . . . . Cross check to determine which AHRS has been affected. (4) Affected AHRS COMPASS switch . . . . . . . . . . . . . . . . . . . . . Select to DG and then back to MAG. Verify EFIS COMP MON caution message is not displayed. NOTE 1. It may be necessary to perform this procedure for both of the AHRS as the anomalies may have affected both systems, although to different degrees. 2. If the caution message remains and it is known that the aircraft has been removed from all sources of magnetic anomalies, a system failure has occurred. 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 the rapid alignment procedure cannot correct the heading miscompare condition, a manual alignment procedure must be used. Monitor the displays for heading errors or for reappearance of the EFIS COMP MON caution message and the HDG flag during taxi, up to and including taking position on the active runway. 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 the manual alignment procedure that follows: (1) Two heading readouts . . . . . . . . . . . . Cross check PFD 1 and PFD 2, with standby compass. If necessary switch the affected AHRS compass switch to DG mode and then slew to compass heading or runway reference heading (as appropriate). Verify EFIS COMP MON caution message and HDG flag are not displayed. (2) COMPASS switch(es) . . . . . . . . . . . . . . . DG mode Just prior to take-off verify EFIS COMP MON caution message is not displayed and indicated heading agrees with runway heading.
MASTER
Vol. 2
07--20--3
REV 58, Oct 31/05
(3) AFTER TAKE-OFF procedure . . . . . . . . Complete Refer to AFTER TAKE-OFF procedure in this supplement. 4. TAKE-OFF FROM RUNWAYS WITH KNOWN MAGNETIC ANOMALIES When departing from specified runways where known local magnetic fields and magnetic anomalies cause EFIS COMP MON caution message and the HDG comparator flag to appear, the following procedure may be used within 10 minutes of departure. NOTE Prior to taking position on the runway, and immediately prior to commencing the take-off verify that EFIS COMP MON caution message and the HDG comparator flag are not displayed on their respective screens. (1) COMPASS switch . . . . . . . . . . . . . . . . . . DG mode (2) SLEW switch . . . . . . . . . . . . . . . . . . . . . . . . . . Slew Align the primary compass heading representation on the PFDs to the standby compass heading. (3) Two heading readouts . . . . . . . . . . . . Cross check When the aircraft lined up on the runway, compared PFD1, PFD2 and standby compass with the published heading for that runway, and align as required. Verify EFIS COMP MON caution message and HDG flag are not displayed immediately prior to commencing the take---off. 5. AFTER TAKE-OFF (1) COMPASS switches . . . . . . . . . . . . . . . MAG mode confirm while in straight, level, nonaccelerating or decelerating flight (one at a time if both in DG mode). Also verify that neither the EFIS COMP MON caution message or HDG flag are displayed.
MASTER
Vol. 2
07--20--4
REV 56, Jan 31/03
THIS PAGE IS INTENTIONALLY LEFT BLANK
MASTER
SUPPLEMENTARY PROCEDURES Fuel Feed Check Valve Test
Vol. 2
07--21--1
REV 56, Jan 31/03
MASTER
Vol. 2
07--21--2
REV 58, Oct 31/05
MASTER

1. INTRODUCTION <JAA>
Vol. 2
07--21--1
REV 58, Oct 31/05
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. 3. 4. LIMITATIONS <JAA> The limitations in Chapter 2 are applicable. EMERGENCY PROCEDURES <JAA> The emergency procedures in Chapter 3 are applicable. NORMAL PROCEDURES <JAA> The normal procedures in Chapter 4 are applicable, except as modified by the following: (1) Cleared to Start Check
S Add the following details to the applicable engine start procedure:

Before starting the other engine: (11) Fuel feed check valve test . . . . . . . . . . . . . . . . . . . . . . . . . Complete First flight of the day. (a) L and R BOOST PUMP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off S FUEL LO PRESS caution message on for the non-started engine. If after two (2) minutes and the FUEL LO PRESS caution message is still not displayed for the non-started engine: (b) Non-started engine . . . . . . . Dry motor (30 seconds max.) Applicable FUEL LO PRESS caution message should be displayed during motoring as the residual fuel pressure is reduced. NOTE Absence of the FUEL LO PRESS caution message on the EICAS is an indication that the fuel feed check valve has failed in the open position, operation of the engine is not recommended with this failure. (c) L and R BOOST PUMP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S L and R FUEL PUMP ON advisory messages come on. S FUEL LO PRESS caution message(s) out.
MASTER

4. NORMAL PROCEDURES (CONTD) <JAA> 2. Shutdown Check
Vol. 2
07--21--2
REV 58, Oct 31/05
S Add the following details to step (3) of the shutdown check:

On the first shutdown of the day: (3) Fuel feed check valve test . . . . . . . . . . . . . . . . . . . . . . . . . Complete First flight of the day. (a) Engine that was started first . . . . . Shutdown S L and R FUEL PUMP ON advisory messages come on. S L and R BOOST PUMP ON lights come on. (b) L and R BOOST PUMP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off S FUEL LO PRESS caution message on for the shutdown engine. S L and R BOOST PUMP INOP lights come on. If after two (2) minutes and the FUEL LO PRESS caution message is still not displayed for the shutdown engine: (c) Shutdown engine . . . . . . . Dry motor (30 seconds max.) Applicable FUEL LO PRESS caution message should be displayed during motoring as the residual fuel pressure is reduced. NOTE Absence of the FUEL LO PRESS caution message on the EICAS is an indication that the fuel feed check valve has failed in the open position. (d) Other engine . . . . . . . . . . . . . . . . . . Shutdown 5. 6. 7. ABNORMAL PROCEDURES <JAA> The abnormal procedures in Chapter 5 are applicable. PERFORMANCE <JAA> The performance data in Chapter 6 are applicable. SUPPLEMENTS <JAA> The supplementary data in Chapter 7 are applicable.
MASTER
SUPPLEMENTARY PROCEDURES Super-Cooled Large Droplet Icing

1. ICING CONDITIONS
Vol. 2
07--23--1
REV 57, Apr 05/04
Icing conditions exist when the total air temperature is below 10_C (50_F) and visible moisture is present in any form. This includes cloud, fog, mist, rain, snow, sleet and ice crystals. Regardless of visible ambient moisture and temperature clues, icing conditions also exist when there are visible signs of ice accumulation on the airplane or when the ICE cautionary message is displayed. 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 certification requirements define icing envelopes conforming to these cloud types corresponding to continuous (stratiform) icing and intermittent (cumulus) icing types. 3. ICING PROCESS Icing results from super-cooled water droplets that remain in a liquid state at temperatures below freezing. In general, leading edge structures passing through such conditions will cause a certain number of these droplets to impact the leading edge surface and freeze. A relatively large or bluff body will generate a large pressure wave ahead of the leading edge which forces the air and many of the smaller droplets around it. Only droplets with sufficient mass and inertia will impact the surface and freeze. Conversely, a narrow leading edge radius generates a smaller pressure wave and so collects more of the lower mass inertia droplets. Ice will thus tend to accumulate at a greater rate on the (smaller narrower) tail leading surfaces. Ice will also tend to accumulate in greater quantities and cover a larger part of the leading edge if the ambient liquid water droplets are relatively large. 4. ICE FORM Three recognizable ice forms exist; rime ice (opaque), clear ice and frost. It is also common to observe mixed form icing comprising of mixed glaze and rime ice forms.
S Rime ice is rough and opaque in appearance and generally forms a pointed or
streamlined shape on the leading edge.
S Clear ice is transparent and often produces a wedge shape or concave ice shape with
double horns. This is caused by partial run back of the impinging water droplets to positions aft of the stagnation point. Ice initially forms here as a thin layer of sandpaper ice which then grows to form the glaze horns. generally associated with ground operations.
S Frost may form as a thin layer of crystalline ice on all exposed airplane surfaces. Frost is
5. SUPER -- COOLED LARGE DROPLET ICING CONDITIONS Super-cooled large droplet conditions are distinct from the icing described above because of the propensity for the ambient liquid water to be contained in droplets of relatively large mass and inertia. This causes a larger proportion of the water to impact the leading edge surfaces. In addition, the droplets impacting the surface will do so further aft than smaller droplets. On the protected wing surfaces this may result in formation of ice ridges on the trailing edges of the slats.
MASTER
SUPPLEMENTARY PROCEDURES Super-Cooled Large Droplet Icing

6.
Vol. 2
07--23--2
REV 57, Apr 05/04
RECOGNITION OF SUPER -- COOLED LARGE DROPLET ICING CONDITIONS It is known that super-cooled large droplet (SLD) may be prevalent in pristine atmospheres typical of coastal maritime environments, however, there are no defined means for prior indication 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 ice accumulation on unprotected surfaces. The indicator for differentiating SLD icing is observation of ice accumulation on the flight compartment (cockpit) side windows. Any ice accumulation on the side windows should be taken as the indication that SLD icing conditions are present.
7.
PROCEDURES Operation in SLD icing conditions is prohibited. Following recognition of SLD icing conditions by observation of side window icing, the engine cowl and wing anti-icing systems must be activated. Even with anti-icing systems being active, it is necessary to leave SLD icing conditions immediately. After leaving SLD icing conditions, the wing leading edges and unheated wing upper surface aft of the leading edges should be observed for signs of ice formation. If ice is observed on or aft of the leading edges, then the Ice Dispersal Procedure (Refer to ABNORMAL PROCEDURES -- ICE AND RAIN PROTECTION -- ICE DISPERSAL) should be accomplished.
MASTER
SUPPLEMENTARY PROCEDURES Noise Characteristics

1. Introduction
Vol. 2
07--24--1
REV 58, Oct 31/05
This supplement contains the noise characteristics data for the CL 600---2B19 airplane, which are 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.
2. 3. 4. 5. 6. 7. The effect of this supplement on the basic Airplane Flight Manual is given below: Limitations The limitations in Chapter 2 are applicable. Emergency Procedures The emergency procedures in Chapter 3 are applicable. Normal Procedures The normal procedures in Chapter 4 are applicable. Abnormal Procedures The abnormal procedures in Chapter 5 are applicable. Performance The performance data in Chapter 6 are applicable. 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 21,523 21,995 22,995 23,133 23,587 23,995 24,040 lb 47,450 48,491 50,695 51,000 52,000 52,900 53,000 V2 + 10 KIAS Option Code
<TYPE SPEC> <0075 (JAA)> <0076 (JAA)> <0002> <0089>
<0004 (JAA)> & <0004 (JCAB)>

<0004>
S Climb speed
MASTER
SUPPLEMENTARY PROCEDURES Noise Characteristics S Flaps setting S APU S Air-conditioning packs S Wing and cowl anti-ice
paragraph B.
Vol. 2
07--24--2
REV 58, Oct 31/05
20 degrees Off Off Off
S Normal take-off thrust (both engines operating), cutback height as listed in

(2) Approach Noise Levels Landing approach noise levels were established as per the following configuration:
S Glideslope S Landing gear S Landing weight:

kg 20,276 21,205 21,319 lb 44,700 46,750 47,000
3 degrees Down
Option Code
<BASELINE> <0069> <TYPE SPEC>
S Approach speed S Flaps setting S APU S Air-conditioning packs S Wing and cowl anti-ice
B. Certificated Noise Levels
VREF + 10 KIAS 45 degrees On Off Off
The demonstrated effective perceived noise levels (EPNdB), noise limits and margins of compliance are as listed below:
MASTER

CF 34-3A1 Option Code Weight
21,523 kg (47,450 (47 450 lb) MTOW 20,276 kg (44 700 lb) (44,700 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 23,133 kg (51,000 (51 000 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW
Vol. 2
07--24--3
REV 58, Oct 31/05
Cutback Height (ft)
Measured Points
Description Flyover Lateral Noise Limit 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 Measured Level 76.0 82.4 92.2 77.2 82.3 92.1 76.3 82.4 92.1 78.6 82.2 92.1 77.6 82.3 92.1 78.8 82.2 92.1 80.2 82.1 92.1
Margin
13.0 11.6 5.8 20.4 11.8 11.7 5.9 19.4 12.7 11.6 5.9 20.2 10.4 11.8 5.9 18.1 11.4 11.7 5.9 19.0 10.2 11.8 5.9 17.9 8.8 11.9 5.9 16.6
<TYPE SPEC>
1873
Approach Flyover Lateral
Compliance with ICAO Annex 16 Vol.1, Chap 4
<JAA, 0069, 0075>
1799
<JAA, 0069, 0073, 0075>
2004
<JAA, 0069, 0076>
1643
<JAA, 0069, 0073, 0076>
1850
<0002, 0069>
1621
23,995 kg (52,900 (52 900 lb) MTOW <JAA, JCAB, 21,205 kg 0004, 0069> (46 750 lb) (46,750 MLW
1536
Approach
MASTER

24,040 kg (53,000 (53 000 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 23,133 kg (51,000 (51 000 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 23,995 kg (52,900 (52 900 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW
Vol. 2
07--24--4
REV 58, Oct 31/05
Cutback Height (ft)
Measured Points
Margin
8.7 11.9 5.9 16.5 11.8 11.7 5.9 19.4 12.7 11.6 5.9 20.2 10.4 11.8 5.9 18.1 11.4 11.7 5.9 19.0 10.2 11.8 5.9 17.9 8.8 11.9 5.9 16.6
<0004, 0069>
1536
<0075 (JAA)>
1799
<JAA, , 0073,0075>
2004
<0076 (JAA)>
1643
<JAA, 0073, 0076>
1850
<0002>
1621
<0004 (JAA)> and <0004 (JCAB)>
1536
Approach
MASTER

24,040 kg (53,000 (53 000 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW
Vol. 2
07--24--5
REV 58, Oct 31/05
Cutback Height (ft)
Measured Points
Description Flyover Lateral Noise Limit 89.0 94.0 98.0 Measured Level 80.3 82.1 92.1
Margin
8.7 11.9 5.9 16.5
<0004>
1536
Approach
CF 34-3B1 Option Code Weight

21,523 kg (47,450 (47 450 lb) MTOW 20,276 kg (44 700 lb) (44,700 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW
Cutback Height (ft)
Measured Points
Description Flyover Lateral Noise Limit 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 Measured Level 75.7 82.7 92.3 76.3 82.5 92.1 76.2 82.6 92.1 77.6 82.4 92.1 77.5 82.5 92.1
Margin
13.3 11.3 5.7 20.3 12.7 11.5 5.9 20.1 12.8 11.4 5.9 20.1 11.4 11.6 5.9 18.9 11.5 11.5 5.9 18.9
<0005>
2080
<JAA, 0005, 0069, 0075>
2004
<JAA, 0068, 0069,0075>
2004
<JAA, 0005, 0069, 0076>
1850
<JAA, 0068, 0069, 0076>
1850
Approach
MASTER

23,133 kg (51,000 (51 000 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 23,995 kg (52,900 (52 900 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 24,040 kg (53,000 (53 000 lb) MTOW 21,205 kg (46 750 lb) (46,750 MLW 21,995 kg (48,491 (48 491 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 22,995 kg (50,695 (50 695 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 23,133 kg (51,000 (51 000 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW
Vol. 2
07--24--6
REV 58, Oct 31/05
Cutback Height (ft)
Measured Points
Margin
11.3 11.5 5.9 18.7 10.3 11.6 5.9 17.8 10.2 11.6 5.9 17.7 12.7 11.5 5.9 20.1 11.4 11.6 5.9 18.9 11.5 11.5 5.9 18.9 11.3 11.5 5.9 18.7
<0002, 0005, 0069>
1830
<JAA,0004, 0005 0005, 0069>
1710
<0004, 0005,0069>
1700
<JAA, 0005, 0075>
2004
<JAA, 0005,0076>
1850
<JAA, 0068, 0076>
1850
<0002, 0005>
1830
Approach
MASTER

23,587 kg (52,000 (52 000 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 23,995 kg (52,900 (52 900 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW 24,040 kg (53,000 (53 000 lb) MTOW 21,319 kg (47 000 lb) (47,000 MLW
Vol. 2
07--24--7
REV 58, Oct 31/05
Cutback Height (ft)
Measured Points
Description Flyover Lateral Noise Limit 89.0 94.0 98.0 89.0 94.0 98.0 89.0 94.0 98.0 Measured Level 78.5 82.3 92.1 78.7 82.4 92.1 78.8 82.4 92.1
Margin
10.5 11.7 5.9 18.1 10.3 11.6 5.9 17.8 10.2 11.6 5.9 17.7
<0005, 0089>
1623
<JAA, 0004, 0005>
1710
<0004, 0005>
1700
Approach
No determination has been made such that the noise levels of this airplane are, or should be, acceptable or unacceptable for operation at, into, or out of, any airport. These noise level values are stated for reference conditions of standard atmospheric pressure at sea level, 25_C (77_F) ambient temperature, 70% relative humidity, and zero wind. The thrust cutback aircraft conditions relate only to the noise certification demonstration procedure and are not necessarily intended for use in normal operations.
MASTER
Vol. 2
07--24--8
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Perfomance Penalties for Operation With Airplane Systems Inoperative
1. INTRODUCTION
Vol. 2
07--25--1
REV 58, Oct 31/05
This supplement is applicable only when used in conjunction with a Minimum Equipment List approved by the appropriate authority. The data in this supplement provide performance corrections to be applied when dispatching with 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 Flight Manual. 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
S The minimum flight weight is 17,464 kg (38,500 lb). S Take-offs and landings on contaminated runways are prohibited.
3. EMERGENCY PROCEDURES The emergency procedures in Volume 1, Chapter 3 are applicable. 4. NORMAL PROCEDURES The normal procedures in Volume 1, Chapter 4 are applicable. 5. ABNORMAL PROCEDURES 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 by the following:
MASTER
NOTE
Vol. 2
07--25--2
REV 58, Oct 31/05
A.
The following take-off performance corrections are applicable to dry or wet runway performance data for airplanes equipped with either CF 34-3A1 or CF 34-3B1 engines. 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) VMCG (Flaps 20) Minimum V1 Limited by Control on the Ground (V1MCG): V1MCG (Flaps 8) V1MCG (Flaps 20) 105 KIAS (105 KCAS) 105 KIAS (105 KCAS) 100 KIAS (100 KCAS) 100 KIAS (100 KCAS)
When determining the field length limited take-off weight and V1 speed: Available accelerate-stop distance Required accelerate-stop distance Landing field length, Flaps 45_ B. AC Hydraulic Pump 2 Inoperative With the AC hydraulic pump 2 inoperative, adjust the performance data as follows: Minimum Control Speed, Ground (VMCG): VMCG (Flaps 8) VMCG (Flaps 20) Minimum V1 Limited by Control on the Ground (V1MCG): V1MCG (Flaps 8) V1MCG (Flaps 20) 105 KIAS (105 KCAS) 105 KIAS (105 KCAS) 100 KIAS (100 KCAS) 100 KIAS (100 KCAS) Reduce by 4% Increase by 4% Increase by 9%
When determining the field length limited take-off weight and V1 speed: Available accelerate-stop distance Required accelerate-stop distance Landing field length, Flaps 45_ See paragraph 6. B. (1) See paragraph 6. B. (2) See paragraph 6. B. (4)
MASTER
(1)
Vol. 2
07--25--3
REV 58, Oct 31/05
AVAILABLE ACCELERATE-STOP DISTANCE CORRECTION
S When determining the field length limited take-off weight with flaps 20 or flaps
8, and the corresponding V1/VR ratio from the appropriate AFM chart titled Take-off Weight Limited by Field Length Requirements -- One Engine Inoperative, the available accelerate-stop distance used to enter the chart must be corrected using Figure 07--25--1, shown below, when operating the airplane with the AC hydraulic pump 2 inoperative.
Available Accelerate-Stop Distance Correction
Figure 07---25---1
MASTER
(2)
Vol. 2
07--25--4
REV 58, Oct 31/05
REQUIRED ACCELERATE-STOP DISTANCE CORRECTION
S When determining the required accelerate-stop distance with flaps 20 or flaps

8, from the appropriate AFM chart titled Take-off Weight Limited by Field Length Requirements -- One Engine Inoperative, the required accelerate-stop distance obtained from the chart must be corrected using Figure 07--25--2, shown below, when operating the airplane with the AC hydraulic pump 2 inoperative.
Required Accelerate-Stop Distance Correction
Figure 07---25---2
MASTER
(3) MAXIMUM V1 LIMITED BY BRAKE ENERGY (V1MBE)
Vol. 2
07--25--5
REV 58, Oct 31/05
The Maximum V1 Speed Limited by Brake Energy (V1MBE) derived from Chapter 6: PERFORMANCE --- TAKE-OFF PERFORMANCE --- TAKE-OFF SPEEDS, must be reduced by 42 KIAS. (4) LANDING FIELD LENGTH, FLAPS 45_ The landing field length required for various conditions of airplane weight, airport pressure altitude, wind and runway condition, with one anti-skid channel inoperative is provided on Figure 07---25---3. The actual landing distance on a dry runway 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 feet Wind = 20 knots, headwind Runway condition = Wet Enter the chart at the gross weight scale, for the above-mentioned conditions to obtain the landing field length of 2,770 meters (9,080 feet).
Effectivity: <0005><0048><0073> S Airplanes with the reduced rudder travel modification; and S 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, airport pressure altitude, wind and runway condition, with one anti-skid channel inoperative is provided on Figure 07---25---4. The actual landing distance on a dry runway is equal to the dry runway landing field length multiplied by 0.6. Figure 07---25---4 is applicable to airplanes equipped with CF 34-3A1 engines <0048><0073> / CF 34-3B1 engines <0005>. Example: Associated conditions: Landing gross weight = 18,000 kg (39,700 lb) Airport pressure altitude = 6,000 feet Wind = 20 knots, headwind Runway condition = Wet Enter the chart at the gross weight scale, for the above-mentioned conditions to obtain the landing field length of 2,730 meters (8,950 feet).
MASTER
Vol. 2
07--25--6
REV 58, Oct 31/05
Landing Field Length -- Flaps 45_ <type spec>
Figure 07---25---3
MASTER
Vol. 2
07--25--7
REV 58, Oct 31/05
Effectivity: <0005><0048><0073> Airplanes with the reduced rudder travel modification; and Airplanes incorporating Service Bulletin SB 601R-27-081, Flight Controls - Rudder, Reduced Rudder Travel.
Landing Field Length -- Flaps 45_
Figure 07---25---4
<MST>
MASTER
Vol. 2
07--25--8
REV 58, Oct 31/05
S The landing approach speed (VREF) should be derived from Chapter 6:
PERFORMANCE -- LANDING PERFORMANCE -- LANDING FIELD LENGTH AND 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 valve inoperative:
S Use cowl and wing anti-ice performance data, and adjust the performance data as
follows:
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 Take-off and accelerate-stop distance Take-off weight limited by climb or obstacle clearance requirements Maximum landing weight limited by climb requirements First segment, second segment, final segment, enroute approach and landing climb gradient 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% Reduce by 3% Increase by 6% Reduce by 6% Reduce by 6% Reduce by 1%
When determining the field length limited take-off weight and V1 speed: Available accelerate-stop distance and the available runway length E. Ground Spoilers Inoperative With one pair of inboard or outboard ground spoilers inoperative, adjust the performance data as follows: When determining the field length limited take-off weight and V1 speed: Available accelerate-stop distance Required accelerate-stop distance Landing field length, Flaps 45_ 7. SUPPLEMENTS The supplementary data in Volume 4, Chapter 7 are applicable. Reduce by 4% Increase by 4% Increase by 9% Reduce by 2%
MASTER
SUPPLEMENTARY PROCEDURES Single Engine Taxi

1. Single Engine Taxi A. General
Vol. 2
07--26--1
TR RJ/208, Mar 07/08
Consider all existing conditions when deciding whether or not to perform single engine 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 emergency

lights, all external lights require AC power).
S Taxi duration. S When performing single engine taxi with the engine as a bleed source, only one
B. Taxiing 1. NOTE It is the crews responsibility to have all checklist items completed and to respect all aircraft/engine limitations to ensure safe operations. Single engine taxi should normally be conducted with the right engine operating so that the hydraulic system 2 provides pressure to the outboard brakes. If taxiing with the left engine only, hydraulic 2B should be selected ON prior to aircraft movement. Radio communications with ATC should be via VHF1 (backup tuning unit synchronized) The fuel boost pump for the inoperative engine should be deselected to prevent fuel imbalance during prolonged taxi. During single engine taxi operations in icing conditions with the wing anti-ice system selected ON, the 14TH STAGE ISOL valve must be selected OPEN. Immediately before starting the other engine the 14TH STAGE ISOL valve must be selected closed. pack associated with the operating engine will be operating (passenger comfort).
2.
3. 4. 5.
MASTER
SUPPLEMENTARY PROCEDURES Single Engine Taxi
Vol. 2
07--26--2
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Bounced Landing Procedure

1. BOUNCED LANDING PROCEDURE A. General
Vol. 2
07--27--1
REV 58, Oct 31/05
The GLD system is very effective in preventing bounced landings on the CRJ Series aircraft. Its automatic deployment requires that the thrust levers be at IDLE prior to touchdown, as they should be for all landings on the CRJ. If the pilot believes that thrust must be added and maintained until touchdown to salvage a landing, then a balked/rejected landing should be executed. Should the aircraft bounce on landing, a balked/rejected landing should be executed. Go-around thrust should be set and the normal landing attitude or slightly higher should be maintained. Aircraft configuration should not be changed at this time. Once the aircraft is accelerating above VREF and climbing through a safe height the go-around maneuver 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 normal landing attitude should be maintained and the thrust levers reduced to IDLE. Be aware that following the bounce, the GLD may deploy as soon as the thrust levers are set to IDLE, even if the aircraft is still in the air. A poorly executed approach and touchdown with a high rate of descent can generate a high, hard bounce that can quickly develop into a hard landing accident. A balked/rejected landing should always be executed following such a bounce.
MASTER
SUPPLEMENTARY PROCEDURES Bounced Landing Procedure
Vol. 2
07--27--2
REV 58, Oct 31/05
MASTER
SUPPLEMENTARY PROCEDURES Stall Recovery Procedure

1. INTRODUCTION
Vol. 2
07--28--1
REV 58, Oct 31/05
The wing stalls when it reaches its critical angle of attack (AOA), where airflow separation results in a loss of lift. An aircraft can be stalled at any attitude, at any thrust setting and at any airspeed. On some aircraft types, airflow separation is often indicated by airframe buffeting and a reduction in controllability of the aircraft. The CRJ Series aircraft, with its T--tail configuration and 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 of an approach to stall and apply the appropriate recovery actions to prevent the aircraft from entering a stall or upset. 2. CERTIFICATION REQUIREMENTS Airplane certification testing verifies that a stall warning system with sufficient margin to prevent inadvertent stalling is installed. Inherent to the certification requirements is the assumption 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 the pilot not initiate the appropriate stall recovery procedure at the stick shaker and if the AOA continues 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 wing turbojet airplanes the stall angle generally reduces as altitude increases due to the Mach effect. 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 airplanes weight and the maneuvering load factor. Increased weight and load factors will increase stall speeds for a given stall AOA. Loading the airplane means increasing the load factor by the aft movement of the control column. Conversely, unloading means decreasing the load factor by forward movement of the control column. In level turns, as the bank angle increases, the load factor (g force) is increasing the amount of lift required. When weight is added to an airplane, it must be operated at a higher AOA to produce the lift necessary to support that weight. Turbulence can cause an abrupt increase in AOA due to the change in direction of airflow relative to the wing.
MASTER
Vol. 2
07--28--2
REV 58, Oct 31/05
WARNING
On all airplanes, the stall AOA is reduced significantly when the wing, particularly the leading edge, is contaminated.
WARNING
The Stall Protection System (SPS) is unable to detect or compensate for wing contamination. Under such circumstances, a aerodynamic stall may occur before the SPS is able to provide any warning of impending stall. 4. STALL RECOVERY A. GENERAL The primary pitch control (elevator) is the most effective control for recovery from an approach to stall. It should be used to reduce the AOA under all approach to stall conditions. In all cases, flight crew must be prepared to move the control column forward rapidly and sufficiently to obtain a prompt reduction in wing AOA. A deliberate and sometimes significant, loss of altitude may be required in order to restore the aircraft to a normal energy 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 aircraft will not be capable of maintaining altitude and the airspeed may be lost. Under these circumstances, a descent must be initiated immediately to prevent a stall from occurring. Turbojet engines may experience surging or compressor stall possibly leading to loss of thrust or even flameout at excessive angles of attack because of the disturbed airflow entering the engine inlet. C. ENGINES AT LOW RPM In some circumstances, an increase in engine thrust can be used to accelerate the aircraft from a low speed condition. Thus minimizes the altitude loss required, especially at lower altitudes. At angles of attack associated with a stall warning, the aerodynamic drag 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.
MASTER

D. ENGINES AT HIGH RPM
Vol. 2
07--28--3
REV 58, Oct 31/05
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 additional thrust available to aid in stall recovery. Therefore, a more pronounced or prolonged nose down pitch input may be necessary. However, a significant altitude loss may occur during recovery. E. RECOVERY ON STICK SHAKER When approaching a stall, recovery should always be initiated as soon as the stick shaker occurs. The pilot is to ensure having positive control of the aircraft by reducing the AOA, using the control column (elevator) and applying maximum thrust. This will help 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 energy needs to be re--established by sacrificing significantly more altitude. Therefore, until a positive stall recovery has been assured, the goal of minimizing altitude loss becomes a secondary consideration. G. STALL RECOVERY TECHNIQUE (1) (2) (3) (4) Pitch angle . . . . . . . . . . . . . . . . . . . . . . . . . Reduce immediately until stick shaker stops. Bank angle . . . . . . . . . . . . . . . . . . . . . . . . . Reduce immediately to 0. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX (Firewall if appropriate). Flight spoilers . . . . . . . . . . . . . . . . . . . . . . . Retract
When aircraft energy status allows: (5) Pitch angle . . . . . . . . . . . . . . . . . . . . . . . . Increase smoothly to minimize altitude loss.
WARNING
Avoid inducing additional stick shaker events. Should such an event occur, immediately reduce the pitch angle until the stick shaker stops. (6) (7) Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduce to appropriate setting. Aircraft configuration . . . . . . . . . . . . . . . . . Adjust as appropriate.
MASTER
Vol. 2
07--28--4
REV 58, Oct 31/05
MASTER

A013v2 ch07

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A013v2 ch07

Uploaded by

Copyright:

Available Formats

SUPPLEMENTARY PROCEDURES Table of Contents

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

CHAPTER 7 - SUPPLEMENTARY PROCEDURES TABLE OF CONTENTS

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Table of Contents

REV 58, Oct 31/05

07-07-1 07-07-1 07-07-1 07-07-1 07-07-2 07-07-3 07-07-3 07-07-3

07-08-1 07-08-1 07--08--1 07--08--1 07--08--1 07--08--1 07--08--2 07-08-2

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Table of Contents

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Table of Contents

REV 57, Apr 05/04

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Table of Contents

TR RJ/199, Jan 16/08

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Table of Contents

TR RJ/199, Jan 16/08

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Table of Contents

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Table of Contents

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Table of Contents

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Table of Contents LIST OF ILLUSTRATIONS

REV 58, Oct 31/05

07--25--3 07--25--4 07--25--6 07--25--7 07--25--7

<type spec> <0005><0048><0073> <MST>

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Preface

REV 56, Jan 31/03

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Preface

REV 58, Oct 31/05

THIS PAGE INTENTIONALLY LEFT BLANK

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

REV 58, Oct 31/05

(4) (5) (6)

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

REV 58, Oct 31/05

S Check that APU AVAIL light is on.

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A- 013

SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

REV 58, Oct 31/05

Flight Crew Operating Manual CSP A-013

SUPPLEMENTARY PROCEDURES Air- Conditioning and Pressurization

REV 58, Oct 31/05

CARGO switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set to the required setting.