INTRODUCTION General VOLUME 2 INTRODUCTION TABLE OF CONTENTS

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Page TABLE OF CONTENTS GENERAL Foreword Volume I -- Systems Description Volume II --- Procedures and Performance Pagination Airworthiness Authority Codes Revision System Airplane Flight Manual Quick Reference Handbook Pilots Checklist Pilot Reference Manual Master Minimum Equipment List Dispatch Deviation Guide Flight Planning and Cruise Control Manual Operating Data Flight Planning In---Flight Performance One Engine---out Performance Special Operations Airplane Option Codes Circuit Breaker Reset General In---flight On---ground Service Bulletins Definitions Airspeeds Temperature Distances Take---off Path Climb Gradient Miscellaneous CHAPTER BREAKDOWN Procedures and Performance 01 -- 00 -- 1 01 -- 10 -- 1 01 -- 10 -- 2 01---10---2 01 -- 10 -- 3 01 -- 10 -- 4 01 -- 10 -- 4 01 -- 10 -- 5 01 -- 10 -- 5 01 -- 10 -- 6 01 -- 10 -- 6 01 -- 10 -- 6 01 -- 10 -- 7 01 -- 10 -- 7 01---10---7 01---10---7 01---10---8 01---10---8 01---10---8 01 -- 10 -- 9 01 -- 10 -- 15 01---10---15 01---10---15 01---10---15 01 -- 10 -- 16 01 -- 10 -- 17 01---10---17 01---10---19 01---10---19 01---10--- 24 01---10--- 24 01---10--- 25 01 -- 20 -- 1

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1. FOREWORD

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The Regional Jet Flight Crew Operating Manual is designed to provide the flight crew with readily accessible operational information. For optimum utilization of the manual, this introduction should be read carefully. The purpose of the Operating Manual is:

S to provide information regarding operational procedures, performance and limitations S to standardize terminology and behavioral patterns S to provide rapid access to reference procedures S to provide information on airplane systems and operations that are controlled and
revised. To accomplish this, the Operations Manual has been divided into two volumes as follows: Volume I -- SYSTEMS DESCRIPTION Volume II -- PROCEDURES AND PERFORMANCE Throughout this manual, the experience of the typical Regional Jet crew has been recognized and for this reason, basic system principles have been omitted. For example, the text is not intended to teach the crew how to fly an airplane, but to enable an experienced crew to operate the Regional Jet safely and proficiently. For clarity and simplicity, the manual is written in the imperative, in order that the information and operating instructions may be presented in a positive sense and require no interpretation by the user. Specific items requiring emphasis are expanded upon and ranked in increasing order of importance in the form of a NOTE, CAUTION or WARNING. NOTE Expands on information which is considered essential to emphasize. Information contained in notes may also be safety related.

CAUTION
Provides information that may result in damage to equipment if not followed.

WARNING
Emphasizes information that may result in personal injury or loss of life if not followed.

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2. VOLUME I - SYSTEMS DESCRIPTION

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Volume I contains descriptive airplane systems information. This volume is divided into 21 chapters listed alphabetically by systems. Refer to Volume 1 -- Foreword. 3. VOLUME II - PROCEDURES AND PERFORMANCE The Procedures and Performance volume is the complete Regional Jet operating procedures document. Throughout the Procedures and Performance volume, crew member responsibilities are indicated by designators (PLT, CPLT, FA) to the right of the line item, immediately following the response. FA indicates that the flight attendant is involved. The designations PLT and CPLT refer to the crew members physical location. PLT is the left pilot while CPLT is the right pilot. When the pilot-in-command is in a position other than the PLT position, the pilot-in-command will continue to exercise command authority while performing the duties assigned to that crew position. The pilot-in-command must brief the other crew member to ensure that both crew members understand the duties of their assigned station. In some procedures, the designations PF and PNF have been used:

S PF means that the associated action is always performed by the pilot presently flying
the airplane, whether it is the pilot or the copilot.

S PNF means the pilot not flying the airplane.

The contents and general format of the procedures and performance volume are as follows: Chapter 1 - Introduction Chapter 1 contains general information describing the content of each of the Operating Manuals, Volume I SYSTEMS DESCRIPTION and Volume II PROCEDURES and PERFORMANCE. Chapter 2 - Limitations Chapter 2 contains the reproduction of the operating limitations governing operation of the Regional Jet airplane, found within CSP A--012, the Airplane Flight Manual. Chapter 3 - Emergency Procedures Chapter 3 contains all procedures which can be related to foreseeable emergency situations. The procedures are presented in expanded form, describing in detail how and why the emergency procedure steps are accomplished.

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Chapter 4 - Normal Procedures

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Chapter 4 contains detailed procedures for conducting a normal flight with all airplane systems operational. Procedures are listed sequentially by phase of flight, starting with exterior safety inspection and extending through post-flight duties at destination. Line items define the steps to be accomplished during each phase of flight and are expanded to define the action required to perform the steps. Chapter 4 also contains a listing of the call-outs commonly used in various phases of flight and a re-print of the Normal Procedures Checklist, as presented in CSP A--017, Pilots Checklist. Chapter 5 - Abnormal Procedures Chapter 5 contains all procedures which can be related to foreseeable abnormal situations. The procedures are presented in expanded form describing in detail how and why the abnormal procedure steps are accomplished. Chapter 6 - Performance Chapter 6 contains the instruction to flight crew that certified performance data on the Regional Jet airplane can be found within CSP A--012, the Airplane Flight Manual. Chapter 7 - Supplementary Procedures Chapter 7 contains normal procedures which are either not related to a specific phase of flight, or are not performed as part of routine daily procedures. Chapter 8 - Special Operations Chapter 8 contains special operating procedures which are not routinely performed on each flight and are accomplished only on an as required basis to cope with minor system irregularities or abnormal flight conditions. Chapter 9 - In-Flight Checks Chapter 9 contains special operating procedures not routinely performed every flight and are accomplished when certain airplane systems are to be tested for proper operation in flight. 4. PAGINATION Each chapter of Volumes I and II of the Flight Crew Operating Manual is subdivided into sections categorized by the subject or type of material presented. This permits issuance of small blocks of revision pages without re-numbering and reprinting complete sections of the manual.

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Volumes I and II are paginated with a Volume Chapter/Section/Page numbering system as follows: sample pagination Chapter Page Number

Volume

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Section Within Chapter Additional identification data carried in the margin of the page are the date of issue or revision date printed below the page number and the chapter title and subject carried in the masthead. Blank pages resulting from end of section, back-up pages of foldout illustrations, color illustrations, or illustrations that must be arranged as facing pages are not numbered. To account for these blank pages on the List of Effective Pages and to avoid the impression that a page is missing or is a printing skip, the number of the blank page will be included with the regular page number on the preceding or following page as follows:

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5.

AIRWORTHINESS AUTHORITY CODES Applicable pages of the Flight Crew operating Manual contain Airworthiness Authority codes adjacent to the applicable paragraph when a specific paragraph or procedure is unique to the specified Authority or in the lower right-hand corner of a page when an entire page is unique to the specified Authority. Example: <FAA, JAA, CAA, etc.>

6.

REVISION SYSTEM Revisions to this manual will be issued when necessary and are numbered consecutively. Each revision should be inserted immediately and entered in the Record of Revisions sheet. Alterations to former pages will be identified by a strong vertical line, except when a whole chapter or section is revised. Then the reason for revision is given under revision highlights only. Beside the normal white pages, yellow pages are used to identify the Temporary Revisions. The Temporary Revisions are numbered consecutively. Each Temporary Revision should be inserted immediately and entered in the Record of Temporary Revisions sheet.

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7. AIRPLANE FLIGHT MANUAL

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The Airplane Flight Manual (CSP A--012) contains the information required by the regulatory agencies for certification of the airplane.

S Limitations -- Specifies the mandatory airplane limitations (structural weight, centre of

gravity, operating limitations, power plant limitations, operating speeds and system limitations). the certification documents for the airplane.

S Emergency, Normal and Abnormal Procedures -- Procedural information as specified in S Emergency Procedures -- The procedures concerned with foreseeable but unusual

situations in which immediate and precise crew action, as indicated by the items within theboxed area at the beginning of each procedure, will substantially reduce the risk of disaster. These boxed items are considered immediate action items. and cover the mandatory checks required by the reliability and safety analyses and related certification documentation.

S Normal Procedures -- Procedures are presented in checklist format (phase of flight)

S Abnormal Procedures -- The procedures concerned with foreseeable in-flight

situations, usually involving a failure condition wherein caution messages (immediate crew awareness and subsequent action is required) and advisory messages (crew awareness is required and subsequent action may be required) are displayed. AFM abnormal procedures do not cover status messages (abnormal pilot selections and crew reminder items.

S Performance -- The performance conditions and configurations (demonstrated crosswind

values etc.,) certified performance data, corresponding performance limitations and conditions. contaminated runways, category II or III operations, etc.,)

S Supplements -- The certified supplementary data (noise characteristics, operation on S Appendix -- The configuration deviation list.
8. QUICK REFERENCE HANDBOOK The Quick Reference Handbook (QRH) presents the Normal Checklist, Quick Reference Performance Data and combined Emergency / Abnormal Procedures. The QRH is a small booklet, bound so that it will lie flat when opened to any page. The QRH contains Chapters 3 and 5 Emergency and Abnormal Procedures in a system and EICAS message format that is readily accessible in the flight compartment. Line items and layout are identical to those used in the expanded version; however, procedures are abbreviated by deleting explanatory material from the expanded procedures. The QRH Table of Contents page is arranged so that locator arrows for each procedure (title block) align with the tab of the page upon which the procedures are located (or the next adjacent page). Tab nomenclature is repeated on the QRH Table of Contents page to aid in aligning the arrows with the tabs.

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9. PILOTS CHECKLIST

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The Pilots Checklist (CSP A--017) is a double-sided card which contains the following checks and procedures:

S Safety Check S Originating Check S Before Start Check S Cleared to Start Check S After Start Check S Taxi Check S Before Take-Off Check
10. PILOT REFERENCE MANUAL

S Climb Check S In-Range Check <TC / FAA> / Descent Check <JAA> S 10,000 Foot Check <TC / FAA> / Approach Check <JAA> S Before Landing Check S After Landing Check S Shutdown Check S Terminating Check

The Pilot Reference Manual (PRM) (CSP A--034) is a two volume training reference guide. Volume I of the PRM contains a summary of the airplane systems (basically a companion to the descriptive data in FCOM Vol. 1). Volume II of the PRM contains those procedures and techniques for operations that are not included in FCOM Vol. II or the QRH. PRM Volume II covers items such as checklist philosophy, airmanship, crew resource management (CRM), the cockpit handling of emergency / abnormal procedures, overweight landing techniques and use of the weather radar. 11. MASTER MINIMUM EQUIPMENT LIST The Master Minimum Equipment List (MMEL) lists those items of certain equipment and under what conditions that equipment may be inoperative. It should be noted that MMEL relief can never deviate from AFM limitations and emergency procedures nor from Airworthiness Directives. NOTE In accordance with Airworthiness Regulations, all items of equipment not listed in the MMEL must be operative before dispatch. The requirements of the MMEL do not apply after the thrust levers are advanced at the start of take-off. MMEL format and item numbering follow the standard ATA 100 classification system.

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12. DISPATCH DEVIATION GUIDE

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The Dispatch Deviation Guide (DDG) contains procedures required to operate the airplane in various non-standard configurations as permitted by the relief granted within the MMEL. Chapter 1 of the DDG follows MMEL item number format and provides the details of the procedures that are highlighted by the MMELs maintenance (M) and operations (O) symbols. The (O) procedures within the DDG are in addition to the normal / non-normal / abnormal procedures already available within the AFM , FCOM and QRH. These additional crew procedures must be performed on each flight made with the inoperative system or equipment. Typical examples of these O-procedures are:

S Dispatch an air-conditioning pack inoperative -- Additional limitations and the procedural

changes required to smoke or fire emergencies and to air-conditioning system abnormal procedures / checklists.

S Dispatch an anti-skid system inoperative --Additional limitations, the procedural changes

required to rejected take-off procedure, normal landing procedure, and additional landing distance factors for systems failures and other performance considerations.

Chapter 2 of the DDG contains an EICAS messages index. This index provides cross references between EICAS messages and MMEL items which may provide dispatch relief. 13. FLIGHT PLANNING AND CRUISE CONTROL MANUAL The performance data to be included in the Flight Planning and Cruise Control Manual is divided into the following sections: A. Operating Data The Operating Data chapter describes normal operation data which can be used by the flight crew prior to and during flight and includes atmosphere data, wind component conversion, pressure altitude conversion, differential pressure versus airplane and cabin altitude, position error corrections, airspeed conversion, units conversion, ground distance to air distance conversion and maximum operating speeds. B. Flight Planning The Flight Planning chapter presents all the necessary data for flight planning purposes. The flight planning information enables a quick and conservative estimate to be made of trip time and fuel burned from brake release to landing. In addition, data are given which can be used to perform detailed route analysis, segment by segment from brake release to touchdown. Included in this chapter are flight planning allowances, take-off and acceleration, climb capability, altitude selection, climb planning, step climb planning, integrated range, descent planning, approach and landing, holding planning, overshoot, simplified flight planning and alternate planning.

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C. In-flight Performance

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The In-flight Performance chapter presents performance data for the aircraft in flight and includes thrust settings, maneuver capability, general cruise speeds, altitude capability, climb, level flight acceleration, specific air range, cruise control, descent, holding and in-cruise quick check information. D. One Engine-out Performance The One Engine-out Performance chapter presents aircraft performance data assuming engine failure during cruise. Flight profiles with an inoperative engine are described and performance data from point of failure to touchdown is given. These data include driftdown speeds, net flight path, gross ceiling, driftdown, specific air range, cruise control, descent, holding, range capability and in-cruise quick check. E. Special Operations The Special Operations chapter provides an overview of some special operating conditions. Included are landing gear down performance, emergency descent data and range capability with cabin depressurization all engines operating and with one engine operating. Tabulated data are generally presented in 2,000 lb aircraft weight increments. Altitudes are pressure altitudes, unless otherwise noted. Airspeed data presented in the Flight planning and Cruise Control Manual are quoted in terms of indicated airspeed, in knots (KIAS), and indicated Mach (M). Data provided for interpolation are presented as hatched.

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14. AIRPLANE OPTION CODES

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The following airplane option codes are used in the Flight Crew Operating Manual. AIRPLANE OPTION CODES NUMERIC CODE AR MST CAAC CAA (UK) CTA DOT, TC FAA HKCAD JAA JCAB SAAU 0001 0002 0003 0004 0005 CR 28--320 CR 00--008 CR 00--009 CR 00--014 CR 72--302 CUSTOMER REQUEST DESCRIPTION Data applicable to Aviation Register (Russia) registered airplanes only. Master page which contains optional data identified by the applicable Regulatory Authority code and/or numeric code. Data applicable to Civil Aviation Authority of China registered airplanes only. Data applicable to Civil Aviation Authority (UK) registered airplanes only. Data applicable to Centro Tcnico Aerospacial (Brazil) registered airplanes only. Data applicable to Transport Canada registered airplanes only. Data applicable to Federal Aviation Administration registered airplanes only. Hong Kong Civil Aviation Department. Data applicable to Joint Aviation Authorities registered airplanes only. Data applicable to Civil Aviation Bureau of Japan registered airplanes only. Data applicable to State Aviation Administration of Ukraine registered airplanes only. Metric Fuel Indication Extended Range: 51.000 lb MTOW

Center Wing Fuel Tank for ER/LR Performance -- Long Range: 23,995 kg MTOW Power Plant -- CRJ200 (CF34--3B1 Engine Basic Performance) <FAA> coded pages comply with FAR 25--109 at Amendment 25--41.)

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AIRPLANE OPTION CODES NUMERIC CODE 0006 0007 0008 0009 0010 0011 0012 0013 0014 0015 0016 0017 0018 0019 0020 0021 0022 0023 0024 0025 0026 0027 CUSTOMER REQUEST CR 00--012 or CR 00--312 CR 21--309 CR 23--330 CR 23--360 CR 23--350 CR 23--340 CR 23--332 CR 25--359 CR 23--334 CR 22--302 CR 23--024 CR 28--310 CR 34--390 CR 31--310 CR 33--310 CR 33--303 CR 30--001 CR 34--362 CR 34--332 CR 34--334 CR 34--320 CR 34--380 CR 34--352 DESCRIPTION Performance -- Addition 8_ Flap Setting Air-Conditioning from Ground Cart VHF Communication -- Third Radio, 25 kHz Channel Spacing Announcement / Music System -- Avicom Selcal Single HF Radio VHF Communication -- Dual, 8.33 kHz Channel Spacing Cargo Compartment -- Automatic Temperature Control (40 Minutes Diversion Capability) VHF Communication -- Third Radio, 8.33 kHz Channel Spacing Flight Director -- Cross Pointer Display Emergency Locator Transmitter (ELT) -- Satellite Capability (Socata) Fuel -- Refuel / Defuel Control Panel in Flight Compartment Flight Management Systems (FMS) -- Data Loader Installation Data Concentrator Unit -- Third DCU Lights -- Tail Logo Floodlights Lights -- Red Beacon Lights Ice Detection -- Red Anti--Ice Warning Light <FAA> Altimeter -- Barometric Setting Reminder Flight Management Systems (FMS) -- Dual Installation Inertial Reference System (IRS) -- Dual Installation Head-Up Guidance System (HGS) Global Positioning System (GPS) -- Dual Sensors

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AIRPLANE OPTION CODES NUMERIC CODE 0028 0029 0030 0031 0032 0033 0034 0035 0036 0037 0038 0039 0040 0041 0042 0043 0044 0045 0046 0047 0048 CR 34--328 CR 34---328 CR 34---310 TS 25--353 TS 25--359 CR 32--008 CR 34--360 CR 33--320 CR 34--350 CR00--032 CUSTOMER REQUEST CR 34--370 CR 34--363 CR 34--364 CAR 865 CR 38---312 CR 35--004 TS 25--353 CR 25--359 CR 23--364 CR 23--362 CR 00--314 CR 00--031 DESCRIPTION Weather Radar -- Split Scan Display Altimeter -- Metric Indication Reduced Vertical Separation Minimum (RVSM) Capability Lights -- Landing / taxi lights pulsing system Water / Waste Systems --- 5 USG Galley Water Tank Oxygen -- Flight Crew, EROS Magic Masks Cargo Compartment -- Automatic Temperature Control (45 Minutes Diversion Capability) Announcement / Music Announcement Sys. System -TEAM Passenger

Announcement / Music System -- Avicom with Depressurization message Certification -- CAA (UK), SMOKE TOILET warning (red) message Performance -- Alternate Forward Center of Gravity Limits EICAS 2000 Avionic System Update Enhanced Ground Proximity Warning System (EGPWS) Expanded Digital Flight Data Recorder (88 Parameter DFDR) TCAS II, Change 7.0 Cargo Compartment -- No Temperature Control (45 Minutes Diversion Capability) Wheels -- Tire Pressure Indicators Altimeter -- Second Radio Altimeter Lights -- Cargo Door Floodlight Global Position System -- Single Sensor Performance -- Reduced VREF for CF34--3A1 Engines (CRJ100)

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AIRPLANE OPTION CODES NUMERIC CODE 0049 0050 0051 0052 0053 0054 0055 0056 0057 0058 0059 0060 0061 0062 0063 0064 0065 0066 0067 TS 23---321 CR 23---321 CR 00--022 CUSTOMER REQUEST CR 34--031 CR 34--333 CR 34--020 CR 34--035 CR 34--330 CR 25--113 CR 72--400 TS 25---359 CR 25---353 CR 34--026 CR 24--003 CR 25--049 TS 25--004 CR 25--390 CR 25--111 TS 25--110 TS 25--359 CR 23--342 DESCRIPTION Flight Management Systems (FMS) -- Single FMS With Dual IRS Flight management System (FMS) -- Single Installation

Emergency Equipment -- Passenger Life Jackets Power Plant -- Dual APR Take--Off Performance Cargo Compartment --- No Temperature Control (60 Minutes Diversion Capability) Ground Proximity Warning System (GPWS) -- Audio Callout Options Electrical Power -- Alternate source for cargo, boarding and maintenance lights Interior -- Green Airplane, Special Edition (SE) airplanes only Cargo Compartment -- No Cargo Firex System Emergency Equipment -- Extended Overwater Operations Cargo Compartment -- No Temperature Control (40 Minutes Diversion Capability) HF Communication -- Dual Radios Protective Breathing Equipment (PBE) -- Drager Protective Breathing Equipment (PBE) -- Puritan Bennett Protective Breathing Equipment (PBE) -- Essex Protective Breathing Equipment (PBE) -- Scott Cockpit Voice Recorder --- Solid State (30 Minutes) (120 Minutes) Performance -- Reduced Maximum Zero Fuel Weight -17,917 kg (39,500 lb) (Special Edition airplanes only) Emergency Equipment -- Water Fire Extinguishers

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AIRPLANE OPTION CODES NUMERIC CODE 0068 0069 0070 0071 0072 0073 0074 0075 0076 0077 0078 0079 0080 0081 0082 0083 0084 CUSTOMER REQUEST CR 72--301 CR 00--023 CR 25--351 CR 35--006 CR 72--004 CR 27--005 CR 25--353 CR 00--021 CR 00--024 CR 25--113 DESCRIPTION Power Plant -- CRJ200 (CF34--3B1 Engine with Higher Temperature Flat Rating) (Hot and High Performance) <FAA> coded pages comply with FAR 25--109 at Amendment 25--41.) Performance -- Reduced Maximum Landing Weight -21,205 kg (46,750 lb) Second Flight Attendant Seat (Folding) with Interphone Installation Oxygen --Generators Passenger, 22 Minutes Chemical Oxygen

Power Plant -- CF34--3B1 Engines, Operated at CF34--3A1 Thrust Levels and Performance (without reduced VREF & V2) Power Plant -- CF34--3A1 Engines ((with reduced VREF & V2) <FAA> Coded Pages Comply With FAR 25--109 at Amendment 25--41.) Cargo Compartment -- Automatic Temperature Control (60 Minutes Diversion Capability) Performance -- Reduced Maximum Take--off Weight -21,995 kg (48,495 lb) Performance -- Reduced Maximum Take--off Weight -22,995 kg (50,695 lb) Second Flight Attendant Seat (Sliding) with Interphone Installation Special Edition Seats -- Special Edition Airplanes Only

TC6--1R100405 Oxygen Mask Pull--Lanyard for Flight Attendant CR 38--313 CR 23--336 CR 23--370 CR 34--315 CR 23--337 Water/Waste Systems -- 8 USG Galley Water Tank VHF Communication -- Third Radio, 25 kHz Channel Spacing Datalink -- Aircraft Communications Addressing and Reporting System (ACARS) Integrated LCD Standby Instrument System (ISIS) 3rd VHF Communication -- Third Radio, 8.33 kHz for Data

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AIRPLANE OPTION CODES NUMERIC CODE 0085 0086 0087 0088 0089 0090 0091 0092 0093 0094 0095 0096 0099 CR 25--340 CR 31--330 CR 00--034 CR 00--360 CR 33--206 CR 23--312 CUSTOMER REQUEST CR 23--368 DESCRIPTION Announcement / Music System -- Passenger Briefing System, PBS 600 EGPWS -- Alternate Audio Menu #5 Interior -- 40 Seater Configuration Indicating and Recording System --- Quick Access Recorder (QAR) Performance -- Long Range (52,000 lb MTOW) Performance -- High Altitude Airfield Operations Sterile Lights Emergency Locator Transmitter (ELT) (ED 62)

CR 25--17--301 Reinforced Flight Compartment Door CR 34--311 Transponder -- Mode S, Elementary Surveillance

CR 25--28--301 Passenger Signs Panel -- No Portable Electronic Device Switch CR 34--312 CR 00--015 Transponder -- Mode S, Enhanced Surveillance Performance -- Long Range: 53,000 lb MTOW

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15. CIRCUIT BREAKER RESET

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The following paragraphs summarize Bombardier Aerospace philosophy and policies with respect to resetting of tripped circuit breakers. General - There is a latent danger in resetting a circuit breaker tripped by an unknown cause because the tripped condition is a signal that something may be wrong in the related electrical circuit. Until it is positively determined what has caused a circuit breaker trip to occur, flight crews, maintenance personnel, or airplane ground servicing personnel usually have no way of knowing the consequences of resetting a tripped circuit breaker. Resetting a circuit breaker tripped by an unknown cause should normally be a maintenance function conducted on the ground. In-flight - A circuit breaker must not be reset or cycled (i.e., opened or closed) unless doing so is consistent with explicit procedures specified in the Airplane Flight Manual or unless, in the judgement of the Pilot-in-Command, that resetting or cycling of the circuit breaker is necessary for the safe completion of the flight. A Logbook write-up is required for an in-flight circuit breaker reset / cycle. On-ground -- A circuit breaker tripped by an unknown cause may be reset on the ground after maintenance has determined the cause of the trip and has determined that the circuit breaker may be safely reset. A circuit breaker may be cycled (tripped or reset) as part of a trouble-shooting procedure documented in the Airplane Maintenance Manual, unless doing so is specifically prohibited for the conditions existing. If the Master Minimum Equipment List or the Dispatch Deviation Guide contains procedures that allow a tripped circuit breaker to be reset, then the same cautions identified above also apply.

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16. SERVICE BULLETINS

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Referenced throughout the Flight Crew Operating Manual Volume 2 are Bombardier Aerospace Service Bulletins, shown in the following list:
Service Bulletin Title

SB 601R--11--071 SB 601R--11--076 SB 601R--22--014 SB 601R--27--053 SB A601R--27--054 SB 601R--31--016 SB 601R--34--048 SB 601R--34--055 SB 601R--34--063 SB 601R--34--080 SB 601R--34--090 SB 601R--34--142

Placards and Markings, Reduced VFE Placards and Markings, Reduced VFE AFCS Performance Improvements Replacement of the Horizontal Stabilizer Trim Control Unit Deactivation of the Mach Trim Engage / Disengage Switch / light EICAS Update (Update 3.2) Installation of a New FMC (--003) Installation of a New FMC (--005) Installation of a New FMC (--006) Reduced Vertical Separation Minimum (RVSM) -- 1000 Feet Aircraft Qualification Requirements Installation of a New ADC (--140) and ARP (--104) Navigation -- Mode S Transponder System -- Installation of the Enhanced Surveillance (EHS) Mode S

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17. DEFINITIONS

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The following definitions are for terms commonly used throughout the manual. Items not commonly used will be defined in the respective sections where they apply. A. Airspeeds IAS Indicated airspeed - Airspeed indicator reading corrected for instrument error. Values in this manual assume zero instrument error. Calibrated airspeed - Indicated airspeed corrected for static source position error. Equivalent airspeed - Calibrated airspeed corrected for compressibility. True airspeed - Equivalent airspeed corrected for density. Indicated Mach number - Machmeter reading corrected for instrument error. True Mach number - Machmeter reading corrected for both instrument and static source position errors. Take-off decision speed (formerly designated as Critical engine failure recognition speed ) - The speed used as a reference at which, due to engine failure or other causes, the pilot may elect to stop or continue the take-off. Maximum V1 for brake energy - The maximum speed on the ground from which a stop can be accomplished within the energy capabilities of the brakes. Minimum V1 limited by control on the ground - The take-off decision speed following an engine failure at VMCG. V1 may not be less than V1MCG. Take-off safety speed - Target climb speed to be attained at or before a height of 35 feet above the runway during a continued take-off, following an engine failure. Approach climb speed - (Also known as V2 GO-AROUND) Target climb speed to be attained during a go-around with one engine inoperative. Design maneuvering speed - The maximum speed at which application of full available aileron, rudder or elevator will not overstress the airplane. Critical engine failure speed - The speed at which, if the critical engine fails, the engine failure is recognized at V1. Maximum flap extended speed - is the highest speed permissible with the wing flaps in a prescribed extended position.

CAS EAS TAS M MT V1

V1MBE

V1MCG

V2

V2GA

VA

VEF VFE

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VFTO

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Final take-off climb speed -- The speed attained at the end of the flight path acceleration segment during a continued take-off following an engine failure, and is the climb speed scheduled for the final take-off climb. Maximum landing gear extended speed - The maximum speed at which the airplane can be safely flown with the landing gear extended. Maximum landing gear operating speed - The maximum speed at which the landing gear can be safely extended or retracted. Maximum Operating Limit Speed / Mach Number - The maximum operating limit speed (airspeed or Mach number) is the speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test or pilot training operations. Minimum control speed, air - Minimum flight speed at which the airplane is controllable with a maximum of 5_ bank, when the critical engine suddenly becomes inoperative, with the remaining engine at maximum take-off thrust. Minimum control speed, ground - Minimum speed on the ground at which control can be maintained and the take-off continued using aerodynamic controls alone, when the critical engine suddenly becomes inoperative, with the remaining engine at maximum take-off thrust. Minimum control speed during landing approach - Minimum flight speed at which the airplane is controllable with a maximum of 5_ bank, when the critical engine suddenly becomes inoperative, with the remaining engine at maximum take-off power. Rotation speed - Speed at which rotation is initiated during take-off. Approach speed - The landing reference speed at a height of 50 feet above the runway threshold in the normal landing configuration. Stalling speed.

VLE VLO VMO/MMO

VMCA

VMCG

VMCL

VR VREF VS

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B. Temperature ISA OAT

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International Standard Atmospheric Conditions. Outside air temperature - The free air temperature , obtained either from in-flight temperature indications or ground meteorological sources. Static air temperature ( In-flight, SAT = OAT). Total air temperature - Static air temperature plus adiabatic compression (ram) rise.

SAT TAT

C.

Distances Take-off Distance The take-off distance on dry runways is the longer of a. and b. as defined below. The take---off distance on wet and contaminated runways is the longer of c. or the take---off distance on dry runways as established from a. or b. below. a. The distance from the start of the take-off roll to the point where the airplane attains a height of 35 feet above the take-off surface, with a failure of the critical engine at VEF. 115% of the distance from the start of the take-off roll to the point where the airplane attains a height of 35 feet above the take-off surface, with all engines operating. 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 on an engine at VEF.

b.

c.

Take-off Run (with clearway)

The take-off run on dry runways is the longer of a. and b. as defined below. The take---off run on wet and contaminated runways is the longer of c. or the take---off run on dry runways as established from a. or b. below. a. The distance from the start of the take-off roll to the mid point between lift-off and the point where the airplane attains a height of 35 feet above the take-off surface, with a failure of the critical engine at VEF.

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b.

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115% of the distance from the start of the take-off roll to the mid point between lift-off and the point where the airplane attains a height of 35 feet above the take-off surface, with all engines operating. 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 where the airplane is 15 feet above the take---off surface, assuming that an engine fails at VEF.

c.

Take---off Run (without clearway) Accelerate-Stop Distance (Applicable to dry, wet and contaminated runways.)

If the take---off distance does not include a clearway, the take---off run is equal to the take---off distance. The accelerate - stop distance is the longer of a. and b. as defined below:

a.

The sum of the distances necessary to: 1) 2) 3) Accelerate the airplane from a standing start to VEF with all engines operating; Accelerate the airplane from VEF to V1 assuming the critical engine fails at VEF; and Come to a full stop from the point reached at the end of the acceleration period prescribed in paragraph a. 2) above, assuming that the pilot does not apply any means of retarding the airplane until that point is reached; plus A distance equivalent to 2 seconds at constant V1. Accelerate the airplane from a standing start to V1 with all engines operating; Come to a full stop at the end of the period prescribed in paragraph b. 1) above, assuming that the pilot does not apply any means of retarding the airplane until that point is reached; plus A distance equivalent to 2 seconds at constant V1.

4) b. 1) 2)

The sum of the distances necessary to:

3)

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Clearway

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An area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25% above which no object nor any terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway. An area beyond the take-off runway at least as wide as the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted take-off without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted take-off.

Stopway

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Effectivity: S Airplanes 7201 and subsequent; and S Airplanes incorporating Canadair Service Bulletin: S SB 601R ---27 ---081, Flight Controls ---Rudder, Reduced Rudder Travel.

Take---off Run (without clearway) Accelerate-Stop Distance (A li bl to (Applicable t dry d runways only.) <FAA>
<0073>

If the take---off distance does not include a clearway, the take---off run is equal to the take---off distance. The accelerate-stop distance is the sum of the distances necessary to: 1) 2) 3) Accelerate the airplane from a standing start to VEF with all engines operating; Accelerate the airplane from VEF to V1 assuming the critical engine fails at VEF; and Come to a full stop from the point reached at the end of the acceleration period prescribed in paragraph 2) above, assuming that the pilot does not apply any means of retarding the airplane until that point is reached; plus A distance equivalent to 1 second at the initial brake application speed.

4) Clearway

An area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25% above which no object nor any terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway. An area beyond the take-off runway at least as wide as the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted take-off without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted take-off.

Stopway

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Take---off Run (without clearway) Accelerate-Stop Distance (A li bl to (Applicable t dry d runways only.) <FAA>
<0005>

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If the take---off distance does not include a clearway, the take---off run is equal to the take---off distance. The accelerate - stop distance is the sum of the distances necessary to: 1) 2) 3) Accelerate the airplane from a standing start to VEF with all engines operating; Accelerate the airplane from VEF to V1 assuming the critical engine fails at VEF; and Come to a full stop from the point reached at the end of the acceleration period prescribed in paragraph 2) above, assuming that the pilot does not apply any means of retarding the airplane until that point is reached; plus A distance equivalent to 1 second at the initial brake application speed.

4) Clearway

An area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25% above which no object nor any terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway. An area beyond the take-off runway at least as wide as the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted take-off without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted take-off.

Stopway

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Actual Landing Distance

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Actual landing distance is the distance from a 50 feet height at VREF with the flaps in the normal landing configuration, to a full stop on a smooth, dry, level, hard-surfaced runway and ISA temperature. The performance charts in this chapter include factors for operational rules which require the use of 60% of the available runway in determining landing field length requirements. The required landing field length on a dry runway is the actual landing distance divided by 0.6. The landing field length required under wet runway conditions is equal to 115% of the dry runway landing field length.

Landing Field Length

D.

Take-off Path Take-off Path The take-off path begins from a standing start and ends at 1500 feet above the take-off surface or at the point where transition from take-off to enroute configuration is completed, whichever is higher. The take-off flight path begins at the end of the take-off distance and at a height of 35 feet above the take-off surface, and ends at 1500 feet above the take-off surface, or at the point where transition from take-off to enroute configuration is completed, whichever is higher. This is also known as the Gross Take-off Flight Path. The net take-off flight path is the gross take-off flight path diminished by 0.8% climb gradient capability (or equivalent reduction in acceleration along that part of the take-off flight path at which the airplane is accelerated in level flight). The net take-off flight path must clear all obstacles in the take-off area by at least 35 feet vertically.

Take-off Flight Path

Net Take-off Flight Path

E.

Climb Gradient Climb Gradient Gross Gradient The ratio of the change in height, during a portion of a climb, to the horizontal distance traversed in the same time interval. Climb gradient expressed as a percentage ratio, obtained using the following formula: The gradients shown on the charts are based on true (not pressure) rates of climb. Net Gradient The gross gradient reduced by the required margins.
(Change in height Horizontal distance travelled) 100

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First Segment

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The first segment starts from the 35-feet height and extends to the point where the landing gear is fully retracted, at a constant V2 speed and flaps in the take-off position. The second segment starts at the point where the landing gear is fully retracted up to at least 400 feet above the runway, flown at V2 speed and flaps in the take-off position. The acceleration segment is the part of the take-off flight path that begins at the end of the second segment and extends horizontally over the distance required to retract flaps to zero, and accelerate to the final take-off climb speed. The final segment starts from the end of the acceleration segment and extends to the end of the take-off flight path, flown at the final segment climb speed, flaps up.

Second Segment

Acceleration Segment

Final Segment

F.

Miscellaneous APR Centre of Gravity (C.G.) GW MLW MRW MTOW MZFW Automatic performance reserve - In the event of an engine failure during take-off, the APR function will increase the thrust rating of the remaining engine. The point at which the airplane would balance if suspended. The c.g. distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Gross weight - The maximum weight to which the airplane is certificated. Maximum landing weight - The maximum airplane weight approved for the landing touchdown. Maximum ramp weight - The maximum possible airplane weight allowed for ground handling and taxiing. Maximum take-off weight - The maximum airplane weight approved for the start of take-off. Maximum zero fuel weight - The maximum weight allowed before usable fuel is loaded into the airplane. NOTE The following ICAO weight conversion factor is used throughout the Airplane Flight Manual:

S 1 kilogram (kg) = 2.20462262185 pounds (lb)

As much as possible, these numbers are rounded off to the nearest multiple of 5, except when operational requirements dictate otherwise. The weights in the AFM correspond to the weights given in the Weight and Balance Manual (CSP A-041).

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INTRODUCTION LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES ABNORMAL PROCEDURES PERFORMANCE SUPPLEMENTARY PROCEDURES SPECIAL OPERATIONS IN-FLIGHT CHECKS

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Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9

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