CRJ-900 EDV CFM Limitations Flashcards
Flight Deck Door
- The flight deck door must be closed and locked at all times during flight except to permit access and egress in accordance with the FOM and this CFM.
- Anytime the flight deck door is opened in flight, a challenge and response closing and locking verification must be used to verify that the door is closed and locked.
- Anytime one of the required flight crew leaves the flight deck, another crew member must be present in the flight deck to ensure that the required crew member is not locked out of the flight deck.
Aircraft Approach Category
CRJ-700
CRJ-900
When conducting instrument approach procedures, the following categories must be used to determine the applicable approach minimums.
CRJ-700 Category C
CRJ-900 Category D
- When performing an operation with Reduced Landing Reference Speed, Category C must be used to determine the applicable approach minimums.
Maximum Ramp Weight (MRW)
CRJ-700
CRJ-900
Maximum Ramp Weight (MRW)
CRJ-700 - 75,250
CRJ-900 - 85,000
Maximum Takeoff Weight (MTOW)
CRJ-700
CRJ-900
Maximum Takeoff Weight (MTOW)
CRJ-700 - 75,000
CRJ-900 - 84,500
Maximum Landing Weight (MLW)
CRJ-700
CRJ-900
Maximum Landing Weight (MLW)
CRJ-700 - 67,000
CRJ-900 - 75,100
Maximum Zero Fuel Weight (MZFW)
CRJ-700
CRJ-900
Maximum Zero Fuel Weight (MZFW)
CRJ-700 - 62,300
CRJ-900 - 70,750
Minimum Flight Weight
CRJ-700
CRJ-900
Minimum Flight Weight
CRJ-700 - 42,000
CRJ-900 - 45,000
Maximum cruise Mach number during flight in RVSM airspace:
CRJ-700
CRJ-900
Maximum cruise Mach number during flight in RVSM airspace:
CRJ-700 - Mach 0.83
CRJ-900 - Mach 0.82
Cargo Loading Limitations
Aft
CRJ-700 Fwd
CRJ-900 Fwd
Cargo Loading Limitations
Aft - 3,650 (Company)
CRJ-700 Fwd - 1,000
CRJ-900 Fwd - 1,700
Flaps Extended Speed
Flaps to 1°
CRJ-700
CRJ-900
Flaps Extended Speed
Flaps to 1°
CRJ-700 - 230 KIAS
CRJ-900 - 230 KIAS
Flaps Extended Speed
Flaps to 8°
CRJ-700
CRJ-900
Flaps Extended Speed
Flaps to 8°
CRJ-700 - 230 KIAS
CRJ-900 - 230 KIAS
Flaps Extended Speed
Flaps to 20°
CRJ-700
CRJ-900
Flaps Extended Speed
Flaps to 20°
CRJ-700 - 230 KIAS
CRJ-900 - 220 KIAS
Flaps Extended Speed
Flaps to 30°
CRJ-700
CRJ-900
Flaps Extended Speed
Flaps to 30°
CRJ-700 - 185 KIAS
CRJ-900 - 185 KIAS
Flaps Extended Speed
Flaps to 45°
CRJ-700
CRJ-900
Flaps Extended Speed
Flaps to 45°
CRJ-700 - 170 KIAS
CRJ-900 - 170 KIAS
Maximum Landing Gear Operating Speed
Maximum airspeed for landing gear extension
220 KIAS
Maximum Landing Gear Operating Speed
Maximum airspeed for landing gear retraction
200 KIAS
Maximum Landing Gear Operating Speed
Maximum airspeed for which the airplane may be flown with the landing gear extended and locked
220 KIAS
Maximum Landing Gear Operating Speed
Maximum airspeed for which the airplane may be flown with the landing gear extended and locked
220 KIAS
Turbulence Penetration Speed
Maximum airspeed for turbulence penetration.
280 KIAS or 0.75 IMN, whichever is lower
Windshield Wiper Operation
Maximum airspeed for windshield wiper operation.
250 KIAS
Windshield Wiper Operation
If the windshield wiper has failed in a non-parked
position, this airplane speed must not be exceeded.
250 KIAS
Tire Limit Speed
Maximum Tire Limit Speed
CRJ-700
CRJ-900
Tire Limit Speed
Maximum Tire Limit Speed
CRJ-700 - 182 knots ground speed
CRJ-900 - 195 knots ground speed
Maximum Airspeed for ADG Operation
Maximum speed for ADG operation
VMO / MMO
Wind Components
Maximum tailwind component for takeoff and
landing.
CRJ-700
CRJ-900
Wind Components
Maximum tailwind component for takeoff and
landing.
CRJ-700 - 10 knots
CRJ-900 - 10 knots
Wind Components
Maximum crosswind component for takeoff
on a dry runway. (Company)
CRJ-700
CRJ-900
Wind Components
Maximum crosswind component for takeoff
on a dry runway. (Company)
CRJ-700 - 28 knots
CRJ-900 - 35 knots
Wind Components
Maximum crosswind component for landing
on a dry runway. (Company)
CRJ-700
CRJ-900
Wind Components
Maximum crosswind component for landing
on a dry runway. (Company)
CRJ-700 - 30 knots
CRJ-900 - 32 knots
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a wet runway.(Company)
CRJ-700
CRJ-900
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a wet runway.(Company)
CRJ-700 - 27 knots
CRJ-900 - 27 knots
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a runway when the
Runway Condition Code is “3”.(Company)
CRJ-700
CRJ-900
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a runway when the
Runway Condition Code is “3”.(Company)
CRJ-700 - 20 knots
CRJ-900 - 20 knots
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a runway when the
Runway Condition Code is “2” or
“1”.(Company)
CRJ-700
CRJ-900
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a runway when the
Runway Condition Code is “2” or
“1”.(Company)
CRJ-700 - 15 knots
CRJ-900 - 15 knots
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a dry runway for a
crewmember on high minimums status.
(Company)
PIC
SIC
Wind Components
Maximum allowable crosswind component for
takeoff and landing on a dry runway for a
crewmember on high minimums status.
(Company)
PIC - 25 knots
SIC - 15 knots
Maximum Airport Pressure Altitude for Takeoff and Landing
Takeoff
Landing
Takeoff - 8,000 ft.
Landing - 8,000 ft.
Maximum Operating Altitude
41,000 ft.
Ground Ambient Air Temperature Limitations
Maximum ambient air temperature approved for takeoff and landing
ISA +35°C
Ground Ambient Air Temperature Limitations
Minimum ambient temperature approved for takeoff
-40°C (-40°F)
Cargo
Flight must be within 60 minutes of a suitable airport if cargo is carried in either cargo compartment.
Taxi Lights
The taxi lights must be switched OFF whenever the airplane is stationary in excess of 10 minutes.
Wheel Brake Cooling Limits
Brake cooling times must be observed between a landing or a low-energy rejected takeoff (RTO) and a subsequent takeoff to ensure that sufficient brake energy is available to bring the airplane to a complete stop if the subsequent takeoff is rejected. See ODH.
Pressure Cabin
The maximum relief differential pressure
8.7 psi
Pressure Cabin
The maximum negative differential pressure
-0.5 psi
Pressure Cabin
During taxi and takeoff, the differential pressure must not exceed
0.1 psi
Pressure Cabin
During initial landing (at touchdown), the maximum
differential pressure must not exceed
1.0 psi
Pressure Cabin
CRJ-900: The maximum altitude for single pack
operation if there are more than 82 cabin occupants
including flight attendants.
25,000 ft.
Pressure Cabin
CRJ-900: The maximum altitude for single pack
operation if total cabin occupants including flight
attendants is less than or equal to 82.
31,000 ft.
Pressure Cabin
CRJ-700: The maximum altitude for single pack
operation.
31,000 ft.
Pressure Cabin
The airplane must be completely depressurized prior to opening any of the airplane doors.
Pressure Cabin
To preclude possible crew and/or passenger ear damage, use of the EMER DEPRESS switch above 15,000 feet is prohibited.
Automatic Flight Control System
Autopilot
Operation with the autopilot engaged is prohibited at altitudes below 600 ft. AGL, except when performing the following:
• For visual and non-precision approaches, the minimum autopilot use height is 400 ft. AGL.
• For precision (ILS) approaches, with both engines operating, the minimum autopilot use height is 80 feet AGL.
• For precision (ILS) approaches, with one engine inoperative, the minimum autopilot use height is 110 feet AGL. Operations with an ILS glidepath angle that exceeds 3.5 degrees are prohibited.
Automatic Flight Control System
RVSM Airspace
The ADC source coupled to the active autopilot must be the same as that coupled to the ATC transponder during flight in RVSM airspace.
Main Generator Load Limitation (kVA)
40 kVA
APU Generator Load Limitation (kVA)
40 kVA
Permissible Loads on DC System
In flight, the maximum permissible continuous load on each TRU is 120 amps.
Permissible Loads on DC System
To protect the flight compartment CRT displays, the maximum permissible time for ground operations with DC power only is five (5) minutes.
Circuit Breaker Reset (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 QRH or unless, in the judgment of the pilot in command, that resetting or cycling of the circuit breaker is necessary for the safe completion of the flight.
Minimum Descent Altitude
When setting the MDA marker on the barometric altimeter using the DH/MDA knob on the air data reference panel, the next highest 10 foot increment must be selected if the altitude is not at a 10 foot increment.
Traffic Alert and Collision Avoidance System (TCAS)
Pilots are authorized to deviate from their Air Traffic Control (ATC) clearance in order to comply with a traffic alert and collision avoidance system (TCAS) resolution advisory (RA) command.
Cowl Anti-Ice System
Ground Operations
The cowl anti-ice system must be ON when the OAT is 10°C (50°F) or below and visible moisture in any form is present (such as fog with a visibility of 1 mile or less, rain, snow, sleet, and ice crystals).
The cowl anti-ice system must also be ON when the OAT is 10°C (50°F) or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush is present.
NOTE:
If the use of cowl anti-ice and the continuous ignition are required at the same time, select the cowl anti-ice on prior to selecting continuous ignition on. (Company)
Cowl Anti-Ice System
Flight Operations
NOTE:
Icing conditions exist in flight at a TAT of 10°C (50°F) or below and visible moisture in any form is encountered (such as clouds, rain, snow, sleet, or ice crystals), except when the SAT is -40°C (-40°F) or below.
The cowl anti-ice system must be ON:
• When in icing conditions, or
• When ICE is annunciated by the ice detection system.
Wing Anti-Ice System
Ground Operations
The wing anti-ice system must be ON for takeoff when the OAT is 5°C (41°F) or below and visible moisture in any form is present (such as fog with a visibility of 1 mile or less, rain, snow, sleet, and ice crystals.)
The wing anti-ice system must also be ON for takeoff when the OAT is 5°C (41°F) or below and the runway is contaminated with surface snow, slush, or standing water.
When Type II, Type III, or Type IV anti-icing fluids have been applied, the wing anti-ice system must only be selected ON, if required, just prior to thrust increase for takeoff.
Wing Anti-Ice System
Flight Operations
NOTE:
Icing conditions exist in flight at a TAT of 10°C (50°F) or below and visible moisture in any form is encountered (such as clouds, rain, snow, sleet, or ice crystals), except when the SAT is -40°C (-40°F) or below.
The wing anti-ice system must be ON:
• When ICE is annunciated by the ice detection system, or
• When in icing conditions and the airspeed is less than 230 KIAS
Do not hold in icing conditions with the flaps/slats extended.
Pneumatic System
Wing and/or cowl anti-ice selection is prohibited with the APU as a bleed source in manual mode.
Super-Cooled Large Droplet Icing
Continued operation in areas where super-cooled large droplet (SLD) icing conditions exist is prohibited.
SLD icing conditions are indicated by ice accretion on the flight compartment side windows.
• The wing anti-icing system must be ON in SLD icing
conditions.
• The cowl anti-icing system must be ON in SLD icing
conditions.
• Leave icing conditions when side window icing occurs.
Super-Cooled Large Droplet Icing
Continued operation in areas where super-cooled large droplet (SLD) icing conditions exist is prohibited.
SLD icing conditions are indicated by ice accretion on the flight compartment side windows.
• The wing anti-icing system must be ON in SLD icing
conditions.
• The cowl anti-icing system must be ON in SLD icing
conditions.
• Leave icing conditions when side window icing occurs.
Cold Weather Operations
Takeoff is prohibited with frost, ice, snow, or slush adhering to any critical surface (wings, winglets, horizontal stabilizer, vertical stabilizer, control surfaces, and engine inlets).
Fuel Load
Center tank fuel quantity must be monitored throughout flight.
The maximum permissible fuel imbalance between the contents of the main left tank and the main right tank are given below.
• During takeoff - 300 lbs.
• All other phases of flight - 800 lbs.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not usable.
Fuel Load
Takeoff with a fuel load in excess of 500 lbs. in the center tank is not permitted unless each wing tank is above 4,400 lbs.
The minimum fuel for go-around is 600 lbs. per wing (with airplane level) and assuming a maximum airplane climb attitude of 10° nose up.
Fuel Temperature
Takeoff with engine fuel temperature indications below 5°C (41°F) is prohibited.
Fuel Cross-flow
Powered cross-flow and gravity cross-flow must be off for takeoff
APU Start
- Minimum ambient temperature for starting a cold soaked APU on the ground is -40 °C.
APU Start
- The APU starter motor duty cycle is as follows:
• Do not perform more than three starts / start attempts in one hour.
NOTE:
A two minute delay must be observed between cranking attempts to allow for cooling of starter and starter contactor and for APU drainage.
APU BLEED AIR LIMITATIONS
Bleed Air Extraction
APU bleed air extraction is not
permitted above 25,000 feet.
APU BLEED AIR LIMITATIONS
Engine Start during Ground Operations
No bleed air extraction limitation.
Each engine may be started using
the APU as a bleed air source.
APU Generator
The maximum permissible load on the APU generator is 40 kVA.
Engine Warm-Up
The engine must remain at IDLE until oil pressure reaches normal operating range.
During all starts, do not exceed 75% N1 for two minutes after start, or until all operating indications are in the normal range, whichever is longer.
Engine HIGH PWR SCHEDULE Switch (Company)
Use of the HIGH PWR SCHEDULE switch is not permitted for normal operations.
Airplane Cold Soak
Before the first flight of the day, when the airplane is cold-soaked at an ambient temperature of -30°C (-22°F) or below for more than 8 hours:
• The engines must be motored for 60 seconds and the fan rotation must be verified before an engine start is initiated.
• Thrust reversers must be actuated until the deploy and stow cycles are 2 seconds or less.
Continuous Engine Ignition
Continuous engine ignition must be used during the following:
• Takeoffs and landings on contaminated runways
• Flight through moderate or heavier intensity rain
• Flight through moderate or heavier intensity turbulence
• Flight in the vicinity of thunderstorms
NOTE:
If the use of cowl anti-ice and continuous ignition are required at the same time, select the cowl anti-ice on prior to selecting continuous ignition on. (Company)
Reduced (Flex) Thrust Takeoff
Flex thrust takeoff procedure must not be used:
• If wing and/or cowl anti-icing bleeds are in use.
• On runways contaminated with standing water, slush, snow, or ice.
• When warnings of windshear or downdrafts have been forecast.
• When the anti-skid system is inoperative.
The flex thrust procedure may be used on wet runways, provided that wet runway performance data are used.
Starter Cranking Limits
The starter must not be used if indicated N2 rpm exceeds 45%.
Engine Start (Ground)
Start 1&2 - 90 seconds - 10 seconds cool down
Start 3 through 5 - 90 seconds - 5 minutes cool down
Engine Start or Motoring (Flight)
Start 1 - 120 Seconds - 10 seconds cool down
Start 2 through 5 - 60 seconds - 5 minutes cool down
Motoring (Ground)
Start 1 - 90 seconds on - 5 minutes cool down
Start 2 through 5 - 30 seconds on - 5 minutes cool down
Engine Start
At initiation of thrust lever movement from SHUT OFF to IDLE:
• ITT must be 120°C or less for all ground starts.
• ITT must be 90°C or less for all air starts.
Thrust Reversers
• Thrust reversers are approved for ground use only; activation of the reverse thrust levers is prohibited in-flight.
• The thrust reversers are intended for use during full stop landings. Do not attempt a go-around maneuver after deployment of the thrust reversers.
• Takeoff with thrust reverser icons or EICAS warning and/or caution messages displayed is prohibited.
• During landing, maximum reverse thrust is prohibited below 75 KIAS, and reverse idle should be achieved by 60 KIAS.
• During preflight check of the thrust reversers with the airplane stationary, reverse thrust must be limited to reverse idle.
Reverse Taxi Operations
Using the thrust reversers to back-up the airplane, commonly referred to as Reverse Taxi Operations or Powerback, is strictly PROHIBITED in all situations.
Slats / Flaps
• En-route use of slats / flaps is prohibited.
• Flight with slats / flaps extended at altitudes above 15,000 ft. is prohibited.
Flight Spoilers
• Flight spoilers must not be extended in flight below an altitude of 1000 feet AGL (Company).
• To ensure adequate maneuver margins, flight spoilers must not be extended in flight at airspeeds below VREF +10 for the current weight and flap configuration.
Stall Protection System
• Both stall protection system switches must remain on for all phases of flight.
