Limitations Flashcards
This aircraft meets the airworthiness requirements of
Part 25/36 of the Federal Aviation Regulations
Required Flight Crew
Pilot, Co-pilot (Captain, First Officer)
Flight in the following conditions are approved:
Day and Night
VFR and IFR
Flight in Icing conditions
RVSM Required Equipment List
Autopilot (1) Must be operational. Altitude Alerting System Must be operational. Altitude Reporting Transponder (2) One (1) must be operational. Air Data Computers (2) Two (2) must be operational.
Runway Slope
Runway slope, Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . -2% to +2%
Tailwind Component (dashed)
Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 knots
Flight Maneuvering Load Acceleration Limits
Flaps up . . . . . . . . . . . . . . . . . . . . . . +2.5g to -1.0g Flaps down . . . . . . . . . . . . . . . . . . . . +2.0g to 0g
Side-Slip Maneuvers
Avoid unnecessary and large side-slip maneuvers during low speed high altitude cruise.
Cabin Pressurization (dashed)
Maximum differential pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7 psi Maximum negative differential pressure. . . . . . . . . . . . . . . . . . . . . . . . -0.5 psi
Cabin Pressurization (no dashes)
During taxi, takeoff and landing, the pressure differential must not exceed 0.1 psi.
The aircraft must be completely depressurized prior to opening any of the aircraft doors.
The maximum altitude for single pack operation is FL 310
Manual Mode (air)
WING and/or COWL anti-ice selection is Prohibited with the APU as a bleed source in manual mode.
EMER DEPRESS (air)
To preclude possible crew and/or passenger ear damage, use of the EMER DEPRESS switch above 15,000 ft. is Prohibited.
Maximum Operating (dashed)
Vmo/mmo 335/.85.
- Do not deliberately exceed VMO/MMO in any regime of flight, unless a higher speed is specifically authorized for a flight test or training operations.
Maximum Operating FL 250 to FL 410 (dashed)
Vmo/Mmo Red line
- Do not deliberately exceed VMO/MMO in any regime of flight, unless a higher speed is specifically authorized for a flight test or training operations.
- VMO/MMO increases linearly from 0.80MMO at FL 250 to 0.85MMO at FL 410. Do not deliberately exceed red line.
Maximum Operating (KIAS) 8,000 ft. MSL to FL 250 (dashed)
Vmo red line/335
- Do not deliberately exceed VMO/MMO in any regime of flight, unless a higher speed is specifically authorized for a flight test or training operations.
Maximum Operating (KIAS) - up to 8,000 ft. MSL (dashed)
Vmo red line/330
- Do not deliberately exceed VMO/MMO in any regime of flight, unless a higher speed is specifically authorized for a flight test or training operations.
Maximum Turbulence Penetration (dashed)
Vb/Mb 280/.75M (whichever is lower)
Maximum Maneuvering Sea Level @ 75,000 lb. (dashed)
Va 253
- Full application of rudder and ailerons, and maneuvers involving angle of attack near stall, must be confined to speeds below VA
Landing Gear Extension
Landing Gear Extended (dashed)
Vloe 220
Vle 220
Landing Gear Retraction (dashed)
Vlor 200
Flap Placard Speeds 1°, 8°, 20° (dashed)
Vfe 230
30° flaps (dashed)
185
45° (dashed)
170
Maximum Wiper Operating (dashed)
250
- If the windshield wiper has failed in a non-parked position, the aircraft speed must not exceed 250 KIAS.
Maximum ADG Operating (dashed)
Vmo/Mmo 335/.85
1. Do not deliberately exceed VMO/MMO in any regime of flight, unless a higher speed is specifically authorized for a flight test or training operations.
Maximum Tire limit (dashed)
182 (ground speed)
Intentional speed reduction
Intentional speed reduction below the onset of stall warning, as defined by stick shaker operation, is prohibited unless a lower speed is specifically authorized for flight test or training operations.
RVSM Maximum Cruise Mach Number
The maximum cruise Mach number during flight in RVSM airspace is 0.83.
Design Maneuvering Speed
CAUTION Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (i.e., large side slip angles) as they may cause structural failure at any speed, including below VA.
Maximum Operating Altitude (dashed)
41,000ft
Minimum Takeoff And Landing Pressure Altitude
Maximum Takeoff And Landing Pressure Altitude
-1000ft
9600ft
Maximum ambient air temperature for takeoff and landing
Minimum ambient temperature approved for takeoff (dashed)
ISA + 35°C
-40°C (-40°F)
APU Ambient Temperature Limit:
Minimum -40°C (ground) and -65°C (flight)
APU EGT Limit on start:
Red line
CAUTION Maximum EGT 1038°C not to be exceeded under ANY conditions.
APU Starting Altitude Limit:
Airspeed Limit:
(Dashed)
FL370
Vmo/Mmo
APU start limits (dashed)
Three Starts/Start attempts per 60 minutes, with a minimum of two minutes delay between cranking attempts to allow for cooling of the starter, starter contactor and for APU drainage
APU RPM Limit:
EGT Limit:
Red line (106%) Red line Maximum EGT 1038°C not to be exceeded under ANY conditions
APU Generator Loading Limit: Bleed Air Extraction Limit: Bleed Air Extraction (On Ground): Bleed Air Engine Start Limit: Airspeed Limit:
FL410 FL250 No limit FL210 Vmo/Mmo
Max EGT, APU on-speed (dependant upon altitude and temperature):
Ground - 682°C to 789°C
In flight - 773°C to 806°C
APU Max EGT
1038°C Never exceed under any conditions.
Auto flight Minimum Use Heights (dashed)
TO 600ft
Non precision approach 400ft
Precision approach 3.5° prohibited
Auto flight 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.
Auto flight Minimum Descent Altitude
When setting the MDA marker on the barometric altimeter using the DH/MDA knob on the altitude reference panel, the next highest 10 feet increment must be selected if the altitude is not at a 10 feet increment.
Cockpit Door
The cockpit door must kept closed and locked at all times during flight except to permit access and egress in accordance with the FAA approved procedures for opening, closing and locking the door. Any time the cockpit door is opened in flight, a challenge and response closing and locking verification procedure must be used to verify that the door is closed and locked. Any time one of the required flight crew leaves the cockpit another crew member must be present in the cockpit to ensure that the required crew member is not locked out of the cockpit.
NOTE Under conditions where the Captain and First Officer are the only persons on board the aircraft; latch the door open against the galley and slide the security bolt to the locked position whenever a crewmember leaves the cockpit.
AC System
Maximum load on either main generator:
Maximum load on APU generator:
Up to 41,000 feet 40 kVA
Up to 41,000 feet 40 kVA
DC System In Flight Operation:
The Maximum permissible continuous load on each TRU is 120 amps.
DC System Ground Operation (dashed):
Ground Operation: to protect the flight compartment CRT displays, the maximum permissible time for ground operations with DC power only is five 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 this Operating Manual or unless, in the judgment of the Captain, that resetting or cycling of the circuit breaker is necessary for the safe completion of the flight.
Engine limitations NOTE 1-4 (dashed)
- ITT must be below 120°C before attempting to ground start engine.
- ITT must be below 90°C before attempting to air start engine
- Max oil pressure 156 PSI when oil temp transient is less than 60°C
- Oil pressures should show positive values during start in May peak beyond 182 PSI (max display value). Oil pressures above 182 PSI are displayed as Amber dashes. Oil pressure may be greater than 95 PSI for a maximum of 10 minutes
Engine limitations note 5-6 (dashed)
Low Oil Pressure (25 - 45 PSI)
Low oil pressure (amber values) when above IDLE require oil temperature monitoring.
APR Thrust
Pilot initiated APR thrust (MAX POWER detent or HIGH PWR SCHEDULE switchlight) is Prohibited except in the case of safety of flight:
Above 7,500 MSL
or
Within the first 30 minutes after any engine start at altitudes below 7,500 MSL.
NOTE APR events must be logged in the AML if APR thrust was used.
Engine limitations note 7-8 (dashed)
ITT EXCEED B (B1)(C) Status Message
Any ITT EXCEED B(B1)(C) status message must be logged in the AML.
Thrust Management Data
With the engines running and bleeds configured for takeoff, the crew must verify that the target N1 values correspond to the data presented in the thrust setting charts (+ 1.0%). Refer to CRJ-700 Flip Cards. With the thrust levers set for takeoff, target and actual N1 values should match.
Operating Procedure Limits Due To Wind note 1 (dashed)
30° either direction from aircraft nose; no windspeed limit OR >30° either direction from aircraft nose; <5 kts. windspeed.
Method a b or c
Operating Procedure Limits Due To Wind note 2 (dashed)
> 30° either direction from aircraft nose; between 5 and 30 kts. windspeed.
Method “B” or “C”. (Do NOT exceed 75% N1 before brake release)
Operating Procedure Limits Due To Wind note 3 (dashed)
> 30° either direction from aircraft nose; >30 kts. windspeed
Method C only
Aircraft cold-soak (dashed)
Before the first flight of the day, when the aircraft is cold-soaked at an ambient temperature of -30°C or below for more than eight hours:
The engines must be motored for 60 seconds and the fan rotation must be verified on the N1 indicator before an engine start is initiated.
The thrust reversers must be actuated until the deploy and stow cycles are two seconds or less.
Continuous Ignition (dashed)
Continuous ignition must be used during the following:
Takeoffs and landings on a contaminated runway; Flight through moderate or heavier intensity rain; Flight through moderate or heavier intensity turbulence;
• Flight in the vicinity of thunderstorms.
Warm Up (dashed)
The engines 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.
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 any thrust reverser icons of EICAS warning and/or caution messages displayed is Prohibited
Starter limits (dashed)
NOTE The starter must not be used if indicated N2 RPM exceeds 45%. NOTE Initiation of thrust lever movement from SHUT OFF to IDLE, ITT must be below 120°C for ground start and below 90°C for air start.
• Engine Start (Ground) (Thrust Lever has been advanced to IDLE)
1st and 2nd cycles . . . . . . . . . . . . . .90 seconds ON, 10 sec OFF
3rd through 5th cycles . . . . . . . . . . . . . 90 seconds ON, 5 mins OFF
Engine Start or Motoring (Flight)
1st cycle . . . . . . . . . . . 120 seconds ON, 10 sec OFF
2nd through 5th cycles. . . . . . . . . . . . . 60 seconds ON, 5 mins OFF
Motoring (Ground) (Thrust Lever remains at SHUTOFF)
1st cycle. . . . . . . . . . . . . . . . 90 seconds ON, 5 mins OFF
2nd through 5th cycles. . . . . . . . . . . . . 30 seconds ON, 5 mins OFF
CAUTION Motoring Cycle limits may not be combined with Starting Cycle limits. Anytime the Thrust Lever has been advanced to IDLE, Motoring Cycle limits cannot be applied.
Relight windmilling
Altitude from 21,000 feet to 10,000 feet: Speed 290 KIAS to VMO and 7.2% N2 minimum. Altitude from 10,000 feet to sea level: Speed 250 KIAS to VMO and 7.2% N2 minimum.
Relight Starter-Assisted
Altitude from 21,000 feet to sea level: Speed from VREF up to VMO and from 0 to 45% N2
Special All Engine Out (AEO) Rapid Relight
Altitude from 10,000 feet to sea level: FADEC rapid relight capability has been demonstrated at 200 KIAS for up to 15-second fuel interruptions.
Slats/Flaps (dashed)
Enroute use of slats/flaps is Prohibited. Use of slats/flaps during holding is Prohibited.
Maximum altitude for slats/flaps extension 15,000 feet MSL
Flight Spoilers (dashed)
Flight spoilers must not be extended in flight below an altitude of 300 feet AGL. To ensure adequate maneuver margins, flight spoilers must not be extended in flight at airspeeds below the recommended approach speed plus 10 KIAS.
Ground Lift Dumping
The GND LIFT DUMPING switch must always be selected to AUTO during takeoffs and touch-and-go landings.
Horizontal Stab Trim
Horizontal stabilizer trim position indications must be checked before each flight.
Integrated Standby Instrument (dashed)
When NAV 1 is tuned to a valid ILS frequency, the ISI will display localizer and glide slope deviation while on the backcourse approach. Use of the ISI localizer and backcourse information is Prohibited during backcourse approaches.
Minimum Descent Altitude
When setting the MDA marker on the barometric altimeter using the DH/MDA knob on the altitude reference panel, the next highest 10 feet increment must be selected if the altitude is not at a 10 feet increment.
Attitude and Heading Reference System
The aircraft must not be moved until all attitude and heading information presented on PFD is valid.
FMS Enroute and Terminal (dashed)
IFR enroute and terminal navigation is Prohibited unless the pilot verifies the currency of the database and verifies waypoints for accuracy by reference to current publications (Jeppesen).
FMS range, fuel management and altitude/speed capability information is advisory only.
FMS approach non mem
ILS, LOC, LOC-BC, LDA, SDF and MLS approaches using the FMS are Prohibited.
Only Non-Precision Approaches are approved.
The VNAV System information is not temperature compensated. FMS generated altitudes and V-paths are not corrected for non-ISA conditions
The FMS meets the performance/accuracy criteria of AC 20-130A.
The approach must not be continued past the final approach fix if an FMS “NO APPR” message is displayed on the PFD.
FMS range, fuel management and altitude/speed capability is advisory only.
FMS Approach (dashed)
Instrument approaches must be accomplished with Instrument Approach Procedures that are retrieved from the FMS database. The FMS must incorporate the current update cycle. The pilot must verify approach waypoints for accuracy by reference to current publications (Jeppesen).
Operations with a VNAV final approach glidepath angle that exceeds 4.0° are Prohibited.
Acceptable Grades of fuel
Jet A jet A1 jp5 jp8
Mixing is permissible
Fuel Temperature (dashed)
Takeoff with engine fuel temperature indications below 5°C is Prohibited - L(R) FUEL LO TEMP caution message displayed.
Takeoff with bulk fuel temperature indications below the limits stated is Prohibited.
Jet A TO -30°C in flight -40°C
Fuel Quantity
Pressure. Gravity
LMWT. 7492lb. 7290lb
RMWT. 7492lb. 7290lb
Center tank. 4610lb
Totals. 19594lb. 14580lb
Fuel quantity limits (dashed)
NOTE Takeoff with a fuel load in excess of 500 lb. in the center tank is not permitted unless each main wing tank is above 4,400 lb.
NOTE The minimum fuel quantity for go-around is 600 lb. per wing (with the aircraft level) and assuming a maximum aircraft climb attitude of 10° nose up.
Fuel imbalance (dashed)
The maximum permissible fuel imbalance between the contents of the left main tank and the right main tank are given below:
During takeoff . . . . . . . . . . . . . . . . . . . . . . . ..300 lb.
During all other phases of flight . . . . . . . . . . 800 lb.
Fuel xflow
Power and Gravity Crossflow must be OFF for takeoff.
Global Positioning System (GPS)
Other approved navigation equipment appropriate to the route of flight (enroute and terminal) must be installed and operating.
When the approach at the destination is based on GPS and an alternate airport is required by the applicable operating rules, the alternate airport must be served by an approach based on a navigation aid other than GPS. The navigation aid must be operational and the aircraft must have operational equipment capable of using that navigation aid. GPS based instrument approaches may be used at either the destination or the alternate (s), but not both.
GPS (dashed)
When flying to an airport where a GPS stand-alone approach is intended and is the only suitable approach, prior to dispatch, the flight crew must verify that predictive RAIM at the destination is AVAILABLE during the ETA. (AC 90/100A/108)
Ice Protection Procedures taxi (dashed)
With ground contamination or visible moisture
OAT 10°C or colder
Cowl anti ice
Ice protection procedures takeoff (dashed)
With ground contamination or visible moisture
OAT 10°C or colder
Cowl anti ice
With ground contamination or visible moisture
OAT 5°C or colder
Cowl anti ice and wing anti ice
Ice protection procedures in flight (dashed)
With visible moisture
Between SAT -40°C and TAT 10°C
At or above 230kts cowl anti ice
<230kts cowl and wing anti ice
Ice protection procedures ice icas (dashed)
Cowl and wing anti ice
Ice protection definitions (dashed)
Ground contamination definition: — Runways, ramps or taxiways with surface snow, ice, slush or standing water
Visible moisture definition: — Visibility one mile or less, clouds, rain, snow, sleet or ice crystals
NOTE When Type II, 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 take-off.
Severe Icing – Super-Cooled Large Droplet Icing (dashed)
Continued operation in areas of Severe Icing conditions is Prohibited
Severe Icing conditions are indicated by ice accretion on the cockpit side windows
If Severe Icing is encountered: — WING and Cowl Anti-icing Systems must be ON — Leave icing conditions
COLD Weather Operations warning
Even small amounts of frost, ice, snow or slush on the wing leading edges and forward upper wing surface may adversely change the stall speeds, stall characteristics and the protection provided by the stall protection system, which may result in loss of control on take-off.
Cold wx ops (dashed)
Take-off is prohibited with frost, ice, snow or slush adhering to any critical surface (wings, upper fuselage, horizontal stabilizer, vertical stabilizer, control surfaces and engine inlets).
NOTE 1. Take-off is permitted with frost adhering to:
the upper surface of the fuselage; and/or
the underside of the wing, that is caused by cold soaked fuel,
Wheel Brake Cooling
The minimum brake cooling time after a landing or a rejected takeoff and the maximum allowable brake temperature for takeoff specified must be observed to ensure sufficient brake energy capability in the event of a rejected takeoff. A minimum brake cooling time of 15 minutes must be observed between a landing stop or a rejected takeoff and the subsequent takeoff. If a brake overheat warning is displayed on EICAS, an inspection of the wheel fuse plugs is required before the next takeoff. BTMS brake temperatures must be in the green range before takeoff.
Taxi Lights (dashed)
The taxi lights must be switched OFF whenever the aircraft is stationary in excess of 10 minutes.
Ozone Concentration
At or above 35,000 ft., aircraft operations are Prohibited on routes where ozone concentrations exceed the requirements as outlined in the SYSTEMS section of this manual.
Cargo
Flights must be within 60 minutes of a suitable airport, if cargo is carried in either cargo compartment (C3 or C4).
Nose wheel steering
Towbarless towing is Prohibited, unless the operation is performed in compliance with the Airplane Maintenance Manual towbarless towing requirements.
Multi-Function Displays
Flicker may occur on the MFD with a large number of FMS symbols selected for display and larger ranges selected. To manually declutter the MFD: Reduce range selected. Deselect TCAS overlays. Deselect radar/terrain overlays. Deselect some of the FMS symbology.
Structural weights
MRAMP. 75250lb MTOW. 75000lb MLW. 67000lb MZFW 62300lb Minimum flight weight 42000lb Minimum operating empty weight 39835lb
Cat II operations (dashed)
CAT II approaches must be conducted with the autopilot on and coupled to the First Officer’s side.
An ILS approach to CAT II minima must not be commenced or continued unless all required airborne equipment, specified in the CAT II Required Equipment List (see table below) and their ground installations, are operating satisfactorily.
A Go-around must be executed if any of the following equipment (listed on the table below) fails or become inoperative when adequate visual landing reference has not been established
