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191 Cards in this Set
- Front
- Back
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Required Flight Crew |
Captain, First Officer |
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Types of Aircraft Operations |
Day and Night VFR and IFR Flight in Icing Conditions |
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Certified for ditching? |
This aircraft is not certified for ditching,because the safety equipment specified by the applicable regulations is not installed |
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RVSM Required Equipment List |
1. Autopilot..............................Must be operational 2. Altitude Alerting System....Must be operational 3. Altitude Reporting Tx......1 Must be operational 4. Air Data Computers........2 Must be operational |
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ADC source |
The ADC source coupled to the active autopilot must be the same as that coupled to the ATC Tx during flight in RVSM |
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Runway Slope (Takeoff and Landing) |
-2% to +2% |
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Max Tailwind Component (Takeoff and Landing) |
10 knots |
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Max cabin differential pressure |
8.7 psi |
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Max negative cabin differential pressure |
-0.5 psi |
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Cabin Pressurization 1 |
During taxi, takeoff and landing, the pressure differential must not exceed 0.1 psi |
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Cabin Pressurization 2 |
The aircraft must be completely depressurized prior to opening any of the aircraft doors |
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Cabin Pressurization 3 |
The maximum altitude for single pack operations is FL 310 |
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Manual Mode WING and/or COWL |
anti-ice selection is Prohibited with the APU as a bleed source in manual mode |
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EMER DEPRESS |
To preclude possible crew and/or passenger ear damage, use of the EMER DEPRESS switch above 15,000 ft. is Prohibited |
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Max Operating Vmo/Mmo |
335/.85 |
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Max Operating FL 250 to FL 410 Vmo/Mmo |
Red Line |
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Max Operating (KIAS) 8,000 MSL to FL 250 Vmo |
Red Line/335 |
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Max Operating (KIAS) SFC to 8,000 MSL Vmo |
Red Line/330
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Max Turbulence Penetration Vb/Mb |
280/.75 (whichever is lower) |
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Max Maneuvering Sea Level @ 75000 lb. Va |
253 |
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Landing Gear Extension Vloe |
220 |
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Landing Gear Extended Vle |
220 |
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Landing Fear Retraction Vlor |
200 |
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Flap Speeds 1*, 8*, 20* Vfe |
230 |
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Flap Speed 30* Vfe |
185 |
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Flap Speed 45* Vfe |
170 |
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Max Wiper Operating |
250 |
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Max ADG Operating Vmo/Mmo |
335/.85 |
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Max Tire limit |
182 |
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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 |
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RVSM Max Cruise Mach Number |
.83 |
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Design Maneuvering Speed |
Full application of rudder and aileron controls as well as maneuvers that involve angles of attack near the stall, must be confined to speeds below Va |
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Max Operating Altitude |
41,000 |
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Min Takeoff and Landing Pressure Alt |
-1,000 |
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Max Takeoff and Landing Pressure Alt |
9,600 |
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Max ambient air temp for T/O and Landing |
ISA + 35* |
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Min ambient temp approved for takeoff |
-40*C (-40*F) |
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APU Starting Temp Min |
-40*C (ground) -65*C (flight) |
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APU Starting EGT |
Red Line (Max EGT 1038*C not to be exceeded under ANY conditions) |
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APU Alt Starting Limit |
FL 370 |
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APU speed starting limit |
Vmo/Mmo |
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APU starting attempts |
Three start/attempts per 60 minutes, with a min of two minutes delay between cranking attempts to allow for cooling of the starter, starter contactor and for APU drainage |
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APU RPM limit |
Red Line (106%)
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APU EGT limit |
Red Line (not to exceed 1038*C under any condition) |
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APU Generator Loading Limit |
FL 410 |
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APU Bleed Air Extraction Limit |
FL 250 |
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APU Bleed Air Extraction (ground) |
No limit |
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APU Bleed Air Engine Start |
FL 210 |
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APU airspeed limit |
Vmo/Mmo |
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Indication APU EGT*C |
Red 807*.............................................Green 0-806* |
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Indication APU RPM% |
Red 107.................................................Green 0-106 |
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Max EGT APU on-speed |
Ground 682*C - 789*C Flight 773*C - 806*C |
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Minimum Descent Alt |
When setting the MDA marker on the baro altimeter using the DH/MDA knob on the altitude reference panel, the next highest 10 foot increment must be selected if the altitude is not at a 10 ft increment |
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AC System Max load on either main generator Up to 41,000 ft |
40 kVA |
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AC System Max load on APU generator Up to 41,000 ft |
40 kVA |
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DC System In flight ops the max permissible continuous load on each TRU |
120 amps |
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DC System ground ops |
to protect the flight compartment CRT displays, the max permissible time for ground ops with DC power only is 5 minutes |
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Circuit Breaker Reset in flight |
a circuit breaker must not be reset or cycled unless doing so is consistent with explicit procedures in AOM |
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Slats/Flaps |
Enroute use of slats/flaps is Prohibited Use of slats/flaps during holding is Prohibited |
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Max alt for slats/flaps extension |
15,000 MSL |
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Flight Spoilers |
must not be extended in flight below an alt of 500 ft AGL (To ensure adequate maneuver margins, flight spoilers must not be extended in flight at airspeeds below the recommended approach speed plus 10 KIAS) |
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Starter Limit Note 1 |
The starter must no be used if indicated N2 RPM exceeds 45% |
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Starter Limit Note 2 |
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 |
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Engine Start (ground) (Thrust lever has been advanced to IDLE) |
1st and 2nd cycles.... 90 sec ON, 10 sec OFF 3rd - 5th cycles......... 90 sec ON, 5 min OFF |
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Engine Start or Motoring (Flight) |
1st cycle............ 120 sec ON, 10 sec OFF 2nd - 5th........... 60 sec ON, 5 min OFF |
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Motoring (Ground)
(Thrust Lever remains at SHUTOFF) |
1st cycle........... 90 seconds ON, 5 min OFF 2nd - 5th.......... 30 seconds ON, 5 min OFF |
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Starter 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 |
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Engine Relight (in flight) Windmilling Alt from sea level to 10,000 |
Speed 250 KIAS to Vmo 7.2% N2 minimum |
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Engine Relight (in flight) Windmilling Alt from 10,000 to 21,000 |
Speed 290 KIAS to Vmo 7.2% N2 minimum |
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Engine Relight (in flight) Starter-Assisted Alt from sea level to 21,000 |
Speed from Vref to Vmo 0-45% N2 |
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Engine Relight (in flight) Special All Engine Out (AEO) Rapid Relight Alt from sea level to 10,000 |
FADEC rapid relight capability has been demonstrated at 200 KIAS for up to 15-second fuel interruptions |
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Ground Lift Dumping |
The GND LIFT DUMPING switch must always be selected to AUTO during takeoffs and touch-and-go landings |
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Horizontal Stab Trim |
Horizontal stab trim positions indications must be checked before each flight |
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Integrated Standby Instrument |
When NAV 1 is tuned to a valid ILS grequency, 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 |
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Attitude and Heading Reference system |
The aircraft must not be moved until all attitude and heading information presented on the PFD is valid |
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FMS Enroute and Terminal 1 |
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
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FMS Enroute and Terminal 2 |
FMS range, fuel management and alt/speed capability information is advisory only |
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FMS Enroute and Terminal |
The VNAV System information is not temperature compensated. FMS generated altitudes and V-paths are not corrected for non-ISA conditions |
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FMS Approach |
ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches using the FMS are Prohibited Only Non-Precision Approaches are approved |
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FMS Approach 1 |
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 |
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FMS Approach |
The VNAV System information is not temperature compensated. FMS generated altitudes and V-paths are not corrected for non-ISA conditions |
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FMS Approach 2 |
Operations with a VNAV final approach glidepath angle that exceeds 4.0* are Prohibited |
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FMS Approach |
The FMS meets the performance/accuracy criteria of AC 20-130A The approach mujst 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 |
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Fuel Acceptable Grades |
American......................Canadian 1. Jet A ............................ CGSB 3.23 2. Jet A1........................... CGSB 3.23 3. JP-8 ............................. CGSB 3.24 4. JP-5 ............................. CGSB 3.24 |
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Unacceptable Fuel |
Jet B and JP-4 are Prohibited |
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Fuel Temp limits 1 |
Takeoff with engine fuel temperature indications below 5*C is PROHIBITED - L(R) FUEL LO TEMP caution message displayed
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Fuel Temp limits 2 |
Takeoff with bulk fuel temp indications below the limits are PROHIBITED |
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Min Fuel Temp Jet A |
Takeoff...................................Flight Jet A -30*C...................................-40*C |
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Min Fuel Temp Jet A1 |
Takeoff...................................Flight Jet A1 -37*C..................................-47* |
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Min Fuel Temp JP-5 |
Takeoff...................................Flight CJP-5 -36*C..................................-46* |
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Min Fuel Temp JP-8 |
Takeoff...................................Flight CJP-8 -37*C..................................-47*C |
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Fuel Quantity Max L/R Main tank |
Pressure Refueling.........Gravity Refueling 7,492 lb............................7,290 lb (Fuel quantities based on 6.75 lb/US gallon) |
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Fuel Quantity Max Center tank |
Pressure Refueling.........Gravity Refueling 4,610 lb................................N/A (Fuel quantities based on 6.75 lb/US gallon) |
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Fuel Quantity Max Total |
Pressure Refueling.........Gravity Refueling 19,594 lb..........................14,580 lb. (Fuel quantities based on 6.75 lb/US gallon) |
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Fuel Quantity Note |
When the appropriate fuel quantity indicator reads zero, any fuel remaining in the tanks cannot be used safely in flight |
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Fuel Quantity Min Limit 1 |
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 |
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Fuel Quantity Min Limit 2 |
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 |
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Fuel Imbalance Max |
The max permissible fuel imbalance between the contents of the L and R main tank: During Takeoff.................................. 300 lb During all other phases of flight..... 800 lb |
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Fuel Crossflow |
Power and Gravity Crossflow must be OFF for takeoff |
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GPS General |
Other approved nav equipment appropriate to the route of flight (enroute and terminal) must be installed and operating |
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GPS limit |
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) |
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GPS General Note |
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 navaid other than GPS. The navaid must be operational and the aircraft must have operational equipment capable of using that navaid. GPS hased instrument approaches may be used at either the destination or the alternate, but NOT both |
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Ice Protection Procedures Taxi/Takeoff Ground Contamination or Visible Moisture Temp.....................................OAT 10*C or colder IAS........................................................ N/A |
Anti-Ice - COWL |
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Ice Protection Procedures Takeoff Ground Contamination or Visible Moisture Temp................................ OAT 5*C or colder IAS...................................................... N/A |
Anti-Ice - COWL and WING |
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Ice Protection Procedures Flight Visible Moisture Temp............ Between SAT -40*C and TAT 10*C IAS........................Less than or equal to 230 |
Anti-Ice - COWL and WING |
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Ice Protection Procedures Flight Visible Moisture Temp............ Between SAT -40*C and TAT 10*C IAS........................greater than 230 |
Anti-Ice COWL |
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Ice Protection Procedures Ice EICAS Visible Moisture Temp................... N/A IAS........................N/A |
Anti-Ice COWL and WING |
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Ground Contamination Definition |
Runways, ramps or taxiways with surface snow, ice, slush or standing water |
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Visible moisture definition |
Visibility one mile or less, clouds, rain, snow, sleet or ice crystals |
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Ice Protection Note |
When Type 2,3, or 4 Anti-icing fluids have been applied , the wing anti-ice must only be selected ON, if required, just prior to thrust increase for take-off |
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Severe Icing Super-Cooled Large Droplet Icing 1 |
Continued operation in areas of Sever Icing conditions is PROHIBITED |
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Severe Icing Super-Cooled Large Droplet Icing 2 |
Severe Icing conditions are indicated by ice accretion on the cockpit side windoew |
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Severe Icing Super-Cooled Large Droplet Icing 3 |
If Severe Icing is encountered - WING and COWL Anti-Ice must be ON - Leave icing conditions |
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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 takeoff |
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Cold Weather Operations Limit |
Takeoff is prohibited with frost, ice, snow or slush adhering to any critical surface (wings, upper fuselage, horizontal/vertical stab, control surfaces and engine inlets) |
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Cold Weather Operations Limit Note |
Takeoff 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 |
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Cold Weather Operations comprehensive procedures for operating in cold weather are provided in |
-AOM Vol 1, Normals, General, Winter Ops and -FM 1, Weather section, Ground De-Icing/Anti-icing Program |
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Wheel Brake Cooling Note |
The min brake cooling time after a landing or a rejected takeoff and the max allowable brake temp for takeoff specified must be observed to ensure sufficient brake energy capability in the event of a rejected takeoff |
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Wheel Brake Cooling Time Limit |
A min 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 temps must be in the green range before takeoff) |
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Taxi light must be switched OFF whenever the aircraft is stationary in excess of |
10 minutes |
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Aircraft ops are prohibited on routes where ozone concentrations exceed |
at or above 35,000 ft |
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Cargo carried in either cargo compartment (C3 or C4) must be within how many minutes of a suitable airport |
60 minutes |
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Nose Wheel Steering System |
Towbarless towing is Prohibited, unless the operation is performed in compliance with Airplane Maintenance Manual requirements |
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Configuration Deviation List (CDL) |
If the aircraft is to be operated with certain secondary airframe and/or any nacelle parts missing, operation must be in accordance with the limitations specified in the basic AFM, and as amended by the CDL |
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Flicker may occur on the MFD with a large number of FMS symbols selected for display and larger ranges selected. To manually de-clutter the MFD |
- Reduce range selected - Deselect TCAS overlays - Deselect radar/terrain overlays - Deselect some of the FMS symbology |
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Max Ramp Weight (MRAMP) |
75,250 lb |
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Max Takeoff Weight (MTOW) |
75,000 lb (may be further limited due to performance considerations) |
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Max Landing Weight (MLW) |
67,000 lb |
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Max Zero Fuel Weight (MZFW) |
62,300 lb |
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Min Flight Weight |
42,000 lb |
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Min Operating Empty Weight |
39,835 lb |
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CAT II OP's 1 |
CAT II approaches must be conducted with the autopilot on and coupled to the FO's side |
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CAT II OP's 2 |
An ILS approach to CAT II minima must not be commenced or continued unless all required airborne equip, and their ground installations, are operating satisfactorily |
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CAT II OP's 3 |
A go-around must be executed if any required equip fails or become inoperative when adequate visual landing reference has not been established |
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CAT II Equipment Engines |
Both must be operating normally |
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CAT II Equipment VHF NAV1 and 2 |
Both must be operational |
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CAT II Equipment VHF COM 1 and 2 |
Both must be operational |
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CAT II Equipment PFD 1 and 2 |
One PFD available and operational for each side |
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CAT II Equipment STAB Channel 1 and 2 |
One channel must be operational |
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CAT II Equipment Radio Altimeter(s) |
Must be operational, with display on both sides. On aircraft with dual installation, both must be operational |
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CAT II Equipment AHRS 1 and 2 |
Both must be operational |
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CAT II Equipment ADC 1 and 2 |
Both must be operational |
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CAT II Equipment FD 1 and 2 |
Both must be operational |
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CAT II Equipment EFIS Comparator Monitors |
Must be operational |
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CAT II Equipment AFCS Pitch Trim |
Must be operational |
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CAT II Equipment Autopilot |
Must be operational |
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CAT II Equipment Yaw Damper 1 and 2 |
Both must be operational |
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CAT II Equipment Hydraulics (3) |
All systems must be operational |
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CAT II Equipment Electrics |
Two generators on and sharing load, i.e., 2 main generators, or 1 main generator and the APU generator on. A performance penalty applies when the APU is operating |
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CAT II Equipment Windshield wipers |
Both must be operational |
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CAT II Equipment Windshield and Window heat |
All must be operational |
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Enhanced Ground Proximity System (EGPWS) General |
Must be operated in accordance with MANEUVERS and SYSTEMS Pilots are authorized to deviate from their current ATC clearance to extent necessary to comply with an EGPWS warning |
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Enhanced Ground Proximity System (EGPWS) System Limitations |
-The terrain database, terrain displays and alerting system do not account for man-made obstructions, except known obstructions -Airplane nav must not be predicated upon the use of the terrain display -select GRND PROX, TERRAIN switch OFF when within 15 NM of airport to avoid EGPWS alerts |
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Enhanced Ground Proximity System (EGPWS) Terrain Avoidance Maneuvering |
-The terrain display provides situational awareness only, and may not provide the accuracy and/or fidelity upon which to solely base terrain avoidance maneuvering - Only vertical maneuvers are recommended to escape EGPWS alert |
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Enhanced Ground Proximity System (EGPWS) Both GPS Inoperative |
-With both GPS sensors inop, the GRND PROX, TERRAIN switch should be selected to OFF unless the FMS position has been updated within five minutes prior to takeoff -With both GPS sensors inop the terrain awareness alerting and display system must be inhibited by selecting GRND PROX, TERRAIN switch OFF during QFE operations |
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Stall Protection System (SPS) |
Both stall Protection System switches must remain on for all phases of flight |
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Continuous Ignition must be used during |
- 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 |
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Warm Up The engines must remain at IDLE until |
oil pressure reaches normal operating range |
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Warm Up 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 |
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Thrust Reversers |
- Approved for ground use only, activation of the reverse thrust is Prohibited in flight - 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 - Backing up aircraft with reverse in prohibited |
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Thrust Reverser Operation Touchdown speed - 75 KIAS |
MAX |
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Thrust Reverser Operation Below 75 KIAS |
60% N1 |
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Before the first flight of the day, when the aircraft is cold-soaked at an ambient temp 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 |
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Engine Operating Procedure Wind Limit 30* either direction from aircraft nose |
No windspeed limit |
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Engine Operating Procedure Wind Limit Greater than 30* from aircraft nose Less than 5 kts windspeed |
Method A, B, or C |
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Engine Operating Procedure Wind Limit Greater than 30* from aircraft nose 5 - 30 kts windspeed |
Method B or C (Do NOT exceed 75% N1 before brake release) |
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Engine Operating Procedure Wind Limit Greater than 30* from aircraft nose Greater than 30 kts windspeed |
Method C only |
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Before attempting to ground start engine, ITT must be below |
120*C |
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Before attempting to air start engine, ITT must be below |
90*C
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When oil temp transient is less than 60*C, max oil pressure is |
156 psi |
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Oil pressures should show positive value during start and may peak beyond |
182 psi (max display value. over 182 psi are displayed as amber dashes) |
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Oil pressure may be greater than 95 psi for a max of |
10 mins |
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Operating Limits CF34-8C5B1 Start N1 |
N/A |
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Operating Limits CF34-8C5B1 Start ITT |
Red Line |
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Operating Limits CF34-8C5B1 Start N2 |
0-45% |
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Operating Limits CF34-8C5B1 Start Oil Temp |
-40*C (min) |
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Operating Limits CF34-8C5B1 Start Oil Press |
Amber value for max of 10 min. |
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Operating Limits CF34-8C5B1 Idle N1 |
20-25% |
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Operating Limits CF34-8C5B1 Idle ITT |
N/A |
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Operating Limits CF34-8C5B1 Idle N2 |
55-65% |
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Minimum ALT for autopilot during takeoff |
600 ft AGL |
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Minimum ALT for autopilot for non-precision approaches |
400 ft AGL |
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Minimum ALT for precision approach: Less than or equal to 3.5* glideslope |
80 ft AGL |
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Minimum ALT for precision approach: Greater than 3.5* AND less than or equal to 4* glideslope |
120 ft AGL |
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When must the cockpit door be 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) |
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What is the procedure to be used any time the cockpit door is opened in flight? |
A challenge and response closing and locking verification procedure |
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What must happen 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 |
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Low Oil Pressure (25-45 PSI) |
Low oil pressure (amber values) when above IDLE require oil temp monitoring |
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APR Thrust |
Pilot initiated APR thrust is Prohibited (This does not prohibit the pilot from selecting APR as required for safety of flight. APR events must be logged in the AML) |
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ITT EXCEED B(B1)(C) Status Message |
Any ITT EXCEED B(B1)(C) status message must be logged in the AML |
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With the engines running and bleeds configured for takeoff, the crew must verify that: |
Target N1 values correspond to the data presented in TPS message or the charted thrust setting value up to an additional 1.0% |
