Limitation

Maximum Altitude for operation after an in flight depressurization is 10,000 feet MSL unless MEA or other constraints require a higher altitude. 

Vmo = 320 

Mmo = .78

250 Knots

• 250 KIAS or .63 whichever is lower.
• 200 KIAS at or below 10,000 feet. 

• Landing Gear Extension: 250 KIAS
• Landing Gear Extended:  250 KIAS
• Landing Gear Retraction: 250 KIAS

• 9 Degrees:      250 KIAS
• 18 Degrees     200 KIAS
• 22 Degrees     200 KIAS
• 45 Degrees     145 KIAS*

160 KIAS

A full or nearly full rudder deflection in one direction followed by a full or nearly full deflection in the other direction, even at speeds below design maneuvering speed "200", can dramatically increase the risk of structural failure of the vertical stabilizer or the rudder. 

Momentary airspeed excursions "above 145 KIAS" that are due to to wind gusts or turbulence are allowed up to 155 kts. with no crew or maintenance action required. 

Steady state operation over 145 kts. is not allowed and must be entered into the AML.

Maximum Operation Altitude:       37,000 ft.

Minimum Takeoff and Landing Pressure Altitude:                                   -1,000 ft. 

Maximum Takeoff and Landing Pressure Altitude:                                   8,000 ft.

• Minimum:                        -40 degrees C SAT
• - In the event of a landing below -40 C SAT the aircraft may not takeoff without further maintenance inspection. 
• - TAT in cruise flight above 25,000 ft. is limited to -45 degrees C. 

Icing conditions exist when the OAT is 10 C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals)

Icing conditions also exist when the OAT is 10 C or below when operation on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze the engines, nacelles or engine sensor probes.

Icing conditions exist whenever the TAT, is 10 C or below and visible moisture in any form is present (such as clouds, fog with visibility one mile or less, rain, snow, sleet and ice crystals).

On ground, do not rely on visual icing evidence or ice detector actuation to turn the Anti-Icing System. Use the temperature and visual moisture criteria as  specified above. Delaying the use of the Anti-Icing System unit ice build-up is visible from the cockpit may result in ice ingestion and possible engine damage.

Notwithstanding ice detector monitoring, the crew remains responsible for monitoring icing conditions and for manual activation of the Ice Protection System if icing conditions are present and the Ice Detection System is not activating the Ice Protection System.

• Minimum Temperature for Manual Anti-icing Operation.............................-40 C
• Maximum Temperature for Manual Anti-icing Operation.............................10 C

Use Static Air Temperature (SAT) on the ground and takeoff

Use TAT for operations in flight. 

There is no temperature limitation for the automatic Anti-Icing System operation.

A runway is considered "Contaminated" when  more the 25% of the required field length, within the width being used, is covered by:

• . More than 1/8th inc (3mm) of:
•   - standing water,
•   - slush or
•   - wet snow

• . More than 3/4 inches (19 mm) of dry snow
• . Compacted snow
• . Ice
•  

200 Feet

500 Feet

Descent below Minimum Descent Altitude on a Non-Precision Approach with the autopilot engaged is prohibited.

Single engine go-around with the autopilot engaged is prohibited. 

Approach mode selection during localizer capture in allowed only when aircraft is inbound. 

When crossing the Outer Marker on glideslope, the altitude must be verified with the value on the published procedure. 

For aircraft with a single operating glideslope receiver, the approach may be flown using normal procedures no lower than Localizer Only MDA.

For aircraft with two operating glideslope receivers, the aircraft may be flown to the published minimums for the approach using normal procedures if both glideslope receivers are tuned to the approach and both crew members are monitoring the approach using independent data and displays. 

Yaw Damper operation is not authorized for:

Takeoff to 500 feet

Landing 

Cooling Period:

Between Three Consecutive Attempts:

1 Minute Off

Between Two Series of Three Consecutive Attempts:

30 Minutes OFF

The aircraft must not be moved when the AHRS is in the initialization mode until all attitude and heading information presented on the PFD is displayed. 

Run each engine for a minimum of one minute at idle or taxi thrust before shutdown. 

The minimum dispatch oil quantity is eight quarts before Engine Start or seven quarts after Engine Start.

The engines must be allowed to run at low thrust to stabilize engine temperatures before takeoff thrust is selected. Run the engines at idle or taxi thrust a minimum of four minutes for cold engines and tow minutes for warm engines. An engine is considered cold if it has been shutdown for more than 90 minutes. 

Prior to increasing N2 above 83% the engine oil temperature must be a minimum of 40 degrees C.

However, in lieu of this minimum oil temperature limit, it is acceptable to either:

• Option I    Run the engines at idle or taxi thrust limit for at least eight minutes prior to increasing N2 above 83%.
•                                    
•                                OR

Option II    In addition to the minimum two or four minutes warm up time, perform the takeoff by advancing the thrust levers to 88% N2 with toe brakes applied and ensure that the oil pressure is 83 PSI or less before releasing the brakes and advancing the thrust levers to the Thrust Set position.

ITT (C):               948 Degrees C

N1 (%) max:        100

N2 (%) min-max:  57.0 - 102.4

ITT (C):                901

N1 (%) max:         100

N2 (%) min-max    57.0 - 102.4

Engine Start ITT (C)  800 Degrees C

Engines may operate in the amber range up to 115 psi for five minutes in all thrust modes. Operations on the amber mode above 115 psi and up to 155 psi in permitted for up to two minutes. Total time in the amber range may not exceed five minutes. Operation in the red range is not authorized for any aircraft. Any exceedance must be monitored and logged in the AML by crew. 

-40 Degrees C

40 degrees C. If oil temperature is less than 40 degrees C perform Engine Warm Up Prior to Takeoff Procedure located in this section. 

Starting or Dry Motoring:

Up to 5 minutes ON, 5 minutes OFF

OR

• First to Fourth Cycles 1 min. ON, 1 min. OFF
• Following Cycles       1 min. ON, 5 min. OFF

20,000 Feet MSL

• FAA AD 2002-26-51
• "Every single time the electromechanical gust lock lever is set to the unlock position, the elevator movement must be checked. This check must be performed no sooner than 10 seconds after positioning the Gust Lock Lever to the fully forward unlocked position by moving the control column from the full up stop to the full down stop and back to the full up stop."

Maximum Airspeed after Takeoff/During Climb without Retrimming...................160 KIAS

• Landing Gear..................................UP
• Flaps.............................................UP

• Minimum Airspeed (Icing Conditions Only)
• 200 KIAS

Thrust reversers are intended for use during rejected takeoff and landings only.

• Maximum reverse thrust MUST be used:
• -Whenever stopping distance is deemed to   be critical and its use will prevent runway excursion. 
• - When landing on runways with "Fair" or "Poor" braking action reported unless the appropriate landing distance penalty "Flip Card" is applied. 

• Idle reverse MAY be used on:
• - Dry runways 7,000 ft. or shorter (usable length)
• -Wet runways
• -Whenever braking action is reported as good.

• Thrust reverser use is PROHIBITED for:
• - Power-back operations
• - Taxi operations
• - Thrust levers stabilized in any intermediate position between IDLE reverse and MAXIMUM reverse. 

Takeoff and Landing.........................30 kts

Max Takeoff and Landing tailwind component:

10 KTS