CRJ 900 CFM

Maximum airspeed for landing gear extension 220 KIAS

Maximum airspeed for landing gear retraction 200 KIAS

Maximum airspeed for which the airplane maybe flown with the landing gear extended andlocked220 KIAS

Maximum airspeed for turbulence penetration.

• 280 KIAS or0.75
• IMN,whichever islower

Maximum airspeed for windshield wiperoperation.250 KIAS

If the windshield wiper has failed in a non-parkedposition, this airplane speed must not beexceeded.250 KIAS

Maximum tire limit speed

                                  195 knots ground speed

Maximum speed for ADG operation


                           VMO / MMO

Description       PIC limit(kts.) SIC limit kts 

Maximum tailwind component for take off and landing.                   10                10

Maximum crosswind component for take off on a dry runway. (Company)35          35


Maximum crosswind component for landing on a dry runway. (Company)32        32

Maximum allowable crosswind component for takeoff and landing on a wet runway.(Company)                22               22

Maximum allowable crosswind component for takeoff and landing on a runway when the braking action is “FAIR”.(Company)20     20

Maximum allowable crosswind component for takeoff and landing on a runway when the braking action is “POOR”.(Company)15     15

Maximum allowable crosswind component for takeoff and landing on a dry runway for a crewmember on high minimums status in the CRJ-900. (Company)     25                      15

Takeoff                     Landing

9,600 ft.                   9,600 ft.

Maximum Operating Altitude

                    41,000 ft.

Maximum ambient air temperature approved for take off and landing

                       ISA +35°C

• Minimum ambient temperature approved for take off            
•                      -40°C (-40°F)

Flight must be within 60 minutes of a suitable airport if cargo is carried in either cargo compartment.

The taxi lights must be switched OFF whenever the airplane is stationary in excess of 10 minutes.

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 “Brake Cooling Requirements - BTMS Operative” on page 3.13.1.

The maximum relief differential pressure 8.7 psi

The maximum negative differential pressure -0.5 psi

During taxi, takeoff, and landing, the differential pressure must not exceed 0.1 psi

The maximum altitude for single pack operation25,000 ft.

The airplane must be completely depressurized prior to opening any of the airplane doors. To preclude possible crew and/or passenger ear damage, use of the EMER DEPRESS switch above 15,000 feet is prohibited.

Operation with the autopilot engaged is prohibited at altitudes below600 ft. AGL, except when performing the following:

• For visual and non-precision approaches, the minimum autopilot use height is 400 ft. AGL.

• For precision approaches (ILS), with both engines operating, the minimum autopilot use height is 80 feet AGL.

• For precision approaches (ILS), with one engine inoperative, the minimum autopilot use height is 110 feet AGL.

Operations with an ILS glide path angle that exceeds 3.5 degrees are prohibited.

The ADC source coupled to the active autopilot must be the same as that coupled to the ATC transponder during flight in RVSM airspace.

Altitude (ft.)         Load Limitation(kVA)  

Main Generator(Each)    APU generator             

• 0 to 41,000
•                        40                40

In flight, the maximum permissible continuous load on each TRU is 120 amps.

To protect the flight compartment CRT displays, the maximum permissible time for ground operations with DC power only is five (5) minutes.

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 POM or unless, in the judge ment of the pilot in command, that resetting or cycling of the circuit breaker is necessary for the safe completion of the flight.

When setting the MDA marker on the barometric altimeter using the DH/MDA knob on the air data reference panel, the next highest 10foot increment must be selected if the altitude is not at a 10 foot increment.

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.

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 continuos ignition are required at the same time, select the cowl anti-ice on prior to selecting continuos ignition on. (Company)

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

The wing anti-ice system must be ON for takeoff when the OAT is5°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.

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 than230 KIAS

Do not hold in icing conditions with the flaps/slats extended

Wing and/or cowl anti-ice selection is prohibited with the APU as a bleed source in manual mode

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.

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

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.

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.

Takeoff with engine fuel temperature indications below 5°C (41°F) is prohibited.

Powered cross-flow and gravity cross-flow must be off for takeoff.

1. Minimum ambient temperature for starting a cold soaked APU on the ground is -40 °C.

• 3. 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 contact or and for APU drainage.

The maximum permissible load on the APU generator is 40 kVA

APU BLEED AIR LIMITATIONSSYSTEM / CONDITION LIMITATION

Each engine may be started using the APU as a bleed air source

• Center tank fuel quantity must be monitored throughout flight.The maximum permissible fuel imbalance between the contentsof 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.
• 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.

The maximum cruise Mach number during flight in RVSM air space is 0.82.

Maximum airspeed for turbulence penetration.

280 KIAS or0.75 IMN ,which ever is lower

• The maximum relief differential pressure 8.7
• psi
• The maximum negative differential pressure -0.5 psi

During taxi, takeoff, and landing, the differential pressure must not exceed 0.1 psi

The maximum altitude for single pack operation 25,000 ft.

• The airplane must be completely depressurized prior to opening any of the airplane doors.
• To preclude possible crew and/or passenger ear damage, use of the EMER DEPRESS switch above 15,000 feet is prohibited.

The ADC source coupled to the active autopilot must be the same as that coupled to the ATC transponder during flight in RVSM airspace

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 approaches (ILS), with both engines operating, the minimum autopilot use height is 80 feet AGL.

• For precision approaches (ILS), with one engine inoperative, the minimum autopilot use height is 110 feet AGL.

Operations with an ILS glide path angle that exceeds 3.5 degrees are prohibited.

Powered cross-flow and gravity cross-flow must be off for takeoff.

1. Minimum ambient temperature for starting a cold soaked APU on the ground is -40 °C.

2. Maximum EGT (dependent upon altitude and temperature):• 0 to 100% RPM - 692°C to 1038°C

• 3. 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 contact or and for APU drainage.

Bleed Air Extraction- APU bleed air extraction is not permitted above 25,000 feet.

Engine Start during Ground Operations - No bleed air extraction limitation. Each engine may be started using the APU as a bleed air source

The maximum permissible load on the APU generator is 40 kVA.

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, which ever is longer.

Use of the HIGH PWR SCHEDULE switch is not permitted for normal operations.

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 8hours:

• 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.

• 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 wind shear 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.

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 the continuos ignition are required at the same time, select the cowl anti-ice on prior to selecting continuos ignition on. (Company)

• • 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 wind shear 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.

The starter must not be used if indicated N2 rpm exceeds 45%.

START      MAX TIME ON        FOLLOWED BY

• 1 & 2       90 seconds     10 seconds cool down
• 3 to 5      90 seconds      5 minutes cool down

START       MAX TIME ON         FOLLOWED BY

   1           120 sec                10 sec cool down 

2 to 5        60 sec                  5 min cool down

START       MAX TIME ON       FOLLOWED BY

1             90 sec                  5 min cool down

2 to 5      30 sec                  5 min cool down

• 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 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 75KIAS, 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

Using the thrust reversers to back-up the airplane, commonly referred to as Reverse Taxi Operations or Power back, is strictly PROHIBITED in all situations.

• 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.

• Use of flight spoilers with flaps positioned greater than 30 degrees is prohibited. (Company)

• Both stall protection system switches must remain on for all phases of flight.

• En-route use of slats / flaps is prohibited.

• Flight with slats / flaps extended at altitudes above 15,000 ft.is prohibited.

• 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.

• Use of flight spoilers with flaps positioned greater than 30degrees is prohibited. (Company)

• Both stall protection system switches must remain on for all phases of flight.

Affected thrust lever . . . . . . . . . . . . . . . CONFIRM and IDLE

Affected thrust lever . . . .  . . . . . . . . . . Confirm & IDLE

ADG manual deploy handle................................... Pull

Autopilot. . . . .  . . . . . . . . . . . . . . . . . . . .DISENGAGE

Aileron Controls (both) . .. . . . . . . .RELEASE PRESSURE

ROLL DISC . . . . . . . . . Confirm then PULL, TURN and LOCK

• Airplane control . . . . . . . . .. . . . . . . . . .TRANSFER
•                                    to pilot with operative aileron

Autopilot . . . . . . . . . . . . . . . . . . . . . DISENGAGE

Elevator Controls (both) . . . .  .Release differential pressure

PITCH DISC handle . . . Confirm then PULL, TURN and LOCK

• Airplane control . . . . . . . . . . . . . . . . . . TRANSFER
•                                 to pilot with operative elevator

YAW DAMPER DISC. . . . . . . .  . . . . . . . . . SELECT

Rudder pedals . . . . . . . . . . . . . . . . OVERPOWER

• Control Wheel . . . . . . . . ASSUME MANUAL                        
•                            CONTROL AND OVERRIDE
•                                     RUNAWAY

STAB TRIM DISC . . . .  . . . . . . . . . . . . . .SELECT

Oxygen masks. . . . . . . .. . . . . . Don, set to 100%

Crew communication . . . . . . . . . . . . . . .Establish

PASS SIGNS switches (both) . .... .. . . . . . . . . ON

• Descent . . . . . . . . . . . . . .  . . .Initiate to 10,000 ft.
•                                             or lowest safe altitude

Thrust levers . . . . . . . .  . . . . . . . . . . . . . . . . IDLE

Flight spoilers . . . . . . .. . ..  .. . . . . . . . . . . . . MAX

Controls . . . . . . . . . . . . .. Assume manual control and          counter aircraft motion using hand wheel inputs

YAW DAMPER, DISC button . . . . . . .. . .Select to                  disconnect both yaw dampers