FAA FLIGHT STANDARDIZATION BOARD (FSB) REPORT

BOMBARDIER CL-600-2B19 (CRJ100/200/440)

 BOMBARDIER CL-600-2C10 (CRJ700/701/702)

BOMBARDIER CL-600-2D15 (CRJ705)

BOMBARDIER CL-600-2D24 (CRJ900)

Revision 5 : March 3, 2009

APPROVED:                                                             Date: 03/03/2009

Gene Hartman

Chairman, Bombardier Regional Jet Flight Standardization Board

 

 

Federal Aviation Administration

Aircraft Evaluation Group (LGB AEG)

3960 Paramount Boulevard, Suite 100

Lakewood, CA 90712-4137

 

Telephone: (562) 627-5317

FAX (562) 627-5281

CONTENTS

1. Purpose and Applicability

4

2. Pilot “Type Rating” Requirements

6

3. “Master Common Requirements” (MCRs)

7

4. “Master Difference Requirements” (MDRs)

8

5. Acceptable “Operator Difference Requirements” (ODRs) Tables

8

6. FSB Specifications for Training

9

7. FSB Specifications for Checking

13

8. FSB Specifications for Currency

15

9. Aircraft Regulatory Compliance Checklist

15

10. FSB Specifications for Devices and Simulators

17

11. Application of FSB Report

17

12. Miscellaneous

18

Appendix 1 - MDR Table

19

Appendix 2 – Acceptable ODR Tables

20

Appendix 3 – Compliance Checklist (Cl-600-2b19)

77

Appendix 4 – Compliance Checklist (Cl-600-2c10)

87

Appendix 5 – Compliance Checklist (Cl-600-2d24)

110

Appendix 6 – Bombardier Update to Compliance Checklist (Cl-600-2d24)

207

Appendix 7 – Head-Up Guidance System (HGS)

221

REVISION RECORD

Revision No.

Section

Page #s

Date

Original

All

All

11/30/92

1

All

All

02/16/01

2

1-13

1-20

12/10/02

2

App. 1

21-22

12/10/02

2

App. 2

23-62

12/10/02

2

App. 5

97-168

12/10/02

2

App. 6

169-174

12/10/02

3

All

All

10/07/05

4

App.7

205-210

10/25/06

5

App. 7

221-225

DRAFT

Highlights of Revision 4

This report is a minor revision to the FSB report.  This revision adds Models CL-600-2D15 and CL-600-2D24 to Appendix 7.  Pagination errors and table of contents were corrected.

Highlights of Revision 5

Revision 5 revises Appendix 7 to bring the nomenclature and training standards up to current language and techniques standards.

PURPOSE AND APPLICABILITY

1.1.    The purpose of this report is to specify FAA master training, checking, and currency requirements applicable to crews operating Bombardier Model CL-600-2B19 (CRJ100/200), Model CL-600-2C10 (CRJ700), Model CL-600-2D24 (CRJ900) and Model CL-600-2D15 (CRJ705) airplanes. The CL-600-2C10 is a variant of the CL-600-2B19 and has not been significantly altered except for a fuselage plug, leading edge slats, and FADEC engines. The CL-600-2D24 is a variant of the CL-600-2B19 and has not been significantly altered except for two fuselage plugs, leading edge slats, FADEC engines and two additional overwing exits.  In 2005, Bombardier added wing and airframe performance improvements to the Model CL-600-2D24, and ceased production of earlier CRJ-900 versions. The CL-600-2D15 is type certified as a 75-seat version of the improved CRJ-900 airplane. It is identical to the CL-600-2D24 in all other aspects.  This report will aid 14 CFR part 121 or 125 Operators, FAA Principal Operations Inspectors (POIs), and 14 CFR part 142 training centers and their FAA Training Center Program Managers (TCPMs) in the development and approval of 14 CFR part 121 and 142 training programs. Provisions of this report are effective until amended, superseded, or withdrawn by subsequent FSB determinations

1.2.    This report also addresses certain issues regarding the operation of the BombardierCL-600-2B19 (CRJ100/200), CL-600-2C10 (CRJ700), CL-600-2D24 (CRJ900) and CL-600-2D15 (CRJ705) other than under 14 CFR part 121 (i.e. Pilot Type Rating).  Provisions of the report include:

1.2.1.    Definition of the pilot “type rating”,
1.2.2.     Description of “Master Common Requirements” (MCRs),
1.2.3.    Description of “Master Differences Requirements” (MDRs) for crews requiring differences qualification for mixed-fleet-flying or transition,
1.2.4.    Examples of acceptable “Operator Difference Requirements” (ODRs) Tables,
1.2.5.    Description of an acceptable training program and device characteristics when necessary to establish compliance with pertinent Master Differences Requirements (MDRs).
1.2.6.    Setting checking and currency standards, including specification of those checks that must be administered by FAA or operators, and
1.2.7.    A listing of regulatory compliance status (compliance checklist) for 14 CFR parts 91, 121, and 125, Advisory Circulars, and other operationally related criteria that was reviewed and evaluated by the Aircraft Evaluation

Group (AEG) or Flight Standardization Board (FSB). 14 CFR Part 135 was not evaluated by the FSB, as it was determined to not be applicable.

1.3.    This report also provides:

1.3.1.    Minimum pilot training requirements that must be applied by FAA field offices, (e.g. MDRs, Type Rating designations, etc.),
1.3.2.    Information which is advisory in nature, but may be mandatory for particular operators if the designated configurations apply and if approved for that operator (e.g. MDR footnotes, acceptable ODR Tables), and
1.3.3.    Information, which is used to facilitate FAA review of an airplane type, proposed for use by an operator.

Various sections within this report are qualified as to whether compliance (considering the provisions of AC 120-53) is required or is advisory in nature.

1.4.    Relevant acronyms are defined as follows:

AC
Advisory Circular
ACO
Aircraft Certification Office
ADG
Air Driven Generator
AEG
Aircraft Evaluation Group
AFCS
Automatic Flight Control System
AFM
Airplane Flight Manual
AHRS
Attitude Heading and Reference System
AOM
Aircraft Operating Manual
AP
Autopilot
APR
Automatic Performance Reserve
ARP
Air Data Reference Panel
ATP
Airline Transport Pilot
BA
Bombardier Aerospace
BTMS
Brake Temperature Monitoring System
CBT
Computer Based Training
CDU
Control Display Unit
CFR
Code of Federal Regulations
CMO
Certificate Management Office
CPT
Cockpit Procedures Trainer
DCP
Display Control Panel
DRP
Display Reversionary Panel
EFIS
Electronic Flight Instrument System
EGPWS
Enhanced Ground Proximity Warning System
EICAS
Engine Indicating and Crew Alerting System
FAA
Federal Aviation Administration
FADEC
Full Authority Digital Electronic Control
FCP
Flight Control Panel
FMA
Flight Mode Annunciator
FMS
Flight Management System
FSB
Flight Standardization Board
FTD
Flight Training Device
GPWS
Ground Proximity Warning System
HCP
Head-up Guidance Control Panel
HGS
Head-up Guidance System
IRS
Inertial Reference System
JAA
Joint Aviation Authorities
MCR
Master Common Requirement
MDR
Master Difference Requirement
MFD
Multi-Function Display
NSP
National Simulator Program
ODR
Operator Difference Requirement
PCU
Power Control Unit
PFD
Primary Flight Display
POI
Principal Operations Inspector
PRM
Pilot Reference Manual
PTS
Practical Test Standards
PTT
Part Task Trainer
QRH
Quick Reference Handbook
RTU
Radio Tuning Unit
SSP
Source Selector Panel
TCCA
Transport Canada Civil Aviation
TCAS
Traffic Alert and Collision Avoidance System
TCPM
Training Center Program Manager
WOW
Weight on Wheels

2.    PILOT “TYPE RATING” REQUIREMENTS

2.1.    In accordance with the provisions of 14 CFR parts 1, 61, and 121, the same pilot type rating is assigned to the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15, and is designated "CL-65".

2.2.    The CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 are not considered variants or derivatives of the Bombardier Challenger airplanes [CL-600-1A11 (CL-600), CL-600-2A12 (CL-601/601-3A/-3R), and CL-600-2B16 (CL-604)], for pilot type rating purposes.

3.    “MASTER COMMON REQUIREMENTS” (MCRs).

3.1.    Master Common Requirements for all CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 airplanes

3.1.1.    Aircraft approach categories – 14 CFR part 97.3.

Aircraft

Landing Flap

Category

CL-600-2B19

45 degrees

D

CL-600-2C10

45 degrees

C

CL-600-2D24

45 degrees

C/D

CL-600-2D15

45 degrees

C/D

3.1.2.    The CL-600-2D24 and CL-600-2D15 aircraft are offered in three versions: standard (Std), extended range (ER) and long range (LR). The VREF at the maximum landing weight associated with the Std and ER versions satisfies Category C requirements. The LR version has an increased maximum landing weight such that its associated VREF brings the airplane to approach Category D. A supplementary AFM short field landing procedure that utilizes a reduced Vref will be available to the operators as an option. When utilized, the approach speed associated with maximum landing weight satisfies the Category C requirement for the LR aircraft.
3.1.3.    Normal “Final Landing Flap Setting”- 14 CFR part 91.126 (c).  The normal “final landing flap setting” is 45 degrees.
3.1.4.    Maximum Flap Speed Vfe. – The CL-600-2B19 does not have leading edge slats. The CL-600-2C10, CL-600-2D24 and CL-600-2D15 have flaps and slats. Maximum extension speeds are listed in the table below:

Flap Setting (degrees)

CL-600-2B19

CL-600-2C10

CL-600-2D24

CL-600-2D15

1

N/A

230 KIAS

230 KIAS

230 KIAS

8

230 KIAS

230 KIAS

230 KIAS

230 KIAS

20

230 KIAS

230 KIAS

220 KIAS

220 KIAS

30

185 KIAS

185 KIAS

185 KIAS

185 KIAS

45

170 KIAS

170 KIAS

170 KIAS

170 KIAS

3.1.5.    Minimum Height for use of the Autopilot – 14 CFR part 121.579. The minimum height for the use of the autopilot following takeoff is 600 feet AGL.
3.1.6.    Procedure Knowledge:
3.1.6.1.    Takeoff Profiles: The takeoff profiles are similar for all four models. The only takeoff profile procedural difference between the four models is that the CL-600-2C10, CL-600-2D24 and CL-600-2D15 have one additional callout, “flaps 1” for flap retraction.

4.    "MASTER DIFFERENCE REQUIREMENTS” (MDRs)

4.1.    Master Difference Requirements (MDRs) for the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 are shown in Appendix 1. Appendix 1 provisions apply when differences between variants exist which affect crew knowledge, skills, or abilities related to flight safety (e.g., Level A or greater differences).

5.    ACCEPTABLE “OPERATOR DIFFERENCE REQUIREMENTS” (ODRs) TABLES

5.1.    ODR tables are used to show an operator's compliance method.  Acceptable Operator Difference Requirements tables for operators conducting mixed fleet operations, using the particular combination of CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 variants evaluated, are shown in Appendix 2. The ODR tables represent an acceptable means to comply with MDR provisions, for the airplanes evaluated, based on those differences and compliance methods shown.  The tables do not necessarily represent the only acceptable means of compliance for operators with airplanes having other differences, where compliance methods (e.g., devices, simulators, etc.) are different, or for combinations of airplanes not evaluated. For operators flying variants, which are the same as the airplanes used for the ODR table development, and using the same compliance methods, the ODR tables in Appendix 2 have been found acceptable, and therefore, may be approved by a POI for a particular operator.

5.2.    Operator Preparation of ODR Tables. Operators flying “mixed fleet” variants with differences not shown on, or addressed by, the acceptable ODR tables attached in Appendix 2, or operators seeking different means of compliance, must prepare and seek FAA approval from their POI of specific ODR tables pertinent to their fleet. The POI should coordinate this with the FSB Chairman.

5.3.    ODR Table Coordination.  New ODR tables proposed by operators should be coordinated with the FSB prior to FAA approval and implementation.  Through this coordination, the FSB can ensure consistent treatment of variants between various operators’ ODR tables and compatibility of the MDR table with MDR provisions.

5.4.    ODR Table Distribution.  Originally approved ODR tables are retained by the operator. Copies of approved CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 ODR tables are retained by the Certificate Management Office (CMO).  Copies of all approved ODR tables should be forwarded to the FSB Chairman, Long Beach Aircraft Evaluation Group (AEG).

6.    FSB SPECIFICATIONS FOR TRAINING

6.1.    General

6.1.1.    The provisions of this section of the report apply to programs for airmen having previous experience in 14 CFR Part 121 or 14 CFR Part 135 air carrier operations and multi-engine transport turbojet or turboprop aircraft.  Additional requirements, as determined by the operator's POI, the FSB, and AFS-200, may be necessary for airmen not having such experience.
6.1.2.    CL-600-2B19, CL-600-2C10, CL-600-2D24, and CL-600-2D15 Full Course (Initial) Programs. Principal Inspectors of operators initially introducing a CL-600-2B19, CL-600-2C10, CL-600-2D24 or CL-600-2D15 aircraft may approve programs consistent with programs previously approved. However, when such programs are approved, operators should be aware that if variants are to be added or differences are to be introduced, ODR table development and FAA approval is necessary prior to operation of those airplanes with differences.  For information regarding previously approved programs, FAA Principal Inspectors of other existing CL-600-2B19, CL-600-2C10, CL-600-2D24, CL-600-2D15 operators may be consulted.  In the event of uncertainty regarding evaluation of a proposed program, the FSB chairman should be consulted.

6.2.    Initial, Transition and Upgrade Training

6.2.1.    Pilots: Initial, Transition and Upgrade Ground Training –14 CFR part 121.419. Initial, transition, or upgrade ground training for the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 is accomplished as specified by 14 CFR part 121.419 and/or SFAR 58 (AQP). No unique provisions or requirements are specified. However, when both variants are flown, appropriate instruction in systems differences will be required for both airplanes, consistent with MDR provisions. Training program hours may be reduced as specified in FAR 121.405, but not in a manner that invalidates compliance with provisions of MDRs.
6.2.2.    Pilots: Initial, Transition and Upgrade Flight Training –14 CFR part 121.424. Initial, transition, or upgrade flight training for the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 is accomplished as specified by 14 CFR part 121.424 and/or SFAR 58 (AQP). No unique provisions or requirements are specified. However, when both are variants flown, appropriate flight training is to suitably address both airplanes, consistent with MDR provisions. Training program hours may be reduced as specified in FAR 121.405, but not in a manner which invalidates compliance with provisions of MDRs.
6.2.3.    Areas of Emphasis - The FSB has identified several airplane systems and/or procedures that should receive special emphasis in an approved CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 training program.
6.2.3.1.    During systems integration training:
a) Flight Control Panel (FCP)
b) Flight Mode Annunciator (FMA)
c) Flight Management System (FMS)
d) Engine (or thrust) Mode Annunciator
e) Full Authority Engine Digital Control (FADEC) (if applicable)
6.2.3.2    During flight training (Full Flight Simulator or Airplane):
a) Aileron PCU Runaway
b) Dual Hydraulic System Malfunctions (System 1 or 2 AND 3)
c) Air Driven Generator (ADG) Deployment
d) Dutch Roll (with yaw-dampers operative and inoperative)
1) High Altitude / Slow Speed
2) 10,000 feet / Landing Configuration
e) ILS Approach on Standby Instruments
f) Landing with Ground Lift Dumpers (GLD) not deployed.
g) Balked landing/low energy go-around
h) Effects of wing leading edge contamination
i) Inadvertent Thrust Reverser Deployment
j) Wind shear
k) Airplane emergency equipment use, especially PBE
l) Hazardous weather and winter operations
m) PFD, MFD, EICAS reversionary modes
n) GPS (If applicable)
o) HGS (If applicable)
p) EGPWS
q) TCAS
6.2.4.    Training for Seat Dependent Tasks - Accomplishment of certain tasks, procedures, or maneuvers require training of a crewmember for a particular crew position (i.e. captain, first officer, check airman, etc.).  Training programs should recognize and address the necessary seat/position related tasks for the applicable crewmember. Accordingly, training programs should address seat dependent tasks or maneuvers to the extent necessary to satisfy crew qualification objectives.
6.2.5    Special Event Training - Special event training is recommended for the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15.  Such training should be conducted to improve basic crewmember understanding and confidence regarding airplane handling qualities, options and procedures as these relate to design characteristics and limitations.  Examples of this training could include the following:
a)     Recovery from unusual attitudes
b)     Handling qualities and procedures during recovery from an upset condition (e.g., wake vortex encounter).
c)     Operation of aircraft in icing environments including super cooled liquid droplet (SLD) events.
6.2.6     Controlled Flight Into Terrain (CFIT) - Due to continued industry efforts to reduce exposure to CFIT accidents, special emphasis on this topic is appropriate. Emphasis on altitude awareness, EGPWS warnings, situational awareness and crew coordination is appropriate.
6.2.7     Head-up Guidance System (HGS) - See Appendix 7.

6.3.     Differences training -14 CFR part 121.418 - Differences training is necessary for qualification in each variant, as shown in the MDR, unless an initial or transition program is completed for each variant. A training program addressing pertinent differences described by individual operator ODRs, including normal, non-normal, and alternate operations, is required for each variant flown.  Samples of acceptable differences programs are shown in Appendix 2.

6.4.     Recurrent Training -14 CFR part 121.427 - Recurrent training must include appropriate training in accordance with FAR 121.427 and/or SFAR 58 (AQP) for each variant.  Recurrent training must be in accordance with the initial differences training specified by MDR and ODR tables unless otherwise approved by the POI.

6.4.1.     Recurrent Ground Training Time Reductions - If recurrent ground training is reduced below programmed hours required in FAR 121.427(c), in accordance with FAR 121.405, such reductions must be consistent with MDR and ODR table provisions.
6.4.2.     Recurrent Flight Training - Recurrent flight training requires appropriate maneuvers and procedures identified in FAR 121 Appendix E or as otherwise described in this report or approved for an AQP in accordance with SFAR 58.  Maneuvers and procedures addressed must account for each variant operated. ODR table provisions identify differences in maneuvers or procedures between variants, which must be addressed in the operators recurrent program.  As permitted by FAR 121.427(d)(1)(ii), satisfactory completion of a proficiency check, in accordance with FAR 121 Appendix F, may be substituted for training.

6.5.    Other Training

6.5.1.     Flight Attendant Initial and Transition Ground Training should be accomplished in accordance with 14 CFR part 121.421. Initial and Transition Ground Training must include a competence check to determine flight attendant ability to perform assigned duties and procedures on the CL-600-2B19, CL-600-2C10,
6.5.2.     CL-600-2D24 and CL-600-2D15 airplanes.  The competence check must address any difference in doors, slides, communications, and each piece of emergency equipment and each emergency procedure unique to each variant.

NOTE: For Model CL-600-2B19, aircraft prior to serial number 7457 have main passenger entry doors that open somewhat slower than main passenger entry doors on aircraft serial number 7457 and subsequent. The aircraft serial number 7457 and subsequent door design is known as a “Phase IV” door, which will touch the ground approximately 10 seconds after being opened. All Models CL-600-2C10, CL-600-2D24 and CL600-2D15 aircraft have “Phase IV” passenger doors.

6.5.3.     Aircraft Dispatcher Initial and Transition Ground Training should be accomplished for each variant in accordance with 14 CFR part 121.422. Where variants have different performance, procedures, or limitations (i.e. flex thrust, CAT III, etc.) dispatchers must be trained to suitably address those differences.
6.5.4.     Initial Operating Experience (IOE) should be accomplished in accordance with 14 CFR part 121.434.
6.5.5.     Line Oriented Flight Training - 14 CFR part 121.409(b)(3)- When operators have LOFT programs, and variants are approved, POIs must review LOFT programs to ensure applicability for each variant.

7.     FSB SPECIFICATIONS FOR CHECKING

7.1.    General

7.1.1.     Checking Items -Knowledge, procedures, and maneuvers specified by 14 CFR part 61, part 121 - Appendix F, FAA Order 8400.10, FAA Practical Test Standards (PTS) or SFAR 58 evaluations pertinent to multi-engine turbojet transport aircraft apply. 14 CFR part 121 checking items are accomplished as specified by MDRs and ODRs to qualify in pertinent variants.
7.1.2.     Areas of Emphasis - The following areas of emphasis should be demonstrated during checking:
7.1.2.1.     Proficiency in manual and automatic flight in normal, abnormal and emergency situations must be demonstrated at each proficiency check by all crewmembers, and
7.1.2.2.    The use of manual system modes (electrical, fuel, hydraulics, pressurization, etc.) and backup equipment (i.e. ADG) must be demonstrated at each proficiency check by all crewmembers.
7.1.3.     No Flap Approaches and Landings - Demonstration of a no flap approach and landing during a 14 CFR part 61 Appendix A or 14 CFR part 121 Appendix F check is required per the Airline Transport Pilot and/or Type Rating Practical Test Standards - FAA-S-8081 Area of Operation VI, Task F. The “Flap 1” (slats 20 / Flaps 0) position should be used for this demonstration in the CL-600-2C10, CL-600-2D24, and CL-600-2D15. In accordance with Order 8400.10, when the flight demonstration is conducted in an airplane, versus a simulator, touchdown from a no flap approach is not required. The approach should be flown to the point where the inspector or examiner can determine whether the landing would or would not occur in the touchdown zone.

7.2     Type Ratings

7.2.1     Oral and Written Tests - Unless otherwise specified by ODR tables, an oral or written portion of a type rating practical test need only address the variant to be flown or to be used to conduct the test, as determined by the inspector/examiner conducting the test.
7.2.2     Airmen may complete the necessary type rating practical test of 14 CFR part 61, part 121, Appendix F, FAA Order 8400.10, FAA Practical Test Standards or SFAR 58 evaluations in either variant for issuance of a “CL-65” pilot type rating. However, before airmen serve as PIC under FAR 121 or 125 in a variant other than that in which a type rating practical test was completed, checking for differences in accordance with MDR provisions must be completed.
7.2.3     Additional Factors for Practical Tests for Applicants Not Employed Under CFR 14 part 121.
7.2.4     A practical test for an applicant not employed under FAR 121 (e.g. issuance of a type rating under FAR 61 or FAR 142) must be conducted in a variant of the same group that the applicant was trained under.

7.3  Proficiency Checks

7.3.1     General - Proficiency checks are administered as designated in CFR 14 part 61.58, part 121.441, part 121 Appendix F, or in accordance with an approved AQP program.  Each check should assess knowledge and acceptable levels of skill, considering the variant flown and crew position. Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in 14 CFR part 121.433(c).
7.3.2   Alternating Proficiency Checks for CL-600-2B19,  CL-600-2C10, CL-600-2D24, and CL-600-2D15. For mixed-fleet-flying proficiency, checks should alternate between variants each six months for PICs and annually for other flight crewmembers. The CL-600-2C10, CL-600-2D24 and CL-600-2D15 may be considered as one variant for alternating proficiency checks with the CL-600-2B19. In other words, a pilot may take a proficiency check in the CL-600-2B19, then, six months later, take a proficiency check in either the CL-600-2C10, CL-600-2D24 or CL-600-2D15 or vice versa.  When such alternating airplane checks are accomplished, the differences may be satisfied by ground training, written questionnaire, oral review, or other method approved by the POI.  However, such simplified programs may not be approved if they result in progressive loss of knowledge or skills related to particular differences over successive recurrent periods.
7.3.3   CFR 14 part 61.58 Proficiency checks, which do not pertain to CFR 14 part 121Proficiency checks which may be required in accordance with CFR 14 part 61.58, but which do not pertain to part 121 operations, must be administered using the same variant as the airplane intended to be flown (e.g. an airman intending to fly a CL-600-2B19 should take a proficiency check in a CL-600-2B19 simulator).
7.3.4     Line Checks - FAR 121.44 Line checks completed in the CL-600-2B19, CL-600-2C10, CL-600-2D24 or CL-600-2D15 will satisfy requirements for all four airplanes.
7.3.5     Head-up Guidance System (HGS) When HGS use is approved, checking must include suitable demonstration of HGS use for modes and phases of flight authorized.  Checking standards for HGS are equivalent to those for non-HGS operations. Periodic assessment of non-HGS skills should also be demonstrated; therefore each check airman/inspector may request that authorized maneuvers be performed without use of HGS (e.g. if manual CAT II F/D operations are authorized, the airman being checked may be requested to perform the maneuver without HGS). See appendix 7.

8.     FSB SPECIFICATIONS FOR CURRENCY

8.1.    Currency (Recency of Experience) is in accordance with 14 CFR part 121.439.  Currency is considered to be common for the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15.  Separate tracking of currency for the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 is not necessary or applicable.

9.     AIRCRAFT REGULATORY COMPLIANCE CHECKLIST

9.1.   Compliance Checklists (Appendixes 3, 4, 5, & 6) - Compliance checklists are provided as an aid to FAA Certificate Management Offices (CMOs) to identify those specific rules or policies for which compliance has already been demonstrated to FAA for a particular type, variant, or variant group.  The checklist also notes rules or policies that remain to be demonstrated to CMOs by operators.  Not all rules or policies or variants are necessarily listed or addressed. When differences exist between the variant(s) evaluated with the compliance checklist and variant(s) used by an operator, the CMO must evaluate those differences and approve use of the variant, if that variant provides compliance with FARs and FAA policies.  It remains the responsibility of the operator to show compliance to their FSDO or CMO, and for the FSDO or CMO to review compliance with pertinent rules and policies not addressed in the compliance checklists shown in Appendix 3, 4 , 5, or 6, prior to CFR 14 Part 121 or 125 approval of an operator for use of the CL-600-2B19, CL-600-2C10, CL-600-2D24 or CL-600-2D15. 14 CFR Part 135 was not evaluated by the FSB, as it was determined to not be applicable.

9.2     Discussion of Specific Compliance Checklist Items

9.2.1     Emergency Evacuation - All the listed emergency evacuation findings accomplished under simulated demonstration were completed in accordance with 14 CFR part 25.803 and are credited under 14 CFR part
9.2.2     121.291 for configurations and passenger capacities specified below and in FAA Order 8400.10, Vol. 3, Chapter 10, Section 7.
a) CL-600-2B19 – This model aircraft has demonstrated, under simulated full-scale emergency evacuation tests, successful evacuation of 50 passengers and 3 crewmembers (2 pilots and 1 flight attendant). Accordingly, an additional CFR 14 part 121.291 full-scale evacuation is not necessary for airplane configurations consistent with previously approved tests.  Passenger capacity less than or equal to the previously demonstrated capacity may be authorized.  A partial evacuation is required unless the particular certificate holder has previously operated a CL-600-2B19 with the same or similar interior and exit configuration.
b) CL-600-2C10 – This model aircraft has demonstrated, under simulated full-scale emergency evacuation tests, successful evacuation of 78 passengers and 4 crewmembers (2 pilots and 2 flight attendants). Accordingly, an additional CFR 14 part 121.291 full-scale evacuation is not necessary for airplane configurations consistent with previously approved tests.  Passenger capacity less than or equal to the previously demonstrated capacity may be authorized.  A partial evacuation is required unless the particular certificate holder has previously operated a CL-600-2C10 with the same or similar interior and exit configuration.
c) CL-600-2D24 – This model aircraft has demonstrated, under simulated full-scale emergency evacuation tests, successful evacuation of 90 passengers and 4 crewmembers (2 pilots and 2 flight attendants). Accordingly, an additional CFR 14 part 121.291 full-scale evacuation is not necessary for airplane configurations consistent with previously approved tests.  Passenger capacity less than or equal to the previously demonstrated capacity may be authorized.  A partial evacuation is required unless the particular certificate holder has previously operated a CL-600-2D24 with the same or similar interior and exit configuration.
d) CL-600-2D15 - This model aircraft is identical to the CL-600-2D24 with the exception that it is certified for 75 passengers only. A partial evacuation is required unless the particular certificate holder has previously operated a CL-600-2D24 with the same or similar interior and exit configuration.
9.2.3     Proving Tests - 14 CFR part 121.163(c) - The CL-600-2C10, CL-600-2D24 and CL-600-2D15 are considered variants of the CL-600-2B19 and have not been significantly altered except for fuselage plugs, leading edge slats, and FADEC engines. Proving tests in accordance with 14 CFR 121.163 (b) are appropriate in accordance with FAA Order 8400.10, Vol. 3, Chapter 9, when the CL-600-2B19, CL-600-2C10, CL-600-2D24 or CL-600-2D15 is new to a particular operator.  When an operator is currently operating the CL-600-2B19, CL-600-2C10, CL-600-2D24 or CL-600-2D15 and the operator introduces a variant airplane into the same operations, proving tests are not required. Proving test requirements and reductions are as designated by FAA Order 8400.10 and the CMO, or as otherwise specified by the FSB or AFS-200.

10.     FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS

10.1.     Flight Training Device and Simulator Characteristics - Flight Training Device (FTD) and simulator characteristics pertinent to the CL-600-2B19, CL-600-2C10, CL-600-2D24 and CL-600-2D15 are as specified by 14 CFR part 121.407, 14 CFR part 121 Appendix H, AC 120-40, AC 120-45, AC 120-46A, and AC 120-53, except as described below. Tutorial Computer Based Instruction (TCBI) and Interactive Computer Based Instruction (ICBI) are referenced in Appendix 2. AC 61-126 provides guidance for approval of those devices.

10.2.     Use of FTDs for Specific Check/Evaluation Items - Certain ATP, type rating, or proficiency check/evaluation items may be completed in FAA qualified FTDs.  This is appropriate for items such as FMS initialization [e.g., 14 CFR part 61, Appendix A - I.(b),(2)] or engine start non-normals [e.g., 14 CFR part 61, Appendix A - I.(d)].  Specific checking credit in such instances must be approved by the POI.

10.3.     Aircraft Simulator and Flight Training Device Compatibility - 14 CFR part 121.407 -  When variants are flown in mixed fleets, the combination of simulators and flight training devices used to satisfy MDR or ODR provisions must match specific variants flown by that operator.  The acceptability of differences between devices, simulators, and aircraft operated must be addressed by the POI.

10.4.     Flight Training Device Approval.  Requests for device approval should be made to the POI. If device characteristics clearly meet established FAA criteria and are qualified, the POI may approve those devices for that carrier. Where devices do not clearly satisfy a given level, POIs should request advice from the FSB Chairman (AEG), NSET, or AFS-200.

10.5.     Door Trainers.  Training in accordance with 14 CFR part 121.417 must be conducted on an airplane or in a training device representative of the operators fleet configuration.

11.     APPLICATION OF FSB REPORT

11.1     All relevant parts of this report are applicable to operators on the approval date of this report.

12.     MISCELLANEOUS

12.1     Extended Range Operation with Two Engine Airplanes [ETOPS]- The CL-600-2B19, Cl-600-2C10, CL-600-2D24, CL-600-2D15 have not been evaluated for ETOPS in accordance with AC 120-42A.

APPENDIX -1

MDR TABLE

Master Differences Requirements (MDR) Table

AIRPLANE TYPE RATING: CL-65

FROM AIRPLANE

 

 

T

O

 

A

I

R

P

L

A

N

E

 

 

 

CL-600-2B19

 

CL-600-2C10

 

 

CL-600-2D15

 

**

CL-600-2D24

 

 

CL-600-2B19

 

 

----

 

C / C / B

 

 

C / C / B

 

C / C / B

 

 

CL-600-2C10

 

 

C / C / B

 

 

----

 

A / A / A

 

A / A / A

 

 

CL-600-2D15

 

 

C / C / B

 

A / A / A

 

----

 

A / A / A

 

CL-600-2D24

 

 

 

C / C / B

 

 

A / A / A

 

A / A / A

 

----

**The CRJ Series 900 entered service in 2002. In 2005 an upgraded version of the CRJ Series 900, was introduced as the production model, the older version was discontinued. This report addresses both versions of the CRJ Series 900 aircraft.
NOTE - Operators are encouraged to provide a minimum of three (3) flight legs of Supervised Line Flying (SLF) in the case of pilots transitioning from the CL-600-2B19 to the CL-600-2C10, CL-600-2D24 or CL-600-2D15 and from the CL-600-2C10, CL-600-2D24 or CL-600-2D15 to the CL-600-2B19. This is to permit pilots to obtain additional operating experience in the differences in cockpit heights, approach attitudes, and landing characteristics, which are a result of different fuselage lengths, landing weights, and landing gear design. SLF is not accomplished until after a crewmember is trained and, if applicable, checked to perform duties for that particular crew position. Supervision is by an airman qualified to conduct the SLF and is typically a check airman.  SLF is not accomplished from the cockpit observer’s seat.

APPENDIX - 2

ACCEPTABLE ODR TABLES

Definitions

ODR Training Level

HO” = Handout

A

“ST” = Slide/tape presentations

“TCBI” = Tutorial computer based instruction

“SU” = Stand-up Instructors

“VT” = Video tapes

B

“ICBI” = Interactive computer based instruction

“CSS” = Cockpit system simulators

“CPT” = Cockpit procedures trainers

“PTT” = Part task trainers

“FTD 2-5” = Flight training devices (level 2-5)

C

“FTD 6-7” = Flight training devices (level 6-7)

“SIM A-B” = Simulators (level A or B)

D

“SIM C-D” = Simulators (level C or D)

“ACFT” = Aircraft

E

NOTES

“ C* ” in the Checking column of the ODR tables requires use of training devices specified in “TRAINING LVL C” column of ODR table

More ODR Checking and Currency level definitions may be found in AC 120.53.

 


DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Aircraft General

Fuselage

 

Length:

106 ft, 8 in. (32.51 m)

Increase of 18 ft, 10 in.  (5.74 m)

 

Wingspan:

76 ft, 3 in. (23.25 m)

Increase of 6 ft, 9 in. (2.04 m)

 

Tail span:

28 ft (8.54 m)

Increase of 7 ft, 8 in.  (2.34 m)

 

Height:

24 ft, 10 in. (7.57 m)

Increase of 4 ft, 2 in.  (1.27 m)

No

No

HO

 

 

 

A

A

Aircraft General

Performance

 

Max T.O. Weight:

75,000 lb. (34,020 kg)

Increase of 22,000 lb.  (9,979 kg)

 

Max Landing Weight:

67,000 lb. (30,390 kg)

Increase of 20,000 lb.  (9,072 kg)

 

Fuel Capacity:

2902 U.S. gal.  (10,977 L)

Increase of 751 gal  (2,835 L)

No

No

HO

 

 

 

A

B

Aircraft General

Wheel Base

 

Main Wheel Track:

13 ft, 6 in. (4.0 m)

Increase of 3 ft, 2 in.  (0.96 m)

 

Nose to Main Wheels:

40 ft, 10 in. (12.44 m)

Increase of 4 ft, 6 in.  (1.37 m)

No

No

HO

 

 

 

A

A

Aircraft General

Powerplant

 

GE CF34-8C1 or GE CF34-8C5B1

13,790 lb. of thrust, APR

Increase of 4,570 lb. of thrust

No

No

HO

 

 

 

A

A

Aircraft General

Forward cargo bay

No

Yes

Emerg.

HO

 

 

 

A

A

Aircraft General

Increase of 20 passengers in payload capacity

No

No

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Aircraft General

Addition of second Flight Attendant position

No

No

HO

 

 

 

A

A

24 Electrics

Revised architecture

No

Yes

Normals

 

ST, TCBI, SU, VT

 

 

A

B

27 Flight Controls

Three panel slats on each wing

Minor

Yes

Normals

 

ST, TCBI, SU, VT

 

 

A

A

49 APU

Tail cone mounted

No

Minor Normals

HO

 

 

 

A

A

52 Doors

Forward cargo bay door

No

Minor Normals

HO

 

 

 

A

A

Limitations

APU operating limits;

Engine parameters;

Gear extension speed.

These are not all inclusive.

No

Yes

Limits

 

ST, TCBI, SU, VT

 

 

B

 

 

B

 

 

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

21 ECS

Recirculated air distribution system with fan control switch

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

No dedicated fan for avionics bay cooling

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

No dedicated standby fan for EFIS cooling.  Backup cooling is via ECS airflow.

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

Selected and actual temp displayed on ECS synoptic page

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

Revised architecture.  No dedicated cargo bay fan

No

No

HO

 

 

 

A

A

21 ECS

Revised architecture. One electrically operated outflow valve, two safety valves, one ground valve

No

No

HO

 

 

 

A

A

24 Electrics

CB panels 3 and 4 removed;

40 KVA generator (no load shedding for failed generator);

Generator switches (3) always left in AUTO;

AC utility buses removed;

ACPC controls switching automatically;

4 - 120A TRUs instead of 5 - 100A TRUs;

Bus Ties are automatic (controlled by DCPC). Switchlights removed on electrical power panel;

Service bus powered from DC bus 2;

One DC utility bus;

DC external power plug and DC External switchlight removed;

New ADG bus installed.

AC electric synoptic changes

ADC (no lamp test)

Battery chargers and battery location

No

Minor Normals

 

ST, TCBI, SU, VT

 

 

B

B

26 Fire/Ovht

Simplified testing procedure. Automatic BITE and MDC interface

No

Minor

Normals

HO

 

 

 

A

A

26 Fire/Ovht

No jetpipe overheat detection

No

No

HO

 

 

 

A

A

26 Fire/Ovht

Fire suppression for forward cargo area.  Common Halon system used to supply both compartments. Three cargo smoke detectors.

No

Minor

Normals

HO

 

 

 

A

A

27 Flight Controls

No dedicated spoiler on control surface.  Multifunction spoilers act as flight spoiler or spoiler on or ground lift dump.

No

No

 

ST, TCBI, SU, VT

 

 

A

A

27 Flight Controls

No flutter dampers on elevators

No

No

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

27 Flight Controls

Rudder limiter incorporated, function of speed and flap position controlled by SSCU

No

No

 

ST, TCBI, SU, VT

 

 

A

A

27 Flight Controls

The power up BITE test starts only when all three hydraulic systems are fully powered.  A SPLR/STAB IN TEST advisory message is posted on EICAS during this test - All flight control systems are inoperative during the test

No

Minor

Normals

HO

 

 

 

A

A

27 Flight Controls

For redundancy, emergency slat/flap switch added to drive slats to 25 degrees and flaps to 20 degrees with a slat/flap selector failure

No

Yes

Abnormal

 

ST, TCBI, SU, VT

 

 

B

B

27 Flight Controls

Slat/Flap lever has 6 positions

No

Minor

Normals

HO

 

 

 

A

A

28 Fuel

No gravity refuel capability on center tank

No

Yes

HO

 

 

 

A

A

28 Fuel

Dedicated cross-flow pump

No

No

HO

 

 

 

A

A

28 Fuel

Bulk fuel temperature sensor in right main tank

No

No

HO

 

 

 

A

A

28 Fuel

Fuel synoptic changes

No

No

HO

 

 

 

A

A

29 Hydraulics

1B/2B pump is not load shed when respective engine GEN is not operating

No

Minor

Abnormal

HO

 

 

 

A

A

29 Hydraulics

Thrust reversers are powered by hydraulics

No

No

HO

 

 

 

A

A

29 Hydraulics

Hydraulic SOV switches added to isolate EDP during low pressure condition without shutting down the engine

No

Minor

Normals

Abnormal

 

ST, TCBI, SU, VT

 

 

B

B

30 Ice and Rain

No cowl anti-ice blow out plug on engines

No

Minor

Normals

HO

 

 

 

A

A

30 Ice and Rain

Revised architecture for cowl anti-icing duct leak detection in pylon area

No

Minor

New msg.

HO

 

 

 

A

A

30 Ice and Rain

Simplified cowl and wing anti-ice synoptic page

No

No

HO

 

 

 

A

A

30 Ice and Rain

Air data probes and sensor anti-icing tested before flight with ICE DET switchlight

No

Minor

Normals

HO

 

 

 

A

A

30 Ice and Rain

Revised architecture for wing OVHT protection.  No STBY mode for wing anti-ice required.

No

No

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED By

  (POI)____________________________

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

30 Ice and Rain

Windshield wiper has intermittent position.

NO

No

HO

 

 

 

A

A

30 Ice and Rain

Variable white arcs on the N2 gauges. Range of arc varies with engine bleed condition.

No

No

 

ST, TCBI, SU, VT

 

 

B

B

30 Ice and Rain

Wing anti-ice system tested continuously.  No test switch (automatic function)

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

Nose doors are mechanical

No

No

HO

 

 

 

A

A

32 Landing gear

Cantilever assemblies on main gear with shimmy dampers

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

No main gear dust pin covers

No

No

HO

 

 

 

A

A

32 Landing gear

No FLT/NORM switch installed on forward external service panel

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

No anti-skid test switch. Revised anti-skid test procedure.

No

Yes Normals

 

ST, TCBI, SU, VT

 

 

B

B

32 Landing gear

NWS deflection is +/- 80 degrees with tiller and rudder pedal movement will deflect NW +/- 8 degrees

No

No

HO

 

 

 

A

A

33 Lighting

Overhead panel dome lights installed

No

No

HO

 

 

 

A

A

33 Lighting

Single nose landing light

No

No

HO

 

 

 

A

A

33 Lighting

Three exterior lights per side for emergency exit lighting

No

No

HO

 

 

 

A

A

33 Lighting

No EMER LTS OFF light on panel.  EMER LTS OFF caution message only

No

Minor

Normals

Abnormal

HO

 

 

 

A

A

34 Flight Instr.

No mach transducer or selector valves in Pitot Static system

No

Minor

Normals

HO

 

 

 

A

A

34 Flight Instr.

One electronic integrated standby instrument provides airspeed, altitude, attitude, slip/skid, and localizer/glideslope information

No

Minor

Normals

HO

 

 

 

A

A

35 Oxygen

Overboard discharge indicator located on left side of fuselage

No

No

HO

 

 

 

A

 

 

A

 

 

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED By

  (POI)____________________________

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

36 Pneumatics

New flight deck bleed air panel.  Engine bleed air taken from either 6th or 10th stage to supply common manifold.

Bleed air selection is automatic when in AUTO mode.  Provisions for manual switching.

No

Yes Normals/ Abnormal

 

ST, TCBI, SU, VT

 

 

B

B

36 Pneumatics

Power On automatic bleed air leak detection test

No

Minor

Normals

HO

 

 

 

A

A

49 APU

40 KVA generator

No APU Intake Door 'MID' EICAS indication

Dedicated APU fuel pump

APU Fuel supply, left collector tank

AVAIL light = ready for electrical loading, ECU determines when pneumatic loading is available. No fire horn. Start cycle.

No

No

 

ST, TCBI, SU, VT

 

 

A

B

70 Powerplant

FADEC controlled

No

Minor Normals

 

 

ICBI, CSS, CPT, FTD 2-5

 

B

B

70 Powerplant

N1 and N2 sync control panel

No

Minor

Normals

Abnormal

HO

 

 

 

A

A

70 Powerplant

FADEC controlled start cycle for ATS and windmill starts

No

Minor Normals

 

 

ICBI, CSS, CPT, FTD 2-5

 

B

B

70 Powerplant

Thrust reversers hydraulically-actuated. No thrust lever retarder control system

No

No

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

No emergency stow PBAs

No

Minor

Normals

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

High power schedule PBA

No

Yes

 

ST, TCBI, SU, VT

 

 

B

B

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED By

  (POI)____________________________

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

70 Powerplant

FADEC generated thrust limits for:  (automatic with thrust levers in respective detent)

 

Takeoff (TO)

Flex (FLX)

Climb (CLB)

GoAround (GA)

Max Continuous Thrust (MCT)

 

Cruise (CRZ) - manually set in the cruise range

No

No

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

Engine oil test panel removed.  Engine oil level quantities provided on menu page

No

Minor

Normals

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2C10

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

MANEUVER

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

AFCS

Initial take off pitch target is optimized to takeoff V speeds entered

No

No

 

ST, TCBI, SU, VT

 

 

B

B

Takeoff

Rotation rate is 3-5 degrees per second towards target FD

No

No

 

ST, TCBI, SU, VT

 

 

A

A

Takeoff

Throttles placed in "TOGA" detent and thrust is set into N1 caret by FADEC

Throttles placed in "CLB" detent and thrust is set into N1 caret by FADEC

No

No

 

 

CSS, PTT, FTD2-5

 

B

B

Takeoff

Flap retraction:

Flaps 8 takeoff - Flaps retracted to '1' from '8' at V2 + 12 and to '0' from '1' at VT -15 kts

Flaps 20 takeoff - Flaps retracted to '8' from '20' at V2 + 12 and to '1' from '8' at V2 + 20 and then to '0' from '1' at VT -15

No

Yes Normals

 

 

CSS, PTT, FTD2-5

 

C*

B

Approach

Approach Attitude Comparison

 

CRJ200     CRJ700

Single Engine     Normal    

N/A     Flapless (Slats 25)

Normal     Slatless (Flaps 45)

Flapless     Single Engine

Yes

No

 

VT

 

 

B

A

 

Landing

 

More pronounced flare

Yes

No

 

VT

 

 

B

 

B

 

 

DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Aircraft General

Fuselage

 

Length:

87 ft, 10 in.  (26.77 m)

Decrease of 18 ft, 10 in.  (5.74 m)

 

Wingspan:

69 ft, 6 in.  (21.21 m) 

Decrease of 6 ft, 9 in.  (2.04 m)

 

Tailspan:

20 ft, 4 in.  (6.2 m) 

Decrease of 7 ft, 8 in.  (2.34 m)

 

Height:

20 ft, 8 in. (6.3 m) 

Decrease of 4 ft, 2 in.  (1.27 m)

No

No

HO

 

 

 

A

A

Aircraft General

Performance

 

Max T.O. Weight:

53,000 lb. (24,041 kg)

Decrease of 22,000 lb.  (9,979 kg)

 

Max Landing Weight:

47,000 lb. (21,319 kg)

Decrease of 20,000 lb. 

(9,072 kg)

 

Fuel Capacity:

2151 U.S. gal.  (8,142 L)

Decrease of 751 gal. (2,835 L)

No

No

HO

 

 

 

A

A

Aircraft General

Wheel Base

 

Main Wheel Track:

10 ft, 4 in.  (3.1 m)

Decrease of 3 ft, 2 in.  (0.96 m)

 

Nose to Main Wheels:

36 ft, 4 in.  (11.07 m)

Decrease of 4 ft, 6 in.  (1.37 m)

No

No

HO

 

 

 

A

A

Aircraft General

Powerplant

 

GE CF34-3B1

9,220 lb. of thrust, APR

Decrease of 4,570 lb. of thrust

No

No

HO

 

 

 

A

A

Aircraft General

No forward cargo bay

No

Minor

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Aircraft General

Decrease of 20 passengers in payload capacity

No

No

HO

 

 

 

A

A

Aircraft General

One Flight Attendant position

No

No

HO

 

 

 

A

A

24 Electrics

Architectural differences

No

Minor (Ext. DC)

 

ST, TCBI, SU, VT

 

 

A

A

27 Flight Controls

No slats on wings

Minor

Yes

Normals

HO

 

 

 

A

A

49 APU

Located in aft equipment bay

Intake/exhaust/Hazard areas

No

Minor

Normals

HO

 

 

 

A

A

52 Doors

No forward cargo bay door

No

Minor

Normals

HO

 

 

 

A

A

Limitations

APU operating limits;

Engine parameters, Gear extension speed, windshield wipers, single pack ops., crosswind, cargo (fire), cold soak (T/R’s). These are not all inclusive.

No

Yes

Limits

 

ST, TCBI, SU, VT

 

 

B

B

 

 

  DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

21 ECS

No recirculation feature

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

Dedicated avionics bay cooling system with fan control

No

Minor Normals

 

ST, TCBI, SU, VT

 

 

B

A

21 ECS

Cabin actual temperature indications only

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

Dedicated cargo bay fan

No

Minor

Msg.

HO

 

 

 

A

A

21 ECS

Architectural differences:  two pneumatically controlled outflow/safety valves, overboard and inboard ground valves

No

No

HO

 

 

 

A

A

24 Electrics

CB panels 3 and 4 in Flight Deck;

30 KVA generator (load shedding for failed generator);

Generator switches (3) manually selected from OFF to ON after engine start;

Two AC utility busses, load shed under certain conditions;

No ACPC installed, individual relays accomplish switching;

5 - 100A TRUs instead of 4 - 120A TRUs;

Bus Ties 1 and 2 are automatic.  ESS Tie is manually selected.  Switchlights on electrical power service panel;

Service bus powered from SERV TRU;

Two DC utility busses;

DC external power plug with External DC Switchlight on electrical panel;

ADG feeds directly to AC Essential Bus.

System affected during AC power transfer (loss of AC Bus 2).

Battery charger; battery location.

No

Minor Normals, Abnormal, Emergency

 

ST, TCBI, SU, VT

 

 

B

B

26 Fire/Ovht

Non-automated testing procedure.

No

Yes Normals

 

 

ICBI, CSS, CPT, PTT, FTD 2-5

 

C

B

26 Fire/Ovht

JETPIPE OVHT detection

Emergency Procedure (Recall)

No

Msg.

 

ST, TCBI, SU, VT

 

 

B

B

27 Flight Controls

Dedicated spoileron control surface and dedicated flight spoiler control surface

No

No

HO

 

 

 

A

A

27 Flight Controls

Flutter dampers on elevators

No

No

HO

 

 

 

A

A

27 Flight Controls

No rudder limiter

No

No

HO

 

 

 

A

A

27 Flight Controls

No power up Bite test or SPLR/STAB IN TEST advisory message

No

Minor

Normals

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

27 Flight Controls

No emergency flap switch

No

Yes

Abnorm

HO

 

 

 

A

A

27 Flight Controls

Flap lever has 5 positions

No

Minor

Normals

HO

 

 

 

A

A

28 Fuel

Gravity refuel capability on center tank

No

Yes

HO

 

 

 

A

A

28 Fuel

Shared APU and crossflow fuel pump

No

No

HO

 

 

 

A

A

28 Fuel

Bulk fuel temperature sensor in left main tank

No

No

HO

 

 

 

A

A

29 Hydraulics

1B/2B pump is load shed when opposite GEN is not operating

No

Minor

Abnorm

HO

 

 

 

A

A

29 Hydraulics

No hydraulic SOV switches

No

Minor

Abnorm

HO

 

 

 

A

A

30 Ice and Rain

Cowl anti-icing valves pressure regulated with overpressure protection (Anti-ice blow out plug on engines)

No

Minor

Normals

HO

 

 

 

A

A

30 Ice and Rain

Revised architecture for cowl anti-icing duct leak detection in pylon area

No

Minor

HO

 

 

 

A

A

30 Ice and Rain

Air data probes and sensor anti-icing not tested

No

No

HO

 

 

 

A

A

30 Ice and Rain

Wing anti-icing two operating temperature modes NORM and STBY are manually selectable

No

Minor Abnorm

 

ST, TCBI, SU, VT

 

 

B

A

30 Ice and Rain

Amber arcs on the N2 gauges. Range from 0 -78%

No

No

HO

 

 

 

A

A

30 Ice and Rain

Wing anti-ice system test switch

No

Minor Normals

 

ST, TCBI, SU, VT

 

 

B

B

30 Ice and Rain

Architectural differences on synoptic page

No

No

HO

 

 

 

A

A

30 Ice and Rain

Cowl and wing anti-ice deactivated during thrust reverser deployment

No

No

HO

 

 

 

A

A

32 Landing gear

Nose doors are powered by hydraulics

No

Minor Normals

 

 

FTD 2-5

 

B

A

32 Landing gear

Trailing link assemblies on main gear without shimmy dampers

No

No

HO

 

 

 

A

A

32 Landing gear

Main gear pin dust cover

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

FLT/NORM switch on forward external service panel

No

Minor Normals

 

ST, TCBI, SU, VT

 

 

B

A

32 Landing gear

Anti-skid test switch

Parking brake OFF.

No

Yes Normals

 

ST, TCBI, SU, VT

 

 

B

A

 

DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

32 Landing gear

NWS deflection is +/- 70 degrees with tiller and rudder pedal movement will deflect NW +/- 5 degrees

No

No

HO

 

 

 

A

A

 

 

 

 

 

 

 

 

 

 

33 Lighting

No overhead panel dome lights

No

No

HO

 

 

 

A

A

33 Lighting

Dual nose landing lights

No

No

HO

 

 

 

A

A

33 Lighting

Four exterior lights per side for emergency exit lighting

No

No

HO

 

 

 

A

A

33 Lighting

EMER LTS OFF light on the EMER LTS panel illuminates coincident with the EMER LTS OFF caution message

No

Minor

Normals

HO

 

 

 

A

A

34 Flight Instr

Mach transducer and selector valves in pitot static system

No

Minor

Abnorm

HO

 

 

 

A

A

34 Flight Instr

Two separate standby instruments provide airspeed, altitude, attitude, slip/skid, and localizer/glideslope information

No

Minor

Normals

 

ST, TCBI, SU, VT

 

 

B

B

35 Oxygen

Overboard discharge indicator located on right side of fuselage

No

No

HO

 

 

 

A

A

36 Pneumatics

Thrust reversers are powered by 14th stage bleed air

No

No

 

ST, TCBI, SU, VT

 

 

B

B

36 Pneumatics

10th and 14th stage bleed air systems controlled by manual manipulation of bleed air switches with APU interlock protection system

No

Yes Normals

 

 

ICBI, CSS, CPT, PTT, FTD 2-5

 

C

B

36 Pneumatics

10th stage manifold services: air conditioning, engine starting.

14th stage manifold services: anti-ice systems. Single pack ops.

No

Yes Abnorm

 

ST, TCBI, SU, VT

 

 

B

B

36 Pneumatics

Bleed air leak detection test conducted first flight of the day

No

Yes Normals

 

 

ICBI, CSS, CPT, PTT, FTD 2-5

 

C

B

49 APU

30KVA generator

APU intake door EICAS indications:  CLSD, MID and OPEN

Shared APU and Crossflow fuel pump

Fuel supply, both wing tanks

AVAIL light = ready for pneumatic loading, APU GCU determines when electrical loading is available.

Fire horn; Start cycle.

No

Yes

Normals

Abnorm

&

Emerg

 

ST, TCBI, SU, VT

 

 

B

A

 

DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

 

 

 

 

 

 

 

 

 

 

70 Powerplant

Hydro-mechanically and N1 speed governing

No

No

 

ST, TCBI, SU, VT

 

 

A

A

70 Powerplant

APR and ENG SPEED control panel

No

Yes Normals

 

ST, TCBI, SU, VT

 

 

A

A

70 Powerplant

Thrust lever retarder control system

No

No

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

Emergency stow PBAs for thrust reversers

No

Yes Normals

Emergency

 

 

FTD 2-5

 

C

B

70 Powerplant

Pilot-managed start cycles for ATS and windmill starts

No

Yes

Normals

HO

 

 

 

A

A

70 Powerplant

FMS generated thrust limits for:  manually set, no detents

 

Takeoff (TO)

Flex (FLX)

Climb (CLB)

GoAround (GA)

Max Continuous Thrust (MCT)

Cruise (CRZ)

No

Minor Normals

 

 

ICBI, CSS, CPT, PTT, FTD 2-5

 

C

B

70 Powerplant

No high power schedule PBA

No

Yes

HO

 

 

 

A

A

70 Powerplant

Oil level test panel

No

Minor

Normals

 

ST, TCBI, SU, VT

 

 

B

A

 

 

 

DIFFERENCE AIRCRAFT: CL-600-2B19

  BASE AIRCRAFT: CL-600-2C10

  APPROVED BY

  (POI)____________________________

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

MANEUVER

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

AFCS

FD target pitch attitude on takeoff is 15 degrees up and GA or SE takeoff is 10 degrees up

No

No

 

ST, TCBI, SU, VT

 

 

B

A

Takeoff

Rotation rate is 3 degrees per second towards target FD

No

No

HO

 

 

 

A

A

Takeoff

Throttles manually placed in thrust caret, set by FMS

No

No

 

 

ICBI, CSS, CPT, PTT, FTD 2-5

 

B

B

Takeoff

No Flap 1 position:

No requirement to monitor Vt -15 airspeed for flap retraction from flap 8 to flap1

No

Yes Normals

 

 

ICBI, CSS, CPT, PTT, FTD 2-5

 

B

B

Approach

Approach Attitude Comparison

 

CRJ700      CRJ200

Normal     Single Engine

Flapless (Slats 25)     N/A

Slatless (Flaps 45)     Normal

Single Engine     Flapless

Yes

No

 

VT

 

 

B

B

Landing

Minimal flare required

Yes

No

 

VT

 

 

B

B

 

DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Aircraft General

Fuselage

 

Length:

118 ft, 11 in.  (36.24 m)

Increase of 31 ft, 1 in.  (9.47 m) 

 

Wingspan:

81 ft, 7 in. (24.87m)

Increase of 12 ft, 1 in.  (3.66 m)

 

Tailspan:

28 ft.  (8.54 m)

Increase of 7 ft, 8 in.  (2.23 m)

 

Height:

24 ft, 7 in. (7.49 m)

Increase of 3 ft, 11 in.  (1.19 m)

No

No

HO

 

 

 

A

A

Aircraft General

Performance

 

Max T.O. Weight:

84,500 lb. (38,329 kg)

Increase of 31,500 lb.  (14,288 kg)

 

Max Landing Weight:

75,100 lb. (34,065 kg)

Increase of 28,100 lb.  (12,746 kg)

 

Fuel Capacity:

2902 U.S. gal.  (10,977 L)

Increase of 751 gal.  (2,835 L)

No

No

HO

 

 

 

A

B

Aircraft General

Wheel Base

 

Main Wheel Track:

13 ft, 6in.  (4.0 m)

Increase of 3 ft, 2 in.   (0.96 m)

 

Nose to Main Wheels:

48 ft, 4 in. (14.73 m)

Increase of 12 ft.  (3.66 m)

No

No

HO

 

 

 

A

A

Aircraft General

Powerplant

 

GE CF34-8C5

14,510 lb. of thrust, APR

Increase of 5,290 lb. of thrust

No

No

HO

 

 

 

A

A

Aircraft General

Forward cargo bay

No

Yes

Emerg.

HO

 

 

 

A

A

Aircraft General

Increase of 40 passengers in payload capacity

No

No

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Aircraft General

Addition of second Flight Attendant position

No

No

HO

 

 

 

A

A

24 Electrics

Revised architecture

No

Yes

Normals

 

ST, TCBI, SU, VT

 

 

A

B

27 Flight Controls

Three panel slats on each wing

Minor

Yes

Normals

 

ST, TCBI, SU, VT

 

 

A

A

49 APU

Tailcone mounted

No

Minor Normals

HO

 

 

 

A

A

52 Doors

Two additional forward cargo bay doors

No

Minor Normals

HO

 

 

 

A

A

52 Doors

Four overwing emergency exits

No

No

HO

 

 

 

A

A

Limitations

APU operating limits;

Engine parameters;

Gear extension speed.

Taxi turning radius.

These are not all inclusive.

No

Yes

Limits

 

ST, TCBI, SU, VT

 

 

B

B

Limitations

MMO above FL340 is 0.84M

Decrease of 0.01 m

No

Yes

 Limits

HO

 

 

 

A

A


DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

21 ECS

Recirculated air distribution system with fan control switch

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

No dedicated fan for avionics bay cooling

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

No dedicated standby fan for EFIS cooling.  Backup cooling is via ECS airflow.

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

Selected and actual temp displayed on ECS synoptic page

No

Minor

Normals

HO

 

 

 

A

A

21 ECS

Revised architecture.  No dedicated cargo bay fan

No

No

HO

 

 

 

A

A

21 ECS

Revised architecture. One electrically operated outflow valve, two safety valves, one ground valve

No

No

HO

 

 

 

A

A

24 Electrics

CB panels 3 and 4 removed;

40 kVA generator (no load shedding for failed generator);

Generator switches (3) always left in AUTO;

AC Utility buses removed;

ACPC controls switching automatically;

4 - 120A TRUs instead of 5 - 100A TRUs;

Bus Ties are automatic (controlled by DCPC). Switchlights removed on electrical power panel;

Service bus powered from DC bus 2;

One DC utility bus;

DC external power plug and DC External switchlight removed;

New ADG bus installed.

AC Electric synoptic changes

ADC (no lamp test)

Battery chargers and battery location

 

 

 

 

 

 

 

 

 

No

Minor Normals

 

ST, TCBI, SU, VT

 

 

B

B

26 Fire/Ovht

Simplified testing procedure. Automatic BITE and MDC interface

No

Minor

Normals

HO

 

 

 

A

A

26 Fire/Ovht

No jetpipe overheat detection

No

No

HO

 

 

 

A

A

26 Fire/Ovht

Fire suppression for forward cargo area.  Common Halon system used to supply both compartments. Three cargo smoke detectors.

 

No

Minor

Normals

HO

 

 

 

A

A

27 Flight Controls

No dedicated spoileron control surface.  Multifunction spoilers act as flight spoiler or spoileron or ground lift dump.

 

No

No

 

ST, TCBI, SU, VT

 

 

A

A

27 Flight Controls

No flutter dampers on elevators

No

No

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

27 Flight Controls

Rudder limiter incorporated, function of speed and flap position controlled by SSCU

 

No

No

 

ST, TCBI, SU, VT

 

 

A

A

27 Flight Controls

The power up BITE test starts only when all three hydraulic systems are fully powered.  A SPLR/STAB IN TEST advisory message is posted on EICAS during this test - All flight control systems are inoperative during the test

No

Minor

Normals

HO

 

 

 

A

A

27 Flight Controls

For redundancy, emergency slat/flap switch added to drive slats to 20 degrees and flaps to 20 degrees with a slat/flap selector failure

No

Yes Abnorm

 

ST, TCBI, SU, VT

 

 

B

B

27 Flight Controls

Slat/Flap lever has 6 positions

No

Minor

Normals

HO

 

 

 

A

A

28 Fuel

No gravity refuel capability on centre tank

No

Yes

HO

 

 

 

A

A

28 Fuel

Dedicated cross-flow pump

No

No

HO

 

 

 

A

A

28 Fuel

Bulk fuel temperature sensor in right main tank

No

No

HO

 

 

 

A

A

28 Fuel

Fuel synoptic changes

No

No

HO

 

 

 

A

A

29 Hydraulics

1B/2B pump is not load shed when respective engine GEN is not operating

No

Minor

Abnorm

HO

 

 

 

A

A

29 Hydraulics

Thrust reverser are powered by hydraulics

No

No

HO

 

 

 

A

A

29 Hydraulics

Hydraulic SOV switches added to isolate EDP during low pressure condition without shutting down the engine

No

Minor

Normals

Abnormal

 

ST, TCBI, SU, VT

 

 

B

B

30 Ice and Rain

No cowl anti-ice blow out plug on engines

No

Minor

Normals

HO

 

 

 

A

A

30 Ice and Rain

Revised architecture for cowl anti-icing duct leak detection in pylon area

No

Minor

New msg.

HO

 

 

 

A

A

30 Ice and Rain

Simplified cowl and wing anti-ice synoptic page

No

No

HO

 

 

 

A

A

30 Ice and Rain

Air data probes and sensor anti-icing tested before flight with ICE DET switchlight

No

Minor

Normals

HO

 

 

 

A

A

30 Ice and Rain

Revised architecture for wing OVHT protection.  No STBY mode for wing anti-ice required.

No

No

HO

 

 

 

A

A

30 Ice and Rain

Windshield wiper has intermittent position.

No

No

HO

 

 

 

A

A

30 Ice and Rain

Variable white arcs on the N2 gauges. Range of arc varies with engine bleed condition.

No

No

 

ST, TCBI, SU, VT

 

 

B

B

 

DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY    

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

30 Ice and Rain

Wing anti-ice system tested continuously.  No test switch (automatic function)

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

Nose doors are mechanical

No

No

HO

 

 

 

A

A

32 Landing gear

Cantilever assemblies on main gear with shimmy dampers

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

No main gear dust pin covers

No

No

HO

 

 

 

A

A

32 Landing gear

No FLT/NORM switch installed on forward external service panel

No

Minor

Normals

HO

 

 

 

A

A

32 Landing gear

No anti-skid test switch. Revised anti-skid test procedure.

No

Yes Normals

 

ST, TCBI, SU, VT

 

 

B

B

32 Landing gear

NWS deflection is +/- 80 degrees with tiller and rudder pedal movement will deflect NW +/- 8 degrees

No

No

HO

 

 

 

A

A

32 Landing gear

Increased tire speed limit

No

No

HO

 

 

 

A

A

33 Lighting

Overhead panel dome lights installed

No

No

HO

 

 

 

A

A

33 Lighting

Single nose landing light

No

No

HO

 

 

 

A

A

33 Lighting

Three exterior lights per side for emergency exit lighting

No

No

HO

 

 

 

A

A

33 Lighting

No EMER LTS OFF light on panel.  EMER LTS OFF caution message only

No

Minor

Normals

Abnormal

HO

 

 

 

A

A

34 Flight Instr.

No mach transducer or selector valves in Pitot Static system

No

Minor

Normals

HO

 

 

 

A

A

34 Flight Instr.

One electronic integrated standby instrument provides airspeed, altitude, attitude, slip/skid, and localizer/glideslope information

No

Minor

Normals

HO

 

 

 

A

A

35 Oxygen

Overboard discharge indicator located on left side of fuselage

No

No

HO

 

 

 

A

 

 

A

 

 

36 Pneumatics

New flight deck bleed air panel.  Engine bleed air taken from 6th or 10th stage to supply common manifold.

Bleed air selection is automatic when in AUTO mode.  Provisions for manual switching.

No

Yes Normals/ Abnorm

 

ST, TCBI, SU, VT

 

 

B

B

36 Pneumatics

Power On automatic bleed air leak detection test

No

Minor

Normals

HO

 

 

 

A

A

 

 

DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

 

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

49 APU

40 kVA generator

No APU Intake Door 'MID' EICAS indication

Dedicated APU fuel pump

APU Fuel supply, left collector tank

AVAIL light = ready for electrical loading, ECU determines when pneumatic loading is available. No fire horn. Start cycle.

No

No

 

ST, TCBI, SU, VT

 

 

A

B

52 Doors

Four over wing emergency exits

Minor changes to Doors synoptic page and EICAS messages

No

Minor Messages

HO

 

 

 

A

A

70 Powerplant

FADEC controlled

No

Minor Normals

 

 

ICBI, CSS, CPT, FTD 2-5.

 

B

B

70 Powerplant

N1 and N2 sync control panel

No

Minor

Normals

Abnormal

HO

 

 

 

A

A

70 Powerplant

FADEC controlled start cycle for ATS and windmill starts

No

Minor Normals

 

 

ICBI, CSS, CPT, FTD 2-5

 

B

B

70 Powerplant

Thrust reversers hydraulically actuated. No thrust lever retarder control system

No

No

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

No emergency stow PBAs

No

Minor

Normals

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

High power schedule PBA

No

Yes

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

FADEC generated thrust limits for:  (automatic with thrust levers in respective detent)

 

Takeoff (TO)

Flex (FLX)

Climb (CLB)

Go Around (GA)

Max Continuous Thrust (MCT)

 

Cruise (CRZ) – manually set in the cruise range

No

No

 

ST, TCBI, SU, VT

 

 

B

B

70 Powerplant

Engine oil test panel removed.  Engine oil level quantities provided on menu page

No

Minor

Normals

HO

 

 

 

A

A

 

DIFFERENCE AIRCRAFT: CL-600-2D24

  BASE AIRCRAFT: CL-600-2B19

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

MANEUVER

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

AFCS

Initial take off pitch target is optimized to takeoff V speeds entered

No

No

 

ST, TCBI,

SU, VT

 

 

B

B

Taxi

Turning radius increased

No

No

HO

 

 

 

A

A

Takeoff

Rotation rate is 3-5 degrees per second towards target FD

No

No

 

ST, TCBI, SU, VT

 

 

A

A

Takeoff

Throttles placed in "TOGA" detent and thrust is set into N1 caret by FADEC

Throttles placed in "CLB" detent and thrust is set into N1 caret by FADEC

No

No

 

 

CSS, PTT, FTD2-5

 

B

B

Takeoff

Flap retraction:

Flaps 8 takeoff - Flaps retracted to '1' from '8' at V2 + 12 and to '0' from '1' at VT -15 kts

Flaps 20 takeoff - Flaps retracted to '8' from '20' at V2 + 12 and to '1' from '8' at V2 + 20 and then to '0' from '1' at VT -15

No

Yes Normals

 

 

CSS, PTT, FTD2-5

 

C*

B

Approach

 

Approach Attitude Comparison

 

CRJ200     CRJ900    

Single Engine     Normal

N/A     Flapless (Slats 20)    

Normal     Slatless (Flaps 45)

Flapless     Single Engine

 

Yes

No

 

 VT

 

 

B

A