MANEUVER PROFILES

CAE Revision: Original

1 September 2020

C-FCAE
 CRJ-200 Maneuver Profiles

Log of Revisions

Version Date Affected Pages

Original 1 September 2020 All

1 September 2020 For Training Purposes Only Page 2

Original
 CRJ-200 Maneuver Profiles

TABLE OF CONTENTS

4. Introduction
5. Takeoff - Normal
7. Takeoff - Engine Failure After V1
9. Takeoff - Rejected
10. Stalls
15. Steep Turns
16. Emergency Descent or Cabin Alt Warning
17. Dutch Roll and Windshear
18. Approach Setup
19. Precision Approach
21. Non-Precision Approaches
22. Circling Approach
27. Visual Approach
29. Missed Approach / Go-Around / Rejected Landing
31. Single Engine Missed Approach
33. Zero Flaps / Flaps Inoperative Approach
34. Unusual Attitudes and Jet Upset
36. Descent or Climb Rate Table
38. Drift-down and Single Engine Tables
39. Airport Sign and Marking

1 September 2020 For Training Purposes Only Page 3

Original
 CRJ-200 Maneuver Profiles

INTRODUCTION

The Profiles and procedures contained herein are adapted from the Bombardier Pilot Resource Manual PRM. Any
differences are intended to clarify Pilot roles and callouts not to change manufacturer procedures.

These Profiles are to be committed to memory. It is much easier to concentrate on controlling the aircraft if you are
not struggling with remembering the steps of the maneuver.

Generally, the tolerances on the maneuvers are:

- Speed +/- 10 Knots, +/- 5 Knots below 1000’ AGL
- Heading +/- 100, +/- 5 below 1000’ AGL
- Alt +/- 100’ (+100’, -0 on MDAs)

NOTE: These represent FAA tolerances. Your training program and/or regulatory organization may require other
tolerances. Therefore, you may or may not be held to these tolerances.

All profiles and maneuvers are flown as a team unless otherwise stated in the ACS Manual (i.e. Steep Turns). PM
is expected to notice and call out any deviations as follows:
If the PF is exceeding a tolerance (Altitude for example), the PM calls “Altitude”
The PF take corrective action and states “Correcting”

All changes to Flight Modes on the Flight Mode Annunciator FMA are verbalized – Normally by the PF (PM will do it
if PF fails to).

All transfers of control will be positive: “Heading __ Altitude __, You have control”, “I have control”

DIAGRAMS:
Callouts are noted in “Bold” with quotes
Pilot flying roles are in regular font
Pilot Monitor roles are in italics

1 September 2020 For Training Purposes Only Page 4

Original
 CRJ-200 Maneuver Profiles

TAKEOFF - NORMAL

PRIOR TO THRUST ADVANCE:

- Confirm TO/TO mode on Flight Mode Annunciator (FMA)
- Confirm TO or FLX carets on N1 gauge
- Confirm TO CONFIG OK CAS message
(These are verbalized)

Rolling Takeoffs are normal practice

Flex (FLX) Thrust is preferred, unless stated otherwise by TLR or PRM limitations
Rudder pedal is used for steering during take-off

A lateral mode (HDG or NAV) may be selected below 400’ AGL, however turns must not be initiated below
400’AGL unless safety demands it.

The Autopilot AP may be engaged at any time above 600’AGL. It is recommended to use the Autopilot when
available.

Profile Climb Speeds are:

- V2 +10 to 15 knots to acceleration altitude
- 200 knots to 3000’ above airport or until flaps are retracted (as local regulations require).
- 250 knots until 10,000’ MSL (as local regulations require).
- 290 knots at or above 10,000’ MSL or when speed is not restricted.

1 September 2020 For Training Purposes Only Page 5

Original
 CRJ-200 Maneuver Profiles

TAKEOFF - NORMAL

Flaps 20 T/O:
V2+12 “Flaps 8”
V2+20 “Flaps Up”
Brakes – Apply (Notes: 1,2,3) Flaps 8 T/O: Accelerate to
Press TOGA, confirm TO, TO, TO CONFIG OK V2+12 “Flaps Up” 250 KIAS
Set N1 to min 70%, verify thrust is stable
Brakes - Release “Climb Thrust”
PM Sets N1 thrust to TO by 60 knots “Climb Check”
Verify not less
“Set Thrust” than V2 + 10 KIAS “Autopilot On” BUG 3000”
“Speed Mode” AFENote
200 KIAS

“Check” Call Lateral

“Gear Up” Mode Acceleration Alt
As required
Rotates “HDG” or “NAV” Set CLB Thrust
600 AGL “Climb Thrust Set”
Towards FD Retract Flaps
Complete Climb Check
“Climb Check Complete”

“V1” Select
“Rotate” Select SPD & Autopilot
“Thrust Set” HDG or NAV
by 60 KIAS mode
“Positive
“80 knots” Rate”
Notes
Select 1 - Rolling Takeoff – Do not hold brakes
Gear Up 2 - Max Performance– Hold brakes until TO N1
3 - Max Performance X-wind – Hold brakes until TO N1 minus 5%
4 - As regulations require

1 September 2020 For Training Purposes Only Page 6

Original
 CRJ-200 Maneuver Profiles

TAKEOFF – ENGINE FAILURE AFTER V1

• An Engine failure after V1 is a simple, safe, trainable procedure.

• The aircraft is not difficult to control.
• The PF must MAINTAIN CONTROL of the aircraft at all times.
UPON POWER LOSS:
- APR will engage (increasing thrust by approx. 2.5%) – DO NOT ADJUST THRUST, JUST VERIFY APR ON N1 GAUGES
- Flight Director will target 12.5˚. It is intended only as an initial approximate target. Precise Airspeed control is critical V2 (+10, -0)
- Wings level and a slow rotation of 3 degrees per second is required. Heading should be maintained within 5o

Rudder is used to compensate for asymmetry. The Slip/Skid indicator or “Brick” located below the Roll Pointer at the top of the Attitude
indicator. It is used to visualize and maintain coordinated flight. It works similarly to a “Ball”.
- All thrust and configuration changes will result in a change in rudder pressure.
- The Autopilot does not control the rudder. Maintaining rudder pressure upon engaging AP is required. Adding rudder trim (half scale
mark) will reduce the amount of rudder pressure required.

Select Half Bank if maneuvering at speeds below V2 +10.

PF takes over communication at the initiation of Immediate Actions or QRC, until the QRH is complete. This is so the PM can complete
these items accurately and without interruption.

IMMEDIATE ACTIONS/QRC MAY BE INITIATED ANY TIME AFTER THE AIRCRAFT IS ESTABLISHED IN THE 2ND SEGMENT CLIMB.
* It is recommended that the AP is engaged.
* It is recommended that two actions are not attempted simultaneously. (Ex: Immediate Actions AND Acceleration), unless necessary.
* Some operators MAY wait until established in the final segment at VT or at other times as specified (recommended).

- PF calls for the Immediate Actions/QRC by title or QRH Procedure as required.

- PM states each action and following confirmation from the PF (as required) accomplishes the action.
- PM states, “___ Immediate Actions (QRC Checklist) complete”.
- PM goes to the QRH procedure as directed by the PF.
- PM accomplishes QRH procedure.
After ALL applicable QRH procedures are complete, crew returns to normal procedures, normal checklists & normal communications.

Unlike a normal Takeoff, acceleration is accomplished in level flight. Select ALT. Typical Acceleration Altitude is 1000’ AFE.

1 September 2020 For Training Purposes Only Page 7

Original
 CRJ-200 Maneuver Profiles

TAKEOFF – ENGINE FAILURE AFTER V1

NOTE: Highlighted items are the items that are different from a Normal Take Off
“Immediate Actions for ____
“
Flaps 20 T/O (If required)
V2+12 “Flaps 8” (See **Note 2)
PILOT FLYING (PF) V2+20 “Flaps Up” OR
Flaps 8 T/O “QRC/QRH for _______”
V2+12 “Flaps Up”
“I have the radios”
“Autopilot On” At VT Select SPD Mode
“State the Malfunction” At VT & Flaps 0
NORMAL V2 + (0 to10 kts)
“Set Max Continuous
TAKEOFF “Speed Mode”
Thrust”
UNTIL V1 “Bug V2”

Call Lateral Mode Select ALT Mode

“Max Thrust” As required
(See *Note 1) “HDG” or “NAV”
“Gear Up” Does Immediate Actions
“Half Bank” (See **Note 2)
(If req’d) Acceleration Alt Or
Rotates Set MCT QRC/QRH
Towards FD 600 AFE As required
Retract Flaps

NOTES:
* Note 1: PM confirms APR. Movement of the thrust levers should not
Select Engage Autopilot be required.
“V1”
Gear Up States Malfunction
“Engine Failure” ** Note 2: Immediate Actions/QRC may be initiated any time after the
“Rotate” Select SPD Mode Aircraft is established in the 2nd segment of climb.
Bug V2
& (It is recommended that the AP is engaged and to avoid doing 2 things
“Positive at once if possible.)
Rate” HDG or NAV Mode
Half Bank (if req’d) *** Note 3: PF takes over communication until the QRH is complete.
PILOT MONITOR (PM) (See **Note 2)

1 September 2020 For Training Purposes Only Page 8

Original
 CRJ-200 Maneuver Profiles

TAKEOFF – REJECTED
CRITERIA:
- Prior to 80 knots reject for any malfunction Rejected Take-Off
- Above 80 knots is considered the high-speed regime Simultaneously:
▪ (1) Thrust levers...................................................IDLE
Rejected Takeoffs are potentially more dangerous at high-speed ▪ (2) Wheel brakes........................................ MAXIMUM
Note: Reject may be unavoidable in this high-speed regime for: until safe stop
Fire, Engine failure, Loss of Directional Control, or RED EICAS Messages ▪ (3) Thrust reverser(s) (operating eng(s)).…MAXIMUM
- After V1 Takeoff must be continued consistent with directional control

- Any Pilot can call a malfunction when noticed

- The Captain assumes control and carries out the Reject
- The FO takes the radios and advises Tower with “Mayday” call
- FO – DO NOT STOP CONTROLLING THE AIRCRAFT until positive transfer of controls
- Once Parking Brake is ON, Captain accomplishes necessary Immediate Actions Items and/or QRC
- If Evacuation is necessary, both pilots accomplish their Evacuation Procedures
Passenger Evacuation
Immediate Actions Pilot:
Rejected Takeoff (1) PARKING BRAKE.............................ON
(See right side) Immediate Actions and/or QRC
If Required (2) Evacuation ......................... COMMAND
(ex: APU Fire) (3) GND LIFT DUMPING...... MAN DISARM
(4) Thrust levers ....................... SHUT OFF
Evacuation (5) Evacuation...............................INITIATE
CPT using PA system
Set Parking Brake If Required,
“REJECT, Max Brakes” (6) APU and LH and RH ENG FIRE PUSH
or QRH
.................... SELECT
(7) BATTERY MASTER ..................... OFF
to prevent CVR erasure.
Copilot: On evacuation command
(8) ATC......................................... NOTIFY
Of emer. Cond. and of intention to evacuate
Malfunction FO NOTE: If ditching, disregard Step (9)
“Mayday, Mayday, Mayday, (9) EMER DEPRESS..............................ON
CAE 839 (Flight #) (10) EMER LTS (coincident with PA) ….ON
Stopping on the runway”

1 September 2020 For Training Purposes Only Page 9

Original
 CRJ-200 Maneuver Profiles

STALLS

INTRODUCTION
In the CRJ, the actual aerodynamic stall is very sudden and may be unrecoverable. Stalls are trained to the Stick-Shaker, NOT the actual
aerodynamic stall. The Stick-Shaker and Stick-Pusher provide ample margin to prevent aerodynamic stall. The aircraft is fully flying at the
onset of the Stick-Shaker therefore no unusual flight characteristics are experienced. During training in the simulator, the Stick-Pusher will
be demonstrated
ENTRY

Stalls are trained in the simulator in realistic scenarios:

(Autopilot may be ON or OFF. Realistically, stalls are more likely with the AP ON. AP use is encouraged)
- Takeoff Stall occurs soon after Takeoff or Go-around, in a turn
- Landing Stall typically occurs at an MDA or for and ILS approach on the glideslope
- Clean Stall typically occurs at cruise, leveling from a climb or descent
The instructor will brief and aid in setting up the scenarios

RECOVERY

The initial recovery for ALL stalls is the same:

1. PF: “Stall, Max Thrust, Spoilers in”

2. Smoothly: - Disengage the AP (select AP/SP button to silence “Cavalry Charge”)

- Reduce pitch angle (AOA)
- Set max thrust
- Ensure spoilers are retracted
- Level the wings

Thrust is limited at high altitude. Priority must be reducing AOA even at the expense of altitude; expect to lose as much as 2000 feet or
more to recover to safe speed. It is recommended to accelerate to 250 KIAS/M0.70 prior to climbing back to original cruise altitude.

Descent Arrested criteria: V/S 0 or above & Altimeter increasing & IAS at V2 and increasing (high altitudes refer to
statement above)

1 September 2020 For Training Purposes Only Page 10

Original
 CRJ-200 Maneuver Profiles

TAKEOFF STALL

ENTRY:
- Normal Takeoff, Flaps 8 or 20.

PF:
- Follow Flight Director (FD)
- INITIATE RECOVERY AT THE STICK-SHAKER
Normal Go-Around Normal Departure
Procedure: Procedure

TAKEOFF STALL RECOVERY “Flaps 8” **

Adjust Thrust as required
“Stall, Max Thrust, Spoilers in” “Gear Up” **
“Speed Mode”
- Reduce pitch angle (AOA) “Heading Mode”
- MAX thrust or
- Spoilers retract “NAV Mode”
- Roll wings level “AP On”

Rotate slowly
toward FD

STALL
“Positive Rate”

Ensure Thrust levers to MAX Thrust “Descent Arrested”

and Spoilers retracted
** NOTE: The flaps & Gear may already be at 8 & UP.
Make these calls anyway.

1 September 2020 For Training Purposes Only Page 11

Original
 CRJ-200 Maneuver Profiles

CLEAN STALL

ENTRY:
- Establish a climb or descent, at ALTS CAP, reduce thrust to idle

PF:
- INITIATE RECOVERY AT THE STICK SHAKER OR PUSHER (instructor’s request)

CLEAN STALL RECOVERY

“Stall, Max Thrust, Spoilers in”

- Reduce pitch angle (AOA)

- MAX thrust
- Spoilers retract - Follow FD
- Roll wings level - Respect stick shaker
- Return to safe cruise airspeed (200 KIAS MIN)
- Climb to the safe altitude

STALL

“Descent Arrested”
Ensure Thrust levers to MAX Thrust
and Spoilers retracted
NOTE: Stick-Shaker DISENGAGES AP. “Cavalry Charge” will sound
continuously. Press AP Disconnect button on yoke to cancel.

1 September 2020 For Training Purposes Only Page 12

Original
 CRJ-200 Maneuver Profiles

CLEAN STALL – HIGH ALTITUDE

ENTRY:
- Establish stable flight in cruise engage HDG mode and ALTS with autopilot ON

PF:
- INITIATE RECOVERY AT THE STICK PUSHER

STALL RECOVERY
“Stall, Max Thrust, Spoilers in” - Once at safe speed, level off at appropriate altitude
- “Set FL___”
- Reduce pitch angle below horizon (AOA) - “Heading mode, Speed mode, Autopilot on”
- MAX thrust - “Set Max Continuous Thrust”
- Spoilers retract - Accelerate to safe cruise airspeed (250 IAS/M0.70)
- Roll wings level - Accelerate to drift-down speed - Climb to the safe altitude when ATC permits
(use speed card) minimum - Select Climb Thrust
- Respect stick shaker and trim aircraft

STALL

Ensure Thrust levers to MAX Thrust - “FL___ set”

and Spoilers retracted - “Max Continuous Thrust set”

NOTE: Stick-Shaker DISENGAGES AP. “Cavalry Charge” will sound

continuously. Press AP Disconnect button on yoke to cancel.

1 September 2020 For Training Purposes Only Page 13

Original
 CRJ-200 Maneuver Profiles

LANDING STALL

ENTRY:
- Non- Precision Approach: At ALTS CAP reduce thrust to 40% N1
- Precision Approach: At 1200’ AGL reduce thrust to 40% N1

PF:
- INITIATE RECOVERY AT THE STICK-SHAKER
Normal Go-Around
Procedure:
Fly Missed Approach
“Flaps 8” Procedure
LANDING STALL RECOVERY “Gear Up” **
“Stall, Max Thrust, Spoilers in” “Speed Mode”
“Heading Mode”
Simultaneously or
- Reduce pitch angle (AOA) “NAV Mode”
- MAX thrust
- Spoilers retract
- Roll wings level “Go Around”
Press TO/GA
Rotate slowly
toward FD

STALL
“Positive Rate”

Ensure Thrust levers to MAX Thrust “Descent Arrested”

NOTE: Stick-Shaker DISENGAGES AP. “Cavalry Charge” will sound

continuously. Press AP Disconnect button on yoke to cancel.

1 September 2020 For Training Purposes Only Page 14

Original
 CRJ-200 Maneuver Profiles

STEEP TURNS

1800 in each direction

Stable flight at: 10,000’ (or other alt) & 250 knots – (note N1 setting to maintain speed)

1. Disconnect AP & Cancel FD

2. Roll to 45º bank angle (through 30º pitch towards 3º nose up)
3. Advance thrust approx. 3%
4. Adjust pitch to Maintain Altitude +/- 100’ (do not trim) BRIEFING:
5. Turn 1800 “This will be steep turns, 180º in each direction,
6. Roll smoothly to opposite direction at 10,000 ft. and 250 knots.
7. Reset thrust to initial setting Starting and finishing on a heading of _____.
8. PF: “Heading mode, Speed Mode” Autopilot and Flight Director off.
9. PF: “AP on” after ALTS CAP Any questions?”

PF:
150 prior “HDG mode”
“SPD mode”
PF: “AP on”
Set thrust
(as required)
Reset initial thrust

PF:
“AP off
FD off” 150 prior

1 September 2020 For Training Purposes Only Page 15

Original
 CRJ-200 Maneuver Profiles

EMERGENCY DESCENT or CABIN ALT Warning

May be accomplished by the Captain or PF
Donning Masks is critical, other items shouldn’t be rushed
- AP remains ON
- Turn is not required, consider if on an airway
- Declare Mayday and get safe altitude and altimeter setting
- Terrain. PM should check MSA and/or communicate with ATC
- *Maintain speed if structural damage suspected
- Reaching safe Altitude – Oxygen masks remove 1 pilot at a time and reset.

BOTH PILOTS:
Don O2 Masks, Set to 100%
Establish communications PASS SIGNS on “ALTS CAP”
Set lower altitude Speed 250 KIAS (as required)
Engage SPD mode (DES) Spoilers retract
Airspeed as required* Thrust as required
Thrust Levers Idle
Flight Spoilers extend “ALTS” & aircraft stable
“Emergency PA Direct PM to remove mask
Descent"

“You have control” Take control

Remove Mask & Reset “I have control”
Communicate with FA Unpressurized Flight Procedures
Advise ATC Divert as required
Reset Alt per ATC
Set altimeter setting on
standby
Verify PAX OXY ON Remove Mask
QRC “I have control”
Close Mask Door & Reset
Reset mic switch to BOOM
Headset on

1 September 2020 For Training Purposes Only Page 16

Original
 CRJ-200 Maneuver Profiles

DUTCH ROLL AND WINDSHEAR

DUTCH ROLL – DEMONSTRATION

- The CRJ will exhibit Dutch Roll. It is relatively docile, and oscillation does not tend to diverge.
- Dutch Roll may be demonstrated at high altitude clean configuration and low altitude in the landing configuration

RECOVERY:
- Very little action is required.
- Blocking rudder pedals or holding slight rudder pressure seems to work best. Ailerons tend to make it worse

WINDSHEAR
Avoidance is the best course of action.

Amber WINDSHEAR on PFD indicates increasing performance – Use caution, PREPARE.

Red WINDSHEAR on PFD indicates decreasing performance – RECOVER.

RECOVERY:
1. PF: “WINDSHEAR MAX THRUST”
2. Thrust levers - Firewall
3. Follow FD and respect the Pitch Limit Indicator (PLI)
4. NO CONFIGURATION CHANGES UNTIL CLEAR OF WINDSHEAR
5. PM: Callout sink and climb rates. Ex: “Sinking 2000”, “Climbing 100” etc.
6. PM: Callout “Clear of Windshear”
7. Reset thrust and reconfigure as necessary. Recommend Departure or Go-Around profile and calls

1 September 2020 For Training Purposes Only Page 17

Original
 CRJ-200 Maneuver Profiles

APPROACH SETUP

V2 becomes V2ga
Vr becomes Vref

1 September 2020 For Training Purposes Only Page 18

Original
 CRJ-200 Maneuver Profiles

PRECISION APPROACH
ILS approaches are accomplished in GREEN needles.
The Flight Director provides excellent guidance for very precise stable approaches.
When APPR mode is captured Flight Directors become independent. Each side captures its onside LOC on its VHF NAV radio.

Usually the PM does the approach setup and programs the FMS.
The PF will transfer control to the PM temporarily, to brief and double-check the approach setup.

If navigating in WHITE (FMS) needles, ensure BLUE (preview) needles prior to switching NAV source to GREEN (Localizer needles).
BLUE needles will automatically set Final Approach Course to correct heading although NAV source switching is not automatic.
- Blue preview needles require:
o Within 30 miles of airport
o ILS or LOC approach programed into FMS
o Correct LOC frequency tuned into onside VHF NAV radio

PROFILE SPEEDS:

- Flaps 8 – 180 KIAS

- Flaps 20 – 170 KIAS
- Flaps 30 – 160 KIAS
- Flaps 45 – VREF (+ half the gust to a max of 10kts, not depicted in profiles)

These speeds are recommended only, for minimum maneuvering speeds consult SPEED CARD. When flying minimum speeds it is also
recommended to add an additional 10kts as a maneuvering safety buffer.

General rule of thumb: If you are not using something, set it up for the next action:

Examples: - If LOC is captured, set the missed approach heading

- If on vectors & not using the FMS, change NAV source to green needles
- If Altitude Select is no longer needed, Set Missed Approach altitude

1 September 2020 For Training Purposes Only Page 19

Original
 CRJ-200 Maneuver Profiles

PRECISION APPROACH

On Intercept Course (on vectors): Prior to approach:

- Green Needles (check blue needles) ATIS received
“Flaps 20” “Flaps 8” FMS programmed
- Arm APPR Mode (as directed) Speed 170 KIAS Speed 180 KIAS Nav Radios tuned
V speeds are posted
MDA set, VREF in FMS

3-5 NM from FAF

ALL speeds are recommended only, not minimum maneuvering
“Check” “Gear Down; Flaps 30” speeds. Apply configurations as appropriate to conditions and ATC.
G/S Capture
“Check” “Before Landing Check
“Set Go Around Altitude”
to the line”
1-2 NM from FAF
Speed 160 KIAS
“Flaps 45”
“Below the Line”
“Localizer Alive” Speed VREF
“Glideslope Alive”
At Minimums:
“Landing”
“Check” or
Prior to 80’ AGL
“Check” “Go Around”
“Autopilot off”
At FAF:
“Fix name” “500”
“Charted Altitude” (AFE)
“GA altitude set” “100 above”
“Minimums”

Landing Rollout:
SINGLE ENGINE Verify GLD deploy
3-5 NM from FAF “90 knots”
“Gear Down; Flaps 20”
“Before Landing Check”
Speed VREF

1 September 2020 For Training Purposes Only Page 20

Original
 CRJ-200 Maneuver Profiles

NON-PRECISION APPROACH
Non-Precision Approaches are typically accomplished using the following NAV sources:

TYPE of PF PM NOTES
APPROACH
Localizer Green Green NAV mode (not APPR)
RNAV GPS White White “GPS APPR” prior to FAF
VOR White White Use pointer needles
VOR DME White Green Use pointer needles
NDB White White Use pointer needles

- White FMS needle may be used as the primary NAV source for all non-Localizer based approaches. Use bearing pointers to monitor
under-lying Nav Aids
- Green Needles are used for Localizer based approaches. On an ILS or LOC approach with the GS flagged it is permitted to use APPR
mode instead of NAV mode, but it’s not the common practice
- VNAV (snow flake) is “Advisory ONLY - Use only LNAV minimums. LNAV/VNAV or LPV minimums are not authorized
- Descents are always made in VS mode (SPD mode is not authorized IAF inbound) – normally at 1000 ft/min down
- Autopilot must be off prior to 400’ AGL. CAUTION this altitude may be above the MDA

Aircraft Configuration: (Aircraft may be configured earlier to simplify descent profile and decrease pilot workload)

- Flaps 30 & Gear down at 3-5 miles from FAF

- Flaps 45 at 1-2 miles from FAF
- CIRCLING: Flaps 30 Gear Down, VREF Flaps 30 + 10 knots

ALTS CAP – set next altitude

IE. At FAF crossing altitude, set MDA
At MDA, set missed approach altitude

1 September 2020 For Training Purposes Only Page 21

Original
 CRJ-200 Maneuver Profiles

CDA APPROACH TO RUNWAY

Prior to approach:
On Intercept Course (on vectors): “Flaps 8”
“Flaps 20” ATIS received
- White Needles (use underlying Nav Aid) Speed 180 KIAS
Speed 170 KIAS FMS programmed
- Arm NAV Mode (as directed)
Nav Radios tuned
V speeds are posted
MDA set, VREF in FMS

When Appropriate (ALTS CAP)

“Set ___” (MDA Altitude) ALL speeds are recommended only, not minimum maneuvering
“Check” speeds. Apply configurations as appropriate to conditions and ATC
1-2 NM from FAF AT FAF
Set desired descent rate AP must be disengaged by 400 ft. AGL
“Flaps 45”
“Below the Line” “VS ___ FPM set”
Speed VREF

“Track Alive”
“Check” (MDA) + 50 ft
“AP off” “Minimums”
3-5 NM from FAF “FD off” “Landing”
“Gear Down; Flaps 30” or
“Check”
“Before Landing Check to the line” “Go Around”
Speed 160 KIAS NO LOWER THAN 1500 AGL:
“Set _____ (MA)” “500”
(AFE)

“100 above”
At FAF: (minimums)
“Fix name”
Landing Rollout:
SINGLE ENGINE “Charted Altitude”
Verify GLD deploy
3-5 NM from FAF * “GPS APPR”
“90 knots”
“Gear Down; Flaps 20” (for RNAV GPS)
“Before Landing Check”
Speed VREF

1 September 2020 For Training Purposes Only Page 22

Original
 CRJ-200 Maneuver Profiles

NON-PRECISION APPROACH

On Intercept Course (on vectors): Prior to approach:

“Flaps 20” “Flaps 8”
Confirm NAV source ATIS received
Speed 170 KIAS Speed 180 KIAS
Arm lateral Mode FMS programmed
Nav Radios tuned
V speeds are posted
MDA set, VREF in FMS
3–5 Miles from FAF:
“Gear Down; Flaps 30” 1 – 2 miles from FAF:
“Before Landing “Flaps 45” ALL speeds are recommended only, not minimum maneuvering
Check to the line” “Below the Line” speeds. Apply configurations as appropriate to conditions and ATC.
Speed 160 KIAS Speed VREF
“ALTS CAP”
“ALTS CAP” “Set Go Around Altitude”
“Set (MDA Altitude)” At VDP:
“V/S Down 1000”
“Landing FD off”
At MAP (or prior)
X “Check” “Go Around”

At FAF: Prior to 400’ AGL

“Fix name” “100 above” • “Autopilot off”
“Charted Altitude” “Minimums”
* “GPS APPR”
(for RNAV GPS)

SINGLE ENGINE Landing Rollout:

3-5 NM from FAF Verify GLD deploy
“Gear Down; Flaps 20” “90 knots”
“Before Landing Check”
Speed VREF

1 September 2020 For Training Purposes Only Page 23

Original
 CRJ-200 Maneuver Profiles

CIRCLING APPROACH

FLY NON-PRECISION APPROACH *

USE CIRCLING MINIMUMS (Category D)

Aircraft Configuration:
- Gear down & Flaps 30
- Speed VREF Flaps 30 +10 KIAS

WHEN AIRPORT IN SIGHT:

- “Set Heading XXX” typically 450 from the approach course
- “Select Heading” (begin the circling maneuver)
(if AP on, PF can do these actions)
- Circle - Turn Downwind then Base - using Heading Mode
Keep aircraft within circling visibility radius from the landing runway (Category D) and keep airport environment in sight

Note: Final approach course and 3NM circle may be added on the FIX page of the FMS for situational awareness

WHEN AT THE CORRECT DESCENT ANGLE TO THE RUNWAY:

- “Flaps 45, Below the line”
- Bug VREF, complete checklist
- “Leaving MDA, Landing”
- “AP off, FD off”

With the AP off, use caution to avoid ballooning above MDA when setting Flaps 45. Trimming nose down for 1 second is recommended

* NOTE: Circling is normally done from Non-Precision Approach: If GS is captured, the altitude selector will not capture.

1 September 2020 For Training Purposes Only Page 24

Original
 CRJ-200 Maneuver Profiles

CIRCLING APPROACH

CONFIGURATION ON APPROACH
Gear Down
Flaps 30
Speed VREF Flaps 30 + 10 KIAS ARRIVING AT CIRCLING MDA:
PF: “Before Landing Check to the Line” PF: “ALTS CAP”
“Set Go Around Altitude“

WHEN AIRPORT IN SIGHT:

PF: “Set Heading XXX”
“Select Heading Mode”
Ensure to keep airport environment
In sight

Change heading as required

WHEN IN A POSITION TO LAND:

PF: “Flap 45, Below the line”
NOTE: “Leaving MDA, Landing”
AP must be off prior to 400’ AGL Select VS 800 FPM down
PF: “AP off, FD off”
Disconnect AP

1 September 2020 For Training Purposes Only Page 25

Original
 CRJ-200 Maneuver Profiles

1 September 2020 For Training Purposes Only Page 26

Original
 CRJ-200 Maneuver Profiles

VISUAL APPROACH
Visual Approaches are very common.
- May be flown as a Circuit, or Vectored arrival
- May be flown without backup guidance
o Rule of Thumb: Distance to runway X 300 = Altitude AGL (ex: 3 miles X 300 = 900’)
- May be backed up with Nav guidance (Looking outside but checking the navigation component for accuracy):
• ILS (or any approach navaid)
o With or without Flight Director
• FMS Visual Approach (see below)
o Providing lateral guidance with or without advisory vertical guidance
- Autopilot May be ON or OFF
The profile is nearly identical to a Precision Approach:
• If ILS is used for backup, selections, speeds & callouts are identical to Precision Approach except without Minimums related calls.
• If no backup is used, profile is similar and is based on distance from the airport
• In all cases, aircraft should be configured, stable and checklists complete by 1000’ AGL
• Autopilot off by 400’ AGL

FMS VISUAL APPROACH

- In the FMS Approach pages, at the end of the list of approaches, are Visual Approaches to ALL runways.
- A 5 Mile centerline fix (CF__ __) and a runway fix (RW__ __) are presented on the FMS. This includes VNAV information.
- Once selected, the centerline fix distance may be modified if desired.
- The centerline may be extended beyond the CF by selecting DIRECT to the CF and typing the course into the INTC CRS. (Line R6)
- A base leg (or any other intercept course) may be drawn by DIRECT to the CF and typing that course into the INTC CRS. (Line R6)
- Vertical Navigation (Snowflake) - VNAV is ADVISORY ONLY
• Path or Glideslope is provided with the “Snowflake”
• Angle to the Runway and V/S Rate to maintain that angle are provided in the MFD “VNAV Window”
• Flight Director will not couple to VNAV guidance – V/S may be used.

SINGLE ENGINE VISUAL

AVOID FLYING WITHOUT NAVIGATION GUIDANCE. - Recommend: Precision or Non-Precision Single Engine Approach, even in VMC

1 September 2020 For Training Purposes Only Page 27

Original
 CRJ-200 Maneuver Profiles

VISUAL APPROACH

“Flaps 20” “Flaps 8”

Speed 170 KIAS Speed 180 KIAS Prior to approach:
ATIS received
FMS programmed
Nav Radios tuned
V speeds are posted
Circuit Altitude: Normally 1500’ AGL MDA set, VREF in FMS
Turning Base or 5 Miles:
“Gear Down; Flaps 30”
“Before Landing Check to
the line” Turning Final
Speed 160 KIAS Or prior to 3 Miles:
AND prior to 1000’ AGL**: (see note)
“Flaps 45” Prior to 400’ AGL
“Below the Line” “Autopilot off”
Speed VREF “Flight Director off”
“Landing”
or
Maintain 30 “Go Around”
descent angle
Verify 30 descent
angle to landing
“Too High”
or
“Too Low”

Landing Rollout:
Verify GLD deploy
“90 knots”

** Note: PRM says 500’AGL for Flaps 45. However, 1000’AGL is consistent with Stabilized Approach Criteria.

1 September 2020 For Training Purposes Only Page 28

Original
 CRJ-200 Maneuver Profiles

MISSED APPROACH / GO-AROUND / REJECTED LANDING

* If the Go-Around is close to the ground and at a low-energy state, use MAX Thrust.
PF: “Go Around” This is a “Balked” or “Rejected” landing.
Press TOGA button
Thrust levers to GA Thrust* ** Descent Arrested criteria: V/S 0 or above & Altimeter increasing & IAS at V2 and
Rotate toward FD increasing

After this point, a Go-Around becomes exactly the same as a Normal Takeoff
When descent is arrested**
“Flaps 8”

Two Engine Go-Arounds especially from an MDA tend to happen faster than Normal Takeoffs
“Gear Up” due to altitude and energy. Expect to make the normal callouts quicker.
“Speed Mode”
“White Needles” In a normal Go-Around ensure the NAV source (white needles) is the FMS then arm NAV
“NAV Mode”

It’s acceptable to call for “heading mode” and engaging AP prior to switching NAV Source to white needles, but caution on Go-Around
procedures that require and immediate turn as this method may delay that turn. Although this method is acceptable especially at the early
stages of training, the preferred method is as stated above.

1 September 2020 For Training Purposes Only Page 29

Original
 CRJ-200 Maneuver Profiles

MISSED APPROACH / GO-AROUND / REJECTED LANDING

V2+12 “Flaps Up”

“Gear Up”
“Speed Mode” “Climb Thrust”
“Heading Mode” or “Climb Check”
“NAV Mode” (switch to white needles) “Autopilot on” “Speed 200”
“Go Around, Flap 8”
Press TOGA button
Thrust levers to GA Thrust
Smoothly rotate towards FD
Add rudder pressure
Acceleration Alt

600’ AFE

Set CLB Thrust

“Climb Thrust Set”
Complete Climb Check
“Climb Check Complete”

Set GA thrust
“Positive Rate”
Descent Arrested*
Select Flaps 8

1 September 2020 For Training Purposes Only Page 30

Original
 CRJ-200 Maneuver Profiles

SINGLE ENGINE MISSED APPROACH / GO-AROUND / REJECTED LANDING

PF: “Go Around”

Press TOGA button

Thrust levers to GA Thrust

ADD RUDDER PRESSURE Be sure to maintain coordinated flight as thrust is advanced. Add rudder as necessary.
Ensure coordination Reference the Brick

Rotate toward FD

When descent is arrested:

“Flaps 8”

After this point, a Go-Around becomes exactly the same as an Engine Failure on Takeoff.

QRC/Immediate Action Checklist and/or QRH may or may not have to be completed.

Unless revised missed approach procedures were coordinated with ATC (i.e. runway heading) you are expected to fly the published
missed approach as stated on the approach chart.

1 September 2020 For Training Purposes Only Page 31

Original
 CRJ-200 Maneuver Profiles

SINGLE ENGINE MISSED APPROACH / GO-AROUND / REJECTED LANDING

NOTE: Highlighted items are the items that are different from a Normal 2 Engine Go-Around.

V2+12 “Flaps Up”

“Gear Up”
“Speed Mode”
“BUG V2” Climbing at VT
“Heading Mode” Accelerate to VT “Max Continuous Thrust”
or “Climb Check”
“Go Around, Flap 8” “NAV Mode”
Press TOGA button (as req’d) Select ALT
“Autopilot on”
Thrust levers to GA Thrust “Half Bank” mode
ADD Rudder pressure (as req’d)
Smoothly rotate towards FD
Acceleration Alt

600’ AFE
Set MCT Thrust
“Max Continuous Thrust Set”
Complete Climb Check
“Climb Check Complete”

Set GA thrust Engage SPD Mode

Descent Arrested Bug V2
Select Flaps 8 &
“Positive Rate”
HDG or NAV Mode
Half Bank

1 September 2020 For Training Purposes Only Page 32

Original
 CRJ-200 Maneuver Profiles

ZERO FLAPS / FLAPS INOPERATIVE APPROACH & LANDING

ZERO FLAP APPROACH IS A NORMAL 3o DESCENT TO THE RUNWAY (300’AGL/1NM)

Zero Flap landing is usually done as a visual approach in training. It may be done with or without lateral and/or vertical guidance
depending on regulations governing training and testing.

The CRJ-200 Flap 0 approach speeds are near to the Max Tire Speed therefore consider this a serious situation. Additionally, any failure
of a Flight Control (Primary or Secondary) is considered an emergency. It is recommended to land on the longest suitable runway.

All information needed is in the QRH. The Flaps Fail procedure is a long & complex, therefore familiarize yourself with the QRH prior to
Simulator session. See: QRH ABNORM 8.

Slow to Flaps 0
maneuvering speed Prior to approach:
(Ref Flaps 0 +10) On GS (or PAPI, Visual etc.): ATIS received
“Gear Down” FMS programmed
“Speed __” (Ref Flaps 0) Nav Radios tuned
“Before Landing Check” V speeds are posted
MDA set, VREF in FMS

For Flaps 0, VT=V2GA

NO SPOILERS BELOW 300’ AFE

Select Gear Down

Landing Rollout:
Verify GLD deploy
“90 knots”

1 September 2020 For Training Purposes Only Page 33

Original
 CRJ-200 Maneuver Profiles

UNUSUAL ATTITUDES AND JET UPSET

Definition: exceeding a pitch attitude of 25° nose-high, 10° nose-low, and a bank angle exceeding 45° OR flying
within these parameters but at airspeeds too slow for the flight conditions.

Upsets are caused by external forces acting on the airplane (Wake, Clear air turbulence, etc.)
Unusual Attitudes are caused by pilot disorientation, a system/instrument malfunction or a cockpit distraction.
Upsets can occur quickly or develop slowly. Your initial and most important reaction to any upset should be to oppose
the roll or vertical moment acting on the airplane.
Most upsets and unusual attitudes are easily recoverable by prompt, simple, and smooth control corrections. Severe
upsets caused by wake turbulence, airplane system malfunctions, or meteorological conditions such as extreme clear
air turbulence, mountain wave rotor conditions, thunderstorms, wind shear and airplane icing require aggressive, timely
pilot input.

Recovery from Nose –High Attitude Recovery from Nose –Low Attitude

• Confirm a nose-high attitude with low-airspeed condition exists. • Confirm a nose-low attitude with airspeed increasing.

• Apply thrust while rolling toward the nearest horizon. • Reduce thrust to idle while simultaneously rolling to a wings-level
attitude.
• Use up to 90 degrees of bank, depending on the severity of the
condition. • Increase pitch attitude to recover to level or climbing flight.

• When the nose passes through the horizon, smoothly roll to a wings- • Use spoilers, if available and necessary, to minimize airspeed
level attitude and recover to level flight. increase and altitude loss.

• Use caution to avoid exceeding G-limits during recovery.

1 September 2020 For Training Purposes Only Page 34

Original
 CRJ-200 Maneuver Profiles

UNUSUAL ATTITUDE RECOVERY

Nose-Low Attitude

Confirm a nose-low Use caution to avoid

attitude with exceeding G-limits
increasing airspeed. during recovery.

Reduce power to idle and Increase pitch attitude to

simultaneously roll to a recover to level or climbing
wings-level attitude flight.

Nose-High Attitude

Apply power while rolling towards the nearest Allow nose of airplane to fall
horizon. towards the horizon.
Use up to 90 degrees of bank, depending on
the severity of the condition.
Roll wings level as the pitch
attitude approaches or passes the
horizon avoiding a secondary stall.

Confirm a nose-high attitude Recover to

with decreasing airspeed. level flight.

1 September 2020 For Training Purposes Only Page 35

Original
 CRJ-200 Maneuver Profiles

DESCENT OR CLIMB RATE TABLE

GROUND SPEED
Gradient
CDA FEET / NM 120 135 150 165 180 195 210 225 240 255 270 285 300
1.5 159 318 358 398 438 477 517 557 597 636 676 716 756 796
2 212 424 477 530 583 637 690 743 796 849 902 955 1008 1061
2.5 265 531 597 663 730 796 862 928 995 1061 1127 1194 1260 1326
2.7 287 573 645 716 788 860 931 1003 1075 1146 1218 1289 1361 1433
2.8 297 594 669 743 817 891 966 1040 1114 1189 1263 1337 1412 1486
2.9 308 616 693 769 846 923 1000 1077 1154 1231 1308 1385 1462 1539
3 318 637 716 796 876 955 1035 1115 1194 1274 1353 1433 1513 1592
3.1 329 658 740 823 905 987 1069 1152 1234 1316 1399 1481 1563 1645
3.2 340 679 764 849 934 1019 1104 1189 1274 1359 1444 1529 1614 1699
3.3 350 701 788 876 963 1051 1139 1226 1314 1401 1489 1577 1664 1752
3.4 361 722 812 902 993 1083 1173 1263 1354 1444 1534 1624 1715 1805
3.5 372 743 836 929 1022 1115 1208 1301 1394 1486 1579 1672 1765 1858
3.6 382 765 860 956 1051 1147 1242 1338 1434 1529 1625 1720 1816 1911
3.7 393 786 884 982 1081 1179 1277 1375 1473 1572 1670 1768 1866 1965
3.8 404 807 908 1009 1110 1211 1312 1412 1513 1614 1715 1816 1917 2018
3.9 414 828 932 1036 1139 1243 1346 1450 1553 1657 1760 1864 1968 2071
4 425 850 956 1062 1168 1275 1381 1487 1593 1700 1806 1912 2018 2124
4.5 478 956 1076 1195 1315 1435 1554 1674 1793 1913 2032 2152 2271 2391
5 532 1063 1196 1329 1462 1595 1728 1861 1993 2126 2259 2392 2525 2658
5.5 585 1170 1316 1463 1609 1755 1901 2048 2194 2340 2486 2633 2779 2925
6 639 1277 1437 1597 1756 1916 2075 2235 2395 2554 2714 2874 3033 3193
6.5 692 1385 1558 1731 1904 2077 2250 2423 2596 2769 2942 3115 3288 3461
7 746 1492 1679 1865 2052 2238 2425 2611 2798 2984 3171 3357 3544 3730
7.5 800 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000
8 854 1708 1921 2135 2348 2562 2775 2989 3202 3416 3629 3843 4056 4270

1 September 2020 For Training Purposes Only Page 36

Original
 CRJ-200 Maneuver Profiles

DRIFT-DOWN AND SINGLE ENGINE TABLES

Single Engine Climb Speed / Drift-down Speed (Also in Speed Book)
Press. Gross Weight (100 LBS)
Alt 340 360 380 400 420 440 460 480 500
Gross Weight (100 KILOS)
(ft.) 155 164 173 181 190 200 209 218 227
41000 186 192 198 203 209 214 219 225 230
35000 185 180 186 191 196 201 206 210 215
30000 167 172 177 182 186 191 195 200 204
25000 159 164 169 173 177 181 186 190 194
20000 152 156 161 165 169 173 177 181 184
10000 151 156 160 164 168 172 176 179 183
0 151 156 160 164 168 172 176 179 183

Single Engine Service Ceiling (x 100’) - Net Gradient Corrections to Single Engine Service Ceiling
ISA Gross Weight (100 LBS) Condition Correction
Dev 340 360 380 400 420 440 460 480 500
(°C) Gross Weight (100 KILOS) Engine Anti-ice ON -1000 ft.
155 164 173 181 190 200 209 218 227
Engine and Wing Anti-ice
30 22,6 20,9 19,3 17,6 16,1 14,6 12,8 11,1 9,6 -3800 ft.
ON
25 23,8 22,1 20,5 18,9 17,4 16,0 14,4 12,8 11,3 Ice Accumulation Only -3500 ft.
20 24,9 23,2 21,5 19,9 18,6 17,3 15,7 14,2 12,8 Engine Anti-ice ON with Ice
-4500 ft.
15 25,8 24,2 22,6 21,0 19,6 18,4 16,8 15,4 14,0 Accumulation
10 26,6 25,0 23,8 22,0 20,6 19,4 17,9 16,5 15,2 Engine and Wing Anti-ice
-7600 ft.
ON with Ice Accumulation
5 26,8 25,2 23,8 22,4 21,2 20,0 18,6 17,3 16,1
0 26,8 25,2 23,8 22,5 21,2 20,0 18,6 17,3 16,1
-5 26,8 25,2 23,8 22,5 21,2 20,0 18,6 17,3 16,0
-10 26,8 25,2 23,8 22,5 21,2 20,0 18,6 17,3 16,0
-15 26,8 25,3 23,9 22,5 21,2 20,0 18,6 17,3 16,0
-20 26,8 25,3 23,9 22,5 21,2 20,0 18,6 17,3 16,0

1 September 2020 For Training Purposes Only Page 37

Original
 CRJ-200 Maneuver Profiles

1 September 2020 For Training Purposes Only Page 38

Original
 CRJ-200 Maneuver Profiles

1 September 2020 For Training Purposes Only Page 39

Original