CRJ PROCEDURES

APU

APU operation varies across operators. Typically, it's used as little as possible to reduce costs. That being said here are the
conditions when APU is used:

1. When ground power is not available

We typically started the APU at the gate just prior to push back. For normal ops / non-icing conditions we shut it down right after
both engines are started. All take offs in icing conditions we would shut down the APU as part of the after takeoff flow. After
landing, we would start the APU if we knew there was not ground power available at the station

PROFILES
TAKE OFF

1. Have your v-speeds already setup before taking the runway and have the flight director on, but not the Auto pilot.

Have your speed bug set to V2+15knots, this will be your initial climb speed after rotation.(you will want to have the Altitude
active and your target altitude set! also have your FMS set as your nav aid on the PFD! especially if you are departing on a
departure route!)

Also make sure you have the first notch of flaps down and set!

Always operate the take off with flaps at 8*!

2. Take runway (verify the correct runway and sync the heading bug before you begin your takeoff roll.)

3. Bring up the thrust levers to 70% making sure they are moving equally (Set power call out).

4. Continue to bring up the thrust levers until you have them set to what ever you thrust rating setup

5. When you reach 80 knots ( 80knots check callout) continue your roll (V1 call out, Vr Rotate callout)

Ease back on your controls and bring the nose to 10* nose up.

6. Quickly activate and sync the speed mode on the flight director (remember V2+15knots) also activate your heading mode (this
should have already been set for the runway or departure heading).

7. Once you clear 600 ft AGL, Auto pilot on and ARM the NAV Mode.
The Speed, Hdg and Auto pilot activation all happen really quick back to back.

Make sure the speed bug syncs to what ever your current speed is at when you activate it.

Once Nav mode is armed the Autopilot may automatically switch modes to Nav and follow the FMS course.

8. Once you know you are climbing.

Increase your airspeed bug to 250kts and continue your climb out.

9. Make sure to raise the flaps to 0* before you reach 180knots.

10. In the states you have to maintain 250kts below 10,000 ft, once thru 10k, increase your airspeed to 280kts.

Leave it at 280kts until you get up in altitude and your the aircraft is climbing at a slow rate to maintain airspeed, then switch to VS
then use VS and set to 500 ft/per min until you reach altitude.

In CRJ 200 doesn’t climb very well after FL 210, we fly an average FL 210-FL260 and in the 700-900 series up to 410 and an average
of 260-350

CRJ ILS APPROACH PROFILE

Make sure your ILS Freq and Coarse are set early in your descent.

1. Sync heading bug to current heading. Switch to Hdg Mode and Change the Nav on the PFD to NAV 1, set the coarse via the
coarse knob. Once set, switch back to FMS on the PFD and NAV mode on the Autopilot.

2. Be at your initial approach altitude at roughly 25-30 miles from your destination and have a clean airspeed of 200kts. (Clean,
means no flaps).

Also go to the FMS on the Radio and make sure to switch NAV 1 freq from UTO to Manual and put in the LOCALIZER FREQ.

Your Course and LOC freq should all be setup on NAV 1.

Finally if your altitude is captured where you are at go ahead and set up the MISSED APPROACH ALT ON THE PFD!

3. Roughly 20 miles from destination flaps 8* (first notch) and airspeed 180kts.

4. Roughly 15 miles from the destination or at the Final approach intercept. Set flaps 20* (2nd notch) and Change the NAV to NAV
1 on the PFD and arm APPR MODE!

ALSO MAKE SURE TO SYNC THE HDG BUG FOR THE MISSED APPROACH!

5. When the Glide Slop Dot is 1 1/2 About the intercept. Gear Down, Flaps to 30* (third notch) airspeed 160kts and landing check
to the line (Meaning- Gear Down and Verified, Thrust Reversers ARMED, External Lights SET, CAS Check and Cleared)

6. Just prior to Glide Slope Intercept, Flaps 45* (final notch) Slow to Vref Speed (based upon aircraft weight) and landing check
below the line (Flaps 45* and set) make sure GS turns Green on the PFD indicating you have indeed captured the Glide Slope.

10.Normal call outs are ( 200 Ft above Minimums, 100 Ft above Mins, Minimums)
Auto Pilot has to be off by 200ft AGL

11. If at Minimums you have Approach lights in sight, you can descend an additional 100ft until you have runway environment in
sight. If at minimums you do not have the approach light or runway environment you will have to initiate a missed approach!

CRJ MISSED APPROACH PROFILE

1. TOGA power (take off go around power) , Spoilers in!

2. Positive rate (gear up, Flaps to 8* (first notch)

3. Sync speed mode, and activate Speed Mode (Set v2+15).

Activate Hdg Mode (this should have already been set).

AUTO PILOT ON!

Change the NAV on the PFD to FMS and activate NAV Mode

4. Flaps up before 180 kts, climb to the proper altitude and let the Autopilot fly the missed approach coarse. (after takeoff check)
CRJ LOW ENERGY MISSED APPROACH PROFILE

Same as the standard missed approach, Low energy means that you are to close to the runway and have retarded the thrust levers
to begin the flare. During a low energy missed the landing gear may actually touch down on the runway surface because of the lag
in spool up time with the engines. Once thrust is achieved and airspeed begins to accelerate then you continue the standard
missed approach procedure.

CRJ Non Precision Approach Profile

When doing a Non Precision approach in the CRJ, strive to make the approach a (Constant Angle Approach).

What this means is - to calculate the descent angle to reach your Minimum Descent Altitude Just prior to the missed approach
point, we call this the DDA (Derived Decision Altitude). The Dive and drive method is not recommend in any jet.

There are math formulas to calculate the needed VS/MIN to maintain a desired descent angle. This info is also usually noted on
Jepp Charts with a 3* glide slope.
However, for simplicity I recommend using the the Primary Nav Display and the little magenta arc that is displayed out in front of
your flight path. If you set the desired altitude on the PFD, then select your VS, simply Lower the nose of the aircraft until the
magenta arc is over top of your missed approach way point. By doing this and maintaining a constant airspeed you will have a
constant descent angle all the way to that point. Adjust the Vertical Speed as necessary to remain at or above the crossing altitude
for any step down fixes.

This profile will work for VOR, GPS, and RNAV approaches.

1.The profile and speeds used are the same as the procession approach up until you reach the FAF (Final Approach Fix).
Have your constant angle already calculated if you use that method, and have your Minimum Descent Altitude or (DDA) already set
on the PFD.

2.Make sure you have the correct Nav aid selected! Nav 1 for VOR and FMS for GPS or RNAV.

3.At the FAF select the calculated descent rate (VS/Min) for your DDA (Derived Decision Altitude) and mark the time!!!

4.Once you reach the DDA, determine if you will continue the approach.

5.If you go missed! Toggle TOGO power and begin your climb. Switch from Nav mode to heading mode and sync, but do not begin
a turn for the missed approach until you have reached the missed approach point. (Very common mistake is to go missed on a non
precision approach and begin the turn for missed approach prior to actually reaching the missed approach point! That could be a
fatal error!)

CRJ Circling Approach Profile

1.The profile is the same as the non precision approach profile until you reach the FAF.
The DDA (Determined Decision Altitude) will be 1,000 ft above airport elevation.

2.AT the FAF for a circle approach leave the flaps set at 30* and do not go to the normal 45* for the approach. Maintain airspeed of
Vref +10knots (maneuvering speed) until flaps 45* are selected on short final.

3.Once over the FAF, descend at 900ft/min or 3* glide slop until you reach your DDA.

4.Remain at the DDA (1,000 above airport) until the airport is in sight.

5.You can descend below the MDA when the airport is in sight and the aircraft is in position to make a normal descent to landing.
When turning final, be no less then 500ft above the TDZE (Touchdown zone) Flaps 45* reduce speed to Vref. Use no more then 15
degrees of bank on final.

6.If you go missed approach, follow the missed approach profile.

CRJ Visual Approach Profile

2.On roll out, use the spoilers (automatic) and the reverse thrust to slow yourself. Do not apply well breaks until below 80 knots.

CRJ Zero Flaps Approach Profile

1. A straight in approach should be used if possible.

2. Choose the most suitable runway. Consider Length, winds, braking action, availabilty and If there is and ILS or any other vertical
nav aid.

3. Set your V-speeds as such. Vr set to Vref ( Vref for 0* flaps) and Vt set to Vfto. No other bugs should be set.

4. Maintain 200 knots or minimum maneuvering speed, which ever is higher until final approach. On final you can use the spoilers
to control airspeed until 800ft AGL.

5. Fly final approach Vref + 10 knots and expect a nose up attitude during the final approach. Try to avoid flying to low of an
approach angle due to the high nose attitude.

6. Fly onto the runway with little to no flare and use your thrust reverse to slow yourself .

7. If you have to go missed, keep in mind the reduced climb performance due to 0* flaps. This could be unsafe around high
mountains.

CRJ Engine Failure/Fire On TakeOff At Or Above V1 Profile

1. Upon engine failure, set max power!

2. Rotate as normal into the flight command bars and maintain the slip/skid indicator centered with rudder pressure.

3. Keep your pitch and bank under control and set trims to help. Be aware that rudder adjustments will need to be made as
airspeed increases.

4. Consider selecting half bank with flight command bars.

5. Call ATC and declare an Emergency.

CRJ Single Engine Precision and Non Precision Approach Profile

The single engine approach profile is the same as the normal precision and non precision approach profiles.

The biggest difference is reduced performance!

Because of this reduced performance only use a maximum of 20* flaps and maintain yaw control with the rudder pedals. Fly your
final approach at Vref for 20* + 10 knots and keep your airspeed at or above 180 knots prior to you final approach.