0.25 PPM sea level equivalent above FL 320

0.1 PPM time weighted average during any 3 hour interval above FL270.

41,000 feet

37,000 feet (company)

Maximum Taxi and Ramp Weight

(Memory)

Maximum Takeoff Weight (MTOW)

(Memory)

Maximum Landing Weight (MLW)

(Memory)

Maximum Zero Fuel Weight

(Memory)

Minimum Flight Weight

(Memory)

• Flaps up.........................-1.0g to +2.5g
• Flaps down.......................0.0g to +2.0g

Uphill:      +2%

Downhill:   -2%

PIC and SIC 

10 Knots

PIC 27 Knots

SIC 27 Knots

Maximum Allowable Crosswind Component for Takeoff and Landing on a Contaminated Runway

(Company)

15 Knots

PIC and SIC

Visible Moisture Definition

(Memory)

Engine Cowl Anti-Ice, Ground Operations

(Memory)

COWL ANTI-ICE system must be ON when:

• The OAT is 10°C or Below and Visible Moisture in any form is present.
• The OAT is 10°C or below when operating on runways, ramps, or taxiways where surface snow, ice standing water, or slush is present. 

Wing Anti-Ice, Ground Operations

(Memory)

The WING ANTI-ICE system must be on for takeoff when icing conditions exist on the ground, the OAT is 5° or below and:

• Visible moisture in any form (such as clouds, fog, or mist), is present below 400' AGL
• The runway is wet or contaminated, or
• in the presence of any precipitation (such as rain, snow, sleet, or ice crystals). 

Note: If the wing anti-ice is selected ON for takeoff, the cowl anti-ice system must also be selected ON.

The wing anti-ice system must be selected ON during final taxi prior to takeoff if the OAT is 5°C or below, unless Type II, III or IV anti-icing fluids have been applied. Final taxi is defined as initiation of the Before Takeoff Check.

Note: The wing anti-ice may be turned ON after both engines are running, but no later that the commencement of the Before Takeoff Check, to insure wing contamination from frost is prevented.

Note:  L or R WING A/ICE caution messages may be posted during taxi but must be verified out and WING A/ICE ON advisory message posted, prior to takeoff.  If wing anti-ice is not required for takeoff, it should be selected OFF just prior to takeoff.

Note:  To prevent wing contamination from reverse jet blast, operating the thrust reversers during taxi operations on wet and contaminated surfaces should be avoided.

Note:  When Type II, III or IV anti-icing fluids have been applied, the wing anti-ice system must only be selected ON, if required just prior to thrust increase for takeoff.

Engine Cowl Anti-Ice, Flight Operations

(Memory)

Icing conditions exist in flight at a Total Air Temperature of 10°C or below and visible moisture in any form is present, excep when the Static Air Temperature (SAT) is -40°C or below.

 The ENGINE COWL ANTI-ICE system must be ON when:

• In icing conditions
• ICE is annunciated by the ice detection system.

Delaying the use of cowl anti-ice may result in engine ice ingestion, resulting in possible severe engine damage and/or flameout.

Wing Anti-Ice, Flight Operations

(Memory)

Icing conditions exist in flight at a Total Air Temperature (TAT) of 10°C or below and visible moisture in any form is present, except when the SAT is -40°C or below.

The WING ANTI-ICE system myst be ON when:

• ICE is annunciated by the ice detection system
• In icing conditions and the air speed is less than 230 KIAS.

Delaying the use of wing anti-ice may result in small accumulations of ice on the wing leading edge.  Even small accumulations on the wing leading edge can change the stall characteristics, the stall speed, and the stall margin provided by the stall protection system.

• The WING ANTI-ICE system must be ON.
• The COWL ANTI-ICE system must be ON.
• Leave icing conditions where side window icing occurs. 

• There is visible moisture
• Water is present on the wing
• The difference between the dew point temperature and OAT is 3°C or less.
• The atmospheric conditions have been conducive to frost formation.

                          TOFF       LDG

Standing Water     0.50"     0.75"

Slush                    0.50"     0.88"

Wet Snow             1.00"     1.50"

Dry Snow              3.00"     3.75"

Note: When operating on contaminated runways, dispatch (takeoff) with one thrust reverser inoperative is prohibited.  Landing on contaminated runways with one thrust reverser inoperative is approved.

Maximum Flaps Extended Speeds (Company)

(Memory)

• Vfe Flaps 8°......................215 KIAS 
• Vfe Flaps 20°....................215 KIAS
• Vfe Flaps 30°....................185 KIAS
• Vfe Flaps 45°....................170 KIAS

Maximum Flap Operating Speeds

(Memory)

• Vfo Flaps 8°..................200 KIAS
• Vfo Flaps 20°................200 KIAS
• Vfo Flaps 30°................185 KIAS
• Vfo Flaps 45°................170 KIAS 

• Vle...........................250 KIAS 
• Vlo _retract....................200 KIAS
• Vlo _extend....................250 KIAS

280 KIAS or .75 MACH

(whichever is lower)

250 KIAS or .70 MACH

(unless autopilot engaged)

Note: When operating below maneuvering speed (V_ref +10 knots), bank angle is limited to 15 degrees or half bank. 

Maximum Windshield Wiper Speed....... 220 Knots

If the windshield wiper has failed in a non-parked position, the airplane speed must not exceed 220 KIAS.

Minimum Climb Speed (Company)

(Memory)

Above 10,000 feet, the aircraft is not climbed at a speed less than 250 KIAS/.70 Mach unless one of the following exceptions exists:

1. When mountainous terrain exists in the departure path, it is permitted to climb at V_x (best angle of climb) or V_ref flaps 0 + 10  knots, as appropriate, until clear of the terrain or upon reaching the MEA for the route.

2. It is permitted to fly at VY  (best rate of climb) when specifically asked by ATC to maintain best rate of climb, except in icing conditions above 15,000 feet.

3. If restricted by an MEL, maintain the highest speed allowed by the MEL, but it is not permitted to fly slower than VX.

When a climb rate of 300 FPM cannot be maintained at 250 KIAS/.70 Mach, the climb must be stopped and a new altitude coordinated with ATC.

Minimum Enroute Cruise Speed (Company)

(Memory)

The minimum enroute cruise speed above FL310 is Long Range Cruise(LRC). The minimum enroute cruise speed at or below FL310 will be Two Engine Holding V_MD in calm air.  Reference the buffet margin chart during turbulent air.

Indication       Red       Amber     Green

        N₁                 98.6             -           0 to 98.5

Norm Toff        900 1st 2min       -           0 to 900

                          884 next 3 min                     0 to 884

Go Around or    928 1st 2 min        -             0 to 928

 APR Thrust      900 next 3 min      -             0 to 900

MCT                  900¹              874 to 900       0 to 874

                           874 to 900²

                           900²

N₂ (% RPM)

WING ANTI ICE ON      99.3       0 to 77.9    78 to 99.2

WING ANTI ICE OFF     99.3                         0 to 99.2

OIL TEMP (°C)                163       150 to 162 -40 to 149

OIL PRESS (psi)          0 to 25      116 to 156   26 to 115

¹ During MCT, amber band and red tick mark appear if the ITT exceeds 874°C.

² During MCT, amber band becomes a red band if:

  ITT exceeds 874°C for more than 30 seconds, or

  ITT is greater than 900°C. The red tick mark remains at 900°C.

Condition    Core RPM       Fan RPM      ITT°C

                      N2%              N₁

Start              20                                900

Idle          56.5 to 68.0

Acceleration                                        900

Max

Continuous    99.2             98.6           874

Normal

Takeoff          98.3         96.2   884 (5 min)²

                                              900 (2 min

                                                 out of 5)²

Go Around or  99.4        98.6  900 (5 min)²

APR Thrust                            928 (2 min

                                                                       out of 5)²

¹ N₂ split between engines at ground idle power should no be greater than 2% N₂.  If N₂is 57% or less with an OAT of -20°C or colder, do not accelerate above idle.

²Transient Limits

Airplane Cold-Soaked

(Memory)

Before the first flight of the day, when the airplane is cold-soaked at an ambient temperature of -30°C or below for more than 8 hours.

• The engines must be motored for 60 seconds and the fan rotation must be verified before an engine start is initiated.

• Reverse thrusters must be actuated until the deploy and stow cycles are less than 5 seconds.

Minimum for starting............. -40°C

Maximum continuous ......... +155°C

Max permissible................. +163°C

(15 MINUTES MAXIMUM)

Steady State Idle ..........................25 PSI MINIMUM

Takeoff Power................................45 PSI MINIMUM

Maximum Continuous.................. 115 PSI MAXIMUM

Maximum Transient after Cold Start .............156 PSI

(130 PSI AT IDLE, 10 MINUTES MAXIMUM)

Continuous Ignition

(Memory)

Continuous ignition must be used during the following:

• Takeoff and landings on contaminated runways

• Takeoffs with crosswind components in excess of 10 knots

• Flight through moderate or heavier intensity rain

• Flight through moderate or heavier intensity turbulence

• Flight in the vicinity of thunderstorms

Engine operation at or near the shaker and pusher settings is predicated on an operable auto-ignition system.

If takeoff performance is predicated upon the use of APR, the APR system must be verified operative prior to takeoff.

Engine Stabilization

(Memory)

• Engines must be running for at least two minutes prior to takeoff.

• Prior to shutdown, the engines must operate at IDLE for a minimum of two minutes to dissipate heat and stabilize internal operating temperatures.

• If ITT rises above 350°C and is increasing rapidly following engine shutdown, carry out an engine motoring cycle immediately to reduce ITT.

NOTE:

Taxi time at 80% N₂ or below may be considered in the 2 minute cool down period. 

On the ground or inflight, the starter must not be used if indicated N₂ rpm exceeds 55%.

Engine Start

(Memory)

Start Attempt  Maximum Time On  Followed By

         1st           1 minute              10 seconds off

         2nd          1 minute              10 seconds off

  3rd and

Subsequent        1 minute               5 minutes off

Associated Start Conditions

(Memory)

At the initiation of Thrust Lever movement from SHUT OFF to IDLE:

• ITT must be 120°C or less for all ground starts
• ITT must be 90°C or less for all air starts

Dry Motoring Cycle

(Memory)

The dry motoring cycle (with Thrust Levers at SHUT OFF) may be used for engine ground starts and engine airstarts. Comply with Table 3 - 16

Start Attempt      Max Time ON    Followed By

         1                   90 Seconds        5 Min. off

2 and subsequent    30 Seconds        5 Min. off

Reduced Thrust Takeoff

(Memory)

Reduced thrust cannot be used:

• If the normal takeoff fan speed is less than 85% N1.

• With an engine that cannot achieve available full rated thrust:

– The Company uses trend monitoring data from the maintenance diagnostic computer, with GE’s Engine Condition Trend Monitoring program, to verify the availability of full-rated takeoff thrust.

Maintenance is required to remove an engine from revenue service when it no longer produces rated thrust. No Crew action is required.

• If wing and/or cowl anti-icing bleeds are in use.

• On runways contaminated with standing water, slush, snow, or ice.

• When warnings of windshear or downdrafts have been forecast.

• Special Departure Procedure specifies full thrust for takeoff.

• Antiskid inoperative.

 Note: The reduced engine thrust procedure may be used on wet runways provided that wet runway airport analysis data is used.

 If reduced thrust can be used the, the fan speed for the reduced engine thrust must not be lower that 85% N₁.

Fuel System Limitations

(Memory)

The maximum permissable fuel imbalance between the contents of the left main and the right main tank is 800 pounds.  Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not usable.

Take off with a fuel load in excess of 500 pounds in the center tank is not permitted unless each main wing tank is above 4,400 pounds.

Tank             Pressure Refueling      Gravity Refueling

                              (lbs)                         (lbs)

Left Main Tank        4760                         4488

Right Main Tk         4760                         4488

Center Tank           4998                         4930

Total                   14,518                      13,906

Minimum Fuel For Go Around

(Memory)

The minimum fuel for go-around is 450 pounds per wing (with the airplane level). This assumes a maximum airplane climb attitude of 10° nose up.

Takeoff with engine fuel temp indications below 5°C is prohibited.

Takeoff with bulk fuel temperature indications below the limits stated is prohibited.

During flight, bulk fuel temperature should remain above the applicable bulk fuel freezing point.

Fuel Temperature

(Memory)

When using JET A type fuel, the bulk fuel temperature prior to flight must be verified to be above -30°C. If any non-standard fuel is used, Crews must refer to Table 3-19 to determine the bulk fuel takeoff limit.

The Hydraulic 3B pump switch must be selected ON instead of AUTO for all phases of flight.

Maximum permissible oil consumption on each engine is 189 cubic centimeters per hour (6.4 ounces per hour, or 0.05 US gallons per hour).

Engine Oil Levels must be checked as follows:

• The maximum duration without engine oil servicing is 16 operating hours.

• When airplane operations in excess of 16 operating hours (without engine oil tanks servicing), the engine oil level must be checked from the flight compartment ENGINE OIL LEVEL panel within 3 minutes to 2 hours after every engine shutdown.

Indication        Limit      Red    Amber     Green

APU EGT °C      743     >743   713-742   0-712 

APU RPM %      107     >107   101-106   0-100

APU EGT Start °C 974

APU Starting Limitations

(Memory)

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

APU Starting Limitations-DC Ground Power

 (Memory)

15 Seconds      2 Minutes off

15 Seconds     20 Minutes off

15 Seconds      2 Minutes off

15 Seconds     40 Minutes off

APU Maximum Altitude For

Bleed Air

With the APU door open (APU message area on EICAS indicates DOOR _ _ _ _), comply with the one of the following:

• Limit airplane speed to 300 KIAS

• The APU must remain in operation.

APU Starting Limitations On Battery

 (Memory)

30 Seconds          2 Minutes off

30 Seconds        20 Minutes off

30 Seconds          2 Minutes off

30 Seconds        40 Minutes off

The bleed air 10th stage valves must be closed for takeoff and landing if the engine cowl and/or wing anti-ice systems have been selected ON.

Maximum Differential Pressures

• Positive ................................... 8.7 psi

• Negative................................. -0.5 psi

• During taxi, takeoff, and landing . 0.1 psi

The aircraft must be completely depressurized prior to opening any doors.

Cabin pressurization must not be operated to -1500 feet when the system is in manual mode.

Altitude (Feet)             Load Limitation   (kVA)

                         Main Generator(Each) APU Generator 

0 – 35,000                           30                        30

Above 35,000 to 37,000        25                        30

Above 37,000                       25                         0

Permissible Loads on the DC System Inflight:

Permissible Loads on the DC System

Ground Operations

 (Memory)

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

Wheel Brake Cooling Limitations

(Memory)

Brake cooling times must be observed between a landing or a rejected takeoff (RTO) and a subsequent takeoff to ensure that sufficient brake energy is available to bring the airplane to a complete stop if the subsequent takeoff is rejected (refer to Chapter 8: Performance, Brake Cooling Requirements).

Except for touch-and-go training, takeoff flaps must be selected from the 0 detent.

Touch-and-go training is not permitted in crosswinds greater than 14 knots.

Flaps

(Memory)

Enroute use of flaps is prohibited, unless following specific guidance from MOC during ferry flights only.

Flight with flaps extended at altitudes above 15,000’ is prohibited.

Flight Spoilers must not be extended in flight below an altitude of 1000 feet AGL (Company).

To ensure adequate maneuver margins, flight spoilers must not be extended in flight at airspeeds below the recommended approach/maneuvering speeds plus 17 KIAS. (See CFM Ch. 8, Landing Performance)

NOTE:

When maneuvering (bank angles up to 40 degrees), add 10 kts to the recommended approach/maneuvering speeds + 17 KIAS, to ensure adequate maneuver margins while respecting flap extension speeds.

(i.e. flaps 20 V_ref is 150 KIAS +17 +10 = 177 KIAS).

Use of flight spoilers with flaps positioned greater than 30° is prohibited.

Note: Stabilized approach criteria must be maintained.

Thrust Reversers

(Memory)

Thrust reversers are approved for ground use only.

The thrust reversers are intended for use during full stop landings. Do not attempt a go-around maneuver after deployment of the thrust reversers.

Takeoff with any of the following thrust reverser lights on, icons, or EICAS messages displayed is prohibited:

• THRUST REVERSER UNLK Light
• REV icon N₁ gauge.
• L or R REV UNLOCKED caution message.

Note: When operations are carried out under the MEL relief and deactivation procedure is completed, the above caution messages may continuously or intermittently be displayed.

During landing, application of maximum reverse thrust is not permitted at airspeeds below 60 KIAS.  Below 60 KIAS, reverse thrust must be reduced to idle (not above 30% N₁)  The allowable use of thrust reversers during landing is defined in figure 3-6.

During preflight check of the thrust reversers with the airplane stationary, reverse thrust must be limited to reverse idle.

• L (R) REV UNLOCKED Message
• Loss of all AC Power
• CABIN ALT Message or Emerg Descent Procedure
• Aileron System Jammed
• Rudder System Jammed
• L (R) ENG FIRE Message or Severe Engind Damage
• Elevator System Jammed
• Stabilizer Trim Runaway
• Ditching or Forced Landing Iminent
• Passenger Evacuation

Use of DES submode (flight Director or Autopilot coupled), during approach is not permitted.

• To comply with AD 2008-21-09, the flight director will not be used for takeoff.

Operation with the autopilot engaged is prohibited at altitudes below 600 feet AGL, except when performing the following:

• For visual and non-precision approaches, the minimum autopilot use height is 400 AGL.
• For precision approaches (ILS), the minimum autopilot use height is 80 feet AGL.
• The ADC source coupled to the active autopilot must be the same as that coupled to the ATC transponder during flight in RVSM airspace.

When setting the DH marker on the radio altimeter, using the DH/MDA knob on the altitude reference panel, the RA will be set exactly (i.e. if the RA is 99', set 99')  

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

• APU Fire Message
• Asymmetric Braking/Loss of Braking
• BRAKE OVHT Message
• Configuration Message
• Double Engine Failure
• ENGINE OVERSPD Message
• L (R) ENGINE FIRE message or Severe Engine Damage (On Ground)
• L (R) JETPIPE OVHT Message
• MLG BAY OVHT Message
• Post-Shutdown Engine Tail Pipe Fire
• Rejected Takeoff
• Stall Recovery