CRJ Series

Operational Evaluation Report

Revision: 5

Date: 2024-07-12

MHI RJ Aviation ULC
CRJ Series

Approved by Philippe Ngassam,
Director, National Aircraft Certification Branch (AARD)
Transport Canada, Civil Aviation

Original signed by Philippe Ngassam

Management co-ordination sheet

Office of Primary Interest (OPI):

Steve Charest
Chairman CRJ Operational Evaluation Board
Civil Aviation Safety Inspector, Flight Technical and Operator Certification (FTOC)
Commercial Flight Standards (AARTFT)
Transport Canada Civil Aviation

Original signed by Steve Charest

Benoit Saulnier
Program Manager, Flight Technical and Operator Certification (FTOC)
Commercial Flight Standards (AARTFT)
Transport Canada Civil Aviation
330 Sparks Street, Ottawa, Ontario
K1A 0N8
Tel: 613-292-4238
e-mail: benoit.saulnier@tc.gc.ca

Original signed by Benoit Saulnier

Craig Leonard
A/Chief, Commercial Flight Standards (AARTF)
Transport Canada, Civil Aviation, Standards Branch

Original signed by Craig Leonard

Linda Melnyk
Director Standards (AART)
Transport Canada, Civil Aviation, Standards Branch

Original signed by Linda Melnyk

Table of contents

• 1. Record of revisions
• 2. Introduction
• 3. Highlights of change
• 4. General
• 5. Acronyms
• 6. Definitions
• 7. Pilot type rating
• 8. Related aircraft
• 9. Pilot training
• 10. Pilot checking
• 11. Pilot currency
• 12. Operational suitability
• 13. Miscellaneous
• 14. References
• Appendix 1 - Differences legend
• Appendix 2 - Master differences requirements (MDR) table
• Appendix 3 - Differences tables
• Appendix 4 - Transition line indoctrination (TLI)

1. Record of revisions

2. Introduction

2.1 General

The Transport Canada Flight Technical and Operator Certification (FTOC) section of the Civil Aviation Standards Branch is responsible for the TCCA Operational Evaluation (OE) program. FTOC’s objectives during the operational evaluation of a new or modified aircraft are to determine:

• a) The acceptability of a manufacturers training program for use by Canadian operators;
• b) Pilot qualification and type rating requirements including training, checking, and currency requirements, and;
• c) The operational suitability of an aircraft type.

This report lists those determinations for use by:

• a) TCCA Inspectors who approve training programs;
• b) TCCA inspectors; Approved Check Pilots (ACPs) who conduct Pilot Proficiency Checks (PPCs) and Advanced Qualification Program (AQP) Evaluators who conduct Line Operational Evaluations (LOEs); and
• c) Air operators, private operators and training providers, to assist them in developing their flight-crew member training, checking and currency programs.

Determinations made in this report are based on the evaluations of specific variants of the CRJ aircraft series made in accordance with current regulations, standards and guidance. Modifications and upgrades made to the series described herein, or introduction of new related aircraft, may require amendment of the findings in this report.

Notes

1. MHI RJ AVIATION ULC training programs evaluated during OEs are not granted TCCA approval. It is incumbent upon the air operators or private operators to ensure their CRJ aircraft series training program is approved or accepted by the Minister under their relevant TCCA regulatory framework (as applicable under subpart 705, 704 or 604 of the Canadian Aviation Regulations (CARs)) and with the material indicated in this report.
2. The OE activity assesses a specific training program and its content which is relevant to a specific date. Determinations made in this report do not account for any subsequent changes to the training program which have not been evaluated by the OEB.

2.2 Regulatory requirements / language

This OE report uses mandatory terms such as “must”, “shall” and “is/are required” to convey the intent of the regulatory requirements and other guidance documents. The term “should” is understood to mean that the proposed method of compliance must be used, unless an alternate means of compliance has been determined and approved.

Note

The terms “Pilot” and “Flight Crew” may be used interchangeably within this report and should be used specifically when dictated by the context of their use.

3. Highlights of change

This Operational Evaluation Board (OEB) report revision 5 is in an entirely new TCCA OE report format, update content and more closely harmonizes with the FAA Flight Standardization Board Report (FSBR) original issue for the CRJ1000, dated November 8, 2011 and the Revision 7 for the other CRJ, dated December 11, 2019. This OE report revision incorporate & supersede the letter of acceptance (LOA) – CRJ550 dated August 6, 2019, and the National Aircraft Certification (NAC) letter title Bombardier CRJ1000 - operational evaluation board results dated January, 2011. This revision also reflects a change of ownership that resulted in the type certificate (TC) No. A-276 being transferred from Bombardier Inc. to MHI RJ Aviation ULC dated June 1, 2020. Change bars are not included in this document because the entire report is revised and updated.

The following are highlights of changes in the report:

• Cover page – Table updated;
• Table of contents – updated;
• Section 1 – Record of revisions updated;
• Section 2 – Editorial updated;
• Section 3 – Highlights of change updated;
• Section 4 – CRJ550 and CRJ1000 added and editorial updated;
• Section 5 – Acronyms added and removed;
• Section 6 – Editorial updated;
• Section 7 – CRJ550 and CRJ1000 added, CRJ1000 note added and editorial updated;
• Section 8 – CRJ550 and CRJ1000 added;
• Section 9 – CRJ550 and CRJ1000 added and editorial updated;
• Section 10 – CRJ550 and CRJ1000 added and editorial updated;
• Section 11 – Subpart 705 of the CARs MFF currency requirements specific between all CRJ variants added;
• Section 12 - CRJ550 and CRJ1000 added and editorial updates
• Section 13 – CRJ550 and CRJ1000 added and editorial updated;
• Section 14 – References updated;
• Appendix 1 – Editorial updated;
• Appendix 2 – Master differences requirements (MDR) table updated to include the CRJ550 and the CRJ1000 and currency requirement removed;
• Appendix 3 – Difference tables updated, CRJ550 and CRJ1000 added, note regarding the CRJ1000 added and currency column removed;
• Appendix 4 – New Appendix titled Transition Line Indoctrination (TLI) using content moved from the main body of the previous version of the report, CRJ550 and CRJ1000 added;

4. General

4.1 Scope of report

This OE report applies to all CRJ variants and is in accordance with current regulations, standards, and guidance. The contents of this report are harmonized where possible with the FAA and the EASA reports.

Notes

1. This report refers to the CRJ aircraft series by their TCDS/ Master Series identifier (e.g., CL-600-2B19, CL-600-2C11), by their marketing names (CRJ100/200/440, CRJ700/701/702, CRJ550, CRJ705, CRJ900 or CRJ1000) or by his pilot type rating designator (CL65) as necessary for convenience and clarity.
2. Through this report, the terms «All CRJ variants» or «all CRJ aircraft series» are sometime used to replace «CRJ100/200/440, CRJ700/701/702, CRJ550, CRJ705, CRJ900 and CRJ1000» when applicable.
3. This revision also reflects a change of ownership that resulted in the Type Certificate (TC) No. A-276 being transferred from Bombardier Inc. to MHI RJ Aviation ULC dated June 1, 2020.
   1. The corporate name «Bombardier» has been removed from the marketing names of the CRJ aircraft series and is reflected as follows:

      Table 2 Former and current marketing names comparison table

      Former marketing names	Current marketing names
      Bombardier CRJ100/200/440	CRJ100/200/440
      Bombardier CRJ700/701/702	CRJ700/701/702
      Bombardier CRJ550	CRJ550
      Bombardier CRJ705	CRJ705
      Bombardier CRJ900	CRJ900
      Bombardier CRJ1000	CRJ1000

4.2 Guidance material

TCCA OEs were conducted in accordance with the latest revisions of FAA Advisory Circular (AC) AC-120-53B Change 1, Guidance for Conducting and Use of Flight Standardization Board (FSB) Evaluations, and the JOEB OPS/FCL Common Procedures for conducting Operational Evaluation Boards (Common Procedures Document (CPD)).

Note

Test evaluation processes (T1/T2/T3/T5) referred through this report are processes used by the OEB to validate the training differences levels proposed by the Original Equipment Manufacturer (OEM). Guidance material listed above can provide more details on those processes.

4.3 OE report effectivity

Provisions of this report are effective until amended, superseded, or withdrawn by subsequent OE findings.

TCCA reserves the responsibility and authority to re-evaluate and modify sections of this report based on new or revised advisory material, amended Canadian Aviation Regulations (CARs), aircraft operating experience, or the evaluation of new or modified aircraft under the provisions of the CPD or FAA AC-120-53B Change 1 (latest revision).

4.4 Application of OE report

All relevant parts of this report are applicable on the effective date of this report.

4.5 Alternate means of compliance

The OEB Chairman, the Program Manager of Flight Technical and Operator Certification (FTOC) and/or the Chief of Commercial Flight Standards (CFS) should be consulted when alternate means of compliance, other than those specified in this report, are proposed. An applicant shall be required to submit a proposed alternate means that provides an equivalent level of safety to the provisions of the CARs and this OE report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other substantiation may be required.

In the event an alternate compliance is sought, training program credits, simulator approvals, and device approvals may be significantly limited and reporting requirements may be increased to ensure equivalent levels of training, checking, and currency are maintained. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation.

4.6 AQP/OEB report relationship

Where an air operator has an approved AQP, differences between this report and an operator’s proposed training, checking, and currency requirements under an AQP should be substantiated and documented as part of the operator’s AQP approval process. Program approvals under AQP need to ensure the provisions and requirements of this report have been addressed, and where necessary, coordination with the OEB has been completed.

4.7 CRJ100/200/440

The CRJ100 entered service in 1992.

Notes

1. The CRJ100/200/440 is comprised of three separate aircraft variants: the CRJ100, CRJ200 and the CRJ440 respectively.
2. The CRJ200 is a marketing designator for the CRJ100 aircraft with the General Electric CF-34-3B1 engines installed.

4.8 Differences between the CRJ100/200/440 and the CRJ700/701/702

In September 2000, TCCA and the FAA jointly evaluated differences from the CRJ100/200/440 (base aircraft) and the CRJ700/701/702 (related aircraft). Master level C/C differences were established between the CRJ100/200/440 and the CRJ700/701/702.

Note

The CRJ700/701/702 is comprised of three separate aircraft variants: CRJ700, CRJ701 and the CRJ702 respectively.

4.9 Differences between the CRJ100/200/440, the CRJ700/701/702 and the CRJ900

• 4.9.1 Differences between the CRJ700/701/702 and the CRJ900

  In August 2002, TCCA, the FAA and JAA jointly evaluated differences from the CRJ700/701/702 (base aircraft) and the CRJ900 (related aircraft) using a T1 evaluation process. Master level A/A differences were established between the CRJ700/701/702 and the CRJ900.

• 4.9.2 Differences between the CRJ100/200/440 and the CRJ900

  In October 2002, TCCA, the FAA and JAA jointly evaluated differences from the CRJ100/200/440 (base aircraft) and the CRJ900 (related aircraft) using a T2/T3 evaluation process. Master level C/C differences were established between the CRJ100/200/440 and the CRJ900.

4.10 Differences between the CRJ900 and the CRJ705

In March 2005, TCCA, the FAA and EASA jointly evaluated differences from the CRJ900 (base aircraft) and the CRJ705 (related aircraft) through an analysis process. Master level A/A differences were established between the CRJ900 and the CRJ705.

4.11 Differences between the CRJ700/701/702 and the CRJ550

In July 2019, TCCA evaluated differences from the CRJ700/701/702 (base aircraft) and the CRJ550 (related aircraft) through an analysis process. Master level A/A differences were established between the CRJ700/701/702 and the CRJ550.

4.12 CRJ1000

In 2010, TCCA, the FAA and JAA jointly evaluated differences from the CRJ100/200/440 (base aircraft) and the CRJ700/701/702 (base aircraft) to the CRJ1000 (related aircraft) using a T2/T3 and T5 evaluation process. Master level D/D differences were established.

The evaluations of the reverse differences from the CRJ1000 to the CRJ100/200/440 and CRJ700/701/702 aircraft were not accomplished. The CRJ1000 was therefore assigned the CL65 pilot type rating on an interim basis. The CL65 pilot type rating for the CRJ1000 is subject to revision if a future OE takes place to establish reverse difference credits from the CRJ1000 to other CRJ variants.

Notes

1. The CRJ1000 was type certified in Canada dated November 01, 2010, and is therefore included on the TCCA TCDS A-276; and
2. Principal Operations Inspectors (POIs) and Technical Team Leads (TTLs) should contact the Program Manager of FTOC if an alternate means of compliance is proposed (See section 4.5 of this report).

5. Acronyms

AC

Advisory Circular

ACFT

Aircraft

ACP

Approved Check Pilot

ADG

Air Driven Generator

AFCS

Automatic Flight Control System

AFM

Airplane Flight Manual

AGL

Above Ground Level

APU

Auxiliary Power Unit

AQP

Advanced Qualification Program

AV

Audiovisual Presentation

BATC

Bombardier Aerospace Training Centre

CARs

Canadian Aviation Regulations

CASS

Commercial Air Service Standard

CAT

Category

CBT

Computer Based Training

CPD

Common Procedures Document

CPT

Cockpit Procedures Trainer

EASA

European Union Aviation Safety Agency

EFIS

Electronic Flight Instrument Systems

FAA

Federal Aviation Administration

FADEC

Full Authority Digital Engine Control

FCP

Flight Control Panel

FD

Flight Director

FFS

Full Flight Simulator

FLT CHAR

Flight Characteristics

FMA

Flight Mode Annunciator

FMS

Flight Management System

FSB

Flight Standardization Board (FAA)

FSBR

Flight Standardization Board Report

FSTD

Flight Simulation Training Device

FTD

Flight Training Device

FTOC

Flight Technical and Operator Certification (TCCA)

GLD

Ground Lift Dumpers

GPS

Global Positioning System

GSD

Galley Service Door

HGS

Head-Up Guidance System

HO

Handout

HUD

Head-Up Display

ICBI

Interactive Computer Base Instruction

ILS

Instrument Landing System

IOE

Initial Operating Experience

JAA

Joint Aviation Authorities

JOEB

Joint Operational Evaluation Board

LOA

Letter of Acceptance

LOC

Localizer

LOE

Line Operational Evaluation

MDR

Master Differences Requirements

MFF

Mixed Fleet Flying

MLW

Maximum Landing Weight

MTOW

Maximum Takeoff Weight

MZFW

Maximum Zero Fuel Weight

NAC

National Aircraft Certification

N₁

Rotational Speed of the Low-Pressure Compressor in a Dual-Spool Gas Turbine Engine

OE

Operational Evaluation

OEB

Operational Evaluation Board

OEM

Original Equipment Manufacturer

PFD

Primary Flight Display

PIC

Pilot In Command

POI

Principal Operations Inspector

PPC

Pilot Proficiency Check

PROC CHNG

Procedural Changes

PTT

Part Task Trainers

QRH

Quick Reference Handbook

RNP

Required Navigation Performance

RNP AR

Required Navigation Performance Authorization Required

RVR

Runway Visual Range

SIC

Second In Command

SU

Stand-Up Instruction

TASE

Training Area of Special Emphasis

TCAS

Traffic Collision Avoidance System

TCBI

Tutorial Computer Based Instruction

TCCA

Transport Canada Civil Aviation

TCDS

Type Certificate Data Sheet

TLI

Transition Line Indoctrination

TTL

Technical Team Leader

V₁

Takeoff Decision Speed

V_FE

Maximum Flap Extension Speed

V_REF

Reference Landing Speed

6. Definitions

These definitions are for the purposes of this report only.

• 6.1 Base aircraft - An aircraft identified for use as a reference to compare differences with another aircraft.

• 6.2 Current – A crewmember meets all requirements to operate the aircraft under the applicable CAR or CASS.

• 6.3 Differences tables – Describe the differences between a pair of related aircraft, and the minimum levels operators must use to conduct differences training and checking of flight crew members. Difference levels range from A to E.

• 6.4 Initial operating experience (IOE)/Initial line indoctrination –Supervised line flying experience acquired on a particular aircraft type. IOE terminology applies to an advanced qualification program (AQP).

• 6.5 Master differences requirements (MDR) – Specifies the highest training and checking difference levels between a pair of related aircraft derived from the Differences Tables.

• 6.6 Mixed fleet flying (MFF) program – A program permitting the operation of a base aeroplane and one or more variant(s) of the same, common or different type by one or more flight crew member, between training or checking events in accordance with an approved process based on the recommendations of an OE report that is acceptable to the Minister.

• 6.7 Operational evaluation – A TCCA evaluation of the pilot qualifications requirements of an aircraft type (pilot type rating, minimum flight crew member training, checking and currency requirements, and unique or special pilot qualification requirements (e.g., specific flight characteristics, no-flap landing)), operational suitability of an aircraft type and the Original Equipment Manufacturer (OEM) training program.

• 6.8 Operational suitability – A determination during an operational evaluation that an aircraft or system may be used in the Canadian airspace system and meets the applicable operational regulations (e.g., CAR subparts 604, 605, 701,702,703,704 and 705 as applicable).

• 6.9 Qualified – A flight crewmember holds the appropriate licenses and ratings as required by the applicable operating regulations.

• 6.10 Related aircraft – Any two or more aircraft of the same make with either the same or different type certificates that have been demonstrated and determined by TCCA to have commonality.

• 6.11 Seat dependent tasks – Maneuvers or procedures using controls that are accessible or operable from only one flight crewmember seat.

• 6.12 Specific flight characteristics – A maneuver or procedure with unique handling or performance characteristics that TCCA has determined must be checked.

• 6.13 Training Areas of Special Emphasis (TASE) – A training requirement unique to the aircraft, based on a system, procedure, or maneuver, which requires additional highlighting during training. It may also require additional training time, specialized training devices or training equipment.

• 6.14 Variant – Synonym for related aircraft. A variant is an aeroplane or a group of aeroplanes with the same characteristics that have pertinent differences from a base aeroplane. Pertinent differences are those that require different or additional flight crew member knowledge, skills and/or abilities that affect flight safety. (See Related aircraft)

7. Pilot type rating

The pilot type rating designator for all CRJ variants is CL65. The CL65 pilot type rating published in Appendix A Aircraft Type Designator Tables of Standard 421 - Flight Crew Permits, Licenses and Ratings – Canadian Aviation Regulations (CARs) has been assigned to the CRJ100/200/440, CRJ700/701/702, CRJ550, CRJ705, CRJ900 and CRJ1000.

Note

The CL65 pilot type rating has been assigned to the CRJ1000, on an interim basis. (See Section 4.12 of this report).

8. Related aircraft

8.1 Related aircraft on same TCDS

The CL-600-2C10, CL-600-2C11, CL-600-2D15, CL-600-2D24 and the CL-600-2E25 are related aircraft listed on TCCA TCDS A-276.

Note

Refer to table on the cover page of this OE report for the relationship between TCDS designators, marketing names and pilot type rating designator.

8.2 Related aircraft on different TCDS

Reserved.

9. Pilot training

Note

Only references from subpart 705 of the CARs are provided in the following sections 9, 10 and 11. If the aircraft is to be operated under a different subpart of the CARs:

• a) Private operators training programs are to be developed in accordance with the requirements of subpart 604 of the CARs; and/or
• b) Air Operators training programs are to be developed in accordance with the requirements of subpart 704 of the CARs.

9.1 Previous experience

The provisions of this section apply to CRJ training programs for pilots who have experience with air operator from subpart 705 of the CARs or equivalent operations (i.e., CAR 704, CAR 604) and multi-engine transport category turbojet or turboprop aeroplanes. Pilots receiving CL65 type training should have experience in high altitude operations, highly integrated avionics systems with EFIS and FMS. Pilots without this experience may require additional training.

9.2 CRJ initial type training course requirement

CRJ air operator’s initial type training course must meet the flight training requirements of CASS 725.124 (11) level C or CASS 725.124(12) level D training program. The initial type training course must satisfy the type rating requirements of CASS 421.40(3) (a) (iii), and the training requirements of CASS 725.106(1).

The OEM training courses evaluated can be used by POIs to assist them in approving or accepting training programs to operate CRJ aircraft series in respectively commercial air services (CARs 705 or CARs 704) or private operations (CARs 604).

Note

1. TCCA does not retain any courseware since the OEs were initially conducted. The OEB Chairman, or the Program Manager of FTOC should be consulted for inquiries related to course content initially evaluated.
2. The following training provider was contracted during OEs:
   1. Bombardier Aerospace Training Centre (BATC) was the training provider for all CL65 OEs.

9.3 CRJ initial training

Air operators must establish an initial training program that is compliant with CAR 705.124(2)(a). Initial training for flight crews must include appropriate training in accordance with CASS 725.124 or an approved advanced qualification program (AQP) program.

• 9.3.1 Ground training

  CRJ air operator’s initial ground training program shall include the technical initial ground training requirements of CASS 725.124(6)(a).

• 9.3.2 Flight training

  CRJ air operator’s initial flight training program must meet the flight training requirements of CASS 725.124 (11) level C or CASS 725.124 (12) level D training program.

  Notes

  1. The CRJ700/701/702, CRJ550, CRJ900 and CRJ705 are considered to be functionally equivalent and, as a result, can be all addressed within the same initial course provided respective differences training is tough by the operator as specified in the Appendix 2, 3 and 4;
  2. Under CARs subpart 704 only, the air operators training program are approved by TCCA and are required to meet the minimum time as per CASS 724.115. These minimum times indicated do not include any aircraft differences training, specialty training and training associated with special authorizations/specific approvals (SA);

9.4 Recurrent Training

Air operators must establish a recurrent training program that is compliant with CAR 705.124(2)(a)(iv). Recurrent training for flight crews must include appropriate training in accordance with CASS 725.124 or an approved AQP program.

In addition, air operators must include the applicable training areas of special emphasis (TASE) from section 9.5 of this report.

• 9.4.1 Ground training

  A CRJ air operator’s recurrent ground training program must incorporate the technical annual ground training requirements of CASS 725.124(6)(b) of the CASS.

• 9.4.2 Flight training

  A CRJ air operator’s recurrent flight training program must incorporate appropriate maneuvers and procedures in accordance with CASS 725.124 or an approved AQP program.

9.5 Training Areas of Special Emphasis (TASE)

Notes

1. References to “pilots” in this section include both pilots in command (PIC) and second in command (SIC) unless otherwise specified.
2. TASE must be included in initial, upgrade, transition, and recurrent training.

Pilots must receive special emphasis training in the following areas:

• 9.5.1 TASE - Ground training

  • 9.5.1.1 TASE - Ground training – All CRJ aircraft series except the CRJ1000

    Pilots must receive special emphasis on the following areas during ground training:

    • a) Flight control panel (FCP);
    • b) Flight mode annunciator (FMA);
    • c) FADEC (if applicable);
    • d) FMS (an expanded training footprint should be considered for pilots without previous FMS experience); and

    • e) Engine (or thrust) mode annunciator.

      Note

      TASE ground training applicable to all series of CRJ except the CRJ1000.

  • 9.5.1.2 TASE – Ground Training – CRJ1000

    Pilots must receive special emphasis on the following areas during ground training:

    • a) Primary flight displays (PFDs) and multifunction displays (MFDs);
    • b) Flight control panel (FCP), including light bar/switch position functionality;
    • c) Flight mode annunciator (FMA);
    • d) FADEC (if applicable) and engine indication and crew alerting system (EICAS);
    • e) FMS (an expanded training footprint should be considered for pilots without previous FMS experience); and
    • f) Engine (or thrust) Mode Annunciator;

    • g) Coupled and non-coupled V-Nav.

      Note

      TASE ground training applicable to the CRJ1000 only.

• 9.5.2 TASE - Flight training

  Pilots must receive special emphasis on the following areas during flight training:

  • 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 and without both yaw dampers operative;
    • i. High altitude / slow speed;
    • ii. 10,000 feet / landing configuration;
  • e) ILS approach on standby instruments;
  • f) Landing with ground lift dumpers (GLD) not deployed;
  • g) Aircraft performance in low energy go-around situations;
  • h) Circling approach and maneuvering at night;
  • i) Effects of wing leading edge contamination;
  • j) Inadvertent thrust reverser deployment;
  • k) Windshear;
  • l) GPS (if applicable);
  • m) HGS (if applicable);
  • n) TCAS;

  • o) Flight control system (modes of operation, control-by-wire rudder system) (for the CRJ1000 only)

    Note

    TASE flight training applicable to all series of CRJ except where indicated.

9.6 Special training

• 9.6.1 Special training applicable to the CRJ100/200/440

  Pilots must receive special training on the following areas:

  • a) Enhanced take-off procedures and winter operations training – Enhancement to take-off operational safety margins training (Refer to airworthiness directive CF-2008-15R1 and AFM CRJ100/200 Chapter 2 – Limitations – Operations Limitations).

  Note

  Applicable only to the CRJ100/200/440.

9.7 Specific flight characteristics

There are no specific flight characteristics.

9.8 Seat dependent tasks

Pilots must receive training in these seat dependent tasks during initial, upgrade, transition and recurrent training:

• a) Tiller Usage (left seat).
• b) HUD / HGS (left seat).

9.9 Flight Simulation Training Devices (FSTD)

An approved level C or D CL65 full flight simulator (FFS) equipped with day and night visual scenes that is representative of an operator’s specific CL65 configuration is required for flight training.

Training and checking under CARs Part IV, VI and VII must be conducted on a certified FTD and FFS in accordance with section 606.03 of the CARs.

FTD and FFS characteristics are designated in the Aeroplane and Rotorcraft Simulator Manual (TP 9685). The FSTD specific systems qualifications are found in the TCCA Qualification Certificate.

9.10 Training equipment

There are no specific systems or procedures that are unique to the CRJ aircraft series that require specific training equipment.

9.11 Differences training

• 9.11.1 Differences training between related aircraft

  Pilots must receive differences training between all CRJ variants. Refer to appendices 2, 3 and 4 of this report.

  Note

  Subpart 705 of the CARs air operators who established a transition / mixed fleet flying (MFF) approved training program(s) should refer to section 9.13 of this report.

• 9.11.2 Differences training – Optional equipment

  Reserved.

  Note

  Operator specific optional equipment items have not been evaluated under the scope of OEs. Operators should note that the CRJ aircraft series has a wide range of optional equipment which may require additional flight crew training. TCCA approved training programs for initial, recurrent, transition and upgrade training, as applicable, must include training on TCCA certified optional equipment.

9.12 Other training

Note

Specialty training activities have not been evaluated under the scope of OEs. Operators should note that the CRJ has a wide range of specialty training which require additional flight crew training. These activities covered by specialty training may require a special authorization/specific approval (SA) from TCCA. TCCA approved training programs for initial, recurrent, transition and upgrade training, as applicable, may include specific training on the operator’s specialty training.

• 9.12.1 HUD / HGS

  When HUD is installed and an operator is authorized HUD operations, training must address appropriate flight training elements for both HUD and non-HUD operations. This item must be included in initial, upgrade, transition, differences, and recurrent training.

  Note

  A type certified heads up guidance system (HGS) is capable of providing guidance to permit manually flown approaches and landings in low visibility weather conditions.

9.13 Subpart 705 of the CARs transition / mixed fleet flying (MFF) approved training program(s)

A subpart 705 of the CARs air operator may develop an approved transition program to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved transition program as set out in the air operator’s company operations manual.

Additionally, a subpart 705 of the CARs air operator may develop an approved MFF program to operate a base aeroplane and one or more variants of the same type, common type or different type under an approved MFF program after complying with the requirements of a transition program, in order to provide relief for 90 days pilot qualification requirements on the applicable aeroplane type(s) intended to be operated between training and checking events.

Notes

1. Pilots transitioning between any CRJ variants (e.g., CRJ100/200/440 to CRJ700/701/702 or CRJ550 or CRJ900 or CRJ705, CRJ100/200/440 or CRJ700/701/702 or CRJ550 or CRJ900 or CRJ705 to CRJ1000) or conducting MFF with different CRJ variants (e.g. CRJ100/200/440 and CRJ700/701/702, CRJ100/200/440 or CRJ700/701/702 and CRJ1000) require exemptions to specific provisions of CAR 705.106, CASS 725.106 and CAR 705.113. Appendices 2, 3 and 4 provide the training, checking and Transition credits between the CRJ aircraft series. TCCA Policy Letter AARX No. 173, Original issue, dated July 25, 2005 (RDIMS # 1040396) provide guidance on flight crew member qualification credits for transition programs and mixed fleet flying programs.
2. Provisions found in this section are only applicable for subpart 705 of the CARs.

• 9.13.1 Alternating recurrent training between CRJ variants

  Under an approved transition/MFF program(s), recurrent training may alternate between CRJ variants.

  The air operator shall provide recurrent technical ground training on one variant with differences technical ground training on the other variant(s) as detailed in the appendix 3.

  The air operator must include the applicable training areas of special emphasis (TASE) from section 9.5 of this report for all CRJ variants operated under an approved transition/MFF program(s).

  Note

  Air operators involved in a MFF operations with any variant(s) of the CRJ700/701/702, CRJ550, CRJ900 or CRJ705 paired with any other CRJ variant(s) should considered the CRJ700/701/702, CRJ550, CRJ900 and CRJ705 as the same variant for the purposes of alternating recurrent simulator training under an approved transition/MFF training program(s).

• 9.13.2 Transition line indoctrination (TLI)

  Transition line indoctrination (TLI) related to CRJ aircraft series are provided in Appendix 4 of this report.

10. Pilot checking

10.1 Landing from a no flap or non standard flap approach

Reserved.

10.2 Specific flight characteristics

There are no specific flight characteristics.

10.3 Seat dependent tasks

During initial, transition, and upgrade checking, pilots must be checked in these seat dependent tasks:

• a) Tiller usage (left seat).
• b) HUD (left seat).

10.4 Other checking items

Note

Specialty training activities have not been evaluated under the scope of OEs. Operators should note that the CRJ has a wide range of specialty training which may require additional flight crew checking. The activities covered by specialty training may require a special authorization/specific approval (SA) from TCCA. TCCA approved training programs for initial, recurrent, transition and upgrade training, as applicable, may include specific checking on the operator’s specialty training.

• 10.4.1 Special checking

  • 10.4.1.1 Special checking applicable to the CRJ100/200/440

    It is required that the special training at 9.6.1.1 will be follow by a successful checking event.

• 10.4.2 Head up Guidance System (HGS)

  When HGS use is approved, checking must include a 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, an ACP/inspector may request that authorized maneuvers be performed without use of HGS (e.g., if manual CAT II F/D operations are authorized, the pilots being checked may be requested to perform the maneuver without HGS).

  Note

  A type certified heads up guidance system (HGS) is capable of providing guidance to permit manually flown approaches and landings in low visibility weather conditions.

10.5 FSTD

An approved level C or D CL65 FFS equipped with day and night visual scenes that is representative of an operator’s specific CRJ aircraft series configuration is required for flight checking.

10.6 Equipment

There are no specific systems or procedures that are unique to the CRJ aircraft series that require specific equipment.

10.7 Differences checking between related aircraft

Differences checking between certain CRJ variants may be required. The level of checking is specified in appendix 2 and 3.

Note

Subpart 705 of the CARs air operators who established a transition / MFF approved training program(s) should refer to section 10.8 of this report.

10.8 Subpart 705 of the CARs transition / mixed fleet flying (MFF) approved training program(s)

A subpart 705 of the CARs air operator may develop an approved transition program to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved transition program as set out in the air operator’s company operations manual.

Additionally, a subpart 705 of the CARs air operator may develop an approved MFF program to operate a base aeroplane and one or more variants of the same type, common type or different type under an approved MFF program after complying with the requirements of a transition program, in order to provide relief for 90 days pilot qualification requirements on the applicable aeroplane type(s) intended to be operated between training and checking events.

Notes

1. Pilots transitioning between any CRJ variants (e.g., CRJ100/200/440 to CRJ700/701/702 or CRJ550 or CRJ900 or CRJ705, CRJ100/200/440 or CRJ700/701/702 or CRJ550 or CRJ900 or CRJ705 to CRJ1000) or conducting MFF with different CRJ variants (e.g. CRJ100/200/440 and CRJ700/701/702, CRJ100/200/440 or CRJ700/701/702 and CRJ1000) require exemptions to specific provisions of CAR 705.106, CASS 725.106 and CAR 705.113. Appendices 2, 3 and 4 provide the training, checking and transition credits between the CRJ aircraft series. TCCA Policy Letter AARX No. 173, Original issue, dated July 25, 2005 (RDIMS # 1040396) provide guidance on flight crew member qualification credits for transition programs and mixed fleet flying programs.
2. Line checks conducted in one variant should satisfy the requirements for all CRJ variants. If the operator’s line operations (e.g., route structure, area of operation, ETOPS) of one variant is significantly different from another variant, then separate line checks should be conducted.
3. The currency requirements detailed at sections 11 of this report shall be maintained.
4. Provisions found in this section are only applicable for subpart 705 of the CARs.

• 10.8.1 Alternating PPC between CRJ variants

  Under an approved transition/MFF program(s), recurrent checking events may alternate between CRJ variants.

  PPCs should alternate each six months for flight crew members.

  When such alternating checks are accomplished, the differences checking assessment of the other variant within the series grouped may be satisfied by ground training, written questionnaire, oral review, or other method approved by the Principal Operations Inspector (POI) or Technical Team Leader (TTL). 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.

  Note

  Air operators involved in a MFF operations with any variant(s) of the CRJ700/701/702, CRJ550, CRJ900 or CRJ705 paired with any other CRJ variant(s) The CRJ700/701/702, CRJ550, CRJ900 and CRJ705 should be considered the CRJ700/701/702, CRJ550, CRJ900 and CRJ705 as the same variant for the purposes of alternating recurrent simulator checking under an approved transition/MFF training program(s).

11. Pilot currency

There are no additional currency requirements for the CRJ aircraft series other than those already specified in subparts 705, 704 and 604 of the CARs.

11.1 Differences currency between related aircraft

Not established for operators from subparts 604 and 704 of the CARs.

For currency credit established between related aircraft for subpart 705 of the CARs air operators, refer to section 11.2.1 of this report.

11.2 Subpart 705 of the CARs mixed fleet flying (MFF) approved training program

A subpart 705 of the CARs air operator may develop an approved transition program to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved transition program as set out in the air operator’s company operations manual.

Additionally, a subpart 705 of the CARs air operator may develop an approved MFF program to operate a base aeroplane and one or more variants of the same type, common type or different type under an approved MFF program after complying with the requirements of a Transition program, in order to provide relief for 90 days pilot qualification requirements on the applicable aeroplane type(s) intended to be operated between training and checking events.

Notes

1. Pilots conducting MFF between any CRJ variants (e.g., CRJ100/200/440 and CRJ700/701/702, CRJ100/200/440 or CRJ700/701/702 and CRJ1000) require exemptions from subparagraphs 705.106(1)(b)(i) and (ii), of the CARs. TCCA Policy Letter AARX No. 173, Original issue, dated July 25, 2005 (RDIMS # 1040396) provide guidance on flight crew member qualification credits for transition programs and mixed fleet flying programs.
2. Those provisions found in section 11.2 are only applicable for subpart 705 of the CARs.

• 11.2.1 Subpart 705 of the CARs MFF currency requirements between CRJ variants

  Under an approved MFF program and with reference to section 11.1 of this report, there are no differences currency requirements between CRJ variants except:

  • a) Flight crews operating the CRJ100/200/440 and the CRJ1000, should complete at least three take-offs and landings within the previous 90 days, and a minimum of one sector in each variant within the previous 90 days. (No currency credit.)
  • b) Flight crews operating the CRJ700/701/702 or the CRJ550 and the CRJ1000, should perform at least one take-off and landing on the CRJ700/701/702 or the CRJ550 and at least one take-off and landing on the CRJ1000, when performing the required take-offs and landings within the previous 90 days. (Partial currency credit.)

11.3 Special currency applicable to the CRJ100/200/440

It is required that the special training at section 9.6.1.1 of this report will be successfully completed within the preceding 12 calendar months from take-off procedures, ground icing conditions and cold weather operations as detailed in the applicable AFM CRJ100/200 Chapter 2 – Limitations - Operations Limitations.

12. Operational suitability

All CRJ aircraft series are operationally suitable for operations under subparts 705, 704 and 604 of the CARs.

Note

The aircraft may be authorized by the Minister to be operated under subpart 704 of the CARs - Commuter Operations for passenger configurations of 19 or fewer passengers. Refer to section 12.1.1 below for more details.

12.1 Requirement for flight attendants

• 12.1.1 Commercial air services

  The OEB found that all CRJ variants fall under the subpart 705 of the CARs, due to a MCTOW of more than 8 618 kg (19,000 pounds) and a Canadian type certificate authorizing the transport of 20 or more passengers. However, the aircraft may be authorized by the Minister to be operated under subpart 704 of the CARs - Commuter operations for passenger configurations of 19 or fewer passengers. This authority shall be accompanied by a requirement to have a flight attendant on all passenger carrying flights for the following reasons:

  • 12.1.1.1 Nature of the interior

    The interior of the representative aircraft presented by the manufacturer has the forward area immediately behind the cockpit occupied with passenger service area, main entrance, and forward lavatory between the main passenger cabin bulkhead and the cockpit bulkhead. This arrangement prevents the supervisory control over passengers during flight by visual and aural means by the flight crew.

  • 12.1.1.2 Length of the aircraft

    The length of the main cabin precludes visual supervision of passengers from a cockpit seat. This would be compounded in those configurations where an additional bulkhead forming passenger sleeping compartments and/or office areas is installed in an executive configuration.

• 12.1.2 Private operations

  For subpart 604 of the CARs private operators, the requirement for a flight attendant starts at thirteen passengers in those aeroplanes that cannot provide for flight crew supervision of the passengers by visual and aural means. If the flight crew have the ability to supervise passengers a flight attendant is required at 20 passengers. Thus, for the foregoing reasons, all CRJ variants flights under subpart 604 of the CARs shall carry a flight attendant for thirteen passengers or more. If an operator feels that their particular aircraft interior configuration is such that a flight attendant should not be a requirement, Principal Operations Inspectors (POIs) and Technical Team Leads (TTLs) should contact the Program Manager of FTOC if an alternate means of compliance is proposed (See section 4.5 of this report).

  Notes

  1. CRJ100/200/440 aircrafts prior to Serial No. 7457 have main passenger entry doors that open somewhat slower than main passenger entry doors on aircraft Serial No. 7457 and subsequent. The aircraft Serial No. 7457 and subsequent door design is known as a “Phase IV” door (FAA), which will touch the ground approximately 10 seconds after being opened.
  2. All CRJ700/701/702, CRJ550, CRJ900, CRJ705 and CRJ1000 aircraft have Phase IV passenger doors (FAA).

• 12.1.3 CRJ1000

  For CRJ1000, an additional (third) flight attendant (FA) is required. The 3rd FA is located in a forward facing jump seat adjacent to the forward right galley service door (GSD).

13. Miscellaneous

13.1 Normal final landing flap setting

The normal final landing flap setting is 45 degrees.

13.2 Landing minima categories

The approach aircraft category and resultant approach minima are determined by the airspeed at which the aircraft is to be maneuvered during the final approach segment for a straight-in or circling approach.

13.3 Approach profiles and speed

The approach profiles are the same for all CRJ variants.

Approach speeds are dependent upon aircraft weight. Landing weights for the CRJ705 and the CRJ900 are the heaviest while the CRJ100/200/440 is the lightest in the series of aircraft. Nevertheless, critical speeds are presented to the pilot in a standardized manner for all CRJ variants. Refer to the Footnote in Table 3 above for more details regarding the relation between approach speed and landing minima categories.

13.4 Abnormal & emergency procedures

Immediate action items are with minor exceptions, identical for all CRJ variants. Abnormal and emergency procedures are presented in quick reference handbooks (QRH) of an identical format for all aircraft. Although individual steps may differ, the steps are carried out under the guidance of the handbook in a logical decision-making manner.

13.5 Maximum flap extension speed V_FE

Although the CRJ700/701/702, CRJ550, CRJ900, CRJ705 and the CRJ1000 have flaps and slats while the CRJ100/200/440 has flaps only; the slat/flap or flap extension speeds are similar for all CRJ aircraft series.

13.6 Minimum height for use of the autopilot

The minimum height for the use of the autopilot is 600 feet AGL following takeoff for all CRJ aircraft series.

13.7 Procedural knowledge

• 13.7.1 Takeoff profiles

  The takeoff profiles are similar for all CRJ aircraft series. The only difference between the CRJ aircraft series is that the CRJ700/701/702, CRJ550, CRJ900, CRJ705 and CRJ1000 have one additional callout for flap retraction: «Flaps 1».

13.8 Optional equipment

Reserved.

Note

Operator specific optional equipment items have not been evaluated under the scope of OEs. Operators should note that the CRJ has a wide range of optional equipment which may require additional flight crew training. TCCA approved training programs for initial, recurrent, transition and upgrade training, as applicable, must include training on TCCA certified optional equipment.

13.9 Scope of CRJ1000 OE

The CRJ1000 OE scope did not include an evaluation of differences training from the CRJ1000 (as base aircraft) to the other CRJ aircraft series (as related aircraft). In addition, the OEB did not evaluate cabin crew training, maintenance training, or the use of equipment or functions such as the electronic flight bag (EFB), head up display (HUD), enhanced/synthetic flight vision systems (E/SFVS), RNP AR or steep approaches, etc.

14. References

1. FAA Flight Standardization Board (FSB) Report for the Bombardier CRJ series aircraft Revision 7 dated 12/11/2019 (December 11, 2019) or later revision (https://drs.faa.gov/browse/FSB_REPORTS/doctypeDetails).

2. FAA Flight Standardization Board (FSB) Report for the Bombardier CRJ1000 series aircraft Original dated 11/08/2011 (November 08, 2011) or later revision.

3. FAA Advisory Circular AC120-53B, Change 1, Guidance for Conduction and Use of Flight Standardization Board Evaluations, dated 10/24/16 (October 24, 2016) or later revision (https://drs.faa.gov/browse/FSB_REPORTS/doctypeDetails).

4. FAA Type Certificate Data Sheet (TCDS) A21EA-1 Revision 4 dated 02/02/2023 (February 02, 2023) or later revision (https://drs.faa.gov/browse/FSB_REPORTS/doctypeDetails).

5. JOEB OPS/FCL Common procedures for conducting Operational Evaluation Boards, dated June 10, 2004.

6. EASA Type Certificate Data Sheet (TCDS) IM.A.673 Issue 3.0 dated September 18, 2023 or later revision (https://www.easa.europa.eu/document-library/type-certificates).

7. EASA Operational Suitability Data (OSD) Flight Crew for CRJ Aircraft Series 100/200/550/700/705/900/1000 – Revision 3, dated September 01, 2023 or later revison.

8. Transport Canada Advisory Circular, AC 700-035, Special Authorization for Take-off Operations below RVR 600 down to and including RVR 300, at Issue 01, dated February 12, 2016 or later Issue.

9. TCCA Policy Letter AARX No. 173, Flight Crew Member Qualification Credits for Transition Programs and Mixed Fleet Flying Programs, Original issue, dated July 25, 2005 (RDIMS # 1040396).

10. TCCA Type Certificate Data Sheet (TCDS) A-276, Issue No. 7, dated December 22, 2022 or later issue.

Appendix 1 – Differences legend

Appendix 2 - Master differences requirements (MDR) table

These are the minimum levels of training and checking required, derived from the highest level in the differences tables in Appendix 3. Differences levels are arranged as training/checking.

Appendix 3 - Differences tables

Footnote to table of contents – Appendix 3:

Each “Differences tables” indicated above (i.e., CRJ100/200/440 to CRJ700/701/702) refer to a design, a system and a maneuver differences table.

From CRJ100, CRJ200, CRJ440 To CRJ700, CRJ701, CRJ702

This design differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ700, CRJ701, CRJ702 To CRJ100, CRJ200, CRJ440

This design differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ100, CRJ200, CRJ440 To CRJ900

This design differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ900 To CRJ100, CRJ200, CRJ440

This design differences table, from the CRJ900 (CL-600-2D24) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ900 (CL-600-2D24) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ900 (CL-600-2D24) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ700, CRJ701, CRJ702 To CRJ900

This design differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ900 To CRJ700, CRJ701, CRJ702

This design differences table, from the CRJ900 (CL-600-2D24) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ900 (CL-600-2D24) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ900 (CL-600-2D24) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ100, CRJ200, CRJ440 To CRJ705

This design differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ705 (CL-600-2D15), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ705 (CL-600-2D15), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ705 (CL-600-2D15), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ705 To CRJ100, CRJ200, CRJ440

This design differences table, from the CRJ705 (CL-600-2D15) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ705 (CL-600-2D15) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ705 (CL-600-2D15) to the CRJ100/200/440 (CL-600-2B19), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ700, CRJ701, CRJ702 To CRJ705

This design differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ705 (CL-600-2D15), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ705 (CL-600-2D15), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ705 (CL-600-2D15), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ705 To CRJ700, CRJ701, CRJ702

This design differences table, from the CRJ705 (CL-600-2D15) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ705 (CL-600-2D15) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ705 (CL-600-2D15) to the CRJ700/701/702 (CL-600-2C10), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ705 To CRJ900

This design differences table, from the CRJ705 (CL-600-2D15) to the CRJ900 (CL-600-2D24), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ900 To CRJ705

This design differences table, from the CRJ900 (CL-600-2D24) to the CRJ705 (CL-600-2D15) lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ700, CRJ701, CRJ702 To CRJ550

This design differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ550 (CL-600-2C11), lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ100, CRJ200, CRJ440 To CRJ1000

This design differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ100/200/440 (CL-600-2B19) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ700, CRJ701, CRJ702 To CRJ1000

This design differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ700/701/702 (CL-600-2C10) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ705 To CRJ1000

This design differences table, from the CRJ705 (CL-600-2D15) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ705 (CL-600-2D15) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ705 (CL-600-2D15) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

From CRJ900 To CRJ1000

This design differences table, from the CRJ900 (CL-600-2D24) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This system differences table, from the CRJ900 (CL-600-2D24) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This maneuver differences table, from the CRJ900 (CL-600-2D24) to the CRJ1000 (CL-600-2E25), was proposed by MHI RJ Aviation ULC and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

Appendix 4 - Transition line indoctrination (TLI)

Under an approved transition/MFF program(s), transition line indoctrination (TLI) must be accomplished in accordance with the table below and, where indicated by a C* or D* for flight crews flying the variants listed.

Transition line indoctrination (TLI) may be required in certain circumstances and is authorized for crew members that have qualified and served in the same capacity on the same group of aeroplanes. TLI is a specific type of initial operating experience (IOE)/initial line indoctrination in which a pilot occupies a specific crew position (not in the observer seat) and performs particular assigned duties related to post qualification skill enhancement while under supervision. Supervision is by a pilot qualified to conduct the TLI and is typically a check pilot. TLI is not accomplished until after a crewmember has completed his training and, if applicable, checked (PPC) to perform duties for that particular crew position.

There are a variety of reasons why the OEB may specify TLI in conjunction with master difference requirements (MDR). One or more of the reasons described below may apply:

• a) Introduction of new aircraft types or variants;

• b) Introduction of new systems (e.g., flight management system (FMS), TCAS, Omega, INS);

• c) Introduction of new operations (e.g., oceanic operations);

• d) Experience for a particular crew position (e.g., PIC, second-in-command (SIC));

• e) Post qualification skill refinement (e.g., refining alternate or multiple ways to use particular equipment to increase operating efficiency, operating flexibility, or convenience);

• f) Special characteristics (e.g., unique airports, mountainous areas, unusual weather, special air traffic control procedures, non-standard runway surfaces, etc.).

In the case of pilots moving from the CRJ100/200/440 to the CRJ700/701/702, CRJ550, CRJ900 or CRJ705, operators should provide TLI in accordance with CARs requirements. Similarly, pilots moving from the CRJ700/701/702, CRJ550, CRJ900 or the CRJ705 to the CRJ100/200/440, operators should provide TLI in accordance with CARs requirements. In the case of pilots moving from the CRJ100/200/440, CRJ700/701/702, CRJ550, CRJ900 or CRJ705 to the CRJ1000, operators should provide TLI in accordance with CARs requirements. This requirement is intended to permit pilots to obtain additional operating experience in order to become fully cognizant of the differences in landing characteristics/techniques as a result of attitude differences related to fuselage length and landing weights and landing gear design differences between the base aircraft and the variant(s). Tables 2 and 3 below summarize the TLI requirements detailed in this paragraph and has detailed in Table 1 above.

Notes

1. The CRJ700/701/702, CRJ550, CRJ900 and the CRJ705 are considered to be functionally equivalent and minimum differences training when transitioning between those four variants are required.

2. In certain specific cases whereby the operator’s approved differences training program is immediately followed by level D FFS training and checking on the new variant, the requirement to conduct TLI may be waived.

3. Pilots transitioning between any CRJ variants (e.g., CRJ100/200/440 to CRJ700/701/702 or CRJ550 or CRJ900 or CRJ705, CRJ100/200/440 or CRJ700/701/702 or CRJ550 or CRJ900 or CRJ705 to CRJ1000) or conducting MFF with different CRJ variants (e.g., CRJ100/200/440 and CRJ700/701/702, CRJ100/200/440 or CRJ700/701/702 and CRJ1000) require exemptions to specific provisions of CAR 705.106, CASS 725.106 and CAR 705.113. This appendix provides the transition credits between all CRJ aircraft series. Appendices 2 and 3 provide the training and checking credits between the CRJ aircraft series. TCCA Policy Letter AARX No. 173, Original issue, dated July 25, 2005 (RDIMS # 1040396) provide guidance on flight crew member qualification credits for transition programs and mixed fleet flying programs.

4. Line checks conducted in one variant should satisfy the requirements for all CRJ variants. If the operator’s line operations (e.g., route structure, area of operation, ETOPS) of one variant is significantly different from another variant, then separate line checks should be conducted.