BAE146/RJ Family Abnormal/Emergency procedures?

[Rhinozherous]

Hello!
Is anyone aware of a source for the Abnormal and Emergency part of the FCOM for the BAE146? Or can anyone send me them as PDF? I want to use them in flightsim and dont want to share them any further, if this is important!
If so, please PM me.
Thank you!

[AerocatS2A]

I have one for the RJ100 but not the 146. There’s some crossover but they’re not the same.

[AerocatS2A]

Link to PDF sent by PM.

[Rhinozherous]

Hello!
Where there procedures for a two engine taxi in the BAE146/RJ's? I mean for example taxi with engine 3+4 to still get air conditioning AND power from them, plus the APU. Or where the engines not powerful enough?
Thank you!

[Rhinozherous]

Link to PDF sent by PM.
Ithank you very much in advance!

[PEI_3721]

2 engine taxi

No procedure authorised by the manufacturer. Possible issues of hydraulics for brakes, and / or failure cases. NB taxi accidents in US re loss of brakes (AC pump?); and overrun after ill advised shutdown of outboard engines anticipating an overrun.

[captain.ronin]

Link to PDF sent by PM.

Could you please send me a link for this document too?
I have been looking all over the internet for this.
Thank you in advance.

[Flap40]

I've not flown the 146 since 1998 but we certainly used to taxi in on just the inboard engines and the APU as long as the APU generator was functional. You still have two sources of AC and three sources of hydraulics.

[common toad]

2 engine taxi

No procedure authorised by the manufacturer. Possible issues of hydraulics for brakes, and / or failure cases. NB taxi accidents in US re loss of brakes (AC pump?); and overrun after ill advised shutdown of outboard engines anticipating an overrun.

Tosh! I hope you are not type rated.

FCOM Vol 3, chapter 1, part 4, topic 11 “engine shutdown” BAe encourages the shutting down of #1 & #4 during taxi-in when apu generator available, and shutting down #1 (rather than #4)when no apu generator is available. There is of course a time limitation (2 minute below flight idle) before engine shutdown, but the rational is that it helps reduce brake use and excessive temperature during taxing-in.

[Chesty Morgan]

Tosh! I hope you are not type rated.

FCOM Vol 3, chapter 1, part 4, topic 11 “engine shutdown” BAe encourages the shutting down of #1 & #4 during taxi-in when apu generator available, and shutting down #1 (rather than #4)when no apu generator is available. There is of course a time limitation (2 minute below flight idle) before engine shutdown, but the rational is that it helps reduce brake use and excessive temperature during taxing-in.
Absolutely. It bowled along quite nicely on 3 engines.

[PEI_3721]

TC, et al; I was rated, and I am very surprised. Thus a copy of the applicable manufactures doc would be appreciated; perhaps the rewritten version - FCOM (late 90s?), after my time.

How easy it is to forget the 'switch pigs' accidents when taxing - PSA fin required replacement; Mesaba ramming the terminal.

[common toad]

The ‘Mesaba ramming the terminal’ wouldn’t have happened it the two maintenance people in the cockpit had used the check-list and correctly actioned it.

[Uplinker]

It was SOP and we routinely taxied in on #2 and #3 plus the APU. At large airports such as CDG and LHR, that saved a lot of fuel and brake wear.

I cannot check at the moment, but I am pretty sure that Engs #2 and #3 had the hydraulic pumps, so no issues with brakes, and the APU gen took over the electrical power supply from Eng #1 and #4 generators.