Flight Crew

Operating Manual
Not for use in aircraft

MODEL CL−600−2B16
(Serial No. 5701 to 6049)

21,863 kg / 48,200 lb MTOW

FIRST ISSUED: Oct 05/06 REVISION 61: Aug 27/21

VOLUME 1 Publication No. PSP 605−6

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CL−605 FLIGHT CREW OPERATING MANUAL − VOLUME 1
This manual applies to the Challenger 605. The Challenger 605 is a marketing designation
that is applicable to the Model CL−600−2B16, Aircraft serial No. 5701 to 6049.

PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY

 Vol. 1 Transmittal−1
TRANSMITTAL LETTER REV 61, Aug 27/21

This is revision 61 to the CL−605 Flight Crew Operating Manual, PSP 605−6.
To bring this manual up to date remove old pages and insert revised pages as detailed below:

REMOVE INSERT

Title Page Revision 60 Revision 61

Record of Revisions 00−01−15 00−01−15
Record of Temporary Revisions 00−02−4 00−02−4
Letter of Transmittal TR 605/35 Page 1 of 5
List of Effective Pages 00−03−1 to 00−03−8 00−03−1 to 00−03−8
Limitations 02−00−2 to 02−00−4 02−00−2 to 02−00−4
02−05−13 to 02−05−20 02−05−13 to 02−05−18
In−Flight Checks 09−00−1 09−00−1
TR 605/35 Page 2 of 5 and Page 3
of 5
09−01−1 to 09−01−2 09−01−1 to 09−01−2
TR 605/35 Page 4 of 5 and Page 5
of 5
09−02−1 to 09−02−6 09−02−1 to 09−02−6

NOTE

Record the date you insert this revision in the Record of Revisions at the front of the
manual.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−1
Record of Revisions REV 6, Jun 08/07

Record the date you insert each revision in your manual.

Revision Incorporated
Subject Date
No. By

REV 1 Revision to Volume 1 introducing changes to reflect Airplane

Dec 21/06 Flight Manual revision 1: Limitations.
Revision to Volume 1 introducing additional information and
miscellaneous changes to Limitations and Emergency,
Abnormal and Supplementary Procedures and Techniques
and In-Flight Checks.
Revision to Volume 2 introducing editorial changes.

REV 2 Revision to Volume 1 introducing changes to reflect Airplane

Jan 11/07 Flight Manual revision 2: Limitations.
Revision to Volume 1 introducing miscellaneous changes to
Supplementary Procedures and Techniques and In-Flight
Checks.

REV 3 Revision to Volume 1 introducing changes to reflect Airplane

Mar 19/07 Flight Manual revision 3: Limitations and Emergency, Normal
and Abnormal Procedures.
Revision to Volume 1 introducing miscellaneous changes to
Introduction and Normal Procedures.
Revision to Volume 2 updating the oxygen system
information.
Revision to Volume 2 introducing editorial changes.

REV 4 Revision to Volume 1 introducing changes to reflect Airplane

Apr 16/07 Flight Manual revision 4: Introduction, Limitations and
Normal and Supplementary Procedures.
Revision to Volume 2 updating the communication system
information.

REV 5 Revision to Volume 1 introducing changes to reflect Airplane

Jun 04/07 Flight Manual revision 5: Emergency, Abnormal and
Supplementary Procedures.

REV 6 Revision to Volume 1 introducing changes to reflect Airplane

Jun 08/07 Flight Manual revision 6: Limitations and Supplementary
Procedures.
Revision to Volume 1 to clarify hard landings.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−2
Record of Revisions REV 9, May 14/08

Revision Incorporated
Subject Date
No. By

REV 7 Revision to Volume 1 introducing changes to reflect Airplane

Oct 31/07 Flight Manual revision 7: Introduction, Limitations and
Emergency, Normal, Abnormal and Supplementary
Procedures.
Revision to Volume 1 to correct the requirements for
anti-skid checks before landing.
Revision to Volume 1 to delete instructions regarding FMS
selection for overwater operations.
Revision to Volume 1 to update the table for type II anti-icing
fluids.
Revision to Volume 1 to clarify airspeed requirement for
ADG in-flight check.

REV 8 Revision to Volume 1 introducing changes to reflect Airplane

Jan 22/08 Flight Manual revision 8: Limitations.

REV 9 Revision to Volume 1 introducing changes to reflect Airplane

May 14/08 Flight Manual revision 9: Limitations.
Revision to Volume 1 incorporating minor correction to Mode
S limitations.
Revision to Volume 1 incorporating note regarding
momentary display of APU BATTERY OFF message.
Revision to Volume 1 incorporating minor corrections to
normal power-up check.
Revision to Volume 1 incorporating data regarding fuel burn
with ADG deployed.
Revision to Volume 1 incorporating correction of APU start
cycles in supplementary procedures.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−3
Record of Revisions REV 11, Feb 17/09

Revision Incorporated
Subject Date
No. By

REV 10 Revision to Volume 1 introducing changes to reflect Airplane

Nov 07/08 Flight Manual revision 10: Limitations and Emergency,
Normal and Abnormal Procedures, and Performance.
Revision to Volume 1 incorporating temporary revision
605/1−4.
Revision to Volume 1 to revise the deicing fluid holdover
charts.
Revision to Volume 1 to add information regarding infrared
deicing.
Revision to Volume 1 to clarify the in-flight check of the
ADG.
Revision to Volumes 1 and 2 to clarify information regarding
the aircraft clock.
Revision to Volume 2 introducing new FCC with revised FD
take-off pitch.
Revision to Volume 2 introducing changes to reflect FD
software update.
Revision to Volume 2 to correct the maximum usable fuel
capacities.
Revision to Volume 2 to clarify logic of HYD SOV caution
message.
Revision to Volume 2 introducing additional information and
miscellaneous editorial changes.

REV 11 Revision to Volume 1 introducing changes to reflect Airplane

Feb 17/09 Flight Manual revision 11: Limitations, Normal, Abnormal
and Supplementary Procedures.
Revision to Volume 1 to add information regarding landing.
Revision to Volume 1 to clarify bus inoperative list.
Revision to Volume 1 to clarify runway contaminants.
Revision to Volume 1 to clarify hydraulic pressure during
ADG check.
Revision to Volume 2 to introduce hard landing indication
system.
Revision to Volume 2 to introduce new CB panel for aircraft
5775 and subs.
Revision to Volume 2 to clarify oxygen duration tables.
Revision to Volume 2 to remove shock strut limits.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−4
Record of Revisions REV 13, Oct 20/09

Revision Incorporated
Subject Date
No. By

REV 12 Revision to Volume 1 introducing changes to reflect Airplane

Jul 17/09 Flight Manual revision 12: Limitations and Emergency and
Abnormal Procedures.
Revision to Volume 1 to clarify tire check during walkaround.
Revision to Volume 1 to add information regarding APR
failure.
Revision to Volume 1 to remove instructions regarding flap
setting during windshear.
Revision to Volume 2 to revise HLIS operation information.
Revision to Volume 2 to correct elevator position indicator
description.
Revision to Volume 2 to clarify TAWS mode 4B.
Revision to Volume 2 to revise TCAS description and
operation.
Revision to Volume 2 to incorporate Temporary Revision
605/4.
Revision to Volume 2 for editorial corrections.

REV 13 Revision to Volume 1 introducing changes to reflect Airplane

Oct 20/09 Flight Manual revision 13: Limitations, Normal and Abnormal
Procedures.
Revision to Volume 1 to correct minimum fuel requirement
for go-around.
Revision to Volume 1 to revise hard landing definition.
Revision to Volume 1 to remove ATC tuning restriction.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−5
Record of Revisions REV 16, Sep 09/10

Revision Incorporated
Subject Date
No. By

REV 14 Revision to Volume 1 introducing changes to reflect Airplane

Feb 01/10 Flight Manual revision 14: Limitations, Emergency, Normal,
Abnormal and Supplementary Procedures.
Revision to Volume 1 to add bounced landing procedure.
Revision to Volume 1 to revise procedure for flap reset.
Revision to Volume 1 to revise the deicing fluid holdover
charts.
Revision to Volume 1 to clarify ADG in-flight operational
check.
Revision to Volume 2 to clarify take-off pitch up command
bar.
Revision to Volume 2 to remove ATS go-around.
Revision to Volume 2 to revise LDS range.
Revision to Volume 2 to make minor corrections to
numerous illustrations.

REV 15 Revision to Volume 1 introducing changes to reflect Airplane

Jun 28/10 Flight Manual revision 15: Limitations, Emergency, Normal,
and Abnormal Procedures.
Revision to Volume 1 to incorporate temporary revision
605/9.
Revision to Volume 1 to clarify ADG in-flight check.
Revision to Volume 2 to add circuit breaker panel 6.
Revision to Volume 2 to correct autopilot EICAS messages.
Revision to Volume 2 to make minor editorial and illustration
corrections.

REV 16 Revision to Volume 1 introducing changes to reflect Airplane

Sep 09/10 Flight Manual revision 16: Emergency, Normal, and
Abnormal Procedures.
Revision to Volume 1 to incorporate temporary revision
605/8.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−6
Record of Revisions REV 20, Sep 20/11

Revision Incorporated
Subject Date
No. By

REV 17 Revision to Volume 1 introducing changes to reflect Airplane

Dec 10/10 Flight Manual revision 17: Emergency and Supplementary
Procedures.
Revision to Volume 1 to add a caution avoid false captures
during precision approach.
Revision to Volume 1 to clarify hard landing definition.
Revision to Volume 1 to revise the deicing fluid holdover
charts.
Revision to Volume 1 to make minor editorial corrections.
Revision to Volume 2 to correct the identification of the LDS
antenna.
Revision to Volume 2 to update CDU TUNE page
description.
Revision to Volume 2 to add datalink EICAS messages.
Revision to Volume 2 to correct CB panel listing.
Revision to Volume 2 to add alignment counter to ISI
description.

REV 18 Revision to Volume 1 introducing changes to reflect Airplane

Mar 16/11 Flight Manual revision 18: Limitations and Emergency,
Normal, Abnormal and Supplementary Procedures.
Revision to Volume 2 to revise ISI description.

REV 19 Revision to Volume 1 introducing changes to reflect Airplane

Jun 30/11 Flight Manual revision 19: Emergency and Abnormal
Procedures.
Revision to Volume 1 to clarify anti-icing during descent.
Revision to Volume 2 to clarify aft equipment bay door
description.
Revision to Volume 2 to include 406 MHz emergency
frequency in ELT description.

REV 20 Revision to Volume 1 introducing changes to reflect Airplane

Sep 20/11 Flight Manual revision 20: Abnormal Procedures.
Revision to Volume 1 to make miscellaneous editorial
corrections.
Revision to Volume 1 to revise the deicing fluid holdover
charts.
Revision to Volume 2 to revise bleed air leak detection
illustration.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−7
Record of Revisions REV 24, Jan 11/13

Revision Incorporated
Subject Date
No. By

REV 21 Revision to Volume 1 introducing changes to reflect Airplane

Jan 18/12 Flight Manual revision 21: Emergency, Abnormal and
Supplementary Procedures.
Revision to Volume 1 to add power plant notes to after
engine start check.
Revision to Volumes 1 and 2 to introduce additional power
supply for CVR.
Revision to Volume 2 to introduce TCAS change 7.1
Revision to Volume 2 to clarify bleed air leak detection
illustration.

REV 22 Revision to Volume 1 introducing changes to reflect Airplane

Mar 16/12 Flight Manual revision 22: Emergency, Normal, Abnormal
and Supplementary Procedures.
Revision to Volume 1 to add information regarding
accumulator checks during external safety inspection.

REV 23 Revision to Volume 1 introducing changes to reflect Airplane

Jun 26/12 Flight Manual revision 23: Limitations, Emergency and
Abnormal Procedures.
Revision to Volume 2 to revise the oxygen system
description.
Revision to Volume 2 to add information regarding refuel
shut-off valve operation.

REV 24 Revision to Volume 1 introducing changes to reflect Airplane

Jan 11/13 Flight Manual revision 24: Emergency, Normal and
Abnormal Procedures.
Revision to Volume 1 to clarify APU starting and shutdown
procedures.
Revision to Volume 1 to update the cold weather operations.
Revision to Volume 1 to incorporate temporary revision
605/13.
Revision to Volume 1 to update the hot weather operation.
Revision to Volume 1 to incorporate temporary revision
605/15.
Revision to Volume 2 to clarify APU shutdown procedure.
Revision to Volume 2 to clarify the typical flight
pressurization profile.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−8
Record of Revisions REV 26, Sep 25/13

Revision Incorporated
Subject Date
No. By

REV 25 Revision to Volume 1 introducing changes to reflect Airplane

Jul 08/13 Flight Manual revision 25: Introduction, Limitations,
Emergency, Normal, Abnormal and Supplementary
Procedures.
Revision to Volume 1 to add a caution concerning interior
materials, finishing and products.
Revision to Volume 1 and 2 to add information regarding oil
consumption.
Revision to Volume 1 to add information regarding water
system purging.
Revision to Volume 2 to add optional LDS antenna location.
Revision to Volume 2 to add landing eye-to-wheel height.
Revision to Volume 2 to make minor editorial corrections to
the air conditioning and pressurization descriptions.
Revision to Volume 2 to add RDC FAIL status message.
Revision to Volume 2 to correct ATS operation during AFCS
transfer.

REV 26 Revision to Volume 1 introducing changes to reflect Airplane

Sep 25/13 Flight Manual revision 26: Emergency Procedures.
Revision to Volume 2 to clarify waste container fire
extinguisher option.
Revision to Volume 2 to update power plant EICAS
messages.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−9
Record of Revisions REV 28, Mar 31/14

Revision Incorporated
Subject Date
No. By

REV 27 Revision to Volume 1 introducing changes to reflect Airplane

Jan 06/14 Flight Manual revision 27: Emergency, Normal and
Abnormal Procedures and In-Flight Checks.
Revision to Volume 1 to remove chip detector check during
external safety inspection.
Revision to Volume 1 to add information regarding
push-back during the start check.
Revision to Volume 1 and 2 to add information regarding fuel
vent relief valves.
Revision to Volume 1 to update the cold weather operations.
Revision to Volume 2 to clarify door location and
dimensions.
Revision to Volume 2 to remove STC installed toggle switch
on air conditioning panel.
Revision to Volume 2 to introduce a 5 channel SELCAL
decoder.

REV 28 Revision to Volume 1 introducing changes to reflect Airplane

Mar 31/14 Flight Manual revision 28: Limitations and Abnormal
Procedures.
Revision to Volume 1 to add information regarding
transponder selection during after landing check.
Revision to Volume 1 to clarify bus inoperative list.
Revision to Volume 1 to clarify corrective actions for
operation in volcanic ash/dust.
Revision to Volume 1 to clarify AC essential bus verification
during ADG in-flight check.
Revision to Volume 2 to clarify APR operation.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−10
Record of Revisions REV 31, Jan 21/15

Revision Incorporated
Subject Date
No. By

REV 29 Revision to Volume 1 introducing changes to reflect Airplane

Jul 11/14 Flight Manual revision 29: Normal Procedures.
Revision to Volume 1 to update external safety inspection
and external walkaround.
Revision to Volume 1 to add information to maintain N2
speed during descent in icing conditions.
Revision to Volume 1 to add information to APU battery
failure procedure.
Revision to Volume 1 to delete duplicate battery/external air
start procedure in supplementary procedures.
Revision to Volume 2 to remove reference to AFIS.
Revision to Volume 2 to reinstate STC installed toggle switch
on air conditioning panel.
Revision to Volume 2 to provide additional information
regarding 14th stage isolation valve.

REV 30 Revision to Volume 1 introducing changes to reflect Airplane

Oct 01/14 Flight Manual revision 30: Limitations and Normal, Abnormal
and Supplementary Procedures.
Revision to Volume 1 to delete requirement to check engine
oil filter bypass indicators during external safety inspection.
Revision to Volume 1 to clarify cowl anti-ice check after
engine start.
Revision to Volume 1 to update the cold weather operations.
Revision to Volume 2 to add CVR FAIL status message.

REV 31 Revision to Volume 1 to update the cold weather operations.

Jan 21/15
Revision to Volume 1 to clarify speed requirement for ADG
in-flight check.
Revision to Volumes 1 and 2 to make minor editorial and
illustration corrections.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−11
Record of Revisions REV 34, Sep 03/15

Revision Incorporated
Subject Date
No. By

REV 32 Revision to Volume 1 introducing changes to reflect Airplane

Mar 18/15 Flight Manual revision 32: Abnormal Procedures.
Revision to Volume 1 to remove nose door safety pin from
external safety inspection.
Revision to Volume 1 to clarify drain checks during external
walkaround.
Revision to Volume 1 to revise note regarding nuisance
windshear fail message during take-off check.
Revision to Volume 1 to permit landing gear retraction after
ADG in-flight check.
Revision to Volume 2 to clarify note regarding APU bleed air
load.
Revision to Volume 2 to amend circuit breaker summaries
for communications and navigation systems.

REV 33 Revision to Volume 1 introducing changes to reflect Airplane

Jun 11/15 Flight Manual revision 33: Abnormal Procedures.
Revision to Volume 2 to make minor editorial corrections.
Revision to Volume 2 to clarify autopilot engagement criteria.
Revision to Volume 2 to clarify yaw damper disengagement.
Revision to Volume 2 to add information regarding failed or
intermittent radio altimeter.
Revision to Volume 2 to clarify automatic transition between
IAS and Mach.
Revision to Volume 2 to correct AFCS and FD EICAS
messages.
Revision to Volume 2 to update datalink messages.
Revision to Volume 2 to revise radio altimeter circuit breaker
summary.

REV 34 Revision to Volume 1 introducing changes to reflect Airplane

Sep 03/15 Flight Manual revision 34: Emergency, and Abnormal
Procedures.
Revision to Volume 1 to clarify AC essential bus verification
during ADG in-flight check.
Revision to Volume 2 to make minor editorial corrections.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−12
Record of Revisions REV 41, Nov 28/16

Revision Incorporated
Subject Date
No. By

REV 35 Revision to Volume 1 introducing changes to reflect Airplane

Oct 19/15 Flight Manual revision 35: Normal, Abnormal and
Supplementary Procedures.
Revision to Volume 1 to update the cold weather operations.

REV 36 Revision to Volumes 1 and 2 introducing changes to reflect

Nov 27/15 Airplane Flight Manual revision 36: Introduction, Limitations,
Emergency, Normal, and Abnormal, and Supplementary
Procedures.

REV 37 Revision to Volume 2 introducing changes to reflect release

Dec 21/15 of Service Bulletins for avionic update.

REV 38 Revision to Volume 1 introducing changes to reflect Airplane

Mar 11/16 Flight Manual revision 38: Emergency, Abnormal and
Supplementary Procedures.
Revision to Volumes 1 and 2 to make minor editorial
corrections.
Revision to Volume 2 to introduce supplemental wing
anti-icing system.

REV 39 Revision to Volume 1 introducing changes to reflect Airplane

Jun 09/16 Flight Manual revision 39: Limitations, Normal, Abnormal
and Supplementary Procedures.
Revision to Volume 2 to amend the description of the audio
EMER selection.
Revision to Volume 2 to introduce relocation of hydraulic
No. 3 accumulator.

REV 40 Revision to Volume 1 introducing changes to reflect Airplane

Aug 30/16 Flight Manual revision 40: Limitations and Emergency,
Normal, Abnormal and Supplementary Procedures.
Revision to Volume 1 to clarify windshear information.
Revision to Volume 2 to clarify starter engagement limits.

REV 41 Revision to Volume 1 introducing changes to reflect Airplane

Nov 28/16 Flight Manual revision 41: Limitations, Emergency, Normal
and Abnormal Procedures.
Revision to Volume 1 to update the cold weather operations.
Revision to Volume 2 to correct wing anti-ice advisory
message.

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PSP 605−6
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 Vol. 1 00−01−13
Record of Revisions REV 48, Aug 23/18

Revision Incorporated
Subject Date
No. By

REV 42 Revision to Volume 1 introducing changes to reflect Airplane

Feb 23/17 Flight Manual revision 42: Normal, Abnormal and
Supplementary Procedures and Special Operations.
Revision to Volume 2 to revise uninhibited caution message
list.
Revision to Volume 2 to clarify TCAS aural alerts.

REV 43 Revision to Volume 1 introducing changes to reflect Airplane

Mar 13/17 Flight Manual revision 43: Supplementary Procedures.

REV 44 Revision to Volume 1 introducing changes to reflect Airplane

Jun 16/17 Flight Manual revision 44: Limitations, Emergency, Normal,
Abnormal and Supplementary Procedures.
Revision to Volume 2 to revise 3 crew single bottle oxygen
table at 10,000 feet.

REV 45 Revision to Volume 1 introducing changes to reflect Airplane

Dec 04/17 Flight Manual revision 45: Limitations, Emergency, Normal
and Supplementary Procedures.
Revision to Volume 1 to correct hyperlinks.

REV 46 Revision to Volume 1 introducing changes to reflect Airplane

Mar 01/18 Flight Manual revision 46: Limitations, Emergency, Abnormal
and Supplementary Procedures.
Revision to Volume 1 to update the cold weather operations.
Revision to Volume 2 to clarify oxygen system description.

REV 47 Revision to Volume 1 introducing changes to reflect Airplane

May 29/18 Flight Manual revision 47: Limitations.
Revision to Volume 1 to reverse anti-icing steps to prevent
ATS disconnect.

REV 48 Revision to Volume 1 introducing changes to reflect Airplane

Aug 23/18 Flight Manual revision 48: Limitations, Abnormal and
Supplementary Procedures.
Revision to Volume 1 to clarify information regarding
generator switching.

CL−605 Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−01−14
Record of Revisions REV 53, Sep 17/19

Revision Incorporated
Subject Date
No. By

REV 49 Revision to Volume 1 introducing changes to reflect Airplane

Nov 19/18 Flight Manual revision 49: Supplementary Procedures and
Special Operations.
Revision to Volume 1 to provide additional information
regarding temperature when selecting an alternate
destination.
Revision to Volume 1 to introduce a procedure for suspected
external damage.
Revision to Volume 1 to introduce information regarding
single engine taxi operations.
Revision to Volume 1 to update the cold weather operations.
Revision to Volume 1 to make minor editorial corrections to
Supplementary Procedures and Special Operations.

REV 50 Revision to Volume 1 introducing changes to reflect Airplane

Mar 25/19 Flight Manual revision 50: Limitations and Special
Operations.
Revision to Volume 1 to revise ADG in-flight check to reflect
dry ADG and to address possible dormant failure of stabilizer
trim channel 2.
Revision to Volume 2 to update auto pressurization
schedule.
Revision to Volume 2 to introduce metric ISI.
Revision to Volume 2 to provide description of transfer
ejector float valve.
Revision to Volume 2 to update operation of FSCU
automatic transfer.

REV 51 Updates the title page to harmonize the revision number.

Apr 05/19

REV 52 Revision to Volume 2 to provide aerodrome categories for

Jun 20/19 rescue and fire fighting.
Revision to Volume 2 to clarify the refueling/defueling
operation.

REV 53 Revision to Volume 1 introducing changes to reflect Airplane

Sep 17/19 Flight Manual revision 53: Limitations.
Revision to Volume 1 to update the cold weather operations.

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PSP 605−6
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 Vol. 1 00−01−15
Record of Revisions REV 61, Aug 27/21

Revision Incorporated
Subject Date
No. By

REV 54 Revision to Volume 1 introducing changes to reflect Airplane

Dec 18/19 Flight Manual revision 54: Limitations, Emergency, Abnormal
and Supplementary Procedures.

REV 55 Revision to Volume 1 to update the cold weather operations.

Mar 18/20

REV 56 Updates the title page to harmonize the revision number.

Jun 16/20

REV 57 Revision to Volume 1 introducing Operational Landing

Sep 11/20 Distance (OLD) to the Performance chapter.
Revision to Volume 2 to harmonize the revision number.

REV 58 Revision to Volume 1 introducing changes to reflect Airplane

Dec 8/20 Flight Manual revision 58: Limitations, and Abnormal
Procedures.
Revision to Volume 1 to include editorial corrections to
Operational Landing Distance (OLD) in the Performance
chapter.
Revision to Volume 1 to incorporate TR 605/34 (Cold
Weather Operations).
Revision to Volume 2 to incorporate UC20−05−12 to
improve details of windshield and side window cracking.

REV 59 Revision to Volume 1 introducing changes to reflect Airplane

Jun 2/20 Flight Manual revision 59: Emergency Procedures.
Revision to Volume 1 to add Nosewheel Steering Inoperative
guidance in the new Chapter 10 — ROPAT.
Revision to Volume 2 to harmonize the revision number.

REV 60 Revision to Volume 1 to harmonize the revision number.

Jul 8/21
Revision to Volume 2 to harmonize the revision number.

REV 61 Revision to Volume 1 to incorporate TR 605/35.

Aug 27/21
Revision to Volume 2 to harmonize the revision number.

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PSP 605−6
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 Vol. 1 00−01−16
Record of Revisions REV 54, Dec 18/19

THIS PAGE INTENTIONALLY LEFT BLANK

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PSP 605−6
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 Vol. 1 00−02−1
Record of Temporary Revisions REV 17, Dec 10/10

Record the date you insert each revision in your manual.

TR No. Subject Status Date

605/1 Temporary revision to advise the flight crew of a Superseded

clarification of the take-off procedures. by
TR 605/1−1
605/1−1 Temporary revision to advise the flight crew of a Superseded
clarification of the take-off procedures. by
TR 605/1−2
605/1−2 Temporary revision to advise the flight crew of a Superseded
clarification of the take-off procedures. by
TR 605/1−3
605/1−3 Temporary revision to advise the flight crew of a Superseded
clarification of the take-off procedures. by
TR 605/1−4
605/1−4 Temporary revision to advise the flight crew of a Incorporated
clarification of the take-off procedures. by REV 10
605/2 Temporary revision to advise the flight crew of additional Superseded
operating limitations related to operation safety by
enhancement. TR 605/2−1
605/2−1 Temporary revision to advise the flight crew of additional Superseded
operating limitations related to operation safety by
enhancement. TR 605/2−2
605/2−2 Temporary revision to advise the flight crew of additional Incorporated
operating limitations related to operation safety by REV 13
enhancement.
605/3 Temporary revision to advise the flight crew of mandatory Incorporated
deicing at 5°C (41°F) or below on AR certified airplanes. by REV 13
605/4 Temporary revision to advise the flight crew of a Incorporated
clarification to the FMS power up mode. by REV 12
605/5 Temporary revision to advise the flight crew of the Incorporated
introduction of a WAAS capable GPS and related changes. by REV 14
605/6 Temporary revision to advise the flight crew of the Incorporated
introduction of procedures for enhanced vision system by REV 14
(EVS).
605/7 Temporary revision to advise the flight crew of the Superseded
introduction of ADS−B capable Air Traffic Control by
transponder. TR 605/7−1

Flight Crew Operating Manual

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 Vol. 1 00−02−2
Record of Temporary Revisions REV 27, Jan 06/14

TR No. Subject Status Date

605/7−1 Temporary revision to advise the flight crew of the Incorporated

introduction of ADS−B capable Air Traffic Control by REV 18
transponder.
605/8 Temporary revision to advise the flight crew of an additional Incorporated
check to ensure that the aircraft is on the correct runway. by REV 16
605/9 Temporary revision to advise the flight crew of a revision to Incorporated
the external walkaround to include a check of the wing by REV 15
leading edge sealant.
605/10 Temporary revision to advise the flight crew of the Superseded
incorporation of WAAS capable GPS into production. by
TR 605/10−1
605/10−1 Temporary revision to advise the flight crew of the Incorporated
incorporation of WAAS capable GPS into production. by REV 21
605/11 Temporary revision to advise the flight crew of additional Incorporated
information regarding nose wheel steering failure. by REV 18
605/12 Temporary revision to advise the flight crew of an additional Incorporated
procedure for dual GPS failure during oceanic and remote by REV 22
operations.
605/13 Temporary revision to advise the flight crew of additional Incorporated
information regarding engine starting during cold weather by REV 24
operations.
605/14 Temporary revision to advise the flight crew of the addition Incorporated
of an altimeter cross-check during the take-off check. by REV 24
605/15 Temporary revision to advise the flight crew of additional Incorporated
information regarding hot weather operation. by REV 24
605/16 Temporary revision to advise the flight crew of the Incorporated
introduction of Data Link 2000. by REV 25
605/17 Temporary revision to advise the flight crew of the addition Incorporated
of a procedure for uncommanded yaw motion. by REV 25
605/18 Temporary revision to advise the flight crew of the removal Incorporated
of the requirement for the daily check of the oil chip by REV 25
detector.
605/19 Temporary revision to advise the flight crew of the addition Incorporated
of instructions to address nuisance AUTO TAIL XFER by REV 27
caution message when AC power is applied during aircraft
power up.
605/20 Temporary revision to advise the flight crew of a revision to Incorporated
the stabilizer trim system check. by REV 25

Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 Vol. 1 00−02−3
Record of Temporary Revisions REV 49, Nov 19/18

TR No. Subject Status Date

605/21 Temporary revision to advise the flight crew of the addition Incorporated
of a procedure for total IRS failure and the revision of by REV 30
instructions regarding IRS alignment.
605/22 Temporary revision to advise the flight crew of a revision of Incorporated
the limitations for taxi lights and the addition of limitations by REV 30
and a caution regarding landing lights.
605/23 Temporary revision to advise the flight crew of additional Incorporated
information regarding cold weather operations. by REV 31
605/24 Temporary revision to advise the flight crew of the Superseded
introduction of supplemental ground wing anti-icing for by
airplanes on the Canadian Registry. TR 605/24−1
605/24−1 Temporary revision to advise the flight crew of the Superseded
introduction of supplemental ground wing anti-icing. by
TR 605/24−2
605/24−2 Temporary revision to advise the flight crew of the Superseded
introduction of supplemental ground wing anti-icing. by
TR 605/24−3
605/24−3 Temporary revision to advise the flight crew of the Incorporated
introduction of supplemental ground wing anti-icing. by REV 41
605/25 Temporary revision to advise the flight crew of revised Incorporated
information regarding cold weather operations. by REV 41
605/26 Temporary revision to advise the flight crew of revised Incorporated
information regarding cold weather operations. by REV 46
605/27 Temporary revision to advise the flight crew of the addition Incorporated
of a note to include reference to semi-synthetic jet fuels. by REV 45
605/28 Temporary revision to advise the flight crew of a revision of Incorporated
the procedure for loss of all normal electrical power, to by REV 46
address landing with ADG power only.
605/29 Temporary revision to advise the flight crew of a Incorporated
clarification to the tail tank to aux tank automatic transfer by REV 46
failure procedure.
605/30 Temporary revision to advise the flight crew of the addition Incorporated
of FAA datalink operational capabilities. by REV 48
605/31 Temporary revision to advise the flight crew of a Incorporated
clarification to the ADS−B operational capabilities. by REV 48
605/32 Temporary revision to advise the flight crew of revised Incorporated
information regarding cold weather operations. by REV 49

Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 Vol. 1 00−02−4
Record of Temporary Revisions REV 61, Aug 27/21

TR No. Subject Status Date

605/33 Temporary revision to advise the flight crew of addition of Incorporated

FMS and IRS limitations due to outdated magnetic variation by REV 54
data.
605/34 Temporary revision to advise the flight crew of revised Incorporated
information regarding cold weather operations. by REV 58
605/35 Temporary revision to update the In−Flight Checks chapter. Incorporated
by REV 61

Flight Crew Operating Manual

PSP 605−6
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 Vol. 1 00−03−1
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REV 61, Aug 27/21

Page Date Page Date Page Date

Title Aug 27/21 02−01 −1 Nov 27/15 −3 Aug 23/18

−2 Oct 05/06 −4 Aug 23/18
00−01 −1 Jun 08/07
−2 May 14/08 02−02 −1 Jan 11/13 02−09 −1 Aug 23/18
−3 Feb 17/09 −2 Oct 05/06 −2 Mar 25/19
−4 Oct 20/09 −3 Dec 18/19
−5 Sep 09/10 02−03 −1 Jan 11/13 −4 Dec 18/19
−6 Sep 20/11 −2 Oct 05/06 −5 Dec 18/19
−7 Jan 11/13 −6 Dec 18/19
−8 Sep 25/13 02−04 −1 Oct 05/06 −7 Dec 18/19
−9 Mar 31/14 −2 Jan 11/13 −8 Dec 18/19
−10 Jan 21/15 −3 Jun 16/17 −9 Dec 18/19
−11 Sep 03/15 −4 Nov 28/16 −10 Dec 18/19
−12 Nov 28/16 −5 Nov 28/16 −11 Dec 18/19
−13 Aug 23/18 −6 Dec 18/19 −12 Dec 18/19
−14 Sep 17/19 −7 Dec 18/19 −13 Dec 18/19
−15 Aug 27/21 −8 Dec 18/19 −14 Dec 18/19
−16 Dec 18/19 −9 Dec 18/19
−10 Dec 18/19 03−00 −1 Mar 11/16
00−02 −1 Dec 10/10 −2 Jul 08/13
−2 Jan 06/14 02−05 −1 Oct 05/06 −3 Dec 18/19
−3 Nov 19/18 −2 Jul 08/13 −4 Oct 05/06
−4 Aug 27/21 −3 Aug 23/18
−4 Oct 05/06 03−01 −1 Nov 27/15
00−03 −1 Aug 27/21 −5 Oct 05/06 −2 Oct 05/06
−2 Aug 27/21 −6 Oct 31/07
−3 Aug 27/21 −7 Jan 11/07 03−02 −1 Mar 01/18
−4 Aug 27/21 −8 Jan 11/07 −2 Jun 28/10
−5 Aug 27/21 −9 Oct 31/07
−6 Aug 27/21 −10 Oct 31/07 03−03 −1 Jun 16/17
−7 Aug 27/21 −11 Nov 28/16 −2 Jun 16/17
−8 Aug 27/21 −12 Dec 04/17 −3 Mar 16/12
−13 Aug 27/21 −4 Mar 16/12
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−2 Oct 05/06 −15 Aug 27/21 −6 Jun 16/17
−16 Aug 27/21 −7 Jun 16/17
01−01 −1 Nov 27/15 −17 Aug 27/21 −8 Jun 16/17
−2 Mar 19/07 −18 Aug 27/21 −9 Jun 16/17
−3 Jan 11/13 −10 Jun 16/17
−4 Jul 08/13 02−06 −1 Mar 16/11 −11 Jun 16/17
−5 Jul 08/13 −2 Mar 16/11 −12 Aug 30/16
−6 Mar 19/07 −3 Mar 16/11 −13 Mar 16/12
−4 Oct 05/06 −14 Mar 16/12
02−00 −1 Dec 18/19 −15 Mar 11/16
−2 Aug 27/21 02−07 −1 Oct 05/06 −16 Jun 16/17
−3 Aug 27/21 −2 Oct 05/06 −17 Nov 28/16
−4 Aug 27/21 −18 Jun 16/17
−5 Dec 18/19 02−08 −1 Dec 08/20 −19 Nov 28/16
−6 Dec 18/19 −2 Aug 23/18 −20 Mar 11/16

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−21 Mar 11/16 03−10 −1 Jun 30/11 −4 Dec 18/19

−22 Mar 11/16 −2 Jun 30/11 −5 Dec 18/19
−23 Mar 11/16 −6 Dec 18/19
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−25 Mar 11/16 −2 Mar 01/18 −8 Dec 18/19
−26 Mar 11/16 −3 Jun 16/17 −9 Dec 18/19
−27 Mar 11/16 −4 Mar 01/18 −10 Dec 18/19
−28 Mar 11/16 −11 Dec 18/19
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−2 Sep 25/13 −3 Aug 30/16 03−17 −1 Aug 30/16
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−6 Sep 25/13 −7 Oct 05/06 −2 Aug 30/16
−7 Sep 25/13 −8 Aug 30/16
−8 Sep 25/13 −9 Aug 30/16 04−00 −1 Mar 19/07
−10 Jan 11/13 −2 Nov 28/16
03−05 −1 Sep 09/10 −11 Mar 01/18 −3 Feb 01/10
−2 Sep 09/10 −12 Mar 01/18 −4 Oct 05/06
−3 Jun 30/11
−4 Sep 09/10 03−13 −1 Oct 05/06 04−01 −1 Nov 27/15
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−6 Jun 30/11
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−2 Jun 26/12 −8 Jul 08/13
−3 Jun 26/12 04−04 −1 Oct 05/06
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−2 Jul 08/13 −4 Jun 02/21 −5 Oct 01/14
−3 Jul 08/13 −5 Jun 02/21 −6 Oct 01/14
−4 Sep 03/15 −6 Jun 02/21 −7 Jun 28/10
−7 Jun 02/21 −8 Jul 11/14
03−09 −1 Jun 28/10 −8 Jun 02/21 −9 Jul 11/14
−2 Jun 28/10 −9 Jun 02/21 −10 Jul 08/13
−3 Sep 09/10 −10 Jun 02/21 −11 Feb 17/09
−4 Sep 09/10 −11 Jun 02/21 −12 Feb 17/09
−5 Jun 28/10 −12 Jun 02/21 −13 Jul 11/14
−6 Oct 05/06 −14 Jul 11/14
−7 Sep 09/10 03−16 −1 Dec 18/19 −15 Mar 18/15
−8 Jun 28/10 −2 Dec 18/19 −16 Jun 28/10
−3 Dec 18/19 −17 Mar 18/15

CL−605 Flight Crew Operating Manual

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REV 61, Aug 27/21

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−18 Mar 18/15 −5 Nov 28/16 04−09 −1 Jan 11/13

−19 Oct 05/06 −6 Nov 28/16 −2 Dec 04/17
−20 Jan 11/13 −7 Nov 28/16 −3 Jun 16/17
−21 Jan 18/12 −8 Nov 28/16 −4 Jun 16/17
−22 Jan 18/12 −9 Nov 28/16
−23 Jan 18/12 −10 Nov 28/16 04−10 −1 Jul 08/13
−24 Nov 28/16 −11 Nov 28/16 −2 Sep 09/10
−25 Nov 28/16 −12 Nov 28/16
−26 Nov 28/16 −13 Nov 28/16 05−00 −1 Dec 08/20
−27 Nov 28/16 −14 Nov 28/16 −2 Aug 23/18
−28 Nov 28/16 −15 Nov 28/16 −3 Jan 06/14
−29 Nov 28/16 −16 Nov 28/16 −4 Jun 28/10
−30 Nov 28/16 −17 Nov 28/16 −5 Aug 30/16
−31 Nov 28/16 −18 Nov 28/16 −6 Nov 28/16
−32 Nov 28/16 −19 May 29/18 −7 Dec 18/19
−20 Nov 28/16 −8 Nov 19/18
04−05 −1 Nov 28/16
−2 Nov 27/15 04−07 −1 Jun 28/10 05−01 −1 Nov 27/15
−3 Nov 27/15 −2 Jun 16/17 −2 Oct 05/06
−4 Jan 06/14 −3 Jun 28/10
−5 Mar 16/11 −4 Oct 05/06 05−02 −1 Sep 03/15
−6 Jul 08/13 −5 Nov 27/15 −2 Sep 03/15
−7 Jul 08/13 −6 Jul 11/14 −3 Sep 03/15
−8 Jul 08/13 −7 Jul 11/14 −4 Sep 03/15
−9 Jan 06/14 −8 Jun 16/17 −5 Sep 03/15
−10 Jan 06/14 −9 Jun 16/17 −6 Sep 03/15
−11 Jun 16/17 −10 Jul 11/14 −7 Sep 03/15
−12 Jul 08/13 −8 Sep 03/15
−13 Jul 08/13 04−08 −1 Nov 19/18 −9 Sep 03/15
−14 Jul 08/13 −2 Oct 05/06 −10 Sep 03/15
−15 Jul 08/13 −3 Dec 10/10 −11 Sep 03/15
−16 Jul 08/13 −4 Feb 23/17 −12 Sep 03/15
−17 Jul 08/13 −5 Mar 19/07 −13 Sep 03/15
−18 Jul 08/13 −6 Feb 23/17 −14 Sep 03/15
−19 Aug 23/18 −7 Feb 23/17 −15 Nov 27/15
−20 Nov 28/16 −8 Mar 19/07 −16 Mar 11/16
−21 Nov 28/16 −9 Feb 23/17
−22 Nov 28/16 −10 Mar 19/07 05−03 −1 Mar 16/12
−23 Nov 28/16 −11 Feb 23/17 −2 Dec 08/20
−24 Nov 28/16 −12 Mar 19/07 −3 Dec 08/20
−25 Nov 28/16 −13 Dec 04/17 −4 Aug 23/18
−26 Nov 28/16 −14 Sep 20/11 −5 Aug 23/18
−27 Nov 28/16 −15 Feb 23/17 −6 Aug 23/18
−28 Nov 28/16 −16 Feb 23/17 −7 Aug 23/18
−17 Feb 01/10 −8 Aug 23/18
04−06 −1 Nov 27/15 −18 Dec 04/17 −9 Aug 23/18
−2 Nov 27/15 −19 Nov 27/15 −10 Aug 23/18
−3 Nov 27/15 −20 Dec 10/10 −11 Aug 23/18
−4 Nov 28/16 −12 Mar 16/12

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05−04 −1 Jul 08/13 −11 Mar 31/14 −21 Mar 16/11

−2 Sep 03/15 −12 Mar 31/14 −22 Mar 31/14
−3 Sep 03/15 −13 Mar 31/14 −23 Mar 31/14
−4 Sep 03/15 −14 Jan 06/14 −24 Jun 28/10
−5 Sep 03/15 −25 Mar 31/14
−6 Sep 03/15 05−10 −1 Sep 09/10 −26 Mar 16/11
−7 Sep 03/15 −2 Jun 28/10 −27 Jun 28/10
−8 Sep 03/15 −28 Dec 04/17
05−11 −1 Oct 05/06 −29 Dec 04/17
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−2 Mar 01/18 −3 Nov 07/08 −31 Aug 30/16
−3 Mar 01/18 −4 Oct 05/06 −32 Jun 28/10
−4 Mar 01/18 −5 Nov 28/16
−5 Mar 01/18 −6 Nov 28/16 05−13 −1 Aug 30/16
−6 Mar 01/18 −7 Nov 28/16 −2 Aug 30/16
−7 Jan 06/14 −8 Feb 01/10 −3 Feb 01/10
−8 Jan 06/14 −9 Oct 20/09 −4 Feb 01/10
−10 Oct 20/09 −5 Mar 16/12
05−06 −1 Jun 11/15 −11 Nov 28/16 −6 Mar 16/12
−2 Jun 11/15 −12 Aug 30/16 −7 Aug 30/16
−3 Aug 30/16 −13 Mar 11/16 −8 Feb 01/10
−4 Aug 30/16 −14 Nov 28/16 −9 Feb 01/10
−5 Nov 27/15 −15 Aug 30/16 −10 Aug 30/16
−6 Feb 01/10 −16 Jun 28/10 −11 Aug 30/16
−17 Nov 28/16 −12 Aug 30/16
05−07 −1 Jun 26/12 −18 Aug 30/16 −13 Aug 30/16
−2 Jun 26/12 −19 Aug 30/16 −14 Aug 30/16
−3 Jun 26/12 −20 Aug 30/16 −15 Aug 30/16
−4 Sep 20/11 −16 Aug 30/16
05−12 −1 Mar 16/12
05−08 −1 Sep 09/10 −2 Nov 07/08 05−14 −1 Aug 30/16
−2 Sep 09/10 −3 Jun 28/10 −2 Aug 30/16
−3 Sep 09/10 −4 Jun 28/10 −3 Nov 28/16
−4 Sep 09/10 −5 Oct 05/06 −4 Nov 28/16
−5 Sep 09/10 −6 Oct 05/06 −5 Feb 01/10
−6 Sep 09/10 −7 Jan 06/14 −6 Nov 28/16
−7 Sep 09/10 −8 Jun 28/10 −7 Nov 28/16
−8 Sep 09/10 −9 Mar 16/11 −8 Mar 16/11
−10 Jun 28/10 −9 Nov 28/16
05−09 −1 Jan 06/14 −11 Mar 01/18 −10 Feb 01/10
−2 Jan 06/14 −12 Mar 01/18 −11 Nov 28/16
−3 Jul 11/14 −13 Mar 01/18 −12 Nov 28/16
−4 Jan 06/14 −14 Mar 01/18 −13 Nov 28/16
−5 Jan 06/14 −15 Mar 01/18 −14 Nov 28/16
−6 Jan 06/14 −16 Aug 30/16
−7 Jan 06/14 −17 Aug 30/16 05−15 −1 Aug 30/16
−8 Jan 06/14 −18 Aug 30/16 −2 Aug 30/16
−9 Jun 16/17 −19 Aug 30/16 −3 Aug 30/16
−10 Jan 06/14 −20 Mar 16/11 −4 Aug 30/16

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−5 Mar 01/18 06−01 −1 Nov 19/18 −11 Oct 05/06

−6 Mar 01/18 −2 Oct 05/06 −12 Oct 05/06
−7 Aug 30/16
−8 Aug 30/16 06−02 −1 Jul 08/13 06−10A −1 Nov 27/15
−2 Jul 08/13 −2 Mar 01/18
05−16 −1 Nov 07/08 −3 Jul 08/13 −3 Sep 20/11
−2 Nov 07/08 −4 Jul 08/13 −4 Mar 11/16
−3 Nov 07/08 −5 Feb 01/10
−4 Mar 16/11 06−03 −1 Nov 27/15 −6 Oct 05/06
−5 Dec 18/19 −2 Oct 20/09 −7 Feb 17/09
−6 Dec 18/19 −3 Nov 07/08 −8 Oct 05/06
−7 Dec 18/19 −4 Nov 07/08 −9 Oct 05/06
−8 Dec 18/19 −5 Nov 07/08 −10 Oct 05/06
−9 Dec 18/19 −6 Nov 07/08 −11 Nov 19/18
−10 Dec 18/19 −12 Nov 19/18
−11 Dec 18/19 06−04 −1 May 14/08
−12 Dec 18/19 −2 Oct 05/06 06−11 −1 Oct 05/06
−2 Dec 10/10
05−17 −1 Oct 05/06 06−05 −1 Oct 05/06
−2 Nov 27/15 −2 Oct 05/06 06−12 −1 Oct 05/06
−3 Nov 27/15 −2 Oct 05/06
−4 Mar 01/18 06−06 −1 Jan 06/14 −3 Jun 16/17
−5 Mar 01/18 −2 Dec 21/06 −4 Jun 16/17
−6 Aug 30/16 −3 Dec 21/06 −5 Jun 16/17
−7 Mar 01/18 −4 Dec 21/06 −6 Dec 08/20
−8 Aug 30/16 −7 Dec 08/20
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05−18 −1 Oct 05/06 −2 Oct 05/06 −9 Oct 05/06
−2 Oct 05/06 −10 Nov 28/16
06−08 −1 Nov 27/15 −11 Mar 18/20
05−19 −1 Nov 19/18 −2 Nov 27/15 −12 Dec 08/20
−2 Nov 19/18 −3 Nov 27/15 −13 Mar 01/18
−4 Nov 27/15 −14 Dec 08/20
06−00 −1 Jul 08/13 −15 Dec 08/20
−2 Nov 27/15 06−09 −1 Nov 19/18 −16 Dec 08/20
−3 Nov 19/18 −2 Nov 19/18 −17 Dec 08/20
−4 Nov 19/18 −3 Nov 19/18 −18 Dec 08/20
−5 Dec 08/20 −4 Nov 19/18 −19 Dec 08/20
−6 Dec 08/20 −20 Dec 08/20
−7 Dec 08/20 06−10 −1 Nov 27/15 −21 Dec 08/20
−8 Dec 08/20 −2 Mar 01/18 −22 Dec 08/20
−9 Dec 08/20 −3 Sep 20/11 −23 Dec 08/20
−10 Dec 08/20 −4 Mar 11/16 −24 Nov 19/18
−11 Dec 08/20 −5 Feb 01/10 −25 Nov 19/18
−12 Dec 08/20 −6 Oct 05/06 −26 Nov 19/18
−13 Dec 08/20 −7 Feb 17/09 −27 Nov 19/18
−14 Dec 08/20 −8 Oct 05/06 −28 Nov 19/18
−15 Dec 08/20 −9 Oct 05/06 −29 Nov 19/18
−16 Dec 08/20 −10 Oct 05/06 −30 Dec 08/20

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−31 Nov 19/18 06−18 −1 Mar 01/18 −6 Mar 13/17

−32 Dec 08/20 −2 Mar 01/18 −7 Dec 04/17
−33 Dec 08/20 −3 Mar 01/18 −8 Jun 16/17
−34 Dec 08/20 −4 Mar 01/18 −9 Feb 23/17
−35 Dec 08/20 −10 Nov 19/18
−36 Dec 08/20 06−19 −1 Nov 27/15 −11 Nov 19/18
−37 Dec 08/20 −2 Oct 05/06 −12 Nov 19/18
−38 Sep 17/19 −3 Oct 05/06
−39 Sep 17/19 −4 Oct 05/06 06−27 −1 Nov 27/15
−40 Sep 17/19 −5 Oct 05/06 −2 Mar 16/11
−41 Sep 17/19 −6 Oct 05/06 −3 Nov 27/15
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−43 Sep 17/19 −8 Oct 05/06 −5 Mar 01/18
−44 Sep 17/19 −9 Oct 05/06 −6 Nov 27/15
−45 Sep 17/19 −10 Oct 05/06 −7 Dec 18/19
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−53 Sep 17/19 −2 Oct 05/06 −2 Jan 18/12
−54 Sep 17/19 −3 Oct 05/06
−4 Oct 05/06 06−29 −1 Nov 27/15
06−13 −1 Oct 05/06 −5 Oct 05/06 −2 Nov 27/15
−2 Feb 17/09 −6 Oct 05/06 −3 Nov 27/15
−3 Apr 16/07 −7 Oct 05/06 −4 Aug 30/16
−4 Feb 23/17 −8 Oct 05/06
−5 Oct 05/06 06−30 −1 Nov 27/15
−6 Oct 05/06 06−24 −1 Nov 27/15 −2 Nov 19/18
−2 Oct 31/07 −3 Nov 19/18
06−14 −1 Jan 11/13 −3 Oct 31/07 −4 Nov 27/15
−2 Jan 11/13 −4 Nov 19/18
−3 Jan 11/13 −5 Nov 19/18 06−31 −1 Dec 04/17
−4 Oct 05/06 −6 Nov 19/18 −2 Mar 13/17
−3 Mar 13/17
06−15 −1 Oct 05/06 06−25 −1 Nov 27/15 −4 Mar 13/17
−2 Oct 05/06 −2 Feb 17/09 −5 Dec 04/17
−3 Feb 17/09 −6 Mar 13/17
06−16 −1 Mar 31/14 −4 Dec 04/17 −7 Dec 04/17
−2 Mar 31/14 −5 Feb 17/09 −8 Mar 13/17
−6 Dec 04/17 −9 Mar 13/17
06−17 −1 Aug 30/16 −10 Nov 19/18
−2 Aug 30/16 06−26 −1 Dec 04/17 −11 Nov 19/18
−3 Mar 01/18 −2 Jun 16/17 −12 Nov 19/18
−4 Mar 01/18 −3 Jun 16/17
−4 Mar 13/17 07−00 −1 Sep 11/20
−5 Dec 04/17 −2 Oct 05/06

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07−01 −1 Oct 05/06 −3 Aug 27/21

−2 Oct 05/06 −4 Aug 27/21
−5 Aug 27/21
07−02 −1 Dec 08/20 −6 Aug 27/21
−2 Sep 11/20
−3 Sep 11/20 10−00 −1 Jun 02/21
−4 Sep 11/20 −2 Jun 02/21
−5 Sep 11/20
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−8 Sep 11/20 −3 Jun 02/21
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−10 Sep 11/20
−11 Dec 08/20
−12 Jul 08/21
−13 Sep 11/20
−14 Sep 11/20

08−00−01 −1 Nov 19/18

−2 Oct 05/06

08−01−00 −1 Jun 02/21

−2 Oct 05/06

08−01−01 −1 Oct 05/06

−2 Oct 05/06

08−02−00 −1 Jun 02/21

−2 Nov 19/18

08−02−01 −1 Nov 19/18

−2 Mar 25/19

08−03−00 −1 Jun 02/21

−2 Nov 19/18

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−2 Oct 05/06

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09−02 −1 Aug 27/21

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CL−605 Flight Crew Operating Manual

PSP 605−6
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 INTRODUCTION Vol. 1 01−00−1
Table of Contents REV 25, Jul 08/13

CHAPTER 1 - INTRODUCTION

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 01−00−1

GENERAL
Foreword 01−01−1
Volume 1 – Procedures and Performance 01−01−2
Volume 2 – Systems Description 01−01−3
Pagination 01−01−4
Revision System 01−01−4
Registry Codes 01−01−4
Quick Reference Handbook 01−01−4
Circuit Breaker Reset 01−01−5
General 01−01−5
In-Flight 01−01−5
On Ground 01−01−5
Operational Caution to Customers 01−01−5

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 INTRODUCTION Vol. 1 01−01−1
General REV 36, Nov 27/15

1. FOREWORD
The CL–600 Model 2B16 Challenger airplane (Serial No. 5701 to 6049) Flight Crew Operating
Manual is designed to provide the flight crew with readily accessible operational information. For
optimum utilization of the manual, this introduction should be read carefully.
The purpose of the Flight Crew Operating Manual is:
• to provide information regarding operational procedures, performance and limitations
• to standardize terminology and behavioral patterns
• to provide rapid access to reference procedures
• to provide reference material for self-teaching
• to provide information on airplane systems and operations that are controlled and revised.
To accomplish this, the Flight Crew Operating Manual has been divided into two volumes as
follows:
Volume 1 – PROCEDURES AND PERFORMANCE
Volume 2 – SYSTEMS DESCRIPTION
Throughout this manual, the experience of the typical Challenger crew has been recognized, and
for this reason, basic system principles have been omitted. For example, the text is not intended
to teach the crew how to fly an airplane, but to enable an experienced crew to operate the
airplane safely and proficiently.

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 INTRODUCTION Vol. 1 01−01−2
General REV 3, Mar 19/07

2. VOLUME 1 – PROCEDURES AND PERFORMANCE

The Procedures and Performance volume is the complete operating procedures document.
It is the responsibility of pilots who are qualified to operate the airplane to be entirely familiar with
the information contained in this publication, to ensure that the airplane is operated at all times
within the approved flight envelope.
For clarity and simplicity, the manual is written in the imperative, in order that the information and
operating instructions may be presented in a positive sense and require no interpretation by the
user.
In some procedures, the designations “PF” and “PNF” have been used:
• “PF” means that the associated action is always performed by the pilot presently flying the
airplane, whether it is the pilot or the copilot.
• “PNF” means the pilot not flying the airplane.
Specific items requiring emphasis are expanded upon and ranked in increasing order of
importance, in the form of a NOTE, CAUTION or WARNING.

NOTE
Expands on information which is considered essential to emphasize.
Information contained in notes may also be safety related.

CAUTION
Provides information that may result in damage to equipment if not
followed.

WARNING

Emphasizes information that may result in personal injury or loss of life

if not followed.

The contents and general format of the procedures and performance volume are as follows:
Chapter 1 – Introduction
Chapter 2 – Limitations
Chapter 2 contains the reproduction of the limitations governing operation of the airplane, found
within PSP 605-1, the Airplane Flight Manual.
Chapter 3 – Emergency Procedures
Chapter 3 contains all procedures which can be related to foreseeable emergency situations. The
procedures are presented in expanded form, describing in detail how and why the emergency
procedure steps are accomplished.

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2. VOLUME 1 – PROCEDURES AND PERFORMANCE (CONT'D)

Chapter 4 – Normal Procedures
Chapter 4 contains detailed procedures for conducting a normal flight with all airplane systems
operational. Procedures are listed sequentially by phase of flight, starting with exterior safety
inspection and extending through post-flight duties at destination.
Line items define the steps to be accomplished during each phase of flight, and are expanded to
define the action required to perform the steps.
Chapter 5 – Abnormal Procedures
Chapter 5 contains all procedures which can be related to foreseeable abnormal situations. The
procedures are presented in expanded form, describing in detail how and why the abnormal
procedure steps are accomplished.
Chapter 6 – Supplementary Procedures
Chapter 6 contains normal procedures which are either not related to a specific phase of flight, or
are not performed as part of routine daily procedures.
Chapter 7 – Performance
Chapter 7 contains the instructions to flight crew that certified performance data on the airplane
can be found within PSP 605-1, the Airplane Flight Manual.
Chapter 8 – Special Operations
Chapter 8 contains special operating procedures which are not routinely performed on each
flight, and are accomplished only on an “as required” basis to cope with minor system
irregularities or abnormal flight conditions.
Chapter 9 – In-Flight Checks
Chapter 9 contains operating procedures not routinely performed every flight, and are
accomplished only when certain airplane systems are to be tested in flight.

3. VOLUME 2 – SYSTEMS DESCRIPTION

Volume 2 contains descriptive airplane systems information. This volume is divided into 19
chapters, listed alphabetically by systems. Refer to Volume 2 – Foreword.

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4. PAGINATION
Each chapter of Volumes 1 and 2 of the Flight Crew Operating Manual is subdivided into sections
categorized by the subject or type of material presented.
This permits issuance of small blocks of revision pages without re-numbering and reprinting
complete sections of the manual.
Volumes 1 and 2 are paginated with a Volume Chapter/Section/Page numbering system as
follows:
SAMPLE PAGINATION
CHAPTER

DFO1_0101_001
VOLUME Vol. 2 06−20−1 PAGE NUMBER

SECTION WITHIN CHAPTER

Additional identification data carried in the margin of the page are the date of issue or revision
date, printed below the page number, and the chapter, title and subject carried in the masthead.

5. REVISION SYSTEM
Revisions to this manual will be issued when necessary, and are numbered consecutively. Each
revision should be inserted immediately and entered in the Record of Revisions sheet.
Alterations to former pages will be identified by a strong vertical line, except when a whole
chapter or section is revised. The reason for revision is then given under revision highlights only.
Beside the normal white pages, yellow pages are used to identify the Temporary Revisions. The
Temporary Revisions are numbered consecutively. Each Temporary Revision should be inserted
immediately and entered in the Record of Temporary Revisions sheet.

6. REGISTRY CODES
The following registry codes are utilized throughout the Flight Crew Operating Manual to identify
data that is only applicable to a particular certification authority:
AR Aviation Registry (Russian)
CAAI Civil Aviation Authority of Israel
EASA European Aviation Safety Agency
FAA Federal Aviation Administration (US)
SAAU State Aviation Administration of Ukraine

7. QUICK REFERENCE HANDBOOK

The Quick Reference Handbook (QRH) presents the Normal Checklist, Quick Reference
Performance Data and combined Emergency/Abnormal Procedures. The QRH is a small booklet,
bound so that it will lie flat when opened to any page.
The QRH contains Emergency and Abnormal Procedures in a system and EICAS message
format that is readily accessible in the flight compartment. Line items and layout are identical to
those used in the expanded version, however, procedures are abbreviated by deleting
explanatory material from the expanded procedures.

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8. CIRCUIT BREAKER RESET

The following paragraphs summarize Bombardier Aerospace philosophy and policies with
respect to resetting of tripped circuit breakers.
A. General
There is a latent danger in resetting a circuit breaker tripped by an unknown cause because
the tripped condition is a signal that something may be wrong in the related electrical circuit.
Until it is positively determined what has caused a circuit breaker trip to occur, flight crews,
maintenance personnel, or airplane ground servicing personnel usually have no way of
knowing the consequences of resetting a tripped circuit breaker.
Resetting a circuit breaker tripped by an unknown cause should normally be a maintenance
function conducted on the ground.
B. In-Flight
A circuit breaker must not be reset or cycled (i.e., opened or closed) unless doing so is
consistent with explicit procedures specified in the Flight Crew Operating Manual or the Quick
Reference Handbook or unless in the judgement of the Pilot-in-Command, the resetting or
cycling of the circuit breaker is necessary for the safe completion of the flight.
A Logbook write-up is required for an in-flight circuit breaker reset/cycle.
C. On Ground
Bombardier Aerospace finds it acceptable for operators to attempt to clear the faults by
performing system resets (power cycling on the ground) on an occasional basis.
If unable to clear the fault, maintenance action should be carried out. The MMEL must be
used (if applicable) and/or the affected system condition must be satisfactory for airplane
dispatch.

9. OPERATIONAL CAUTION TO CUSTOMERS

CAUTION
Please be advised that your interior is hand crafted using the highest
quality materials, finishing and products available in the industry. They
are fragile and exotic. In order to protect them and ensure their
continued aesthetic qualities, they must not be subjected to extreme or
rapid changes in temperature or humidity. If the Owner/Operator does
not comply with this caution, the warranty coverage for a given
component may be affected.

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CHAPTER 2 - LIMITATIONS

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 02−00−1

INTRODUCTION
General 02−01−1
Kinds of Airplane Operation 02−01−1

STRUCTURAL WEIGHT
Structural Weight Limitation 02−02−1

CENTRE OF GRAVITY
Centre of Gravity Limits (MTOW 48,200 LB) 02−03−1

OPERATING LIMITATIONS
Altitude and Temperature Operating Limit 02−04−1
Take-Off 02−04−2
Rotation Rate and Pitch Attitude 02−04−2
Pitch Trim 02−04−2
Take-Off Pitch Target 02−04−2
Cold Weather Operations 02−04−3
Operation in Icing Conditions 02−04−4
Cowl Anti-ice System 02−04−4
Wing Anti-ice System 02−04−5
Super-Cooled Large Droplet Icing 02−04−7
Enhanced Take-Off Procedures and Winter Operations Training 02−04−7
Runway Slopes 02−04−7
Tailwind Conditions 02−04−7
Approaches 02−04−8
Minimum Flight Crew 02−04−8
Maximum Occupants 02−04−8
Maximum Crosswind Component 02−04−8
Ground Operations in High Wind Conditions 02−04−8
Minimum Enroute Clearance 02−04−9
Minimum Go-Around Altitude 02−04−9

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POWER PLANT
Engines 02−05−1
Engine Indications 02−05−1
Engine Operating Limits 02−05−2
Engine Operating Limits Table 02−05−2
Airplane Cold Soak 02−05−2
Oil Temperature 02−05−2
Oil Pressure 02−05−2
Continuous Engine Ignition 02−05−3
Autothrottle (ATS) 02−05−3
Automatic Performance Reserve (APR) 02−05−4
Starter Cranking Limits (Ground and Air) 02−05−4
Engine Start 02−05−4
Associated Conditions 02−05−4
Dry Motoring Cycle 02−05−4
Engine Relight 02−05−4
Fuel 02−05−6
Fuel Temperature 02−05−11
Fuel Grades 02−05−12
Fuel Additives 02−05−13
Anti-icing 02−05−13
Biocide 02−05−13
Anti-static 02−05−13
Corrosion inhibitor 02−05−13
Fuel Jettison 02−05−14
Fuel Transfer 02−05−14
Oil Grades 02−05−15
Oil Consumption 02−05−15
Oil Level 02−05−15
Oil Replenishment System 02−05−15
Auxiliary Power Unit 02−05−15
Type 02−05−15
Maximum RPM 02−05−15
Maximum EGT 02−05−15
Starting 02−05−16

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POWER PLANT
APU Bleed Air 02−05−17
APU Generator 02−05−17
APU Indications 02−05−17

OPERATING SPEEDS
Maximum Operating Speed and Mach Number 02−06−1
RVSM Maximum Operating Speed 02−06−2
Flaps Extended Speed 02−06−2
Maximum Landing Gear Operating Speed 02−06−2
Maximum Landing Gear Extended Speed 02−06−2
Tire Limit Speed 02−06−2
Turbulence Penetration Speed 02−06−2
Minimum Operating Limit Speed 02−06−2
Design Maneuvering Speed 02−06−3

MANEUVERING LOADS
Maneuvering Limit Load Factors 02−07−1
Side Slip Maneuvers 02−07−1

SYSTEMS LIMITATIONS
Air-Conditioning and Pressurization 02−08−1
Automatic Flight Control System 02−08−1
Bleed Air Systems 02−08−1
Electrical Systems 02−08−2
Permissible Loads on AC System 02−08−2
Permissible Loads on DC Systems 02−08−2
Circuit Breaker Reset (In Flight) 02−08−2
Flight Controls – Lift/Drag Devices 02−08−2
Flaps 02−08−2
Flight Spoilers 02−08−2
Stall Protection System 02−08−2
Thrust Reversers 02−08−3
Taxi and Landing Lights 02−08−3
Wheel Brake Cooling Limitations 02−08−3
Configuration Deviation List 02−08−3

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SYSTEMS LIMITATIONS
Electrical/Avionics Equipment 02−08−4
Airspace Operational Limitations 02−08−4
Long Range Navigation Accuracy 02−08−4
Ground Operations in High Wind Conditions 02−08−4
Operations from Gravel Runways 02−08−4

NAVIGATION SYSTEMS LIMITATIONS

Flight Management System − FMS−6000 02−09−1
Flight Management System − FMS−6200 02−09−5
Navigation Receiver 02−09−10
Terrain Awareness and Warning System (TAWS) 02−09−10
Runway Awareness and Advisory System (RAAS) 02−09−10
Integrated Flight Information System (If installed) 02−09−11
Synthetic Vision System (SVS) 02−09−11
Datalink 02−09−12
Inertial Reference System (IRS) 02−09−13

LIST OF ILLUSTRATIONS

CENTRE OF GRAVITY
Figure 02−03−1 Centre of Gravity Limits (MTOW 48,200 lb) 02−03−1

OPERATING LIMITATIONS
Figure 02−04−1 Altitude and Temperature Operating Limits 02−04−1

POWER PLANT
Figure 02−05−1 Engine Air Start Envelope (In Flight) 02−05−5
Figure 02−05−2 Auxiliary Tank Quantity/Tail Tank Quantity − Relation
Verses Centre of Gravity 02−05−7
Figure 02−05−3 Minimum Wing Tank Fuel Quantity for Take-Off 02−05−10
Figure 02−05−4 Manual Fuel Transfer − Auxiliary Tank Quantity vs Tail
Tank Quantity 02−05−14
Figure 02−05−5 APU In-Flight Envelope 02−05−18

OPERATING SPEEDS
Figure 02−06−1 Maximum Operating Speed and Mach Number 02−06−1
Figure 02−06−2 Design Maneuvering Speeds 02−06−3

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NAVIGATION SYSTEMS LIMITATIONS

Figure 02−09−1 Area of Magnetic Unreliability 02−09−4
Figure 02−09−2 Prohibited Areas of IRS Use − Northern Hemisphere 02−09−13
Figure 02−09−3 Prohibited Areas of IRS Use − Southern Hemisphere 02−09−14

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1. GENERAL
The limitations included in this chapter contain items peculiar to the CL600, model 2B16
Challenger airplane (Serial No. 5701 to 6049).
Observance of these limitations is mandatory.

2. KINDS OF AIRPLANE OPERATION

The airplane is certified for operations in the following conditions, when the equipment and
instruments required by the airworthiness and operating regulations are approved, installed and
in an operable condition:
• Day and night
• VFR and IFR
• Flight in icing conditions
The airplane is certified for ditching when the safety equipment, specified by the applicable
regulations, is installed.

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1. STRUCTURAL WEIGHT LIMITATION

Maximum taxi and ramp weight: 21,909 kg (48,300 lb)
Maximum take-off weight: 21,863 kg (48,200 lb)
Maximum landing weight: 17,237 kg (38,000 lb)
Maximum zero fuel weight: 14,515 kg (32,000 lb)
Minimum flight weight: 11,794 kg (26,000 lb)
Minimum operating empty weight: 10,047 kg (22,150 lb)

NOTE
1. The maximum take-off weight (MTOW) and/or maximum landing
weight (MLW) may be further limited due to performance
considerations.
2. The maximum landing weight (MLW) is further limited when landing
at airport elevations above 10,000 feet (Refer to Chapter 6;
SUPPLEMENTARY PROCEDURES – OPERATIONS AT HIGH
AIRPORT ELEVATIONS) .

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1. CENTRE OF GRAVITY LIMITS (MTOW 48,200 LB)

The maximum permissible centre of gravity (CG) limits are as shown in Figure 02−03−1.
The airplane including interior payload, passengers and fuel (refer to Figure 02−05−2) must be
loaded such that the airplane weight and centre of gravity are maintained within the specified
limits (including variations due to fuel consumption, passenger movement, retraction of landing
gear, etc.).
The stabilizer trim setting must be in accordance with Chapter 4; NORMAL PROCEDURES –
TAXIING AND TAKE-OFF – Taxi Check.

50
MAX RAMP WEIGHT (48300 lb/21909 kg)

21.0% 29.0% 38.0% 22

M.T.O.W
(48200 lb/21863 kg)

28.0% @ 47700 lb/21637 kg)

45 44750 lb/20298 kg
IT 20
M
LI
FF 43000 lb/19505 kg

E −O
K
TA

A/C WEIGHT (kg)

40
A/C WEIGHT (lb)

18
39500 lb/17917 kg

THOUSANDS
THOUSANDS

16.0%
M.L.W. (38000 lb/17237 kg)

35 16

M.Z.F.W. (32000 lb/14515 kg) For aircraft CG in this

zone, use Alternative
AUX/TAIL
Fuel Distribution
(Figure 02−05−2,
Detail C).
14
30
DFM0203_008

MIN FLIGHT WEIGHT (26000lb/11794 kg) 12

25
15 20 25 30 35 40
A/C CG % MAC
Centre of Gravity Limits (MTOW 48,200 lb)
Figure 02−03−1

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1. ALTITUDE AND TEMPERATURE OPERATING LIMIT

The altitude and temperature operating limit is as shown in Figure 02−04−1.
• Maximum airport pressure altitude for take-off and landing is 10,000 feet.
• Maximum operating altitude is 41,000 feet.
• Maximum ambient air temperature approved for take-off and landing is ISA + 35°C.
• Minimum ambient temperature approved for take-off is –40°C (–40°F).
• At altitudes above 25,000 feet, a safety harness must be worn by at least one pilot.

CHP1−01−17APR92
DFM0204_001

Altitude and Temperature Operating Limits

Figure 02−04−1

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2. TAKE-OFF
A. Rotation Rate and Pitch Attitude

WARNING

Excessive rotation rates (exceeding 3 degrees per second) or

over-rotations may lead to high pitch attitudes and angles of attack
being attained while the aircraft is near the ground. This can reduce
stall margins significantly resulting in stick shaker/pusher activation
and potentially loss of control. Pilots must rotate smoothly towards
the target pitch attitude then transition to speed control.
B. Pitch Trim

WARNING

Failure to set the pitch trim appropriate to the computed centre of

gravity may result in excessive rotation rate at take-off.
Pitch trim must be set according to the airplane’s computed centre of gravity.
C. Take-Off Pitch Target

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

The initial target for rotation is 10 degrees.
If Flight Director is used for take-off, set pitch target to 10 degrees. Refer to Chapter 6;
SUPPLEMENTARY PROCEDURES – AUTOMATIC FLIGHT CONTROL SYSTEM –
TAKE-OFF.
Take-off performance data contained in Chapter 6 − Performance of the Airplane Flight
Manual remains applicable.
To obtain pitch mode, select TO as normal, then rotate the Flight Control Panel (FCP) VS
pitch wheel to reduce the FD command to 10 degrees.

NOTE
The VS pitch wheel will adjust the FD command in 0.50 degree
steps.

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3. COLD WEATHER OPERATIONS

WARNING

Even small amounts of frost, ice, snow or slush on the wing leading
edges and forward upper wing surface may adversely change the stall
speeds, stall characteristics and the protection provided by the stall
protection system, which may result in loss of control on take-off.
Take-off is prohibited with frost, ice, snow or slush adhering to any critical surface (wings,
horizontal stabilizer, vertical stabilizer, control surfaces and engine inlets) except that take-off is
permitted with frost adhering to:
• the upper surface of the fuselage; and/or
• the underside of the wing, that is caused by cold soaked fuel,
in accordance with the instructions provided in Chapter 6; SUPPLEMENTARY PROCEDURES –
COLD WEATHER OPERATION – PRE-FLIGHT PREPARATION – External Safety Inspection.
Although the upper fuselage is not defined as a critical surface, it must nonetheless be deiced to
remove contamination, other than allowable frost, anytime the wing and tail surfaces require
deicing.

NOTE
Comprehensive procedures for operating in cold weather are provided
in Chapter 6; SUPPLEMENTARY PROCEDURES – COLD WEATHER
OPERATION.

In addition to a visual check, a tactile check of the wing leading edge, wing forward upper surface
and wing rear upper surface is required during the External Walkaround inspection to determine
that the wing is free from frost, ice, snow or slush when:
• the outside air temperature (OAT) is 5°C (41°F) or less, or
• the wing fuel temperature is 0°C (32°F) or less; or
• the atmospheric conditions have been conducive to frost formation.

NOTE
Ice and frost may continue to adhere to wing surfaces for some time
even at outside air temperatures above 5°C (41°F).

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4. OPERATION IN ICING CONDITIONS

During cold weather operations, the flight crew must ensure that the airplane fuselage, wings and
tail surfaces are free from ice, snow or frost.

AR Certified Airplanes

WARNING

Even small accumulations of ice on the wing leading edge can

change the stall speed, stall characteristics or the warning margin
provided by the stall protection computer.

A. Cowl Anti-ice System

(1) Ground Operations
The engine cowl anti-ice system must be on when the OAT is 10°C (50°F) or below and
visible moisture in any form is present (such as fog with visibility of one mile or less, rain,
snow, sleet and ice crystals).
The engine cowl anti-ice system must also be on when the OAT is 10°C (50°F) or below
when operating on runways, ramps, or taxiways where surface snow, ice, standing water
or slush is present.
Single engine taxi operations are prohibited if the OAT is 10°C (50°F) or below.
(2) Flight Operations

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below and
visible moisture in any form is encountered (such as clouds, rain, snow,
sleet or ice crystals), except when the SAT is –40°C (–40°F) or below.

The engine cowl anti-ice system must be on:

At or above 22,000 feet:
• when ice is indicated by the ice detection system, or
• when in icing conditions, if an ice detector has failed.
Below 22,000 feet:
• when in icing conditions, or
• when ice is indicated by the ice detection system.

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4. OPERATION IN ICING CONDITIONS (CONT'D)

B. Wing Anti-ice System
(1) Ground Operations

NOTE
Icing conditions exist on the ground when the OAT is 5°C (41°F) or
below and:
1. visible moisture in any form (such as clouds, fog or mist) is present
below 400 feet AGL, or
2. the runway is wet or contaminated, or
3. in the presence of any precipitation (such as rain, snow, sleet or ice
crystals).

The wing anti-ice system must be selected ON, for final taxi prior to take-off, if the OAT is
5°C (41°F) or below, unless Type II, III or IV anti-icing fluids have been applied.

NOTE
1. If wing anti-ice is selected ON during taxi, L (R) WING A/ICE caution
messages may be posted or L HEAT or R HEAT lights may go out,
but caution messages must be verified out and WING A/ICE ON or
WING/COWL A/ICE ON advisory message and L HEAT and R HEAT
lights must be verified on, prior to take-off. If wing anti-ice is not
required for take-off it should be selected OFF just prior to take-off.
2. To prevent wing contamination from reverse jet blast, operating the
thrust reversers during taxi operations on wet and contaminated
surfaces should be avoided.

The wing anti-ice system must be selected and confirmed ON for take-off, when the OAT
is 5°C (41°F) or below and:
• visible moisture in any form (such as clouds, fog or mist) is present below 400 feet
AGL, or
• the runway is wet or contaminated, or
• in the presence of any precipitation (such as rain, snow, sleet or ice crystals).

NOTE
If wing anti-ice is selected ON for take-off, the cowl anti-ice must also
be selected ON.

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4. OPERATION IN ICING CONDITIONS (CONT'D)

B. Wing Anti-ice System (Cont’d)
When Type II, III or IV anti-icing fluids have been applied, the wing anti-ice system must
only be selected and confirmed ON just prior to thrust increase for take-off.
The wing anti-ice system may be selected OFF only if it can be positively verified that all
of the following conditions are met:
• the runway to be used is not wet or contaminated,
• there is no precipitation, and
• there is no visible moisture in any form (such as clouds, fog, mist, rain, snow, sleet or
ice crystals) below 400 feet AGL.
Refer to Chapter 6; SUPPLEMENTARY PROCEDURES – COLD WEATHER
OPERATION – PHASE OF FLIGHT PROCEDURES.

AR Certified Airplanes

WARNING

When the OAT is 5°C (41°F) or below use deicing/anti-icing

treatment before take-off.
When the OAT is 5°C (41°F) or below the wing anti-ice
system must be selected ON for take-off, just prior to thrust
increase for take-off.
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 take-off.

(2) Flight Operations

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below and
visible moisture in any form is encountered (such as clouds, rain, snow,
sleet or ice crystals), except when the SAT is –40°C (–40°F) or below.

The wing anti-ice system must be on:

At or above 22,000 feet:
• when ice is indicated by the ice detection system, or
• when in icing conditions, if an ice detector has failed.
Below 22,000 feet:
• when in icing conditions, or
• when ice is indicated by the ice detection system, or

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4. OPERATION IN ICING CONDITIONS (CONT'D)

B. Wing Anti-ice System (Cont’d)
• prior to extending flaps for approach when TAT is 10°C (50°F) or below.

NOTE
The wing anti−ice system may be selected OFF when the
WING L HEAT and R HEAT indicators turn green on the
anti−ice panel and:
• ICE is not annunciated by the ice detection system, and
• not in icing conditions.
C. Super-Cooled Large Droplet Icing
Continued operation in areas where super-cooled large droplet (SLD) icing conditions exist is
prohibited.
SLD icing conditions are indicated by ice accretion on the flight compartment side windows.
• The wing anti-icing system must be ON in SLD icing conditions.
• The cowl anti-icing system must be ON in SLD icing conditions.
• Leave icing conditions when side window icing occurs.

5. ENHANCED TAKE-OFF PROCEDURES AND WINTER OPERATIONS TRAINING

Take-offs conducted where the OAT is 5°C (41°F) or below, are subject to the following training
limitations:
• the wing anti-ice system must be selected ON for take-off, just prior to thrust increase for
take-off, if the OAT is 5°C (41°F) or below, or
• the Aircraft Commander has successfully completed specific training, within the preceding
12 calendar months, for take-off procedures, ground icing conditions and cold weather
operations.
Additionally, no take-off shall be conducted by the First Officer where the OAT is 5°C (41°F) or
below, unless that pilot has successfully completed the specific training within the preceding
12 calendar months, for take-off procedures, ground icing conditions and cold weather
operations.

6. RUNWAY SLOPES
The maximum runway slopes approved for take-off and landing are:
+2% (uphill)
–2% (downhill)

7. TAILWIND CONDITIONS
The maximum tailwind component approved for take-off and landing is 10 knots.

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8. APPROACHES
Operations and limitations with a glidepath angle that exceeds 3.5 degrees are described in the
following supplementary procedures:
• APPROACHES BELOW 4.5 DEGREES
• STEEP APPROACHES UP TO 5.5 DEGREES
• FAA STEEP APPROACH INTO LONDON CITY AIRPORT

9. MINIMUM FLIGHT CREW

The minimum flight crew is one pilot and one copilot.

10. MAXIMUM OCCUPANTS

The total number of occupants, including no more than nineteen passengers, must not exceed
the lesser of the following:
• Twenty-two or,
• The number for which seating accommodation approved for take-off and landing is provided.

11. MAXIMUM CROSSWIND COMPONENT

AR Certified Airplanes
The maximum crosswind component for take-off and landing is 24 knots (12 meters/sec).

SAAU Certified Airplanes

The maximum crosswind component for take-off and landing on a dry runway is 24 knots
(12 meters/sec).
The maximum crosswind component for take-off and landing on a wet runway with water depth
no more than 3.00 mm (0.125 inch) is defined in the following table for different values of the
coefficient of friction:
REPORTED COEFFICIENT OF FRICTION MAXIMUM CROSSWIND COMPONENT
0.3 (poor braking) 10 knots (5 meters/sec)
0.4 (average braking) 15 knots (8 meters/sec)
0.5 (good braking, equivalent to dry) 24 knots (12 meters/sec)
The maximum crosswind component for take-off and landing on a contaminated runway is
10 knots (5 meters/sec).
Operation on runways with a coefficient of friction less than 0.3 is prohibited.

SAAU Certified Airplanes

12. GROUND OPERATIONS IN HIGH WIND CONDITIONS
In the event that the airplane is parked and sustains winds or gust loads in excess of
27 meters/second, an inspection and functional check of the aileron, elevator and rudder
power control units is required.

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SAAU Certified Airplanes

13. MINIMUM ENROUTE CLEARANCE
It is recommended that all terrain and/or obstacles be cleared by at least 1,300 feet along the
enroute flight path.

SAAU Certified Airplanes

14. MINIMUM GO-AROUND ALTITUDE
Demonstrated minimum altitude for all engines go-around without touching the ground is
50 feet and for single engine go-around is 100 feet.

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1. ENGINES
Type: General Electric CF34–3B, quantity two.

2. ENGINE INDICATIONS
The engine limit display markings on EICAS must be used to determine compliance with the
maximum/minimum Limits and precautionary ranges. If EICAS markings show more conservative
Limits than those specified below, the limit markings on the EICAS must be used.
INDICATION RED AMBER GREEN
(MAX/MIN LIMITS) (CAUTION RANGE) (NORMAL RANGE)
N1 % RPM 98.6 – 0 to 98.5
ITT °C:
900
– 0 to 900
(for first 2 min.)
– APR not operating
884
– 0 to 884
(for next 3 min.)
928
– 0 to 928
(for first 2 min.)
– APR operating
900
– 0 to 900
(for next 3 min.)
– Maximum
Continuous Thrust 900 – 0 to 900
(MCT)
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 163 155 to 162 –40 to 154
OIL PRESS psi 0 to 25 116 to 156 26 to 115

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3. ENGINE OPERATING LIMITS

A. Engine Operating Limits Table
CONDITION CORE RPM N2 % FAN RPM N1 % ITT °C
Start 20 903 (50 seconds)
Acceleration 930 (5 seconds)
Max Continuous 99.2 98.6 899
884 (5 minutes)*
Normal Take-Off 98.3 96.2 900 (2 minutes out of
5 total transient)*
899 (5 minutes)*
Maximum Take-Off
99.4 98.6 928 (2 minutes out of
(APR operating)
5 total transient)*
* Transient limits

NOTE
1. The take-off, go-around and maximum continuous thrust N1 values
for the CF34-3B engine are presented on the appropriate engine
thrust setting charts contained in Chapter 6; PERFORMANCE –
THRUST SETTINGS of the Airplane Flight Manual .
2. If above 40,000 feet, one air-conditioning unit or cowl anti-ice must
be selected on for each engine.
3. Engine to engine N2 split at ground idle power should not be
greater than 2% N2 .
B. Airplane Cold Soak
Before the first flight of a day, when the airplane is cold-soaked at an ambient temperature of
–30°C (–22°F) or below for more than 8 hours, the engines must be motored for 60 seconds,
and fan rotation must be verified, before the engine start is initiated.
Thrust reversers must be actuated until the deploy and stow cycles are less than 5 seconds.
C. Oil Temperature
Minimum for starting –40°C
Maximum Continuous +155°C
Maximum Permissible +163°C (15 minutes maximum)
D. Oil Pressure
Steady state idle 25 psi minimum
Take-off power 45 psi minimum
Maximum continuous 115 psi maximum
Maximum transient
After cold start 156 psi (130 psi at idle, 10 minutes maximum)
NOTE: Engine must remain at idle until oil
pressure returns to normal range.

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4. CONTINUOUS ENGINE IGNITION

Continuous engine ignition must be used during the following:
• Take-offs and landings on contaminated runways;
• Take-offs with high crosswind components;
• Flight through moderate or heavier intensity rain;
• Flight through moderate or heavier intensity turbulence;
• Flight in the vicinity of thunderstorms.

5. AUTOTHROTTLE (ATS)
• ATS operation is restricted to two-engine operation only.
• ATS operation is prohibited during category II approach operations.
• Crew must confirm engine power is set to appropriate take-off N1 limit prior to reaching 80
KIAS during take-off.
• At first indication of stall (stall buffet, stick shaker, or stick pusher), the crew must disengage
the ATS and set thrust levers as required.
• ATS operation with APR selected on FMS performance THRUST LIMIT page is prohibited.
• If a DISENG’D or FAIL message occurs on the ATS MSD, the crew must position the thrust
levers as required. Press either thrust lever ATS DISC switch to cancel ATS message.
• Selection of AFCS FLC mode following go-around mode is prohibited, unless the altitude
preselector is set higher than current altitude when ATS is engaged.
• The AFM engine limits must not be exceeded when manually entering FMS thrust target
(TGT) limit. The ATS will set engine thrust to this target without regard to engine operating
limits.
• ATS operation during take-off with thrust target (TGT) selected on FMS performance
THRUST LIMIT page is prohibited.
• ATS operation with maximum continuous thrust (MCT) selected as the FMS performance
thrust limit is prohibited.
• If both mode status displays (MSDs) fail, the crew must disengage the ATS and consider the
system inoperative.
• N1 thrust limit data is required and must be available from the FMS for ATS operation.
• The radio altimeter must be valid for the ATS retard mode operation. If radio altitude is
unavailable or invalid, the ATS must be disengaged prior to reaching 100 feet AGL.
• Use of the ATS during touch and go landings is prohibited. ATS must be disengaged if
system engages during touch and go landings.
• Use of the ATS during go-around is prohibited. Pilot must manually set thrust to override ATS.
ATS may be used to trim final N1, once manually set.
• If flaps are selected to less than 45° for landing, ATS must be disengaged prior to reaching
100 feet AGL.

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6. AUTOMATIC PERFORMANCE RESERVE (APR)

If take-off performance is predicated upon the use of APR, the APR system must be verified
operative prior to take-off.
The APR system must be selected off, if an APR INOP caution message is displayed on EICAS.
APR OFF Performance must be used if an APR INOP caution message is displayed.

7. STARTER CRANKING LIMITS (GROUND AND AIR)

The starter must not be used if indicated N2 rpm exceeds 55%.
A. Engine Start
Normal engine start – Three consecutive engine start cycles with 5 minutes cooling between
additional cycles.
B. Associated Conditions
At initiation of thrust lever movement from SHUT OFF to IDLE:
(1) ITT must be 120°C or less for all ground starts.
(2) ITT must be 90°C or less for all air starts.
C. Dry Motoring Cycle
Dry motoring is performed with ignition OFF and thrust levers at SHUT OFF.
Dry motoring may be used for engine ground starts and engine airstarts.
START MAXIMUM TIME ON FOLLOWED BY
1 90 seconds 5 minutes off
2 and subsequent 30 seconds 5 minutes off

8. ENGINE RELIGHT
Engine starting in-flight is only permitted within the envelope defined in Figure 02−05−1:

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8. ENGINE RELIGHT (CONT'D)

RELIGHT TYPE ENVELOPE (FIGURE 02–05–1)
Windmilling Altitude from 21,000 to 10,000 feet:
Airspeed from 300 to 348 KIAS, and from 12 to 55% N2.
Altitude from 10,000 to 8,000 feet:
Airspeed from 300 to 348 KIAS, and from 10 to 55% N2.
Altitude from sea level to 8,000 feet:
Airspeed 300 KIAS, and from 10 to 55% N2.

NOTE
N2 should be stable or increasing.
Starter-assisted Cross Bleed Altitude from 21,000 feet to 15,000 feet:
Airspeed from 200 KIAS up to 300 KIAS, and from 0 to 55% N2.
Altitude from 15,000 feet to sea level:
Airspeed from 140 KIAS up to 300 KIAS, and from 0 to 55% N2.

25

200 21,000 ft 300 348

20
ALTITUDE X 1000 FT.

15,000 ft N2 >12%
15 W’MILL

10 10,000 ft
STARTER N2 >10%
ASSISTED W’MILL
8,000 ft

5 N2 >10%
DFM0205_001

0
0 100 200 300
350
KIAS (KNOTS)
Engine Air Start Envelope (In Flight)
Figure 02−05−1

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9. FUEL
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is 182 kg (400 lb) for take-off and taxi.
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is 363 kg (800 lb) in flight.
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is 182 kg (400 lb) for landing.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not usable.
Based upon a fuel density of 6.75 lb/US gallon, the maximum usable fuel load achieved by
pressure refueling for each tank is given below:
Left main tank 2,205 kg (4,860 lb)
Right main tank 2,205 kg (4,860 lb)
Auxiliary tank 3,251 kg (7,168 lb)
Tail tank 1,411 kg (3,112 lb)

Total 9,072 kg (20,000 lb)

To determine approximate maximum usable fuel load achieved by gravity refueling, reduce
weight by 7%.
Normal AUX/TAIL Fuel Distribution for Take-Off:
• Auxiliary tank quantity must be full, or at least 2.65 times the tail tank quantity, for take-off (as
shown in Figure 02−05−2, Detail A, Normal Fuel Distribution for Take-Off).
OR
Provisional AUX/TAIL Fuel Distribution for Forward CG Limit Take-Off:
• Where the normal fuel distribution would cause the airplane centre of gravity to fall ahead of
the forward limit for take-off, the provisional fuel distribution may be applied to bring the
airplane centre of gravity within the permissible forward CG limit (as shown in
Figure 02−05−2, Detail B, Provisional Fuel Distribution for Take-Off). This fuel distribution is
permitted only if the resulting CG remains ahead of 34% MAC.
OR
Alternative AUX/TAIL Fuel Distribution for Aft CG Limit at ZFW:
• If the aircraft CG at ZFW is within the envelope aft lower zone (CG between 32,000 lb/35%,
30,000 lb/34%, 28,000 lb/34%, 26,000 lb/32.5% and 26,000 lb/35%) an alternative manual
fuel distribution may be applied. Auxiliary tank quantity must be full, or at least 2.95 times the
tail tank quantity (as shown in Figure 02−05−2, Detail C, Alternative Fuel Distribution for
Take-Off).

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9. FUEL (CONT'D)

DFM0205_005

Auxiliary Tank Quantity/Tail Tank Quantity − Relation Verses Centre of Gravity (Page 1 of 2)
Figure 02−05−2

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9. FUEL (CONT'D)

DFM0205_006

Auxiliary Tank Quantity/Tail Tank Quantity − Relation Verses Centre of Gravity (Page 2 of 2)
Figure 02−05−2

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9. FUEL (CONT'D)
Take-off with up to 230 kg (500 lb) of fuel in the auxiliary tank is permitted, provided that there is
at least 690 kg (1,500 lb) of fuel in each wing tank and no fuel in the tail tank.
Take-off with more than 230 kg (500 lb) of fuel in the auxiliary tank is permitted, provided that the
minimum quantity of fuel in each wing tank is as per Figure 02−05−3.
• For example, if there is at least 1,724 kg (3,800 lb) of fuel in each wing tank, then according
to Figure 02−05−3, the take-off weight cannot exceed 21,319 kg (47,000 lb).
• Conversely, if the take-off weight is for example 20,366 kg (44,900 lb), then according to
Figure 02−05−3, there must be at least 1,247 kg (2,750 lb) of fuel in each wing tank.
The minimum fuel quantity for go-around is 230 kg (500 lb) per wing (with the airplane level) and
assuming a maximum airplane climb attitude of 10° nose up.

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9. FUEL (CONT'D)

DFM0205_007

Minimum Wing Tank Fuel Quantity for Take-Off

Figure 02−05−3

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9. FUEL (CONT'D)
A. Fuel Temperature
Take-off with engine fuel temperature indications below 5°C (41°F) is prohibited.
Take-off with bulk fuel temperature indications below the limits stated is prohibited.
During flight, bulk fuel temperature must remain above the applicable bulk fuel freezing point.
BULK FUEL BULK FUEL
FUEL
TAKE-OFF LIMIT FREEZING POINT
ASTM D 1655 JET A –30°C –40°C
ASTM D 1655 JET A1 –37°C –47°C
ASTM D 6615 JET B –40°C –50°C
MIL–DTL–5624 JP 4 –48°C –58°C
MIL–DTL–5624 JP 5 –36°C –46°C
MIL–DTL–83133 JP 8 –37°C –47°C
GB 6537–2006 No. 3 JET –37°C –47°C
Russian TS-1 –43°C [†]
Russian RT –40°C [†]
Ukrainian TS-1 –42°C –52°C
Ukrainian RT –42°C –52°C
[†] Russian TS-1 (TC-1 in Russian script) and RT fuels with a freeze point of not
higher than –50°C are approved for use when the ground level OAT is not below
–30°C during the 24 hours before departure.
TS-1 fuel with a freeze point of not higher than –60°C and RT fuel with a freeze
point of not higher than –55°C, for use in low temperature regions, are available at
the operator’s request.

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9. FUEL (CONT'D)
B. Fuel Grades
Fuels conforming to any of the following specifications are approved for use.
Mixing of fuels is permitted.
RUSSIAN/
CANADIAN AMERICAN BRITISH CHINESE
UKRAINIAN
KEROSENE TYPE
ASTM D1655
CAN 2 - 3.23 – – –
JET A
ASTM D1655 GB 6537–2006
CAN 2 - 3.23 DEF STAN 91–91 TS-1 [††] or RT
JET A1 No. 3 JET
MIL–DTL–83133
– DEF STAN 91–87 – –
JP 8
MIL–DTL–5624
– DEF STAN 91–86 – –
JP 5
WIDE CUT TYPE
ASTM D6615
CAN 2 - 3.22 D. ENG. RD. 2486 – –
JET B
MIL–DTL–5624
CAN 2 - 3.22 D. ENG. RD. 2454 – –
JP 4
[††] When using TS-1 fuel (TC-1 in Russian script), engine fuel system components
must be inspected in compliance with SB 605–73–001.

NOTE
ASTM D1655, DEF STAN 91–91 and CAN 2 - 3.23 jet fuels whose
origin is ASTM D7566 (Aviation Turbine Fuel Containing Synthesized
Hydrocarbons) and are re-identified as Jet A or Jet A1 fuels are
considered equivalent to fossil based fuels.

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9. FUEL (CONT'D)
C. Fuel Additives
The following additives, used individually or in combination, are approved:
(1) ANTI-ICING
Anti-icing additives to the latest revision of specifications MIL−I−27686E or
MIL−DTL−85470B or any direct equivalent at a concentration of 0.10 to 0.15% by volume.

CAUTION
Do not add unblended PRIST additive directly into the fuel tank,
as this may damage fuel tank components.
Alcohol-based anti-icing additives of Fuel System Icing Inhibitors (FSII) type Fluid I and
Fluid I−M should not be used continuously. Russian and Ukrainian fuel containing (or
pre-mixed with) alcohol-based additives of anti-icing Fuel System Icing Inhibitor (FSII)
type Fluid I and Fluid I−M should not be used continuously. Contact engine manufacturer
for details of impact on a reduced component inspection program if continuous use has
been determined.
(2) BIOCIDE
SOHIO Biobor JF biocide additive at a concentration not in excess of 270 parts per million
(20 parts per million elemental boron) for the initial dose to prevent the growth of
micro-organisms. A maintenance dose of 135 parts per million should be used thereafter.
(3) ANTI-STATIC
Stadis 450 anti-static additive at a concentration of 3 g/m3 for the initial dose. Maximum
dosage should not exceed 5 g/m3.
For Russian fuels, Sigbol static dissipater additive may be used in concentrations of less
than 0.0005% by weight.
(4) CORROSION INHIBITOR
Corrosion inhibitors listed below are approved, by the concentrations indicated, for
hydro-treated fuels only. It is recommended that corrosion inhibitors, conforming to
MIL−I−25017, be blended with the fuel to provide lubricity. The corrosion inhibitor must be
added after water removal and downstream of any clay filters (these processes remove
the inhibitor).
• Appollo PRI−19, at a maximum concentration of 23 g/m3;
• Octel DCI−4A, at a maximum concentration of 23 g/m3;
• Octel DCI−6A, at a maximum concentration of 9 g/m3;
• Hitec E−515, at a maximum concentration of 21 g/m3;
• Hitec E−580, at a maximum concentration of 23 g/m3;
• Nalco 5403, at a maximum concentration of 23 g/m3;
• Nalco 5405, at a maximum concentration of 11 g/m3;
• Tolad 245, at a maximum concentration of 34 g/m3;

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9. FUEL (CONT'D)
D. Fuel Jettison
Fuel jettison must only be carried out with flaps set to 0.
Jettisoning of fuel in known lightning conditions is prohibited.
E. Fuel Transfer
Fuel transfer (left or right tank to auxiliary tank/gravity) must be off for take-off.
During normal operation, the tail tank transfer system must not be used as a centre of gravity
control device; it must remain selected to automatic mode.
During manual transfer operation – Refer to Figure 02−05−4:
• Auxiliary tank quantity must be at least 2.75 times the tail tank quantity, if tail tank quantity
is equal to or greater than 544 kg (1,200 lb).
• Auxiliary tank quantity must be at least 2.2 times the tail tank quantity, if tail tank quantity
is less than 544 kg (1,200 lb).
• Manual tail tank fuel transfer is not permitted with more than 3,175 kg (7,000 lb) of fuel in
auxiliary tank.
• Auxiliary tank quantity must be continuously monitored for overfill during manual tail tank
fuel transfer.
TAIL TANK QUANTITY X 1000 KG
0.25 0.50 0.75 1.0 1.25
7
3.0

AUXILIARY TANK QUANTITY X 1000 KG

AUXILIARY TANK QUANTITY X 1000 LB

6
MANUAL TRANSFER 2.5
AUXILIARY/TAIL TANK
5 FUEL QUANTITY MUST
REMAIN IN THIS ZONE

2.0
4

1.5
3

1.0
2
DFM0205_003

1 0.5

0
0 1 2 3
TAIL TANK QUANTITY X 1000 LB
Manual Fuel Transfer − Auxiliary Tank Quantity vs Tail Tank Quantity
Figure 02−05−4

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10. OIL GRADES

Refer to appropriate maintenance or servicing manual for approved oil grades.

11. OIL CONSUMPTION

Maximum oil consumption on each engine is 189 milliliters per hour (6.4 ounces per hour or
0.05 US gallons per hour).

NOTE
Oil consumption calculation should be carried out over a minimum of
10 engine operating hours.

12. OIL LEVEL

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

13. OIL REPLENISHMENT SYSTEM

The engine oil level should be checked between 15 minutes to 2 hours after engine shutdown.
The engines must be motored if the replenishment period is exceeded. Maximum refill allowable
is 1.9 liters (2 US quarts) without dry motoring the engine.

14. AUXILIARY POWER UNIT

A. Type
36–150 (CL)
B. Maximum RPM: 110%
The APU overspeed control will automatically shutdown the APU at 107% rpm.
C. Maximum EGT: 731°C

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14. AUXILIARY POWER UNIT (CONT'D)

D. Starting:
(1) Minimum ambient temperature for starting a cold soaked APU on the ground is –40°C.
(2) The following APU start cycles are permitted:
(a) Using airplane batteries on the ground, or for normal in-flight start:
• Three start attempts, each of 30 seconds continuous cranking
• Followed by a 20-minute off-time
• Followed by two further attempts each of 30 seconds continuous cranking.
(b) Using ground power:
• Two start attempts, each of 15 seconds continuous cranking
• Followed by a 20-minute off-time
• Followed by two further attempts each of 15 seconds continuous cranking.
(c) If, in either case (2)(a) or (2)(b), a successful start is not obtained, a further start must
not be attempted for a period of at least 35 minutes.
(3) Maximum EGT:
974°C (not to be exceeded under any operating conditions).
(4) Hung start:
If not greater than 30% rpm, within 60 seconds.
(5) APU starting and operation is permitted within the following operating envelope:
• Temperature – Refer to Figure 02−04−1.
• Altitude and Airspeed – Refer to Figure 02−05−5.
(6) In-flight start:
In-flight starting is guaranteed at altitudes up to 20,000 feet.

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14. AUXILIARY POWER UNIT (CONT'D)

E. APU Bleed Air
(1) Engine-start during ground operations up to 15,000 feet:
(a) No bleed air extraction limitation. Each engine may be started using the APU as a
bleed air source.
(b) If both engines are to be started using the APU bleed air, then the operating engine’s
thrust must not exceed 70% N2.
(2) Engine-start during flight:
(a) During single engine operations, APU bleed air extraction for an engine start is not
permitted.
(b) During double engine failure conditions, APU bleed air extraction for engine starts is
permitted.
Inflight APU main engine starts have been demonstrated to 15,000 feet.
(3) Air Conditioning:
(a) Bleed air extraction from the APU is not permitted above 15,000 feet.
F. APU Generator
The maximum permissible load on the APU generator in flight is 30kVA.
G. APU Indications
The APU limit display markings on the EICAS must be used to determine compliance with the
maximum/minimum limits and precautionary ranges. If EICAS markings show more
conservative limits than those specified below, the limit markings on the EICAS should be
used.
RED AMBER GREEN
INDICATION
(MAX LIMITATIONS) (CAUTION RANGE) (NORMAL RANGE)
APU start scale 974 and above – 0 to 973
EGT °C normal scale 731 and above 680 to 730 0 to 679
APU RPM % 110 and above 105 to 109 0 to 104

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14. AUXILIARY POWER UNIT (CONT'D)

APU In-Flight Envelope

Figure 02−05−5

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1. MAXIMUM OPERATING SPEED AND MACH NUMBER

Maximum operating limit speeds as given in Figure 02−06−1, must not be deliberately exceeded
in any regime of flight (climb, cruise or descent), unless a higher speed is specifically authorized
for flight test or training operations.

NOTE
Overspeed alerting in the flight deck is based on baro-corrected
altitude. This is applicable to both the primary flight displays and to the
integrated standby instrument.

DFM0206_001

Maximum Operating Speed and Mach Number

Figure 02−06−1

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2. RVSM MAXIMUM OPERATING SPEED

The maximum cruise mach number during flight in RVSM airspace is 0.83.

3. FLAPS EXTENDED SPEED

The maximum speeds at which the flaps may be extended are:
Flaps to 20 degrees: 231 KIAS
Flaps to 30 degrees: 197 KIAS
Flaps to 45 degrees: 189 KIAS

4. MAXIMUM LANDING GEAR OPERATING SPEED

The maximum airspeed at which it is safe to extend the landing gear is 197 KIAS / 0.6 MI.
The maximum airspeed at which it is safe to retract the landing gear is 197 KIAS / 0.6 MI.

5. MAXIMUM LANDING GEAR EXTENDED SPEED

The maximum airspeed at which the airplane may be flown with the landing gear extended and
locked is 250 KIAS / 0.7 MI.
Flight at altitudes above 20,000 feet with the landing gear extended is prohibited.

6. TIRE LIMIT SPEED

The tire limit speed is 182 knots ground speed.

7. TURBULENCE PENETRATION SPEED

Maximum air speed for turbulence penetration is 280 KIAS or 0.75 Mach, whichever is lower.

8. MINIMUM OPERATING LIMIT SPEED

Intentional speed reduction below the onset of stall warning, as defined by stick shaker operation,
is prohibited unless a lower speed is specifically authorized for flight test or training operations.

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9. DESIGN MANEUVERING SPEED

Full application of rudder and aileron controls as well as maneuvers that involve angles of attack
near the stall, must be confined to speeds below VA. Values of VA are given in Figure 02−06−2,
for varying pressure altitudes and airplane weights.

CAUTION
Avoid rapid and large alternating control inputs, especially in
combination with large changes in pitch, roll, or yaw (e.g. large side slip
angles), as they may cause structural failure at any speed, including
below VA .

DFM0206_002

Design Maneuvering Speeds

Figure 02−06−2

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1. MANEUVERING LIMIT LOAD FACTORS

These load factors limit the permissible angles of bank in turns and the severity of pull-up and
push-over maneuvers:
• Flaps up: −1.0 G to 2.5 G.
• Flaps down: 0.0 G to 2.0 G.

2. SIDE SLIP MANEUVERS

Avoid unnecessary and large side-slip maneuvers during low speed high altitude cruise.

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1. AIR-CONDITIONING AND PRESSURIZATION

The maximum relief differential pressure is 9.2 psi.
The maximum negative differential pressure is –0.5 psi.
During taxi, take-off and landing, the pressure differential must not exceed 0.2 psi.
The airplane must be completely depressurized prior to opening any of the airplane doors.

2. AUTOMATIC FLIGHT CONTROL SYSTEM

WARNING

During the (V) ALTS CAP or (V) ALTV CAP modes the flight
guidance/autopilot may not maintain the selected airspeed. If an engine
failure occurs while in or just before (V) ALTS CAP or (V) ALTV CAP,
the airspeed may rapidly decay below the safe operating speed. Crew
intervention may be required to maintain safe operating speed and to
avoid loss of control.
The minimum autopilot engage height after take-off is 320 feet AGL.
The minimum autopilot use height for visual and non-precision approaches is 320 feet AGL.
The minimum autopilot use height for precision approaches (ILS) with a glidepath angle of
3.5 degrees or less is 80 feet AGL.

On airplanes incorporating Service Bulletin 605–34–019:

The minimum autopilot use height for precision approaches (ILS) and LPV approaches, with a
glidepath angle of 3.5 degrees or less, is 80 feet AGL.
It is prohibited to select the XFR button on the flight control panel while simultaneously making
inputs on a FMS CDU.

3. BLEED AIR SYSTEMS

The bleed air 10th stage valves must be closed for take-off and landing if the engine cowl and/or
wing anti-ice systems have been selected on.
If above 40,000 feet, one air-conditioning unit or cowl anti-ice system must be selected on for
each engine.

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4. ELECTRICAL SYSTEMS
A. Permissible Loads on AC System
Individual AC generator loading must not exceed the following values:
LOAD LIMITATION (KVA)
ALTITUDE (FEET)
MAIN GENERATOR (EACH) APU GENERATOR
0 to 20,000 30 30
20,001 to 35,000 30 0
35,001 and above 25 0

B. Permissible Loads on DC Systems

The maximum permissible continuous load on each TRU is 100 amps.
C. Circuit Breaker Reset (In Flight)
A circuit breaker must not be reset or cycled (i.e., opened or closed) unless doing so is
consistent with explicit procedures specified in the Airplane Flight Manual or unless, in the
judgement of the Pilot-in-Command, that resetting or cycling of the circuit breaker is
necessary for the safe completion of the flight.

5. FLIGHT CONTROLS – LIFT/DRAG DEVICES

A. Flaps
Enroute use of flaps is prohibited.
Flight with flaps extended at altitudes above 15,500 feet is prohibited.
B. Flight Spoilers
Flight below an altitude of 300 feet AGL with flight spoilers extended is prohibited.
To ensure adequate maneuver margins, flight spoilers must not be extended in flight at
airspeeds below the recommended approach speed plus 10 KIAS (refer to Chapter 6;
PERFORMANCE – LANDING PERFORMANCE of the Airplane Flight Manual).

6. STALL PROTECTION SYSTEM

Both stall protection system pusher switches must remain on for all phases of flight.
The stall protection test indicator must only be used for stall protection system functional test
purposes.
The PFD normalized AOA indicator is advisory only, it does not replace the airspeed indicator as
primary speed instrument, and it does not replace the stick shaker as primary stall warning.
The PFD normalized AOA indicator shall not be used during take-off.

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7. THRUST REVERSERS
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.
Backing the airplane with the use of reverse thrust is prohibited.
Take-off with any of the following thrust reverser icons or EICAS messages displayed is
prohibited:
• REV icon on N1 gauge,
• L (R) REV UNLOCKED caution message, and
• L (R) REV UNSAFE caution message.
During landing, application of maximum reverse thrust is not permitted at airspeeds below
60 KIAS. Below 60 KIAS, reverse thrust must be reduced to 60% N1 or less.
The maximum demonstrated crosswind component approved for use of reverse thrust is 24 knots
[at 33 feet (10 meters) tower height]. This value was demonstrated on a dry runway, and is
considered limiting.

8. TAXI AND LANDING LIGHTS

The taxi lights must be selected off whenever the airplane is stationary.

NOTE
During prolonged taxiing, the nose landing lights may be used in place
of the taxi lights, if necessary, at the pilot’s discretion.

The left and right landing lights must be selected off during taxi or when the airplane is stationary.
The left and right landing lights must not be used on the ground, except for the take-off roll and
landing.

9. WHEEL BRAKE COOLING LIMITATIONS

Brake cooling times (established in accordance with the procedures in Chapter 6;
PERFORMANCE – TURN-AROUND TIME of the Airplane Flight Manual) must be observed
between a landing or a low-energy rejected take-off (RTO) and a subsequent take-off, to ensure
that sufficient brake energy is available to bring the airplane to a complete stop, if the subsequent
take-off is rejected.
If a fusible plug releases, the wheels, brakes and tires and the anti-skid speed sensors must be
inspected in accordance with the procedure in the time limits/maintenance checks, provided in
the CL–605 Airplane Maintenance Manual, and any damage rectified before the next take-off.

10. CONFIGURATION DEVIATION LIST

If the aircraft is to be operated with certain secondary airframe and/or any nacelle parts missing,
operation must be in accordance with the limitations specified in the basic Airplane Flight Manual,
and as amended by the Configuration Deviation List (Appendix 1).

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11. ELECTRICAL/AVIONICS EQUIPMENT

During ground operation at ambient temperatures above 40°C (104°F), operation of
electrical/avionics equipment must be limited to 30 minutes, unless at least one air conditioning
pack is operating and the passenger door is closed.

AR Certified Airplanes
12. AIRSPACE OPERATIONAL LIMITATIONS
The airplane can fly in the former USSR airspace only on routes covered by ATC ground
facilities using RBS mode. If the airplane is to fly in areas that are not completely covered by
VHF stations and if the interruptions between VHF covered zones exceeds one flight hour, two
HF radios must be installed on the airplane.

AR Certified Airplanes
13. LONG RANGE NAVIGATION ACCURACY
When airplanes, not equipped with GPS, operate on routes, having a width of ±5 kilometers,
not covered by VOR/DME, it is recommended that the airplane position be confirmed by ATC
after 1 hour 30 minutes.
When airplanes, not equipped with GPS, operate on routes, having a width of ±10 kilometers,
not covered by VOR/DME, it is recommended that the airplane position be confirmed by ATC
after 3 hours.

AR Certified Airplanes
14. GROUND OPERATIONS IN HIGH WIND CONDITIONS
In the event that the airplane is parked and sustains winds or gust loads in excess of
27 meters/second, an inspection and functional check of the aileron, elevator and rudder
power control units is required.

AR Certified Airplanes
15. OPERATIONS FROM GRAVEL RUNWAYS
Operations from gravel runways are prohibited.

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1. FLIGHT MANAGEMENT SYSTEM - FMS-6000

The flight management system (FMS) must be operated in accordance with the latest edition of
the following;
• Airplane Flight Manual, and
• Flight Management System FMS–6000 Pilot’s Guide, part number 523–0807938–001117 or
later applicable revision.
The FMS is approved for use only with the SCID 832–4117–094 (no SAR) or SCID
832–4117–095 (with SAR) software program versions or later applicable revisions.
FMS database information must be verified as being current. Waypoints must be checked for
accuracy prior to use.
Use of pilot defined FMS approaches, in instrument meteorological conditions, is prohibited.
The FMS must not be used for navigation unless it is receiving suitable navigation information
from the following sources;
• One VOR/DME, or
• Two DMEs, or
• One inertial reference system (IRS), or
• GPS.
Airplane operation must not be predicated upon performance data; ETE/ETA and fuel remaining.
FMS flight plans must be identical when conducting dual FMS approach operations.
Use of FMS instrument approaches past the Final Approach Fix is prohibited, unless APPR is
annunciated on the PFD.
Use of FMS instrument approaches is prohibited, unless APPR is annunciated on the PFD.
Manual changes to altitudes in departure and missed approach procedures are prohibited.
Use of FMS temperature compensation (TEMP COMP) is prohibited.
The flight crew must verify any altitude/speed constraints on the last waypoint of any entered
STAR procedure and/or the first waypoint of any entered approach procedure. The flight crew
may correct any such altitude/speed constraint(s) as required to agree with current chart
procedures.

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1. FLIGHT MANAGEMENT SYSTEM - FMS-6000 (CONT'D)

CAUTION
Errors to VNAV defined paths may occur because of coding errors in
the navigation data base and because of altimetry errors. The actual
VNAV path may deviate significantly below the intended VNAV path in
very cold temperatures, unless an approved temperature compensation
function (if equipped) is used to correct for non-standard temperatures.
Flight crew must coordinate use of temperature compensation with
ATC prior to employing this function.
Database coding of VNAV altitudes for approach waypoints may result
in VNAV paths continuing below Minimum Descent Altitude (MDA),
Decision Altitude (DA), or Decision Height (DH), or ending at an altitude
too high to continue a safe descent to landing. Baro VNAV paths (often
called pseudo-glide paths) are not equivalent to an ILS glideslope.
Position along an approach must be verified prior to commencement of
VNAV descent, as displayed by the FMS. The required visual reference
must be obtained prior to commencing descent below published MDAs,
DAs, or DHs.
Use of VFLC (FLC with VNAV) is prohibited during climb when the airspeed reference is
displayed as Mach.
Use of VNAV vertical guidance is prohibited during QFE operation, when the altimeter is adjusted
to show height above ground rather than sea level.
Use of VNAV vertical guidance for a V-MDA type approach between the final approach fix and
the missed approach fix is prohibited.
The FMS, with inputs from GPS, may only be used for approach guidance if the reference
coordinate data system for the instrument approach is WGS–84 or NAD–83.
It is prohibited to initiate a NAV RADIO SELF TEST from either the NAV radio tuning page on the
FMS CDU or the MFD nav radio menu during flight.
The VERC data shown on the THRUST LIMIT page is advisory information only and must be cross
checked with the AFM.
The FMS thrust setting data is the primary means of information, provided two air data computers
and two flight management computers are available.
The FMS V speed data is the primary means of information, provided two active flight
management computers are available.

AR Certified Airplanes
The FMS V speed data is advisory only.

The following performance database, part number 815–9079–001, must be verified to be current
and valid.

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1. FLIGHT MANAGEMENT SYSTEM - FMS-6000 (CONT'D)

The following V speed database, part number 815–9174–001, must be verified to be current and
valid.

On FAA Certified Airplanes incorporating SB 605–34–007:

The following V speed database, part number 815–9082–001, must be verified to be current and
valid.

The FMS does not reduce available runway lengths for runways with displaced thresholds. When
using FMS approach performance data for a runway with a displaced threshold, the pilot must
manually enter the RWY LENGTH value with the actual available landing distance from a
published chart.
When RWY LENGTH is manually entered, the FMS does not compute headwind/crosswind;
these must be manually entered on the CDU.

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1. FLIGHT MANAGEMENT SYSTEM - FMS-6000 (CONT'D)

Due to magnetic variation errors, the indicated FMS course may differ from the published course
by more than 3 degrees in the following regions.

LATITUDE LONGITUDE

N70 − N73 W115 − W90

N65 − N70 W110 − W95

90°
100° 80°
110° 70°

120° 60°

130° 50°

140° 40°

150° 30°

160° 20°

170° 10°

85° 80° 75° 70° 65° 60° 55°

180° 0°

170° 10°

160° 20°

73°
150° 30°

140° 40°

DFM0209_001
130° 50°

120° 60°

110° 70°
100° 80°
90°

Area of Magnetic Unreliability

Figure 02−09−1
In areas of magnetic unreliability, the following operations shall only be performed using true
north bearings:
• PLACE BRG/DIST to pilot-defined waypoints
• PLACE BRG/PLACE BRG to pilot-defined waypoints
• Holding patterns at waypoint except at present position (PPOS)
• Intercept course (INTC CRS)
• Radial crossing fix

NOTE
At latitudes greater than 73°N and greater than 60°S, the FMS always
uses true course values, and local magnetic variation has no effect.

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2. FLIGHT MANAGEMENT SYSTEM - FMS-6200

On airplanes incorporating Service Bulletin 605–34–019:

The flight management system (FMS) must be operated in accordance with the latest revision of
the following:
• Airplane Flight Manual, and
• Pro Line 21 Advanced Flight Management System Operators Guide (part number
523–0822377 at the latest applicable revision).
If a difference exists between the AFM and the Operators Guide, the AFM shall take
precedence. The Pro Line 21 Advanced Flight Management System Operators Guide must be
immediately available to the flight crew whenever navigation is predicated on the use of the
FMS.
The FMS is approved for use with software version FMC HSCD 946–2720–110, or later
applicable revision.

On airplanes NOT incorporating Service Bulletin 605–34–033:

The FMS is approved for use with software version FMC HSCD 946–2720–102, or later
applicable revision.

The following performance database, part number 096–5752–101, must be verified to be current
and valid.

On airplanes NOT incorporating Service Bulletin 605–34–033:

The following performance database, part number 096–5752–001, must be verified to be
current and valid.

The following thrust and VERC database, part number 096–5753–101, must be verified to be
current and valid.

On airplanes NOT incorporating Service Bulletin 605–34–033:

The following thrust database, part number 096–5753–001, must be verified to be current and
valid.

The following V speed database must be verified to be current and valid:

ALL REGISTRIES
FAA REGISTRY
EXCEPT FAA
Airplanes incorporating part number part number
Service Bulletin 605–34–033 096–5750–101 096–5751–101
Airplanes NOT incorporating part number part number
Service Bulletin 605–34–033 096–5750–002 096–5751–002

AR Certified Airplanes:
The FMS V speed data is advisory only.
The FMS V speed data does not need to be verified with the AFM, provided both flight
management computers are available.

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2. FLIGHT MANAGEMENT SYSTEM - FMS-6200 (CONT'D)

The FMS V speed data is the primary means of information, provided two active flight
management computers are available.
When FMS 3 is selected to 1 or 2 for take-off, manual V speed data (cyan) must be used for
take-off.

On airplanes NOT incorporating Service Bulletin 605–34–033:

The AFM must be used for the VERC data. The use of the VERC data on the THRUST LIMIT
page is prohibited.

On airplanes incorporating Service Bulletin 605–34–033:

The VERC data shown on the THRUST LIMIT page is advisory information only and must be
cross checked with the AFM.

The FMS thrust setting data is the primary means of information, provided two air data
computers and two flight management computers are available.
FMS database information must be verified as being current. Waypoints must be checked for
accuracy prior to use.
It is prohibited to load pilot routes from the PILOT ROUTE LIST during flight.
It is prohibited to upload flight plans from ROUTE MENU (FPLN RECALL) during flight.
It is prohibited to select FPLN WIND UPDATE from the ROUTE MENU.
It is prohibited to tune a localizer on the TUNE page using the identifier only.
It is prohibited to initiate a NAV RADIO SELF TEST from either the NAV radio tuning page on
the FMS CDU or the MFD nav radio menu during flight.
It is prohibited to use the FMS as a navigation source when it is not receiving suitable navigation
information from the following:
• One GNSS; or
• Two DMEs; or
• One VOR / DME; or
• One IRS.
FMS navigation (FMS selected as NAV Source) and display of magnetic heading is prohibited in
Canadian Northern Domestic Airspace and at the following locations:
• Latitudes greater than 82°N
• Latitudes greater than 73°N with a longitude between 80°W and 170°W
• Latitudes greater than 82°S
• Latitudes greater than 60°S with a longitude between 120°E and 160°E.
Refer to Inertial Reference System (IRS) for additional limitation regarding the usage of
magnetic heading.
It is prohibited to load FMS procedures that are referenced to True Heading into the flightplan.
During periods of dead reckoning, indicated by the FMS DR annunciation, the FMS shall not be
utilized as the primary source of navigation.

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2. FLIGHT MANAGEMENT SYSTEM - FMS-6200 (CONT'D)

BRNAV and PRNAV operations with the following message are prohibited:
• IRS ONLY (on CDU)
When conducting RNP operations the pilot must verify the PFD CDI scale annunciation is
appropriate for the RNP leg as follows:
• RNP APCH CDI Scale 0.3 nm
• BASIC RNP−1 CDI Scale 1.0 nm
• RNP−2 CDI Scale 2.0 nm
• RNP−4 CDI Scale 4.0 nm (selected by pilot)
• RNP−10 CDI Scale 4.0 nm (selected by pilot).
When conducting BASIC RNP−1 operations, the length of each individual flight plan leg or
between the aircraft position and the TO waypoint must not exceed 200 NM.
When conducting RNP−2 operations, the length of each individual flight plan leg or between the
aircraft position and the TO waypoint must not exceed 400 NM.
When conducting RNP−4 or RNP−10 operations, the length of each individual flight plan leg or
between the aircraft position and the TO waypoint must not exceed 500 NM.
Pilot defined waypoints (e.g. along track offset) must not be used to create individual legs
shorter than the limiting length.
When conducting non−AR RNP operations, pilots should maintain CDI lateral deviation less
than ±1 dot deviation except brief deviation in excess of ±1 dot deviation during waypoint
sequencing is permitted.
RNP operations with any of the following FMS messages annunciated, are prohibited:
• NO APPR (on PFD)
• UNABLE RNP (on PFD)
VERTICAL NAVIGATION
Vertical guidance deviation information is an aid to assist pilots to comply with altitude
restrictions and plan descent profiles. When using vertical guidance the pilot must use the
primary barometric altimeter to ensure compliance with altitude restrictions, particularly during
instrument approach operations.
Use of VNAV vertical guidance is prohibited when the barometric altitude is corrected to the
landing field elevation (QFE).
Use of VNAV vertical guidance is prohibited with a single ADC source when the 3rd FMS is
reverted in.
It is prohibited to select MCRZ from the FMS VNAV CRUISE page.
Use of VFLC (FLC with VNAV) is prohibited during climb when the airspeed reference is
displayed as Mach.
It is prohibited to select VNAV following a go-around during the missed approach procedure.

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2. FLIGHT MANAGEMENT SYSTEM - FMS-6200 (CONT'D)

CAUTION
Errors to VNAV defined paths may occur because of coding errors in
the navigation data base and because of altimetry errors. The actual
VNAV path may deviate significantly below the intended VNAV path
in very cold temperatures; the temperature compensation function is
used to correct for nonstandard temperatures. Flight crew must
coordinate use of temperature compensation with ATC prior to
employing this function.
Database coding of VNAV altitudes for approach waypoints may
result in VNAV paths continuing below Minimum Descent Altitude
(MDA), Decision Altitude (DA), or Decision Height (DH), or ending at
an altitude too high to continue a safe descent to landing. VNAV
paths (often called pseudo glide paths) are not equivalent to an ILS
glideslope.
Position along an approach must be verified prior to commencement
of VNAV descent as displayed by the FMS. The required visual
reference must be obtained prior to commencing descent below
published MDAs, DAs, or DHs.
PERFORMANCE
The FMS will automatically display the displaced thresholds of runways provided that they are
identified in the loaded active cycle FMS navigation database. If RUNWAY LENGTH is manually
entered then the FMS will not compute headwind/crosswind; these must be manually entered.
Airplane operation must not be predicated upon performance data; ETE/ETA and fuel
remaining.
FMS range, fuel management information and ETE/ETA is advisory only.
TEMPERATURE COMPENSATION
When changing the destination to ALTN airport by selecting direct-to a waypoint in the route to
the ALTN airport, if Temp Comp is ON and an OAT value has been entered for the original
DEST, the same OAT value will be retained for the new DEST (ALTN). Crew must verify the
correctness of OAT after changing destination.
APPROACH
Instrument approaches must be accomplished only in accordance with instrument approach
procedures that are contained in the FMS database.

NOTE
Vectored ILS approaches are exempt from this limitation as they do
not require nor do they rely on FMS guidance. ILS back course
approaches also are exempt if they are vectored.

The flight crew must verify any altitude/speed constraints on the last waypoint of any entered
STAR procedure and/or the first waypoint of any entered approach procedure. The flight crew
may correct any such altitude/speed constraint(s) as required to agree with current chart
procedures.

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2. FLIGHT MANAGEMENT SYSTEM - FMS-6200 (CONT'D)

It is prohibited to conduct LPV approach operations with FMS2 as pilot navigation source and
FMS1 as copilot navigation source.
Use of pilot defined FMS approaches, in instrument meteorological conditions, is prohibited.
Use of FMS instrument approaches is prohibited unless RNP APPR or LPV APPR is
annunciated on the PFD.
RNP operations down to LPV minimum when any of the following messages are present, are
prohibited:
• Red boxed “VNV” flag (vertical deviation scale on PFD)
• NO APPR (on PFD)
• EFIS MISCOMPARE (CAS message)
• EFIS COMP INOP (CAS message)
• LPV NOT AVAIL (on CDU)
RNP operations down to LPV minimum must not be commenced or continued unless all
required airborne equipment are operating satisfactorily.
The required airborne equipment are:
• Dual PFD
• Two GNSS sensors must be available to commence an approach and one GNSS sensor is
required to continue an approach.
• Dual FMC
Use of VNAV vertical guidance for V-MDA type approach between the final approach fix and the
missed approach fix is prohibited.
FMS as a primary navigation source beyond the FAF is prohibited for ILS, LOC and LOCBC
approaches.
FMS as a supplementary navigation source beyond the FAF is permitted when APPR or REF
APPR is annunciated on the PFD if the navigation aid referenced in the approach procedure is
displayed and monitored by the flight crew during the approach.

NOTE
For the FMS approaches for which GNSS is not authorized as a
primary navigation source (i.e. GNSS does not appear in the
approach title), APPR will be annunciated on the PFD if the GNSS
sensors are deselected; otherwise, REF APPR will be annunciated.

The FMS with inputs from GNSS may only be used for approach guidance if the reference
coordinate data system for the instrument approach is WGS84 or NAD83.
GNSS sensors must be deselected when on approach in airspace not referenced to WGS84 or
NAD83.
APPROVAL STATUS
The approvals listed in the OPERATIONAL CAPABILITIES do not constitute operational
approval. Some operations require additional crew qualification, communication and
surveillance equipage in order to obtain operational approval from regulatory authorities.

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3. NAVIGATION RECEIVER
It is prohibited to conduct ILS approach operations with LOC2 as pilot navigation source and
LOC1 as copilot navigation source.

On airplanes incorporating Service Bulletin 605–34–019:

It is prohibited to navigate using VOR or LOC as Nav source when displaying true heading
mode.

4. TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

Navigation must not be predicated upon the use of the terrain awareness display.
TAWS TERRAIN OFF must be selected when using QFE operations, and GPS is not available.

5. RUNWAY AWARENESS AND ADVISORY SYSTEM (RAAS)

RAAS advisories are not intended for navigation purposes.
Pilots should not deviate from ATC clearances or otherwise correct aircraft position based solely
on RAAS advisories.
Pilots may not use RAAS advisories as a replacement for NOTAM or ATIS information.
RAAS Short and Insufficient Runway functions do not take into account aircraft performance
factors such as aircraft weight, wind, runway conditions, slope, air temperature and altitude of
airport. The runway length settings for these functions were determined from a review of takeoff
and landing performance and are considered to be acceptable guidelines for RAAS purposes.
This information is intended to enhance the flight crew awareness by identifying that the runway
length available may be marginal for the current conditions.
Data on newly constructed runways, changes to length of existing runways, or the rare change of
runway identifier may not necessarily be included in the RAAS runway database.
RAAS does not have knowledge of where painted hold lines are located at airports. In some
cases, the RAAS approaching runway advisory may be issued after an aircraft has crossed a
hold line.
The RAAS system is a situational awareness tool to the flight crew and should not be used as the
primary source of determining field position, runway length, field performance, etc. The absence
of RAAS aural and/or visual messages such as "short runway" or "long landing" does not
guarantee that the aircraft can be safely operated from or onto the runway.
Altimeter Monitor−Below Transition Altitude function, is not available at airports defined as QFE in
the EGPWS database.

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6. INTEGRATED FLIGHT INFORMATION SYSTEM (IF INSTALLED)

Adequate back-up documentation for IFIS must be immediately available to the flight crew.
IFIS functions must not be used unless the related databases (i.e., charts, airspace, airways,
geographic, political, graphical weather) incorporate the current update cycle.
The IFIS does not include enroute charts.
The aircraft symbol on the electronic charts is advisory and is presented for increased situational
awareness. It is not to be used for navigation.
The aircraft symbol displayed on airport diagram charts during ground operations is advisory and
is presented for increased situational awareness. It is not to be used for precision maneuvering
on the ground.
The display of geo-political boundaries, airspace and airways on the MFD (enhanced map
overlays) is for enhanced situational awareness only, and use for navigation is prohibited.
All weather products satellite linked to the aircraft are advisory.

On airplanes incorporating Service Bulletin 605–34–019:

It is not possible to display landscape formatted approach charts in split view.

7. SYNTHETIC VISION SYSTEM (SVS)

TAWS alerts must take priority over the image depicted on SVS.
Use of the SVS for airplane navigation is prohibited.
Use of the SVS is prohibited when the barometric altitude is corrected to the landing field
elevation (QFE).
When conducting an approach in airspace not referenced to WGS–84 or NAD–83, the SVS shall
be deselected prior to passing the FAF.
When conducting an approach to a runway not entered in the FMS flight plan, the SVS shall be
deselected, prior to passing the FAF.
The SVS Airport/Runway database must incorporate the current update cycle. If not, the SVS
shall be deselected prior to take-off and prior to passing the FAF.
The SVS does not render a video image above latitude 85N and below latitude 85S. The SVS
shall be deselected prior reaching these latitudes.
The SVS is intended as a situational awareness enhancement feature and shall not be the sole
source of reference by the pilot for any of the following:
• Continuation of an approach, landing or takeoff below the minima published for that
approach.
• Execution of an approach, landing or takeoff in low visibility conditions.
• As a replacement for natural vision where there are specific visual requirements to be
achieved.
• As a replacement for the basic attitude, flight guidance or navigation displays and information.
• The performance of any specific flight related task.
• The flight crew making any judgment, decision or action that is solely based on the synthetic
vision display.
• The application of any operational credit.

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8. DATALINK
The datalink is approved for the transmission and receipt of messages that will not create an
unsafe condition if the message is improperly received. An unsafe condition may exist if:
• The message, or part of the message, is delayed or not received,
• The message is delivered to the wrong recipient, or
• The message content is corrupted.
Crew action-based messages, such as pre-departure clearance, oceanic clearance, digital
automatic terminal information service, weight and balance, take-off data (speeds, trim settings,
runway distances) are prohibited, unless the approved operational procedures are used to verify
that the message is received by the intended recipient, that the message is valid, and that the
content is not corrupted.
All weather products data linked to the aircraft are advisory.

On airplanes incorporating Service Bulletin 605–23–007:

ATN B1 CPDLC installation is limited to providing a supplementary means of communication;
voice shall remain the primary means of communication. Use of ATN B1 CPDLC should be
avoided during periods of high pilot workload and critical phases of flight where pilot−ATC
communications are time critical. This AFM entry does not, by itself, constitute an operational
approval where such an approval is required.

On EASA registered airplanes:

ATN B1 CPDLC shall only be used for routine datalink exchanges during en-route operations
in upper airspace.

On airplanes incorporating Service Bulletin 605–23–008:

FANS 1/A+ datalink system must be operated in accordance with ATN and FANS Interlocked
CPDLC Applications Operators Guide (part number 523–0822435 at the latest applicable
revision).
The crew must ensure that the FMS is updated with the proposed flight plan and its associated
constraints and procedures when receiving a route clearance via CPDLC.
Before executing any flight plan modification received via CPDLC, the crew must ensure that the
entire content of the flight plan has been inserted.
Use of FANS INSERT MOD is prohibited within 5NM of sequencing a waypoint. This is due to
the fact that the waypoint sequence may be delayed for up to 15 seconds if a large route is
loaded in the FMS.
It is prohibited to use the WX DEV TO from the FANS ROUTE REQ 1/2 page.
It is prohibited to use the DIVERT TO from the EMERGENCY MSG 1/2 page using the FANS
REQUEST page.

Inmarsat L band satellite communication systems (SwiftBroadBand, Swift64 and Classical)

interfere with Iridium systems. If both Inmarsat L band and Iridium systems are installed and the
Iridium is capable of providing cockpit datalink services (including FANS 1/A+, and CDU
datalink), then the Inmarsat L band system must be depowered and considered inoperative for
the entire flight where cockpit datalink services are intended to be used.

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9. INERTIAL REFERENCE SYSTEM (IRS)

On airplanes 5701 to 5978:

Magnetic north operation is prohibited in the following regions:
• Latitudes greater than 82°N and latitudes greater than 73.125°N for longitudes between
80°W and 130°W (refer to AREA 1 of Figure 02−09−2).
• Latitudes greater than 82°S and latitudes greater than 60°S for longitudes between 120°E
and 160°E (refer to Figure 02−09−3).
The use of magnetic heading is prohibited when flying in the following regions as errors may
exceed 10 degrees (refer to AREA 2 of Figure 02−09−2).

LATITUDE LONGITUDE
W180 − W130
N80 − N82 W80 − W50
E175 − E180
W155 − W130
N75 − N80
W80 − W65
W145 − W130
N73 − N75
W80 − W70

100° 90° 80°

110° 70°

120° 60°

130° 50°

140° 40°

150° 30°

160° 20°

82°
170° 10°

AREA 1 75° 70° 65° 60° 55°

85° 80°
180° 0°

170° 10°

AREA 2 AREA 2
160° 20°

73°
150° 30°

140° 40°
DFM0209_006

130° 50°

120° 60°

110° 70°
100° 80°
90°

Prohibited Areas of IRS Use − Northern Hemisphere

Figure 02−09−2

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9. INERTIAL REFERENCE SYSTEM (IRS) (CONT'D)

90° 80°
100°
110° 70°
120° 60°

130° 50°

140° 40°

150° 30°

160° 20°

170° 10°

80° 70° 60° 50° 40° 30° 20°

180° 0°

170° 10°

160° 20°

150° 30°

140° 40°
DFM0209_007

130° 50°

120° 60°
110° 70°
100° 90° 80°

Prohibited Areas of IRS Use − Southern Hemisphere

Figure 02−09−3

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CHAPTER 3 - EMERGENCY PROCEDURES

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 03−00−1

INTRODUCTION
General 03−01−1
Landing Distance Factors 03−01−1

REJECTED TAKE - OFF

Rejected Take-Off 03−02−1
Rejected Take-Off Before Achieving V1 03−02−1

POWER PLANT
Power Plant 03−03−1
Engine Fire/Severe Engine Damage (In Flight) 03−03−1
Engine Fire/Severe Engine Damage (On Ground) 03−03−4
Double Engine Failure 03−03−5
Jet Pipe Overheat 03−03−13
Engine Oil Pressure Low 03−03−14
Uncommanded Thrust Reverser Deployment 03−03−15
Post-Shutdown Engine Tail Pipe Fire 03−03−20
N1/N2 Overspeed 03−03−21
Engine Overtemperature 03−03−23
Engine Starter Fails to Cutout 03−03−24
Uncommanded Acceleration 03−03−26

SMOKE OR FIRE
Smoke/Fire/Fumes 03−04−1
Smoke/Fire/Fumes Procedure 03−04−1
Smoke or Fumes Removal Procedure 03−04−7

AIR-CONDITIONING AND PRESSURIZATION

Air-Conditioning and Pressurization 03−05−1
Emergency Descent Procedure 03−05−1
Uncontrollable Loss of Cabin Pressure 03−05−2
High Rate of Cabin Pressurization or Over-Pressurization 03−05−5

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Page

AUTOMATIC FLIGHT CONTROL SYSTEM

Automatic Flight Control System 03−06−1
Autopilot Failure 03−06−1
AFCS Messages Failure 03−06−2
Uncommanded Yaw Motion 03−06−3

AUXILIARY POWER PLANT

Auxiliary Power Plant 03−07−1
APU Fire 03−07−1
APU Overspeed 03−07−2
APU Overtemperature 03−07−3

BLEED AIR LEAKS

Bleed Air Leaks 03−08−1
10TH Stage, Left Bleed Duct Failure 03−08−1
10TH Stage, Right Bleed Duct Failure 03−08−3
14TH Stage, Left/Right Bleed Duct Failure 03−08−4

DITCHING AND FORCED LANDING

Ditching and Forced Landing 03−09−1
Ditching or Forced Landing Imminent 03−09−1
Planned Ditching 03−09−2
Forced Landing 03−09−6

EMERGENCY EVACUATION
Emergency Evacuation 03−10−1
Emergency Evacuation Procedure 03−10−1

ELECTRICAL
Electrical 03−11−1
Loss of All Normal Electrical Power 03−11−1

FLIGHT CONTROLS
Flight Controls 03−12−1
Aileron System Jammed 03−12−1
Elevator System Jammed 03−12−3
Rudder System Jammed 03−12−5

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Page

FLIGHT CONTROLS
Stabilizer Trim Runaway 03−12−7
Stall Recovery 03−12−10
Overspeed Warning 03−12−11

FUEL SYSTEM
Fuel System 03−13−1
Low Fuel 03−13−1

ICE AND RAIN PROTECTION

Ice and Rain Protection 03−14−1
Wing Leading Edge Overheat 03−14−1
Fuselage/Wing Anti-Ice Duct Failure 03−14−4

INSTRUMENTS SYSTEM
Instruments System 03−15−1
Unreliable Airspeed 03−15−1

LANDING GEAR, WHEEL AND BRAKE SYSTEM

Landing Gear, Wheel and Brake System 03−16−1
Gear Disagree 03−16−1
Landing Gear Lever Jammed in the UP Position 03−16−4
Landing Gear Up/Unsafe Landing Procedure 03−16−6
Main Landing Gear Bay Overheat Warning 03−16−9
Nose Door Fails Open 03−16−10
Parking Brake On 03−16−11
Excessive Asymmetry or Loss of Braking 03−16−12

PASSENGER DOOR
Passenger Door 03−17−1
Passenger Door Failure 03−17−1

AURAL/VISUAL WARNING SYSTEM

Aural/Visual Warning System 03−18−1
Configuration Warning 03−18−1

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Introduction REV 36, Nov 27/15

1. GENERAL
Procedures given in this chapter of the Flight Crew Operating Manual are concerned with
foreseeable but unusual situations in which immediate and precise crew action, as indicated by
the items within the “boxed” area at the beginning of each procedure, will substantially reduce the
risk of disaster.
In addition to the failure indications referenced in the following procedures, the master warning
system and appropriate switch/lights operate where applicable.
The emergency procedures contained within this chapter have been developed and
recommended by Bombardier and approved by Transport Canada for use in the operation of the
CL–600, Model 2B16 Challenger airplane (Serial No. 5701 to 6049). These procedures are
provided as guidance, and should not be construed as prohibiting the development of equivalent
Transport Canada-approved procedures.

2. LANDING DISTANCE FACTORS

Landing distance factors are provided herein with and without the use of thrust reversers. No
operation should be predicated on the use of thrust reversers.

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1. REJECTED TAKE-OFF
A. Rejected Take-Off Before Achieving V1
Rejection of the take-off must be initiated no later than V1.

Simultaneously:
(1) Take-off ....................................................... Discontinue immediately.
(2) Thrust levers........................................................... IDLE
(3) ATS DISC switch .............................................. Depress
(4) Wheel brakes ........................................................ Apply maximum braking, until a
safe stop on runway is
assured.
(5) FLIGHT SPOILER lever ....................................... Select to MAX.
(6) Thrust reverser(s)
[operating engine(s)] ............................................. Apply maximum; consistent with
directional control.

Take-off was rejected due to an engine fire or severe damage:

Yes
(7) Engine Fire/Severe Engine
Damage (On Ground)
procedure ............................................ Accomplish Refer to POWERPLANT –
Engine Fire/Severe Engine
Damage (On Ground)
procedure in this chapter.
− END −
No
Take-off was rejected due to engine failure:
Yes
(7) Thrust lever of failed engine ................. SHUT OFF
No
Evacuation is required:
Yes
(7) Emergency Evacuation
Procedure ............................................ Accomplish Refer to EMERGENCY
EVACUATION – Emergency
Evacuation Procedure in this
chapter.
− END −
No
(7) Passengers ......................................................... Advise to remain in their seats.

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1. REJECTED TAKE-OFF (CONT'D)

A. Rejected Take-Off Before Achieving V1 (Cont’d)

After a rejected take-off, procedures associated with cooling of wheels, brakes and tires must
be observed (Refer to Chapter 6; PERFORMANCE – TURN−AROUND TIME – Cooling of
Wheels, Brakes and Tires, in the Airplane Flight Manual).
END

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1. POWER PLANT
NOTE
In the event of a lightning strike, simultaneous fire/overheat
indications could occur. Abnormal values of secondary symptoms
may be used to determine if an actual fire exists.
A. Engine Fire/Severe Engine Damage (In Flight)
Indication: L (R) ENG FIRE PUSH light on, L (R) ENGINE FIRE warning message and
fire bell on.
During take-off after achieving V1:
Yes
(1) Take-off ................................................... Continue
(2) Airplane ....................................................... Rotate at VR to an initial take-off
attitude of 10 degrees, and
adjust pitch, as required, to
achieve an airspeed of V2 at
35 feet.
When positive rate of climb is achieved:
(3) Landing gear............................................... Retract
(4) Airspeed ................................................... Maintain at V2 to engine-out level-off
height (Refer to the Airplane
Flight Manual, Chapter 6;
PERFORMANCE –
OBSTACLE CLEARANCE).

NOTE
If engine failure occurs above V2, maintain airspeed at
current value (not more than V2 + 10 KIAS).
No

After take-off and at a safe altitude:

Affected engine:
(1) ATS DISC switch .............................................. Depress
(2) Thrust lever ....................................... Confirm and IDLE
(3) Thrust lever ................................................ Confirm and
SHUT OFF
(4) ENG FIRE PUSH switch/light ............................ Press in Check the following:
• BOTTLE ARMED PUSH
TO DISCH lights on,
• L (R) ENG SOV CLSD
advisory message on and
• HYD SOV 1 (2) CLSD
advisory message on.

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1. POWER PLANT (CONT'D)

A. Engine Fire/Severe Engine Damage (In Flight) (Cont’d)

(5) FUEL, L (R) BOOST PUMP

switch/light .......................................................Press out to disarm affected boost
pump.
Check L (R) FUEL PUMP
caution message on.
If warning persists (after 10 sec):
(6) BOTTLE ARMED PUSH TO
DISCH switch/light............................................. Press in and hold until light goes out,
to discharge firex bottle.
Check ENG BOTTLE 1 (2) LO
caution message on.
If warning persists (after an additional 30 sec):
(7) Other BOTTLE ARMED PUSH TO
DISCH switch/light............................................. Press in and hold until light goes out,
to discharge other firex
bottle.
Check ENG BOTTLE 1 (2) LO
caution message on.

After take-off (if applicable):

Wing anti-ice system selected on:
Yes
(8) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open ISOL valve.
Check ISOL OPEN light on.
No
(8) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
Check L and R REV ARMED
advisory messages out.
At not less than 400 feet AGL or the engine-out level off height:
(9) Thrust ....................................................................... Set thrust to maximum continuous
thrust (MCT) (Refer to the
Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).
(10) Airspeed ........................................................ Accelerate in level flight to VFTO.
(11) FLAPS .................................................................. Select to UP at a speed of not less
than VFTO – 5 KIAS.
(12) Climb ................................................................... Initiate at VFTO.

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1. POWER PLANT (CONT'D)

A. Engine Fire/Severe Engine Damage (In Flight) (Cont’d)
(13) CAS messages................................................... Review
At a safe altitude:
(14) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
NOTE
Do not operate the APU in flight if engine rotor burst damage is
suspected.
END

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1. POWER PLANT (CONT'D)

B. Engine Fire/Severe Engine Damage (On Ground)

Indication: L (R) ENG FIRE PUSH light on, L (R) ENGINE FIRE warning message and
fire bell on.
(1) Parking brake ........................................................... Set
Affected engine:
(2) Thrust lever .................................................. SHUT OFF
(3) ENG FIRE PUSH switch/light ............................ Press in Check the following:
• BOTTLE ARMED PUSH
TO DISCH lights on,
• L (R) ENG SOV CLSD
advisory message on and
• HYD SOV 1 (2) CLSD
advisory message on.
(4) FUEL, L and R BOOST PUMP
switch/lights .....................................................Press out to disarm both boost pumps.
Check L and R FUEL PUMP
caution messages on.
If warning persists (after 10 sec):
(5) BOTTLE 1 and 2 ARMED PUSH
TO DISCH switch/lights ..................................... Press in and hold until lights go out, to
discharge firex bottles.
Check ENG BOTTLE 1 and 2
LO caution messages on.

(6) Emergency Evacuation Procedure .............. Accomplish Refer to EMERGENCY

EVACUATION – Emergency
Evacuation Procedure in this
chapter.
END

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1. POWER PLANT (CONT'D)

C. Double Engine Failure

Indication: Engine failure indicated on EICAS; N1, N2, ITT and fuel indications.
(1) IGNITION, CONT switch/light............................ Press in Check IGNITION A/B advisory
message on.
(2) Airspeed .......................................... 240 KIAS minimum

(3) Engine instruments............................. Verify N1, N2, ITT

If engines continue to run-down:
(4) Thrust levers (both) ...................................... SHUT OFF
(5) ADG manual deploy handle ..................................... Pull and leave extended.
(6) AC ELECTRICAL page ........................................Check ESS BUS is powered.
When ADG power is established:
(7) STAB TRIM, CH 2 switch .................................. Press in to engage STAB TRIM CH 2.
(8) Oxygen masks (if required) ..................................... Don Set to 100%.
(9) Crew communication ....................................... Establish Set MASK/BOOM switch to
MASK.
(10) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select both to ON.
(11) APU (if available).................................................... Start when at or below 20,000 feet.
(12) AC POWER, APU GEN switch............................. Select to ON.
(13) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to select both packs off.
Check L and R PACK OFF
lights on.
(14) ANTI-ICE, WING switch ....................................... Select to OFF.
(15) ANTI-ICE, L and R COWL
switch/lights .....................................................Press out to select cowl anti-ice off.

WARNING

To avoid thermal seizure, increase airspeed as required to maintain at

least 4% N2 indicated. If the N2 is allowed to drop to 0%, the engine
may thermally seize and may not rotate even at higher airspeeds or
with starter engagement.

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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

NOTE
1. Between 21,000 feet and 10,000 feet, a minimum of 12% N2 is
necessary for a windmill relight.
2. At 10,000 feet and below, a minimum of 10% N2 is necessary for a
windmill relight.
3. Acceleration to VMO is recommended to attain the necessary N2 for
a windmill relight.
4. The altitude loss when accelerating from 240 KIAS to VMO , could be
more than 5,000 feet.
5. A push-over to as steep as 15° nose down may be required.
Windmill relight is feasible:
Yes
(16) Glide airspeed .............................. Increase to VMO

CAUTION
The resulting high rate of descent (up to 7800 fpm) will
cause a significant reduction of available gliding distance.
(17) Descent ....................................................... Initiate to 21,000 feet or below, at
VMO.
(18) FUEL, L and R BOOST
PUMP switch/lights.............................. Confirm ON
At 21,000 feet and below, attempt to start both engines at the same time.
When ITT is ≤ 90°C and N2 is ≥ 12% (between 21,000 feet and 10,000 feet) or
N2 is ≥ 10% (10,000 feet and below):
(19) IGNITION, CONT switch/light.............. Confirm ON
(20) Thrust levers (both) ........................................ IDLE
(21) Engine indications ...................................... Monitor engine acceleration, ITT and
oil pressure.
At least one engine relights within 25 seconds (stable IDLE within 2 minutes):
Yes
(22) Thrust lever(s)...............................As required
Operating engine(s):
(23) Applicable AC POWER,
GEN switch(es)..................................... Select to OFF/RESET then ON.
Check applicable GEN 1 OFF
and/or GEN 2 OFF caution
message(s) out.

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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

(24) Applicable
AIR-CONDITIONING,
PACK switch/light(s) .......................... Press in to restart pack(s).
Check applicable PACK OFF
light(s) out.
NOTE
Use only one air-conditioning pack during single
engine operations, unless the APU is the bleed
source.
(25) IGNITION, CONT
switch/light .......................................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
Re-establish normal power:
(26) ADG manual deploy
handle ..................................................... Stow
(27) ADG, PWR TXFR
OVERRIDE switch .................................Press to override.
(28) CAS messages ................................... Review
(29) Affected systems ............................... Restore
(30) EFIS altimeters (2)...................... Cross-check
Only one engine is operating:
Yes
(31) In-Flight Engine
Failure/Shutdown..................Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(31) No further action required.
− END −
No
(22) Thrust levers (both) .............................. SHUT OFF

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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

Another windmill relight attempt is feasible:

Yes
(23) Airspeed.....................................Maintain VMO
(24) Wait 30 seconds, then repeat windmill relight procedure.
No
(23) Proceed to APU bleed air relight.
No
APU bleed air relight is feasible:
Yes
(16) Airspeed ................................... Maintain 240 KIAS minimum.
(17) FUEL, L and R BOOST
PUMP switch/lights.............................. Confirm ON
(18) BLEED AIR, 10TH STAGE, L
and R switch/lights...................................Press out to close bleed air valves.
Check L and R 10TH STAGE
CLOSED lights on.
(19) BLEED AIR, APU LCV
switch/light ................................................. Press in to open LCV.
Check APU LCV OPEN light
on.
Attempt to start one engine at a time.
At 15,000 feet and below:
(20) IGNITION, CONT switch/light.............. Confirm ON
(21) ENG, L (R) START
switch/light ......................................................Push Check L (R) ENG START light
on.
When ITT is 90°C or less and N2 reaches 28%:
(22) Thrust lever..................................................... IDLE
(23) Engine indications ...................................... Monitor engine acceleration, ITT and
oil pressure.
Engine relights within 25 seconds (stable IDLE within 2 minutes):
Yes
(24) Thrust lever...................................As required

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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

Operating engine:
(25) Applicable AC POWER,
GEN switch ........................................... Select to OFF/RESET then ON.
Check applicable GEN 1 OFF
or GEN 2 OFF caution
message out.
(26) BLEED AIR, APU LCV
switch/light .......................................Press out to close LCV.
Check APU LCV OPEN light
out.
(27) Applicable BLEED AIR,
10TH STAGE switch/light .................. Press in to open bleed air valve.
Check applicable 10TH
STAGE CLOSED light out.
(28) Applicable
AIR-CONDITIONING,
PACK switch/light .............................. Press in to restart pack.
Check applicable PACK OFF
light out.
NOTE
Use only one air-conditioning pack during single
engine operations, unless the APU is the bleed
source.
(29) IGNITION, CONT
switch/light .......................................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
Re-establish normal power:
(30) ADG manual deploy
handle ..................................................... Stow
(31) ADG, PWR TXFR
OVERRIDE switch .................................Press to override.
(32) CAS messages ................................... Review
(33) Affected systems ............................... Restore
(34) EFIS altimeters (2)...................... Cross-check
(35) Other engine ........................................... Start Refer to Chapter 5;
ABNORMAL PROCEDURES
– AIR START.

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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

Only one engine is operating:

Yes
(36) In-Flight Engine
Failure/Shutdown..................Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(36) No further action required.
− END −
No
(24) Affected thrust lever.............................. SHUT OFF
(25) Affected ENG STOP switch....................... Press in to stop starter.
Another APU bleed air relight attempt is feasible:
Yes
(26) Airspeed............................ Maintain 240 KIAS minimum.
(27) Attempt relight on other engine.
No
(26) Proceed to All Engine Out Procedure.
No
All Engine Out Procedure:
(16) IGNITION, CONT switch/light..........................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
(17) Airspeed .......................................................... Establish best glide speed.
Airplane Weight Target Airspeed Rate of Descent (Flaps 0°)
20,865 KG (46,000 LB) 211 KIAS 1835 fpm
13,607 KG (30,000 LB) 173 KIAS 1600 fpm

NOTE
1. Target glide speed provides a range of approximately
2.5 NM for each 1,000 feet altitude.
2. Refer to Flight Planning and Cruise Control Manual,
Chapter 6: Special Operational Data – Descent with
Two Engines Inoperative, for detailed descent
(time/distance) performance data.
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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

(18) Descent and approach ............................................Plan

NOTE
Recommended approach is a descending 360° turn starting at
5,000 feet above the landing area.

APU GEN available:

Yes
(19) ADG manual deploy handle............................ Stow
(20) ADG, PWR TXFR
OVERRIDE switch.........................................Press to override.
No

The following significant systems are not available when on emergency power only:
• Yaw damper 2 and AFCS 2
• Ground spoilers
• Flaps channel 2
• Stabilizer trim channel 1
• Mach trim, aileron and rudder trim
• Hydraulic pumps 1B, 2B & 3A
• DME, FMS 2
• Copilot’s PFD, MFD, navigation & communication systems
• R Pack
• Right probe heaters, right AOA vane heater and right ice detector
• Nose wheel steering system, anti-skid system
• Both windshield heaters, right window heater
• Copilot’s instrument lights, NAV lights, and L & R landing lights
• SPS altitude compensation
• Auto throttle system
At 10,000 feet MSL or lowest safe altitude:
(19) AIR-CONDITIONING,
RAM-AIR switch/light......................................... Press in to open ram air valve.
Check RAM AIR OPEN light
on.
(20) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute flap aural warning.
(21) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
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1. POWER PLANT (CONT'D)

C. Double Engine Failure (Cont’d)

(22) Approach start point ........................................ Establish at 5,000 feet AGL over landing
area.
(23) Turn (20° to 30° bank angle) .................................. Start over landing area.
(24) Target airspeed ................................................ Maintain
(25) Downwind leg .................................................. Establish at 2,500 feet AGL abeam
landing area and 180° from
final approach heading.
(26) FLAPS .................................................................. Select to 20° for landing.
(27) LDG GEAR lever .......................................................DN prior to turning final.
(28) Final approach................................................. Establish at 1,500 feet AGL.
(29) Final approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(30) Actual landing distance .................................... Increase as applicable by factor given
below:
APU generator available Emergency power only
1.55 (55%) 3.20 (220%)
When time and conditions permit:
(31) Ditching and Forced Landing
procedures ......................................................... Review Refer to DITCHING AND
FORCED LANDING
procedures in this chapter.
END

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1. POWER PLANT (CONT'D)

D. Jet Pipe Overheat

Indication: L (R) JETPIPE OVHT warning message and “JETPIPE OVERHEAT” aural
on.
(1) ATS DISC switch .............................................. Depress
Affected engine:
(2) Thrust lever ...................................... Confirm and retard slowly until warning message
goes out.

L (R) JETPIPE OVHT warning message persists:

Yes
(3) In-Flight Engine
Failure/Shutdown................................. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(3) No further action required.
END

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1. POWER PLANT (CONT'D)

E. Engine Oil Pressure Low

Indication: L (R) ENG OIL PRESS warning message, “ENGINE OIL” aural on,
or left or right engine oil pressure is below 25 psi.
(1) ATS DISC switch .............................................. Depress
Affected engine:
(2) Thrust lever ....................................... Confirm and IDLE
(3) Oil pressure ..........................................................Check
L (R) ENG OIL PRESS warning message is on
and affected engine oil pressure is below 25 psi:
Yes
(4) In-Flight Engine
Failure/Shutdown................................. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
Affected engine:
(4) Thrust lever .......................................................... Adjust as required.
(5) Engine indications .............................................. Monitor
END

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1. POWER PLANT (CONT'D)

F. Uncommanded Thrust Reverser Deployment

Indication: L (R) REV UNLOCKED caution message.
On ground:
Yes

CAUTION
If the L or R REV UNLOCKED caution message is on during
ground operations, ensure that the affected thrust lever is at
IDLE. Do not cycle the thrust reverser(s). Maintenance
inspection is required.
− END −
No
In flight:

Affected engine:
(1) Thrust lever ....................................... Confirm and IDLE
(2) ATS DISC switch .............................................. Depress
(3) THRUST REVERSER, EMER
STOW switch/light ............................................. Press in Note that:
• L (R) REV UNLOCKED
caution message will
remain, and
• Stow indicated by
improved airplane handling
and normal operation of
affected thrust lever.
(4) Airspeed .................................................. Not more than 200 KIAS.

Anti-ice is on:
Yes
(5) ANTI-ICE, WING switch ............................... Select to OFF.
(6) Affected ANTI-ICE, COWL
switch/light ...............................................Press out to select cowl anti-ice off.

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1. POWER PLANT (CONT'D)

F. Uncommanded Thrust Reverser Deployment (Cont’d)

No
Thrust reverser stows:
Yes

CAUTION
Limit airspeed to not more than 200 KIAS.
(5) Thrust levers........................................ As required
(6) THRUST REVERSER, L and
R switches .................................................... Select to OFF.
Check L and R REV ARMED
advisory messages out.

CAUTION
Do not arm thrust reverser.
(7) Land at the nearest suitable airport.
Anti-ice is required:
Yes
(8) ANTI-ICE, WING switch........................ Select to NORM.
(9) Affected ANTI-ICE,
COWL switch/light ............................. Press in to select cowl anti-ice on.
No
Prior to landing:
(8) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute flap aural warning.
(9) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(10) FLAPS .......................................................... Select to 20° for landing.
(11) Final approach speed ........................ Not less than VREF (Flaps 45°) + 22 KIAS.
(12) Actual landing distance............................. Increase by a factor of 1.70 (70%).

− END −

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1. POWER PLANT (CONT'D)

F. Uncommanded Thrust Reverser Deployment (Cont’d)

No

Thrust lever locked at idle, and continued airplane buffet and yaw:
Affected engine:
(5) Thrust lever ................................................ Confirm and
SHUT OFF

CAUTION
Do not relight engine.
(6) Land at the nearest suitable airport.
(7) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ...........................Press out if MANUAL light on.
(8) Affected FUEL, L (R) BOOST
PUMP switch/light ...........................................Press out to disarm affected boost
pump.
Check L (R) FUEL PUMP
caution message on.
(9) Fuel system ..........................................................Check and monitor the following:
• Fuel quantity, and
• Fuel balance.
Anti-ice is required:
Yes
(10) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open ISOL valve.
Check 14TH ISOL OPEN light
on.
(11) ANTI-ICE, WING switch ............................... Select to NORM.
(12) Leave icing conditions (if possible).

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or
below and visible moisture in any form is encountered
(such as clouds, rain, snow, sleet or ice crystals), except
when the SAT is −40°C (−40°F) or below.

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1. POWER PLANT (CONT'D)

F. Uncommanded Thrust Reverser Deployment (Cont’d)

No
(10) HYDRAULIC pump switch.................................... Select applicable pump to ON.
• If left engine shut down,
turn 1B ON. Check that
HYD 1 LO PRESS caution
message out.
• If right engine shut down,
turn 2B ON. Check that
HYD 2 LO PRESS caution
message out.
(11) AIR-CONDITIONING,
L (R) PACK switch/light ...................................Press out to shutdown affected pack.
Check L (R) PACK OFF light
on.
(12) BLEED AIR, 10TH STAGE
L (R) switch/light ..............................................Press out to close affected shut-off
valve.
Check L (R) CLOSED light on.

NOTE
Use only one air-conditioning pack during single engine
operations, when the operating engine is the only 10th-stage
bleed source.
(13) AC POWER, GEN 1 (2) switch............................. Select affected generator to OFF.
Check GEN 1 (2) OFF caution
message on.
(14) EFIS altimeters (2) ..................................... Cross-check

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1. POWER PLANT (CONT'D)

F. Uncommanded Thrust Reverser Deployment (Cont’d)

Below 20,000 feet and APU is available:

Yes
(15) APU ................................................................ Start
(16) AC POWER, APU GEN
switch............................................................ Select to ON.
(17) EFIS altimeters (2).............................. Cross-check
(18) Air-conditioning......................................... Transfer to APU bleed air.
NOTE
Bleed air extraction from the APU is not permitted above
15,000 feet.
(19) Affected
AIR-CONDITIONING,
L (R) PACK switch/light ............................. Press in to restart pack.
Check L (R) PACK OFF light
out.
No
Prior to landing:
(15) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute flap aural warning.
(16) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(17) FLAPS .................................................................. Select to 20° for landing.
(18) Final approach speed ................................ Not less than VREF (Flaps 45°) + 22 KIAS.
(19) Actual landing distance .................................... Increase by a factor of 1.70 (70%).

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will
occur at high power settings, particularly at aft centre of gravity
light weights. This tendency is controllable with elevator and
may be minimized by ensuring that nose wheel touchdown is
achieved and nose down elevator applied, before selecting
reverse thrust.
END

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1. POWER PLANT (CONT'D)

G. Post-Shutdown Engine Tail Pipe Fire

Indication: Engine ITT exceeds 350°C and ITT is rising rapidly, or if flame is reported
at engine tailpipe.
Affected engine:
(1) Dry motor..................................................... Accomplish until ITT is reduced below
150°C or starter limit.

NOTE
The APU or ground air source (if available) may be used to dry motor
the engine.

Tail pipe fire indications persist:

Yes
(2) ENG FIRE PUSH switch/light .................... Press in to close fuel SOV to affected
engine. Check the following:
• BOTTLE ARMED PUSH TO
DISCH lights on, and
• L (R) ENG SOV CLSD
advisory message on.
(3) Emergency Evacuation
Procedure ............................................ Accomplish Refer to EMERGENCY
EVACUATION – Emergency
Evacuation Procedure in this
chapter.
(4) Control tower ............................ Inform of condition and request fire fighting
assistance.
− END −
No
(2) No further action required.
END

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1. POWER PLANT (CONT'D)

H. N1/N2 Overspeed

Indication: ENGINE warning message. Engine N1 or N2 readout indicates engine

limits being exceeded.
(1) ATS DISC switch .............................................. Depress
Affected engine:
(2) Thrust lever ...................................... Confirm and retard until engine responds.

Engine limits continue to be exceeded:

Yes
(3) In-Flight Engine
Failure/Shutdown................................. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(3) Both thrust levers ................................................ Retard to below 79% N2.
(4) Both ENGINE CONTROL
ENG SPEED switches.............................................OFF to prevent asymmetric thrust.
NOTE
The APR system is inoperative when the ENG SPEED switches
are selected OFF.
(5) Both thrust levers ............................................. Advance
NOTE
Thrust lever controls are more sensitive to changes.

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1. POWER PLANT (CONT'D)

H. N1/N2 Overspeed (Cont’d)

Engine accelerates to desired power:

Yes
(6) Engine indications ...................................... Monitor

NOTE
Exercise caution to prevent overspeed during thrust
reverser use, when operating with ENG SPEED switches
OFF.
− END −
No
(6) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
END

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1. POWER PLANT (CONT'D)

I. Engine Overtemperature

Indication: ENGINE warning message. Engine ITT readout indicates engine limits
being exceeded.
(1) ATS DISC switch .............................................. Depress
Affected engine:
(2) Thrust lever ...................................... Confirm and retard until ITT below limit range.

ITT limits continue to be exceeded:

Yes
(3) In-Flight Engine
Failure/Shutdown................................. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(3) No further action required.
END

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1. POWER PLANT (CONT'D)

J. Engine Starter Fails to Cutout

Indication: L (R) ENGINE START SOV warning message. L (R) ENGINE START light
and IGNITION A (B) advisory message on after 55% N2.
On ground:
Yes
(1) Affected ENG STOP
switch/light ................................................. Press in to stop starter.
Starter cutout is confirmed:
Yes
(2) No further action required.
− END −
No
(2) Affected engine....................................... Shutdown
(3) Affected BLEED AIR, 10TH
STAGE, L (R) switch/light........................Press out to close bleed air valve.
Check L (R) 10TH STAGE
CLOSED light on.
(4) BLEED AIR, APU LCV
switch/light ...............................................Press out to close APU load control
valve.
Check APU LCV OPEN light
out.
Engine is still motoring:
Yes
(5) Other engine ................................... Shutdown
− END −
No
(5) No further action required.
− END −
No

In-flight:
(1) Affected ENG STOP switch/light ....................... Press in to stop starter.
(2) IGNITION, A (B) switch/light............................Press out to disarm applicable ignition
system.
Check ARM light out at
applicable switch/light.
(3) Affected ENG START circuit
breaker (L–1L10) (R–1L9) ..................................... Open

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1. POWER PLANT (CONT'D)

J. Engine Starter Fails to Cutout (Cont’d)

Engine is still motoring:

Yes
(4) Affected 10 ST B/AIR SOV
circuit breaker (L–4C11)
(R–2F11) ....................................................... Open
(5) Land at the nearest suitable airport.
− END −
No
(4) No further action required.
END

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1. POWER PLANT (CONT'D)

K. Uncommanded Acceleration

Indication: Engine accelerates to thrust settings other than as selected with thrust
lever.
(1) ATS DISC switch .............................................. Depress
On ground, affected engine:
(2) Thrust lever ....................................... Confirm and IDLE then SHUT OFF.
During flight, affected engine:
(2) Thrust lever ....................................... Confirm and IDLE Check engine response.

CAUTION
The ATS SPEED mode N1 synchronization will attempt inappropriate
deceleration/acceleration of the remaining engine to maintain
synchronization until disengaged.
Engine responds:
Yes
(3) Both thrust levers...................................... Advance to below 79% N2.
(4) Both ENGINE CONTROL
ENG SPEED switches.....................................OFF

NOTE
The APR system is inoperative when the ENG SPEED
switches are selected OFF.
(5) Both thrust levers...................................... Advance

CAUTION
Do not change power settings abruptly as engine response
is degraded.
(6) Engine indications ...................................... Monitor
NOTE
Exercise caution to prevent overspeed during thrust
reverser use, when operating with ENG SPEED switches
OFF.

− END −

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1. POWER PLANT (CONT'D)

K. Uncommanded Acceleration (Cont’d)

No
(3) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
END

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1. SMOKE/FIRE/FUMES
A. Smoke/Fire/Fumes Procedure

WARNING

Time is critical during smoke/fire/fumes emergencies. The flight crew

should consider an immediate landing anytime the situation cannot be
controlled.

CAUTION
Passenger oxygen masks should not be deployed when performing
smoke or fire procedures.
(1) Oxygen masks/smoke goggles
(if required) .............................................................. Don Set to 100% and
EMERGENCY.
(2) Crew communication ....................................... Establish Set MASK/BOOM switch to
MASK.
(3) Land at the nearest suitable airport.

CAUTION
Continuing to destination is not recommended. If the decision to
continue is made, the flight crew must acknowledge that the threat has
been positively identified, confirmed to be extinguished and the smoke
or fumes have dissipated.

WARNING

Anytime smoke or fumes becomes the greatest threat, accomplish the

Smoke or Fumes Removal Procedure. Refer to Smoke or Fumes
Removal Procedure in this section.
Time and conditions permit and source of smoke/fire/fumes can be quickly identified
and eliminated:
Yes
(4) Appropriate procedure......................... Accomplish
• Air-Conditioning..See SOURCE IS IDENTIFIED AS AIR-CONDITIONING SYSTEM
• Electrical.............See SOURCE IS IDENTIFIED AS ELECTRICAL SYSTEM
• Cabin ..................See SOURCE IS IDENTIFIED AS CABIN
− END −

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 EMERGENCY PROCEDURES Vol. 1 03−04−2
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)
A. Smoke/Fire/Fumes Procedure (Cont’d)

No
(4) Smoke or Fumes Removal
Procedure .................................................... Accomplish Refer to Smoke or Fumes
Removal Procedure in this
section.
− END −

SOURCE IS IDENTIFIED AS AIR-CONDITIONING SYSTEM

APU is supplying bleed air to the packs:
Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
No
(1) AIR-CONDITIONING, L PACK
switch/light .......................................................Press out to shutdown left pack.
Check L PACK OFF light on.
Monitor and determine if smoke/fire/fumes persists.
Smoke/fire/fumes persists:
Yes
(2) AIR-CONDITIONING,
L PACK switch/light ................................... Press in Check L PACK OFF light out.
(3) AIR-CONDITIONING,
R PACK switch/light.................................Press out to shutdown right pack.
Check R PACK OFF light on.
Monitor and determine if smoke/fire/fumes persists.
Smoke/fire/fumes persists:
Yes
(4) AIR-CONDITIONING,
R PACK switch/light........................... Press in Check R PACK OFF light out.
No
If required:
(2) Smoke or Fumes Removal
Procedure .................................................... Accomplish Refer to Smoke or Fumes
Removal Procedure in this
section.
− END −

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 EMERGENCY PROCEDURES Vol. 1 03−04−3
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)
A. Smoke/Fire/Fumes Procedure (Cont’d)
SOURCE IS IDENTIFIED AS ELECTRICAL SYSTEM
(1) AC and DC electrical loads ................................ Monitor
Source of electrical smoke/fire/fumes is positively identified:
Yes

WARNING

The table that follows provides guidance on how to isolate each

electrical bus. Select only the steps required to isolate the
positively identified bus. Do not use the table in an attempt to
identify the source bus by trial and error.
(2) Affected electrical system............................ Isolate See table below:
IDENTIFIED BUS APPLICABLE CIRCUIT BREAKER/SWITCH
AC BUS 1 AC ESS XFER..................................... PRESS IN
and
LEFT AUTOXFER ............................... PRESS IN
DC BUS 1
GEN 1 SWITCH ............................................OFF
AC BUS 2 RIGHT AUTOXFER............................. PRESS IN
and
GEN 2 SWITCH ............................................OFF
DC BUS 2
DC BUS 1 CONTROL FEED CB (1E8) ..........................................OPEN
DC BUS 2 CONTROL FEED CB (2E8) ..........................................OPEN
AC ESS BUS 115 VAC ESS FEED CBs
(1B5 and 2B8) ............................................OPEN
DC ESS BUS RCCB CONT, FEED 1 and
FEED 2 DC ESS CBs
(2M6, 2M8 and 2M10) ................................OPEN
DC BATT BUS RCCB CONT MAIN and APU
BATT CBs (2M4 and 2M5) and
FEED 1 and FEED 2 BATT BUS
CBs (2M7 and 2M9) ...................................OPEN
DC EMER BUS APU BATT FEED CB (1S7) and
EMERG BUS FEED CB (1M1) ...................OPEN
AC UTLY 1 and 2 AC/DC UTILITY ................................... PRESS IN
DC UTLY 1 and 2

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 EMERGENCY PROCEDURES Vol. 1 03−04−4
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)
A. Smoke/Fire/Fumes Procedure (Cont’d)
Smoke/fire/fumes ceases:
Yes
(3) Affected airplane systems................... Review Refer to Chapter 5;
ABNORMAL PROCEDURES
– ELECTRICAL – Bus
Inoperative List.
If required:
(4) Smoke or Fumes
Removal Procedure ......................Accomplish Refer to Smoke or Fumes
Removal Procedure in this
section.
− END −
No
(2) ADG manual deploy handle ..................................... Pull and leave extended.
(3) AC ELECTRICAL page ........................................Check ESS BUS is powered.
When ADG power is established:
(4) STAB TRIM, CH 2 switch .................................. Press in to engage STAB TRIM CH 2.
(5) AIR-CONDITIONING, R PACK
switch/light .......................................................Press out to deselect.
(6) AC POWER, GEN 1 and GEN 2
switches................................................................ Select to OFF/RESET.
(7) AC POWER, APU GEN switch............................. Select to OFF/RESET.
(8) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(9) Leave icing conditions (if possible).

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below
and visible moisture in any form is encountered (such as
clouds, rain, snow, sleet or ice crystals), except when the SAT
is −40°C (−40°F) or below.

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 EMERGENCY PROCEDURES Vol. 1 03−04−5
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)
A. Smoke/Fire/Fumes Procedure (Cont’d)

Smoke/fire/fumes persists:
Yes
(10) AC POWER, GEN 1 and
GEN 2 switches ............................................ Select to ON.
Check GEN 1 and 2 OFF
caution messages out.
(11) ADG manual deploy handle............................ Stow
(12) ADG PWR TXFR,
OVERRIDE switch.........................................Press to override.
(13) HYDRAULIC pump
switch 3B ...................................................... Select to AUTO/ON, as applicable.
Check HYD PUMP caution
messages are not displayed.
(14) CAS messages........................................... Review
(15) Affected systems ....................................... Restore
(16) Smoke or Fumes Removal
Procedure ............................................ Accomplish Refer to Smoke or Fumes
Removal Procedure in this
section.
− END −
No
The following significant systems are not available when on emergency power only:
• Yaw damper 2 and AFCS 2
• Ground spoilers
• Flaps channel 2
• Stabilizer trim channel 1
• Mach trim, aileron and rudder trim
• Hydraulic pumps 1B, 2B & 3A
• DME, FMS 2
• Copilot’s PFD, MFD, navigation & communication systems
• R Pack
• Right probe heaters, right AOA vane heater and right ice detector
• Nose wheel steering system, anti-skid system
• Both windshield heaters, right window heater
• Copilot’s instrument lights, NAV lights, and L & R landing lights
• SPS altitude compensation
• Auto throttle system

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 EMERGENCY PROCEDURES Vol. 1 03−04−6
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)
A. Smoke/Fire/Fumes Procedure (Cont’d)

NOTE
1. With Mach trim not available, do not exceed 250 KIAS
(0.7 M), unless the autopilot is engaged and functioning
normally.
2. Without probe and AOA vane heaters, do not rely on stall
protection system, ISI for altitude and airspeed, and cabin
Δpressure on EICAS.
3. Flaps will operate (extend or retract) at half speed.
(10) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.50 (150%) 1.85 (85%)

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.

(11) Smoke or Fumes Removal

Procedure .................................................... Accomplish Refer to Smoke or Fumes
Removal Procedure in this
section.
− END −

SOURCE IS IDENTIFIED AS CABIN

(1) Designated crew member ................................... Advise to isolate and extinguish
source of fire or smoke, and to
secure the area as necessary.
(2) AC/DC UTILITY switch/light .............................. Press in to isolate AC and DC utility
busses.
Check OFF light on.
(3) Smoke or Fumes Removal
Procedure .................................................... Accomplish Refer to Smoke or Fumes
Removal Procedure in this
section.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−04−7
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)

B. Smoke or Fumes Removal Procedure

(1) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(2) Passenger oxygen................................................ Select to CLOSED.
(3) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select manual control.
Check PRESS CONT
MANUAL light on.
(4) CABIN PRESSURIZATION,
MAN ALT selector ................................................ Select UP and hold.
(5) CABIN PRESSURIZATION,
MAN RATE control ............................................... Select to maximum INCR.
(6) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in Check the following:
• EMER DEPRESS ON light
on, and
• EMER DEPRESS caution
message on.

NOTE
To assist in smoke clearance, the ram air vent may be used.
Maintain at least 250 KIAS to clear smoke using the ram air
vent.
Smoke/fire/fumes is uncontrolled:
Yes
(7) Land immediately at the nearest suitable airport.

CAUTION
Dependant upon the severity of the situation, the flight
crew should expedite the landing. The crew should also
consider an overweight landing, tailwind landing, ditching
or a forced off-airport landing.
(8) Emergency Evacuation
Procedure ............................................ Accomplish Refer to EMERGENCY
EVACUATION – Emergency
Evacuation Procedure in this
chapter.
− END −

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 EMERGENCY PROCEDURES Vol. 1 03−04−8
Smoke or Fire REV 26, Sep 25/13

1. SMOKE/FIRE/FUMES (CONT'D)

B. Smoke or Fumes Removal Procedure (Cont’d)

No

If required:
(7) Smoke/Fire/Fumes Procedure ........................ Continue Refer to Smoke/Fire/Fumes
Procedure in this section.
END

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PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−05−1
Air−Conditioning and Pressurization REV 16, Sep 09/10

1. AIR-CONDITIONING AND PRESSURIZATION

A. Emergency Descent Procedure

(1) Oxygen masks......................................................... Don set to 100%.

(2) Crew communication ....................................... Establish set MASK/BOOM switch to
MASK.
(3) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select both to ON.
(4) Passenger oxygen...............................................Deploy
(5) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(6) Thrust levers........................................................... IDLE
(7) ATS DISC switch .............................................. Depress
(8) FLIGHT SPOILER lever ....................................... Select to MAX.
Check EICAS indicates
deployment.

(9) Airspeed ..................................................Do not exceed

VMO/MMO.

CAUTION
If structural damage is suspected, do not exceed the airspeed at which
the damage occurred, and minimize maneuvering loads.

WARNING

Operation above 10,000 feet cabin altitude may result in hypoxia.

At a safe altitude:
(10) Oxygen and masks...................................... As required

NOTE
1. Closing the doors on the mask stowage compartments and pressing
RESET will stop the flow of oxygen to the masks.
2. If supplemental crew oxygen is still required, setting masks to
normal (N) will reduce consumption.

(11) Passenger oxygen................................................ Select to CLOSED then NORMAL to

reset passenger oxygen.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−05−2
Air−Conditioning and Pressurization REV 16, Sep 09/10

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

B. Uncontrollable Loss of Cabin Pressure

Indication: CABIN ALT warning message and “CABIN PRESSURE” aural on.
(1) Oxygen masks......................................................... Don set to 100%.
(2) Crew communication ....................................... Establish set MASK/BOOM switch to
MASK.
(3) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select both to ON.
(4) Passenger oxygen...............................................Deploy
(5) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(6) Thrust levers........................................................... IDLE
(7) ATS DISC switch .............................................. Depress
(8) FLIGHT SPOILER lever ....................................... Select to MAX.
Check EICAS indicates
deployment.

(9) Airspeed ..................................................Do not exceed

VMO/MMO.

CAUTION
If structural damage is suspected, do not exceed the airspeed at which
the damage occurred, and minimize maneuvering loads.

WARNING

Operation above 10,000 feet cabin altitude may result in hypoxia.

At a safe altitude:
(10) Crew oxygen masks .................................... As required

NOTE
1. Closing the doors on the crew mask stowage compartments and
pressing RESET will stop the flow of oxygen to the crew masks.
2. If supplemental crew oxygen is still required, setting masks to
normal (N) will reduce consumption.

(11) Passenger oxygen................................................ Select to CLOSED then NORMAL to

reset passenger oxygen.

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 EMERGENCY PROCEDURES Vol. 1 03−05−3
Air−Conditioning and Pressurization REV 19, Jun 30/11

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

B. Uncontrollable Loss of Cabin Pressure (Cont’d)

Accompanied by any door/hatch message or unsafe condition:
Yes
• PASSENGER DOOR warning message and “DOOR” aural,
• BAGGAGE DOOR caution message, and
• PAX DOOR OUT HNDL (STOW) (LATCH) caution messages.
(12) Do not attempt to repressurize the airplane.
(13) Applicable door procedure................... Accomplish when at a safe cabin altitude
(Refer to PASSENGER
DOOR in this chapter or to
Chapter 5; ABNORMAL
PROCEDURES – DOORS).
− END −
No

Attempt to regain control of cabin pressurization:

(12) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select manual mode.
Check PRESS CONT
MANUAL light on.
(13) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select DN and hold to decrease
cabin altitude.
(14) CABIN PRESSURIZATION, MAN
RATE switch ......................................................... Select to maximum INCR.

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 EMERGENCY PROCEDURES Vol. 1 03−05−4
Air−Conditioning and Pressurization REV 16, Sep 09/10

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

B. Uncontrollable Loss of Cabin Pressure (Cont’d)

Control of cabin pressurization regained:

Yes
(15) Manual Cabin Pressurization
Control Procedure ................................... Continue Refer to Chapter 5;
ABNORMAL PROCEDURES
– AIR-CONDITIONING AND
PRESSURIZATION – Manual
Cabin Pressurization Control
Procedure.
− END −
No
(15) Unpressurized Flight Procedure .................. Accomplish if required (Refer to Chapter 5;
ABNORMAL PROCEDURES
– AIR-CONDITIONING AND
PRESSURIZATION –
Unpressurized Flight
Procedure).
NOTE
CABIN ALT warning message may re-appear during descent, if a static
port sensing line is blocked, and should be considered a nuisance
message.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−05−5
Air−Conditioning and Pressurization REV 19, Jun 30/11

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

C. High Rate of Cabin Pressurization or Over-Pressurization

Indication: DIFF PRESS warning message.
Differential pressure indicated as greater than 9.0 psi.
(1) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select Manual mode.
Check PRESS CONT
MANUAL light on.
(2) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select UP and hold.
(3) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required to increase cabin altitude and
reduce differential pressure.
DIFF PRESS warning message persists:
Yes
(4) Descent ....................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(5) AIR-CONDITIONING, L (R)
PACK switch/light ....................................Press out to shutdown one pack.
Check L (R) PACK OFF light
on.
DIFF PRESS warning message persists:
Yes
(6) AIR-CONDITIONING, L
and R PACK switch/lights ................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
DIFF PRESS warning message persists:
Yes
(7) CABIN
PRESSURIZATION,
EMER DEPRESS
switch/light ................................. Press in to depressurize the airplane.
Check EMER DEPRESS
caution message on.
(8) Descent........................................ Initiate to the lowest possible
altitude.

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 EMERGENCY PROCEDURES Vol. 1 03−05−6
Air−Conditioning and Pressurization REV 19, Jun 30/11

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

C. High Rate of Cabin Pressurization or Over-Pressurization (Cont’d)

(9) Unpressurized Flight
Procedure .............................Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– AIR-CONDITIONING AND
PRESSURIZATION –
Unpressurized Flight
Procedure.
− END −
No
(4) Cabin altitude/differential pressure ..................... Monitor
(5) Manual Cabin Pressurization
Control Procedure ........................................... Continue Refer to Chapter 5;
ABNORMAL PROCEDURES
– AIR-CONDITIONING AND
PRESSURIZATION – Manual
Cabin Pressurization Control
Procedure.
NOTE
DIFF PRESS warning message may re-appear during descent, if a static
port sensing line is blocked, and should be considered a nuisance
message.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−06−1
Automatic Flight Control System Oct 05/06

1. AUTOMATIC FLIGHT CONTROL SYSTEM

NOTE
After generator transfers, AFCS channel 2 will momentarily fail and
the following must be manually re-engaged:
• Yaw damper 2 (YD 2), and
• Autopilot (if it was coupled before the power interruption, and
operating on AFCS channel 2).
A. Autopilot Failure
Indication: Abnormal autopilot operation and/or “CAVALRY CHARGE” aural and/or
flashing AP (red) message on the primary flight displays.
(1) Autopilot ....................................................... Disconnect using AP/SP DISC switch on
the control wheel, or the AP
DISC switch on the FCP.
(2) AFCS SEL 1 (2) switch (centre
pedestal)............................................................... Select to operative AFCS channel.
Check AFCS 1 (2) INOP status
message on.
(3) Autopilot ....................................................... Re-engage
Autopilot warning persists:
Yes
(4) Autopilot................................................ Disconnect using AP/SP DISC switch on
the control wheel, or the AP
DISC switch on the FCP.
(5) Manual control .......................................... Resume
− END −
No
(4) No further action required.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 EMERGENCY PROCEDURES Vol. 1 03−06−2
Automatic Flight Control System REV 5, Jun 04/07

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

B. AFCS Messages Failure

Indication: AFCS MSGS FAIL warning message and/or flashing AP (red) message on
the primary flight displays.
(1) Autopilot ....................................................... Disconnect using AP/SP DISC switch on
the control wheel, or the AP
DISC switch on the FCP.

NOTE
Do not use the autopilot when an AFCS MSGS FAIL warning message
is displayed.

(2) Manual control .................................................. Resume

END

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 EMERGENCY PROCEDURES Vol. 1 03−06−3
Automatic Flight Control System REV 40, Aug 30/16

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

C. Uncommanded Yaw Motion

Indication: Abnormal/uncommanded change in yaw attitude.

Continuous or intermittent rudder “kicks”.
Sustained oscillation (“Dutch Roll”).
(1) Controls ............................................................. Assume manual control and counter
aircraft motion using
handwheel inputs.
(2) YAW DAMPER, DISC button ............................ Press in to disconnect both yaw
dampers.

Uncommanded motion persists:

Yes
(3) Airspeed ..................................................250 KIAS maximum.
(4) Land at the nearest suitable airport.

NOTE
Select the runway available with minimum crosswind.
(5) FLAPS .......................................................... Select as required. Land with flaps at
20°, commensurate with the
controllability of the airplane.
No
Landing with FLAPS at 20 degrees:
Yes
Prior to landing:
(3) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(4) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(5) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(6) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 EMERGENCY PROCEDURES Vol. 1 03−06−4
Automatic Flight Control System REV 40, Aug 30/16

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

C. Uncommanded Yaw Motion (Cont’d)

(7) Actual landing distance............................. Increase as applicable by factor given

below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
− END −
No
(3) No further action required.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 EMERGENCY PROCEDURES Vol. 1 03−07−1
Auxiliary Power Plant REV 23, Jun 26/12

1. AUXILIARY POWER PLANT

A. APU Fire

Indication: APU FIRE PUSH light on, APU FIRE warning message and fire bell on.
(1) APU FIRE PUSH switch/light ............................ Press in Check the following:
• BOTTLE ARMED PUSH
TO DISCH light on, and
• APU SOV CLSD advisory
message on.
After 5 seconds and APU fire warning persists:
(2) BOTTLE ARMED PUSH TO
DISCH switch/light............................................. Press in and hold until light out, to
discharge firex bottle.
Check the following:
• BOTTLE ARMED PUSH
TO DISCH light out, and
• APU BOTTLE LO caution
message on.

APU fire warning persists during flight:

Yes
(3) Land at the nearest suitable airport.
No
APU is supplying bleed air for air-conditioning:
Yes
(3) Air-conditioning......................................... Transfer to engine bleeds.
No
(3) APU ................................................................ Shutdown
(4) Do not restart APU.
END

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PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−07−2
Auxiliary Power Plant REV 23, Jun 26/12

1. AUXILIARY POWER PLANT (CONT'D)

B. APU Overspeed
Indication: APU OVERSPEED warning message and “APU” aural on, APU RPM gauge
and readout indicate speed equal to or greater than 110%, and APU
automatically shuts down at 107%.

APU is supplying bleed air for air-conditioning:

Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
No
(1) APU ................................................................ Shutdown
(2) Do not restart APU.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−07−3
Auxiliary Power Plant REV 23, Jun 26/12

1. AUXILIARY POWER PLANT (CONT'D)

C. APU Overtemperature
Indication: APU OVERTEMP warning message and “APU” aural on, APU EGT gauge
and readout indicate temperature greater than 732°C, and APU shuts down
automatically.
APU is supplying bleed air for air-conditioning:
Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
No
(1) APU ................................................................ Shutdown
(2) Do not restart APU.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−07−4
Auxiliary Power Plant REV 16, Sep 09/10

THIS PAGE INTENTIONALLY LEFT BLANK

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−08−1
Bleed Air Leaks REV 25, Jul 08/13

1. BLEED AIR LEAKS

A. 10TH Stage, Left Bleed Duct Failure
Indication: L 10TH DUCT warning message and “BLEED AIR DUCT” aural on:
(1) BLEED AIR, 10TH STAGE, L
switch/light .......................................................Press out to close bleed air valve.
Check L 10TH STAGE
CLOSED light on.
(2) BLEED AIR, APU LCV switch/light..................Press out to close APU load control
valve.
Check APU LCV OPEN light
out.
(3) BLEED AIR, 10TH STAGE ISOL
switch/light .......................................................Press out to close ISOL valve.
Check 10TH ISOL OPEN light
out.
APU was providing bleed air:
Yes
(4) BLEED AIR, 10TH STAGE,
R switch/light ............................................. Press in to open right valve.
Check R 10TH STAGE
CLOSED light out.
No
Above 40,000 feet:
Yes
(4) ANTI-ICE, L COWL
switch/light ................................................. Press in to select left engine cowl
anti-ice system on.
Check L COWL A/ICE ON
advisory message on.
No
(4) AIR-CONDITIONING, L PACK
switch/light .......................................................Press out to shutdown pack.
Check L PACK OFF light on.

▼
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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 EMERGENCY PROCEDURES Vol. 1 03−08−2
Bleed Air Leaks REV 25, Jul 08/13

1. BLEED AIR LEAKS (CONT'D)

A. 10TH Stage, Left Bleed Duct Failure (Cont’d)
Warning message persists:
Yes
(5) ATS DISC switch ...................................... Depress
(6) Left thrust lever............................................ Retard to eliminate warning.
L 10TH DUCT warning message still persists (after 30 seconds):
Yes
(7) In-Flight Engine
Failure/Shutdown..........................Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(5) No further action required.
END

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 EMERGENCY PROCEDURES Vol. 1 03−08−3
Bleed Air Leaks REV 25, Jul 08/13

1. BLEED AIR LEAKS (CONT'D)

B. 10TH Stage, Right Bleed Duct Failure

Indication: R 10TH DUCT warning message and “BLEED AIR DUCT” aural on:
(1) BLEED AIR, 10TH STAGE, R
switch/light .......................................................Press out to close bleed air valve.
Check R 10TH STAGE
CLOSED light on.
(2) BLEED AIR, 10TH STAGE ISOL
switch/light .......................................................Press out to close ISOL valve.
Check 10TH ISOL OPEN light
out.
Above 40,000 feet:
Yes
(3) ANTI-ICE, R COWL
switch/light ................................................. Press in to select right engine cowl
anti-ice system on.
Check R COWL A/ICE ON
advisory message on.
No
(3) AIR-CONDITIONING, R PACK
switch/light .......................................................Press out to shutdown pack.
Check R PACK OFF light on.
Warning message persists:
Yes
(4) ATS DISC switch ...................................... Depress
(5) Right thrust lever ......................................... Retard to eliminate warning.
R 10TH DUCT warning message still persists (after 30 seconds):
Yes
(6) In-Flight Engine
Failure/Shutdown..........................Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(4) No further action required.
END

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 EMERGENCY PROCEDURES Vol. 1 03−08−4
Bleed Air Leaks REV 34, Sep 03/15

1. BLEED AIR LEAKS (CONT'D)

C. 14TH Stage, Left/Right Bleed Duct Failure

Indication: L (R) 14TH DUCT warning message and “BLEED AIR DUCT” aural on.
Affected engine:
(1) BLEED AIR, 14TH STAGE L (R)
switch/light .......................................................Press out to close bleed air valve on
affected engine.
Check L (R) 14TH STAGE
CLOSED light on.

NOTE
1. Avoid icing conditions.
2. Cowl anti-icing will not be available on the affected engine.
3. The thrust reverser is inoperative on the affected engine.
Wing anti-ice required:
Yes
(2) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open 14th-stage bleed air
isolation valve.
Check 14TH ISOL OPEN light
on.
No
Warning message persists:
Yes
(2) ATS DISC switch ...................................... Depress
Affected engine:
(3) Thrust lever.................................................. Retard to eliminate warning.
L (R) 14TH DUCT warning message still persists (after 30 seconds):
Yes
(4) In-Flight Engine
Failure/Shutdown..........................Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
− END −
No
(2) No further action required.
END

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PSP 605−6
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 EMERGENCY PROCEDURES Vol. 1 03−09−1
Ditching and Forced Landing REV 15, Jun 28/10

1. DITCHING AND FORCED LANDING

TO ENSURE A SAFE WATER LANDING: TO ENSURE A SAFE FORCED LANDING:
• Approach speed................................ VREF • Approach speed................................ VREF
• Descent rate • Descent rate
(if thrust available)..............200 – 300 fpm (if thrust available)..............200 – 300 fpm
• Landing gear ............................. Retracted • Landing gear .......................... As required
• Flaps setting............................45 degrees • Flaps setting............................45 degrees
• IF FLAPS 45 IS NOT POSSIBLE, USE THE MOST EXTENDED FLAP SETTING
AVAILABLE.
• FINAL APPROACH SPEED:
• FLAPS 0: VREF + 30 KTS
• FLAPS 20: VREF + 14 KTS
• FLAPS 30: VREF + 7 KTS
A. Ditching or Forced Landing Imminent
This procedure is intended for use if an immediate airplane ditching is required.
PRELIMINARY

(1) AIR-CONDITIONING, L and R

PACK switch/lights ..........................................Press out to ensure minimum
differential pressure within
airplane.
(2) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in Prior to 200 feet AGL, to
drive outflow valves open.
Check EMER DEPRESS
caution message on.

JUST BEFORE CONTACT

(1) Thrust levers................................................. SHUT OFF
(2) APU, LH and RH ENG FIRE
PUSH switch/lights (3)....................................... Press in Check all three BOTTLE
ARMED – PUSH TO DISCH
lights on.
Check the following advisory
messages on:
• L and R ENG SOV CLSD,
• APU SOV CLSD, and
• HYD SOV 1 and 2 CLSD.
(3) Water (or terrain) ............................................... Contact with minimum forward speed,
but not less than stick shaker
speed, and at minimum sink
rate.

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 EMERGENCY PROCEDURES Vol. 1 03−09−2
Ditching and Forced Landing REV 15, Jun 28/10

1. DITCHING AND FORCED LANDING (CONT'D)

A. Ditching or Forced Landing Imminent (Cont’d)
AFTER CONTACT
When the airplane has stopped:
(1) BOTTLE ARMED – PUSH TO
DISCH switch/lights (3) ..................................... Press in and hold until lights go out, to
discharge firex bottles.
Check ENG BOTTLE 1 and 2
LO and APU BOTTLE LO
caution messages on.
(2) Door and overwing exit.......................................... Open
(3) Passenger evacuation ......................................... Initiate
(4) BATT MASTER switch ......................................... Select to OFF, to prevent CVR
erasure.
(5) Airplane ........................................................... Abandon with survival equipment.
END

B. Planned Ditching
This procedure is intended for use where sufficient time is available.
PRELIMINARY
(1) Descent ...................................................................Plan to reduce fuel to a minimum, if
possible, while retaining
sufficient fuel to make a
controlled, powered approach.
(2) Crew ........................................................ Alert and brief type of emergency, time
available, airplane attitude
after ditching and exits
available for ditching.
(3) Air Traffic Control ..................................................Notify
(4) MFD or CDU, ATC/TCAS tuning .......................... Select to transponder code 7700.
(5) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select both to ON.
(6) Loose Equipment ............................................... Secure and stow all flight
compartment loose
equipment.
(7) TAWS circuit breaker (1B13)................................. Open to silence TAWS aural
warnings.
Check TAWS FAIL status
message on.

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 EMERGENCY PROCEDURES Vol. 1 03−09−3
Ditching and Forced Landing REV 16, Sep 09/10

1. DITCHING AND FORCED LANDING (CONT'D)

B. Planned Ditching (Cont’d)

(8) AUDIO WARNING switches ............................DISABLE to silence EICAS (DCU) aural
alerts.
Check DCU 1 and 2 AURAL
INOP status messages on.
(9) Survival equipment ...............................................Check
(10) Life vest, harness and belts....................................... On and tightened.

NOTE
Life vests should be donned, but not inflated, until outside of the
airplane. Light plugs should be removed only if ditching at night.
(11) Shoulder harness reel control ................................... Up to lock shoulder harness.
(12) LDG GEAR lever .................................................. Select UP for ditching.
(13) FLAPS .................................................................. Select as required.
APPROACH
If possible, ditch in the vicinity of rescue vessels, near coastlines or islands.
At approximately 2,000 feet:
(1) Sea conditions and wind direction ................. Determine
(2) Ditching heading.............................................. Establish Ditching heading should be:
• Wind speed <15 kts;
contact parallel to swells.
• Wind speed between 15
and 45 kts; compromise
between wind and swell.
• Wind speed >45 kts; ditch
into the wind.
(3) Descent rate/approach speed ......................... Establish
(4) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
(5) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select manual control.
Check PRESS CONT
MANUAL light on.
(6) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select UP and hold.
(7) CABIN PRESSURIZATION, MAN
RATE control ........................................................ Select to MAX INCR.

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 EMERGENCY PROCEDURES Vol. 1 03−09−4
Ditching and Forced Landing REV 16, Sep 09/10

1. DITCHING AND FORCED LANDING (CONT'D)

B. Planned Ditching (Cont’d)

When the airplane is completely depressurized:
(8) BLEED AIR, 10TH STAGE L and
R switch/lights .................................................Press out to close both valves.
Check L and R 10TH STAGE
CLOSED lights on.
(9) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select DN and hold to fully close
outflow valves (approx 60
seconds).
(10) FUEL, L and R BOOST PUMP
switch/lights .....................................................Press out to shutdown both boost
pumps.
Check L and R FUEL PUMP
ON advisory messages out.
(11) APU (if not essential)..................................... Shut down

At 500 feet (Radio Altitude):

(12) Crew ....................................................................... Alert that ditching is imminent.
(13) Radio ................................................................ Transmit Final Position.
(14) BRACE FOR IMPACT ....................................... ORDER over PA system : “BRACE –
BRACE – BRACE”.
(15) EMER LTS switch ................................................ Select to ON.
Check EMER LTS ON status
message on.
(16) LANDING LTS, LEFT and RIGHT
switches................................................................ Select to STDY.
(17) LANDING LTS, NOSE switch............................... Select to ON.
JUST BEFORE CONTACT
(1) Thrust levers................................................. SHUT OFF
(2) APU, LH and RH ENG FIRE
PUSH switch/lights (3)....................................... Press in Check all three BOTTLE
ARMED – PUSH TO DISCH
lights on.
Check the following advisory
messages on:
• L and R ENG SOV CLSD,
• APU SOV CLSD, and
• HYD SOV 1 and 2 CLSD.

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 EMERGENCY PROCEDURES Vol. 1 03−09−5
Ditching and Forced Landing REV 15, Jun 28/10

1. DITCHING AND FORCED LANDING (CONT'D)

B. Planned Ditching (Cont’d)

(3) Water ................................................................. Contact with minimum forward speed,
but not less than stick shaker
speed, and at minimum sink
rate.
AFTER WATER CONTACT
When the airplane has stopped:
(1) BOTTLE ARMED – PUSH TO
DISCH switch/lights (3) ..................................... Press in and hold until lights go out, to
discharge firex bottles.
Check ENG BOTTLE 1 and 2
LO and APU BOTTLE LO
caution messages on.
(2) Door and overwing exit.......................................... Open
(3) Passenger evacuation ......................................... Initiate
(4) BATT MASTER switch ......................................... Select to OFF, to prevent CVR
erasure.
(5) Airplane ........................................................... Abandon with survival equipment.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−09−6
Ditching and Forced Landing Oct 05/06

1. DITCHING AND FORCED LANDING (CONT'D)

C. Forced Landing
This procedure is intended for use where sufficient time is available.
PRELIMINARY
(1) Descent ...................................................................Plan to reduce fuel to a minimum, if
possible, while retaining
sufficient fuel to make a
controlled, powered approach.
(2) Crew ........................................................ Alert and brief type of emergency, time
available, airplane attitude
after landing and exits
available.
(3) Air Traffic Control ..................................................Notify
(4) MFD or CDU, ATC/TCAS tuning .......................... Select to transponder code 7700.
(5) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select both to ON.
(6) Loose Equipment ............................................... Secure and stow all flight
compartment loose
equipment.
(7) TAWS circuit breaker (1B13)................................. Open to silence TAWS aural
warnings.
Check TAWS FAIL status
message on.
(8) AUDIO WARNING switches ............................DISABLE to silence EICAS (DCU) aural
alerts.
Check DCU 1 and 2 AURAL
INOP status messages on.
(9) Survival equipment ...............................................Check
(10) Crew harness and belts............................................. On and tightened.
(11) Shoulder harness reel control ................................... Up to lock shoulder harness.
(12) LDG GEAR lever .................................................. Select as required.
(13) FLAPS .................................................................. Select as required.
APPROACH
At approximately 2,000 feet:
(1) Landing area conditions and wind
direction ......................................................... Determine
(2) Descent rate/approach speed ......................... Establish
(3) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
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 EMERGENCY PROCEDURES Vol. 1 03−09−7
Ditching and Forced Landing REV 16, Sep 09/10

1. DITCHING AND FORCED LANDING (CONT'D)

C. Forced Landing (Cont’d)

(4) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select manual control.
Check PRESS CONT
MANUAL light on.
(5) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select UP and hold.
(6) CABIN PRESSURIZATION, MAN
RATE control ........................................................ Select to MAX INCR.
When the airplane is completely depressurized:
(7) BLEED AIR, 10TH STAGE L and
R switch/lights .................................................Press out to close both valves.
Check L and R 10TH STAGE
CLOSED lights on.
(8) FUEL, L and R BOOST PUMP
switch/lights .....................................................Press out to shutdown both boost
pumps.
Check L and R FUEL PUMP
ON advisory messages out.
(9) APU (if not essential)..................................... Shut down
At 500 feet (Radio altitude):
(10) Crew ....................................................................... Alert that forced landing is
imminent.
(11) Radio ................................................................ Transmit Final Position.
(12) BRACE FOR IMPACT ....................................... ORDER over PA system ; “BRACE –
BRACE – BRACE”.
(13) EMER LTS switch ................................................ Select to ON.
Check EMER LTS ON status
message on.
(14) LANDING LTS, LEFT and RIGHT
switches................................................................ Select to STDY.
(15) LANDING LTS, NOSE switch............................... Select to ON.
JUST BEFORE CONTACT
(1) Thrust levers................................................. SHUT OFF

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 EMERGENCY PROCEDURES Vol. 1 03−09−8
Ditching and Forced Landing REV 15, Jun 28/10

1. DITCHING AND FORCED LANDING (CONT'D)

C. Forced Landing (Cont’d)

(2) APU, LH and RH ENG FIRE
PUSH switch/lights (3)....................................... Press in Check all three BOTTLE
ARMED – PUSH TO DISCH
lights on.
Check the following advisory
messages on:
• L and R ENG SOV CLSD,
• APU SOV CLSD, and
• HYD SOV 1 and 2 CLSD.
(3) Terrain ............................................................... Contact with minimum forward speed,
but not less than stick shaker
speed, and at minimum sink
rate.
AFTER CONTACT
When the airplane has stopped:
(1) BOTTLE ARMED – PUSH TO
DISCH switch/lights (3) ..................................... Press in and hold until lights go out, to
discharge firex bottles.
Check ENG BOTTLE 1 and 2
LO and APU BOTTLE LO
caution messages on.
(2) Door and overwing exit.......................................... Open
(3) Passenger evacuation ......................................... Initiate
(4) BATT MASTER switch ......................................... Select to OFF, to prevent CVR
erasure.
(5) Airplane ........................................................... Abandon with survival equipment.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−10−1
Emergency Evacuation REV 19, Jun 30/11

1. EMERGENCY EVACUATION
A. Emergency Evacuation Procedure
This procedure contains the steps required to prepare for passenger evacuation on land, and
is initiated when a condition potentially endangering life or physical well-being of passengers
and crew exists.

Pilot:
(1) Parking brake ........................................................... Set
(2) Evacuation..................................................... Command
(3) GND SPOILERS switch ....................................... Select to DISARM.
(4) FLIGHT SPOILER lever ....................................... Select to RETRACT, to fair spoilers
with wing surface.
Check EICAS indicates
spoilers retracted.
(5) Thrust levers................................................. SHUT OFF
(6) APU, LH and RH ENG FIRE
PUSH switch/lights (3)....................................... Press in Check all three BOTTLE
ARMED PUSH TO DISCH
lights on.
Check the following advisory
messages on:
• L and R ENG SOV CLSD,
• APU SOV CLSD, and
• HYD SOV 1 and 2 CLSD.
(7) BATT MASTER switch ............................................OFF to prevent CVR erasure.

Copilot: On evacuation command

(8) ATC .......................................................................Notify of emergency conditions and
of intention to evacuate.
(9) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to ensure minimum
differential pressure within
airplane.
(10) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in to drive outflow valves open.
Check EMER DEPRESS
caution message on.
(11) EMER LTS switch ................................................ Select to ON.
Check EMER LTS ON status
message on.

(12) Exits....................................................................... Open

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 EMERGENCY PROCEDURES Vol. 1 03−10−2
Emergency Evacuation REV 19, Jun 30/11

1. EMERGENCY EVACUATION (CONT'D)

A. Emergency Evacuation Procedure (Cont’d)
(13) Passenger evacuation ...................... Render assistance and direct passengers away
from the airplane.
(14) Airplane ........................................................... Abandon by any suitable exit.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−11−1
Electrical REV 44, Jun 16/17

1. ELECTRICAL
A. Loss of All Normal Electrical Power

Indication: ADG automatically deployed and EMER PWR ONLY warning message.
OR
AC ESS BUS caution message and no generator on-line.
If ADG did not deploy:
(1) ADG manual deploy handle ..................................... Pull and leave extended.
(2) AC ELECTRICAL page ........................................Check ESS BUS is powered.
When ADG power is established:
(3) STAB TRIM, CH 2 switch .................................. Press in to engage STAB TRIM CH 2.
(4) Engine instruments................................................Verify and check N1, N2 and ITT
indications.

Both engines confirmed failed:

Yes
(5) Double Engine Failure
procedure ............................................ Accomplish Refer to POWER PLANT –
Double Engine Failure
procedure in this chapter.
− END −
No
(5) AIR-CONDITIONING, R PACK
switch/light .......................................................Press out to deselect.
(6) Thrust levers...................................................... Position manually as required.
(7) Cabin altitude ..................................................... Monitor
(8) Descent ....................................................... As required If an immediate descent is
required, refer to
AIR-CONDITIONING AND
PRESSURIZATION –
Emergency Descent
procedure in this chapter.
(9) AC POWER, GEN 1 and GEN 2
switches................................................................ Select to OFF/RESET then ON.
Check GEN 1 and 2 OFF
caution messages out.

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 EMERGENCY PROCEDURES Vol. 1 03−11−2
Electrical REV 46, Mar 01/18

1. ELECTRICAL (CONT'D)
A. Loss of All Normal Electrical Power (Cont’d)

Any generator comes on-line:

Yes
Re-establish normal power:
No
Below 20,000 feet and APU is available:
Yes
(10) APU ................................................................ Start
(11) AC POWER, APU GEN
switch............................................................ Select to ON.
Check APU GEN OFF caution
message out.
APU generator comes on-line:
Yes
(12) ADG manual deploy
handle ..................................................... Stow
(13) ADG PWR TXFR,
OVERRIDE switch .................................Press to override.
(14) HYDRAULIC pump
switch 3B .............................................. Select to AUTO/ON, as applicable.
Check HYD PUMP caution
messages are not displayed.
(15) CAS messages ................................... Review
(16) Affected systems ............................... Restore
(17) EFIS altimeters (2)...................... Cross-check
− END −
No
(10) Descent ........................................................... Continue to 10,000 feet or lowest safe
altitude (if required).

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 EMERGENCY PROCEDURES Vol. 1 03−11−3
Electrical REV 44, Jun 16/17

1. ELECTRICAL (CONT'D)
A. Loss of All Normal Electrical Power (Cont’d)

Wing anti-ice is required:

Yes
(11) ANTI-ICE, WING switch ............................... Select to STBY.
Check both N2 gauges change
colour to indicate wing anti-ice
on, in non-compressed display
format.
(12) Leave icing conditions.
No
(11) CAS messages................................................... Review affected systems.
The following significant systems are not available when on emergency power
only:
• Yaw damper 2 and AFCS 2
• Ground spoilers
• Flaps channel 2
• Stabilizer trim channel 1
• Mach trim, aileron and rudder trim
• Hydraulic pumps 1B, 2B & 3A
• DME, FMS 2
• Copilot’s PFD, MFD, navigation & communication systems
• R Pack
• Right probe heaters, right AOA vane heater and right ice detector
• Nose wheel steering system, anti-skid system
• Both windshield heaters, right window heater
• Copilot’s instrument lights, NAV lights, and L & R landing lights.
• SPS altitude compensation
• Auto throttle system
NOTE
1. With Mach trim not available, do not exceed 250 KIAS
(0.7 M), unless the autopilot is engaged and functioning
normally.
2. Without probe and AOA vane heaters, do not rely on stall
protection system, ISI for altitude and airspeed, and cabin
Δpressure on EICAS.
3. Flaps will operate (extend or retract) at half speed.
(12) Land at the nearest suitable airport.

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 EMERGENCY PROCEDURES Vol. 1 03−11−4
Electrical REV 46, Mar 01/18

1. ELECTRICAL (CONT'D)
A. Loss of All Normal Electrical Power (Cont’d)

NOTE
For flight planning, a fuel burn correction of 5% should be used
when the ADG is deployed.
NOTE
If the ADG is not operating properly, and the airplane is on
battery power only, then all electrical power may be lost after 30
minutes.
Hydraulic pump 3B will be inoperative when on battery power
only.
Prior to landing:
(13) ADG manual deploy handle ..................................... Pull
(14) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.50 (150%) 1.85 (85%)

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
HYD 3 LO PRESS caution message is on:
Yes
(15) Landing Gear Manual
Extension procedure............................ Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– LANDING GEAR, WHEEL
AND BRAKE SYSTEM –
Landing Gear Manual
Extension.
− END −
No
(15) No further action required.
END

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 EMERGENCY PROCEDURES Vol. 1 03−12−1
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS
A. Aileron System Jammed
Indication: Higher than normal flight control forces.
NOTE
With a jammed primary flight control, it may be necessary to
reduce airspeed to improve airplane handling.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Aileron controls............................................. Overpower Attempt to overpower jammed
condition.
Attempt to use aileron trim to
alleviate forces on controls, if
jam has occurred away from
neutral position.
Jam persists:
Yes
(3) Aileron controls..........................................Release Release pilot/copilot
differential pressure on the
controls.
(4) ROLL DISC handle...................... PULL and TURN 90 degrees to lock.
(5) Jammed side ......................................... Determine If right side, do not re-engage
autopilot.
No
(3) Land at the nearest suitable airport.

NOTE
Controllability is reduced. Select longest runway available with
minimum turbulence and crosswind.
Prior to landing:
(4) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(5) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(6) FLAPS .................................................................. Select to 20° for landing.
(7) Approach speed ...................................VREF (Flaps 45°)
+ 14 KIAS minimum.
(8) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.

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 EMERGENCY PROCEDURES Vol. 1 03−12−2
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

A. Aileron System Jammed (Cont’d)
(9) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 EMERGENCY PROCEDURES Vol. 1 03−12−3
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

B. Elevator System Jammed

Indication: Higher than normal flight control forces.
NOTE
With a jammed primary flight control, it may be necessary to
reduce airspeed to improve airplane handling.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Elevator controls........................................... Overpower Attempt to overpower jammed
condition.
Use stabilizer trim to
compensate, if elevator jam
has occurred away from the
trimmed position.
Jam persists:
Yes
(3) Elevator controls........................................Release Release pilot/copilot
differential pressure on the
controls.
(4) PITCH DISC handle .................... PULL and TURN 90 degrees to lock.
(5) Jammed side ......................................... Determine If left side, do not re-engage
autopilot.
Right side jammed:
Yes
(6) STALL PROT, PUSHER
switch (either left or right) ..................... Select to OFF.

NOTE
Stick shaker on operative control column, operates at
a lower intensity.
No
(3) Land at the nearest suitable airport.

NOTE
Controllability is reduced. Select the longest runway available
with minimum turbulence and crosswind.
Prior to landing:
(4) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(5) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(6) FLAPS .................................................................. Select to 20° for landing.
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1. FLIGHT CONTROLS (CONT'D)

B. Elevator System Jammed (Cont’d)

(7) Approach speed ...................................VREF (Flaps 45°)

+ 14 KIAS minimum.
(8) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(9) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
END

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Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

C. Rudder System Jammed

Indication: Higher than normal flight control forces.
NOTE
With a jammed primary flight control, it may be necessary to
reduce airspeed to improve airplane handling.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) YD DISC pushbutton .............................................Press to disengage yaw damper.
Check YAW DAMPER caution
message on.
(3) Rudder pedals .............................................. Overpower Attempt to overpower jammed
condition.
Jam persists:
Yes
(4) Straight flight............................................. Maintain using aileron and differential
thrust, until touchdown.
NOTE
Approximately 20% N1 differential thrust may be required
to maintain wings-level flight using thrust alone. If
available, rudder trim can be used to maintain directional
control.
No
(4) Land at the nearest suitable airport.

NOTE
Select the longest runway available with minimum turbulence
and crosswind.
Prior to landing:
(5) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(6) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(7) FLAPS .................................................................. Select to 20° for landing.
(8) Approach speed ...................................VREF (Flaps 45°)
+ 14 KIAS minimum.

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1. FLIGHT CONTROLS (CONT'D)

C. Rudder System Jammed (Cont’d)

(9) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(10) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
NOTE
After touchdown, use nose wheel steering and, if necessary, differential
braking to maintain directional control, as the airplane will turn in the
direction of the jammed rudder.
END

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Flight Controls Oct 05/06

1. FLIGHT CONTROLS (CONT'D)

D. Stabilizer Trim Runaway

Indication: Abnormal/uncommanded change in pitch attitude.

Stabilizer trim changes without pilot input.
Higher or lower than normal and increasing or decreasing pitch control
forces.
(1) Control column .................................................. Assume manual control and override
runaway.
(2) Pilot’s or copilot’s STAB TRIM
DISC switch ...........................................................Press hold and release.

NOTE
1. Flight spoilers will reduce airspeed and provide nose up pitch.
2. Reducing thrust will reduce airspeed and provide nose up pitch.
STAB TRIM caution message is out or uncommanded stabilizer motion continues:
Yes
(3) STAB CH1 and CH2 HSTCU
circuit breakers
(2F8 and 4B8)................................................ Open
(4) Airspeed ....................................................... Adjust to minimize out of trim
condition.
NOTE
1. If a pull force is required, increase airspeed. If a push
force is required, decrease airspeed.
2. Do not exceed VMO /MMO or minimum maneuvering
speed as appropriate.
3. Autopilot, stabilizer trim and Mach trim are not
available.
(5) Land immediately at the nearest suitable airport.
No
(3) Airspeed ............................................................... Adjust to minimize out of trim
condition.
NOTE
1. If a pull force is required, increase airspeed. If a push force
is required, decrease airspeed.
2. Do not exceed VMO /MMO or minimum maneuvering speed
as appropriate.
3. Autopilot, stabilizer trim and Mach trim are not available.
(4) Land at the nearest suitable airport.

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1. FLIGHT CONTROLS (CONT'D)

D. Stabilizer Trim Runaway (Cont’d)

Prior to landing:
(5) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(6) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(7) Recommended FLAPS......................................... Select to 20° for landing.

CAUTION
Selection of Flaps 20 will increase nose down pitching moment
slightly, and therefore should be selected just prior to approach
in the event of a full nose down stabilizer position. Selection of
Flaps 20 significantly reduces landing field length compared to
Flaps 0.
If control forces are excessive, some relief may be gained by
adjusting airspeed or flap position. Reduced flap settings
generally reduce pull forces. Increased flap settings generally
reduce push forces.
(8) Final approach speed ...........................VREF (Flaps 45°)
+ ΔVREF for applicable flap setting.
(9) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(10) Actual landing distance .................................... Increase by factor given below:
Flaps Setting Δ VREF ALD Factor
(Degrees) (KTS)
Without Thrust Reversers With Thrust Reversers
0 30 1.80 (80%) 1.75 (75%)
20 14 1.55 (55%) 1.50 (50%)
30 7 1.40 (40%) 1.35 (35%)

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1. FLIGHT CONTROLS (CONT'D)

D. Stabilizer Trim Runaway (Cont’d)

CAUTION
Do not jettison fuel if trim runaway is in nose down direction.
Fuel jettison will cause the CG to move forward requiring a
larger pull force to counter and causing any push force to be
reduced.
Consider use of fuel jettison in the event of a nose-up trim
runaway condition.
A landing may be made with fuel in the tail tank.

WARNING

In the event of a go-around, increasing thrust will increase nose

down forces. Increase thrust slowly to avoid excessive pitch
force.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will
occur at high power settings, particularly at aft centre of gravity
light weights. This tendency is controllable with elevator and
may be minimized by ensuring that nose wheel touchdown is
achieved and nose down elevator applied, before selecting
reverse thrust.
END

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Flight Controls REV 24, Jan 11/13

1. FLIGHT CONTROLS (CONT'D)

E. Stall Recovery

Indication: Aircraft buffet, uncommanded roll, stick shaker activated and/or

stall warbler on.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Pitch attitude................................................ Lower nose to reduce angle of attack.
(3) ATS DISC switch .............................................. Depress
(4) Thrust levers..................................................... Advance to MAX POWER.
(5) Roll attitude ................................................. Wings level
(6) FLIGHT SPOILER lever ....................................... Select to RETRACT.

After airspeed increases and stall warning is extinguished:

(7) Pitch attitude......................................................... Adjust to minimize altitude loss.
(8) Thrust levers and
airplane configuration ........................................... Adjust as required.
NOTE
1. It is essential that the AOA be immediately reduced, even if this
means a loss of altitude.
2. Avoid abrupt or aggressive pitch control inputs during recovery.
Inappropriate recovery inputs can result is a secondary stall.
3. Height loss resulting from high AOA recovery, especially at cruise
altitude and/or low initial thrust conditions, can be significant and
may be in the order of thousands of feet .
END

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1. FLIGHT CONTROLS (CONT'D)

F. Overspeed Warning
Indication: Overspeed warning clacker on.
(1) Airspeed ............................................................ Reduce until less than VMO/MMO or
VFE.
END

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Fuel System Oct 05/06

1. FUEL SYSTEM
A. Low Fuel
Indication: The EICAS fuel quantities turn amber when either main tank is less than
230 kg (500 lb), or the total fuel quantity is less than 460 kg (1,000 lb).
(1) Airplane ...............................................Not more than 5°
nose up
(2) Fuel balance .........................................................Check
(3) Land at the nearest suitable airport.

NOTE
Do not attempt go-around. The minimum fuel quantity for go-around is
230 kg (500 lb) per wing (with the airplane level), and assuming a
maximum airplane climb attitude of 10° nose up.

END

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PSP 605−6
 EMERGENCY PROCEDURES Vol. 1 03−14−1
Ice and Rain Protection REV 25, Jul 08/13

1. ICE AND RAIN PROTECTION

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below, and
visible moisture in any form is encountered (such as clouds, rain,
snow, sleet or ice crystals), except when the SAT is –40°C (–40°F)
or below.
A. Wing Leading Edge Overheat
Indication: WING OVHT warning message and “WING OVERHEAT” aural on.
(1) ANTI-ICE, WING switch ....................................... Select to OFF.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice off, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message out.
After 40 seconds, WING OVHT warning message persists:
Yes
(2) BLEED AIR, 14TH STAGE, L
and R switch/lights...................................Press out to close shutoff valves.
Check L and R 14TH STAGE
CLOSED lights on.
NOTE
With both 14th stage bleed air shut-off valves closed, cowl
anti-icing, wing anti-icing and thrust reversers are not
available.
(3) ANTI-ICE, COWL L and R
switch/lights .............................................Press out to select cowl anti-ice off.
(4) Leave icing conditions.
If required:
(5) Ice Dispersal Procedure ...................... Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– ICE AND RAIN
PROTECTION – Ice Dispersal
Procedure.
− END −

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Ice and Rain Protection REV 25, Jul 08/13

1. ICE AND RAIN PROTECTION (CONT'D)

A. Wing Leading Edge Overheat (Cont’d)

No
(2) ANTI-ICE, WING switch ....................................... Select to STBY.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message on.
NOTE
WING OVHT warning message may be displayed when standby
mode is selected at high power settings (N2 above 85%).
L HEAT or R HEAT light is out and/or L (R) WING A/ICE caution message is on:
Yes
(3) BLEED AIR, 14TH STAGE,
ISOL switch/light........................................ Press in to open isolation valve.
Check 14TH STAGE ISOL
OPEN light on.
No
WING OVHT warning message re-occurs:
Yes
(3) ANTI-ICE, WING switch ............................... Select to OFF.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice off, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message out.
(4) BLEED AIR, 14TH STAGE, L
and R switch/lights...................................Press out to close shutoff valves.
Check L and R 14TH STAGE
CLOSED lights on.
NOTE
With both 14th stage bleed air shut-off valves closed, cowl
anti-icing, wing anti-icing and thrust reversers are not
available.
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1. ICE AND RAIN PROTECTION (CONT'D)

A. Wing Leading Edge Overheat (Cont’d)

(5) ANTI-ICE, COWL L and R

switch/lights .............................................Press out to select cowl anti-ice off.
(6) Leave icing conditions.
If required:
(7) Ice Dispersal Procedure ...................... Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– ICE AND RAIN
PROTECTION – Ice Dispersal
Procedure.
− END −
No
(3) No further action required.
END

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Ice and Rain Protection REV 45, Dec 04/17

1. ICE AND RAIN PROTECTION (CONT'D)

B. Fuselage/Wing Anti-Ice Duct Failure

Indication: ANTI-ICE DUCT warning message and “ANTI-ICE DUCT” aural on.
(1) ANTI-ICE, WING switch ....................................... Select to OFF.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice off, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message out.
(2) Leave icing conditions.
ANTI-ICE DUCT warning message persists (after 30 seconds):
Yes
(3) BLEED AIR, 14TH STAGE, L
and R switch/lights...................................Press out to close shutoff valves.
Check L and R 14TH STAGE
CLOSED lights on.

NOTE
With both 14th stage bleed air shut-off valves closed, cowl
anti-icing, wing anti-icing and thrust reversers are not
available.
(4) ANTI-ICE, COWL L and R
switch/lights .............................................Press out to select cowl anti-ice off.
After leaving icing conditions:
Ice accumulation is observed on the heated portion of the wing leading edge:
Yes
(5) Airspeed............................................ Increase to VMO/MMO to disperse ice, if
possible.
No
(5) No further action required.
− END −

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1. ICE AND RAIN PROTECTION (CONT'D)

B. Fuselage/Wing Anti-Ice Duct Failure (Cont’d)

No
After leaving icing conditions:
Ice accumulation is observed on the heated portion of the wing leading edge:
Yes
(3) Airspeed ................................................... Increase to VMO/MMO to disperse ice, if
possible.
Ice accumulation persists, perform manual anti-ice operation:
Yes
(4) ANTI-ICE, WING switch........................ Select to STBY.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message on.
When ANTI-ICE DUCT warning message comes on:
(5) ANTI-ICE, WING switch........................ Select to OFF.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice off, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message out.
(6) Repeat steps (4) and (5), as required.

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Ice and Rain Protection REV 40, Aug 30/16

1. ICE AND RAIN PROTECTION (CONT'D)

B. Fuselage/Wing Anti-Ice Duct Failure (Cont’d)

Impossible to remove ice from the wing leading edge:

Yes
Assure adequate stall margin:
(7) Maneuvering speed ........... Not less than
200 KIAS

WARNING

Even small accumulations of ice on the wing

leading edge can change the stall speed, stall
characteristics, or the warning margins provided
by the stall protection system.
Prior to landing:
(8) TAWS WARNING,
FLAPS OFF
switch/light ................................. Press in to mute the flap aural
warning.
(9) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................ Press in Check OFF light on.
(10) FLAPS .......................................... Select to 20° for landing.
(11) Approach speed............VREF (Flaps 45°)
+ 27 KIAS
(12) ATS DISC switch .......................Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will
not retard thrust levers at 50 feet AGL.
(13) Actual landing distance............. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.80 (80%) 1.70 (70%)

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1. ICE AND RAIN PROTECTION (CONT'D)

B. Fuselage/Wing Anti-Ice Duct Failure (Cont’d)

At 50 feet AGL:
(14) Thrust levers ................................... IDLE and do not prolong the flare.

CAUTION
With thrust reversers deployed, a nose-up
pitching tendency will occur at high power
settings, particularly at aft centre of gravity light
weights. This tendency is controllable with
elevator and may be minimized by ensuring that
nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse
thrust.
− END −
No
(3) No further action required.
END

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 EMERGENCY PROCEDURES Vol. 1 03−15−1
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM
A. Unreliable Airspeed
Indication: • Pitch attitude, thrust setting or external noise not consistent with
indicated airspeed.
• Loss of multiple airspeed indications.
• Multiple airspeed indications remain constant regardless of pitch or
thrust adjustments.
• Airspeed difference between primary flight displays is more than 10
KIAS and/or more than 15 KIAS between any primary flight display and
ISI and no reliable airspeed source can be determined.
• EFIS MISCOMP with an amber IAS flag and/or EFIS COMP INOP

NOTE
1. If doubt exists about the reliability of aircraft speed indications,
aircraft control must be established and maintained by the use of
pitch and thrust settings.
2. Autopilot may not be available.
3. No crew action is required for the following messages as they are
covered within:
• Caution messages: EFIS MISCOMP with an amber IAS flag or
EFIS COMP INOP.

(1) ATS DISC switch .............................................. Depress

(2) Autopilot ....................................................... Disconnect
(3) FDs ................................................................... Deselect
(4) Airplane Altitude .................................... Maintain a safe
altitude
If Climb or Go−Around is required:
(5) Pitch/N1 ..........................................15 degrees/TO from
SL to 15,000 ft
10 degrees / CLB
above 15,000 ft
(6) Airplane Configuration ...................... Flaps 20/ Gear Up
for Go−Around
Flaps 0 / Gear Up
once Climbing

CAUTION
Respect stall warning/stick shaker and stick pusher.

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Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)
At desired altitude:
(7) Autopilot or Flight Director (if
required and available) ............................. Engage basic
PTCH/ROLL
NOTE
1. Using the FD/autopilot in PTCH, ALT, HDG and ROLL modes will
help reduce workload.
2. If FD/autopilot engaged in PTCH mode, one click of PTCH wheel
results in 0.5 degrees of pitch change.

CAUTION
1. Do not use any FD/autopilot SPEED mode.
2. Do not use FLC mode or ATS.
(8) Pitch/N1 .................................................................... Set as per Table A.

NOTE
Leave current environmental conditions if they are considered
to be a reason for unreliable airspeed. Refer to Tables B or C
as required for climb or descent.
(9) ANTI−ICE, LH and RH COWL
switches ...................................................... As required
(10) ANTI−ICE, WING switch ............................. As required
NOTE
1. Autopilot/yaw damper should only be engaged once N1 is set.
2. Cross check AOA after setting pitch attitude.
3. Pitch/Thrust settings will give approximate level flight, and may result in slight climb or
descent. Adjust pitch to stop climb/descent.
4. Disregard low speed cue, flight path vector and airspeed trend vector as these may be
erroneous.
5. If overspeed warning sounds, select the affected AUDIO WARNING switch to mute aural and
disregard.
6. A nuisance NOSE DOOR OPEN warning message can be disregarded.
7. Altitude, Mode C and TCAS may be in error by up to 600 feet. Vertical speed indications may
also be unreliable.
8. Groundspeed indication may be unreliable.

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Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
9. FMS cruise time and fuel predictions may be incorrect.
10.Mach trim may be inoperative or operate erratically. Disengage Mach trim if erratic stabilizer
motion is observed.

Evaluate indicated airspeed sources in level flight as follows:

CAUTION
Airspeed should be considered reliable only if the following two
conditions both exist:
1. Airspeed indication is consistent with pitch, thrust and airspeed range from Table
A, and
2. Airspeed indication changes and speed trend vector are consistent with pitch
and thrust adjustments.
(11) ADC source selector ........................... Select to NORM
(12) Both PFDs and ISI ........................... Compare airspeed to expected speed range from
Table A.
(13) Determine which of the following conditions apply:
• If no indicated airspeed is considered reliable from Table A, proceed to step (14).
• If one or more airspeed source is considered reliable from Table A, proceed to step
(18).
NO RELIABLE AIRSPEED SOURCE
(14) Airspeed Indications ....................................... Disregard
(15) Pitch/N1 .................................................................... Set using Table A, B, C, D 1, D 2,
D 3 or E as appropriate for
phase of flight.
(16) Land at the nearest suitable airport.
(17) When ready to start descent, proceed to step (23)
ONE OR MORE AIRSPEED SOURCE IS CONSIDERED RELIABLE
(18) ADC source selector ............................. Confirm NORM
(19) Reliable airspeed source .....................MONITOR WITH
CAUTION
(20) Pitch/N1 .................................................................... Set using Table A, B, C, D 1, D 2,
D 3 or E as appropriate for
phase of flight and continue to
monitor reliable airspeed
source and airspeed range.

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1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

CAUTION
1. Disregard airspeed indication if at any time it becomes unreliable.
2. ADC source selector must remain in NORM position.
(21) Land at the nearest suitable airport.
(22) When ready to start descent, proceed to step (23)
Recovery to an airfield
(23) Descent ............................................Initiate when ready

CAUTION
To avoid significant flap overspeed and flap damage:
1. Transition from FLAPS 0 to FLAPS 30 must be accomplished in level flight
(Table D 1, D 2 or D 3).
2. Select FLAPS 45 at the start of final descent on the glideslope/glidepath
(Table E).

NOTE
1. Plan to intercept a long final to allow time to re−configure for
approach/landing and set pitch/N1 .
2. Plan to recover to an airfield with an ILS, LNAV or VNAV under
Visual Meteorological Conditions if possible.
(24) Unreliable aircraft systems ................................. Review • TAWS
• Windshear detection
• Landing gear warning horn
• Flap overspeed
• NOSE DOOR OPEN
warning message
(25) Actual landing distance .................................... Increase
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.25 (25%) 1.20 (20%)
NOTE
In the event of a go−around, refer to the immediate actions at the
beginning of this procedure.

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 EMERGENCY PROCEDURES Vol. 1 03−15−5
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Pitch/Thrust settings will give approximate level flight, and may
result in slight climb or descent. Interpolation is acceptable.
2. Adjust pitch to stop climb/descent.
3. If pitch is increased, REDUCE expected speed range by delta
KIAS/delta Mach.
4. If pitch is decreased, INCREASE expected speed range by delta
KIAS/delta Mach.
Table A − Level Flight − FLAPS 0
Expected
Expected
WEIGHT kg (lb) SPD Speed
RangeChange for
0.5 deg
change in
11,794 13,608 15,876 18,144 20,412 21,772 pitch
KIAS MACH
(26,000) (30,000) (35,000) (40,000) (45,000) (48,000) ΔKIAS/
ΔMach
Pitch
1.0 1.5 2.0 2.5
(°) 220 .71
40

to to 5 / 0.01
N1(%) 83.0 84.6 87.2 89.9
240 .82
AoA 0.4 0.4 0.5 0.5
Pitch
1.5 2.0 2.5 2.5 3.0
(°) 240 .69
ALTITUDE (1,000 ft)

35 to to 10 / 0.03
N1(%) 81.8 82.7 83.9 85.7 87.9
260 .80
AoA 0.4 0.4 0.4 0.4 0.5
Pitch
1.5 2.0 2.5 2.5 3.0 3.0
(°) 250
30 to 10
N1(%) 79.9 80.4 81.3 82.3 83.8 84.7
275
AoA 0.3 0.4 0.4 0.4 0.4 0.4
Pitch
1.5 2.0 2.5 2.5 3.0 3.0
(°) 250
25 to 10
N1(%) 76.3 76.7 77.5 78.3 79.5 80.3
275
AoA 0.4 0.4 0.4 0.4 0.5 0.5
If any indicated speed is outside the expected indicated airspeed range, it should be
considered UNRELIABLE.

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 EMERGENCY PROCEDURES Vol. 1 03−15−6
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Pitch/Thrust settings will give approximate level flight, and may
result in slight climb or descent. Interpolation is acceptable.
2. Adjust pitch to stop climb/descent.
3. If pitch is increased, REDUCE expected speed range by delta
KIAS/delta Mach.
4. If pitch is decreased, INCREASE expected speed range by delta
KIAS/delta Mach.
Table A − Level Flight − FLAPS 0 (Cont’d)
Expected
Expected
WEIGHT kg (lb)
SPD RangeSpeed
Change
for 0.5 deg
11,794 13,608 15,876 18,144 20,412 21,772 change in
KIAS MACH pitch
(26,000) (30,000) (35,000) (40,000) (45,000) (48,000)
ΔKIAS/
ΔMach
Pitch
1.5 2.0 2.5 3.0 3.0 3.5
(°) 250
20

to 10
N1(%) 72.9 73.3 74.0 74.9 75.9 76.7
275
AoA 0.4 0.4 0.4 0.4 0.5 0.5
Pitch
1.5 2.0 2.5 3.0 3.0 3.5
(°) 250
15

to 10
N1(%) 70.5 70.8 71.5 72.3 73.3 74.0
275
ALTITUDE (1,000 ft)

AoA 0.4 0.4 0.4 0.4 0.5 0.5

Pitch
2.0 2.5 3.5 4.0 4.5 5.0
(°) 215
10

to 5
N1(%) 58.0 58.9 60.2 61.7 63.1 63.9
230
AoA 0.4 0.4 0.5 0.5 0.6 0.6
Pitch
2.5 3.0 3.5 4.5 5.0 5.5
(°) 210
to 5
5

N1(%) 54.8 55.7 57.0 58.3 59.7 60.5

225
AoA 0.4 0.4 0.4 0.5 0.5 0.5
Pitch
2.5 3.0 3.5 4.5 5.0 5.5
(°) 210
to 5
0

N1(%) 51.9 52.7 53.9 55.2 56.5 57.3

225
AoA 0.3 0.4 0.4 0.5 0.5 0.5
If any indicated speed is outside the expected indicated airspeed range, it should be
considered UNRELIABLE. t
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 EMERGENCY PROCEDURES Vol. 1 03−15−7
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Use FD in PTCH, ALT, HDG or ROLL modes only.
2. If FD/autopilot engaged in PTCH mode, one click of PTCH wheel
results in 0.5 degrees of pitch change.

CAUTION
1. Do not use any AP/FD SPEED mode.
2. Do not use FLC mode or ATS.
Table B − Climb − FLAPS 0
Expected SPD Range
ALT (ft) Pitch (°) N1 (%) AOA (°)
KIAS MACH
0 13.5 TO 0.3 225 to 300
5000 13.0 TO 0.3 215 to 300
10000 11.5 TO 0.4 215 to 315
15000 10.0 CLB 0.4 225 to 310
20000 8.0 CLB 0.4 230 to 295
25000 6.0 CLB 0.4 255 to 305
30000 4.0 CLB 0.4 265 to 290 .70 to .76
35000 3.5 CLB 0.4 245 to 265 .73 to .78

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 EMERGENCY PROCEDURES Vol. 1 03−15−8
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Use FD in PTCH, ALT, HDG or ROLL modes only.
2. If FD/autopilot engaged in PTCH mode, one click of PTCH wheel
results in 0.5 degrees of pitch change.

CAUTION
1. Do not use any AP/FD SPEED mode.
2. Do not use FLC mode or ATS.
Table C − Descent − FLAPS 0
Expected SPD Range
ALT (ft) Pitch (°) N1 (%) AOA (°)
KIAS MACH
40000 −1.5 IDLE 0.4 230 to 255 .75 to .83
35000 −1.5 IDLE 0.4 235 to 280 .69 to .82
30000 −2.0 IDLE 0.4 235 to 305 .62 to .79
25000 −2.0 IDLE 0.4 230 to 305
20000 −2.0 IDLE 0.4 230 to 305
15000 −1.0 IDLE 0.4 215 to 280
10000 −1.0 IDLE 0.4 220 to 275
5000 −1.0 IDLE 0.4 205 to 280
0 −1.0 IDLE 0.4 205 to 280

NOTE
With anti−ice ON, increase N1 if required to obtain the minimum N2 of
78%.
• For an N1 increase of 5%, add 0.5° to the pitch from Table C.
• For an N1 increase of 10%, add 1° to the pitch from Table C.
• For an N1 increase of 15%, add 2° to the pitch from Table C.

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 EMERGENCY PROCEDURES Vol. 1 03−15−9
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Pitch/Thrust settings will give approximate level flight, and may result in slight climb or descent.
Interpolation is acceptable.
2. Adjust pitch to stop climb/descent.
3. If pitch is increased, REDUCE expected speed range by delta KIAS.
4. If pitch is decreased, INCREASE expected speed range by delta KIAS.
5. Use FD in PTCH, ALT, HDG or ROLL modes only.
6. If FD/autopilot engaged in PTCH mode, one click of PTCH wheel results in 0.5 degrees of pitch
change.

CAUTION

1. Do not use any AP/FD SPEED mode.

2. Do not use FLC mode or ATS.
To avoid significant flap overspeed and flap damage:
Transition from FLAPS 0 to FLAPS 30 must be accomplished in level flight.
Select FLAPS 45 at the start of final descent on the glideslope/glidepath.

Table D 1 − Approach − Level Flight − FLAPS 0 − GEAR UP

WEIGHT kg (lb) Expected Expected
SPD ΔKIAS
11,794 13,608 15,876 18,144 20,412 21,772 Range per 0.5°
(26,000) (30,000) (35,000) (40,000) (45,000) (48,000) KIAS Δ pitch
Pitch (°) 2.0 2.5 3.5 4.0 4.5 5.0
215 to
15

N1 (%) 61.1 62.2 63.6 65.3 67.0 68.0 5

230
AoA (°) 0.4 0.4 0.5 0.6 0.6 0.6
Pitch (°) 2.0 2.5 3.5 4.0 4.5 5.0
215 to
10
ALT (1,000ft)

N1 (%) 58.0 58.9 60.2 61.7 63.1 63.9 5

230
AoA (°) 0.4 0.4 0.5 0.5 0.6 0.6
Pitch (°) 2.5 3.0 3.5 4.5 5.0 5.5
210 to
N1 (%) 54.8 55.7 57.0 58.3 59.7 60.5 5
5

225
AoA (°) 0.4 0.4 0.4 0.5 0.5 0.5
Pitch (°) 2.5 3.0 3.5 4.5 5.0 5.5
210 to
N1 (%) 51.9 52.7 53.9 55.2 56.5 57.3 5
0

225
AoA (°) 0.3 0.4 0.4 0.5 0.5 0.5

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 EMERGENCY PROCEDURES Vol. 1 03−15−10
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Pitch/Thrust settings will give approximate level flight, and may result in slight climb or descent.
Interpolation is acceptable.
2. Adjust pitch to stop climb/descent.
3. If pitch is increased, REDUCE expected speed range by delta KIAS.
4. If pitch is decreased, INCREASE expected speed range by delta KIAS.
5. Use FD in PTCH, ALT, HDG or ROLL modes only.
6. If FD/autopilot engaged in PTCH mode, one click of PTCH wheel results in 0.5 degrees of pitch
change.

CAUTION

1. Do not use any AP/FD SPEED mode.

2. Do not use FLC mode or ATS.
To avoid significant flap overspeed and flap damage:
Transition from FLAPS 0 to FLAPS 30 must be accomplished in level flight.
Select FLAPS 45 at the start of final descent on the glideslope/glidepath.

Table D 2− Approach − Level Flight − FLAPS 20 − GEAR UP

WEIGHT kg (lb) Expected Expected
SPD ΔKIAS
11,794 13,608 15,876 18,144 20,412 21,772 Range per 0.5°
(26,000) (30,000) (35,000) (40,000) (45,000) (48,000) KIAS Δ pitch
Pitch (°) 0.5 1.0 2.0 3.0 4.0 4.5
165 to
15

N1 (%) 66.6 67.6 68.9 70.4 72.3 73.4 5

185
AoA (°) 0.3 0.4 0.4 0.5 0.5 0.5
Pitch (°) 0.5 1.0 2.0 3.0 4.0 4.5
165 to
10
ALT (1,000ft)

N1 (%) 63.1 64.0 65.2 66.6 68.4 69.4 5

185
AoA (°) 0.3 0.3 0.4 0.5 0.5 0.5
Pitch (°) 0.5 1.0 2.0 3.0 4.0 4.5
165 to
N1 (%) 59.7 60.5 61.7 63.0 64.6 65.6 5
5

185
AoA (°) 0.3 0.3 0.4 0.5 0.5 0.5
Pitch (°) 0.5 1.0 2.0 3.0 4.0 4.5
165 to
N1 (%) 56.4 57.2 58.4 59.6 61.2 62.1 5
0

185
AoA (°) 0.3 0.3 0.4 0.5 0.5 0.5

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 EMERGENCY PROCEDURES Vol. 1 03−15−11
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Pitch/Thrust settings will give approximate level flight, and may result in slight climb or descent.
Interpolation is acceptable.
2. Adjust pitch to stop climb/descent.
3. If pitch is increased, REDUCE expected speed range by delta KIAS.
4. If pitch is decreased, INCREASE expected speed range by delta KIAS.
5. Use FD in PTCH, ALT, HDG or ROLL modes only.
6. If FD/autopilot engaged in PTCH mode, one click of PTCH wheel results in 0.5 degrees of pitch
change.

CAUTION

1. Do not use any AP/FD SPEED mode.

2. Do not use FLC mode or ATS.
To avoid significant flap overspeed and flap damage:
Transition from FLAPS 0 to FLAPS 30 must be accomplished in level flight.
Select FLAPS 45 at the start of final descent on the glideslope/glidepath.

Table D 3− Approach − Level Flight − FLAPS 30 − GEAR DOWN

WEIGHT kg (lb) Expected Expected
SPD ΔKIAS
11,794 13,608 15,876 18,144 20,412 21,772 Range per 0.5°
(26,000) (30,000) (35,000) (40,000) (45,000) (48,000) KIAS Δ pitch
Pitch (°) −2.0 −1.0 0.5 1.5 3.0 3.5
160 to
15

N1 (%) 77.1 78.0 79.0 80.1 81.3 82.2 5

175
AoA (°) 0.3 0.4 0.4 0.5 0.6 0.6
Pitch (°) −2.0 −1.0 0.5 1.5 3.0 3.5
160 to
10
ALT (1,000ft)

N1 (%) 73.1 73.9 74.8 75.9 77.0 77.8 5

175
AoA (°) 0.3 0.4 0.4 0.5 0.6 0.6
Pitch (°) −2.0 −1.0 0.5 1.5 3.0 3.5
160 to
N1 (%) 69.1 69.9 70.9 72.0 73.0 73.7 5
5

175
AoA (°) 0.3 0.4 0.4 0.5 0.6 0.6
Pitch (°) −2.0 −1.0 0.5 1.5 3.0 3.5
160 to
N1 (%) 65.5 66.3 67.2 68.2 69.2 69.9 5
0

175
AoA (°) 0.3 0.4 0.4 0.5 0.6 0.6

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 EMERGENCY PROCEDURES Vol. 1 03−15−12
Instruments System REV 59, Jun 02/21

1. INSTRUMENTS SYSTEM (CONT'D)

A. Unreliable Airspeed (Cont’d)

NOTE
1. Set N1 to maintain AOA.
2. Adjust pitch as necessary to maintain required glideslope
guidance/glidepath.

CAUTION
Select FLAPS 45 at the start of final descent on the
glideslope/glidepath.
TABLE E - APPROACH - FLAPS 45 - GEAR DN - 3 DEGREE G/S
WEIGHT KG (LB) EXPECTED
ALT
11,794 13,608 15,876 18,144 20,412 21,772 SPD RANGE
(FT)
(26,000) (30,000) (35,000) (40,000) (45,000) (48,000) KIAS

Pitch (°) −3.0 −3.0 −3.0 −3.0 −3.0 −3.0

15000 N1 (%) 65.5 67.7 71.2 74.9 77.3 76.7
AoA 0.5 0.5 0.5 0.5 0.5 0.5
Pitch (°) −2.5 −2.5 −2.5 −2.5 −2.5 −2.5
10000 N1 (%) 60.8 62.5 66.3 69.8 72.8 74.6
AoA 0.5 0.5 0.5 0.5 0.5 0.5
VREF +/− 10
Pitch (°) −2.0 −2.0 −2.0 −2.0 −2.0 −2.0
5000 N1 (%) 55.9 57.9 61.4 65.0 67.9 69.4
AoA 0.6 0.6 0.6 0.6 0.6 0.6
Pitch (°) −2.0 −1.0 −1.0 −1.0 −1.0 −1.0
0 N1 (%) 52.5 53.4 56.7 59.9 62.8 64.2
AoA 0.6 0.6 0.6 0.6 0.6 0.6

END

CL−605 Flight Crew Operating Manual

PSP 605−6
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 EMERGENCY PROCEDURES Vol. 1 03−16−1
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM

A. Gear Disagree
Indication: GEAR DISAGREE warning message and “GEAR DISAGREE” aural on
and/or
One or more landing gear position indications displays red hash marks.
(1) Airspeed ............................................................ Reduce to not more than:
• Flaps 0° – 181 KIAS.
• Flaps 20° – 197 KIAS.
• Flaps 30° – 197 KIAS.
• Flaps 45° – 189 KIAS.

CAUTION
Leave hydraulic pump 3B OFF if pump was selected OFF due to a low
or decreasing pressure, or a low quantity in system No. 3.
(2) HYDRAULIC pump switches
2B and 3B............................................................. Select to ON.
GEAR DISAGREE warning message goes out and three gear position indications agree:
Yes
(3) No further action required.
− END −
No
Gear disagree occurred when LDG GEAR lever was selected UP:
Yes
(3) Accomplish manual gear extension.
− END −
No

Gear disagree occurred when LDG GEAR lever was selected DN:
(4) LDG GEAR lever .................................................. Select to UP.

NOTE
If necessary, press DN LCK REL button to release landing gear
lever.
Wait 30 seconds, then:
(5) LDG GEAR lever .................................................. Select to DN.

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 EMERGENCY PROCEDURES Vol. 1 03−16−2
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

A. Gear Disagree (Cont’d)

NOTE
1. Steps (4) and (5) may be repeated as many times as
desired.
2. Quickly cycling the landing gear lever UP then DN may also
provide a down and locked indication. For quick cycling, do
not wait for the landing gear UP indications before
re-selecting the landing gear lever down.
GEAR DISAGREE warning message goes out and three DN indications are displayed:
Yes
(6) No further action required.
− END −
No
(6) LDG GEAR lever .................................................. Select to UP.
Gear disagree persists:

CAUTION
Failure to pull the LANDING GEAR MANUAL RELEASE handle to its
full extension may prevent successful landing gear extension.

NOTE
The force required to operate the LANDING GEAR MANUAL
RELEASE handle is greater than 40 pounds. The flight crew may
choose to reposition the seat prior to handle deployment. In safe flight
conditions, the flight crew may also choose to stand up to pull the
handle.
(7) LANDING GEAR MANUAL
RELEASE handle .................................................. PULL to full extension.

NOTE
The NOSE DOOR OPEN warning message may be displayed when the
LANDING GEAR MANUAL RELEASE handle is pulled. If the nose
landing gear is in transition, this message will be inhibited.
(8) LDG GEAR lever .................................................. Select to DN.
Gear disagree persists:
Yes
(9) HYDRAULIC pump switches
3A and 3B..................................................... Select to OFF.
(10) Hydraulic pressure.........................................Verify system 3 pressure is
decreasing.

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 EMERGENCY PROCEDURES Vol. 1 03−16−3
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

A. Gear Disagree (Cont’d)
NOTE
Hydraulic system 3 pressure is decreased to 200 psi, in
order to remove all hydraulic pressure from the landing
gear system.
When hydraulic system 3 pressure is less than 200 psi:
(11) HYDRAULIC pump switches
3A and 3B..................................................... Select to ON.
(12) Landing gear indication ................................Check for three DN indications.
Gear disagree persists:
Yes
(13) Landing Gear Up/Unsafe
Landing Procedure .......................Accomplish Refer to Landing Gear
Up/Unsafe Landing Procedure
in this section.
− END −
No

CAUTION
Do not stow LANDING GEAR MANUAL RELEASE handle until
gear locking pins are installed.
Nose wheel steering may not be available upon landing even if
the STEERING INOP caution message is not displayed.
(9) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
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 EMERGENCY PROCEDURES Vol. 1 03−16−4
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

B. Landing Gear Lever Jammed in the UP Position

(1) Airspeed ............................................................ Reduce to not more than:
• Flaps 0° – 181 KIAS.
• Flaps 20° – 197 KIAS.
• Flaps 30° – 197 KIAS.
• Flaps 45° – 189 KIAS.
(2) HYDRAULIC pump switches
2B and 3B............................................................. Select to ON.

CAUTION
Failure to pull the LANDING GEAR MANUAL RELEASE handle to its
full extension may prevent successful landing gear extension.

NOTE
The force required to operate the LANDING GEAR MANUAL
RELEASE handle is greater than 40 pounds. The flight crew may
choose to reposition the seat prior to handle deployment. In safe flight
conditions, the flight crew may also choose to stand up to pull the
handle.
(3) LANDING GEAR MANUAL
RELEASE handle .................................................. PULL to full extension.

NOTE
1. The NOSE DOOR OPEN warning message may be displayed when
the LANDING GEAR MANUAL RELEASE handle is pulled. If the
nose landing gear is in transition, this message will be inhibited.
2. The GEAR DISAGREE warning message will appear with the LDG
GEAR lever jammed in the UP position if any landing gear is not in
its uplock.

(4) Landing gear indication ........................................Check for three DN indications.

Any landing gear fails to lock in the down position:
Yes
(5) HYDRAULIC pump switches
3A and 3B..................................................... Select to OFF.
(6) Hydraulic pressure.........................................Verify system 3 pressure is
decreasing.
NOTE
Hydraulic system 3 pressure is decreased to 200 psi, in
order to remove all hydraulic pressure from the landing
gear system.
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 EMERGENCY PROCEDURES Vol. 1 03−16−5
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

B. Landing Gear Lever Jammed in the UP Position (Cont’d)

When hydraulic system 3 pressure is less than 200 psi:
(7) HYDRAULIC pump switches
3A and 3B..................................................... Select to ON.
(8) Landing gear indication ................................Check for three DN indications.
Gear disagree persists:
Yes
NOTE
1. The LANDING GEAR MANUAL RELEASE handle
can be cycled more than once during this
procedure. Cycling of the LANDING GEAR
MANUAL RELEASE handle should be performed if
the flight crew experienced difficulty with the initial
pull.
2. The Gear DN Disagree procedure can be repeated
more than once.
(9) Landing Gear Up/Unsafe
Landing Procedure .......................Accomplish Refer to Landing Gear
Up/Unsafe Landing Procedure
in this section.
− END −
No
Prior to landing:
(5) NOSE STEER switch ........................................... Select to OFF.

CAUTION
Do not stow LANDING GEAR MANUAL RELEASE handle until
gear locking pins are installed.
Nose wheel steering will not be available upon landing.
(6) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
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 EMERGENCY PROCEDURES Vol. 1 03−16−6
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

C. Landing Gear Up/Unsafe Landing Procedure

NOTE
1. IF ONE MAIN LANDING GEAR IS UP OR UNSAFE, hold applicable
wing up for as long as possible. Maintain directional control with
rudder and nosewheel steering (if considered safe). When wing
touches the ground, apply asymmetrical braking for directional
control.
2. IF NOSE LANDING GEAR IS UP OR UNSAFE, relocate
passengers (if possible) to obtain aft CG. Trim stabilizer nose-up
after touchdown. Gently lower the nose before elevator
effectiveness is lost.
3. IF ALL WHEELS ARE UP OR UNSAFE, perform a nose high
attitude touchdown, but do not reduce touchdown speed below stick
shaker speed.
4. IF BOTH MAIN LANDING GEAR CANNOT BE LOCKED,
consideration should be given to landing with all wheels up.

PRELIMINARY
(1) Descent ...................................................................Plan to reduce fuel to the minimum,
if possible, while retaining
sufficient fuel to make a
controlled, powered approach.
PREPARATION
(1) Crew ........................................................ Alert and brief type of emergency, time
available, airplane attitude
after landing and exits
available for use.
(2) ATC .......................................................................Notify
(3) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select both to ON.
(4) Loose equipment ................................................ Secure stow all loose equipment in
the flight compartment.
(5) TAWS circuit breaker (1B13)................................. Open to silence TAWS aural
warnings.
Check TAWS FAIL status
message on.
(6) AUDIO WARNING switches ............................DISABLE to silence DCU aural alerts.
Check DCU 1 and 2 AURAL
INOP status messages on.
(7) Shoulder harness ........................................... Tightened and locked.

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1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

C. Landing Gear Up/Unsafe Landing Procedure (Cont’d)

APPROACH
(1) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
(2) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select manual mode.
Check PRESS CONT
MANUAL light on.
(3) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select UP and hold.
(4) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required
When depressurized:
(5) BLEED AIR, L and R 10TH
STAGE BLEED switch/lights ...........................Press out to close both SOVs.
Check L and R 10TH STAGE
CLOSED lights on.
(6) FLAPS .................................................................. Select to 45°.
(7) EMER LTS switch ................................................ Select to ON.
Check EMER LTS ON status
message on.
(8) Brace for impact ....................................................Order over the PA system,
“BRACE–BRACE–BRACE”.
BEFORE IMPACT
(1) Airplane attitude ............................................... Maintain a nose high attitude.
(2) Ground/landing field .......................................... Contact with minimum forward speed,
but not less than stick shaker
speed, and at a minimum sink
rate.
AFTER LANDING
(1) Thrust levers................................................. SHUT OFF

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1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

C. Landing Gear Up/Unsafe Landing Procedure (Cont’d)

Any gear extended:
Yes
(2) HYDRAULIC pump switches
3A and 3B..................................................... Select to ON, until landing gear is
secured with locking pins.
No
(2) Emergency Evacuation Procedure .............. Accomplish Refer to EMERGENCY
EVACUATION – Emergency
Evacuation Procedure in this
chapter.
END

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1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

D. Main Landing Gear Bay Overheat Warning

Indication: MLG BAY OVHT warning message and “GEAR BAY OVERHEAT” aural
on.
(1) Airspeed ............................................................ Reduce to 197 KIAS.
(2) LDG GEAR lever .................................................. Select to DN.

MLG BAY OVHT warning message persists:

Yes
(3) LDG GEAR lever .................................... Leave DN
(4) Airspeed ..........................................Do not exceed
250 KIAS
(5) Land at the nearest suitable airport.
− END −
No
(3) Flight................................................................ Continue with gear down, for minimum
of 5 minutes.
(4) LDG GEAR lever .................................................. Select to UP.
END

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1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

E. Nose Door Fails Open

Indication: NOSE DOOR OPEN warning message and “NOSE DOOR” aural on.
(1) Airspeed ............................................................ Reduce to prevent structural damage
to nose gear doors, as follows:
• Flaps 0° – 181 KIAS.
• Flaps 20° – 197 KIAS.
• Flaps 30° – 197 KIAS.
• Flaps 45° – 189 KIAS.
(2) LDG GEAR lever .................................................. Select to DN.
(3) Land at the nearest suitable airport.

NOTE
Use of LANDING GEAR MANUAL RELEASE handle will cause NOSE
DOOR OPEN warning message to be displayed.

END

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1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

F. Parking Brake On
Indication: PARKING BRAKE warning message, and “CONFIG BRAKES” aural on.
On ground (both engines N1 greater than 70%):
Yes
(1) Thrust levers................................................ Retard
(2) Parking brake ...................................... As required
− END −
No
In flight:
(1) Parking brake handle ...........................................Check released.
PARKING BRAKE warning message persists:
Yes

CAUTION
Inboard and outboard anti-skid systems are inoperative.
Extreme caution is required during braking to avoid tire
damage or blowout. Maximize use of reverse thrust.
(2) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.05 (105%) 1.65 (65%)
− END −
No
(2) No further action required.
END

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1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

G. Excessive Asymmetry or Loss of Braking

If excessive asymmetry or loss of braking is observed:

(1) Wheel brakes ....................................................Release momentarily.
(2) ANTI SKID switch ................................................. Select to OFF.
(3) Wheel brakes .................................................. Re-apply as required.

CAUTION
Extreme caution is required during braking to avoid tire damage or
blowout. Maximize use of reverse thrust.
END

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1. PASSENGER DOOR
A. Passenger Door Failure
Indication: PASSENGER DOOR warning message and “DOOR” aural on (when engines
are running).

NOTE
The passenger door warning comes on whenever two or more of the
six door/handle sensors indicate that the door is open.

On ground:
Yes
(1) Passenger door ............................................Check correctly secured:
• Passenger door inner
handle in the down and
latched position.
• Passenger door inner
T-handle pulled to stow the
outer handle, and the green
locked flag is visible.
• PASSENGER DOOR warning
message out.
− END −
No

In flight:
(1) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in to depressurize the airplane.
Check the following:
• EMER DEPRESS caution
message on, and
• CABIN ALT caution
message on at 8,500 feet
cabin altitude.
• CABIN ALT warning
message and “CABIN
PRESSURE” aural on at
10,000 feet cabin altitude.

CAUTION
Do not attempt to pressurize the airplane.
(2) Land at the nearest suitable airport.

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1. PASSENGER DOOR (CONT'D)

A. Passenger Door Failure (Cont’d)

(3) Emergency Descent Procedure .......................... Initiate to safe altitude.

Refer to AIR-CONDITIONING
AND PRESSURIZATION –
Emergency Descent
Procedure in this chapter.
END

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1. AURAL/VISUAL WARNING SYSTEM

A. Configuration Warning
Indication: The following configuration warning messages and aurals come on when
advancing thrust levers to take-off power (greater than 70% N1):
WARNING MESSAGE AURAL WARNING
CONFIG AP “CONFIG AUTOPILOT”
CONFIG FLAPS “CONFIG FLAPS”
CONFIG SPOILERS “CONFIG SPOILERS”
CONFIG STAB “CONFIG TRIM”
PARKING BRAKE “CONFIG BRAKES”
(1) Take-off ................................................................Reject
(2) Airplane configuration........................................ Confirm Check the position of the
following items:
• Autopilot;
• Flaps;
• Spoilers;
• Stabilizer; and
• Parking brake.
Erroneous configuration messages and aurals occur:
Yes
(3) Weight-on-Wheels Output
Fault procedure ................................... Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– LANDING GEAR, WHEEL
AND BRAKE SYSTEM –
Weight-on-Wheels Output
Fault.
− END −
No
(3) No further action required.
END

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CHAPTER 4 - NORMAL PROCEDURES

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 04−00−1

PREFACE
General 04−01−1
Airplane Preparation Procedures 04−01−1
Normal Procedures 04−01−2

GENERAL INFORMATION
General 04−02−1
Normal Procedures 04−02−1
Normal Checklists 04−02−1
Panel Scan Sequence 04−02−2

STANDARD CALLOUTS
General 04−03−1
Callouts During Take-Off 04−03−1
Callouts During Climb 04−03−2
Callouts During Descent 04−03−2
Callouts During Approach 04−03−2
Callouts During Approach and Landing 04−03−3
Callouts During Go-Around 04−03−4
Callouts During Landing Roll 04−03−4

AIRPLANE PREPARATION
Airplane Preparation 04−04−1
General 04−04−1
External Safety Inspection (First Flight of the Day) 04−04−1
Normal Power-Up Check (First Flight of the Day) 04−04−7
External Walkaround 04−04−13
Systems Check 04−04−20

ENGINE STARTING
Engine Starting 04−05−1
Before Start Check 04−05−1

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Page

ENGINE STARTING
Start Check 04−05−4
Engine Start Procedure (APU Assist) 04−05−5
Engine Start Procedure (External Air with AC Power) 04−05−9
Engine Start Procedure (Battery and External Air) 04−05−12
Engine Start Procedure (Cross-Bleed) 04−05−17
Failure to Start Procedure 04−05−18
After Engine Start Check 04−05−19

TAXIING AND TAKE - OFF

Taxiing and Take-Off 04−06−1
Taxi Check 04−06−1
Take-Off Check 04−06−6
Normal Take-Off Procedure 04−06−9
High Crosswind Take-Off Procedure 04−06−13
Rolling Take-Off Procedure 04−06−16
After Take-Off Procedure 04−06−18
After Take-Off Check 04−06−19

CLIMB, CRUISE AND DESCENT

Climb, Cruise and Descent 04−07−1
Climb Check 04−07−1
Cruise Check 04−07−3
Descent Check 04−07−4
In Range Check 04−07−8

APPROACH AND LANDING

Approach and Landing 04−08−1
Approach 04−08−1
Maneuvering and Approach Speeds 04−08−1
Holding 04−08−2
Precision (ILS/PAR) Approach 04−08−3
Non-Precision Approach 04−08−6
Circling Approach 04−08−9
Standard Visual Approach 04−08−11
Before Landing Check 04−08−13

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APPROACH AND LANDING

Go-Around Procedure 04−08−15
Touch-and-Go Landing Procedure 04−08−16
Full Stop Landing Procedure 04−08−17
Bounced Landing 04−08−18
After Landing Check 04−08−19
Hard Landing 04−08−20

SHUTDOWN
Shutdown 04−09−1
Shutdown Check 04−09−1

TERMINATING
Terminating 04−10−1
Securing Check 04−10−1

LIST OF ILLUSTRATIONS

GENERAL INFORMATION
Figure 04−02−1 Panel Scan Sequences 04−02−2

AIRPLANE PREPARATION
Figure 04−04−1 External Safety Inspection 04−04−2

APPROACH AND LANDING

Figure 04−08−1 Precision (ILS/PAR) Approach 04−08−5
Figure 04−08−2 Non-Precision Approach 04−08−8
Figure 04−08−3 Circling Approach 04−08−10
Figure 04−08−4 Standard Visual Approach 04−08−12

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 NORMAL PROCEDURES Vol. 1 04−01−1
Preface REV 36, Nov 27/15

1. GENERAL
This chapter informs the crew about normal procedures which are necessary for the safe and
orderly operation of the CL600, Model 2B16 Challenger airplane (Serial No. 5701 to 6049).
Normal procedures are presented in the form of a sequence of steps, with relevant expanded
information.
Generally, all items of a given procedure are intended to prepare the airplane for the next phase
of flight. The procedure items are listed for each phase of flight (BEFORE START – TAXI etc.), in
a standardized scan of the flight compartment panels or equipment, except where required by the
logic of action priority.
Besides standardization, this scan:
• Enables the flight crew to more readily memorize the required items,
• Ensures that all necessary actions have been performed in the most efficient manner, and
• Minimizes the time required.

2. AIRPLANE PREPARATION PROCEDURES

There are two possible ways to perform airplane preparation procedure:
• To perform the complete procedure including all actions prescribed in this manual, or
• To perform the reduced procedure following the same scan (as detailed in the complete
procedure), omitting mainly system tests and functional checks to the extent indicated by
brackets designated “ ” in the expanded procedure.
The omit sign “ ” in the procedure guides means either the associated step is completely
omitted or some actions out of it are omitted.
The reduced procedure ensures correct positions of all controls and flight instruments for a safe
and economic airplane operation.
The complete airplane preparation procedure is required after an airplane maintenance check,
higher than a transit stop check, before every originating flight and before the first flight of the
day.
It rests upon the judgement of the flight crew to perform the reduced procedure in all other cases,
provided there is no doubt that all safety aspects are covered.
The “ 1 ” sign in the procedure guides means that the associated procedure or step is
accomplished only on the first flight of the day.
The “ 2 ” sign in the procedure guides means that the associated procedure or step is
accomplished only on the last flight of the day.

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Preface Oct 05/06

3. NORMAL PROCEDURES
Normal procedures for each flight are performed by recall (memory). After completion of a given
procedure, the related normal checklist is used to ascertain that the airplane is prepared and safe
for the next phase of flight. This requires that all safety items and some selected determinant
operational items be included in the checklist.
All crew members must report to the pilot-in-command all abnormalities discovered during
airplane and systems inspections and checks.

NOTE
Throughout all normal procedures, even when not specifically written, it
is assumed that crew members pay continuous attention to the airplane
systems through periodic checks of the various instruments, displays
and circuit breaker panels.

All checklists which have to be performed on the ground are initiated at the command of the pilot
with every crew member at his/her station.
All checklists which have to be performed in flight are initiated at the command of the PF with
every crew member at his/her station. However, when the copilot is the pilot-flying, the
pilot-in-command will still retain the final authority for all actions directed or performed.
Some normal procedures, which are not routine at the same point of each flight, will be found in
Chapter 6; SUPPLEMENTARY PROCEDURES.

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General Information Oct 05/06

1. GENERAL
Normal Procedures describe actions which are necessary for routine airplane operation:
• The sequence of procedures follow the natural phases of flight.
• The sequence of actions in a procedure follow a standardized scan of panels or equipment,
except when required by system logic or priority.
• For all crew actions, relevant expanded information is provided.
All actions (or steps) of a procedure must be performed, for the following reasons:
• They are required to operate the airplane safely in the related phase of flight.
• To prepare the airplane for the following phase of flight.
They should be performed by the assigned crew member, to ensure coordinated and safe
operation.

2. NORMAL PROCEDURES
Normal procedures are usually performed by recall (memory), with the exception of less
frequently used procedures, wherein reference to the FCOM is recommended.
During the airplane preparation, the complete pre-flight checks must always be performed:
• For every originating flight (flight crew’s first flight of the day), or
• After any non-routine maintenance action, or
• After the airplane was left unattended by qualified personnel, or
• If there is any crew doubt about the airplane status.

3. NORMAL CHECKLISTS
Normal checklists are used to ensure that a standard flight compartment and airplane
configuration, covering all safety aspects, is achieved.
Normal checklists are used after the appropriate procedures have been completed. Normal
checklists are read by the copilot when the airplane is on the ground and by the pilot-not-flying
(PNF) when the airplane is in flight.
After the complete pre-flight check or the reduced check procedure is completed, the pilot
requests the checklist (pre-flight items) from the copilot. All on-ground checklists (except pre-flight
and taxi) are initiated by the pilot by stating “.....items”, triggering the copilot to do the necessary
actions. After completion, the copilot offers the respective checklist by announcing its title. The
pilot commands reading (or not) by saying: “go-ahead” or “standby”.
Normal checklists are of two types; the challenge and response type, and the silent type. In the
challenge and response checklist, the applicable crew member shall respond to the challenge
after having verified the existing configuration. The other crew member shall then cross-check,
whenever feasible, the validity of the response. The challenger shall wait for the response before
proceeding with the checklist. If the actual configuration is not in accordance with the checklist
standard, corrective action shall be initiated. If corrective action is not possible, the response
must be modified to reflect the actual situation.
The silent checklist is accomplished by the designated crew member, and does not warrant any
response or verification from the other crew member.
In both checklists, however, the applicable crew member shall announce “checklist completed”,
upon completion.

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4. PANEL SCAN SEQUENCE

Figure 04−02−1 illustrates the panel scan sequence recommended when accomplishing
preflight checks.

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Standard Callouts Oct 05/06

1. GENERAL
This section contains information pertaining to crew member responsibility during various phases
of airplane operation.
Orders (callouts requesting a physical action) will be acknowledged by repeating the order prior
to initiating the action, to prevent incorrect responses. This will be followed by a further
acknowledgment when the system has reached the desired position. Other callouts will be
acknowledged by the word “check”.

2. CALLOUTS DURING TAKE-OFF

CREW
CONDITION CALL
MEMBER
When PF starts to advance thrust levers to take-off
Set thrust – time PF
power
When takeoff thrust is set Thrust – set PNF

When PFD shows:

80 knots 80 knots PNF
At V1 V1 PNF
At VR Rotate PNF
At V2 V2 PNF

When take-off is to be rejected (for any reason) Reject – max brakes Pilot
Positive rate PNF
When positive rate of climb is attained
Gear up PF
LDG GEAR lever up and EICAS indicates 3 white UP
Gear up – Indicated PNF
lights on
At V2 + 10 to 15 KIAS Speed mode PF
When speed mode is engaged on FCP Speed mode – set PNF
At 320 feet AGL, minimum Autopilot – On PF
When autopilot is engaged Autopilot – set PNF
Conditions for flaps retraction are fulfilled Flaps up PF
When EICAS indicates flaps at zero degrees Flaps up – Indicated PNF
Climb thrust,
Conditions for reduction to climb thrust are fulfilled PF
After Take-off Check
When climb thrust is set Climb thrust - set PNF
After Take-off Check –
When AFTER TAKE-OFF CHECK is completed PNF
Complete

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3. CALLOUTS DURING CLIMB

CREW
CONDITION CALL
MEMBER
Passing transition altitude Transition altitude PNF
1,000 feet before reaching clearance altitude or flight
1,000 feet to go PNF
level

4. CALLOUTS DURING DESCENT

CREW
CONDITION CALL
MEMBER
1,000 feet before reaching clearance level or altitude 1,000 feet to go PNF
Passing transition level Transition level PNF

5. CALLOUTS DURING APPROACH

CREW
CONDITION CALL
MEMBER
Conditions for initial flaps extension are fulfilled Flaps 20 PF
When EICAS indicates flaps at 20 degrees Flaps 20 – Indicated PNF
When localizer course bar starts to move from full
Localizer alive PNF
scale deflection
When glideslope pointer starts to move downward Glideslope alive PNF

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6. CALLOUTS DURING APPROACH AND LANDING

CREW
CONDITION CALL
MEMBER
Gear down,
When at the appropriate segment of the approach PF
Before Landing Check
When landing gear is down and EICAS indicates 3
Gear down – 3 greens PNF
green DN lights on
Before Landing Check –
When BEFORE LANDING CHECK is completed PNF
Complete
Conditions for flaps extension to 30 degrees/45
Flaps 30/45 PF
degrees are fulfilled
When EICAS indicates flaps at 30 or 45 Flaps 30/45 – Indicated PNF
Final approach fix (by
At final approach fix (FAF) Both
name)
If maximum localizer deviation is exceeded Localizer PNF
If maximum glideslope deviation is exceeded Glide path PNF
If maximum speed deviation is exceeded Speed PNF
If maximum descent rate is exceeded Sink rate PNF
If maximum altitude deviation is exceeded Altitude PNF
At 500 AGL (Precision approaches) 500 feet AGL PNF
At 100 feet above decision height (DH) or decision
100 above Decision PNF
altitude (DA)
At decision height (DH) or decision altitude (DA) Decision PNF
At 100 feet above Minimum Descent Altitude (MDA) 100 above MDA PNF
At Minimum Descent Altitude (MDA) Minimums PNF
At Missed Approach Point (MAP) Missed approach point PNF
At the MAP or DH/DA, when visual reference is
Landing PF
established
At pilot’s decision to become PF I have control Pilot
At minimum height for autopilot use, if still engaged Autopilot – disengage PNF

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7. CALLOUTS DURING GO-AROUND

CREW
CONDITION CALL
MEMBER
At the MAP or DH/DA and the runway is not in sight
Go-Around PF
or at any instance when a go-around is called for
While advancing the thrust levers to the vertical
Go-Around thrust PF
position
When Go-Around thrust is set Go-Around thrust – set PNF
While achieving G/A attitude and thrust Flaps 20 PF
When EICAS indicates flaps at 20 degrees Flaps 20 – Indicated PNF
Positive rate PNF
When positive rate of climb is attained
Gear up PF
EICAS indicates 3 white UP lights on Gear up – Indicated PNF

8. CALLOUTS DURING LANDING ROLL

CREW
CONDITION CALL
MEMBER
EICAS page L and R REV ARMED advisory message
Two greens PNF
is on at 70 knots
When Pilot wants to take control I have control Pilot

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Airplane Preparation Oct 05/06

1. AIRPLANE PREPARATION
A. General
Before power (electrical, hydraulic or pneumatic) can be safely applied to the airplane, the
external safety inspection must be made, either by qualified technical/maintenance ground
staff or by the pilot. Once power has been applied to the airplane, the pilot performs the
external walkaround and the systems check (if required).
The normal power-up check and the systems check are required:
• Before the airplane’s first flight of the day, or
• After a crew change, or
• After any related non-routine maintenance action, or
• If the airplane was left unattended by qualified personnel, or
• If the pilot-in-command has any doubt about the airplane status.
B. External Safety Inspection (First Flight of the Day)
This procedure must be performed before entering an airplane which has been left
unattended, or which is taken over from maintenance responsibility. This procedure must be
followed to ascertain that no obvious unsafe conditions exist prior to applying power (AC or
DC, pneumatic or hydraulic) to the airplane. All panels, not required for the safety inspection,
will be understood as closed and secured.
These procedures should be performed on through flights if there is any doubt that all safety
aspects of the prevailing situation can be covered.
During cold weather operations, the flight crew must ensure that the airplane fuselage, wings
and tail surfaces are free from ice, snow or frost (Refer to Chapter 6; SUPPLEMENTARY
PROCEDURES – COLD WEATHER OPERATION).
Start the inspection at the top of the boarding stairs, proceed in the direction indicated in
Figure 04−04−1 and terminate at the bottom of the passenger stair unit.

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1. AIRPLANE PREPARATION (CONT'D)

B. External Safety Inspection (First Flight of the Day) (Cont’d)

External Safety Inspection

Figure 04−04−1

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1. AIRPLANE PREPARATION (CONT'D)

B. External Safety Inspection (First Flight of the Day) (Cont’d)
AIRPLANE DOCUMENTATION
(1) Maintenance status ..............................................Check Ensure that airplane
maintenance status is in
accordance with Minimum
Equipment List (MEL) and
Configuration Deviation List
(CDL) requirements.
LEFT FORWARD FUSELAGE
(1) Probe covers .................................................. Removed
(2) Oxygen blowout plug ............................................. Intact
NOSEWHEEL AND GEAR
(1) Chocks ............................................................. Installed
(2) Towbar ........................................................ As required
(3) ADG safety pin ................................................. Installed
(4) Downlock safety pin ......................................... Installed
(5) Brake accumulator gauges (2) .............................Check Ensure pressure is between
700 and 800 psi.
(6) Circuit breakers (JB6)..........................................Closed
(7) Position of nosewheel ..........................................Check Ensure steering angle is within
nominal operating range of
±55°.
(8) Fluid leaks ............................................................Check
(9) Covers/mooring lines...................................... Removed
RIGHT FORWARD FUSELAGE
(1) Probe covers .................................................. Removed

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Airplane Preparation REV 22, Mar 16/12

1. AIRPLANE PREPARATION (CONT'D)

B. External Safety Inspection (First Flight of the Day) (Cont’d)
RIGHT MAIN GEAR
(1) Chocks ........................................................ As required
(2) Wheel covers.................................................. Removed
(3) Fluid leaks ............................................................Check
(4) No. 3 hyd. accumulator gauge .............................Check Nominal pressure is 1,450 to
1,550 psi at 10°C (50°F).
If pressure is less than
1,200 psi, verify that pressure
drop is less than 250 psi per
hour, and ensure that
pressure prior to departure is
750 psi minimum.
(5) Downlock safety pin ......................................... Installed
RIGHT WING
(1) Flight control area and surfaces ............................ Clear Ensure proper clearance of all
flight control surfaces from all
ground equipment or other
obstructions. Ensure surfaces
clear of dirt, sand, ice, snow or
frost.
(2) Flap position ........................................................... Note
(3) Static wicks........................................ Condition/secured
(4) Fluid leaks ............................................................Check
(5) Picket/mooring lines ....................................... Removed
(6) Fuel NACA vent cover .................................... Removed Ensure vent is clear of any
obstructions or contaminants.
Check for evidence of fuel
spillage.
(7) Fuel vent relief cover ...................................... Removed
(8) Overwing fuel caps ........................................... Secured
RIGHT REAR FUSELAGE
(1) Intake & exhaust covers ................................. Removed Ensure that the following
areas are clear:
• RH engine (intake/exhaust)
• APU (exhaust)
• Ram air (dorsal intake)
• RH pack (exhaust)
(2) Fluid leaks ............................................................Check

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Airplane Preparation REV 30, Oct 01/14

1. AIRPLANE PREPARATION (CONT'D)

B. External Safety Inspection (First Flight of the Day) (Cont’d)
EMPENNAGE
(1) Flight control area and surfaces ............................ Clear Ensure proper clearance of
horizontal stabilizer and
elevators from all ground
equipment, buildings, trees or
other obstructions. Ensure
surfaces are clear of dirt,
sand, ice, snow or frost.
(2) Fluid leaks ............................................................Check
(3) Static wicks...........................................................Check
AFT EQUIPMENT BAY
(1) Rear fuse service lights ............................................. On
(2) APU enclosure .....................................................Check
(3) Engine firex bottles (2) ........................ Normal Pressure
(4) APU firex bottle ................................... Normal Pressure
(5) No. 1 & 2 hyd. systems ........................................Check
(6) No. 1 & 2 hyd. accumulator
gauges..................................................................Check Nominal pressure is 1,450 to
1,550 psi at 10°C (50°F).
If pressure is less than
1,200 psi, verify that pressure
drop is less than 250 psi per
hour, and ensure that
pressure prior to departure is
750 psi minimum.
(7) Circuit breakers (JB5)..........................................Closed
(8) Engine oil refill system..........................................Check
(9) Area security and condition ..................................Check
(10) Rear fuse service lights ............................................. Off
(11) Bay door .................................................. Secure/closed Check proximate area for
potential FOD items.
LEFT REAR FUSELAGE
(1) Intake & exhaust covers ................................. Removed Ensure that the following
areas are clear:
• LH engine (intake/exhaust)
• APU (inlet)
• LH pack (exhaust)
(2) Fluid leaks ............................................................Check

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Airplane Preparation REV 30, Oct 01/14

1. AIRPLANE PREPARATION (CONT'D)

B. External Safety Inspection (First Flight of the Day) (Cont’d)
LEFT WING
(1) Flight control area and surfaces ............................ Clear Ensure proper clearance of all
flight control surfaces from all
ground equipment or other
obstructions. Ensure surfaces
clear of dirt, sand, ice, snow or
frost.
(2) Flap position ........................................................... Note
(3) Static wicks........................................ Condition/secured
(4) Fluid leaks ............................................................Check
(5) Picket/mooring lines ....................................... Removed
(6) Fuel NACA vent cover .................................... Removed Ensure vent is clear of any
obstructions or contaminants.
Check for evidence of fuel
spillage.
(7) Fuel vent relief cover ...................................... Removed
(8) Overwing fuel cap............................................. Secured
LEFT MAIN GEAR
(1) Chocks ........................................................ As required
(2) Wheel covers.................................................. Removed
(3) Fluid leaks ............................................................Check
(4) Downlock safety pin ......................................... Installed
ENTERING AIRPLANE
(1) Enplaning area ............................................. Clear, safe Tarmac and walkway to
airplane clear of fluids,
lubricants or ice. Area clear of
proximate vehicles or ground
equipment.
(2) Boarding lights..................................................Checked

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Airplane Preparation REV 15, Jun 28/10

1. AIRPLANE PREPARATION (CONT'D)

C. Normal Power-Up Check (First Flight of the Day)
This is a check to determine if airplane systems are in a configuration to safely place AC
electrical power on the airplane busses. These procedures should be performed on through
flights (enroute stops) if there is any doubt that all safety aspects of the prevailing situation
can be covered. Completion of this check ensures that there will be no danger to the airplane
and/or personnel when powering the systems. This check should be executed prior to
assuming normal crew positions.
(1) Airplane and Flight Pubs ................................. On board Verify that airplane
documentation, official
documents, operating manual,
quick reference handbook and
navigation kits are aboard.
(2) Circuit breakers (panels 1 – 4) ............................Closed
NOTE
Refer to Chapter 1; INTRODUCTION – GENERAL, Circuit Breaker
Reset for Bombardier Aerospace philosophy and policy with respect to
the resetting of tripped circuit breakers.
(3) Cabin and flight compartment
emergency equipment ..........................................Check Verify condition and security of
the following:
• Crash axe
• Halon fire extinguishers
• Life vests (under seats)
• Oxygen masks
• Flashlights
• Portable breathing
equipment
(4) Hydraulic pump switches...................................... Select to OFF.
(5) NOSE STEER switch ........................................... Select to OFF.
(6) LDG GEAR lever ...................................................... Set to DN.
(7) FLIGHT SPOILER lever ....................................... Select to RETRACT.
(8) FLAPS ..................................................................Check Lever and surface position
should agree. If not, reposition
FLAPS lever to the actual
surface position.
(9) ADG manual release .......................................... Stowed

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1. AIRPLANE PREPARATION (CONT'D)

C. Normal Power-Up Check (First Flight of the Day) (Cont’d)
(10) BATT MASTER switch ......................................... Select to ON.
NOTE
1. Flight compartment standby lights come on when the battery bus is
powered and normal AC power is off.
2. When using the main battery as the only source of power, do not
exceed 5 minutes of operation, as there will be insufficient cooling of
the displays.

NOTE

On airplanes 5701 to 5978:

When starting the APU on ground, after selecting battery ON, wait
a minimum of 3 minutes before selecting APU generator ON to
avoid a nuisance AUTO TAIL XFER caution message.

(11) DC ELECTRICAL page ........................................ Select and check that battery voltage
is sufficient for APU start.
Check that:
• APU BATT above 22 VDC.
• MAIN BATT above 22 VDC.
(12) Firex monitor system ............................................... Test 1

(a) FIREX MONITOR, ENG

BOTTLE 1 and 2 switches............................ Select to TEST, and hold.
Check the following advisory
messages come on:
• L ENG SQUIB 1 OK.
• L ENG SQUIB 2 OK.
• R ENG SQUIB 1 OK.
• R ENG SQUIB 2 OK.
(b) FIREX MONITOR, ENG
BOTTLE 1 and 2 switches.........................Release Check that the messages
given above for both engine
bottle squibs go out.
(c) FIREX MONITOR, APU
BOTTLE switch............................................. Select to TEST, and hold for 5
seconds.
Check the following advisory
messages on:
• APU SQUIB 1 OK.
• APU SQUIB 2 OK.

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1. AIRPLANE PREPARATION (CONT'D)

C. Normal Power-Up Check (First Flight of the Day) (Cont’d)
(d) FIREX MONITOR, APU
BOTTLE switch..........................................Release Check the following advisory
messages stay on
momentarily and then go out:
• APU SQUIB 1 OK.
• APU SQUIB 2 OK.
(13) Fire detection systems ............................................ Test 1

(a) FIRE DET switch .......................................... Select to WARN.

Hold switch in this position for
10 seconds and check:
• Fire bell on.
• “JETPIPE OVERHEAT”
aural on.
Also check that:
The following warning
messages are on:
• L and R ENG FIRE.
• APU FIRE.
• L and R JETPIPE OVHT.
The following switch/lights on:
• LH and RH ENG FIRE
PUSH.
• APU FIRE PUSH.
• BOTTLE 1 and 2 ARMED
PUSH TO DISCH.
• (APU) BOTTLE ARMED
PUSH TO DISCH.
All indications go out when
switch released.
(b) FIRE DET switch .......................................... Select to FAIL.
Hold the switch in this position
and check that the following
caution messages come on:
• L and R FIRE FAIL.
• APU FIRE FAIL.
• L and R JETPIPE OVHT
FAIL.
Messages go out when switch
released.
(14) EXTERNAL LTS, NAV switch .............................. Select to ON.

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Airplane Preparation REV 25, Jul 08/13

1. AIRPLANE PREPARATION (CONT'D)

C. Normal Power-Up Check (First Flight of the Day) (Cont’d)
(15) APU (if required)..................................................... Start Ensure that operating
limitations/envelope is
considered.
NOTE
The APU, PWR FUEL switch/light must be selected off between each
APU start attempt. The APU, PWR FUEL switch/light should be firmly
pressed once only. If pressed twice, an immediate shutdown may
occur.
(a) AC POWER, APU GEN switch..................... Select to OFF.
(b) BLEED AIR, APU LCV
switch/light ....................................................Check pressed out.
(c) APU, PWR FUEL switch/light .................... Press in Check APU readouts
displayed on EICAS page.
(d) APU, START/STOP switch/light ................ Press in and check the following:
• START light on.
• 35 to 45% rpm – START
light out.
• 95% rpm + 4 seconds
(approx) – AVAIL light on.
• 100% rpm + 15 seconds
(approx) – APU GEN OFF
caution message on.
NOTE
1. APU BATTERY OFF caution message may appear momentarily
during APU start.
2. If time permits, allow APU rpm to stabilize at 100% for 2 minutes
before applying bleed air load.
After APU RPM and EGT have stabilized:
(e) AC POWER, APU GEN switch..................... Select to ON.

If APU and AC external power are not available:

(15) Start engine using battery and
external air...................................................... Complete then go to step (22).

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Airplane Preparation REV 11, Feb 17/09

1. AIRPLANE PREPARATION (CONT'D)

C. Normal Power-Up Check (First Flight of the Day) (Cont’d)
(16) Electrics (AC and DC) ................................. Established Check the following:
• Voltage, frequency and load
indications are normal, and
all AC busses powered and
lit on AC electrical page.
• TRUs are on-line, and
voltage and load indications
are normal on DC electrical
page.
• All DC busses powered and
lit, and battery chargers
operating on DC electrical
page.
(17) Lamps...................................................................... Test 1

(a) LAMP TEST switch....................................... Select to 1 and hold.

Check all switch/lights come
on.
Release switch and check all
switch/lights go out.
(b) LAMP TEST switch....................................... Select to 2 and hold.
Check all switch/lights come
on.
Release switch and check all
switch/lights go out.
(18) Bleed leak detection ................................................ Test 1

(a) BLEED AIR, DUCT MON

switch.................................................................Set to TEST. Check that:
• L and R DUCT FAIL lights
(10th and 14th) are on.
• L and R 10TH DUCT warning
messages on.
• L and R 14TH DUCT warning
messages on.
• “BLEED AIR DUCT” aural
on.
• ANTI-ICE DUCT warning
message on.
• DUCT TEST OK advisory
message on.

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Airplane Preparation REV 11, Feb 17/09

1. AIRPLANE PREPARATION (CONT'D)

C. Normal Power-Up Check (First Flight of the Day) (Cont’d)
(b) BLEED AIR, DUCT MON
switch.................................................................Set to LOOP A. Check that:
• No warning messages
come on.
• LOOP A TEST OK advisory
message on.
(c) BLEED AIR, DUCT MON
switch.................................................................Set to LOOP B. Check that:
• No warning messages
come on.
• LOOP B TEST OK advisory
message on.
(d) BLEED AIR, DUCT MON
switch.................................................................Set to NORM.
Check that no warning
messages come on.
(19) BLEED AIR, APU LCV switch/light.................... Press in to open load control valve.
Check APU LCV OPEN light
on.
(20) BLEED AIR, 10TH STAGE ISOL
switch/light ......................................................... Press in to open isolation valve.
Check ISOL OPEN light on.
(21) AIR-CONDITIONING, L and R
PACK switch/lights ............................................ Press in to turn on packs.
Check L and R PACK OFF
lights out.
(22) FMS .............................................................Set Position Select POS INIT on FMS
status page.

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Airplane Preparation REV 29, Jul 11/14

1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround
NOTE
A symbol indicates the requirement to wear ear protection.
The external walkaround is primarily a visual check to ensure that the overall condition of the
airplane and its visible components and equipment are safe for the following flight phases.
NOTE
The external walkaround may be omitted if qualified maintenance
personnel have performed this inspection.
Prior to each flight, the flight crew or maintenance staff shall verify that the airplane condition
is acceptable for flight.
Even though not noted individually, the airplane and its visible components must be checked
for the following:
• Proximate area is free of potential FOD items;
• Passenger walkway and boarding stairs are safe and clear;
• Flight control surfaces are unobstructed and free from ice, snow or frost;
• All vents, ports, intakes and exhausts are unobstructed;
• Tire condition is acceptable;
• No evidence of wheel/brake overheat;
• Wheel brake wear pins (2 on each wheel) are visible;
• Condition of skin (visible damage) on radome section, fuselage, wings, nacelles, pylons,
and empennage;
• All access panels, not actually involved in maintenance, are secured;
• Pitot-static probes for evidence of freezing, severe discoloration, condition and security.
LEFT UPPER FUSELAGE (FORWARD)
(1) Pass door emergency light ..............................Condition
(2) Oxygen blowout plug ............................................. Intact
(3) Alternate static port ............................................... Clear
(4) AOA vane ............................................................... Free
movement/condition
(5) Standby pitot probe ............................................... Clear
(6) Ice detector probe ................................................. Clear
(7) Pitot-static probe ................................................... Clear
(8) Radome ................................................. Check, secured
(9) External lights .......................................................Check
(10) Windshields, windows ..........................................Check
(11) Nose landing lights ..........................................Condition

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1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround (Cont’d)
NOSEWHEEL AND GEAR

WARNING

Hydraulically operated nose doors open and shut rapidly. Stay clear
when doors are operated.
(1) Area security ......................................................Verified
(2) Wheel chocks .............................................. As required
(3) Tires and wheels .............................................Condition
(4) Oleo extension .....................................................Check
(5) Steering actuator ..................................................Check
(6) Rear door .............................................................Check
NOTE
If abnormal resistance is felt during pin extraction, do not remove pin.
Leave pin in place and request maintenance checkout.
(7) Downlock safety pin ......................................... Remove
(8) ADG safety pin ................................................. Remove
RIGHT UPPER FUSELAGE (Forward)
(1) External AC power service door ....................... Secured
(2) ADG door ......................................................... Secured
(3) Oxygen service door ........................................ Secured
(4) Pitot-static probe ................................................... Clear
(5) Ice detector probe ................................................. Clear
(6) TAT probe ............................................................. Clear
(7) AUX AOA probe .................................................... Clear
(8) AOA vane ............................................................... Free
movement/condition
(9) Alternate static port ............................................... Clear
(10) Refuel/defuel adapter door............................... Secured
(11) Wing inspection lights......................................Condition
(12) Refuel/defuel panel door .................................. Secured
(13) Overwing emergency lights (3)........................Condition
(14) Overwing emergency exit ................................. Secured

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Airplane Preparation REV 32, Mar 18/15

1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround (Cont’d)
RIGHT LOWER FUSELAGE (Forward)
(1) Antennae ..............................................................Check ATC, ADF, TCAS (if installed),
VHF 2 and DME 1.
RIGHT MAIN GEAR (Front)
(1) Area security ......................................................Verified
(2) Wheel chocks .............................................. As required
(3) Tires and wheels .............................................Condition
(4) Brakes and wear pins ...........................................Check
(5) Gear door ......................................................... Secured
NOTE
If abnormal resistance is felt during pin extraction, do not remove pin.
Leave pin in place and request maintenance checkout.
(6) Downlock safety pin ......................................... Remove
(7) Downlock dust cover ........................................ Installed
RIGHT WING
(1) Fuel filler caps (2) ............................................. Secured
(2) Landing and taxi lights.....................................Condition
(3) Leading edge...................................................Condition
(4) Leading edge sealant ......................................Condition
(5) Engine intake......................................................... Clear
(6) Ram air inlet .......................................................... Clear
(7) Upper wing surface .........................................Condition
(8) Lower wing surface .........................................Condition
(9) Wing anti-ice exhaust louvres ............................... Clear
(10) Fuel and water drains ...........................................Check
(11) Fuel vent valve .....................................................Check
(12) Navigation and strobe lights ............................Condition
(13) Winglet ............................................................Condition
(14) Static dischargers (7) ......................................Condition
(15) Flight control surfaces ........................................... Clear Ensure proper clearance of all
flight control surfaces from all
ground equipment or other
obstructions. Ensure surfaces
clear of any contaminants.
(16) Trailing edge....................................................Condition

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Airplane Preparation REV 15, Jun 28/10

1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround (Cont’d)
(17) Aileron .............................................................Condition
(18) Flaps................................................................Condition
(19) Flight spoiler ....................................................Condition
(20) Ground spoilers ...............................................Condition
(21) NACA vent............................................................. Clear
RIGHT MAIN GEAR (Aft)
(1) Area security ......................................................Verified
(2) Tires and wheels .............................................Condition
(3) Oleo extension .....................................................Check
(4) Brakes and wear pins ...........................................Check
RIGHT FUSELAGE (Aft)
(1) Engine anti-ice blowout plug ....................... Check/flush
(2) Engine cowls ..................................... Condition/secured
(3) Thrust reverser ................................................... Stowed
(4) Engine drains ........................................................ Clear
(5) Engine fuel vent ports............................................ Clear
(6) Engine exhaust/jetpipe ........................... Condition/clear
(7) Engine pylon....................................................Condition

WARNING

APU exhaust danger area (15 feet).

(8) APU exhaust .......................................... Condition/clear
(9) External DC power door ................................... Secured
EMPENNAGE
(1) Flight control surfaces ........................................... Clear Ensure proper clearance of all
flight control surfaces from all
ground equipment or other
obstructions. Ensure surfaces
clear of any contaminants.
(2) Horizontal stabilizer .........................................Condition
(3) Vertical stabilizer .............................................Condition
(4) Elevators .........................................................Condition
(5) Rudder.............................................................Condition
(6) Static dischargers (12) ....................................Condition

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Airplane Preparation REV 32, Mar 18/15

1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround (Cont’d)
(7) Navigation and strobe lights ............................Condition
(8) Tail vent ................................................................. Clear
(9) Antennae ..............................................................Check VOR/LOC (both sides of fin),
and HF.
(10) Dump mast ............................................. Condition/clear
AFT EQUIPMENT BAY
(1) Bay door ........................................................... Secured
LEFT LOWER FUSELAGE (Aft)
(1) Antennae .........................................................Condition Marker beacon, Radio
altimeter (2) and DME 2.
(2) APU enclosure drains............................................ Clear
LEFT UPPER FUSELAGE (Aft)
(1) External ground air door ................................... Secured
(2) Engine pylon....................................................Condition
(3) Engine exhaust/jetpipe ........................... Condition/clear
(4) Thrust reverser ................................................... Stowed
(5) Engine cowls ..................................... Condition/secured
(6) Engine fuel vent ports............................................ Clear
(7) Engine drains ........................................................ Clear
(8) Engine anti-ice blowout plug ....................... Check/flush
CARGO BAY
(1) Cargo bay door............................................ As required
LEFT MAIN GEAR (Aft)
(1) Area security ......................................................Verified
(2) Tires and wheels .............................................Condition
(3) Oleo extension .....................................................Check
(4) Brakes and wear pins ...........................................Check
LEFT WING
(1) NACA vent............................................................. Clear
(2) Flight control surfaces ........................................... Clear Ensure proper clearance of all
flight control surfaces from all
ground equipment or other
obstructions. Ensure surfaces
clear of any contaminants.
(3) Ground spoilers ...............................................Condition
(4) Flaps................................................................Condition
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1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround (Cont’d)
(5) Flight spoiler ....................................................Condition
(6) Aileron .............................................................Condition
(7) Trailing edge....................................................Condition
(8) Static dischargers (7) ......................................Condition
(9) Navigation and strobe lights ............................Condition
(10) Winglet ............................................................Condition
(11) Leading edge...................................................Condition
(12) Leading edge sealant ......................................Condition
(13) Fuel vent valve .....................................................Check
(14) Fuel and water drains ...........................................Check
(15) Lower wing surface .........................................Condition
(16) Wing anti-ice exhaust louvres ............................... Clear
(17) Upper wing surface .........................................Condition
(18) Engine intake......................................................... Clear
(19) Fuel filler cap .................................................... Secured
(20) Landing and taxi lights.....................................Condition
LEFT MAIN GEAR (Front)
(1) Area security ......................................................Verified
(2) Tires and wheels .............................................Condition
(3) Brakes and wear pins ...........................................Check
(4) Gear door ......................................................... Secured
NOTE
If abnormal resistance is felt during pin extraction, do not remove pin.
Leave pin in place and request maintenance checkout.
(5) Downlock safety pin ......................................... Remove
(6) Downlock dust cover ........................................ Installed
LEFT UPPER FUSELAGE (Forward)
(1) Wing inspection lights......................................Condition
(2) Antennae ..............................................................Check VHF 1, ATC 1 and TCAS.
BEFORE ENTERING AIRPLANE
(1) NLG door safety switch ........................................Check Set to FLT/CLOSE DOOR.

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Airplane Preparation Oct 05/06

1. AIRPLANE PREPARATION (CONT'D)

D. External Walkaround (Cont’d)
ENTERING AIRPLANE
(1) Door area security ..............................................Verified
(2) Pax door vent flap ............................................Checked 1

If door is closed and locked:

(a) Passenger door outer handle
trigger plate.....................................................Push and as the outer handle
comes out of the housing,
check that the vent flap
(flapper door) springs open.
If door is fully open:
(a) Passenger door vent flap
(flapper door) ................................................Check for spring tension by pulling
door vent flap outboard, to
verify that spring has not
disconnected.
(3) Stairs ................................................................Checked
(4) Gear and safety pins ....................................... On board

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Airplane Preparation REV 24, Jan 11/13

1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check
During the systems check, the airplane systems and components are checked and configured
for the coming phases of flight.
The systems check will be performed by the flight crew, as applicable. Only the RH side
console and RH instrument panel items are checked by the copilot.
The external and internal pre-flight checks will be accomplished by the pilot and the co-pilot
prior to the start of this check.
COCKPIT
(1) Seat and harness ................................................. Adjust Set seat to full aft position.
Fasten lap belt and shoulder
harness. Adjust height to
obtain optimum eye reference
position using indicator on
center windscreen post.
Check that seat position is not
restrictive when moving the
control column full forward and
full aft.
NOTE
The correct eye reference position is obtained by adjusting the seat so
that the white ball appears to cover the orange ball. The resulting eye
level should be approximately in the centre of the windshield (Refer to
Vol. 2, Chapter 1; AIRPLANE GENERAL – CREW SEATS).
(2) Rudder pedals ...................................................... Adjust to allow full travel when the
knees are straightened.
When nosewheel area is confirmed clear:
(3) Hydraulic pump 3A ............................................... Select to ON.
(4) Nosewheel door ....................................................Close

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
SIDE CONSOLES
(1) Oxygen system.....................................................Check
(a) Crew oxygen system pressure .....................Check the following:
• Oxygen supply, pressure
and quantity are sufficient.
• OXY LO PRESS caution
message out.
(b) Crew oxygen masks .....................................Check that the masks are fully
operational. Check the
following:
• Flow indicator indicates
oxygen flow,
• 100% is operational, and
• Oxygen flow sound is
picked up by mask
microphone.
(c) Passenger oxygen........................................ Select to NORMAL.
(2) AUDIO WARNING switch/lights ................. Guarded/Off
(3) Cockpit voice recorder...........................................Press and hold TEST.

NOTE
When the Recording Independent Power Supply (RIPS) battery
is being charged, testing of the cockpit voice recorder will not be
possible. Wait 10 minutes for the battery to recharge and repeat
the test.
OVERHEAD PANEL
(1) ELECTRICAL POWER panel ...............................Check
(a) BATT MASTER switch ................................. Select to ON.
(b) AC POWER, APU GEN switch.............As required
(c) AC POWER, GEN 1 and 2
switches........................................................ Select to OFF/RESET.
(d) Switch/lights..................................................Check all lights out.
(2) APU panel ................................................... As required

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(3) HYDRAULIC panel ...............................................Check

CAUTION
Ensure that the nose wheel area and flight control surface areas are
clear before selecting hydraulic power.
(a) Hydraulic synoptic page ............................... Select
(b) Fluid quantities/temperatures .......................Check
(c) PUMP 3A pressure.......................................Check
(d) PUMP 3A switch........................................... Select to OFF.
(e) PUMP 3B switch........................................... Select to ON.
Check 3A pump outline is
white.
(f) PUMP 1B, and 2B switches.......................... Select to ON.
Check that HYD 1 and HYD 2
LO PRESS caution messages
out.
(g) PUMP 1B, 3B and 2B switches .................... Select to AUTO.
(h) PUMP 3A switch........................................... Select to ON.
Check that no hydraulic
system caution messages are
on.
(i) EICAS page.................................................. Select
(4) Miscellaneous/external lighting
panel.....................................................................Check
(a) BOARD switch......................................As required
(b) CABIN switch........................................As required
(c) OVHD selector......................................As required
(d) NAV switch ................................................... Select to ON.
(e) A/COLL switch.............................................. Select to OFF.
(f) WING-INSP switch ...............................As required
(g) IND LTS switch.....................................As required

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(5) LANDING, RECOG TAXI LTS
panel.....................................................................Check
(a) LEFT switch.................................................. Select to OFF.
(b) NOSE switch ................................................ Select to OFF.
(c) RIGHT switch ............................................... Select to OFF.
(d) RECOG TAXI LTS switch............................. Select to OFF.
(6) Start/IGNITION panel ...........................................Check
(a) L and R ENG START
switch/lights ....................................................... Off
(b) IGNITION, A, B and CONT
switch/lights ....................................................... Off Check that IGNITION A, B and
CONT ON lights are out.
(7) FUEL panel ..........................................................Check
(a) BOOST PUMP switch/lights .........................Check INOP lights on.
(b) X/FLOW switch/lights ..............................Press out Check ON and OPEN lights
out.
(c) TAIL TANK TRANSFER and
DUMP switch/lights..................................Press out Check lights out.
(d) EICAS page..................................................Check tank quantities and balance.
(8) AIR CONDITIONING panel ..................................Check
(a) CKPT mode selector .........................................Set to NORM.
(b) CABIN mode selector ........................................Set to NORM.
(c) RAM AIR switch/light ....................................Check pressed out.
(d) CKPT TEMP control switch ..................As required
(e) CABIN TEMP control switch.................As required
(9) ELT ....................................................................... Select to ARM.
(10) CABIN PRESSURIZATION panel ........................Check
(a) EICAS page..................................................Check cabin differential pressure
zero, cabin altitude at
approximately field elevation
and cabin rate of climb zero.
(b) MAN ALT switch ...................................... Centered
(c) MAN RATE selector ......................... Full decrease
(d) PRESS CONT switch/light.......................Press out Check MANUAL light out.
(e) EMER DEPRESS switch/light .................Press out Check ON light out.
(f) Automatic pressure controller............................Set field elevation, barometer and
rate.
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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(11) BLEED AIR panel .................................................Check
(a) 14TH STAGE, L switch/light .................. Pressed in Check CLOSED light out.
(b) 14TH STAGE ISOL switch/light...........Pressed out Check OPEN light out.
(c) 14TH STAGE, R switch/light ................. Pressed in Check CLOSED light out.
(d) 10TH STAGE, L switch/light ................Pressed out Check CLOSED light on.
(e) 10TH STAGE, R switch/light ...............Pressed out Check CLOSED light on.
(12) ANTI-ICE panel ....................................................Check
(a) WING switch................................................. Select to OFF.
(b) L and R HEAT lights .....................................Check lights out.
(c) COWL switch/lights ......................................Check pressed out.
(d) WSHLD/WIND and PROBES
switches........................................................ Select to OFF.

On airplanes with Supplemental Ground Wing Anti-Icing:

(13) Wing Anti-Ice Switch ............................................... Test 1

(a) ANTI-ICE, WING switch ...............................Check selected to OFF.

Check WING A/ICE ON
advisory message out.
(b) SUPP GND WING ANTI-ICE,
SYS switch/light............................................Check pressed out.
(c) ANTI-ICE, COWL L and R
switch/lights ............................................... Press in to select cowl anti-ice on.
Check L and R COWL A/ICE
caution messages out.

NOTE
If L or R COWL A/ICE caution message comes on
immediately, wing anti-ice switch has failed and
maintenance is required.
(d) ANTI-ICE, COWL L and R
switch/lights .............................................Press out to select cowl anti-ice off.

(14) Ice detector.............................................................. Test 1

(a) ANTI-ICE, TEST switch ................................ Select to DET.

Check ICE caution message
on.
(15) PASS SIGNS panel ..............................................Check
(a) NO SMKG switch.......................................... Select to ON.
(b) SEAT BLTS switch ....................................... Select to ON.
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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(16) EMER LTS panel..................................................... Test 1

(a) EMER LTS switch......................................... Select to OFF.

Check EMER LTS OFF caution
message on.
(b) EMER LTS switch......................................... Select to ON.
Check the following:
• Emergency lights are on.
• EMER LTS ON status
message on.
(c) EMER LTS switch......................................... Select to ARM.
Check the following:
• Emergency lights are off.
• EMER LTS ON status
message out.
(17) Standby compass .................................................Check Compare headings with pilot’s
and copilot’s HSIs on the PFD
and MFD.

NOTE
Heading information may be affected by magnetic disturbances created
by ground equipment.
GLARESHIELD
(1) MASTER WARNING/CAUTION
switch/lights .....................................................Press out Check lights out.
(2) BARO knobs............................................................. Set barometric readout on the
primary flight displays to
station pressure.
(3) SPEED knob ............................................................ Set speed bug.
(4) ALT knob .................................................................. Set preselected altitude.
SIDE PANELS
(1) Audio control panel...................................... As required
(2) STALL PROT PUSHER switches......................... Select to ON.

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
INSTRUMENT PANELS
NOTE
Ensure that display brightness is adjusted properly (using respective
OFF/BRT switches) for the existing lighting conditions.
(1) Primary flight displays ..........................................Check Normal indications.
Cross-check ADIs and RMIs.
(2) Multifunction displays ...........................................Check Normal indications and
messages.
(3) Integrated Standby Instrument ................... Cross-check
(4) GPS clock...................................................... Check/Set to correct local time.
(5) SUPP GND WING ANTI-ICE
panel (if installed) .................................................Check
(a) TEST and SYS switch/lights.........................Check pressed out.
Check TEST ON, TEST OK
and OFF lights out.
(b) TEMP lights ..................................................Check lights out.
UPPER PEDESTAL
(1) HORN switch .................................................... Guarded
(2) ANTI-SKID switch.............................................. ARMED Check that no A/SKID
INBD/OUTBD caution
messages are on.
(3) MLG overheat detection system...........................Check 1

(a) MLG BAY OVHT TEST, OVHT

switch............................................................ Select to OVHT and hold.
Check the following:
• MLG BAY OVHT warning
message on.
• “GEAR BAY OVERHEAT”
aural message on.
Release switch and check that
warning and aural messages
go out.
(b) MLG BAY OVHT TEST, FAIL
switch............................................................ Select to FAIL and hold.
Check MLG OVHT FAIL
caution message on.
Release switch and check that
caution message goes out.

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(4) TAWS WARNING, TERRAIN OFF
switch/light ............................................................ Select as required.
(5) TAWS WARNING, FLAPS OFF
switch/light ............................................................Check pressed out.
(6) TAWS WARNING, RAAS OFF
switch/light (if installed) ........................................Check pressed out.
(7) PITCH and ROLL DISC handles .................... In/stowed
(8) GND SPOILERS switch ....................................... Select to AUTO.
(9) THRUST REVERSER panel ................................Check
(a) THRUST REVERSER, L and R
switches........................................................ Select to ARMED.
Check the following:
• L and R REV ARMED
advisory messages on.
• LH and RH UNLK lights out.
• L and R REV UNLOCKED
caution messages out.
(b) EMER STOW switch/lights ...........................Check pressed out.
(10) FLIGHT SPOILER lever ................................. Retracted
(11) Thrust levers..................................Checked/SHUT OFF
(12) FLAPS ..................................................................Check setting agrees with flight
control page.
CENTRE PEDESTAL
(1) Engine vibration....................................................... Test 1

(a) VIB switch..................................................... Select to TEST. Check the following:

• VIB icon displayed on N2
gauges or adjacent to N2
readout.
• FAN VIB readout of
3.5 ±0.1 mils (amber) or
VIB icon displayed on N1
gauges in compressed
display format.
(2) ENG SPEED, LH and RH
switches................................................................ Select to ON.

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(3) Aural warning system ...........................................Check 1

(a) AURAL WARN TEST switch ........................ Select to 1 and release.

Check that all dedicated
tones, chimes and voice
messages within data
concentrator unit 1 come on.
(b) AURAL WARN TEST switch ........................ Select to 2 and release.
Check that all dedicated
tones, chimes and voice
messages within data
concentrator unit 2 come on.
NOTE
Re-selection of the TEST switch during the test will cancel the aural
messages.
(4) Stall protection system .........................................Check 1

NOTE
To ensure a successful test, all items within the following test must be
verified to have occurred in the sequence indicated.
Both SPS TEST switches must be operated simultaneously.
(a) Stabilizer trim switch..................................... Select to NOSE DN and hold until
trim is 0 units.
(b) FLIGHT CONTROLS page........................... Select
(c) STALL PROT, PUSHER
switches........................................................ Select to ON.
(d) SPS TEST, L and R switches....................... Select TEST and hold.
Check STALL FAIL caution
message comes on.

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
During test:
(e) SPS TEST INDICATORs...............................Verify that both test indicator needles
sweep counter clockwise
passed the red region and
then sweep clockwise back to
the red region and remain
there.
Check the following:
• IGNITION A, B and CONT
ON lights come on.
• IGNITION A and B advisory
messages come on.
within the yellow region:
• Stick shakers are activated.
within the red region:
• Stick pusher is activated.
STALL lights flash.
Stall aural warning sounds.
While in stick pusher mode:
(i) Pilot’s AP/SP DISC switch .................Press Stick pusher is de-activated.
(ii) Pilot’s AP/SP DISC switch .............Release Stick pusher is re-activated.
(iii) Copilot’s AP/SP DISC
switch.................................................Press Stick pusher is de-activated.

NOTE
During copilot’s AP/SP DISC test, the control column
will take several seconds to go back to neutral
position. Copilot should pull (override) control column
and note diminished feel force loads while pressing
the AP/SP DISC switch.
(iv) Copilot’s AP/SP DISC
switch.............................................Release Stick pusher is re-activated.
(v) FLIGHT CONTROLS page ...............Check right elevator surface pointer
indicates full travel or copilot
control column is against
forward stop.
(vi) G SWITCH........................................ Select TEST and hold.
Stick pusher is de-activated.
(vii) G SWITCH.....................................Release Stick pusher is re-activated.

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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(f) SPS TEST, L and R switches....................Release Check the following:
• STALL FAIL caution
message out.
• Stick pusher de-activated.
• Stick shakers de-activated.
• IGNITION A, B and CONT
ON lights out.
• IGNITION A and B advisory
messages out.
• STALL lights out.
• Stall aural warning stops.
(5) DCP ............................................................. As required
(6) CCP ............................................................. As required
(7) Radios/Avionics ........................................................ Set
(8) Flight control trim systems....................................Check 1

(a) STAB TRIM, CH 1 and MACH

TRIM switch/lights ..................................... Press in Check STAB CH 2 INOP status
message on.
Check for independent CH 1
operation from both stabilizer
trim switches in both
directions, until trim clacker is
activated.
(b) Copilot’s STAB TRIM DISC
switch.............................................................Press Check the following:
• STAB TRIM caution
message on.
• MACH TRIM caution
message on.
• Stabilizer trim is inoperative.
(c) STAB TRIM, CH 2 and MACH
TRIM switch/lights ..................................... Press in Check STAB CH 1 INOP status
message on.
Check for independent CH 2
operation from both stabilizer
trim switches in both
directions, until trim clacker is
activated.
(d) Pilot’s STAB TRIM DISC switch ....................Press Check the following:
• STAB TRIM caution
message on.
• MACH TRIM caution
message on.
• Stabilizer trim is inoperative.
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1. AIRPLANE PREPARATION (CONT'D)

E. Systems Check (Cont’d)
(e) STAB TRIM CH 1 and CH 2
switch/lights ............................................... Press in to engage CH 1 and CH 2.
Check the following:
• STAB CH 1 and CH 2 INOP
status messages out.
• STAB TRIM caution
message out.
(f) MACH TRIM switch/light............................ Press in to engage Mach trim.
Check MACH TRIM caution
message out.
(g) Aileron and rudder trims ...............................Check for free movement in both
directions.
Set at neutral for take-off.
(9) YD 1 and YD 2 switch/lights .............................. Press in to engage. Check that the
YAW DAMPER caution
message is out.
(10) CDU and MFD TUNE INHIBIT
switches...........................................................Press out
(11) Reversionary selectors ............................................. Set to NORM.
(12) AFCS SEL ................................................... As required
(13) IRS reversionary selectors .......................... As required
(14) FMS 3 selector (if installed) ......................... As required
(15) LANDING GEAR MANUAL
RELEASE handle ............................................... Stowed
(16) ADG handle ........................................................ Stowed
(17) ADG AUTO DEPLOY CONTROL
switch ................................................................... Select to LAMP. Check that TEST
light illuminates.

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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING
A. Before Start Check
(1) Gravity crossflow ..................................................Check
(a) FUEL, GRAVITY XFLOW
switch/light ................................................. Press in to open gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light on.
(b) FUEL, GRAVITY XFLOW
switch/light ...............................................Press out to close gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light out.

CAUTION
Do not leave the fuel system in manual or gravity crossflow while the
airplane is on the ground. Uneven ground surface may create fuel
imbalance.
(2) Windshield/window heat .......................................... Test
(a) ANTI-ICE, WSHLD/WIND
L and R switches .......................................... Select to HI.
(b) ANTI-ICE, WSHLD/WIND,
TEST switch ..................................................Press and hold. Check the following:
• L and R WSHLD HEAT OK
advisory messages on.
• L and R WINDOW HEAT OK
advisory messages on.
(c) ANTI-ICE, WSHLD/WIND
L and R switches .......................................... Select as required.
(3) Wing overheat detection system ............................. Test
(a) ANTI-ICE, TEST switch ................................ Select to WING. Check the following:
• WING OVHT warning
message on.
• “WING OVERHEAT” aural
on.
• WING L HEAT and R HEAT
lights on.
• WING A/ICE TEST OK
advisory message on.

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1. ENGINE STARTING (CONT'D)

A. Before Start Check (Cont’d)
(4) CABIN PRESSURIZATION, LDG
ALT selector ............................................................. Set the following:
• Destination airfield altitude.
• Desired cabin pressure rate
of change.
• Barometric pressure.
(5) EFIS altimeters (2) and Integrated
Standby Instrument altimeter (1) .............................. Set all three altimeters to the
departure field elevation.

CAUTION
Reduced vertical separation with terrain may be encountered in
mountainous terrain if altimeter is incorrectly set and LNAV is armed for
departure.
(6) EFIS .................................................... Set for departure Review and disposition any
boxed annunciations or
reversion indications.
(7) CAS ..................................................................Checked
(8) Brakes and anti-skid system ................................Check
(a) PARKING BRAKE ........................................ Select to off.
Check PARKING BRAKE ON
advisory message out.
(b) ANTI SKID, ARMED switch .......................... Select to ARMED.
(c) ANTI SKID, TEST switch.............................. Select to TEST momentarily.
Check A/SKID IN TEST
advisory message on.
After approximately 6
seconds, check A/SKID IN
TEST advisory message out.
NOTE
Anti-skid system is inoperative if the A/SKID IN TEST advisory message
does not come on during test.
Anti-skid system is inoperative if A/SKID INBD (OUTBD) caution
message comes on during test.
(d) PARKING BRAKE ........................................ Select to on.
Check PARKING BRAKE ON
advisory message on.

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1. ENGINE STARTING (CONT'D)

A. Before Start Check (Cont’d)
(9) All FMS ..................................................................... Set route, performance, and
departure/arrival.
(10) FMS .................................................................... Review and disposition messages.
NOTE
For any SBAS covered airspace (US RNAV routes, SIDs, and STARs),
it is not required to run a pre-flight prediction of RAIM availability along
the intended route if no satellites are NOTAM’d as out of service over
the intended route.
For non-SBAS covered airspace, certain operations may require that
an appropriate prediction program, such as Rockwell Collins part
number 832-3443-008 or equivalent, be used prior to departure for
RAIM availability along the intended route.
(11) Radios/Navaids ................................... Set for departure
(12) Take-off data ............................................................ Set Ensure N1, V1, VR, V2, VT and
stabilizer trim are set for
take-off.
(13) Take-off briefing ............................................. Complete
An adequate crew briefing, covering the important aspects of a particular take-off, is a
must, and cannot be overemphasized. It is the responsibility of the pilot to ensure that
the flight crew is familiar with the pertinent take-off and departure procedures, and any
emergency which may arise. The following items are recommended for review:
• Type of take-off required for the existing weather and runway conditions,
• Runway conditions,
• Anti-icing requirements,
• N1 thrust setting, V speeds and bug settings,
• Airspeed calls,
• Rejected take-off considerations and procedures,
• SID or departure procedures as per clearance,
• Obstacle clearance requirements,
• Emergency plan and any other condition which may alter the normal take-off profile,
• Any questions, clarifications or other pertinent details (MEL/CDL).

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1. ENGINE STARTING (CONT'D)

B. Start Check
NOTE
If push-back is required, release parking brake and turn off nosewheel
steering. Safety pins can be removed and stowed for the push-back.
Audio or visual communication with ground crew must be maintained at
all times during the push-back. When push-back is complete, reset
parking brake.
(1) Passenger door ...................................................Closed Check DOOR CLOSED
advisory message on.
(2) Fuel quantity and balance ....................................Check the following:
• Fuel quantity is within flight
plan minimum.
• Fuel contents are properly
balanced.
• Fuel temperature is within
normal limits.
(3) BEACON switch (if installed) ................................ Select to ON.
(4) FUEL, L and R BOOST PUMP
switch/lights ....................................................... Press in to turn on both boost pumps.
Check the following:
• L and R BOOST PUMP, ON
lights on.
• L and R BOOST PUMP,
INOP lights out.
• L and R FUEL PUMP ON
advisory messages on.
(5) BLEED AIR switch/lights ............................. Set for start Check the following:
• L and R 10TH STAGE
SOVs closed.
• L and R 14TH STAGE
SOVs open.
(6) IGNITION, A (B) switch/light.............................. Press in to arm applicable ignition
system.
Check applicable ARM light
on.
(7) Engines .............................................................. START

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1. ENGINE STARTING (CONT'D)

C. Engine Start Procedure (APU Assist)

CAUTION
If both engines are to be started using APU bleed air, the operating
engine’s thrust must not exceed 70% N2 .
(1) Thrust levers.........................................................Check both selected to SHUT OFF.
(2) BLEED AIR, APU LCV switch/light.......................Check pressed in.
(3) L (R) ENG START switch/light ..............................Press to start applicable engine.
Check the following:
• Applicable START light
comes on.
• IGNITION A (B) ON light
comes on.
• IGNITION A (B) advisory
message comes on.
• Check that there is positive
bleed air pressure.
• Check that N1 increases.
When N2 reaches 20% RPM and ITT is below 120°C:
(4) Left or right thrust lever .................................... Advance applicable lever to IDLE.
NOTE
If ITT is greater than 120°C prior to start, engine must be dry motored
to lower ITT to 120°C before moving thrust lever to IDLE. The starter
cranking limit of 90 seconds for first attempt must be adhered to.
(5) Engine instruments............................................. Monitor Check the following:
• Starter disengages at 55%
N 2.
• IGNITION A (B) advisory
message goes out.
• ITT is 450 – 600°C (max.
during start is 900°C).
• N1 stabilizes and does not
drop below 22% RPM.
• Check that oil pressure is
within normal range [above
25 psi (174 kPa)].

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Engine Starting REV 25, Jul 08/13

1. ENGINE STARTING (CONT'D)

C. Engine Start Procedure (APU Assist) (Cont’d)
(6) Fuel system check valve
operation ...............................................................Verify 1

(a) FUEL, L and R BOOST PUMP

switch/lights .............................................Press out to turn both boost pumps off.
Check the following:
• L and R BOOST PUMP ON
lights out.
• L and R BOOST PUMP
INOP lights on.
• L and R FUEL PUMP ON
advisory messages out.
• FUEL LO PRESS caution
message is annunciated for
the non-operating engine.
After 2 minutes, if FUEL LO PRESS caution message is still not displayed for the
non-operating engine:
(b) Dry motor..............................................Accomplish for maximum of 30 seconds
on the non-started engine.
Applicable FUEL LO PRESS
caution message should be
displayed during motoring as
the residual fuel pressure is
reduced.

CAUTION
Absence of the FUEL LO PRESS caution message during this check is
an indication that the fuel feed cross flow check valve may have failed
in the open position or that another component of the engine fuel feel
sub-system may not be functioning properly. The fuel system needs
further troubleshooting.

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Engine Starting REV 25, Jul 08/13

1. ENGINE STARTING (CONT'D)

C. Engine Start Procedure (APU Assist) (Cont’d)
Before starting other engine:
(c) FUEL, L and R BOOST PUMP
switch/lights ............................................... Press in to turn both boost pumps on.
Check the following:
• L and R BOOST PUMP ON
lights on.
• L and R BOOST PUMP
INOP lights out.
• L and R FUEL PUMP ON
advisory messages on.
• All FUEL LO PRESS caution
message are out.

CAUTION
When operating on the ground with one engine operating, a fuel
imbalance may occur with both boost pumps ON. This fuel imbalance
may result in fuel spillage if fuel tanks are full. Select the inoperative
engine boost pump to INOP. If a fuel imbalance occurs on the ground
during single engine operation, open the respective L TO AUX or
R TO AUX XFLOW valve to balance the fuel tanks.
If the other engine is to be started using APU bleed air:
(7) Thrust lever of operating engine...........................Check at IDLE.
(8) 10th stage bleed air pressure ...............................Check that positive pressure is
available.
(9) L (R) ENG START switch/light ..............................Press to start applicable engine.
Check the following:
• Applicable START light
comes on.
• IGNITION A (B) ON light
comes on.
• IGNITION A (B) advisory
message comes on.
• Check that N1 increases.
When N2 reaches 20% RPM and ITT is below 120°C:
(10) Thrust lever of starting engine .......................... Advance to IDLE.
NOTE
If ITT is greater than 120°C prior to start, engine must be dry motored
to lower ITT to 120°C before moving thrust lever to IDLE. The starter
cranking limit of 90 seconds for first attempt must be adhered to.
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1. ENGINE STARTING (CONT'D)

C. Engine Start Procedure (APU Assist) (Cont’d)
(11) Engine instruments............................................. Monitor Check the following:
• Starter disengages at 55%
N2.
• IGNITION A (B) advisory
message goes out.
• ITT is 450 – 600°C (max.
during start is 900°C).
• N1 stabilizes and does not
drop below 22% RPM.
• Check that oil pressure is
within normal range [above
25 psi (174 kPa)].
(12) APU EGT indications............................................Check within normal limits.
(13) Idle speed .............................................................Check N2 variation between engines
is within 2%. If greater, notify
maintenance personnel.

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Engine Starting REV 27, Jan 06/14

1. ENGINE STARTING (CONT'D)

D. Engine Start Procedure (External Air with AC Power)
(1) BLEED AIR, APU LCV switch/light..................Press out to close load control valve.
Check APU LCV OPEN light
out.
(2) External air ................................................... Connected Verify 45 psi minimum bleed
air pressure on EICAS.
NOTE
The external air source must be capable of supplying 45 psi manifold
pressure at the initiation of start, however, lower pressure units,
dependent upon altitude and flow, have been proven satisfactory.
(3) L (R) ENG START switch/light ..............................Press to start applicable engine.
Check the following:
• Applicable START light
comes on.
• IGNITION A (B) ON light
comes on.
• IGNITION A (B) advisory
message comes on.
• Check that there is positive
bleed air pressure.
• Check that N1 increases.
When N2 reaches 20% RPM and ITT is below 120°C:
(4) Left or right thrust lever .................................... Advance applicable lever to IDLE.
NOTE
If ITT is greater than 120°C prior to start, engine must be dry motored
to lower ITT to 120°C before moving thrust lever to IDLE. The starter
cranking limit of 90 seconds for first attempt must be adhered to.
(5) Engine instruments............................................. Monitor Check the following:
• Starter disengages at 55%
N 2.
• IGNITION A (B) advisory
message goes out.
• ITT is 450 – 600°C (max.
during start is 900°C).
• N1 stabilizes and does not
drop below 22% RPM.
• Check that oil pressure is
within normal range [above
25 psi (174 kPa)].

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Engine Starting REV 27, Jan 06/14

1. ENGINE STARTING (CONT'D)

D. Engine Start Procedure (External Air with AC Power) (Cont’d)
(6) Fuel system check valve
operation ...............................................................Verify 1

(a) FUEL, L and R BOOST PUMP

switch/lights .............................................Press out to turn both boost pumps off.
Check the following:
• L and R BOOST PUMP ON
lights out.
• L and R BOOST PUMP
INOP lights on.
• L and R FUEL PUMP ON
advisory messages out.
• FUEL LO PRESS caution
message is annunciated for
the non-operating engine.
After 2 minutes, if FUEL LO PRESS caution message is still not displayed for the
non-operating engine:
(b) Dry motor..............................................Accomplish for maximum of 30 seconds
on the non-started engine.
Applicable FUEL LO PRESS
caution message should be
displayed during motoring as
the residual fuel pressure is
reduced.

CAUTION
Absence of FUEL LO PRESS caution message during this check is an
indication that the fuel feed cross flow check valve may have failed in
the open position or that another component of the engine fuel feel
sub-system may not be functioning properly. The fuel system needs
further troubleshooting.

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Engine Starting REV 44, Jun 16/17

1. ENGINE STARTING (CONT'D)

D. Engine Start Procedure (External Air with AC Power) (Cont’d)
Before starting other engine:
(c) FUEL, L and R BOOST PUMP
switch/lights ............................................... Press in to turn both boost pumps on.
Check the following:
• L and R BOOST PUMP ON
lights on.
• L and R BOOST PUMP
INOP lights out.
• L and R FUEL PUMP ON
advisory messages on.
• All FUEL LO PRESS caution
message are out.

CAUTION
When operating on the ground with one engine operating, a fuel
imbalance may occur with both boost pumps ON. This fuel imbalance
may result in fuel spillage if fuel tanks are full. Select the inoperative
engine boost pump to INOP. If a fuel imbalance occurs on the ground
during single engine operation, open the respective L TO AUX or
R TO AUX XFLOW valve to balance the fuel tanks.
(7) Other engine........................................................... Start
NOTE
When starting the other engine using cross-bleed, accomplish steps (8)
to (10) first.
(8) AC POWER, applicable GEN
switch ................................................................... Select to ON.
(9) External AC power (if connected)................. Disconnect
(10) External air ................................................... Disconnect

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Engine Starting REV 25, Jul 08/13

1. ENGINE STARTING (CONT'D)

E. Engine Start Procedure (Battery and External Air)
(1) Normal Power-Up Check................................. Carry out as instructed.
(2) BLEED AIR, APU LCV switch/light..................Press out to close load control valve.
Check APU LCV OPEN light
out.
(3) External air ................................................... Connected
(4) External cart ................................... Not less than 45 psi Confirm with ground
personnel.
NOTE
The external air source must be capable of supplying 45 psi manifold
pressure at the initiation of start, however, lower pressure units,
dependent upon altitude and flow, have been proven satisfactory.
(5) FUEL, R BOOST PUMP
switch/light ......................................................... Press in to arm right boost pump and to
turn on left boost pump.
Check the following:
• L BOOST PUMP, ON light
on.
• L FUEL PUMP ON advisory
message on.
(6) IGNITION, B switch/light ................................... Press in to arm ignition system B.
Check IGNITION B ARM light
on.
(7) R ENG START switch/light....................................Press to start applicable engine.
Check the following:
• Applicable START light
comes on.
• IGNITION B, ON light
comes on.
• IGNITION B advisory
message comes on.
• Check that N1 increases.
When N2 reaches 20% RPM and ITT is below 120°C:
(8) Right thrust lever .............................................. Advance to IDLE.
NOTE
If ITT is greater than 120°C prior to start, engine must be dry motored
to lower ITT to 120°C before moving thrust lever to IDLE. The starter
cranking limit of 90 seconds for first attempt must be adhered to.

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1. ENGINE STARTING (CONT'D)

E. Engine Start Procedure (Battery and External Air) (Cont’d)
(9) Engine instruments............................................. Monitor Check the following:
• Starter disengages at 55%
N2.
• IGNITION B advisory
message goes out.
• ITT is 450 – 600°C (max.
during start is 900°C).
• N1 stabilizes and does not
drop below 22% RPM.
NOTE
Oil pressure indication is not available without AC power.
(10) AC POWER, GEN 2 switch .................................. Select to ON.
Check that oil pressure is
within normal range [above 25
psi (174 kPa)].
(11) Electrics (AC and DC) ................................. Established Check the following:
• Voltage, frequency and load
indications are normal and
all AC busses powered and
lit on AC electrical page.
• TRUs are on-line and that
voltage and load indications
are normal on DC electrical
page.
• MAIN BUS TIE symbol
indicates tie open.
(12) Lamps...................................................................... Test 1

(a) LAMP TEST switch....................................... Select to 1 and hold.

Check all switch/lights come
on.
Release switch and check all
switch/lights go out.
(b) LAMP TEST switch....................................... Select to 2 and hold.
Check all switch/lights come
on.
Release switch and check all
switch/lights go out.

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1. ENGINE STARTING (CONT'D)

E. Engine Start Procedure (Battery and External Air) (Cont’d)
(13) Fuel system check valve
operation ...............................................................Verify 1

(a) Boost pump status..................................... Confirm Check the following:

• L and R BOOST PUMP ON
lights out.
• L BOOST PUMP INOP light
on.
• L and R FUEL PUMP ON
advisory messages out.
• L FUEL LO PRESS caution
message on.
After 2 minutes, if L FUEL LO PRESS caution message is still not displayed:
(b) Dry motor left engine ............................Accomplish for maximum of 30 seconds.
L FUEL LO PRESS caution
message should be displayed
during motoring as the
residual fuel pressure is
reduced.

CAUTION
Absence of the FUEL LO PRESS caution message during this check is
an indication that the fuel feed cross flow check valve may have failed
in the open position or that another component of the engine fuel feel
sub-system may not be functioning properly. The fuel system needs
further troubleshooting.

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Engine Starting REV 25, Jul 08/13

1. ENGINE STARTING (CONT'D)

E. Engine Start Procedure (Battery and External Air) (Cont’d)
Before starting other engine:
(c) FUEL, L and R BOOST PUMP
switch/lights ............................................... Press in to turn both boost pumps on.
Check the following:
• L and R BOOST PUMP ON
lights on.
• L and R BOOST PUMP
INOP lights out.
• L and R FUEL PUMP ON
advisory messages on.
• All FUEL LO PRESS caution
messages are out.

CAUTION
When operating on the ground with one engine operating, a fuel
imbalance may occur with both boost pumps ON. This fuel imbalance
may result in fuel spillage if fuel tanks are full. Select the inoperative
engine boost pump to INOP. If a fuel imbalance occurs on the ground
during single engine operation, open the respective L TO AUX or
R TO AUX XFLOW valve to balance the fuel tanks.
(14) External air ................................................... Disconnect
(15) Bleed leak detection system.................................... Test 1

(a) BLEED AIR, DUCT MON

switch.................................................................Set to TEST. Check that:
• L and R DUCT FAIL lights
(10th and 14th) are on.
• L and R 10TH DUCT warning
messages on.
• L and R 14TH DUCT warning
messages on.
• “BLEED AIR DUCT” aural
on.
• ANTI-ICE DUCT warning
message on.
• DUCT TEST OK advisory
message on.
(b) BLEED AIR, DUCT MON
switch.................................................................Set to LOOP A. Check that:
• No warning messages
come on.
• LOOP A TEST OK advisory
message on.

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1. ENGINE STARTING (CONT'D)

E. Engine Start Procedure (Battery and External Air) (Cont’d)
(c) BLEED AIR, DUCT MON
switch.................................................................Set to LOOP B. Check that:
• No warning messages
come on.
• LOOP B TEST OK advisory
message on.
(d) BLEED AIR, DUCT MON
switch.................................................................Set to NORM.
Check that no warning
messages come on.
(16) BLEED AIR, 10TH STAGE, R
switch/light ......................................................... Press in Check R 10TH STAGE bleed
CLOSED light out.
(17) AIR-CONDITIONING, R PACK
switch/light ......................................................... Press in
(18) Normal Power-Up Check................................ Complete

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Engine Starting REV 25, Jul 08/13

1. ENGINE STARTING (CONT'D)

F. Engine Start Procedure (Cross-Bleed)

CAUTION
When starting engines in close quarters, consideration should be given
to the effects of jet blast.
This procedure requires the use of higher than normal thrust settings
on the ground. Ensure that intake and exhaust areas, of the operating
engine, are secure.
(1) BLEED AIR, APU LCV switch/light..................Press out to close load control valve.
Check APU LCV OPEN light
out.
(2) BLEED AIR, L (R) 10TH STAGE
switch/light ......................................................... Press in to open 10th stage SOV for
operating engine.
Check L (R) 10TH STAGE
CLOSED light out.
(3) EICAS page.......................................................... Select and monitor bleed pressure.
(4) Thrust lever of operating engine....................... Advance to achieve a minimum of
60 psi bleed air pressure
(approximately 85% N2).
(5) L (R) ENG START switch/light ..............................Press to start applicable engine.
Check the following:
• Applicable START light
comes on.
• IGNITION A (B) ON light
comes on.
• IGNITION A (B) advisory
message comes on.
• Check that N1 increases.
When N2 reaches 20% RPM and ITT is below 120°C:
(6) Thrust lever of starting engine .......................... Advance to IDLE.
NOTE
If ITT is greater than 120°C prior to start, engine must be dry motored
to lower ITT to 120°C before moving thrust lever to IDLE. The starter
cranking limit of 90 seconds for first attempt must be adhered to.

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Engine Starting REV 25, Jul 08/13

1. ENGINE STARTING (CONT'D)

F. Engine Start Procedure (Cross-Bleed) (Cont’d)
(7) Engine instruments............................................. Monitor Check the following:
• Starter disengages at
55% N2.
• IGNITION A (B) advisory
message goes out.
• ITT is 450 – 600°C (max.
during start is 900°C).
• N1 stabilizes and does not
drop below 22% RPM.
• Check that oil pressure is
within normal range [above
25 psi (174 kPa)].
(8) Thrust lever of first engine .................................... Select to IDLE.
(9) Idle speed .............................................................Check N2 variation between engines
is within 2%. If greater, notify
maintenance personnel.
(10) BLEED AIR, 10TH STAGE L and
R switch/lights ................................................... Press in to open both 10th stage
SOVs.
Check L and R 10TH STAGE
CLOSED lights out.
G. Failure to Start Procedure
At ambient temperatures of greater than 15°C (59°F), the start must be aborted if the engine
fails to start (no light-off) after 25 seconds from thrust lever movement to IDLE.
After 60 seconds of start operation and the engine has not reached starter cutout speed, the
start should be aborted by selecting STOP.
At temperatures below 15°C (59°F), the start sequence may exceed 60 seconds.
(1) Thrust lever of starting engine .............................. Select to SHUT OFF.
(2) IGNITION A (B) switch/light.............................Press out to disarm applicable ignition
system.
If one engine is operating:
(3) Inoperative engine FUEL,
L (R) BOOST PUMP switch/light .....................Press out to disarm boost pump.
Check L (R) FUEL PUMP
caution message on.
(4) Dry motor until ITT is below 120°C
(maximum 90 seconds) ............................... Accomplish Observe starter limits (Refer to
Chapter 2; LIMITATIONS –
POWER PLANT).

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 NORMAL PROCEDURES Vol. 1 04−05−19
Engine Starting REV 48, Aug 23/18

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check

CAUTION
If N2 is 57% or below and OAT is above –20°C (–4°F), do not
accelerate above idle.

NOTE
1. Do not accelerate engine until oil pressure has stabilized below
116 psi.
2. A high vortex noise may occur during stationary engine run-up to
high power in crosswind or tailwind conditions. This phenomenon is
not harmful to the engines and may be ignored.
(1) AC POWER, GEN 1 and 2
switches................................................................ Select to ON.
(2) Electrics (AC and DC) ..........................................Check the following:
• voltage, frequency and load
indications are normal, and
all AC busses powered and
lit on AC electrical page.
• TRUs are on-line, and that
voltage and load indications
are normal on DC electrical
page.
• MAIN BUS TIE symbol
indicates tie open.

On airplanes NOT incorporating Service Bulletin 605−34−019:

NOTE
FMS 2 may re-initialize and/or revert to independent operation after
generator/APU switching.

(3) AC POWER, APU GEN switch.................... As required

(4) APU ............................................................. As required
(5) IGNITION, A (B) switch/light............................Press out to disarm applicable ignition
system.
Check applicable ARM light
out.
(6) AIR-CONDITIONING, L and R
PACK switch/lights ............................................ Press in to turn packs on.
Check L and R PACK OFF
lights out.
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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(7) 14TH stage valves................................................Check
(a) BLEED AIR, 14TH STAGE L
switch/light ...............................................Press out Check L CLOSED light on.
(b) BLEED AIR, 14TH STAGE R
switch/light ...............................................Press out Check R CLOSED light on.
(c) BLEED AIR, 14TH STAGE L
and R switch/lights..................................... Press in Check L and R CLOSED lights
out.
(8) Wing anti-ice.........................................................Check
(a) ANTI-ICE, WING switch ............................... Select to NORM, to open both wing
anti-icing valves.
• Left and right engines ITT
increases.
• N2 gauges change colour to
indicate wing anti-ice mode,
in non-compressed display
format.
• L and R WING A/ICE caution
messages come on briefly,
then go out. If messages do
not go out, advance thrust
levers to not more than 75%
N 2.
• WING A/ICE ON advisory
message on.
• L HEAT and R HEAT lights
on.
(9) Wing anti-ice/isolation valve
operation ..............................................................Check 1

(a) BLEED AIR, 14TH STAGE

ISOL switch/light........................................ Press in to open isolation valve.
Check ISOL OPEN light on.
(b) BLEED AIR, 14TH STAGE
ISOL switch/light......................................Press out to close isolation valve.
Check ISOL OPEN light out.
(c) ANTI-ICE, WING switch ............................... Select to OFF.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice off, in
non-compressed display
format.
• WING A/ICE ON advisory
message out.
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1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(10) Anti-ice cowl .........................................................Check 1

(a) ANTI-ICE, COWL L and R

switch/lights ............................................... Press in to open both cowl anti-icing
valves.
Check the following:
• ITT gauges indicate rise in
temperature.
• L and R COWL A/ICE
caution messages out.
• COWL A/ICE ON advisory
message on.

NOTE
It may be necessary to advance thrust levers up to 70% N2
to open the cowl anti-ice valves.

On airplanes with Supplemental Ground Wing Anti-Icing:

Forty-five seconds after selecting cowl anti-ice on:
(b) CAS messages........................................... Review Check the following:
• COWL A/ICE ON advisory
message remains on.
• L and R COWL A/ICE
caution messages remain
out.

NOTE
The COWL L and R switch/lights must be kept pressed in for a
minimum of 45 seconds for a valid test. After 45 seconds, it may
be necessary to advance thrust levers up to 70% N2 to open the
cowl anti-ice valves.

(c) ANTI-ICE, COWL L and R

switch/lights .............................................Press out to select cowl anti-ice off.

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1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(11) Supplemental ground wing
anti-ice (if installed) ..............................................Check 1

(a) ANTI-ICE, COWL L and R

switch/lights ............................................... Press in to select cowl anti-ice on.
Check the following:
• COWL A/ICE ON advisory
message on.
• L and R COWL A/ICE
caution messages out.
Forty-five seconds after selecting cowl anti-ice on:
(b) CAS messages........................................... Review Check COWL A/ICE ON
advisory message remains on.

NOTE
It may be necessary to advance thrust levers up to 70% N2
to open the cowl anti-ice valves.
(c) SUPP GND WING ANTI-ICE,
SYS switch/light............................................Check pressed out.
(d) SUPP GND WING ANTI-ICE,
TEST switch/light....................................... Press in Check the following:
• TEST ON light comes on.
• Within 2 minutes, check
TEST OK light comes on.
(e) SUPP GND WING ANTI-ICE,
TEST switch/light.....................................Press out Check all lights out.
(f) ANTI-ICE, COWL L and R
switch/lights .............................................Press out to select cowl anti-ice off.
Check COWL A/ICE ON
advisory message out.

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1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(12) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required (See Note).
If selected OFF, check the
following:
• ITT gauges indicate drop in
temperature.
• COWL A/ICE ON advisory
message out.
NOTE
1. The engine cowl anti-ice system must be on when the OAT is 10°C
(50°F) or below and visible moisture in any form is present (such as
fog with visibility of one mile or less, rain, snow, sleet and ice
crystals).
2. The engine cowl anti-ice system must also be on when the OAT is
10°C (50°F) or below when operating on runways, ramps, or
taxiways where surface snow, ice, standing water or slush is
present.
3. Single engine taxi operations are prohibited if the OAT is 10°C
(50°F) or below.

On airplanes with Supplemental Ground Wing Anti-Icing:

4. If the cowl anti-ice is selected ON, wait a minimum of 45 seconds
to ensure that L and R COWL A/ICE caution messages remain
out. It may be necessary to advance thrust levers up to 70% N2 to
open the cowl anti-ice valves.

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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(13) ANTI-ICE, WING switch ....................................... Select as required (See Note).
If selected OFF, check the
following:
• N2 gauges change colour to
indicate wing anti-ice off
when system is switched
off, in non-compressed
display format.
• WING A/ICE ON advisory
message out.

AR Certified Airplanes

WARNING

When the OAT is 5°C (41°F) or below use deicing/anti-icing

treatment before take-off.
When the OAT is 5°C (41°F) or below the wing anti-ice system must
be selected ON for take-off, just prior to thrust increase for take-off.

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 take-off.

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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
NOTE
1. The wing anti-ice system must be selected ON, for final taxi prior to
take-off, if the OAT is 5°C (41°F) or below, unless Type II, III or IV
anti-icing fluids have been applied.
2. If wing anti-ice is selected ON during taxi, L (R) WING A/ICE caution
messages may be posted or L HEAT or R HEAT lights may go out,
but caution messages must be verified out and WING A/ICE ON or
WING/COWL A/ICE ON advisory message and L HEAT and R HEAT
lights must be verified on, prior to take-off. If wing anti-ice is not
required for take-off it should be selected OFF just prior to take-off.
3. To prevent wing contamination from reverse jet blast, operating the
thrust reversers during taxi operations on wet and contaminated
surfaces should be avoided.
4. The wing anti-ice system must be selected and confirmed ON for
take-off, when the OAT is 5°C (41°F) or below and:
(a) visible moisture in any form (such as clouds, fog or mist) is
present below 400 feet AGL, or
(b) the runway is wet or contaminated, or
(c) in the presence of any precipitation (such as rain, snow, sleet
or ice crystals).
5. If wing anti-ice is selected ON for take-off, the cowl anti-ice must
also be selected ON.
6. When Type II, III or IV anti-icing fluids have been applied, the wing
anti-ice system must only be selected and confirmed ON just prior to
thrust increase for take-off.
7. The wing anti-ice system may be selected OFF only if it can be
positively verified that all of the following conditions are met:
(a) the runway to be used is not wet or contaminated,
(b) there is no precipitation, and
(c) there is no visible moisture in any form (such as clouds, fog,
mist, rain, snow, sleet or ice crystals) below 400 feet AGL.
8. Refer to Chapter 6; SUPPLEMENTARY PROCEDURES – COLD
WEATHER OPERATION – PHASE OF FLIGHT PROCEDURES.

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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(14) ATS ......................................................................Check

NOTE
1. Prior to all sensors becoming valid, and upon completion of
the ATS self-test, the ATS Mode Status Display (MSD) will
display a FAIL message. The FAIL message can be
cancelled by depressing either ATS DISC switch. The ATS
system will perform an automatic self-test after all sensors
become valid following power-up.
2. Satisfactory self-test will result in illumination of the two
green LED annunciators on the ATS Control Panel and
scrolling SELFTEST message in each MSD. At the
completion of the self-test, the green LED annunciators will
extinguish and both MSDs will blank.
3. The LED displays in the MSDs and the ATS Control can be
tested by holding the LAMP TEST switch in position 1 or 2.
The MSD will display the scrolling SELFTEST message
described above. The ATS system will perform a system
self-test at this time also. If the ATS is engaged, the lamp
test and self-test are inhibited.
(15) Rudder............................................................... Operate over full travel range.
Check the following:
• Full free movement.
• Corresponding surface
displacement on flight
controls page.
(16) Ailerons ............................................................. Operate over full travel range.
Check the following:
• Full free movement.
• Corresponding surface
displacement on flight
controls page.
• Ensure that no hydraulic
messages come on.

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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(17) Elevators ........................................................... Operate over full travel range.
Check the following:
• Free full movement.
• Corresponding surface
displacement on flight
control page.
• Ensure that no hydraulic
messages come on.
• ELEVATOR SPLIT caution
message out.
(18) Ground spoilers check............................................. Test 1

(a) GND SPOILERS switch................................ Select to DISARM.

Verify that both ground spoiler
panels are retracted.
NOTE
If on the ground and both engines are above 70% N1, with the GND
SPOILERS switch not armed the GND SPOILERS NOT ARMED caution
message will come on.
(b) GND SPOILERS switch................................ Select to ARM.
Verify that both ground spoiler
panels deploy to maximum
travel.
(c) GND SPOILERS switch................................ Select to AUTO.
Verify that ground spoiler
panels are retracted.
(19) Flight spoilers check ................................................ Test 1

(a) FLIGHT SPOILER lever ............................... Select to MAX.

Verify that flight spoiler panels
deploy.
NOTE
When flight spoilers are fully deployed (on the ground with the throttles
at IDLE), ground spoilers will deploy if selected to AUTO.
(b) FLIGHT SPOILER lever ............................... Select to RETRACT.
Verify that flight spoiler panels
retract.
(20) NOSE STEER switch ........................................... Select to ARMED.
Check STEERING INOP
caution message out.
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Engine Starting REV 41, Nov 28/16

1. ENGINE STARTING (CONT'D)

H. After Engine Start Check (Cont’d)
(21) APR ......................................................................Check
(a) ENGINE CONTROL, ENG
SPEED switches........................................... Select both to ON.
(b) ENGINE CONTROL, right APR
switch............................................................ Select to TEST 1 and TEST 2 in turn.
Check the following:
• APR TEST 1 OK advisory
message on.
• APR TEST 2 OK advisory
message on.

NOTE
APR TEST 1 and 2 OK advisory messages go out after
10 seconds.
(c) ENGINE CONTROL, left APR
switch............................................................ Select to ARM.

NOTE
AT 79% N1 during take-off, the APR ARM advisory
message should come on.

CAUTION
If an APR INOP caution message is displayed, select the ENGINE
CONTROL, APR switch to OFF and use APR-off performance. Refer to
Chapter 5; ABNORMAL PROCEDURES – APR Failure.
(22) ADG AUTO DEPLOY CONTROL
switch ................................................................... Select to UNIT. Check that TEST
light comes on for two (2)
seconds, then goes out.

On airplanes NOT incorporating Service Bulletin 605−34−019:

(23) CDU, FMS CONTROL page ................................ Select SYNC mode.

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Taxiing and Take-Off REV 36, Nov 27/15

1. TAXIING AND TAKE-OFF

A. Taxi Check

CAUTION
Always make sure that the steering is within the nominal operating
range of ±55° before re-cycling the arming switch.
NOTE
At airports where runway structural repair or debris is known to exist,
use thrust reversers with extreme caution to preclude the possibility of
foreign object damage (FOD) from occurring.
(1) Transponder/TCAS .................................................. Set if required.
(2) Brakes ..................................................................Check
(a) Airplane ............................................................Roll forward and apply brakes.
Check that no anti-skid or
brake messages come on.
If conditions exist that could result in water saturated brakes:
(b) Brakes .......................................................... Warm Perform the following number
of firm brake applications from
25 knots to 10 knots. Perform
the prescribed number of
brake applications during the
last mile/kilometer of taxi prior
to and not including the final
stop or snub before take-off.
Do not drag the brakes.
AIRPLANE WEIGHT NUMBER OF BRAKE APPLICATIONS
Greater than 42,000 lb 5
36,000 to 42,000 lb 6
Less than 36.000 lb 7
NOTE
1. Use of symmetric braking is recommended, to ensure uniform brake
heating.
2. Warming of the brakes will preclude the chance of water saturated
brakes freezing at altitude and being locked for landing touchdown.
(3) Flaps......................................................................... Set for take-off.
Check corresponding surface
displacement on flight controls
page.

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1. TAXIING AND TAKE-OFF (CONT'D)

A. Taxi Check (Cont’d)
(4) Thrust reversers ...................................................Check 1

(a) Left thrust reverse lever...............................Deploy Check the following:

• REV icon appears on left N1
gauge only.
• R REV UNLOCKED caution
message out.
• Left and right UNLK lights
out.
(b) Left thrust reverse lever.................................. Stow Check L REV UNLOCKED
caution message out.
(c) Right thrust reverse lever ............................Deploy Check the following:
• REV icon appears on right
N1 gauge only.
• L REV UNLOCKED caution
message out.
• Left and right UNLK lights
out.
(d) Right thrust reverse lever ............................... Stow Check R REV UNLOCKED
caution message out.
(5) Aileron and rudder trims .......................................Check Set at neutral for take-off.

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Taxiing and Take-Off REV 36, Nov 27/15

1. TAXIING AND TAKE-OFF (CONT'D)

A. Taxi Check (Cont’d)
(6) Stabilizer trim............................................................ Set for take-off.
Check the following:
• Both channels of the
stabilizer trim are engaged.
• Trim is set to the correct
take-off CG range.
EICAS STABILIZER TRIM SETTING FOR TAKE-OFF
C.G. Range (%MAC) Trim Setting
16.0 − 16.2 7.2
16.3 − 17.2 7.0
17.3 − 18.3 6.8
18.4 − 19.3 6.6
19.4 − 20.3 6.4
20.4 − 21.3 6.2
21.4 − 22.4 6.0
22.5 − 23.4 5.8
23.5 − 24.4 5.6
24.5 − 25.5 5.4
25.6 − 26.5 5.2
26.6 − 27.5 5.0
27.6 − 28.5 4.8
28.6 − 29.6 4.6
29.7 − 30.6 4.4
30.7 − 31.6 4.2
31.7 − 32.6 4.0
32.7 − 33.7 3.8
33.8 − 34.7 3.6
34.8 − 36.5 3.4
36.6 − 38.0 3.2

NOTE
Trim data from the FMS should be rounded down to the
next lowest multiple of 0.2 trim units.

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Taxiing and Take-Off REV 41, Nov 28/16

1. TAXIING AND TAKE-OFF (CONT'D)

A. Taxi Check (Cont’d)
(7) Flight Instruments ..................................................... Set Check the following:
• No abnormal annunciations
are displayed on the EFIS.
• EFIS slip/skid indications
are normal.
• EFIS is set for departure.
(8) Fuel balance .........................................................Check
(9) ANTI-ICE, WING switch ....................................... Select as required.
NOTE
1. The wing anti-ice system must be selected ON, for final taxi prior to
take-off, if the OAT is 5°C (41°F) or below, unless Type II, III or IV
anti-icing fluids have been applied.
2. If wing anti-ice is selected ON during taxi, L (R) WING A/ICE caution
messages may be posted or L HEAT or R HEAT lights may go out,
but caution messages must be verified out and WING A/ICE ON or
WING/COWL A/ICE ON advisory message and L HEAT and R HEAT
lights must be verified on, prior to take-off. If wing anti-ice is not
required for take-off it should be selected OFF just prior to take-off.
3. To prevent wing contamination from reverse jet blast, operating the
thrust reversers during taxi operations on wet and contaminated
surfaces should be avoided.
4. When Type II, III or IV anti-icing fluids have been applied, the wing
anti-ice system must only be selected and confirmed ON just prior to
thrust increase for take-off.

WARNING

When Type II, Type III or Type IV anti-icing fluids have been applied,
use of wing anti-ice heat prior to take-off can cook the fluid onto the
leading edges of the wing, creating contamination.

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1. TAXIING AND TAKE-OFF (CONT'D)

A. Taxi Check (Cont’d)
(10) ANTI-ICE, COWL
L and R switch/lights ............................................ Select as required.
NOTE
1. The engine cowl anti-ice system must also be on when the OAT is
10°C (50°F) or below when operating on runways, ramps, or
taxiways where surface snow, ice, standing water or slush is
present.
2. Single engine taxi operations are prohibited if the OAT is 10°C
(50°F) or below.
3. During taxi with the anti-ice selected ON, the L or R COWL A/ICE
caution message may be posted and will go out if thrust is
increased.

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Taxiing and Take-Off REV 41, Nov 28/16

1. TAXIING AND TAKE-OFF (CONT'D)

B. Take-Off Check
(1) Correct runway .................................................. Confirm
(2) IGNITION, CONT switch/light................................Press to turn ON, if required.
(3) ANTI-ICE, WING switch ....................................... Select as required.
NOTE
1. Engage ATS only prior to take-off. A valid N1 value is required to
keep the ATS engaged. With wing anti-ice only selected, ATS is
unavailable.
2. The wing anti-ice system must be selected ON, for final taxi prior to
take-off, if the OAT is 5°C (41°F) or below, unless Type II, III or IV
anti-icing fluids have been applied.
3. If wing anti-ice is selected ON during taxi, L (R) WING A/ICE caution
messages may be posted or L HEAT or R HEAT lights may go out,
but caution messages must be verified out and WING A/ICE ON or
WING/COWL A/ICE ON advisory message and L HEAT and R HEAT
lights must be verified on, prior to take-off. If wing anti-ice is not
required for take-off it should be selected OFF just prior to take-off.
4. The wing anti-ice system must be selected and confirmed ON for
take-off, when the OAT is 5°C (41°F) or below and:
(a) visible moisture in any form (such as clouds, fog or mist) is
present below 400 feet AGL, or
(b) the runway is wet or contaminated, or
(c) in the presence of any precipitation (such as rain, snow, sleet
or ice crystals).
5. If wing anti-ice is selected ON for take-off, the cowl anti-ice must
also be selected ON.
6. When Type II, III or IV anti-icing fluids have been applied, the wing
anti-ice system must only be selected and confirmed ON just prior to
thrust increase for take-off.

WARNING

When Type II, Type III or Type IV anti-icing fluids have been applied,
use of wing anti-ice heat prior to take-off can cook the fluid onto the
leading edges of the wing, creating contamination.

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1. TAXIING AND TAKE-OFF (CONT'D)

B. Take-Off Check (Cont’d)
NOTE
1. The wing anti-ice system may be selected OFF only if it can be
positively verified that all of the following conditions are met:
(a) the runway to be used is not wet or contaminated,
(b) there is no precipitation, and
(c) there is no visible moisture in any form (such as clouds, fog,
mist, rain, snow, sleet or ice crystals) below 400 feet AGL.
2. Refer to Chapter 6; SUPPLEMENTARY PROCEDURES – COLD
WEATHER OPERATION – PHASE OF FLIGHT PROCEDURES.

AR Certified Airplanes

WARNING

When the OAT is 5°C (41°F) or below use deicing/anti-icing

treatment before take-off.
When the OAT is 5°C (41°F) or below the wing anti-ice system must
be selected ON for take-off, just prior to thrust increase for take-off.

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 take-off.

(4) ANTI-ICE, COWL

L and R switch/lights ............................................ Select as required.
NOTE
1. The engine cowl anti-ice system must be on when the OAT is 10°C
(50°F) or below and visible moisture in any form is present (such as
fog with visibility of one mile or less, rain, snow, sleet and ice
crystals).
2. The engine cowl anti-ice system must also be on when the OAT is
10°C (50°F) or below when operating on runways, ramps, or
taxiways where surface snow, ice, standing water or slush is
present.
3. Single engine taxi operations are prohibited if the OAT is 10°C
(50°F) or below.
4. With the anti-ice selected ON, the L or R COWL A/ICE caution
message may be posted and will go out if thrust is increased.
(5) ANTI-ICE, WSHLD/WIND
L and R switches .................................................. Select to HI or LOW, as required.

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1. TAXIING AND TAKE-OFF (CONT'D)

B. Take-Off Check (Cont’d)
(6) ANTI-ICE, PROBES switches .............................. Select to ON.

NOTE
If departure is not imminent, delay selecting the PROBES to ON
until just prior to take-off. A lack of cooling airflow with the
PROBES selected ON may result in a potential nuisance
WINDSHEAR FAIL status message.

On airplanes incorporating Service Bulletin 605−34−023:

If departure is not imminent, delay selecting the PROBES to
ON until just prior to take-off. A lack of cooling airflow with the
PROBES selected ON may result in a potential nuisance
WINDSHEAR FAIL status message or a TURB FAULT
message on the PFD.

(7) Cabin ................................................................... Advise not less than one minute prior
to take-off.
(8) Cockpit lighting ......................................................... Set as required. Check EMER
LTS switch selected to ARM.
(9) EXTERNAL LTS switches ........................................ Set as required.

CAUTION
The left and right landing lights must not be used on the ground, except
for the take-off roll and landing.
(10) Crew Alerting System (CAS) ................................Check the following:
• T/O CONFIG OK advisory
message is on.
• No warning, caution or
status messages are
present.
(11) Take-off data
(V1, VR, V2 and distance)......................................Check displayed.
(12) SUPP GND WING ANTI-ICE
panel (if installed) .................................................Check
(a) TEST and SYS switch/lights.........................Check pressed out.
Check TEST ON, TEST OK
and OFF lights out.
(b) TEMP lights ..................................................Check lights out.
(13) Weather radar selectors ........................................... Set as required.
(14) Transponder/TCAS .................................................. Set
(15) EFIS altimeters (2) ..................................... Cross-check

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1. TAXIING AND TAKE-OFF (CONT'D)

C. Normal Take-Off Procedure

AR Certified Airplanes
Take-Off Speeds
Add 5 knots to the take-off speeds (V1, VR and V2) derived from the Airplane Flight
Manual, Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE.
Take-Off Distance
The take-off distances, derived from the Airplane Flight Manual, Chapter 6;
PERFORMANCE – TAKE-OFF PERFORMANCE, must be increased by 10%.
Maximum Allowable Take-Off Weight
The take-off weight limited by brake energy, derived from the Airplane Flight Manual,
Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE, must be reduced by
500 kg (1,100 lb).
The take-off weight limited by tire speed, derived from the Airplane Flight Manual,
Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE, must be reduced by
1,200 kg (2,650 lb).

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

Prior to entering the runway or when aligned on the runway centre line:
(1) Take-Off/Go-Around switch ...................................Press
(2) VS pitch wheel................................................... Reduce the flight director command
cue to 10 degrees.

NOTE
Auto throttle will not be available for take-off.

When cleared for take-off and aligned on the runway centre line:
(3) Brakes ................................................................... Apply
(4) Take-Off/Go-Around switch ...................................Press Ensure N1 TO message is
posted on ATS Mode Status
Display (MSD).
NOTE
If N1 TO message is not posted, depress ATS DISC switch and
deselect flight director. Ensure N1 is posted and re-select TOGA switch.

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1. TAXIING AND TAKE-OFF (CONT'D)

C. Normal Take-Off Procedure (Cont’d)
(5) Thrust levers..................................................... Advance Set thrust to appropriate
take-off N1 setting.
Check the following:
• Thrust indications are
stable.
• APR ARM advisory
message comes on at
above 79% N1.
• Flight director cue bar at
12° on PFDs.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(5) Thrust levers..................................................... Advance Set thrust to appropriate
take-off N1 setting.
Check the following:
• Thrust indications are
stable.
• APR ARM advisory
message comes on at
above 79% N1.

(6) Brakes ...............................................................Release

(7) Directional control............................................. Maintain with rudder and aileron inputs,
as required.
(8) Flight and engine instruments ............................ Monitor Check that engine indications
do not exceed limits.
(9) N1 setting..................................................... Crosscheck
(10) Airspeed ............................................................. Monitor

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1. TAXIING AND TAKE-OFF (CONT'D)

C. Normal Take-Off Procedure (Cont’d)

WARNING

Excessive rotation rates (exceeding 3 degrees per second) or

over-rotations may lead to high pitch attitudes and angles of attack
being attained while the aircraft is near the ground. This can reduce
stall margins significantly resulting in stick shaker/pusher activation and
potentially loss of control. Pilots must rotate smoothly towards the
target pitch attitude then transition to speed control.

NOTE
1. The flight director guidance represents an initial target for rotation
only and does not guarantee that the recommended climb speed will
be achieved/maintained under all conditions. Pilots must transition
to speed control immediately after initial rotation.
2. Stall margins may be improved by reducing initial pitch attitude.
At VR:
(11) Airplane ............................................................... Rotate smoothly towards an initial
pitch target of 12 degrees in
one continuous motion at a
pitch rate not exceeding
3 degrees per second.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(11) Airplane ............................................................... Rotate smoothly towards an initial
pitch target of 10 degrees in
one continuous motion at a
pitch rate not exceeding
3 degrees per second.

(12) Pitch attitude......................................................... Adjust to achieve a minimum

airspeed of V2 + 10 KIAS.

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1. TAXIING AND TAKE-OFF (CONT'D)

C. Normal Take-Off Procedure (Cont’d)
When positive rate of climb is indicated:
(13) LDG GEAR lever ...................................................... Set to UP.
Check three amber hash
marks are displayed on the
EICAS page, indicating that
the landing gear is in transit,
followed by three white UP
indications, indicating that the
landing gear is up and locked.

NOTE
If taxi and/or take-off were on snow or slush covered surfaces, unless
weather conditions or performance requirements prohibit, delay
retraction of the landing gear until excess water, snow or slush is
thrown off by wheel rotation and/or slip stream force.

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1. TAXIING AND TAKE-OFF (CONT'D)

D. High Crosswind Take-Off Procedure
When the crosswind component during take-off is greater than 10 knots, the following
procedure should be used to avoid engine instabilities. Continuous engine ignition must be
used during take-offs with high crosswind components.

AR Certified Airplanes
Take-Off Speeds
Add 5 knots to the take-off speeds (V1, VR and V2) derived from the Airplane Flight
Manual, Chapter 6: Performance – Take-Off Performance.
Take-Off Distance
The take-off distances, derived from the Airplane Flight Manual, Chapter 6;
PERFORMANCE – TAKE-OFF PERFORMANCE, must be increased by 10%.
Maximum Allowable Take-Off Weight
The take-off weight limited by brake energy, derived from the Airplane Flight Manual,
Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE, must be reduced by
500 kg (1,100 lb).
The take-off weight limited by tire speed, derived from the Airplane Flight Manual,
Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE, must be reduced by
1,200 kg (2,650 lb).

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

Prior to entering the runway or when aligned on the runway centre line:
(1) Take-Off/Go-Around switch ...................................Press
(2) VS pitch wheel................................................... Reduce the flight director command
cue to 10 degrees.

NOTE
Auto throttle will not be available for take-off.

When cleared for take-off and aligned on the runway centre line:
(3) Brakes ................................................................... Apply
(4) Thrust levers............................................................. Set thrust to take-off power minus
5% N1.
Check APR ARM advisory
message comes on at above
79% N1.
(5) Brakes ...............................................................Release

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Taxiing and Take-Off REV 41, Nov 28/16

1. TAXIING AND TAKE-OFF (CONT'D)

D. High Crosswind Take-Off Procedure (Cont’d)
(6) Thrust levers..................................................... Advance to achieve take-off N1 by the
time 60 KIAS is reached, and
press Take-Off/Go-Around
(TOGA) switches.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(6) Thrust levers..................................................... Advance to achieve take-off N1 by the
time 60 KIAS is reached.

(7) Flight and engine instruments ............................ Monitor Check that engine indications
do not exceed limits.
(8) N1 setting..................................................... Crosscheck
(9) Airspeed ............................................................. Monitor

WARNING

Excessive rotation rates (exceeding 3 degrees per second) or

over-rotations may lead to high pitch attitudes and angles of attack
being attained while the aircraft is near the ground. This can reduce
stall margins significantly resulting in stick shaker/pusher activation and
potentially loss of control. Pilots must rotate smoothly towards the
target pitch attitude then transition to speed control.

NOTE
1. The flight director guidance represents an initial target for rotation
only and does not guarantee that the recommended climb speed will
be achieved/maintained under all conditions. Pilots must transition
to speed control immediately after initial rotation.
2. Stall margins may be improved by reducing initial pitch attitude.
At VR:
(10) Airplane ............................................................... Rotate smoothly towards an initial
pitch target of 12 degrees in
one continuous motion at a
pitch rate not exceeding
3 degrees per second.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(10) Airplane ............................................................... Rotate smoothly towards an initial
pitch target of 10 degrees in
one continuous motion at a
pitch rate not exceeding
3 degrees per second.

(11) Pitch attitude......................................................... Adjust to achieve a minimum

airspeed of V2 + 10 KIAS.
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1. TAXIING AND TAKE-OFF (CONT'D)

D. High Crosswind Take-Off Procedure (Cont’d)
When positive rate of climb is indicated:
(12) LDG GEAR lever ...................................................... Set to UP.
Check three amber hash
marks are displayed on the
EICAS primary page,
indicating that the landing gear
is in transit, followed by three
white UP indications,
indicating that the landing gear
is up and locked.

NOTE
If taxi and/or take-off were on snow or slush covered surfaces, unless
weather conditions or performance requirements prohibit, delay
retraction of the landing gear until excess water, snow or slush is
thrown off by wheel rotation and/or slip stream force.

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PSP 605−6
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 NORMAL PROCEDURES Vol. 1 04−06−16
Taxiing and Take-Off REV 41, Nov 28/16

1. TAXIING AND TAKE-OFF (CONT'D)

E. Rolling Take-Off Procedure
Rolling take-off procedures are described below. If used, the corresponding take-off distance
penalties must be applied (refer to the Airplane Flight Manual, Chapter 6; PERFORMANCE –
TAKE-OFF PERFORMANCE – ROLLING TAKE-OFF PROCEDURE).

AR Certified Airplanes
Take-Off Speeds
Add 5 knots to the take-off speeds (V1, VR and V2) derived from the Airplane Flight
Manual, Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE.
Take-Off Distance
The take-off distances, derived from the Airplane Flight Manual, Chapter 6;
PERFORMANCE – TAKE-OFF PERFORMANCE, must be increased by 10%.
Maximum Allowable Take-Off Weight
The take-off weight limited by brake energy, derived from the Airplane Flight Manual,
Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE, must be reduced by
500 kg (1,100 lb).
The take-off weight limited by tire speed, derived from the Airplane Flight Manual,
Chapter 6; PERFORMANCE – TAKE-OFF PERFORMANCE, must be reduced by
1,200 kg (2,650 lb).

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

Prior to entering the runway or when aligned on the runway centre line:
(1) Take-Off/Go-Around switch ...................................Press
(2) VS pitch wheel................................................... Reduce the flight director command
cue to 10 degrees.

NOTE
Auto throttle will not be available for take-off.

When cleared for take-off and aligned on the runway centre line:
(3) Brakes ...............................................................Release
(4) Take-Off/Go-Around switch ...................................Press Ensure N1 TO message is
posted on ATS Mode Status
Display (MSD).
NOTE
If N1 TO message is not posted, depress ATS DISC switch and
deselect flight director. Ensure N1 is posted and re-select TOGA switch.

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1. TAXIING AND TAKE-OFF (CONT'D)

E. Rolling Take-Off Procedure (Cont’d)
(5) Thrust levers..................................................... Advance promptly to pre-determined
take-off N1 by the time 60
KIAS is reached.
Check APR ARM advisory
message comes on at above
79% N1.
(6) Flight and engine instruments ............................ Monitor Check that engine indications
do not exceed limits.
(7) N1 setting..................................................... Crosscheck
(8) Airspeed ............................................................. Monitor

WARNING

Excessive rotation rates (exceeding 3 degrees per second) or

over-rotations may lead to high pitch attitudes and angles of attack
being attained while the aircraft is near the ground. This can reduce
stall margins significantly resulting in stick shaker/pusher activation and
potentially loss of control. Pilots must rotate smoothly towards the
target pitch attitude then transition to speed control.

NOTE
1. The flight director guidance represents an initial target for rotation
only and does not guarantee that the recommended climb speed will
be achieved/maintained under all conditions. Pilots must transition
to speed control immediately after initial rotation.
2. Stall margins may be improved by reducing initial pitch attitude.
At VR:
(9) Airplane ............................................................... Rotate smoothly towards an initial
pitch target of 12 degrees in
one continuous motion at a
pitch rate not exceeding
3 degrees per second.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(9) Airplane ............................................................... Rotate smoothly towards an initial
pitch target of 10 degrees in
one continuous motion at a
pitch rate not exceeding
3 degrees per second.

(10) Pitch attitude......................................................... Adjust to achieve a minimum

airspeed of V2 + 10 KIAS.

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Taxiing and Take-Off REV 41, Nov 28/16

1. TAXIING AND TAKE-OFF (CONT'D)

E. Rolling Take-Off Procedure (Cont’d)
When positive rate of climb is indicated:
(11) LDG GEAR lever ...................................................... Set to UP.
Check three amber hash
marks are displayed on the
EICAS primary page,
indicating that the landing gear
is in transit, followed by three
white UP indications,
indicating that the landing gear
is up and locked.

NOTE
If taxi and/or take-off were on snow or slush covered surfaces, unless
weather conditions or performance requirements prohibit, delay
retraction of the landing gear until excess water, snow or slush is
thrown off by wheel rotation and/or slip stream force.
F. After Take-Off Procedure
(1) Airspeed ...........................................V2 + 10 to 15 KIAS
(2) Flight and engine instruments ............................ Monitor Check that engine indications
remain within limits, and flight
instruments indicate the
desired climb profile.
At a safe altitude, not below 320 ft AGL:
(3) AP switch/light ................................................... Press in to engage, if required.
Check the following:
• Heading mode engaged.
• Speed bug set to 200 KIAS.
NOTE
The use of excessive pitch mode (VS) on the FCP could cause
autopilot uncommanded disengagement.
Autopilot can be re-engaged after disengagement.

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Taxiing and Take-Off REV 47, May 29/18

1. TAXIING AND TAKE-OFF (CONT'D)

G. After Take-Off Check
(1) Landing gear ........................................................Check retracted.
NOTE
During normal operations, landing gear and flap indications are
normally occulted (removed from EICAS) when the landing gear are
stowed and the flaps are up.
At not less than VFTO + 5 KIAS:
(2) Flaps......................................................................... Set to 0°.
(3) THRUST REVERSER,
L and R switches .................................................. Select to OFF.
Check L and R REV ARMED
advisory messages out.
(4) CAS ............................................................. Check/clear Verify and analyze any
messages, and clear (if any).
Monitor during flight.
(5) IGNITION, CONT switch/light...................... As required
NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below, and
visible moisture in any form is encountered (such as clouds, rain, snow,
sleet or ice crystals), except when the SAT is −40°C (−40°F) or below.
The engine cowl and wing anti-ice systems must be on when in icing conditions or
when ice is indicated by the ice detection system.
(6) ANTI-ICE, COWL
L and R switch/lights ............................................ Select as required.
(7) ANTI-ICE, WING switch ....................................... Select as required.
If wing anti-ice is selected ON and WING L HEAT or R HEAT light goes out or WING
A/ICE ON or WING/COWL A/ICE ON advisory message goes out:
(8) Thrust ............................................................... Increase until the following come on:
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message.
• WING L HEAT and R HEAT
lights.
If WING A/ICE ON or WING/COWL A/ICE ON advisory message remains out or WING L
HEAT or R HEAT light remains out:
(9) Leave icing conditions.

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 NORMAL PROCEDURES Vol. 1 04−07−1
Climb, Cruise and Descent REV 15, Jun 28/10

1. CLIMB, CRUISE AND DESCENT

A. Climb Check
NOTE
When the auxiliary tank fuel quantity is low, the fuel quantity will
fluctuate during the climb due to fuel migration.
(1) Pressurization.......................................................Check
If the APU is supplying bleed air:
(2) Air-conditioning................................................. Transfer to engine bleeds.
NOTE
Bleed air extraction from the APU is not permitted above 15,000 feet.
(a) BLEED AIR, 10TH STAGE R
switch/light ................................................. Press in to open right valve.
Check the following:
• R 10TH CLOSED light out.
• APU LCV OPEN light out.
(b) BLEED AIR, 10TH STAGE
ISOL switch/light......................................Press out to close isolation valve.
Check the following:
• 10TH ISOL OPEN light out.
• APU LCV OPEN light on.
(c) BLEED AIR, 10TH STAGE L
switch/light ................................................. Press in to open left valve and close
APU load control valve.
Check the following:
• L 10TH CLOSED light out.
• APU LCV OPEN light out.
(d) BLEED AIR, APU LCV
switch/light ...............................................Press out to match APU load control
valve closed position.
(3) Climb thrust .............................................................. Set the computed climb thrust
setting.

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1. CLIMB, CRUISE AND DESCENT (CONT'D)

A. Climb Check (Cont’d)

CAAI Certified Airplanes

When above 10,000 feet AGL:

(4) AC POWER, APU GEN switch............................. Select to OFF/RESET.

Check APU GEN OFF caution
message on.
(5) APU ................................................................ Shutdown
(a) APU, START/STOP switch/light ..............Press out to shutdown the APU.
Check AVAIL light out.
When rpm decreases to below 50% and EGT to below 350°C (662°F):
(b) APU, PWR FUEL switch/light ..................Press out Check the following:
• APU GEN OFF caution
message out.
• APU readouts disappear
from EICAS page after
approximately 60 seconds.
(6) TAWS WARNING, TERRAIN OFF
switch/light ............................................................Check Press out.
Check OFF light out.
(7) PASS SIGNS switches ................................ As required
(8) EXTERNAL LTS switches ........................... As required
At transition level:
(9) EFIS altimeters (2) and Integrated
Standby Instrument altimeter ................................... Set to 29.92 inches Hg.

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1. CLIMB, CRUISE AND DESCENT (CONT'D)

B. Cruise Check
NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below, and
visible moisture in any form is encountered (such as clouds, rain, snow,
sleet or ice crystals), except when the SAT is −40°C (−40°F) or below.
At or above 22,000 feet, the engine cowl and wing anti-ice systems must be on when
ice is indicated by the ice detection system.
Below 22,000 feet, the engine cowl and wing anti-ice systems must be on when in icing
conditions or when ice is indicated by the ice detection system.
(1) ANTI-ICE, WING switch ....................................... Select as required.
(2) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required.
(3) Cruise thrust ............................................................. Set
(4) Pressurization.......................................................Check that pressure differential and
cabin altitude are normal.
(5) Fuel .................................................................... Monitor fuel balance.
NOTE
During uncoordinated flight, fuel indications are inaccurate. Accurate
fuel indications will be obtained after 30 seconds when level and
stabilized in coordinated flight.
During gravity crossflow operations, a steady heading sideslip must be
used to ensure proper operation and to accelerate gravity crossflow.
To enhance gravity crossflow operation, fly one wing low slip (on the
side with less fuel).

CAUTION
Continued or repetitive automatic crossflow operation could be
indicative of a fuel tank leak.

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Climb, Cruise and Descent Oct 05/06

1. CLIMB, CRUISE AND DESCENT (CONT'D)

C. Descent Check
A thorough and comprehensive planning is essential to ensure smooth transitions from one
phase of flight to another. Prior to commencing descent, the following procedures should be
performed to ensure that the airplane is properly configured, and the various airplane systems
set-up for the subsequent phase of flight.
(1) ATIS ...................................................................... Copy
(2) CAS ............................................................ Check/Clear Verify and analyze any
messages, and clear (if any).
Within 15 NM of approach, if any of the following conditions apply:
• Runway is less than 3,500 feet in length, or
• Airport is not in the database, or
• Intended approach is not compatible with terrain awareness alerting, or
• QFE operation with no GPS available.
(3) TAWS WARNING, TERRAIN OFF
swich/light ..............................................................Press Check TAWS
WARNING,TERRAIN OFF
switch/light on.
(4) Landing data............................................................. Set the following:
• ATC clearance should have
been acquired.
• Landing speeds, N1 for all
engine go-around (take-off
thrust setting), N1 for
engine-out go-around
(single engine climb thrust
setting, APR rating) and
MCT calculated for the
landing weight and bugs set
accordingly.
• Set the RADIO and NAV
equipment for the approach.
• Set the associated bugs
accordingly.

FAA Certified Airplanes

(4) Landing data............................................................. Set the following:
• ATC clearance should have
been acquired.
• Set the RADIO and NAV
equipment for the approach.
• Set the associated bugs
accordingly.

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1. CLIMB, CRUISE AND DESCENT (CONT'D)

C. Descent Check (Cont’d)
(5) Approach briefing ........................................... Complete
The approach briefing should be accomplished well before entering the terminal control
zone. The pilot-flying shall conduct the briefing and review and/or outline the operational
aspects of the expected approach, which should include the following:
(a) Type of approach
(b) Runway in use
(c) Landing minima
(d) Review of VREF and N1 values
(e) Altitudes (MSA, Field elevation, Threshold elevation, Descent crossing altitudes)
(f) Outbound and procedure turn courses
(g) Final inbound course
(h) Decision Height (DH) or Minimum Descent Altitude (MDA)
(i) Missed approach point (non-precision)
(j) Missed approach procedure
(k) NAV equipment set-up
(l) Any questions or clarifications and other pertinent details.
(6) Shoulder harnesses ......................................... Secured

On airplanes incorporating Service Bulletin 604−34−023:

NOTE
The weather radar AUTO mode of operation may not accurately
display the weather threat to the crew below the flight path of the
airplane. MAN mode may be used to scan altitudes below the flight
path.

(7) CABIN PRESSURIZATION, LDG

ALT selector .........................................................Check selected to the following:
• Destination airfield altitude.
• Destination airfield
barometric pressure.
• Desired cabin pressure
descent rate.
Check FAULT lamp out.

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Climb, Cruise and Descent REV 29, Jul 11/14

1. CLIMB, CRUISE AND DESCENT (CONT'D)

C. Descent Check (Cont’d)
NOTE
1. Icing conditions exist in flight at a TAT of 10°C (50°F) or below, and
visible moisture in any form is encountered (such as clouds, rain,
snow, sleet or ice crystals), except when the SAT is −40°C (−40°F)
or below.
2. The use of anti-icing should always be anticipated during descent
when operating in cold weather conditions.
3. Wing and engine cowl anti-icing should be activated when
descending through areas of visible moisture (Refer to Chapter 6;
SUPPLEMENTARY PROCEDURES – COLD WEATHER
OPERATION).
4. If icing conditions are anticipated during descent, adjust descent
profile to maintain a minimum of 78% N2 to prevent ice
accumulation. If ATS is engaged, the following actions can be taken
to maintain a minimum of 78% N2 :
• Increase speed and/or,
• Decrease rate of descent and/or,
• Use of flight spoiler if necessary or,
• A combination of any of the three above, or
• Disengage ATS and set thrust manually.

At or above 22,000 feet, the engine cowl and wing anti-ice systems must be on when
ice is indicated by the ice detection system.
Below 22,000 feet, the engine cowl and wing anti-ice systems must be on when in icing
conditions, or when ice is indicated by the ice detection system.
(8) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required.
(9) ANTI-ICE, WING switch ....................................... Select as required.
If wing anti-ice is selected ON and WING L HEAT or R HEAT light goes out or
WING A/ICE ON or WING/COWL A/ICE ON advisory message goes out:
(10) Thrust ............................................................... Increase until the following come on:
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message.
• WING L HEAT and R HEAT
lights.
If WING A/ICE ON or WING/COWL A/ICE ON advisory message remains out or
WING L HEAT or R HEAT light remains out:
(11) Leave icing conditions.

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1. CLIMB, CRUISE AND DESCENT (CONT'D)

C. Descent Check (Cont’d)
(12) ANTI-ICE, WSHLD/WIND L and R
switches................................................................ Select to HI or LOW, as required.
(13) Fuel quantity and balance ....................................Check the following:
• Cross-check all the
readouts in the fuel quantity
gauging system.
• Check fuel balance.
At transition level:
(14) EFIS altimeters (2) and Integrated
Standby Instrument altimeter (1) .............................. Set to destination airport
barometric setting.

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Climb, Cruise and Descent REV 44, Jun 16/17

1. CLIMB, CRUISE AND DESCENT (CONT'D)

D. In Range Check
(1) APU (if required)..................................................... Start Ensure that operating
limitations/envelope is
considered.

CAAI Certified Airplanes

When above 10,000 feet AGL:
(1) APU (if required)..................................................... Start Ensure that operating
limitations/envelope is
considered.

NOTE
The APU, PWR FUEL switch/light must be selected off between each
APU start attempt. The APU, PWR FUEL switch/light should be firmly
pressed once only. If pressed twice, an immediate shutdown may
occur.
(a) BLEED AIR, APU LCV
switch/light ....................................................Check pressed out.
(b) APU, PWR FUEL switch/light .................... Press in and check the following:
• PWR FUEL light on, and
• APU readouts displayed on
EICAS page.

NOTE
During in flight starts at high altitudes, the APU EGT may
momentarily spike into the amber temperature zone and
then immediately return to normal green values. This is
normal operation and no crew action is required.
(c) APU, START/STOP switch/light ................ Press in and check the following:
• START light on,
• 60% rpm - START light out.
• 95% rpm + 4 seconds
(approx) - AVAIL light on.
• 100% rpm + 15 seconds
(approx) - APU GEN OFF
caution message on.
NOTE
1. APU BATTERY OFF caution message may appear momentarily
during APU start.
2. If time permits, allow APU rpm to stabilize at 100% for 2 minutes
before applying bleed air load.

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1. CLIMB, CRUISE AND DESCENT (CONT'D)

D. In Range Check (Cont’d)
After APU RPM and EGT have stabilized:
(d) AC POWER, APU GEN switch..................... Select as required.

If transferring air-conditioning to APU bleed air:

(2) Air-conditioning................................................. Transfer to APU bleed.
NOTE
1. The ATS will disengage if the N1 value is removed from the EICAS
(no active selection present).
2. The 10th-stage engine bleeds must be closed for landing with the
cowl and/or wing anti-ice system on. Refer to Chapter 2;
LIMITATIONS – SYSTEM LIMITATIONS .
(a) BLEED AIR, APU LCV
switch/light ................................................. Press in to preselect load control valve
to the open position.
(b) BLEED AIR, 10TH STAGE L
switch/light ...............................................Press out to select left valve closed.
Check the following:
• APU LCV OPEN light on.
• L 10TH CLOSED light on.
(c) BLEED AIR, 10TH STAGE
ISOL switch/light........................................ Press in to open isolation valve.
Check the following:
• 10TH ISOL OPEN light on.
• APU LCV OPEN light out.
(d) BLEED AIR, 10TH STAGE R
switch/light ...............................................Press out to select right valve closed.
• R 10TH CLOSED light on.
• APU LCV OPEN light on.
(3) EXTERNAL LTS switches ........................... As required Select RECOG TAXI light on.
(4) PASS SIGNS switches ................................ As required

NOTE
Normally, the PASS SIGNS switches are set at AUTO, although the
pilot may elect to have the Fasten Seat Belts sign turned ON earlier
due to weather, turbulence, or any other consideration.

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 NORMAL PROCEDURES Vol. 1 04−08−1
Approach and Landing REV 49, Nov 19/18

1. APPROACH AND LANDING

A. Approach
It is assumed that all the necessary preparations for the approach have been accomplished
prior to reaching the terminal control zone. The descent check should have been initiated
prior to the start of the descent and completed before arriving at the terminal area. Plan the
descent such that the airplane will be at the traffic pattern altitude at flaps-up maneuvering
speed, at about 12 miles (19 km) out when proceeding straight-in, or at about 8 miles (13 km)
out when entering the pattern abeam.

On airplanes incorporating Service Bulletin 605−34−019:

NOTE
When changing the destination to ALTN airport by selecting
direct-to a waypoint in the route to the ALTN airport, if Temp
Comp is ON and an OAT value has been entered for the
original DEST, the same OAT value will be retained for the
new DEST (ALTN). Crew must verify the correctness of OAT
after changing destination.

As a rule-of-thumb, the descent should be planned so as to arrive at the following

conditions:
• Altitude (AGL) 10,000 feet
• Distance from the airport 30 miles (48 km)
• Airspeed.....250 KIAS

NOTE
If FMS is in use, TOD will put the airplane at 15,000 feet AGL, 10 NM
back.
B. Maneuvering and Approach Speeds
The minimum maneuvering speed is obtained by adding 10 knots to the approach speed as
defined in the Airplane Flight Manual. The 10−knot additive provides adequate margin to stick
shaker actuation for an inadvertent 15° overshoot beyond the normal 30° bank, when
recommended procedures are followed.

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1. APPROACH AND LANDING (CONT'D)

C. Holding
Prior to entering the hold, it is assumed that a holding clearance and all other pertinent data
have been acquired. All other necessary items (entry procedures, timing, fuel, etc.) relevant to
the hold and subsequent approach should also have been determined.
(1) Airspeed .................................................Flaps 0° speed
+ 30 KIAS
• Reduce the airplane speed at least 3 minutes prior to arrival at the holding fix.
• Review the performance data for thrust setting if a prolonged holding is expected.
Procedures
Upon receipt of a holding clearance:
(1) Request:
• Estimated approach time,
• Type of approach in use.
(2) Check:
• Minimum diversion fuel,
• Weather at the destination and at the alternate,
• Endurance speed.
(3) Procedure:
• Determine entry procedure, and
• Brief pilot not flying.

NOTE
If time does not permit determining entry procedure upon station
passage, turn immediately outbound to parallel outbound track. After
the required timing, turn inbound towards the holding track.
Holding patterns must be entered and flown at or below the airspeed set by regulatory
agencies. Air Traffic Control (ATC) must be advised if it is impossible to comply with the
appropriate maximum holding airspeed.
The initial outbound leg should be flown for 1 minute or 1 1/2 minutes, as required, for the
altitude. Timing for subsequent outbound legs should be adjusted, as necessary, to achieve
the proper inbound leg timing. ATC should be advised immediately if an increase in airspeed
is necessary due to turbulence, or if it is impossible to accomplish any part of the holding
procedure.
The maximum holding airspeeds and timing are shown in the table below:
ALTITUDE AIRSPEED (KIAS) TIMING (MINUTES)
Up to and including 14,000 feet 230 1.0
Above 14,000 feet 265 1.5

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1. APPROACH AND LANDING (CONT'D)

D. Precision (ILS/PAR) Approach
Precision approaches utilizing the autopilot and/or the flight director are essentially the same.
Approaching the fix (or beacon), when performing a full approach (with procedure
turn), or coming from a hold:
NOTE
When performing an ILS autopilot-coupled approach, ensure that both
flight directors are displayed.
(1) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
Fix outbound:
(2) Flaps............................................................. 20 degrees
For straight-in approach (radar vectored):
(1) Flaps............................................................. 20 degrees
(2) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
NOTE
When performing a straight-in approach, assume the initial approach
configuration (as in 1 and 2 above), at a distance of 12 miles away from
the airport.

CAUTION
To avoid possible false localizer captures, do not arm approach until
airplane is close to, or established on, an inbound localizer course.
Cleared for the approach; Fix inbound (for a full approach), or when on the localizer
intercept heading (for a straight-in approach):
(3) FCP mode ............................................................ APPR
(4) Mode annunciations ..............................................Verify
• LOC 1 (2) and GS armed – white indications on both PFDs.
• LOC 1 (2) – green indications on both PFDs.
When 1 dot below the glideslope:
(5) LDG GEAR lever ...................................................... Set to DN.
(6) Flaps............................................................. 30 degrees
At glideslope capture (indicated by green GS annunciation on both PFDs):
(7) Flaps............................................................. 45 degrees
(8) Airspeed ................................................ VREF + 10 KIAS
(9) Before landing check ...................................... Complete
(10) Preselect ALT ........................................................... Set to missed approach altitude.
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1. APPROACH AND LANDING (CONT'D)

D. Precision (ILS/PAR) Approach (Cont’d)
At 1,500 feet AGL:
(11) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind plus all gust
(regardless of direction).
Maximum correction is
+ 20 KIAS.
At the final approach fix (FAF):
(12) Fix name, altitude and flags ............................. Recheck correct fix name, at correct
altitude and no flags in view.
At decision height (DH) or decision altitude (DA) and landing is feasible:
(13) Autopilot (if used) ......................................... Disconnect at no less than 80 feet AGL.

CAUTION
PFD negative barometric altitude is indicated by a yellow NEG flag
within the barometric altitude window.

NOTE
1. If the missed approach is not selected for display on the MFD, it will
auto pop-up for display when the TOGA switch is depressed, but not
until the missed approach point is sequenced by the FMS.
2. The NAV preview needle will remain displayed after transfer to LOC.
This indication should be disregarded.

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1. APPROACH AND LANDING (CONT'D)

D. Precision (ILS/PAR) Approach (Cont’d)

Precision (ILS/PAR) Approach

Figure 04−08−1

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1. APPROACH AND LANDING (CONT'D)

E. Non-Precision Approach
When approaching the fix (or beacon):
(1) Airspeed .................................................Flaps 0° speed
+ 30 KIAS
When at fix outbound or when abeam the approach fix for straight-in approach (radar
vectored):
(2) Flaps............................................................. 20 degrees
(3) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
When tracking procedure turn altitude:
(4) Preselect altitude ...................................................... Set to the final approach fix (FAF)
altitude. Verify that ALTS
white indication is on (armed).
When established inbound:
(5) FCP mode ............................................................... FLC
(6) FLC........................................................ Set as required
(7) Thrust levers......................................................... Adjust to maintain the desired rate of
descent.
At approximately 3 miles before FAF:
(8) LDG GEAR lever ...................................................... Set to DN.
(9) Flaps............................................................. 30 degrees
(10) Airspeed ...............................................Flaps 30° speed
+ 10 KIAS
(11) Before landing check ................................... Accomplish
Approaching the FAF:
(12) Flaps............................................................. 45 degrees If a circling approach is
planned, maintain flaps at 30°.
(13) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind plus all gust
(regardless of direction).
Maximum correction is
+ 20 KIAS. If a circling
approach is planned, maintain
flaps 30° speed + 10 KIAS.
Upon FAF altitude capture (also indicated by green ALT CAP and ALTS messages on
both PFDs):
(14) Preselect altitude ...................................................... Set to the minimum descent
altitude (MDA).
At the FAF:
(15) Fix name...................................................................Call
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1. APPROACH AND LANDING (CONT'D)

E. Non-Precision Approach (Cont’d)
(16) Chronometer .......................................................... Start
(17) FCP mode ............................................................... FLC
(18) FLC........................................................ Set as required
(19) Thrust levers......................................................... Adjust to maintain the desired
descent rate.
(20) Autopilot (if used) ......................................... Disconnect prior to commencing final turn.
When the MDA is captured (as indicated by yellow MIN alert flag and flashing yellow
RA or BARO MIN reference on both PFDs):
(21) Preselect altitude ...................................................... Set to missed approach altitude.
At the missed approach point (MAP) and runway is in sight:
(22) Landing................................................Continue visually Continue the approach on a 3°
glide path.
(23) Flight director............................................................. Off

CAUTION
PFD negative barometric altitude is indicated by a yellow NEG flag
within the barometric altitude window.

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1. APPROACH AND LANDING (CONT'D)

E. Non-Precision Approach (Cont’d)

Non-Precision Approach
Figure 04−08−2

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1. APPROACH AND LANDING (CONT'D)

F. Circling Approach
When performing a circling approach, maintain the airplane configuration from the final
approach fix (FAF) onwards (flaps 30° and landing gear down). At the circling MDA with the
field in sight, maneuver to establish a downwind leg parallel to the runway at a distance of
approximately 1 1/2 miles.
At the established downwind:
(1) Circling MDA .................................................... Maintain
(2) Flaps............................................................. 30 degrees
(3) Airspeed ...............................................Flaps 30° speed
+ 10 KIAS
When abeam the runway threshold:
(4) Chronometer .......................................................... Start Time for 15 to 30 seconds,
plus or minus wind correction.
After the desired timing has elapsed, start the turn towards the base leg:
(5) Descent ............................................................... Initiate
Approaching 400 feet, start turn towards final, and when landing is assured:
(6) Flaps............................................................. 45 degrees
(7) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind plus all gust
(regardless of direction).
Maximum correction is
+ 20 KIAS.
NOTE
The autopilot, if used, should be disconnected no later than 320 feet
AGL.

CAUTION
PFD negative barometric altitude is indicated by a yellow NEG flag
within the barometric altitude window.

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1. APPROACH AND LANDING (CONT'D)

F. Circling Approach (Cont’d)

Circling Approach
Figure 04−08−3

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1. APPROACH AND LANDING (CONT'D)

G. Standard Visual Approach
Enter the downwind leg according to the prescribed regulatory procedures.
(1) Downwind altitude .......................................... 1,500 feet
(2) Flaps............................................................. 20 degrees
(3) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
(4) Thrust .......................................................... As required to maintain the downwind
airspeed.
(5) LDG GEAR lever ...................................................... Set to DN, prior to turning towards
the base leg.
Turning base:
(6) Descent ............................................................... Initiate
(7) Flaps............................................................. 30 degrees
(8) Airspeed ...............................................Flaps 30° speed
+ 10 KIAS
(9) Rate of descent .............................. Approximately –700
fpm
At 500 to 700 feet altitude, initiate turn to final:
(10) Flaps............................................................. 45 degrees
NOTE
The autopilot, if used, should be disconnected no later than 320 feet
AGL.
(11) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind plus all gust
(regardless of direction).
Maximum correction is
+ 20 KIAS.
(12) Before landing check ...................................... Complete
At 50 feet AGL:
(13) Thrust levers......................................................... Select to IDLE.

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1. APPROACH AND LANDING (CONT'D)

G. Standard Visual Approach (Cont’d)

Standard Visual Approach

Figure 04−08−4

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1. APPROACH AND LANDING (CONT'D)

H. Before Landing Check
(1) IGNITION, CONT switch/light...................... As required

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below,
and visible moisture in any form is encountered (such as
clouds, rain, snow, sleet or ice crystals), except when the SAT
is −40°C (−40°F) or below.
The engine cowl and wing anti-ice systems must be on when in icing conditions, or
when ice is indicated by the ice detection system:
(2) ANTI-ICE, WING switch ....................................... Select as required.
(3) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required.
If wing anti-ice is selected ON and WING L HEAT or R HEAT light goes out or WING
A/ICE ON or WING/COWL A/ICE ON advisory message goes out:
(4) Thrust ............................................................... Increase until the following come on:
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message.
• WING L HEAT and R HEAT
lights.
If WING A/ICE ON or WING/COWL A/ICE ON advisory message remains out or WING L
HEAT or R HEAT light remains out:
(5) Leave icing conditions.
(6) Cabin ................................................................... Advise not less than five minutes prior
to landing.
(7) PASS SIGNS, NO SMKG switch.......................... Select to ON.
(8) PASS SIGNS, SEAT BLTS switch ....................... Select to ON.
(9) LDG GEAR lever ...................................................... Set to DN. Check that three green
DN indications are displayed,
indicating that the landing gear
is down and locked.
NOTE
To avoid nuisance A/SKID INBD and A/SKID OUTBD caution messages,
wait 5 seconds after landing gear is down and locked before checking
anti-skid system.
(10) Brake and anti-skid system ..................................Check
(a) ANTI SKID, ARMED switch ..........................Check selected to armed.

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1. APPROACH AND LANDING (CONT'D)

H. Before Landing Check (Cont’d)
(b) ANTI SKID, TEST switch.............................. Select to TEST momentarily, and
check the following:
• A/SKID IN TEST advisory
message on.
After approximately 3 seconds
check:
• A/SKID IN TEST advisory
message out.

NOTE
Anti-skid system is inoperative if the A/SKID IN TEST
advisory message does not come on during test.
Anti-skid system is inoperative if A/SKID INBD (OUTBD)
caution messages come on during test.
(c) NOSE STEER switch ...................................Check selected to ARMED.

NOTE
When the nose wheel steering system is armed in flight, the tiller
should be centered.
(11) THRUST REVERSER, L and R
switches................................................................ Select to ARMED.
Check the following:
• L and R REV ARMED
advisory messages on.
• L and R REV UNSAFE
caution messages out.
• L and R REV UNLOCKED
caution messages out.

CAUTION
Do not arm thrust reverser if L (R) REV UNSAFE caution message is
displayed.
(12) Flaps............................................................ As required Check that the flap indications
are displayed as selected.
At 100 feet AGL:
(13) ATS MSD .............................................................Check SPEED message flashes.
If message is not displayed,
disengage ATS and manually
control thrust.

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1. APPROACH AND LANDING (CONT'D)

I. Go-Around Procedure
The following procedures are recommended in the event of a missed approach or any other
situation which would necessitate making a go-around maneuver, with the airplane in the
landing configuration. It is assumed that the flight instruments, radios and navigation aids
have been previously set-up for the missed approach.
Use of the ATS during go-around is prohibited. Pilot must manually set thrust to override ATS.
ATS may be used to trim final N1, once manually set.
An all engine go-around maneuver after touchdown during a normal landing is entirely the
prerogative of the pilot to employ if conditions are not conducive for a full-stop landing.

CAUTION
A go-around maneuver should NOT be attempted after the
thrust reversers have been deployed.
If unreliable airspeed is suspected, disregard all reference to
TOGA and airspeed. Do not use TOGA switch.

NOTE
The minimum fuel quantity for go-around is 230 kg (500 lb) per
wing tank (with the airplane level), with a maximum airplane
climb attitude of 10° nose up.
From a gear-down, flaps 45 degrees approach; At the MAP, DH, DA or during circling,
and a decision to go-around was made:
(1) Thrust levers..................................................... Advance to the pre-determined
go-around N1 setting, while
simultaneously pressing the
Take-Off/Go-Around (TOGA)
switch and ATS DISC switch.

CAUTION
ATS must be disengaged as thrust levers are advanced to go-around.
If ATS is not disengaged and the pilot overrides the ATS as the thrust
levers are advanced, the ATS may advance the thrust levers to the
forward stop, causing an engine exceedance.
(2) FLIGHT SPOILER lever
(if extended) ......................................................... Select to RETRACT.
(3) Airplane ............................................................... Rotate smoothly, at a speed of not
less than VREF.
(4) Pitch attitude......................................................... Adjust to achieve a speed of not less
than V2 + 10 KIAS as the flaps
are retracted to 20°.
(5) FLAPS .................................................................. Select to 20°.

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1. APPROACH AND LANDING (CONT'D)

I. Go-Around Procedure (Cont’d)
When a positive rate of climb is achieved:
(6) LDG GEAR lever .................................................. Select to UP.
NOTE
When a turn is required in the missed approach procedure, wait for the
landing gear to retract fully before commencing the turn.
At a safe altitude (not below 400 feet AGL):
(7) FLAPS .................................................................. Select to 0°.
(8) THRUST REVERSER,
L and R switches .................................................. Select to OFF.
Check L and R REV ARMED
advisory messages out.
(9) Normal climb-out procedures ...................... Accomplish
J. Touch-and-Go Landing Procedure
Touch-and-go landing maneuvers are only intended for use during flight training, primarily for
approach and landing practice, and should not be utilized as part of the normal take-off and
landing procedures.

NOTE
1. For touch-and-go landings, GROUND SPOILERS switch
may be left at AUTO.
2. The landing gear may be left extended throughout the whole
exercise, if required for brake cooling.
When stabilized at the downwind leg:
(1) V speeds ..................................................... Recompute and set the speed bugs
accordingly.

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1. APPROACH AND LANDING (CONT'D)

K. Full Stop Landing Procedure
The procedures outlined below are done simultaneously or in quick succession, as the
situation requires.
Approach through 50 feet height point at VREF (Refer to the Airplane Flight Manual; Chapter
6; PERFORMANCE – LANDING PERFORMANCE) on stabilized glide slope of 3 degrees,
with landing gear down and flaps at 45 degrees.
Thrust reversers may be used after touchdown to supplement the use of wheel brakes. At
airports where runway structural repair or debris is known to exist, use thrust reversers with
extreme caution to preclude the possibility of foreign object damage (FOD) from occurring.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will
occur at high power settings, particularly at aft centre of gravity
light weights. This tendency is controllable with elevator and
may be minimized by ensuring that nose wheel touchdown is
achieved and nose down elevator applied, before selecting
reverse thrust.
(1) Thrust levers......................................................... Select to IDLE at or below 50 feet
AGL.
NOTE
If icing accumulation on the wheels and brakes is suspected, carry out
a positive landing to ensure initial wheel spin-up and breakout of frozen
brakes.
(2) FLIGHT SPOILER lever ....................................... Select to MAX.
(3) Brakes ................................................................... Apply as appropriate for landing and
runway conditions.
(4) Thrust reverse levers................................................. Lift and pull back.
When interlocks release (REV icons inside N1 gauges are green):
(5) Thrust reverse levers....................................... Pull back to required reverse thrust
setting.
(6) Rudder and ailerons ................................................ Use as required, to maintain
directional control.
(7) Engine instruments and airspeed ....................... Monitor Monitor any engine limitations
about to be reached or any
discrepancy.

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1. APPROACH AND LANDING (CONT'D)

K. Full Stop Landing Procedure (Cont’d)
When speed falls to 60 KIAS:
(8) Thrust reverse levers............................................ Select to not more than 60% N1
reverse thrust or STOW.

NOTE
1. Reverse thrust idle is 25 to 30% N1 .
2. Thrust reverse (piggy-back) levers must be pushed fully down in
order to do the following:
• Achieve thrust reverser stow, and
• Ensure that the main thrust lever mechanical lock is
disengaged.
3. When reducing reverse thrust, carefully move thrust levers to
prevent an inadvertent stowing of thrust reversers.
(9) Nose wheel steering .................................... As required
L. Bounced Landing
If the pilot believes that thrust must be added and maintained until touchdown to salvage a
landing, then a rejected landing should be executed.
Should the aircraft bounce on landing, a rejected landing should be executed. Go-around
thrust should be set and the normal landing attitude or slightly higher should be maintained.
Aircraft configuration should not be changed at this time. Once the aircraft is accelerating
above VREF and climbing through a safe height, the go-around maneuver should be
continued.
Improper landing technique (thrust levers not at IDLE) may result in a shallow bounce. Should
the pilot decide not to execute a rejected landing, then the normal landing attitude should be
maintained and the thrust levers reduced to IDLE. Be aware that following the bounce, the
ground spoilers may deploy as soon as the thrust levers are set to IDLE, even if the aircraft is
still in the air.
A poorly executed approach and touchdown with a high rate of descent can generate a high,
hard bounce that can quickly develop into a hard landing accident. A rejected landing should
always be executed following such a bounce.

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1. APPROACH AND LANDING (CONT'D)

M. After Landing Check
The After Landing checklist will be accomplished when the airplane is clear of the runway, at
a safe taxi speed, with the engines stabilized at forward thrust.
(1) Flaps............................................................ As required

NOTE
It may be necessary to leave the flaps at 20° if the approach
was made in icing conditions, or if the runway is covered with
slush or snow. Otherwise, retract the flaps.
(2) FLIGHT SPOILER lever ....................................... Select to RETRACT.
(3) Transponder/TCAS .................................................. Set to STBY, if required.

NOTE
Some airports require the transponder to remain active for
surface movement management. The transponder/TCAS will
automatically switch to STBY, 65 seconds after landing. If
required, set the transponder/TCAS to other than STBY, until
shutdown.
(4) ANTI-ICE, PROBES switches .............................. Select to OFF.
(5) ANTI-ICE, WING switch ....................................... Select as required.

NOTE
Wing and cowl anti-icing may be required during cold weather
operations. Otherwise, select to OFF.
(6) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required.
(7) ANTI-ICE, WSHLD/WIND L and R
switches................................................................ Select as required.
(8) IGNITION, CONT switch/light..........................Press out to turn off.
(9) EXTERNAL LTS switches ........................... As required Leave NAV light ON.
(10) LANDING LTS switches ....................................... Select to OFF.
(11) Weather radar selectors ........................................... Set to STANDBY.
(12) Trims .................................................................... Reset

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1. APPROACH AND LANDING (CONT'D)

N. Hard Landing
An overweight landing is defined as a landing at more than the maximum landing weight.
Overweight landings should be avoided. However, no inspection is required provided that
neither a hard landing nor a hard de-rotation has occurred.
Following a hard landing or hard de-rotation at any weight, it is possible that damage may
have occurred to the aircraft structure and systems. This damage may be visible or hidden. In
this instance, it is strongly recommended that the aircraft be inspected for damage, prior to
next flight, in accordance with the Hard Landing or Overweight Landing checks contained in
Chapter 5 of the Aircraft Maintenance Manual.
A hard landing is described as:
• A landing at a vertical descent rate greater than 600 feet per minute or 10 feet per
second when the aircraft gross weight is less than or equal to the maximum landing
weight.
• A landing at a vertical descent rate greater than 360 feet per minute or 6 feet per second
when the aircraft gross weight is greater than the maximum landing weight, but less than
or equal to the maximum take-off weight.
• A landing where the aircraft lands with an uncontrolled sideways skid or continues to
move from the prepared surface to a runway surface that is not prepared.
• A landing where the aircraft touches the ground with one or more landing gear on a
surface other than the prepared surface.
• A landing where the aircraft nose landing gear touches the ground before both main
landing gear have touched the ground.
• A landing where the aircraft bounces or skips after initial impact and the ground spoilers
subsequently deploy while the aircraft is still in the air.
• A touchdown that results in a burst tire.
Factors contributing to a hard de-rotation are:
• Application of brakes before the nose landing gear touches the ground resulting in an
unchecked, high de-rotation rate.
• Full or nearly full nose-down elevator applied before the nose landing gear touches the
ground.
• Forward column pressure applied following main landing gear touchdown resulting in an
unchecked, high de-rotation rate.

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1. SHUTDOWN
A. Shutdown Check
The following procedures will be accomplished when the airplane has come to a complete
stop.
(1) PARKING BRAKE ....................................... As required Ensure that chocks are in
place before releasing parking
brake.

NOTE
Inform ground crew of ‘Hot Brakes’ condition as soon as
possible.
(2) Thrust reverse levers.............................................. Stow Check the following:
• REV icon goes out.
• REV UNLOCKED caution
message out.
(3) ANTI-ICE, WING switch ....................................... Select to OFF.
(4) ANTI-ICE, COWL
L and R switch/lights .......................................Press out to select cowl anti-ice off.
(5) ANTI-ICE, WSHLD/WIND
L and R switches .................................................. Select to OFF.
(6) APU ........................................................................ Start Ensure that operating
limitations/envelope is
considered.

NOTE
The APU, PWR FUEL switch/light must be selected off between
each APU start attempt. The APU, PWR FUEL switch/light
should be firmly pressed once only. If pressed twice, an
immediate shutdown may occur.
(a) BLEED AIR, APU LCV
switch/light ....................................................Check pressed out.
(b) APU, PWR FUEL switch/light .................... Press in and check the following:
• PWR FUEL light on, and
• APU readouts displayed on
EICAS page.
(c) APU, START/STOP switch/light ................ Press in and check the following:
• START light on.
• 60% rpm – START light out.
• 95% rpm + 4 seconds
(approx) – AVAIL light on.
• 100% rpm + 15 seconds
(approx) – APU GEN OFF
caution message on.

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1. SHUTDOWN (CONT'D)
A. Shutdown Check (Cont’d)
After APU RPM and EGT have stabilized:
(d) AC POWER, APU GEN switch..................... Select to ON.
(7) AC POWER, GEN 1 and 2
switches................................................................ Select to OFF/RESET.
After the engine two minute cool-down period:

NOTE
The engine may be shutdown with the following indications present,
however maintenance action is required after shutdown to stow the
reverser prior to a subsequent start:
• REV icon in the N1 gauge
• L or R REV UNLOCKED caution message displayed.

(8) Engine that was started first ........................... Shutdown

NOTE
Prior to shutdown, operate the engine at or near IDLE for a minimum of
two minutes, to dissipate heat and stabilize internal operating
temperatures.
Taxi time at 70% N2 or below may be credited in the two minute
cool-down period.
If ITT rises above 350°C following engine shutdown, carry out an
engine motoring cycle immediately to reduce ITT.
(9) FUEL, L and R BOOST PUMP
switch/lights .....................................................Press out to turn both boost pumps off.
Check the following:
• L and R BOOST PUMP ON
lights out.
• L and R BOOST PUMP
INOP lights on.
• L and R FUEL PUMP ON
advisory messages out.
• FUEL LO PRESS caution
message is annunciated for
the engine that now has
been shutdown.

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1. SHUTDOWN (CONT'D)
A. Shutdown Check (Cont’d)
(10) Fuel system check valve
operation ........................................................ Complete 1 the test initiated before
engine start.
After 2 minutes, if FUEL LO PRESS caution message is still not displayed for the
non-operating engine:
(a) Dry motor..............................................Accomplish for maximum of 30 seconds
on the non-operating engine.
Applicable FUEL LO PRESS
caution message should be
displayed during motoring as
the residual fuel pressure is
reduced.

CAUTION
Absence of the FUEL LO PRESS caution message during this
check is an indication that the fuel feed cross flow check valve
may have failed in the open position or that another component of
the engine fuel feel sub-system may not be functioning properly.
The fuel system needs further troubleshooting.
(11) Other engine................................................... Shutdown
(12) Fuel crossflow valve operation ..............................Verify 2

(a) FUEL, L TO AUX XFLOW

switch/light ................................................. Press in to open left crossflow valve.
Check L TO AUX XFLOW ON
light on.
(b) FUEL, L TO AUX XFLOW
switch/light ...............................................Press out to close left crossflow valve.
Check L TO AUX XFLOW ON
light out.
(c) FUEL, R TO AUX XFLOW
switch/light ................................................. Press in to open right crossflow valve.
Check R TO AUX XFLOW ON
light on.
(d) FUEL, R TO AUX XFLOW
switch/light ...............................................Press out to close right crossflow valve.
Check R TO AUX XFLOW ON
light out.

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1. SHUTDOWN (CONT'D)
A. Shutdown Check (Cont’d)
(13) PASS SIGNS, NO SMKG and
SEAT BLTS switches ........................................... Select to OFF.
(14) BEACON switch (if installed) ................................ Select to OFF.
(15) NOSE STEER switch ........................................... Select to OFF.

On airplanes incorporating Service Bulletin 605−23−008:

(16) ATN ..................................................................Log OFF

(17) Transponder/TCAS .................................................. Set to STBY.

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1. TERMINATING
A. Securing Check
The following procedures will be performed when the airplane is to be left unattended or
handed over to maintenance personnel, after all the passengers have deplaned.
(1) PARKING BRAKE ....................................... As required Ensure that chocks are in
place before releasing parking
brake.
(2) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
(3) EXTERNAL LTS switches .................................... Select all to OFF.
(4) EMER LTS switch ................................................ Select to OFF.
(5) Hydraulic pump switches...................................... Select all to OFF.
(6) AC POWER, APU GEN switch............................. Select to OFF/RESET.
(7) APU ................................................................ Shutdown
(a) APU, START/STOP switch/light ..............Press out to shutdown the APU.
Check AVAIL light out.
When rpm decreases to below 50% and EGT to below 350°C (662°F):
(b) APU, PWR FUEL switch/light ..................Press out Check the following:
• APU GEN OFF caution
message out.
• APU readouts disappear
from EICAS page after
approximately 60 seconds.
(8) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to turn off packs.
Check L and R PACK OFF
lights on.
(9) BLEED AIR, APU LCV switch/light..................Press out to close load control valve.
Check APU LCV OPEN light
out.
(10) BLEED AIR, 10TH STAGE ISOL
switch/light .......................................................Press out to match isolation valve
position.
Check ISOL OPEN light out.
(11) BATT MASTER switch ......................................... Select to OFF.
(12) MISC LTS switches .............................................. Select to OFF.

NOTE
When leaving the airplane with no maintenance personnel in
attendance, the doors must be closed.

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CHAPTER 5 - ABNORMAL PROCEDURES

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 05−00−1

INTRODUCTION
General 05−01−1
Landing Distance Factors 05−01−1

POWER PLANT
Power Plant 05−02−1
Reverser Unsafe to Arm 05−02−1
In-Flight Engine Failure/Shutdown 05−02−2
APR Failure 05−02−5
Inadvertent APR Command 05−02−6
Uncommanded Deceleration or Abnormal Engine Oscillation/Fluctuation 05−02−7
N1 Fan Vibration 05−02−8
N2 Core Vibration 05−02−10
Engine Hot Start 05−02−11
Engine DCU Parameter Disagreement 05−02−11
Thrust Lever Inoperative 05−02−12
Fluctuating Engine Oil Pressure 05−02−13
ATS Failure 05−02−14
Dual ATS MSD Failure 05−02−14
ATS Uncommanded Disengage 05−02−15
ATS Overspeed 05−02−15
ATS Thrust Limited 05−02−15
ATS Low Speed 05−02−15
ATS Radio Altimeter Input Failure 05−02−16

SINGLE ENGINE PROCEDURES

Single Engine Procedures 05−03−1
Engine Failure During Take-Off After Achieving V1 05−03−1
Engine Failure in Climb During (V) ALTS CAP or (V) ALTV CAP 05−03−2
Engine Failure During Approach 05−03−2
Single Engine Approach and Landing 05−03−4

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Page

SINGLE ENGINE PROCEDURES

Single Engine Go-Around 05−03−10

AIR START
Air Start 05−04−1
Engine Cross Bleed − Air Start Procedure 05−04−1
Windmilling Air Start Procedure 05−04−5

AIR - CONDITIONING AND PRESSURIZATION

Air-Conditioning and Pressurization 05−05−1
Air-Conditioning Pack High Pressure 05−05−1
Air-Conditioning Pack High Temperature 05−05−2
Automatic Pressurization System Malfunction 05−05−3
Air-Conditioning Pack Pressure/Regulating Valve Failure 05−05−4
Cabin Altitude Too High 05−05−5
Unpressurized Flight Procedure 05−05−6
Manual Cabin Pressurization Control Procedure 05−05−7
Cabin Pressure Acquisition Module Failure 05−05−8

AUTOMATIC FLIGHT CONTROL SYSTEM

Automatic Flight Control System 05−06−1
Autopilot Mistrim 05−06−1
Autopilot Pitch Trim Failure 05−06−2
Double Yaw Damper Failure 05−06−3
Single Flight Director Failed 05−06−5

AUXILIARY POWER UNIT

Auxiliary Power Unit 05−07−1
APU Load Control Valve Fails to Close 05−07−1
APU Low Oil Pressure 05−07−1
APU High Oil Temperature 05−07−2
APU Shut-Off Valve Failed to Close, After APU Shutdown Due to Fire 05−07−2
APU Fuel Shut-Off Valve not in the Selected Position 05−07−3
APU Negative-G Shut-Off Valve Failed to Close After APU Shutdown Due to
Fire 05−07−3
APU Pump Failure 05−07−4

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Page

DOORS
Doors 05−08−1
Passenger Door – Outer Handle not Stowed 05−08−1
Passenger Door − Inner Handle not Stowed 05−08−3
Passenger Door − Not Latched 05−08−5
Baggage Door − Not Closed/Locked 05−08−7

ELECTRICAL
Electrical 05−09−1
AC Bus 1 Transfer Failure 05−09−1
AC Bus 2 Transfer Failure 05−09−1
AC Bus 1 Failure 05−09−1
AC Bus 2 Failure 05−09−2
AC Essential Bus Failure 05−09−2
ADG Inadvertent Deployment 05−09−3
APU Battery Failure 05−09−3
APU Generator Failure 05−09−4
APU Generator Overload 05−09−4
Battery Bus Failure 05−09−4
DC Bus 1 Failure 05−09−5
DC Bus 2 Failure 05−09−6
DC Essential Bus Failure 05−09−7
AC Generator 1 Failure 05−09−8
AC Generator 2 Failure 05−09−9
AC Generator Overload 05−09−9
Main Battery Failure 05−09−10
DC Emergency Bus Failure 05−09−10
Bus Inoperative List 05−09−11

FIRE PROTECTION
Fire Protection 05−10−1
APU Fire Detector Loop Failure 05−10−1
Engine Fire Detector Loop Failure 05−10−1
Jetpipe Overheat Detector Failure 05−10−1
APU Firex Bottle Discharged 05−10−1

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Page

FIRE PROTECTION
Engine Firex Bottle Discharged 05−10−2

FLIGHT CONTROLS
Flight Controls 05−11−1
Lightning Strike 05−11−1
Stall Protection System Failure 05−11−2
Stall Protection System Altitude Compensation Failure 05−11−2
Flight Spoilers Deployed During Flight 05−11−3
Flight Spoilers Lever Jam 05−11−3
Flight Spoilers Failure to Deploy 05−11−3
Flight Spoiler Asymmetric Extension 05−11−3
Flight Spoiler Asymmetric Retraction 05−11−4
Flight Spoilers Failure 05−11−4
Flaps Failure 05−11−5
Flap System Reset (On Ground) 05−11−8
Ground Spoilers Failure 05−11−10
Ground Spoilers Unsafe 05−11−10
Ground Spoilers Deployed During Flight 05−11−12
Stabilizer Trim Failure 05−11−13
Stabilizer Trim Malfunction 05−11−16
Mach Trim Failure 05−11−16
Aileron PCU Malfunction 05−11−17
Elevator System Malfunction 05−11−19

FUEL
Fuel 05−12−1
Fuel Imbalance 05−12−1
Engine Shut-Off Valve Failed Closed 05−12−3
Engine Shut-Off Valve Failed to Close After Engine Shutdown Due to Fire 05−12−3
Fuel Filter Impending Bypass 05−12−3
Low Fuel Pressure 05−12−4
Bulk Fuel Temperature is Less than –37°C 05−12−5
Fuel Temperature Less than 5°C 05−12−6
Fuel Boost Pump Failure 05−12−6

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Page

FUEL
Motive Flow Failure 05−12−7
Scavenge Ejector Failure 05−12−8
Primary Tail Tank Pump Failure (Manual Mode) 05−12−9
Secondary Tail Tank Pump Failure (Manual Mode) 05−12−10
Tail Tank to Aux Tank Automatic Transfer Failure 05−12−11
Tail Tank Transfer is Inhibited 05−12−13
Excessive Fuel Load – Aux Tank 05−12−14
Excessive Fuel Load – Tail Tank 05−12−16
Tail Dump SOV Failed (SOV not in commanded position) 05−12−18
Tail Transfer SOV Failed Closed 05−12−18
Tail Transfer SOV Failed Open 05−12−20
Tail Transfer SOV Failed in Middle Position 05−12−21
L/R TO AUX Crossflow Valve Open 05−12−22
L/R TO AUX Crossflow Valve Fails to Close 05−12−22
Auxiliary Tank Contents Increasing (abnormally) During L/R TO AUX
Crossflow 05−12−23
Dump Valve Open for More than 5 Minutes 05−12−23
Loss of Auxiliary Tank Fuel Quantity Indication 05−12−24
Loss of Wing Tank Fuel Quantity Indication 05−12−25
Loss of Tail Tank Fuel Quantity Indication 05−12−26
Loss of Total Fuel Quantity Indication 05−12−26
Fuel Leak Procedure 05−12−27

HYDRAULIC POWER
Hydraulic Power 05−13−1
System No. 1 Failure 05−13−1
System No. 2 Failure 05−13−3
System No. 3 Failure 05−13−4
System No. 1 High Temperature 05−13−5
System No. 2 High Temperature 05−13−6
System No. 3 High Temperature 05−13−7
Engine-Driven Pump Failure 05−13−7
Electric Pump 1B Failure 05−13−8
Electric Pump 2B Failure 05−13−8

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Page

HYDRAULIC POWER
Electric Pump 3A Failure 05−13−8
Electric Pump 3B Failure 05−13−9
Hydraulic Shut-Off Valve Failure After Engine Shutdown Due to Fire 05−13−9
System No. 1 and No. 2 Failure 05−13−10
System No. 2 and No. 3 Failure 05−13−12
System No. 1 and No. 3 Failure 05−13−15

ICE AND RAIN PROTECTION

Ice and Rain Protection 05−14−1
Ice Dispersal Procedure 05−14−1
Ice Detected 05−14−3
One Ice Detector Failed 05−14−4
Both Ice Detectors Failed 05−14−6
Wing Anti-Ice Sensor Failure 05−14−7
Cowl Anti-Ice Failure 05−14−8
Wing Leading Edge Temperature and Pressure Low 05−14−9
Insufficient Heat for Wing Anti-Icing 05−14−10
Insufficient Heat for Supplemental Ground Wing Anti-Icing 05−14−11
Supplemental Ground Wing Anti-Icing Overheat 05−14−11
Probe Heater Failures 05−14−12
Windshield Heat Failure 05−14−13
Window Heat Failure 05−14−13
Windshield Outer Face Ply Failure 05−14−14

INSTRUMENTS SYSTEM
Instruments System 05−15−1
Primary Flight Display Failure 05−15−1
Display Control Panel Failure 05−15−1
EFIS Comparator Failure 05−15−1
Multifunction Display Failure 05−15−2
Cursor Control Panel Failure 05−15−2
PFD Cross-Talk Failure 05−15−2
EFIS Parameter Miscompare 05−15−3
FMS V Speed Failure 05−15−4

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Page

INSTRUMENTS SYSTEM
Air Data Computer Failure 05−15−5
Radio Altimeter Failure 05−15−6
Inertial Reference System Failure 05−15−7
Total Inertial Reference System Failure 05−15−7

LANDING GEAR, WHEEL AND BRAKE SYSTEM

Landing Gear, Wheel and Brake System 05−16−1
Inboard Anti-Skid Failure 05−16−1
Outboard Anti-Skid Failure 05−16−2
Anti-Skid (Inboard and Outboard) Failure 05−16−2
Inboard/Outboard Brake Pressure Low 05−16−3
Parking Brake Shut-Off Valve Failure 05−16−3
Main Landing Gear Overheat Detector Failure 05−16−4
Nose Wheel Steering System Failure 05−16−4
Weight-on-Wheels Input Fault 05−16−5
Weight-on-Wheels Output Fault 05−16−7
Proximity Sensing System Failure (Total System Shutdown) 05−16−9
Landing Gear Manual Extension 05−16−11

MISCELLANEOUS SYSTEMS
Miscellaneous Systems 05−17−1
Emergency Lighting System Selected Off 05−17−1
Crew Oxygen Low Pressure 05−17−1
Passenger Oxygen Deployed and Activated 05−17−1
Radio Tuning Failure 05−17−2
Dual HF Transmission Failure 05−17−3
Transponder Failure 05−17−3
Dual Transponder Failure 05−17−3
ADS−B Out Fault 05−17−4
ADS−B Out Failure 05−17−4
Dual GPS Failure During Oceanic and Remote Operations 05−17−4
FSU Failure 05−17−4
Flight Management System CDU/FMC Failure 05−17−5
RAAS Advisories In Air or During High Speed Operations 05−17−6

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Page

MISCELLANEOUS SYSTEMS
RAAS Advisories On Ground During Low Speed Operations 05−17−6
RAAS Inoperative 05−17−6
RAAS Not Available 05−17−6
EVS Heater Failure 05−17−7
EVS Heater Overheat 05−17−7
Synthetic Vision System Runway Failure 05−17−7
Synthetic Vision System Failure 05−17−7

AURAL/VISUAL WARNING SYSTEM

Aural/Visual Warning System 05−18−1
Loss of EICAS 05−18−1
Data Concentrator Unit Failure 05−18−1
Data Concentrator Unit Aural Failure 05−18−1
EICAS Comparator Inoperative 05−18−1
TCAS System Failure 05−18−1
TCAS VSI Resolution Advisory Failure 05−18−2

OTHER PROCEDURES
Other Procedures 05−19−1
Suspected External Damage (Ground Only) 05−19−1

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1. GENERAL
The abnormal operating procedures included in this chapter contain items peculiar to the CL 600,
model 2B16 Challenger airplane (Serial No. 5701 to 6049). These checks address foreseeable
situations, usually involving a failure condition, in which the use of the normal or alternate
systems can be expected to maintain an acceptable level of airworthiness.
In addition to the failure indications referenced in the following abnormal procedures, the master
caution system operates where applicable.
Unless otherwise specified in these abnormal procedures, the landing configuration of the
airplane will be landing gear down and flaps 45.
These procedures have been developed and recommended by Bombardier and approved by
Transport Canada for use in the operation of the Challenger airplane. These procedures are
provided as guidance and should not be construed as prohibiting the development of equivalent
Transport Canada-approved procedures.

2. LANDING DISTANCE FACTORS

Landing distance factors are provided herein with and without the use of thrust reversers. No
operation should be predicated on the use of thrust reversers.

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1. POWER PLANT
A. Reverser Unsafe to Arm
Indication: L (R) REV UNSAFE caution message.

CAUTION
Do not arm affected thrust reverser during flight.
(1) Affected THRUST REVERSER
ARM switch .............................................................OFF L (R) REV ARMED advisory
message out.

CAUTION
Use remaining thrust reverser carefully upon landing.
END

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1. POWER PLANT (CONT'D)

B. In-Flight Engine Failure/Shutdown

Indication: L (R) ENGINE caution message.
Accomplish an engine shutdown only when flight conditions permit.
Shut down the engine if any of the following malfunction symptoms/indications occur:
• Excessive or uncontrollable power changes, or
• Indications outside the engine operating limitations, or
• Unsuccessful restart attempts after an unexplained flameout, or
• Any other condition that indicates advisability of engine shutdown.

Affected engine:
(1) Thrust lever ....................................... Confirm and IDLE
(2) Thrust lever ................................................ Confirm and
SHUT OFF
(3) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ...........................Press out if MANUAL light on, and if
rotor burst is suspected.
Anti-ice system is on:
Yes
(4) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open 14th stage isolation
valve.
Check ISOL OPEN light on.
(5) ANTI-ICE, COWL L (R)
switch/light ...............................................Press out to select applicable cowl
anti-ice off.
No
HYD 1 (2) HI TEMP caution message is on:
Yes
(4) Go to step (5).
No
(4) HYDRAULIC pump switch.................................... Select applicable pump to ON.
• If left engine shut down,
turn 1B ON. Check that
HYD 1 LO PRESS caution
message out.
• If right engine shut down,
turn 2B ON. Check that
HYD 2 LO PRESS caution
message out.
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1. POWER PLANT (CONT'D)

B. In-Flight Engine Failure/Shutdown (Cont’d)

(5) AIR-CONDITIONING,
L (R) PACK switch/light ...................................Press out to shutdown affected pack.
Check L (R) PACK OFF light
on.
(6) BLEED AIR, 10TH STAGE
L (R) switch/light ..............................................Press out to close affected shut-off
valve.
Check L (R) CLOSED light on.

NOTE
Use only one air-conditioning pack during single engine
operations, when the operating engine is the only 10th-stage
bleed source.
(7) AC POWER, GEN 1 (2) switch............................. Select affected generator to OFF.
Check GEN 1 (2) OFF caution
message on.
Below 20,000 feet and APU is available:
Yes
(8) APU ................................................................ Start
(9) AC POWER, APU GEN
switch............................................................ Select to ON.
(10) Air-conditioning......................................... Transfer to APU bleed air.
NOTE
Bleed air extraction from the APU is not permitted above
15,000 feet.
(11) Affected
AIR-CONDITIONING,
L (R) PACK switch/light ............................. Press in to restart pack.
Check L (R) PACK OFF light
out.
(12) EFIS altimeters (2).............................. Cross-check
No
(8) Fuel system ..........................................................Check and monitor the following:
• Fuel quantity, and
• Fuel balance.

▼
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1. POWER PLANT (CONT'D)

B. In-Flight Engine Failure/Shutdown (Cont’d)

(9) FUEL, L (R) BOOST PUMP

switch/light .......................................................Press out to disarm affected boost
pump.
Check L (R) FUEL PUMP
caution message on.
(10) Leave icing conditions (if possible).
NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below,
and visible moisture in any form is encountered (such as
clouds, rain, snow, sleet or ice crystals), except when the SAT
is –40°C (−40°F) or below.
Engine damage suspected or intentional shutdown:
Yes
(11) MFD or CDU tuning,
ATC/TCAS mode.............................................. Set to TA ONLY.
(12) Land at the nearest suitable airport.
(13) Single Engine Approach and
Landing................................................ Accomplish Refer to SINGLE ENGINE
PROCEDURES − Single
Engine Approach and Landing
in this chapter.
− END −
No
(11) Affected engine ...................................................Relight Refer to AIR START section in
this chapter.

NOTE
1. Do not attempt to relight an engine that is suspected to be
not serviceable.
2. Relight engine using starter-assisted cross bleed whenever
possible.
END

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1. POWER PLANT (CONT'D)

C. APR Failure
Indication: APR INOP caution message on.
NOTE
After take-off, an APR INOP caution message may be displayed.
If the message goes out within 2 minutes, it can be disregarded
and be considered a nuisance message.
(1) ENGINE CONTROL, APR switch............................OFF
(2) ENGINE CONTROL, both ENG
SPEED switches ..................................................Check ON and monitor engine
indications.
Engine indications are normal:
Yes
(3) ENGINE CONTROL, APR
switch.............................................................. ARM
APR INOP caution message persists:
Yes
(4) ENGINE CONTROL,
APR switch ..............................................OFF
No
(4) No further action required.
− END −
No
At a safe altitude:
(3) ATS DISC switch .............................................. Depress
(4) Both thrust levers ................................................ Retard to below 79% N2.
(5) ENGINE CONTROL, both ENG
SPEED switches .....................................................OFF to prevent asymmetric thrust.
NOTE
Use APR-off performance. Refer to the Airplane Flight Manual,
Chapter 6; PERFORMANCE.
(6) Thrust levers..................................................... Advance as required.

NOTE
Thrust lever controls are more sensitive to changes.
Due to the possibility of N1 overspeed, monitor the N1 if more
than idle reverse thrust is used after landing. Do not exceed
90% N1 reverse thrust.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−6
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

D. Inadvertent APR Command

Indication: APR CMD SET caution message. (APR CMD SET caution message may be
accompanied by APR operation on one or both engines.)
On the ground:
Yes
(1) Do not take off.
− END −
No
In flight:
(1) Thrust levers......................................................... Adjust to within normal thrust range.
(2) ENGINE CONTROL, APR switch............................OFF
(3) Engine performance ........................................... Monitor during approach.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−7
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

E. Uncommanded Deceleration or Abnormal Engine Oscillation/Fluctuation

Indication: Engine thrust does not agree with thrust lever selection.
(1) ATS DISC switch .............................................. Depress

CAUTION
The ATS SPEED mode N1 synchronization will attempt inappropriate
deceleration/acceleration of the remaining engine, to maintain
synchronization until disengaged.

NOTE
To prevent engine overspeed when selecting ENG SPEED switches
OFF, N2 indications should be referenced instead of N1.
Affected engine:
(2) Thrust lever .......................................................... Adjust to below 79% N2 or IDLE
(whichever occurs first).
(3) ENGINE CONTROL, ENG
SPEED switch .........................................................OFF
(4) Thrust lever ...................................................... Advance

CAUTION
Do not change power settings abruptly as engine response is degraded.
(5) Engine indications .............................................. Monitor
Engine responds:
Yes
NOTE
1. To minimize asymmetric thrust, both ENG SPEED
switches should be selected OFF prior to approach and
landing.
2. Exercise caution to prevent overspeed during thrust
reverse use, when operating with ENG SPEED
switches OFF.
3. The APR system is inoperative when the ENG SPEED
switches are selected OFF.
− END −
No
(6) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to In-Flight Engine
Failure/Shutdown procedure in
this section.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−8
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

F. N1 Fan Vibration
Indication: FAN VIB readout greater than 2.7 Mils or
VIB icon on N1 gauge in compressed display format.

CAUTION
It is not recommended that an engine be shut down unless there is
another indication of a severe engine abnormality, i.e., high oil
temperature, high oil pressure, abnormal increase in ITT, ITT
exceedance, or abnormal engine vibration is felt through the airframe.

NOTE
1. If engine was started within 2 hours of shutdown, allow 10 minutes
for vibration levels to return to normal.
2. An ITT increase of more than 10°C from stable, matched N1 power
is an abnormal increase.

(1) ATS DISC switch .............................................. Depress

Icing conditions:
Yes
Affected engine:
(2) Thrust lever................................................... Adjust N2 to above 80%, and N1 to
above 70%.
Do not exceed maximum
continuous thrust setting.
Maintain thrust settings until
vibration is reduced.
NOTE
1. Vibration may increase during the ice shedding
process.
2. Vibrations may momentarily indicate full scale during
the ice shedding process.
3. Thrust settings up to and including maximum
continuous may be required to shed ice.
(3) Engine indications ...................................... Monitor ITT.
No
Affected engine:
(2) Thrust lever .......................................................... Adjust to a setting that maintains
vibration level within normal
range.
(3) Engine ................................................................ Monitor

▼
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PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−9
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

F. N1 Fan Vibration (Cont’d)

Vibration persists and the condition indicates advisability of an engine shutdown:
Yes
(4) Affected engine....................................... Shutdown Refer to In-Flight Engine
Failure/Shutdown procedure in
this section.
− END −
No
(4) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−10
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

G. N2 Core Vibration
Indication: VIB icon on N2 gauge or adjacent to N2 readout.

CAUTION
It is not recommended that an engine be shut down unless there is
another indication of a severe engine abnormality, i.e., high oil
temperature, high oil pressure, high ITT, or abnormal engine vibration
is felt through the airframe.

NOTE
N2 VIB icon indicates core vibration is greater than 1.7 Mils.

(1) ATS DISC switch .............................................. Depress

Affected engine:
(2) Thrust lever .......................................................... Adjust to a setting that maintains
vibration level within normal
range.

NOTE
If engine was started within 2 hours of shutdown, allow 10
minutes for vibration levels to return to normal.
(3) Engine indications .............................................. Monitor
Vibration can be controlled or reduced:
Yes
(4) No further action required.
− END −
No
(4) Affected engine .............................................. Shutdown Refer to In-Flight Engine
Failure/Shutdown procedure in
this section.
END

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PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−11
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

H. Engine Hot Start

Indication: HOT icon displayed on ITT gauge or adjacent to ITT readout and/or readout
indicates 900°C or greater.
Affected engine:
(1) Thrust lever .................................................. SHUT OFF
(2) IGNITION switch/lights (all) .............................Press out to turn off all ignition. ON lights
go out. IGNITION A and B
advisory messages and CONT
IGNITION light out.
If one engine is operating:
(3) Inoperative engine FUEL,
L (R) BOOST PUMP switch/light .....................Press out to disarm boost pump.
Check L (R) FUEL PUMP
caution message on.
(4) Dry motor..................................................... Accomplish until ITT is reduced to below
120°C or starter limit,
whichever comes first.
END

I. Engine DCU Parameter Disagreement

Indication: L (R) ENG MISCOMP caution message.
Affected engine’s (either left or right engine) DCU parameters disagree.
(N1 and N2 by 5%, and ITT by 40°C).
(1) Multifunction Displays (both) ................................ Select to EICAS page.
(2) Affected engine’s parameters
(either left or right) ...................................... Cross-check to find disagreement.
(3) Affected engine ................................................ Maintain within limits, using reliable
EICAS page.
END

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 ABNORMAL PROCEDURES Vol. 1 05−02−12
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

J. Thrust Lever Inoperative

Indication: Affected thrust lever inoperative.
At a safe altitude, before commencing the approach:
Affected engine:
(1) ENG FIRE PUSH switch/light ............................ Press in to shutdown affected engine.
BOTTLE ARMED PUSH TO
DISCH lights and L (R) ENG
SOV CLSD advisory message
on.

NOTE
Ground spoilers may not be available upon landing.
(2) Actual landing distance .................................... Increase by a factor of 1.60 (60%), for a
flaps 20° landing without the
use of reverse thrust.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
(3) Affected engine .............................................. Shutdown Refer to In-Flight Engine
Failure/Shutdown procedure in
this section.
END

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PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−13
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

K. Fluctuating Engine Oil Pressure

Indication: Left or right oil pressure readout fluctuates in excess of ±5 psi and gradually
decreases, possibly with increasing oil temperature.
Oil pressure is below 25 psi:
Yes
(1) Engine Oil Pressure Low
procedure ............................................ Accomplish Refer to Chapter 3;
EMERGENCY
PROCEDURES – POWER
PLANT – Engine Oil Pressure
Low.
− END −
No
(1) ATS DISC switch .............................................. Depress
Affected engine:
(2) Thrust lever ....................................... Confirm and IDLE
(3) Descent (if required) ............................................ Initiate
to 29,000 feet or below, or until oil pressure
stabilizes.
When affected engine oil pressure stabilizes:
(4) Thrust lever .......................................................... Adjust as required.
NOTE
1. If necessary, keep descending to a lower altitude to maintain
a stable oil pressure, as cruise power setting is resumed.
2. If oil pressure fluctuations in excess of ±5 psi resume, select
affected thrust lever to IDLE, and descend to a lower
altitude.
END

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PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−02−14
Power Plant REV 34, Sep 03/15

1. POWER PLANT (CONT'D)

L. ATS Failure
Indication: FAIL message displayed in ATS MSD.
Flashing FAIL message:
Yes
(1) ATS DISC switch ...................................... Depress
(2) Thrust levers.............................................. Position manually as required.

NOTE
The ATS may be re-engaged by depressing the ATS push
button switch on the ATS Control Panel. If the fault is still
present, the ATS flashing FAIL message will reappear, and
ATS will not re-engage.
− END −
No

Steady FAIL message:

(1) ATS DISC switch .............................................. Depress
(2) Thrust levers...................................................... Position manually as required.

NOTE
The steady FAIL message is displayed if the MSD is not
receiving data from the ATS computer. Depress the ATS DISC
switch to confirm disengagement of the ATS. Do not re-engage
the ATS.
END

M. Dual ATS MSD Failure

Indication: Loss of displayed data in both ATS Mode Status Displays.
(1) ATS DISC switch .............................................. Depress
(2) Thrust levers...................................................... Position manually as required.

NOTE
In the event of a dual MSD failure causing the displays to go
blank, the crew must depress an ATS DISC switch to confirm
ATS disengagement, and consider the system inoperative.
END

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 ABNORMAL PROCEDURES Vol. 1 05−02−15
Power Plant REV 36, Nov 27/15

1. POWER PLANT (CONT'D)

N. ATS Uncommanded Disengage

Indication: Uncommanded flashing DISENG’D message in ATS MSD, and ATS
disengages.
(1) ATS DISC switch .............................................. Depress to cancel message.
(2) Thrust levers...................................................... Position manually as required.

NOTE
The ATS will automatically disengage and illuminate the
flashing DISENG’D message in the MSD, if an N1 split of 13% or
greater is detected, or an N1 greater than 98.4% is detected, or
if a Thrust Reverser unlocks. After fault correction, the ATS can
be re-engaged by depressing the ATS push button on the ATS
control panel.
The ATS will disengage if the N1 value is removed from the
EICAS (no active selection present). This could happen when
the bleeds are changed from ENGINES to APU during the IN
RANGE check.
END

O. ATS Overspeed
Indication: Flashing VMO LIMIT or MMO LIMIT message displayed in ATS MSD.
(1) ATS DISC switch .............................................. Depress
(2) Thrust levers...................................................... Position manually as required.
END

P. ATS Thrust Limited

Indication: Flashing SPEED message displayed in ATS MSD.
(1) ATS DISC switch .............................................. Depress
(2) Thrust levers...................................................... Position manually and re-adjust
attitude as required.
END

Q. ATS Low Speed

Indication: Flashing AOA LIMIT message displayed in ATS MSD.
(1) Airspeed ................................................................... Set AFCS airspeed reference
(speed bug) higher than AOA
limit.
END

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 ABNORMAL PROCEDURES Vol. 1 05−02−16
Power Plant REV 38, Mar 11/16

1. POWER PLANT (CONT'D)

R. ATS Radio Altimeter Input Failure

Indication: Lack of RETARD mode at 50 ft. or
Early RETARD mode with RETARD or flashing SPEED
message displayed in ATS MSD.
(1) ATS DISC switch .............................................. Depress
(2) Thrust levers...................................................... Position manually as required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−03−1
Single Engine Procedures REV 22, Mar 16/12

1. SINGLE ENGINE PROCEDURES

A. Engine Failure During Take-Off After Achieving V1
(1) Take-off ........................................................... Continue
(2) Airplane ............................................................... Rotate at VR to an initial take-off
attitude of 10 degrees, and
adjust pitch, as required, to
achieve an airspeed of V2 at
35 feet.
When positive rate of climb is achieved:
(3) Landing gear ...................................................... Retract
(4) Airspeed ........................................................... Maintain at V2 to engine-out level-off
height (Refer to the Airplane
Flight Manual, Chapter 6;
PERFORMANCE –
OBSTACLE CLEARANCE).

NOTE
If engine failure occurs above V2, maintain airspeed at current value
(not more than V2 + 10 KIAS).

After take-off:
Wing anti-ice system selected on:
Yes
(5) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open ISOL valve.
Check ISOL OPEN light on.
No
(5) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
Check L and R REV ARMED
advisory messages out.
At not less than 400 feet AGL or the engine-out level off height:
(6) Thrust ....................................................................... Set thrust to maximum continuous
thrust (MCT) (Refer to the
Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).
(7) Airspeed ........................................................ Accelerate in level flight to VFTO.
(8) FLAPS .................................................................. Select to UP at a speed of not less
than VFTO – 5 KIAS.
(9) Climb ................................................................... Initiate at VFTO.
(10) CAS messages................................................... Review

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Single Engine Procedures REV 58, Dec 08/20

1. SINGLE ENGINE PROCEDURES (CONT'D)

A. Engine Failure During Take-Off After Achieving V1 (Cont’d)
At a safe altitude:
(11) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to POWER PLANT –
In-Flight Engine
Failure/Shutdown procedure in
this chapter.
END

B. Engine Failure in Climb During (V) ALTS CAP or (V) ALTV CAP
(1) Autopilot/FD.................................................. Disconnect
(2) Pitch attitude......................................................... Adjust to maintain the required single
engine operating airspeed.
NOTE
Vertical FD commands may be used and autopilot re-engaged
after FCC mode changes to (V) ALTS or (V) ALTV at desired
altitude.
(3) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to POWER PLANT –
In-Flight Engine
Failure/Shutdown procedure in
this chapter.
END

C. Engine Failure During Approach

(1) Autopilot ....................................................... Disconnect if coupled approach.
(2) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(3) Operating engine .............................................. Increase thrust as required.
(4) FLIGHT SPOILER lever ....................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(5) FLAPS .................................................................. Select to 20° for landing.
(6) Airspeed ........................................................... Increase to VREF (Flaps 45°) + 14 KIAS.

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1. SINGLE ENGINE PROCEDURES (CONT'D)

C. Engine Failure During Approach (Cont’d)

(7) Airplane ............................................................... Retrim and continue approach, or
go-around at pilot’s discretion
(Refer to Single Engine
Go-Around, in this section).
If required, autopilot may be
re-engaged, if above 800 feet
AGL.
If continuing the approach:
(8) Air-conditioning................................................. Transfer to APU bleed air.
(9) Go-Around thrust ........................................... Determine applicable single engine climb
thrust (APR rating) (Refer to
the Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).
(10) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute flap aural warning.
(11) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(12) Final approach speed ....................................... Maintain VREF (Flaps 45°) + 14 KIAS.
(13) Actual landing distance .................................... Increase by a factor of 1.55 (55%), for a
flap 20° landing without the
use of reverse thrust.

NOTE
Use remaining thrust reverser carefully upon landing.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
After landing:
(14) Affected engine .............................................. Shutdown
END

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 ABNORMAL PROCEDURES Vol. 1 05−03−4
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Single Engine Approach and Landing

DURING DESCENT
(1) ATIS ...................................................................... Copy
(2) CAS ............................................................ Check/Clear Verify and analyze any
messages, and clear (if any).
Within 15 NM of approach, if any of the following conditions apply:
• Runway is less than 3,500 feet in length, or
• Airport is not in the database, or
• Intended approach is not compatible with terrain awareness alerting, or
• QFE operation with no GPS available.
(3) TAWS WARNING, TERRAIN OFF
swich/light .......................................................... Press in Check TAWS
WARNING,TERRAIN OFF
switch/light on.
(4) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute flap aural warning.
(5) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(6) Landing data............................................................. Set the following:
• ATC clearance should have
been acquired.
• Landing speeds, N1 for all
engine go-around (take-off
thrust setting), N1 for
engine-out go-around
(single engine climb thrust
setting, APR rating) and
MCT calculated for the
landing weight and bugs set
accordingly.
• Set the RADIO and NAV
equipment for the approach.
• Set the associated bugs
accordingly.

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 ABNORMAL PROCEDURES Vol. 1 05−03−5
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Single Engine Approach and Landing (Cont’d)

FAA Certified Airplanes

(6) Landing data............................................................. Set the following:
• ATC clearance should have
been acquired.
• Set the RADIO and NAV
equipment for the approach.
• Set the associated bugs
accordingly.

(7) Approach speed ...................................VREF (Flaps 45°)

+ 14 KIAS minimum.
(8) Actual landing distance .................................... Increase by a factor of 1.55 (55%), for a
flaps 20° landing without the
use of reverse thrust.
(9) Approach briefing ........................................... Complete
The approach briefing should be accomplished well before entering the terminal control
zone. The pilot-flying shall conduct the briefing and review and/or outline the operational
aspects of the expected approach, which should include the following:
(a) Type of approach
(b) Runway in use
(c) Landing minima
(d) Review of VREF and N1 values
(e) Altitudes (MSA, Field elevation, Threshold elevation, Descent crossing altitudes)
(f) Outbound and procedure turn courses
(g) Final inbound course
(h) Decision Height (DH) or Minimum Descent Altitude (MDA)
(i) Missed approach point (non-precision)
(j) Missed approach procedure
(k) NAV equipment set-up
(l) Any questions or clarifications and other pertinent details.
(10) Shoulder harnesses ......................................... Secured

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 ABNORMAL PROCEDURES Vol. 1 05−03−6
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Single Engine Approach and Landing (Cont’d)

(11) CABIN PRESSURIZATION, LDG
ALT selector .........................................................Check selected to the following:
• Destination airfield altitude.
• Destination airfield
barometric pressure.
• Desired cabin pressure
descent rate.
Check FAULT lamp out.
NOTE
1. Icing conditions exist in flight at a TAT of 10°C (50°F) or below, and
visible moisture in any form is encountered (such as clouds, rain,
snow, sleet or ice crystals), except when the SAT is −40°C (−40°F)
or below.
2. The use of anti-icing should always be anticipated during descent
when operating in cold weather conditions.
3. Wing and engine cowl anti-icing should be activated when
descending through areas of visible moisture (Refer to Chapter 6;
SUPPLEMENTARY PROCEDURES – COLD WEATHER
OPERATION).

At or above 22,000 feet, the engine cowl and wing anti-ice systems must be on when
ice is indicated by the ice detection system.
Below 22,000 feet, the engine cowl and wing anti-ice systems must be on when in icing
conditions, or when ice is indicated by the ice detection system.
(12) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required.
(13) ANTI-ICE, WING switch ....................................... Select as required.
(14) ANTI-ICE, WSHLD/WIND L and R
switches................................................................ Select to HI or LOW, as required.
(15) Fuel quantity and balance ....................................Check the following:
• Cross-check all the
readouts in the fuel quantity
gauging system.
• Check fuel balance.
At transition level:
(16) EFIS altimeters (2) and Integrated
Standby Instrument altimeter (1) .............................. Set to destination airport
barometric setting.

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 ABNORMAL PROCEDURES Vol. 1 05−03−7
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Single Engine Approach and Landing (Cont’d)

WHEN IN RANGE
(1) APU ........................................................................ Start Ensure that operating
limitations/envelope is
considered.
(2) Air-conditioning................................................. Transfer to APU bleed air.

NOTE
Bleed air extraction from the APU is not permitted above 15,000 feet.
(3) Go-Around thrust ........................................... Determine applicable single engine climb
thrust (APR rating) (Refer to
the Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).
(4) Lights ........................................................... As required Select RECOG TAXI light on.
(5) PASS SIGNS, NO SMKG switch.......................... Select to ON.
(6) PASS SIGNS, SEAT BLTS switch ....................... Select to ON.
BEFORE LANDING
(1) IGNITION, CONT switch/light...................... As required
NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below, and
visible moisture in any form is encountered (such as clouds, rain, snow,
sleet or ice crystals), except when the SAT is −40°C (−40°F) or below.
The engine cowl and wing anti-ice systems must be on when in icing conditions, or
when ice is indicated by the ice detection system:
(2) ANTI-ICE, WING switch ....................................... Select as required.
(3) ANTI-ICE, COWL L and R
switch/lights .......................................................... Select as required.
(4) Cabin ................................................................... Advise not less than five minutes prior
to landing.
(5) LDG GEAR lever .................................................. Select to DN. Check that three green
DN indications are displayed,
indicating that the landing gear
is down and locked.

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 ABNORMAL PROCEDURES Vol. 1 05−03−8
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Single Engine Approach and Landing (Cont’d)

(6) Brake and anti-skid system ..................................Check
(a) ANTI SKID, ARMED switch ..........................Check selected to ARMED.
(b) ANTI SKID, TEST switch.............................. Select to TEST momentarily, and
check A/SKID IN TEST
advisory message on.
After approximately 3 seconds
check A/SKID IN TEST
advisory message out.

NOTE
Anti-skid system is inoperative if the A/SKID IN TEST
advisory message does not come on during test.
Anti-skid system is inoperative if A/SKID INBD (OUTBD)
caution messages come on during test.
(c) NOSE STEER switch ...................................Check selected to ARMED.

NOTE
When the nose wheel steering system is armed in flight, the tiller
should be centered.
(7) Operative THRUST REVERSER,
L (R) switch .......................................................... Select to ARMED.
Check the following:
• L (R) REV ARMED advisory
message on.
• L (R) REV UNSAFE caution
message out.
• L (R) REV UNLOCKED
caution message out.

CAUTION
Do not arm thrust reverser if L (R) REV UNSAFE caution message is
displayed.
(8) FLAPS .................................................................. Select to 20° for landing. Verify
proper indication.
(9) Final approach speed ....................................... Maintain VREF (Flaps 45°) + 14 KIAS.

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 ABNORMAL PROCEDURES Vol. 1 05−03−9
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Single Engine Approach and Landing (Cont’d)

(10) Actual landing distance .................................... Increase by a factor of 1.55 (55%), for a
flaps 20° landing without the
use of reverse thrust.
NOTE
If required, use remaining thrust reverser carefully upon landing.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−03−10
Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

E. Single Engine Go-Around

NOTE
1. The minimum fuel for go-around is 230 kg (500 lb) per wing, with a
maximum airplane climb attitude of 5° nose up.
2. Single engine go-around capability is not assured with flaps greater
than 20°.

(1) Single Engine Climb Thrust

(APR rating).............................................................. Set immediately (Refer to the
Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).

FAA Certified Airplanes

(1) Normal Take-off Thrust ............................................ Set immediately (Refer to the
Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).

(2) TOGA push switch ........................................... Depress

(3) FLIGHT SPOILER lever
(If extended) ......................................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(4) Airplane ............................................................... Rotate smoothly to initial pitch attitude
of 10°, and adjust pitch as
required to achieve the
approach climb speed. (Refer
to the Airplane Flight Manual,
Chapter 6; PERFORMANCE –
APPROACH AND LANDING
CLIMB).
(5) FLAPS .................................................................. Select to 20°.
When a positive rate of climb is achieved:
(6) LDG GEAR lever .................................................. Select to UP.
At a safe altitude (not below 400 feet AGL):
(7) FLAPS .................................................................. Select to 0° at a speed of not less
than VFTO – 5 KIAS.
(8) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
Check L and R REV ARMED
advisory messages out.

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Single Engine Procedures REV 48, Aug 23/18

1. SINGLE ENGINE PROCEDURES (CONT'D)

E. Single Engine Go-Around (Cont’d)

Go-around was due to engine failure during approach:
Yes
(9) In-Flight Engine
Failure/Shutdown................................. Accomplish Refer to POWER PLANT –
In-Flight Engine
Failure/Shutdown procedure in
this chapter.
− END −
No
(9) Single Engine Approach and
Landing........................................................ Accomplish Refer to Single Engine
Approach and Landing in this
section.
END

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Single Engine Procedures REV 22, Mar 16/12

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−04−1
Air Start REV 25, Jul 08/13

1. AIR START
A. Engine Cross Bleed − Air Start Procedure
NOTE
Use cross bleed for in-flight air starts whenever possible.
Refer to Chapter 2; LIMITATIONS – POWER PLANT for starter
cranking limits.
Affected engine:
(1) Thrust lever ..........................................................Check affected lever SHUT OFF.
(2) FUEL, L (R) BOOST PUMP
switch/light ............................................................Check the following:
• PUMP ON lights on.
• L and R FUEL PUMP ON
advisory messages on.
(3) BLEED AIR, APU LCV switch/light..................Press out to close load control valve.
Check APU LCV OPEN light
out.
Operating engine:
(4) BLEED AIR, 10TH STAGE, L (R)
switch/light ......................................................... Press in to open operative shut-off
valve.
Check L (R) CLOSED light
out.
(5) Bleed air pressure ................................................ 60 psi Adjust operating engine’s
thrust lever to attain 60 psi
minimum.
(6) Start envelope ................................................. Establish
ENGINE CROSS BLEED AIR START ENVELOPE
ALTITUDE AIRSPEED ITT % N2
21,000 feet to 200 KIAS up to
15,000 feet 300 KIAS
90°C or less 0 to 55
140 KIAS up to
15,000 feet to SL
300 KIAS
When ready to start:
(7) IGNITION , CONT switch/light........................... Press in for continuous ignition.
Check the following:
• CONT ON, A and B lights
on.
• IGNITION A/B advisory
message on.

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Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

A. Engine Cross Bleed − Air Start Procedure (Cont’d)
Affected engine:
(8) ENG, L (R) START switch/light .............................Press to cross bleed-air start
affected engine.
Check L (R) START light on.
When ITT is 90°C or less and N2 is 28%:
(9) Thrust lever .......................................................... Select to IDLE when within start
envelope.

NOTE
If ITT is above 90°C, dry motor to lower ITT to 90°C before moving
throttle to IDLE.
(10) Engine indications .............................................. Monitor carefully.

NOTE
If engine does not ignite in 25 seconds, retard thrust lever to SHUT
OFF, press associated engine STOP switch/light, wait 20 seconds and
repeat procedure.

Engine start is successful:

Yes

When the engine is stabilized at Flight Idle:

(11) Thrust levers..................................................... Set as required.
(12) IGNITION, CONT switch/light..................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
(13) BLEED AIR, 10TH STAGE, L
(R) switch/light ........................................... Press in to open affected shut-off
valve.
Check L (R) CLOSED light
out.
(14) BLEED AIR, APU LCV
switch/light ........................................... As required
(15) AIR-CONDITIONING, L and
R PACK switch/lights................................. Press in to start both packs.
Check L and R PACK OFF
lights out.
(16) ANTI-ICE, COWL, L and R
switches............................................... As required

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Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

A. Engine Cross Bleed − Air Start Procedure (Cont’d)
(17) BLEED AIR, 14TH STAGE,
ISOL switch/light......................................Press out to close isolation valve.
Check 14TH ISOL OPEN light
out.
(18) AC POWER, GEN 1 (2)
switch............................................................ Select affected generator ON.
Check GEN 1 (2) OFF caution
message out.
(19) Affected HYDRAULIC, pump
switch............................................................ AUTO Check the following:
• HYD EDP 1A and HYD PUMP
2B caution messages out,
or
• HYD EDP 2A and HYD PUMP
1B caution messages out.
(20) TAWS WARNING, FLAPS
OFF switch/light.......................................Press out Check OFF light out.
(21) EFIS altimeters (2).............................. Cross-check
− END −
No
(11) IGNITION, CONT switch/light..........................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
(12) BLEED AIR, 10TH STAGE L (R)
switch/light .......................................................Press out to select affected 10th-stage
SOV closed.
Check L (R) 10TH CLOSED
light on.
(13) BLEED AIR, APU LCV switch/light.............. As required
(14) AIR-CONDITIONING, L (R) PACK
switch/light ......................................................... Press in to turn on operative pack.
Check L (R) PACK OFF light
out.
(15) MFD or CDU tuning, ATC/TCAS
mode ........................................................................ Set to TA ONLY.
(16) Land at the nearest suitable airport.

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Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

A. Engine Cross Bleed − Air Start Procedure (Cont’d)

(17) Single Engine Approach and

Landing........................................................ Accomplish Refer to SINGLE ENGINE
PROCEDURES − Single
Engine Approach and Landing
in this chapter.
END

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 ABNORMAL PROCEDURES Vol. 1 05−04−5
Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

B. Windmilling Air Start Procedure

NOTE
1. At thrust lever advance, N2 should be stable or increasing.
2. Windmill airstart efficiency is enhanced by attaining the
highest practical airspeed and N2 within the relight
envelope.
3. 300 knots is a target airspeed only, and may be exceeded to
obtain the minimum required N2 .
Affected engine:
(1) Thrust lever ..........................................................Check affected lever SHUT OFF.
(2) FUEL, L (R) BOOST PUMP
switch/light ............................................................Check the following:
• PUMP ON lights on.
• L and R FUEL PUMP ON
advisory messages on.
(3) BLEED AIR, 10TH STAGE, L (R)
switch/light .......................................................Press out to close affected shut-off
valve.
Check 10TH CLOSED light
on.
(4) BLEED AIR, 10TH STAGE, ISOL
switch/light .......................................................Press out to close isolation valve.
Check 10TH ISOL OPEN light
out.
(5) BLEED AIR, APU LCV switch/light..................Press out to close load control valve.
Check APU LCV OPEN light
out.
(6) Start envelope ................................................. Establish
WINDMILLING AIR START ENVELOPE
ALTITUDE AIRSPEED ITT % N2
21,000 feet to
12 to 55
10,000 feet 300 KIAS up to
10,000 feet to 348 KIAS 90°C or less
8,000 feet 10 to 55
8,000 feet to SL 300 KIAS

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Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

B. Windmilling Air Start Procedure (Cont’d)

When ready to start:
(7) IGNITION, CONT switch/light............................ Press in for continuous ignition.
Check the following:
• CONT ON, A and B lights
on.
• IGNITION A/B advisory
message on.
When ITT is 90°C or less and N2 is at least 12% (10% if below 10,000 feet):
Affected engine:
(8) Thrust lever .......................................................... Select to IDLE when within start
envelope.
(9) Engine indications .............................................. Monitor carefully.
NOTE
1. If engine does not ignite in 25 seconds, retard thrust lever to SHUT
OFF, maintain at least 300 KIAS for 30 seconds, and repeat
procedure. After ignition is achieved, monitor N2 acceleration rate.
N2 acceleration should be uninterrupted and positive at all times.
Stable idle must be achieved within 2 minutes of advancing thrust
lever to IDLE.
2. During windmilling airstart, attempt to keep the flight control inputs
to a minimum.
Engine start is successful:
Yes

When the engine is stabilized at Flight Idle:

(10) Thrust levers..................................................... Set as required.
(11) IGNITION, CONT switch/light..................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
(12) BLEED AIR, 10TH STAGE,
L (R) switch/light .................................. As required
(13) BLEED AIR, APU LCV
switch/light ........................................... As required
(14) AIR-CONDITIONING, L (R)
PACK switch/light ...................................... Press in to start affected pack.
Check L (R) PACK OFF light
out.
(15) ANTI-ICE, COWL, L (R)
switches............................................... As required
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 ABNORMAL PROCEDURES Vol. 1 05−04−7
Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

B. Windmilling Air Start Procedure (Cont’d)

(16) BLEED AIR, 14TH STAGE,
ISOL switch/light......................................Press out to close isolation valve.
Check 14TH ISOL OPEN light
out.
(17) AC POWER, GEN 1 (2)
switch............................................................ Select affected generator ON.
Check GEN 1 (2) OFF caution
message out.
(18) Affected HYDRAULIC, pump
switch............................................................ AUTO Check the following:
• HYD EDP 1A and HYD PUMP
2B caution messages out,
or
• HYD EDP 2A and HYD PUMP
1B caution messages out.
(19) TAWS WARNING, FLAPS
OFF switch/light.......................................Press out Check OFF light out.
(20) EFIS altimeters (2).............................. Cross-check
− END −
No
(10) IGNITION, CONT switch/light..........................Press out to select continuous ignition
off.
Check IGNITION A/B advisory
message out.
(11) BLEED AIR, 10TH STAGE L (R)
switch/light .......................................................Press out to select affected 10th-stage
SOV closed.
Check L (R) 10TH CLOSED
light on.
(12) BLEED AIR, APU LCV switch/light.............. As required
(13) AIR-CONDITIONING, L (R) PACK
switch/light ......................................................... Press in to turn on operative pack.
Check L (R) PACK OFF light
out.
(14) MFD or CDU tuning, ATC/TCAS
mode ........................................................................ Set to TA ONLY.
(15) Land at the nearest suitable airport.

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Air Start REV 34, Sep 03/15

1. AIR START (CONT'D)

B. Windmilling Air Start Procedure (Cont’d)

(16) Single Engine Approach and

Landing........................................................ Accomplish Refer to SINGLE ENGINE
PROCEDURES − Single
Engine Approach and Landing
in this chapter.
END

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 ABNORMAL PROCEDURES Vol. 1 05−05−1
Air-Conditioning and Pressurization REV 46, Mar 01/18

1. AIR-CONDITIONING AND PRESSURIZATION

A. Air-Conditioning Pack High Pressure
Indication: L (R) PACK HI PRESS caution message and L (R) PACK FAIL light on.

NOTE
The isolation valve, pack valve and the 10th stage bleed valve will
close automatically during an overpressure condition.

Above 40,000 feet:

Yes
(1) Associated ANTI-ICE, COWL
switch/light ................................................. Press in to select engine cowl anti-ice
system on.
Check L (R) COWL A/ICE ON
advisory message on.
No
(1) AIR-CONDITIONING, L (R) PACK
switch/light .......................................................Press out Check L (R) PACK OFF light
on.
(2) BLEED AIR, 10TH STAGE L (R)
switch/light .......................................................Press out Check L (R) 10TH STAGE
CLOSED light on.
(3) BLEED AIR, 10TH STAGE L (R)
switch/light ......................................................... Press in Check L (R) 10TH STAGE
CLOSED light out.
(4) ECS duct, bleed air pressure ........................... Confirm less than 60 psi.
Retard affected engine’s thrust
lever, as required, to attain 60
psi.
(5) AIR-CONDITIONING, L (R)
PACK switch/light .............................................. Press in to start affected pack.
Check L (R) PACK OFF light
out.
L (R) PACK HI PRESS caution message persists:
Yes
(6) AIR-CONDITIONING, L (R)
PACK switch/light ....................................Press out to shutdown pack.
Check L (R) PACK OFF light
on.
(7) BLEED AIR, 10TH STAGE
L (R) switch/light ......................................Press out Check L (R) 10TH STAGE
CLOSED light on.
− END −

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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

A. Air-Conditioning Pack High Pressure (Cont’d)

No
(6) No further action required.
END

B. Air-Conditioning Pack High Temperature

Indication: L (R) PACK HI TEMP caution message and L (R) PACK FAIL light on.

NOTE
The pack valve will close automatically during an overtemperature
condition.

Above 40,000 feet:

Yes
(1) Associated ANTI-ICE, COWL
switch/light ................................................. Press in to select engine cowl anti-ice
system on.
Check L (R) COWL A/ICE ON
advisory message on.
No
(1) AIR-CONDITIONING, L (R)
PACK switch/light ............................................Press out Check L (R) PACK OFF light
on.
(2) BLEED AIR, 10TH STAGE L (R)
switch/light .......................................................Press out Check L (R) 10TH STAGE
CLOSED light on.

NOTE
If in manual mode with full HOT selected, decrease temperature before
resetting pack.

When L (R) PACK HI TEMP caution message goes out:

(3) BLEED AIR, 10TH STAGE L (R)
switch/light ......................................................... Press in Check L (R) 10TH STAGE
CLOSED light out.
(4) AIR-CONDITIONING, L (R) PACK
switch/light ......................................................... Press in to start affected pack.
Check L (R) PACK OFF light
out.

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Air-Conditioning and Pressurization REV 46, Mar 01/18

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

B. Air-Conditioning Pack High Temperature (Cont’d)

L (R) PACK HI TEMP caution message on:
Yes
(5) AIR-CONDITIONING, L (R)
PACK switch/light ....................................Press out Check L (R) PACK OFF light
on.
(6) BLEED AIR, 10TH STAGE
L (R) switch/light ......................................Press out Check L (R) 10TH STAGE
CLOSED light on.
− END −
No
(5) No further action required.
END

C. Automatic Pressurization System Malfunction

Indication: AUTO PRESS caution message and PRESS CONT FAIL light on.
(1) Manual Cabin Pressurization
Control Procedure ....................................... Accomplish Refer to Manual Cabin
Pressurization Control
Procedure in this section.

NOTE
Do not attempt to reselect auto mode.

END

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Air-Conditioning and Pressurization REV 46, Mar 01/18

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

D. Air-Conditioning Pack Pressure/Regulating Valve Failure

Indication: L (R) PACK NOT OFF caution message on and L (R) PACK FAIL light on.
(1) AIR-CONDITIONING,
L (R) PACK switch/light ..................................... Press in Check L (R) PACK OFF light
out.
Above 40,000 feet:
Yes
(2) Associated ANTI-ICE, COWL
switch/light ................................................. Press in to select engine cowl anti-ice
system on.
Check L (R) COWL A/ICE ON
advisory message on.
No
(2) AIR-CONDITIONING,
L (R) PACK switch/light ...................................Press out Check L (R) PACK OFF light
on.
L (R) PACK NOT OFF caution message persists:
Yes
(3) BLEED AIR, 10TH STAGE
L (R) switch/light ......................................Press out Check L (R) 10TH STAGE
CLOSED light on.
(4) BLEED AIR, 10TH STAGE
ISOL switch/light...........................................Check pressed out.
Check 10TH STAGE ISOL
OPEN light out.
APU operating and L PACK NOT OFF caution message on:
Yes
(5) BLEED AIR,
APU LCV switch/light............................Check pressed out.
Check APU LCV OPEN light
out.
− END −
No
(3) No further action required.
END

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Air-Conditioning and Pressurization REV 46, Mar 01/18

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

E. Cabin Altitude Too High

Indication: CABIN ALT caution message on.
(1) BLEED AIR, 10TH STAGE
L and R switch/lights ............................................Check pressed in.
Check L and R 10TH STAGE
CLOSED lights out.
(2) AIR-CONDITIONING,
L and R Pack switch/lights ...................................Check pressed in.
Check L and R PACK OFF
lights out.
(3) Engine thrust .................................................... Increase
(4) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ..............................Check pressed out.
Check the following:
• EMER DEPRESS ON light
out.
• EMER DEPRESS caution
message out.
(5) CABIN PRESSURIZATION,
MAN ALT selector ................................................Check set to mid position/centre.
Automatic pressurization is restored:
Yes
(6) No further action required.
− END −
No
(6) CABIN PRESSURIZATION,
PRESS CONT ................................................... Press in to select manual mode.
Check PRESS CONT
MANUAL light on.
Operate MAN ALT and MAN
RATE switches as required.
(Refer to Manual Cabin
Pressurization Control
Procedure in this section).
END

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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

F. Unpressurized Flight Procedure

(1) Airplane altitude................................................ Maintain 10,000 feet maximum or
lowest safe altitude, whichever
is higher.
PACKs OFF:
Yes
(2) AIR-CONDITIONING,
RAM-AIR switch/light................................. Press in to open ram air valve.
Check RAM AIR OPEN light
on.
(3) Airspeed .............................................. As required Recommended airspeed
during cruise to provide
sufficient airflow to
passengers is 250 KIAS.
(4) AIR-CONDITIONING,
L and R PACK switch/lights.....................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
(5) BLEED AIR, 10TH STAGE,
L and R switch/lights................................Press out Check L and R 10TH STAGE
CLOSED lights on.
No
(2) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in Check the following:
• EMER DEPRESS ON light
on, and
• EMER DEPRESS caution
message on.
END

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Air-Conditioning and Pressurization REV 27, Jan 06/14

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

G. Manual Cabin Pressurization Control Procedure

NOTE
The MAN ALT selector is a three (3) position switch.
The switch is spring-loaded to mid position/centre.

(1) CABIN PRESSURIZATION,

MAN ALT selector ................................................Check set to mid position/centre.
(2) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................ Press in to select manual mode.
Check PRESS CONT
MANUAL light on.
Operate CABIN PRESS, MAN
ALT and MAN RATE switches
as required.

CAUTION
Do not exceed the maximum normal cabin differential pressure of
8.8 psid.
To increase cabin altitude:
(3) CABIN PRESSURIZATION,
MAN ALT selector ................................................ Select UP and hold.
(4) CABIN PRESSURIZATION,
MAN RATE switch ....................................... As required
To decrease cabin altitude:
(3) CABIN PRESSURIZATION,
MAN ALT selector ................................................ Select DN and hold.
(4) CABIN PRESSURIZATION,
MAN RATE switch ....................................... As required
To maintain cabin altitude:
When reaching target cabin altitude as per the chart below:
(5) CABIN PRESSURIZATION,
MAN ALT selector .............................................Release Ensure selector returns to mid
position/centre.
Cruise Flight Level 180 200 220 240 260 280 300 350 400 410
Target Cabin Altitude 2100 2400 2700 3000 3400 3800 4200 5200 6600 6900

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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

G. Manual Cabin Pressurization Control Procedure (Cont’d)

Before landing:
(6) Cabin altitude ....................................................... Adjust to landing field elevation.

NOTE
Do not set cabin altitude below landing field elevation.
If differential pressure is not zero upon landing:
(7) CABIN PRESSURIZATION,
MAN ALT selector ................................................ Select UP and hold.
(8) CABIN PRESSURIZATION,
MAN RATE switch .................................................... Set to maximum INCR.
END

H. Cabin Pressure Acquisition Module Failure

Indication: CPAM FAIL caution message on.
(1) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(2) Unpressurized Flight Procedure .................. Accomplish if required (Refer to
Unpressurized Flight
Procedure in this section).

NOTE
EICAS pressurization system readouts (e.g., cabin altitude, rate of
change, and differential pressure) are not available. EICAS cabin
pressure warning and caution messages are also not available.

END

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Automatic Flight Control System REV 33, Jun 11/15

1. AUTOMATIC FLIGHT CONTROL SYSTEM

NOTE
Autopilot disconnect warnings are indicated by “Cavalry Charge”
aural and flashing red AP message on primary flight display.
A. Autopilot Mistrim
Indication: AP HOLDING LWD (RWD, NOSE DOWN, NOSE UP) caution messages on.
(1) Autopilot ............................................................. Monitor operation.
Retrim as required.

WARNING

An abrupt change in control force, or an out of trim situation may be

experienced when disconnecting the autopilot.
SEAT BLTS should be selected ON.
Caution message persists:
Yes
(2) Flight controls ........................................ Hold firmly
(3) Autopilot................................................ Disconnect
(4) AFCS SEL 1(2) switch
(centre pedestal)........................................... Select to operative AFCS channel.
Check AFCS 1 (2) INOP status
message on.
(5) Autopilot..................................................... Engage and monitor operation.
Retrim as required.
Caution message persists:
Yes
(6) Flight controls ................................ Hold firmly
(7) Autopilot........................................ Disconnect and assume manual control.
− END −
No
(2) No further action required.
END

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1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

B. Autopilot Pitch Trim Failure

Indication: AP PITCH TRIM caution message on.

NOTE
Failure is resultant of autopilot pitch trim not being able to keep up with
the pitch change.

WARNING

An abrupt change in control force, or an out of trim situation may be

experienced when disconnecting the autopilot.
SEAT BLTS should be selected ON.
(1) Flight controls ................................................ Hold firmly
(2) Autopilot ....................................................... Disconnect Retrim as required.
(3) AFCS SEL 1(2) switch
(centre pedestal) .................................................. Select to operative AFCS channel.
Check AFCS 1 (2) INOP status
message on.
(4) FDs and autopilot .............................................. Engage and monitor operation.
Retrim as required.
AP PITCH TRIM caution message persists:
Yes
(5) Flight controls ........................................ Hold firmly
(6) Autopilot................................................ Disconnect and assume manual control.
− END −
No
(5) No further action required.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−06−3
Automatic Flight Control System REV 40, Aug 30/16

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

C. Double Yaw Damper Failure

Indication: YAW DAMPER caution message on. Autopilot will disengage if it was
coupled.
(1) YAW DAMPER, YD1 and YD2
switches............................................................. Press in to engage both yaw dampers.
YAW DAMPER caution message persists:
Yes
(2) YAW DAMPER, DISC button .................... Press in to disconnect both yaw
dampers.
(3) FLAPS .......................................................... Select as required. Land with flaps at
20°, commensurate with the
controllability of the airplane.
No
Landing with FLAPS at 20 degrees:
Yes
Prior to landing:
(2) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(3) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(4) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(5) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−06−4
Automatic Flight Control System REV 40, Aug 30/16

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

C. Double Yaw Damper Failure (Cont’d)

(6) Actual landing distance............................. Increase as applicable by factor given

below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

NOTE
Select the runway available with minimum crosswind.

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly
at aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and
nose down elevator applied, before selecting reverse
thrust.
− END −
No
(2) No further action required.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−06−5
Automatic Flight Control System REV 36, Nov 27/15

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

D. Single Flight Director Failed

Indication: FD 1 (2) FAIL status message on, red FD flag displayed on affected PFD,
loss of flight director guidance cue on affected PFD, and autopilot may
disengage.

NOTE
1. If a red FD flag is displayed during an LPV approach with indications
of an air data or attitude/heading failure, refer to INSTRUMENTS
SYSTEM − Air Data Computer Failure or Inertial Reference System
Failure in this chapter.
2. Anticipate elevator out of trim situation when disconnecting the
autopilot.

(1) Flight controls ................................................ Hold firmly

(2) Autopilot ....................................................... Disconnect
(3) AFCS SEL 1(2) switch
(centre pedestal) .................................................. Select to operative AFCS channel.
Check AFCS 1 (2) INOP status
message on.
(4) FDs and autopilot .............................................. Engage and monitor operation.
Retrim as required.
Red FD flag displayed on both PFDs:
Yes
(5) Flight control panel XFR
switch.............................................................Press to transfer to operable side.
− END −
No
Sensor failure indicated (red line across affected flight director mode annunciator):
Yes
(5) Flight control panel affected
mode switch.............................................. Deselect
− END −
No
(5) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−06−6
Automatic Flight Control System REV 14, Feb 01/10

THIS PAGE INTENTIONALLY LEFT BLANK

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−07−1
Auxiliary Power Unit REV 23, Jun 26/12

1. AUXILIARY POWER UNIT

A. APU Load Control Valve Fails to Close
Indication: APU LCV FAIL caution message and APU LCV FAIL light on.
(1) BLEED AIR, 10TH STAGE, L
switch/light .......................................................Press out to close left 10th stage bleed
valve.
Check L CLOSED light on.
(2) BLEED AIR, 10TH STAGE, ISOL
switch/light .......................................................Press out to close 10th stage isolation
valve.
Check 10TH ISOL OPEN light
out.
Above 40,000 feet:
Yes
(3) ANTI-ICE, COWL L
switch/light ................................................. Press in to select cowl anti-ice ON.
Check L COWL A/ICE ON
advisory message on.
No
(3) AIR-CONDITIONING, L PACK
switch/light .......................................................Press out Check L PACK OFF light on.
END

B. APU Low Oil Pressure

Indication: APU OIL PRESS caution message on, and APU automatically shuts down.
APU is supplying bleed air for air-conditioning:
Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
No
(1) APU ................................................................ Shutdown
(2) Do not restart APU.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−07−2
Auxiliary Power Unit REV 23, Jun 26/12

1. AUXILIARY POWER UNIT (CONT'D)

C. APU High Oil Temperature

Indication: APU OIL TEMP caution message, and APU automatically shuts down.
APU is supplying bleed air for air-conditioning:
Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
No
(1) APU ................................................................ Shutdown
(2) Do not restart APU.
END

D. APU Shut-Off Valve Failed to Close, After APU Shutdown Due to Fire
Indication: APU SOV caution message displayed after APU shutdown due to fire.
APU is supplying bleed air for air-conditioning:
Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
No
(1) APU ................................................................ Shutdown
(2) Land at the nearest suitable airport.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−07−3
Auxiliary Power Unit REV 23, Jun 26/12

1. AUXILIARY POWER UNIT (CONT'D)

E. APU Fuel Shut-Off Valve not in the Selected Position

Indication: APU SOV caution message on.
APU is operating:
Yes
(1) Air-conditioning......................................... Transfer to engine bleeds.
APU generator is essential (both main generators failed):
Yes
(2) APU indications .................................. Monitor
(3) Land at the nearest suitable airport.

CAUTION
APU adapter oil will no longer be cooled. Adapter oil
will overheat, causing APU to auto-shutdown.
− END −
No
(2) APU ........................................................ Shutdown
− END −
No
(1) No further action required. The APU is not available.
END

F. APU Negative-G Shut-Off Valve Failed to Close After APU Shutdown Due to Fire
Indication: APU NEG-G SOV caution message on.
(1) FUEL, L BOOST PUMP
switch/light .......................................................Press out to disarm affected boost
pump.
Check the following:
• L FUEL PUMP ON advisory
message out, and
• L FUEL PUMP INOP light
on.
(2) Left engine...................................................... Shutdown Refer to POWER PLANT –
In-Fight Engine
Failure/Shutdown procedure in
this chapter.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−07−4
Auxiliary Power Unit REV 20, Sep 20/11

1. AUXILIARY POWER UNIT (CONT'D)

G. APU Pump Failure

Indication: APU PUMP caution message on and PUMP FAIL light on.
On ground:
Yes
(1) APU ........................................................ Shutdown
− END −
No

In flight:
(1) Air-conditioning................................................. Transfer to engine bleeds.
APU generator is essential (both main generators failed):
Yes
(2) APU indications .......................................... Monitor
(3) Land at the nearest suitable airport.

CAUTION
APU adapter oil will no longer be cooled. Adapter oil will
overheat, causing APU to auto-shutdown.
− END −
No
(2) APU ................................................................ Shutdown
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−1
Doors REV 16, Sep 09/10

1. DOORS
A. Passenger Door – Outer Handle not Stowed
Indication: PAX DOOR OUT HNDL caution message on.
(1) PASS SIGNS, SEAT BLTS switch ....................... Select to ON.
(2) Cabin pressure .....................................................Check
Cabin pressure is normal:
Yes
(3) Passenger door ............................................Check visually, and ensure that four
roll-over catch green witness
marks are correctly aligned.
All 4 witness marks are aligned:
Yes
(4) Passenger door, inner
T-handle.................................................... Pull to stow outer handle. Green
LOCKED flag-indicator visible.
When the handle is locked:
(5) Passenger door, inner
T-handle.............................................. Push in to stow inner T-handle, and
then close inner T-handle
access cover.
Check PAX DOOR STOW
caution message out.
PAX DOOR OUT HNDL caution message persists:
Yes
(6) Land at the nearest suitable airport.
− END −
No
(6) No further action required.
− END −
No

Switch to manual pressurization control:

(3) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................... Select to manual mode.
Check PRESS CONT
MANUAL light on.

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CL−605 Flight Crew Operating Manual
PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−2
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)
A. Passenger Door – Outer Handle not Stowed (Cont’d)

(4) CABIN PRESSURIZATION, MAN

ALT selector ................................................ As required to maintain cabin altitude at
8,000 feet, to minimize the
pressure differential across
the affected door.

NOTE
Select and hold to “UP” to increase cabin altitude; “DN” to
reduce cabin altitude.
(5) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.
When reaching target cabin altitude:
(6) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
(7) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(8) Land at the nearest suitable airport.
At 10,000 feet or lowest safe altitude:
(9) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select DN and hold to decrease
cabin altitude to landing field
elevation.
(10) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.
When reaching target cabin altitude:
(11) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−3
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)

B. Passenger Door − Inner Handle not Stowed

Indication: PAX DOOR STOW caution message on.
(1) PASS SIGNS, SEAT BLTS switch ....................... Select to ON.
(2) Cabin pressure .....................................................Check
Cabin pressure is normal:
Yes
(3) Passenger door, inner
handle............................................................. Stow Stow inner handle by pushing
it down into the latched
position.
PAX DOOR STOW caution message persists:
(4) No further action required.
− END −
No
Switch to manual pressurization control:
(3) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................... Select to manual mode.
Check PRESS CONT
MANUAL light on.
(4) CABIN PRESSURIZATION, MAN
ALT selector ................................................ As required to maintain cabin altitude at
8,000 feet, to minimize the
pressure differential across
the affected door.

NOTE
Select and hold to “UP” to increase cabin altitude; “DN” to
reduce cabin altitude.
(5) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.
When reaching target cabin altitude:
(6) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
(7) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(8) Land at the nearest suitable airport.

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CL−605 Flight Crew Operating Manual
PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−4
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)

B. Passenger Door − Inner Handle not Stowed (Cont’d)

At 10,000 feet or lowest safe altitude:

(9) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select DN and hold to decrease
cabin altitude to landing field
elevation.
(10) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.
When reaching target cabin altitude:
(11) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−5
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)

C. Passenger Door − Not Latched

Indication: PAX DOOR LATCH caution message on.
(1) PASS SIGNS, SEAT BLTS switch ....................... Select to ON.
(2) Cabin pressure .....................................................Check
Cabin pressure is normal:
Yes
(3) No further action required.
− END −
No
Switch to manual pressurization control:
(3) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................... Select to manual mode.
Check PRESS CONT
MANUAL light on.
(4) CABIN PRESSURIZATION, MAN
ALT selector ................................................ As required to maintain cabin altitude at
8,000 feet, to minimize the
pressure differential across
the affected door.

NOTE
Select and hold to “UP” to increase cabin altitude; “DN” to
reduce cabin altitude.
(5) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.
When reaching target cabin altitude:
(6) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
(7) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(8) Land at the nearest suitable airport.
At 10,000 feet or lowest safe altitude:
(9) CABIN PRESSURIZATION, MAN
ALT selector ......................................................... Select DN and hold to decrease
cabin altitude to landing field
elevation.
(10) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.

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CL−605 Flight Crew Operating Manual
PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−6
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)

C. Passenger Door − Not Latched (Cont’d)

When reaching target cabin altitude:

(11) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−7
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)

D. Baggage Door − Not Closed/Locked

Indication: BAGGAGE DOOR caution message on.
(1) PASS SIGNS, SEAT BLTS switch ....................... Select to ON.
(2) Cabin pressure .....................................................Check
Cabin pressure is normal:
Yes
(3) No further action required.
− END −
No
Switch to manual pressurization control:
(3) CABIN PRESSURIZATION,
PRESS CONT switch/light ................................... Select to manual mode.
Check PRESS CONT
MANUAL light on.
(4) CABIN PRESSURIZATION, MAN
ALT selector ................................................ As required to maintain cabin altitude at
8,000 feet, to minimize the
pressure differential across
the affected door.

NOTE
Select and hold to “UP” to increase cabin altitude; “DN” to
reduce cabin altitude.
(5) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.
When reaching target cabin altitude:
(6) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
(7) Descent ............................................................... Initiate to 10,000 feet or lowest safe
altitude, whichever is higher.
(8) Land at the nearest suitable airport.
At 10,000 feet or lowest safe altitude:
(9) CABIN PRESSURIZATION, MAN
ALT switch ............................................................ Select DN and hold to decrease
cabin altitude to landing field
elevation.
(10) CABIN PRESSURIZATION, MAN
RATE switch ................................................ As required commensurate with crew and
passenger comfort.

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PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−08−8
Doors REV 16, Sep 09/10

1. DOORS (CONT'D)

D. Baggage Door − Not Closed/Locked (Cont’d)

When reaching target cabin altitude:

(11) CABIN PRESSURIZATION, MAN
ALT selector ......................................................Release Ensure selector returns to mid
position/centre.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−09−1
Electrical REV 27, Jan 06/14

1. ELECTRICAL
A. AC Bus 1 Transfer Failure
Indication: AC 1 AUTOXFER caution message and associated AUTO XFER FAIL light
on.
AC Bus 1 is powered:
Yes
(1) No further action required.
− END −
No
(1) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.
END

B. AC Bus 2 Transfer Failure

Indication: AC 2 AUTO XFER caution message and associated AUTO XFER FAIL light
on.
AC Bus 2 is powered:
Yes
(1) EFIS altimeters (2).............................. Cross-check
− END −
No
(1) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.
END

C. AC Bus 1 Failure
Indication: AC BUS 1 caution message on.
(1) AC POWER, GEN 1 switch .................................. Select to OFF/RESET then ON.
AC BUS 1 caution message persists:
Yes
(2) Leave icing conditions.
(3) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.
− END −
No
(2) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−2
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

D. AC Bus 2 Failure
Indication: AC BUS 2 caution message on.
(1) AC POWER, GEN 2 switch .................................. Select to OFF/RESET then ON.
AC BUS 2 caution message persists:
Yes
(2) HYDRAULIC pump switch
3B ................................................................. Select from AUTO to ON.
Check HYD PUMP 3B caution
message out.
(3) Reversionary panel, ADC
switch............................................................ Select to 1.
(4) Leave icing conditions.
(5) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.
− END −
No
(2) EFIS altimeters (2) ..................................... Cross-check
END

E. AC Essential Bus Failure

Indication: AC ESS BUS caution message on.
Manually transfer AC essential to alternate source:
(1) AC POWER, AC ESS XFER
switch/light ......................................................... Press in to manually transfer the
essential bus to AC BUS 2.
Check the following:
• ALTN light on, and
• AC ESS ALTN status
message on.
AC ESS BUS caution message persists:
Yes
(2) Leave icing conditions.
(3) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.
− END −
No
(2) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−3
Electrical REV 29, Jul 11/14

1. ELECTRICAL (CONT'D)

F. ADG Inadvertent Deployment

Indication: ADG operating.

NOTE
The AC essential bus and hydraulic pump 3B can be transferred back
to either main generator, or to the APU generator, if operating, by
pressing the PWR TXFR OVERRIDE switch on the ADG control panel
after the ADG manual deploy handle is re-stowed.

To re-establish normal operations:

(1) ADG manual deploy handle ................................. Select to STOW (if ADG was
manually deployed).
(2) ADG PWR TXFR OVERRIDE
switch ................................................................. Push in to override.
(3) HYDRAULIC pump switch 3B ..............................Check selected to AUTO.
(4) EFIS altimeters (2) ..................................... Cross-check
NOTE
For flight planning, a fuel burn correction of 5% should be used when
the ADG is deployed.

END

G. APU Battery Failure

Indication: APU BATTERY OFF caution message on. DC ELECTRICAL page – APU
battery indicates less than 18 volts DC.
NOTE
APU BATTERY OFF caution message may appear momentarily during
APU start.
(1) BATT MASTER switch .........................................Check ON.
(2) DC ELECTRICAL page ...................................... Monitor APU battery voltage. Assume
loss of APU battery. The APU
is not available.
(3) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.

END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−4
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

H. APU Generator Failure

Indication: APU GEN OFF caution message on.
(1) AC POWER, APU GEN switch............................. Select to OFF/RESET then ON.
APU GEN OFF caution message persists:
Yes
(2) AC POWER, APU GEN
switch............................................................ Select to OFF.
(3) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.
− END −
No
(2) AC ELECTRICAL page ...................................... Monitor loads on APU generator.
END

I. APU Generator Overload

Indication: APU GEN OVLD caution message on. AC ELECTRICAL page – APU
generator load readout is greater than 35 KVA.
(1) AC ELECTRICAL page ...................................... Monitor load on APU generator.
(2) AC loads ............................................................ Reduce as necessary.
END

J. Battery Bus Failure

Indication: BATTERY BUS caution message on.
(1) Land at the nearest suitable airport.
(2) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−5
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

K. DC Bus 1 Failure
Indication: DC BUS 1 caution message on. DC ELECTRICAL page – DC BUS 1
inoperative.
(1) DC POWER, MAIN BUS TIE
switch/light ......................................................... Press in to close bus tie manually.
Check MAIN BUS TIE
CLOSED light on.
DC BUS 1 caution message persists:
Yes
(2) Leave icing conditions.
(3) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.
(4) ATS DISC switch ...................................... Depress
(5) Thrust levers.............................................. Position manually as required.
− END −
No
(2) No further action required.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−6
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

L. DC Bus 2 Failure
Indication: DC BUS 2 caution message on. DC ELECTRICAL page – DC BUS 2
inoperative.
(1) DC POWER, MAIN BUS TIE
switch/light ......................................................... Press in to close bus tie manually.
Check MAIN BUS TIE
CLOSED light on.
DC BUS 2 caution message persists:
Yes
(2) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.

NOTE
MACH TRIM is inoperative.
(3) Leave icing conditions as soon as possible.
(4) Approach speed .......................... VREF (Flaps 45°)
+ 10 KIAS minimum.
(5) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.40 (40%) 1.30 (30%)
(6) STAB TRIM channel.................................. Engage With at least one STAB TRIM
channel engaged, manually
trim airplane as required.

NOTE
With MACH TRIM inoperative, do not exceed 250 KIAS
(0.7 M) unless the autopilot is engaged and functioning
normally.
− END −
No
(2) EFIS altimeters (2) ..................................... Cross-check
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−7
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

M. DC Essential Bus Failure

Indication: DC ESS BUS caution message on. DC ELECTRICAL page – DC ESS BUS
inoperative.
(1) Leave icing conditions.
(2) STAB TRIM channel.......................................... Engage With at least one STAB TRIM
channel engaged, manually
trim airplane as required.

NOTE
MACH TRIM is inoperative. Do not exceed 250 KIAS (0.7 M)
unless the autopilot is engaged and functioning normally.
(3) L DISPLAYS switch .............................................. Select to MFD REV.
(4) AFCS SEL switch ................................................. Select AFCS 2.
(5) YAW DAMPER, YD 2 switch ............................. Press in to engage YD 2.

NOTE
YD 1 will be inoperative. If YD 2 does not re-engage, follow
procedure for double yaw damper failure.
(6) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.
(7) Land at the nearest suitable airport.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−8
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

N. AC Generator 1 Failure
Indication: GEN 1 OFF caution message on.
(1) AC POWER, GEN 1 switch .................................. Select to OFF/RESET then ON.
GEN 1 OFF caution message persists:
Yes
(2) AC POWER, GEN 1 switch .......................... Select to OFF.

NOTE
1. With generator 1 shutdown, HYD PUMP 2B is load
shed.
2. During single generator operations, AC utility busses
are shed, unless on ground with flaps at 0°.
(3) APU (if available)............................................ Start when at or below 20,000 feet.
(4) AC POWER, APU GEN
switch............................................................ Select to ON.
− END −
No
(2) AC ELECTRICAL page ...................................... Monitor voltage, load and frequency
readouts on all generators.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−9
Electrical REV 44, Jun 16/17

1. ELECTRICAL (CONT'D)

O. AC Generator 2 Failure
Indication: GEN 2 OFF caution message on.
(1) AC POWER, GEN 2 switch .................................. Select to OFF/RESET then ON.
GEN 2 OFF caution message persists:
Yes
(2) AC POWER, GEN 2 switch .......................... Select to OFF.

NOTE
1. With generator 2 shutdown, HYD PUMP 1B is load
shed.
2. During single generator operations, AC utility busses
are shed, unless on ground with flaps at 0°.
(3) APU (if available)............................................ Start when at or below 20,000 feet.
(4) AC POWER, APU GEN
switch............................................................ Select to ON.
(5) EFIS altimeters (2).............................. Cross-check
− END −
No
(2) AC ELECTRICAL page ...................................... Monitor voltage, load and frequency
readouts on all generators.
(3) EFIS altimeters (2) ..................................... Cross-check
END

P. AC Generator Overload
Indication: GEN 1 (2) OVLD caution message on. AC ELECTRICAL page – generator
load readout indicates greater than 35 KVA.
(1) AC ELECTRICAL page ...................................... Monitor generator loads, and load
shed as necessary.
(2) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−10
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

Q. Main Battery Failure

Indication: MAIN BATT OFF caution message on. DC ELECTRICAL page – Main
battery indicates less than 18 volts DC, and main battery direct bus outline
is amber.
(1) BATT MASTER switch .........................................Check ON.
MAIN BATT OFF caution message persists:
Yes
(2) DC ELECTRICAL page .............................. Monitor main battery voltage, and
assume loss of main battery.
(3) Affected airplane systems .......................... Review Refer to Bus Inoperative List
in this section.
− END −
No
(2) No further action required.
END

R. DC Emergency Bus Failure

Indication: DC EMER BUS caution message on. DC ELECTRICAL page – DC
emergency bus outline is amber.
(1) Affected airplane systems .................................. Review Refer to Bus Inoperative List
in this section.
(2) Land at the nearest suitable airport.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−11
Electrical REV 28, Mar 31/14

1. ELECTRICAL (CONT'D)

S. Bus Inoperative List

NOTE
The bus inoperative list covers systems that are important to the
approach and landing phases of flight. The list covers items that
are NOT available. The list does not cover all electrically
controlled and/or powered systems and is not a complete check
of all circuit breaker panels to determine affected systems.

LEGEND:
♦ − Indicates that the applicable system is powered by a second bus. The failure of the two
marked busses (♦) will render the applicable system inoperative.
* − If applicable (optional equipment).
MAIN
SUB- AC BUS AC DC BUS DC BUS AC ESS DC ESS DC BATT APU BATT DIR
SYSTEM BATT
SYSTEM 1 BUS 2 1 2 BUS BUS BUS BUS
DIR BUS
ENGINE IGN A inop B inop
L&R
START
inop
BYPASS INDIC
OIL PRESS R inop L inop
inop
THRUST REV inop
NAV/FT INST PFD 2 inop ISI, 1 inop

MFD 2 inop 1 inop

CCP 2
DCP 1 CCP 1
CCP/DCP DCP 2
inop inop
inop
STBY
ADC 2 inop 1 inop
inop
IRS ♦ 3* ♦2 ♦1 ♦ 1,2,3*
STBY
CLK inop
PWR inop
RAD ALT 1 inop 2 inop

NAV RCVR 2 inop 1 inop

DME 1 inop 2 inop

ATC XPDR 2 inop 1 inop

TCAS inop
CDU 2 CDU 3* CDU 1
FMS
inop inop inop
GPS 2 inop 1 inop

TAWS inop

WXR inop XM* inop

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−12
Electrical REV 28, Mar 31/14

1. ELECTRICAL (CONT'D)

S. Bus Inoperative List (Cont’d)

DC DC
AC DC AC ESS DC ESS ADG
SYSTEM SUB- SYSTEM AC BUS 1 DC BUS 2 BATT EMER
BUS 2 BUS 1 BUS BUS BUS
BUS BUS
AIR CPAM 1,
COND. EMER AUTO
PRESS CONT CPAM 2 inop
PRESS DEPRESS inop
COOL inop
PACK R inop L inop
SOV
RAM AIR
inop
10TH− STAGE L inop,
R inop
BLEED ISOL inop
LEAK DET BOTH inop
AVIONIC DISPLAY
COOLING FAN inop
FUEL L & APU
PUMPS R inop
inop.
L, R &
SOV’s APU
inop
XFLOW inop
AUTO
XFER,
SEC
TAIL TANK PRIM PUMP PRIM SEC PUMP
PUMP inop
XFER inop PUMP CONT inop
inop
CONT
inop
GRAV XFLOW inop
HYD 2B 3B
2B inop, 1B, 3A 1B, 3A
PUMPS CONT CONT ♦ 3B
♦ 3B inop CONT inop
inop inop
GAUGE 2 inop 1 inop 3 inop
L, R
EDP SOV
inop
ICE/RAIN L, R
COWL A/ICE
inop
AUTO 1 MAN 2
WING A/ICE AUTO 2 inop MAN 1 inop
inop inop
L&
14TH– STAGE
ISOL R inop
BLEED
inop
R AOA,
L AOA,
R
TAT, L & STBY
PITOT ADS HTR R ADS HTR L
PROBE HEAT AUX AOA PITOT,
R CONT inop CONT inop
inop L STATIC
STATIC
inop
inop
L CONT
WSHLD L inop R inop R CONT inop
inop
WINDOW R inop R CONT inop L inop L CONT inop

ICE DET 2 inop 1 inop

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−13
Electrical REV 28, Mar 31/14

1. ELECTRICAL (CONT'D)

S. Bus Inoperative List (Cont’d)

SUB- AC ESS DC ESS DC BATT MAIN BATT
SYSTEM AC BUS 1 AC BUS 2 DC BUS 1 DC BUS 2
SYSTEM BUS BUS BUS DIR BUS
LDG GEAR MLG OVHT
BRAKES
DET inop
ANTI-SKID ♦ ♦

NWS ♦ ♦
♦ LGC
DOOR1,
♦ LGC
DOOR2
DOOR 1, ♦ LGC DOOR
PSEU ♦SPLR 1
DOOR 2 ♦SPLR 2 WARN inop
♦SPLR 2
♦SPLR 1
NGDR
CONT inop
WOW ♦1 ♦2 ♦1&2
LIGHT LAND/TAXI L inop R inop PULSE inop
BEACON,
REAR,
WING,
EXT NAV inop A. COLL
A. COLL
inop
inop
CHART PLT, CPLT PED, OVHD
INSTR HOLDER CB PNL MAP LT 1,
inop inop 2 inop
EICAS DCU 1 ♦A&B ♦A&B

DCU 2 ♦A&B ♦A&B

LDU L inop R inop

AUTO FLT IAPS ♦L ♦R ♦R ♦L
APU ♦ ECU ♦ ECU
COMM VHF 2 inop 3* inop 1 inop
AUDIO ♦ PLT, ♦ PLT,
CONT C/PLT C/PLT
HF 1 inop 2 inop

SELCAL inop

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−09−14
Electrical REV 27, Jan 06/14

1. ELECTRICAL (CONT'D)

S. Bus Inoperative List (Cont’d)

AC ESS DC ESS DC BATT DC EMER
SYSTEM SUB-SYSTEM AC BUS 1 AC BUS 2 DC BUS 1 DC BUS 2
BUS BUS BUS BUS
ELEC GCU 1, 2, 3 inop
DEPLOY
ADG
inop
OXY INDIC QTY inop
FIREX LOOPS BOTH inop

ENG BTL BOTH inop

APU BTL inop

FLT CONT FLAPS PDU 2 inop CH 2 inop PDU 1 inop CH 1 inop

TRIMS RUD inop AIL inop

HSTA CH 1 HSTCU CH HSTA CH 2 HSTCU CH
STAB TRIM
inop 1 inop inop 2 inop
L CH,
STALL PROT R CH inop STICK
PUSH inop
GROUND
SPOILERS PWR 1 PWR 2
SOLENOID inop inop
VALVE

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−10−1
Fire Protection REV 16, Sep 09/10

1. FIRE PROTECTION
A. APU Fire Detector Loop Failure
Indication: APU FIRE FAIL caution message on.
(1) Air-conditioning................................................. Transfer to engine bleeds.
APU generator is essential (both main generators failed):
Yes
(2) APU indications .......................................... Monitor
− END −
No
(2) APU ................................................................ Shutdown
END

B. Engine Fire Detector Loop Failure

Indication: L (R) FIRE FAIL caution message on.
(1) Affected engine .................................................. Monitor
END

C. Jetpipe Overheat Detector Failure

Indication: L (R) JETPIPE OVHT FAIL caution message on.
(1) Affected engine .................................................. Monitor
END

D. APU Firex Bottle Discharged

Indication: APU BOTTLE LO caution message on (without previous APU fire).
(1) FIRE DETECTION, TEST switch ......................... Select to WARN.
(2) Glareshield, APU BOTTLE
switch/light ............................................................Check on (confirming that bottle is
charged).
APU BOTTLE light is out:
Yes
(3) Air-conditioning......................................... Transfer to engine bleeds.
(4) APU ........................................................ Shutdown
− END −
No
(3) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−10−2
Fire Protection REV 15, Jun 28/10

1. FIRE PROTECTION (CONT'D)

E. Engine Firex Bottle Discharged

Indication: ENG BOTTLE 1 (2) LO caution message on (without engine fire condition).
(1) FIRE DETECTION, TEST switch ......................... Select to WARN.
(2) Glareshield, Engine BOTTLE 1
and 2 switch/lights ................................................Check on, confirming that engine
bottles are charged.
(3) No further action required.
If any one engine bottle light fails to come on, assume that the affected bottle is
discharged.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−11−1
Flight Controls Oct 05/06

1. FLIGHT CONTROLS
A. Lightning Strike
Following a lightning strike, failure of the stall protection system may occur without an
associated indication to the crew. Failure of the stall protection system must be assumed.
(1) STALL PROT, PUSHER switch
(either left or right) ................................................ Select to OFF.

NOTE
Stick shakers remain operative.

Prior to landing:
(2) Approach speed ...................................VREF (Flaps 45°)
+ 10 KIAS minimum, to maintain margin
above stall.
(3) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.40 (40%) 1.30 (30%)

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−2
Flight Controls REV 38, Mar 11/16

1. FLIGHT CONTROLS (CONT'D)

B. Stall Protection System Failure

Indication: STALL FAIL caution message on.
(1) STALL PROT, PUSHER switch
(either left or right) ................................................ Select to OFF.

NOTE
Stick shakers remain operative.

Accompanied by a nuisance shaker operation and/or warbler aural warning:

Yes
(2) Affected STALL PROT, L CH
or R CH circuit breaker (1N5
or 4C5)........................................................... Open
No
Prior to landing:
(2) Approach speed ...................................VREF (Flaps 45°)
+ 10 KIAS minimum, to maintain margin
above stall.
(3) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.40 (40%) 1.30 (30%)

END

C. Stall Protection System Altitude Compensation Failure

Indication: ALT COMP FAIL caution message on.

NOTE
The stick pusher may be inoperative. One or both channels of the stick
shaker will remain operative.

Prior to landing:
(1) Approach speed ...................................VREF (Flaps 45°)
+ 10 KIAS minimum.
(2) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.40 (40%) 1.30 (30%)

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−3
Flight Controls REV 10, Nov 07/08

1. FLIGHT CONTROLS (CONT'D)

D. Flight Spoilers Deployed During Flight

Indication: FLT SPLRS DEPLOY caution message on.
(1) FLIGHT SPOILER lever ....................................... Select to RETRACT.
END

E. Flight Spoilers Lever Jam

Indication: Flight spoilers cannot be retracted.
(1) Approach speed ...................................VREF (Flaps 45°)
+ 10 KIAS minimum.
(2) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.50 (50%) 1.40 (40%)

END

F. Flight Spoilers Failure to Deploy

Indication: Flight spoilers cannot be deployed.
(1) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.30 (30%) 1.25 (25%)

END

G. Flight Spoiler Asymmetric Extension

Indication: An uncommanded roll during flight spoiler extension.
(1) FLIGHT SPOILER lever ..................................... Retract Do not reselect in flight.
(2) Runway ................................................................ Select to minimize crosswind.
(3) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.30 (30%) 1.25 (25%)

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−4
Flight Controls Oct 05/06

1. FLIGHT CONTROLS (CONT'D)

H. Flight Spoiler Asymmetric Retraction

Indication: An uncommanded roll during flight spoiler retraction.
(1) Lateral control.................................................. Establish using ailerons, and if
necessary, rudder inputs.
(2) FLIGHT SPOILER lever ...........................Retract/adjust to eliminate roll asymmetry.
Make no further adjustments
to spoilers in flight.
(3) Runway ................................................................ Select to minimize crosswind.
(4) Approach speed ...................................VREF (Flaps 45°)
+ 10 KIAS minimum.
(5) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.50 (50%) 1.40 (40%)

END

I. Flight Spoilers Failure

Indication: FLT SPLRS caution message on.
On ground:
(1) Do not take off.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−5
Flight Controls REV 41, Nov 28/16

1. FLIGHT CONTROLS (CONT'D)

J. Flaps Failure
Indication: FLAPS FAIL caution message on. FLIGHT CONTROLS page displays flap
outline in amber.
Flaps failure occurred at less than 8 degrees:
Yes
(1) HYDRAULIC pump switches
1B, 2B and 3B .............................................. Select to ON.
No
(1) FLAPS .................................................................. Select to closest detent position less
than actual flap position. Do
not attempt to operate flaps
any further.
(2) Maximum enroute airspeed ...................................... VFE for next greater flap setting
from failed position.

NOTE
If flaps are confirmed retracted (0 degrees), reduction of cruise
airspeed is not required.

CAUTION
If possible, avoid prolonged flight in icing. If icing is encountered
for an extended period of time, aerodynamic buffet may be
experienced.

AR Certified Airplanes
Flaps failure occurred at greater than 5 degrees:
Yes
(3) Land at the nearest suitable airport.
No

Flaps failure occurred at 45 degrees:

Yes
(3) No further action required.
NOTE
If aerodynamic buffet is encountered after flying in icing
conditions, reduce buffet by increasing the minimum
approach speed to VREF (Flaps 45°) + 5 KIAS.

− END −
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 ABNORMAL PROCEDURES Vol. 1 05−11−6
Flight Controls REV 41, Nov 28/16

1. FLIGHT CONTROLS (CONT'D)

J. Flaps Failure (Cont’d)

No

Prior to landing:
Flaps failure occurred at less than 20 degrees:
Yes
(3) Fuel balance .................................................Check
No
(3) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(4) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(5) Final approach speed ...........................VREF (Flaps 45°)
+ ΔVREF for next smaller flap setting
from failed position.
(6) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(7) Thrust levers...................................................... Position manually as required.
(8) Actual landing distance .................................... Increase as applicable by factor given
below:
Flaps Setting Δ VREF ALD Factor (Without ALD Factor (With Thrust
(Degrees) (KTS) Thrust Reversers) Reversers)
0 30 1.80 (80%) 1.75 (75%)
20 14 1.55 (55%) 1.50 (50%)
30 7 1.40 (40%) 1.35 (35%)
NOTE
Accomplish a normal descent typically with a vertical speed of
not more than 400 fpm at touchdown.

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 ABNORMAL PROCEDURES Vol. 1 05−11−7
Flight Controls REV 41, Nov 28/16

1. FLIGHT CONTROLS (CONT'D)

J. Flaps Failure (Cont’d)

CAUTION
Improper landing technique during a flaps failure can generate
nose gear loads sufficient to cause structural damage.
To prevent damage:
• After main gear touchdown, gently lower the nose to the
runway.
• Apply brakes only after nose wheel touchdown.
With thrust reversers deployed, a nose-up pitching tendency will
occur at high power settings, particularly at aft centre of gravity
light weights. This tendency is controllable with elevator and
may be minimized by ensuring that nose wheel touchdown is
achieved and nose down elevator applied, before selecting
reverse thrust.
Example: If failure occurs at Flaps – 28 degrees:
Maximum Enroute Airspeed = VFE for Flaps 30 degrees
Approach & Landing Speed = VREF (Flaps 45°) + 14 KIAS
Factor Applied to Actual Landing
Distance (without Thrust Reversers) = 1.55 (55%)
Factor Applied to Actual Landing
Distance (with Thrust Reversers) = 1.50 (50%)
NOTE
If the failure occurs with the flaps at a detented flap position,
use the VFE, VREF and landing distance factor relative to the flap
position.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−8
Flight Controls REV 14, Feb 01/10

1. FLIGHT CONTROLS (CONT'D)

K. Flap System Reset (On Ground)

Indication: FLAPS FAIL caution message on. FLIGHT CONTROLS page displays flap
outline in amber.

WARNING

Attempting to reset the flaps system in flight is not permitted.

(1) FLAPS .................................................................. Select between flap detent positions
(e.g., between 0 and 20).
(2) FLAP CONT 1 and FLAP CONT 2
circuit breakers (4A9 and 2F3) .............................. Open
(3) FLAP CONT 1 and FLAP CONT 2
circuit breakers (4A9 and 2F3) ..............................Close Check FLAPS FAIL caution
message out.
FLAPS FAIL caution message persists:
Yes
(4) Do not take-off.
− END −
No
(4) FLAPS .................................................................. Select to 0.
(5) Flap alignment ......................................................Check alignment of inboard and
outboard flaps on each wing is
within tolerance shown on
Figure 05−11−1 .
Alignment is within tolerance:
Yes
(6) No further action required.
− END −
No
(6) Do not take-off.

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−9
Flight Controls REV 13, Oct 20/09

1. FLIGHT CONTROLS (CONT'D)

K. Flap System Reset (On Ground) (Cont’d)

INBOARD FLAP

OUTBOARD FLAP

OUTBOARD FLAP WING INBOARD FLAP

FLAPS IN 0−DEGREE POSITION WHEN POP MARKS ARE IN LINE ±0.063 INCH

LF604_05_001

Flap System Reset

Figure 05−11−1

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−10
Flight Controls REV 13, Oct 20/09

1. FLIGHT CONTROLS (CONT'D)

L. Ground Spoilers Failure

Indication: GND SPLRS NOT ARMED caution message on.
(1) GND SPOILERS switch ....................................... Select to ARM.
GND SPLRS NOT ARMED caution message persists:
Yes
(2) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.30 (30%) 1.25 (25%)
NOTE
Landing distance factors for failed ground spoilers are
based upon serviceable flight spoilers.
After touchdown:
(3) FLIGHT SPOILER lever ............................... Select to MAX.
− END −
No
(2) No further action required.
END

M. Ground Spoilers Unsafe

Indication: GND SPLRS caution message on.
On ground:
Yes
NOTE
GND SPLRS caution message may come on at taxi speeds
above 16 knots.

(1) Airplane .......................................................... Stop

(2) Ground spoilers pre-flight
check ................................................... Accomplish Refer to the Airplane Flight
Manual, Chapter 4; NORMAL
PROCEDURES – FLIGHT
CONTROLS. Ground spoilers
are unserviceable if message
persists.
− END −
No
During flight:
(1) GND SPOILERS switch ....................................... Select to DISARM.
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 ABNORMAL PROCEDURES Vol. 1 05−11−11
Flight Controls REV 41, Nov 28/16

1. FLIGHT CONTROLS (CONT'D)

M. Ground Spoilers Unsafe (Cont’d)

GND SPLRS caution message persists:

Yes

Prior to landing:
(2) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(3) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(4) FLAPS .......................................................... Select to 20° for landing.
(5) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(6) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.
(7) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.60 (60%) 1.55 (55%)
NOTE
Landing distance factors for failed ground spoilers are
based upon serviceable flight spoilers.

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
No
After touchdown:
(2) GND SPOILERS switch ....................................... Select to ARM.
(3) FLIGHT SPOILER lever ....................................... Select to MAX.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−12
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

N. Ground Spoilers Deployed During Flight

Indication: GND SPLRS DEPLOY caution message on.
(1) GND SPOILERS switch ....................................... Select to DISARM.
Prior to landing:
(2) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(3) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(4) FLAPS .................................................................. Select to 20° for landing.
(5) Approach speed ...................................VREF (Flaps 45°)
+ 14 KIAS minimum.
(6) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(7) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.60 (60%) 1.55 (55%)
NOTE
Landing distance factors for failed ground spoilers are based
upon serviceable flight spoilers.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will
occur at high power settings, particularly at aft centre of gravity
light weights. This tendency is controllable with elevator and
may be minimized by ensuring that nose wheel touchdown is
achieved and nose down elevator applied, before selecting
reverse thrust.
After touchdown:
(8) GND SPOILERS switch ....................................... Select to ARM, to deploy ground
spoilers.
(9) FLIGHT SPOILER lever ....................................... Select to MAX.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−13
Flight Controls REV 38, Mar 11/16

1. FLIGHT CONTROLS (CONT'D)

O. Stabilizer Trim Failure

Indication: STAB TRIM caution message on and both stabilizer trim are disengaged.
MACH TRIM INOP light on and MACH TRIM caution message on.
(1) Pilot’s or copilot’s STAB TRIM
DISC switch ...........................................................Press hold and release.
(2) STAB TRIM, CH1 and CH2
switch/lights ....................................................... Press in to engage both channels.
Check STAB CH1 and CH2
INOP status messages out.
STAB TRIM caution message persists:
Yes
(3) STAB TRIM, CH2 switch/light.................... Press in to engage.
Check STAB CH1 INOP status
message on.
STAB TRIM caution message still persists:
Yes
NOTE
1. Minimize changes to airspeed and configuration to
minimize control forces or autopilot servo loads.
2. Disregard MACH TRIM caution message.
No
(3) MACH TRIM switch/light ................................... Press in to engage. Check the
following:
• MACH TRIM INOP light out.
• MACH TRIM caution
message out.
− END −

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CL−605 Flight Crew Operating Manual
PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−14
Flight Controls REV 41, Nov 28/16

1. FLIGHT CONTROLS (CONT'D)

O. Stabilizer Trim Failure (Cont’d)

Autopilot is engaged:
Yes
(4) Autopilot....................................... Consider leaving
engaged as long as needed to reduce
workload.
AP HOLDING NOSE DOWN (NOSE UP) caution message is displayed:
Yes
(5) Airspeed................................................ Adjust as required to keep autopilot
engaged as long as possible.

NOTE
1. If AP HOLDING NOSE DOWN is displayed,
decrease airspeed. If AP HOLDING NOSE UP is
displayed, increase airspeed.
2. AP HOLDING NOSE DOWN (NOSE UP) caution
message will go out if the airspeed is adjusted.
AP HOLDING NOSE DOWN (NOSE UP) caution message persists:
Yes
NOTE
Anticipate an out-of-trim condition with autopilot
disengagement.

(6) Autopilot................................ Disconnect

No
Prior to landing:
Failure occurred with flaps at 45°:
Yes
(7) FLAPS .......................................................... Leave at 45°.

CAUTION
Do not jettison fuel if trim runaway is in nose down
direction.
Fuel jettison will cause the CG to move forward requiring a
larger pull force to counter and causing any push force to
be reduced.
Consider use of fuel jettison in the event of a nose-up trim
runaway condition.
A landing may be made with fuel in the tail tank.
− END −
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CL−605 Flight Crew Operating Manual
PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−15
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

O. Stabilizer Trim Failure (Cont’d)

No
(7) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(8) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(9) FLAPS .................................................................. Select to 20° for landing.
(10) Approach speed ...................................VREF (Flaps 45°)
+ 14 KIAS minimum.
(11) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(12) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
Do not jettison fuel if trim runaway is in nose down
direction.
Fuel jettison will cause the CG to move forward requiring a
larger pull force to counter and causing any push force to
be reduced.
Consider use of fuel jettison in the event of a nose-up trim
runaway condition.
A landing may be made with fuel in the tail tank.
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−16
Flight Controls REV 15, Jun 28/10

1. FLIGHT CONTROLS (CONT'D)

P. Stabilizer Trim Malfunction

Indication: Stabilizer cannot be trimmed to the desired position. STAB CH 1 INOP status
message is not displayed.
(1) Pilot’s or copilot’s STAB TRIM
DISC switch ...........................................................Press hold and release.
Check the following:
• STAB TRIM caution
message on.
• MACH TRIM caution
message on.
(2) STAB TRIM, CH2 switch/light ........................... Press in to engage.
Check STAB CH1 INOP status
message on.

NOTE
Do not engage STAB TRIM CH 1.

(3) MACH TRIM switch/light ................................... Press in to engage.

Check the following:
• MACH TRIM INOP light out,
and
• MACH TRIM caution
message out.
END

Q. Mach Trim Failure

Indication: MACH TRIM caution message and MACH TRIM INOP light on.
With at least one STAB TRIM channel engaged:
(1) MACH TRIM switch/light ................................... Press in to engage.
Check MACH TRIM INOP light
out.

NOTE
With a Mach trim failure, do not exceed 250 KIAS (0.7 M), unless the
autopilot is engaged and functioning normally.

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−17
Flight Controls REV 41, Nov 28/16

1. FLIGHT CONTROLS (CONT'D)

R. Aileron PCU Malfunction

Indication: AILERON PCU caution message on.
NOTE
It may be necessary to reduce airspeed to improve airplane
handling.
(1) Autopilot ....................................................... Disconnect if coupled.
If necessary:
(2) Aileron controls............................................. Overpower
Difficult to maintain desired flight path:
Yes
At a safe altitude:
(3) Aileron controls..........................................Release pilot/copilot differential
pressure on the controls.
(4) ROLL DISC handle...................... PULL and TURN 90 degrees to lock.
NOTE
1. The pilot with the operative aileron will be required to
maintain a roll control input to offset the effects of the
aileron PCU malfunction.
2. If the right aileron control circuit is inoperative, the
autopilot system is inoperative.
No
(3) Land at the nearest suitable airport.

NOTE
Controllability is reduced. Select longest runway available with
minimum turbulence and crosswind.
Prior to landing:
(4) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(5) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.
(6) FLAPS .................................................................. Select to 20° for landing.
(7) Approach speed ...................................VREF (Flaps 45°)
+ 14 KIAS minimum.

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−11−18
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

R. Aileron PCU Malfunction (Cont’d)

(8) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(9) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−19
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

S. Elevator System Malfunction

Indication: ELEVATOR SPLIT caution message on.
NOTE
It may be necessary to reduce airspeed to improve airplane
handling.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Elevator controls......................................... Move slowly and monitor position on
EICAS to identify
malfunctioning elevator
surface.
If necessary:
(3) Elevator controls........................................... Overpower
Difficult to maintain desired flight path:
Yes
At a safe altitude:
(4) Elevator controls........................................Release pilot/copilot differential
pressure on the controls.
(5) PITCH DISC handle .................... PULL and TURN 90 degrees to lock.
(6) Jammed side ......................................... Determine If left side, do not re-engage
autopilot.
Right side jammed:
Yes
(7) STALL PROT, PUSHER
switch (either left or right) ..................... Select to OFF.

NOTE
Stick shaker on operative control column, operates at
a lower intensity.
No
(4) Land at the nearest suitable airport.

NOTE
Controllability is reduced. Select the longest runway available
with minimum turbulence and crosswind.
Prior to landing:
(5) TAWS WARNING, FLAPS OFF
switch/light ......................................................... Press in to mute the flap aural warning.
(6) TAWS WARNING, RAAS OFF
switch/light (if installed) ..................................... Press in Check OFF light on.

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CL−605 Flight Crew Operating Manual
PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−11−20
Flight Controls REV 40, Aug 30/16

1. FLIGHT CONTROLS (CONT'D)

S. Elevator System Malfunction (Cont’d)

(7) FLAPS .................................................................. Select to 20° for landing.
(8) Approach speed ...................................VREF (Flaps 45°)
+ 14 KIAS minimum.
(9) ATS DISC switch .............................................. Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard thrust
levers at 50 feet AGL.
(10) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−1
Fuel REV 22, Mar 16/12

1. FUEL
A. Fuel Imbalance
Indication: FUEL IMBALANCE caution message on. Left and right fuel quantity readouts
indicate amber.

CAUTION
If a FUEL IMBALANCE caution message is displayed:
• Do not taxi until imbalance is rectified.
• Do not land until imbalance is rectified, unless a greater
emergency exists.

NOTE
1. The maximum permissible fuel imbalance is 182 kg (400 lb) for
take-off, taxi, and landing.
2. The maximum permissible fuel imbalance is 363 kg (800 lb) in flight.

(1) Fuel distribution .................................................. Monitor to identify appropriate action

required.
Affected high tank:
(2) FUEL, L (R) TO AUX XFLOW
switch/light ......................................................... Press in to open crossflow valve.
Check L (R) TO AUX XFLOW
ON light on.
(3) Fuel tank quantity readouts ................................ Monitor
When tank quantities have equalized:
(4) FUEL, affected L (R) TO AUX
XFLOW switch/light .........................................Press out to close crossflow valve.
Check L (R) TO AUX XFLOW
ON light out.

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−12−2
Fuel REV 10, Nov 07/08

1. FUEL (CONT'D)
A. Fuel Imbalance (Cont’d)
Fuel imbalance persists:
Yes
(5) FUEL, GRAVITY/XFLOW
switch/light ................................................. Press in to open gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light on.

NOTE
1. A steady heading sideslip will accelerate gravity
crossflow operation. Fly one wing low slip (on the side
with less fuel) to ensure proper operation and to
accelerate gravity crossflow.
2. During uncoordinated flight, fuel indications are
inaccurate. Accurate fuel indications will be obtained
after 30 seconds when level and stabilized in
coordinated flight.
On the low quantity side:
(6) Affected engine.......................................... Reduce thrust.
(7) Fuel tank quantity readouts ........................ Monitor
When main tank quantities have equalized:
(8) FUEL, GRAVITY/XFLOW
switch/light ...............................................Press out to close gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light out.
(9) Fuel tank quantity readouts ........................ Monitor
Imbalance persists (fuel leak from wing tank is suspected):
Yes
(10) Fuel Leak Procedure ....................Accomplish Refer to Fuel Leak Procedure
in this section.
− END −
No
(5) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−3
Fuel REV 15, Jun 28/10

1. FUEL (CONT'D)

B. Engine Shut-Off Valve Failed Closed

Indication: L (R) ENG SOV caution message on.
(1) Engine instruments............................................ Confirm engine failure using N1, fuel
flow, ITT and N2.
Engine failure is confirmed:
Yes
(2) Affected engine....................................... Shutdown Refer to POWER PLANT –
In−Flight Engine
Failure/Shutdown Procedure
in this chapter.
− END −
No
(2) No further action required.
END

C. Engine Shut-Off Valve Failed to Close After Engine Shutdown Due to Fire
Indication: L (R) ENG SOV caution message on.
(1) Affected FUEL, BOOST PUMP
switch/light ......................................................... Confirm pressed out.
Check the following:
• L (R) BOOST PUMP ON
light out, and L (R) FUEL
PUMP ON advisory
message out,
• L (R) FUEL PUMP caution
message on, and
• L (R) FUEL PUMP INOP
light on.
(2) Land at the nearest suitable airport.
END

D. Fuel Filter Impending Bypass

Indication: L (R) FUEL FILTER caution message on.
(1) Affected engine .................................................. Monitor engine indication and
performance.
END

CL−605 Flight Crew Operating Manual

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 ABNORMAL PROCEDURES Vol. 1 05−12−4
Fuel REV 15, Jun 28/10

1. FUEL (CONT'D)

E. Low Fuel Pressure

Indication: L (R) FUEL LO PRESS caution message on.
Associated L (R) MAIN EJECTOR FAIL status message and/or L (R) SCAV EJECTOR
caution message on:
Yes
(1) Affected engine fuel flow
indication ......................................................Check
(2) Affected wing tank fuel
quantity .........................................................Check
Affected fuel tank quantity is depleting abnormally:
Yes
(3) Affected FUEL, BOOST
PUMP switch/light............................Press out to disable boost pump.
Check the following:
• L (R) BOOST PUMP ON
light out.
• L (R) FUEL PUMP ON
advisory message out.
• L (R) BOOST PUMP INOP
light on, and
• L (R) FUEL PUMP caution
message on.
Fuel quantity continues to deplete abnormally:
Yes
(4) Fuel Leak Procedure ............Accomplish Refer to Fuel Leak
Procedure in this section.
− END −
No
(1) Affected engine instruments ............................... Monitor
END

CL−605 Flight Crew Operating Manual

PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−12−5
Fuel Oct 05/06

1. FUEL (CONT'D)

F. Bulk Fuel Temperature is Less than –37°C

Indication: BULK FUEL TEMP caution message on, and amber bulk fuel temperature
readout on the SUMMARY page.
On ground:
Yes
(1) APU/Engines ....................................... Do not start if fuel temperature is below
specified limits for fuel type.
Refer to Chapter 2;
LIMITATIONS – POWER
PLANT.
(2) Airplane .......................................... Do not take-off if anticipated air mass
temperature is below specified
limit for fuel type. Refer to
Chapter 2; LIMITATIONS –
POWER PLANT.

NOTE
The minimum ambient temperature approved for take-off is
–40°C (–40°F).
− END −
No

During flight:
(1) Airplane ............................................................. Operate as follows:
• Descend or deviate to
warmer air mass, or
• Increase airspeed.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−12−6
Fuel Oct 05/06

1. FUEL (CONT'D)

G. Fuel Temperature Less than 5°C

Indication: L (R) FUEL LO TEMP caution message on. Fuel temperature readout
indicates caution range (amber).
On ground:
Yes
(1) Do not attempt take-off.
− END −
No

In flight:
(1) Affected engine instruments ............................... Monitor

NOTE
Under these conditions, the fuel feed to the engine is not preheated.
L (R) FUEL FILTER caution message may come on, indicating an
impending bypass.

END

H. Fuel Boost Pump Failure

Indication: L (R) FUEL PUMP caution message and L (R) BOOST PUMP INOP light on.
(1) FUEL, L (R) BOOST PUMP
switch/light .......................................................Press out then press in.
Check the following:
• L (R) BOOST PUMP INOP
light out.
• L (R) FUEL PUMP caution
message out.
L (R) FUEL PUMP caution message and L (R) BOOST PUMP INOP light persists:
Yes
(2) Affected engine instruments ....................... Monitor
− END −
No
(2) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−7
Fuel REV 27, Jan 06/14

1. FUEL (CONT'D)

I. Motive Flow Failure

Indication: L (R) SCAV EJECTOR caution message accompanied by L (R) MAIN
EJECTOR FAIL status message.
(1) FUEL, L and R BOOST PUMP
switch/lights ..........................................................Check pressed in.
Check the following:
• L and R BOOST PUMP ON
lights on,
• L and R FUEL PUMP ON
advisory messages on, and
• L and R FUEL PUMP caution
messages out.
Engine thrust is inadequate:
Yes
(2) ATS DISC switch ...................................... Depress
(3) Unaffected engine ........................................ Adjust thrust to maintain flight path.
No
(2) Fuel quantity indicators ...................................... Monitor for abnormal fuel depletion.
Total fuel quantity is depleting abnormally:
Yes
(3) Fuel Leak Procedure ........................... Accomplish Refer to Fuel Leak Procedure
in this section.
− END −
No
(3) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−8
Fuel REV 15, Jun 28/10

1. FUEL (CONT'D)

J. Scavenge Ejector Failure

Indication: L (R) SCAV EJECTOR caution message on.
L (R) MAIN EJECTOR FAIL status message on:
Yes
(1) Motive Flow Failure
procedure ............................................ Accomplish Refer to Motive Flow Failure in
this section.
− END −
No
Fuel quantity in either wing tank is less than 230 kg (500 lb):
Yes
(1) Airplane attitude............................... Not more than
5° nose up
(2) Fuel quantity indicators............................... Monitor for abnormal fuel depletion.
Total fuel quantity is depleting abnormally:
Yes
(3) Affected FUEL, BOOST
PUMP switch/light............................Press out to disable boost pump.
Check the following:
• L (R) BOOST PUMP ON
light out.
• L (R) FUEL PUMP ON
advisory message out.
• L (R) BOOST PUMP INOP
light on, and
• L (R) FUEL PUMP caution
message on.
Fuel quantity continues to deplete abnormally:
Yes
(4) Fuel Leak Procedure ............Accomplish Refer to Fuel Leak
Procedure in this section.
− END −
No
(1) No further action required.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−12−9
Fuel REV 18, Mar 16/11

1. FUEL (CONT'D)

K. Primary Tail Tank Pump Failure (Manual Mode)

Indication: PRI TAIL XFER PUMP caution message on and PRI TAIL TANK TRANSFER
FAIL light on.
(1) FUEL, SEC TAIL TANK
TRANSFER switch/light .................................... Press in to start secondary pump.
Check the following:
• SEC TAIL TANK
TRANSFER ON light on,
and
• MANUAL OVRD, MANUAL
light on.
(2) FUEL, PRI TAIL TANK
TRANSFER switch/light ..................................Press out
(3) Fuel tank quantity readouts ................................ Monitor that secondary transfer pump
maintains tail and auxiliary
tank quantities normal (i.e., tail
tank is depleting).
Transfer is inoperative:
Yes
(4) Airplane attitude.....................................Level flight if practical.
(5) FUEL, DUMP switch/light .......................... Press in to jettison fuel.
Check DUMP OPEN light on.

NOTE
1. Fuel jettison must only be carried out with flaps set to 0.
2. Jettisoning of fuel in known lightning conditions is
prohibited.
3. Tail tank contents will deplete from full to empty, in
approximately 30 minutes.
(6) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is depleting. Tail tank
fuel is unusable.
Continue to dump fuel until
level flight is achieved.
In level flight, continue to
dump fuel until tail tank
quantity is 635 kg (1,400 lb).
If auxiliary tank quantity is
below 1,361 kg (3,000 lb),
dump fuel until tail tank is
empty.
− END −

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 ABNORMAL PROCEDURES Vol. 1 05−12−10
Fuel REV 15, Jun 28/10

1. FUEL (CONT'D)

K. Primary Tail Tank Pump Failure (Manual Mode) (Cont’d)

No
When tail tank is depleted:
(4) FUEL, SEC TAIL TANK
TRANSFER switch/light ..................................Press out
END

L. Secondary Tail Tank Pump Failure (Manual Mode)

Indication: SEC TAIL XFER PUMP caution message on and SEC TAIL TANK
TRANSFER FAIL light on.
(1) FUEL, PRI TAIL TANK
TRANSFER switch/light .................................... Press in to start primary pump. Check
the following:
• PRI TAIL TANK
TRANSFER ON light on.
• MANUAL OVRD, MANUAL
light on.
(2) FUEL, SEC TAIL TANK
TRANSFER switch/light ..................................Press out
(3) Fuel tank quantity readouts ................................ Monitor that primary transfer pump
maintains tail and auxiliary
tank quantities normal (i.e., tail
tank is depleting).
Transfer is inoperative:
Yes
(4) Airplane attitude.....................................Level flight if practical.
(5) FUEL, DUMP switch/light .......................... Press in to jettison fuel.
Check DUMP OPEN light on.

NOTE
1. Fuel jettison must only be carried out with flaps set to 0.
2. Jettisoning of fuel in known lightning conditions is
prohibited.
3. Tail tank contents will deplete from full to empty, in
approximately 30 minutes.

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 ABNORMAL PROCEDURES Vol. 1 05−12−11
Fuel REV 46, Mar 01/18

1. FUEL (CONT'D)

L. Secondary Tail Tank Pump Failure (Manual Mode) (Cont’d)

(6) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is depleting.
Continue to dump fuel until
level flight is achieved.
In level flight, continue to
dump fuel until tail tank
quantity is 635 kg (1,400 lb).
If auxiliary tank quantity is
below 1,361 kg (3,000 lb),
dump fuel until tail tank is
empty.
− END −
No
When tail tank is depleted:
(4) FUEL, PRI TAIL TANK
TRANSFER switch/light ..................................Press out
END

M. Tail Tank to Aux Tank Automatic Transfer Failure

Indication: AUTO TAIL XFER caution message on.

NOTE
If a level sensor fails during fuel transfer, tail tank to auxiliary tank fuel
transfer may continue after the AUTO TAIL XFER caution message is
displayed.

On ground:
Yes
After AC power is applied:
(1) FUEL FSCU CH 1 and
FSCU CH 2 circuit breakers
(1M11 and 4A10)........................................... Open
After 3 minutes:
(2) FUEL FSCU CH 1 and
FSCU CH 2 circuit breakers
(1M11 and 4A10)...........................................Close

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 ABNORMAL PROCEDURES Vol. 1 05−12−12
Fuel REV 46, Mar 01/18

1. FUEL (CONT'D)

M. Tail Tank to Aux Tank Automatic Transfer Failure (Cont’d)

Caution message persists:
Yes
(3) Report for maintenance.
− END −
No
(3) No further action required.
− END −
No
In flight:
(1) Tail tank fuel quantity ...........................................Check
Tail tank quantity is less than 90 lb and message goes out within 2 minutes:
Yes
(2) No further action required. Disregard message.
− END −
No
(2) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check the following:
• MANUAL light on, and
• AUTO TAIL XFER caution
message out.
(3) Fuel tank quantity readouts ................................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).
(4) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light .................................... Press in to start applicable pump.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on, or
• SEC TAIL TANK
TRANSFER ON light on.
(5) Fuel tank quantity readouts ................................ Monitor to ensure that tail tank fuel
quantity is depleting.

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 ABNORMAL PROCEDURES Vol. 1 05−12−13
Fuel REV 46, Mar 01/18

1. FUEL (CONT'D)

M. Tail Tank to Aux Tank Automatic Transfer Failure (Cont’d)

When tail tank is depleted:
(6) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light ..................................Press out to stop applicable pump.

NOTE
Do not deselect manual transfer until after landing.

END

N. Tail Tank Transfer is Inhibited

Indication: AUTO TAIL XFER INHIB caution message on.
Engine failure is suspected:
Yes
(1) FUEL, DUMP switch/light .......................... Press in to jettison fuel.
Check DUMP OPEN light on.
NOTE
1. Fuel jettison must only be carried out with flaps set to 0.
2. Jettisoning of fuel in known lightning conditions is
prohibited.
3. Tail tank contents will deplete from full to empty, in
approximately 30 minutes.
(2) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is depleting.
Tail tank fuel is unusable.
Reduce tail tank fuel quantity
to 635 kg (1,400 lb).
If auxiliary tank quantity is
below 1,361 kg (3,000 lb),
dump fuel until tail tank is
empty.
− END −
No
(1) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check MANUAL light on.
(2) Fuel tank quantity readouts ................................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).

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 ABNORMAL PROCEDURES Vol. 1 05−12−14
Fuel REV 46, Mar 01/18

1. FUEL (CONT'D)

N. Tail Tank Transfer is Inhibited (Cont’d)

(3) FUEL, PRI or SEC TAIL TANK

TRANSFER switch/light .................................... Press in to start applicable pump.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on, or
• SEC TAIL TANK
TRANSFER ON light on.
(4) Fuel tank quantity readouts ................................ Monitor to ensure that fuel transfers
from tail tank to auxiliary tank.
When tail tank is depleted:
(5) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light ..................................Press out to stop applicable pump.
END

O. Excessive Fuel Load – Aux Tank

Indication: AUX TANK HEAVY caution message on.
Fuel distribution between auxiliary and tail tank is abnormal.
Jettisoning fuel:
Yes
(1) FUEL, DUMP switch/light ........................Press out Check DUMP OPEN light out.
(2) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is not depleting.
No
AUX TANK HEAVY caution message remains on:
Yes
(1) FUEL, TAIL TANK
TRANSFER, MANUAL
OVRD switch/light...................................... Press in to select manual transfer.
Check MANUAL light on.
(2) Fuel tank quantity readouts ........................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).

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 ABNORMAL PROCEDURES Vol. 1 05−12−15
Fuel REV 46, Mar 01/18

1. FUEL (CONT'D)

O. Excessive Fuel Load – Aux Tank (Cont’d)

(3) FUEL, PRI and SEC TAIL

TANK TRANSFER
switch/lights .............................................Press out to stop both pumps.
Check the following:
• PRI TAIL TANK
TRANSFER ON light out,
and
• SEC TAIL TANK
TRANSFER ON light out.
(4) Fuel tank quantity readouts ........................ Monitor to ensure the following:
• Auxiliary tank fuel quantity
is depleting, and
• Tail tank fuel quantity is not
depleting.
NOTE
If auxiliary tank is not depleting, auxiliary and tail tank fuel
is unusable.
AUX TANK HEAVY caution message persists:
Yes

Prior to landing:
(5) TAWS WARNING,
FLAPS OFF switch/light..................... Press in to mute the flap aural warning.
(6) TAWS WARNING,
RAAS OFF switch/light
(if installed) ........................................ Press in Check OFF light on.
(7) FLAPS .................................................. Select to 20° for landing.
(8) Approach speed....................VREF (Flaps 45°)
+ 14 KIAS minimum.
(9) ATS DISC switch ...............................Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not
retard thrust levers at 50 feet AGL.

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 ABNORMAL PROCEDURES Vol. 1 05−12−16
Fuel REV 40, Aug 30/16

1. FUEL (CONT'D)

O. Excessive Fuel Load – Aux Tank (Cont’d)

(10) Actual landing distance..................... Increase as applicable by factor given

below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly
at aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and
nose down elevator applied, before selecting reverse
thrust.
− END −
No
(1) No further action required.
END

P. Excessive Fuel Load – Tail Tank

Indication: TAIL TANK HEAVY caution message on.
Fuel distribution between auxiliary and tail tank is abnormal.
TAIL TANK TRANSFER AUTO INHIB light out:
Yes
(1) FUEL, TAIL TANK
TRANSFER, MANUAL
OVRD switch/light...................................... Press in to select manual transfer.
Check MANUAL light on.
(2) Fuel tank quantity readouts ........................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).
(3) FUEL, PRI or SEC TAIL
TANK TRANSFER
switch/light ................................................. Press in to start applicable pump.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on, or
• SEC TAIL TANK
TRANSFER ON light on.

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 ABNORMAL PROCEDURES Vol. 1 05−12−17
Fuel REV 40, Aug 30/16

1. FUEL (CONT'D)

P. Excessive Fuel Load – Tail Tank (Cont’d)

(4) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is depleting.
Tail tank fuel quantity is depleting and
TAIL TANK HEAVY caution message goes out:
Yes
When tail tank is depleted:
(5) FUEL, PRI or SEC TAIL
TANK TRANSFER
switch/light .......................................Press out to stop applicable pump.

− END −
No
(1) FUEL, DUMP switch/light .................................. Press in to jettison fuel.
Check DUMP OPEN light on.
NOTE
1. Fuel jettison must only be carried out with flaps set to 0.
2. Jettisoning of fuel in known lightning conditions is prohibited.
3. Tail tank contents will deplete from full to empty, in
approximately 30 minutes.
(2) Fuel tank quantity readouts ................................ Monitor to ensure that tail tank fuel
quantity is depleting.
Reduce tail tank fuel quantity
to 635 kg (1,400 lb).
If auxiliary tank quantity is
below 1,361 kg (3,000 lb),
dump fuel until tail tank is
empty.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−12−18
Fuel REV 40, Aug 30/16

1. FUEL (CONT'D)

Q. Tail Dump SOV Failed (SOV not in commanded position)

Indication: TAIL DUMP SOV caution message on.
FUEL DUMP selected (jettisoning);
Yes
(1) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is depleting.
Tail tank quantity is depleting:
Yes
(2) No further action required.
− END −
No
(2) Land at the nearest suitable airport.
− END −
No
(1) Fuel tank quantity readouts ................................ Monitor to ensure that tail tank is not
leaking.
END

R. Tail Transfer SOV Failed Closed

Indication: TAIL XFER SOV CLSD caution message on.
(1) Fuel tank quantity readouts ................................ Monitor to ensure that tail tank fuel
quantity is not depleting.
(2) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check MANUAL light on.
(3) Fuel tank quantity readouts ................................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).
(4) FUEL, PRI TAIL TANK
TRANSFER switch/light .................................... Press in to start primary pump.
Check PRI TAIL TANK
TRANSFER ON light on.
TAIL XFER SOV CLSD caution message persists:
Yes
(5) FUEL, SEC TAIL TANK
TRANSFER switch/light............................. Press in to start secondary pump.
Check SEC TAIL TANK
TRANSFER ON light on.

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 ABNORMAL PROCEDURES Vol. 1 05−12−19
Fuel REV 40, Aug 30/16

1. FUEL (CONT'D)

R. Tail Transfer SOV Failed Closed (Cont’d)

(6) FUEL, PRI TAIL TANK
TRANSFER switch/light...........................Press out
(7) Fuel tank quantity readouts ........................ Monitor to ensure that tail tank fuel
quantity is depleting.
Transfer is inoperative:
Yes
(8) Airplane attitude.............................Level flight if practical.
(9) FUEL, DUMP switch/light .................. Press in to jettison fuel.
Check DUMP OPEN light on.
NOTE
1. Fuel jettison must only be carried out with flaps set
to 0.
2. Jettisoning of fuel in known lightning conditions is
prohibited.
3. Tail tank contents will deplete from full to empty, in
approximately 30 minutes.
(10) Fuel tank quantity
readouts.............................................. Monitor to ensure that tail tank fuel
quantity is depleting.
Tail tank fuel is unusable.
Continue to dump fuel until
level flight is achieved.
In level flight, continue to
dump fuel until tail tank
quantity is 635 kg (1,400 lb).
If auxiliary tank quantity is
below 1,361 kg (3,000 lb),
dump fuel until tail tank is
empty.
− END −
No
When tail tank is depleted:
(5) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light ..................................Press out to stop applicable pump.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−20
Fuel REV 18, Mar 16/11

1. FUEL (CONT'D)

S. Tail Transfer SOV Failed Open

Indication: TAIL XFER SOV OPEN caution message on.
(1) Fuel tank quantity readouts ................................ Monitor
(2) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check MANUAL light on.
(3) Fuel tank quantity readouts ................................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).
Excessive auxiliary tank fuel quantity:
Yes
(4) FUEL, PRI and SEC TAIL
TANK TRANSFER
switch/lights .............................................Press out to stop both pumps.
Check the following:
• PRI TAIL TANK
TRANSFER ON light out,
and
• SEC TAIL TANK
TRANSFER ON light out.
(5) Fuel tank quantity readouts ........................ Monitor
− END −
No

Excessive tail tank fuel quantity:

(4) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light .................................... Press in to start applicable pump.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on, or
• SEC TAIL TANK
TRANSFER ON light on.
(5) Fuel tank quantity readouts ................................ Monitor
When tail tank is depleted:
(6) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light ..................................Press out to stop applicable pump.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−21
Fuel REV 18, Mar 16/11

1. FUEL (CONT'D)

T. Tail Transfer SOV Failed in Middle Position

Indication: TAIL XFER SOV caution message on.
(1) Fuel tank quantity readouts ................................ Monitor
(2) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check MANUAL light on.
(3) Fuel tank quantity readouts ................................ Monitor to ensure that auxiliary tank
quantity is less than 3,175 kg
(7,000 lb).
Excessive auxiliary tank fuel quantity:
Yes
(4) FUEL, PRI and SEC TAIL
TANK TRANSFER
switch/lights .............................................Press out to stop both pumps.
Check the following:
• PRI TAIL TANK
TRANSFER ON light out,
and
• SEC TAIL TANK
TRANSFER ON light out.
(5) Fuel tank quantity readouts ........................ Monitor
− END −
No

Excessive tail tank fuel quantity:

(4) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light .................................... Press in to start applicable pump.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on, or
• SEC TAIL TANK
TRANSFER ON light on.
(5) Fuel tank quantity readouts ................................ Monitor
When tail tank is depleted:
(6) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light ..................................Press out to stop applicable pump.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−22
Fuel REV 28, Mar 31/14

1. FUEL (CONT'D)

U. L/R TO AUX Crossflow Valve Open

Indication: FUEL XFLOW SOV OPEN caution message on.
(1) Fuel tank quantity readouts ................................ Monitor until contents of left and right
main tanks are equalized.
When main tanks are equalized:
(2) FUEL, L (R) TO AUX XFLOW
switch/light .......................................................Press out to close affected crossflow
valve.
Check the following:
• L (R) TO AUX XFLOW ON
light out.
• FUEL XFLOW SOV OPEN
caution message out.
END

V. L/R TO AUX Crossflow Valve Fails to Close

Indication: Fuel crossflow continues after crossflow valve selected closed.
On ground:
Yes
Fuel imbalance exceeds 182 kg (400 lb):
Yes
(1) Do not taxi and report for maintenance.
− END −
No
(1) Report for maintenance.
− END −
No
Fuel imbalance exceeds 363 kg (800 lb):
Yes
(1) Airplane attitude............................................. Level Steady heading, wings level.
(2) FUEL, GRAVITY XFLOW
switch/light ................................................. Press in to open gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light on.
(3) Fuel tank quantity readouts ........................ Monitor until contents of left and right
main tanks are equalized.

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 ABNORMAL PROCEDURES Vol. 1 05−12−23
Fuel REV 28, Mar 31/14

1. FUEL (CONT'D)

V. L/R TO AUX Crossflow Valve Fails to Close (Cont’d)

When main tanks have equalized:
(4) FUEL, GRAVITY XFLOW
switch/light ...............................................Press out to close gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light out.
(5) Fuel tank quantity readouts ........................ Monitor
− END −
No
(1) No further action required.
END

W. Auxiliary Tank Contents Increasing (abnormally) During L/R TO AUX Crossflow

Indication: Lateral imbalance.
(1) Fuel tank quantity readouts ................................ Monitor and verify that lateral
imbalance is corrected.
(2) FUEL, L (R) TO AUX XFLOW
switch/light .......................................................Press out to close affected crossflow
valve.
Check L (R) TO AUX XFLOW
ON light out.

NOTE
Auxiliary tank contents may increase during L (R) TO AUX crossflow,
depending upon fuel level.

END

X. Dump Valve Open for More than 5 Minutes

Indication: DUMP VALVE OPEN caution message on. Tail tank contents depleting
rapidly.
(1) Fuel tank quantity readouts ................................ Monitor
(2) FUEL DUMP switch/light ............................. As required

NOTE
The tail tank contents will deplete from a full tank to empty, in
approximately 30 minutes following selection.

END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−24
Fuel REV 15, Jun 28/10

1. FUEL (CONT'D)

Y. Loss of Auxiliary Tank Fuel Quantity Indication

Indication: Auxiliary tank fuel quantity indication dashed.
(1) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check MANUAL light on.
(2) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light .................................... Press in to start applicable pump.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on, or
• SEC TAIL TANK
TRANSFER ON light on.
(3) Fuel tank quantity readouts ................................ Monitor to ensure that tail tank fuel
quantity is depleting.
Tail tank quantity is not depleting:
Yes
(4) FUEL, DUMP switch/light .......................... Press in to jettison fuel.
Check DUMP OPEN light on.
NOTE
1. Fuel jettison must only be carried out with flaps set to 0.
2. Jettisoning of fuel in known lightning conditions is
prohibited.
3. Tail tank contents will deplete from full to empty, in
approximately 30 minutes.
− END −
No
When tail tank is depleted:
(4) FUEL, PRI or SEC TAIL TANK
TRANSFER switch/light ..................................Press out to stop applicable pump.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−25
Fuel REV 28, Mar 31/14

1. FUEL (CONT'D)

Z. Loss of Wing Tank Fuel Quantity Indication

Indication: Wing tank fuel quantity indication dashed.
(1) ENGINE CONTROL, ENG
SPEED switches ..................................................Check both selected to ON.
(2) Airplane attitude .................................................... Level Steady heading, wings level.
(3) Engine fuel flow indications .................................. Match left and right fuel flow rates.
(4) Air-conditioning................................................. Transfer to engine bleeds.
(5) APU ................................................................ Shutdown if not required.

NOTE
APU operation will increase fuel burn from right wing tank, by a rate of
45 to 136 kg/hr (100 to 300 lb/hr).

(6) Airplane trim ......................................................... Adjust to achieve hands off flight.

(7) Missing fuel tank quantity ................................ Calculate using FMS fuel used page and
displayed quantity indications.
(8) Fuel distribution .................................................. Monitor for wing tank fuel imbalance.
Excessive imbalance exists (more than 25% of available trim required):
Yes

Affected high tank:

(9) FUEL, L (R) TO AUX
XFLOW switch/light ................................... Press in to open crossflow valve.
Check L (R) TO AUX XFLOW
ON light on.
NOTE
Cross flow transfers fuel at a rate of approximately
7 kg/min (15 lb/min) or higher.
When excessive imbalance has been corrected:
(10) FUEL, affected L (R) TO
AUX XFLOW switch/light.........................Press out to close crossflow valve.
Check L (R) TO AUX XFLOW
ON light out.
No
(9) Fuel reserves.................................................... Increase by 5%.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−26
Fuel REV 18, Mar 16/11

1. FUEL (CONT'D)

AA. Loss of Tail Tank Fuel Quantity Indication

Indication: Tail tank fuel quantity indication dashed.
(1) FUEL, TAIL TANK TRANSFER,
MANUAL OVRD switch/light ............................. Press in to select manual transfer.
Check MANUAL light on.
(2) FUEL, PRI and SEC TAIL TANK
TRANSFER switch/lights................................... Press in to start both pumps.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on,
and
• SEC TAIL TANK
TRANSFER ON light on.
(3) Fuel tank quantity readouts ................................ Monitor to ensure that auxiliary tank
quantity does not exceed
3,175 kg (7,000 lb).
When tail tank is depleted:
(4) FUEL, PRI and SEC TAIL TANK
TRANSFER switch/lights.................................Press out
END

AB. Loss of Total Fuel Quantity Indication

Indication: Total fuel quantity indication dashed.
(1) Fuel tank quantity readouts ................................ Monitor sum of each tank vs fuel burn.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−27
Fuel REV 15, Jun 28/10

1. FUEL (CONT'D)

AC. Fuel Leak Procedure

Indication: Fuel leak is evident, suspected or confirmed.
(1) Diversion may be required.

NOTE
If visibility permits, a visual check from the cabin may enable
identification of the leak source.

Leak is confirmed or suspected:

(2) Land immediately at the nearest suitable airport.

CAUTION
Do not delay landing while attempting to determine location of leak.
Expedite landing if tank quantity gauge indications are amber.

NOTE
1. The minimum fuel quantity for go-around is 230 kg (500 lb) per wing
(with the airplane level), and assuming a maximum airplane climb
attitude of 10° nose up.
2. Do not action FUEL IMBALANCE , L (R) FUEL LO PRESS or L (R)
SCAV EJECTOR caution messages or L (R) MAIN EJECTOR FAIL
status messages. Disregard fuel imbalance limitations.

(3) Autopilot ............................................................. Monitor operation.

NOTE
Anticipate out of trim situation when disconnecting autopilot.

Fuel leak from engine is suspected:

Yes

On low quantity side:

(4) Thrust lever................................ Confirm and IDLE
(5) Thrust lever......................................... Confirm and
SHUT OFF
(6) Affected ENG FIRE PUSH
switch/light ................................................. Press in to close engine fuel feed SOV.
(7) Affected engine....................................... Shutdown Refer to POWER PLANT –
In-Flight Engine
Failure/Shutdown Procedure
in this chapter.
− END −

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 ABNORMAL PROCEDURES Vol. 1 05−12−28
Fuel REV 45, Dec 04/17

1. FUEL (CONT'D)

AC. Fuel Leak Procedure (Cont’d)

No

Fuel leak from wing tank is suspected:

(4) FUEL, GRAVITY/XFLOW
switch/light .......................................................Press out to close gravity crossflow
valve.
Check GRAVITY XFLOW
OPEN light out.
Range is a consideration:
Yes
NOTE
Consider use of asymmetric thrust to use as much fuel as
possible from the leaking tank.

Leak in auxiliary tank is confirmed:

Yes
(5) FUEL, TAIL TANK
TRANSFER, MANUAL
OVRD switch/light.............................. Press in to select manual transfer.
Check MANUAL light on.
(6) Auxiliary fuel tank
quantity readout .................................. Monitor
When auxiliary tank quantity has stabilized:
(7) FUEL, PRI TAIL TANK
TRANSFER switch/light..................... Press in to start primary pump.
Check PRI TAIL TANK
TRANSFER ON light on.
Ensure auxiliary and tail tank
quantities remain within limits.
Refer to Figure 02−05−4.
− END −
No
Leak in tail tank is confirmed:
Yes
(5) FUEL, TAIL TANK
TRANSFER, MANUAL
OVRD switch/light.............................. Press in to select manual transfer.
Check MANUAL light on.

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−29
Fuel REV 45, Dec 04/17

1. FUEL (CONT'D)

AC. Fuel Leak Procedure (Cont’d)

(6) FUEL, PRI and SEC TAIL
TANK TRANSFER
switch/lights ....................................... Press in to start both pumps.
Check the following:
• PRI TAIL TANK
TRANSFER ON light on,
and
• SEC TAIL TANK
TRANSFER ON light on.
Ensure auxiliary and tail tank
quantities remain within limits.
Refer to Figure 02−05−4.
When AUX TANK HEAVY caution message is displayed:
(7) FUEL, PRI and SEC TAIL
TANK TRANSFER
switch/lights .....................................Press out to stop both pumps.
Check the following:
• PRI TAIL TANK
TRANSFER ON light out,
and
• SEC TAIL TANK
TRANSFER ON light out.
− END −
No
Leak in wing tank is confirmed:
Yes
(5) FUEL, L (R) TO AUX
XFLOW switch/light ........................... Press in to open affected crossflow
valve.
Check L (R) TO AUX XFLOW
ON light on.

NOTE
Anticipate increasing lateral trim and control forces.
When trim or control forces becomes excessive:
(6) FUEL, L (R) TO AUX
XFLOW switch/light .........................Press out to close affected crossflow
valve.
Check L (R) TO AUX XFLOW
ON light out.

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−30
Fuel REV 40, Aug 30/16

1. FUEL (CONT'D)

AC. Fuel Leak Procedure (Cont’d)

(7) Repeat steps (5) and (6), as necessary to conserve as much fuel as possible
from the leaking tank.
(8) Fuel tank quantity
readouts.............................................. Monitor

NOTE
Consider use of asymmetric thrust to maintain fuel
imbalance within limits.
No
(5) Fuel tank quantity readouts ................................ Monitor

NOTE
Consider use of asymmetric thrust to maintain fuel imbalance
within limits.
Landing with a FUEL IMBALANCE caution message:
Yes
NOTE
Select the longest runway available with minimum turbulence
and crosswind.

Prior to landing:
(6) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(7) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(8) FLAPS .......................................................... Select to 20° for landing.
(9) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(10) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.

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PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−12−31
Fuel REV 40, Aug 30/16

1. FUEL (CONT'D)

AC. Fuel Leak Procedure (Cont’d)

(11) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
− END −
No
(6) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−12−32
Fuel REV 15, Jun 28/10

THIS PAGE INTENTIONALLY LEFT BLANK

CL−605 Flight Crew Operating Manual

PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−1
Hydraulic Power REV 40, Aug 30/16

1. HYDRAULIC POWER
A. System No. 1 Failure
Indication: HYD 1 LO PRESS caution message on.
(1) HYDRAULIC pump switch 1B .............................. Select to ON.
(2) Hydraulic pressure and fluid
quantity .................................................................Check
No. 1 quantity readout is less than 5%, or pressure is less than 1,800 psi, or pressure is
rapidly decreasing:
Yes
(3) HYDRAULIC pump switch
1B ................................................................. Select to OFF.
(4) Land at the nearest suitable airport.
(5) Inoperative systems.................................... Review Refer to HYDRAULIC page.
NOTE
The engine-driven pump (EDP) is operating without
hydraulic fluid; log length of time that EDP has been
running dry. Monitor fluid temperature readouts.
(6) ANTI SKID switch ......................................... Leave ARMED.
(7) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(8) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(9) FLAPS .......................................................... Select to 20° for landing.
(10) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(11) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.

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 ABNORMAL PROCEDURES Vol. 1 05−13−2
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1. HYDRAULIC POWER (CONT'D)

A. System No. 1 Failure (Cont’d)
(12) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.60 (60%) 1.55 (55%)

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
− END −
No
(3) HYDRAULIC pump switch 1B .............................. Leave at ON.
(4) Hydraulic pressure and fluid
quantity ............................................................... Monitor
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−3
Hydraulic Power REV 14, Feb 01/10

1. HYDRAULIC POWER (CONT'D)

B. System No. 2 Failure

Indication: HYD 2 LO PRESS caution message on.
(1) HYDRAULIC pump switch 2B .............................. Select to ON.
(2) Hydraulic pressure and fluid
quantity .................................................................Check
No. 2 quantity readout is less than 5%, or pressure is less than 1,800 psi, or pressure is
rapidly decreasing:
Yes
(3) HYDRAULIC pump switch
2B ................................................................. Select to OFF.
(4) Land at the nearest suitable airport.
(5) Inoperative systems.................................... Review Refer to HYDRAULIC page.
NOTE
The engine-driven pump (EDP) is operating without
hydraulic fluid; log length of time that EDP has been
running dry. Monitor fluid temperature readouts.
(6) ANTI SKID switch ......................................... Leave ARMED.
(7) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.70 (70%) 1.50 (50%)

NOTE
Maximize the use of reverse thrust.
− END −
No
(3) HYDRAULIC pump switch 2B .............................. Leave at ON.
(4) Hydraulic pressure and fluid
quantity ............................................................... Monitor
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−4
Hydraulic Power REV 14, Feb 01/10

1. HYDRAULIC POWER (CONT'D)

C. System No. 3 Failure

Indication: HYD 3 LO PRESS caution message on.
(1) HYDRAULIC pump switch 3B .............................. Select to ON.
(2) Hydraulic pressure and fluid
quantity .................................................................Check
No. 3 quantity readout is less than 5%, or pressure is less than 1,800 psi, or pressure is
rapidly decreasing:
Yes
(3) HYDRAULIC pump switches
3A and 3B..................................................... Select to OFF.
(4) Land at the nearest suitable airport.
(5) Inoperative systems.................................... Review Refer to HYDRAULIC page.
(6) ANTI SKID switch ......................................... Leave ARMED.
(7) Landing Gear Manual
Extension procedure............................ Accomplish Refer to LANDING GEAR,
WHEEL AND BRAKE
SYSTEM – Landing Gear
Manual Extension procedure
in this chapter.
(8) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.70 (70%) 1.50 (50%)

NOTE
Maximize the use of reverse thrust.
− END −
No
(3) HYDRAULIC pump switch 3B .............................. Leave at ON.
(4) Hydraulic pressure and fluid
quantity ............................................................... Monitor
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−13−5
Hydraulic Power REV 22, Mar 16/12

1. HYDRAULIC POWER (CONT'D)

D. System No. 1 High Temperature

Indication: HYD 1 HI TEMP caution message on and temperature readouts greater than
96°C (205°F).

NOTE
Disregard HYD 1 HI TEMP caution message if one other hydraulic
system has already failed.

During flight:
Temperature is less than 107°C (225°F):
Yes
(1) HYDRAULIC pump switch
1B ................................................................. Select to OFF.
(2) System No. 1 temperature.......................... Monitor
− END −
No
Temperature is less than 135°C (275°F):
Yes
(1) HYDRAULIC pump switch
1B ................................................................. Select to OFF.
(2) System No. 1 temperature.......................... Monitor
(3) Land at the nearest suitable airport.
− END −
No
(1) HYDRAULIC pump switch 1B .............................. Select to OFF.
(2) Left engine...................................................... Shutdown Refer to POWER PLANT –
In-Flight Engine
Failure/Shutdown in this
chapter.
(3) Inoperative systems ........................................... Review Refer to HYDRAULIC page.
(4) Actual landing distance .................................... Increase by a factor of 1.60 (60%).
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−6
Hydraulic Power REV 22, Mar 16/12

1. HYDRAULIC POWER (CONT'D)

E. System No. 2 High Temperature

Indication: HYD 2 HI TEMP caution message on and temperature readouts greater than
96°C (205°F).

NOTE
Disregard HYD 2 HI TEMP caution message if one other hydraulic
system has already failed.

During flight:
Temperature is less than 107°C (225°F):
Yes
(1) HYDRAULIC pump switch
2B ................................................................. Select to OFF.
(2) System No. 2 temperature.......................... Monitor
− END −
No
Temperature is less than 135°C (275°F):
Yes
(1) HYDRAULIC pump switch
2B ................................................................. Select to OFF.
(2) System No. 2 temperature.......................... Monitor
(3) Land at the nearest suitable airport.
− END −
No
(1) HYDRAULIC pump switch 2B .............................. Select to OFF.
(2) Right engine ................................................... Shutdown Refer to POWER PLANT –
In−Flight Engine
Failure/Shutdown in this
chapter.
(3) Inoperative systems ........................................... Review Refer to HYDRAULIC page.
(4) Actual landing distance .................................... Increase by a factor of 2.25 (125%).
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−7
Hydraulic Power REV 40, Aug 30/16

1. HYDRAULIC POWER (CONT'D)

F. System No. 3 High Temperature

Indication: HYD 3 HI TEMP caution message on and temperature readouts greater than
96°C (205°F).
During flight:
(1) HYDRAULIC pump switches 3A
and 3B .................................................................. Select to OFF.
(2) System No. 3 temperature ................................. Monitor
Temperature is more than 107°C (225°F):
Yes
(3) Land at the nearest suitable airport.
No
Prior to landing:
(3) HYDRAULIC pump switches 3A
and 3B ...................................................... Select to ON.
END

G. Engine-Driven Pump Failure

Indication: HYD EDP 1A (2A) caution message on.
(1) Associated HYDRAULIC pump
switch 1B or 2B .................................................... Select to ON.
(2) Hydraulic pressure and fluid
quantity .................................................................Check
System quantity low:
Yes
(3) Associated HYDRAULIC
pump switch 1B or 2B................................... Select to OFF.
NOTE
The engine-driven pump (EDP) is operating without
hydraulic fluid; log length of time that EDP has been
running dry. Monitor fluid temperature readouts.
− END −
No
(3) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−8
Hydraulic Power REV 14, Feb 01/10

1. HYDRAULIC POWER (CONT'D)

H. Electric Pump 1B Failure

Indication: HYD PUMP 1B caution message on.
(1) HYDRAULIC pump switch 1B ............................. Select to ON.
HYD PUMP 1B caution message persists:
Yes
(2) HYDRAULIC pump switch
1B ................................................................. Select to OFF.
− END −
No
(2) No further action required.
END

I. Electric Pump 2B Failure

Indication: HYD PUMP 2B caution message on.
(1) HYDRAULIC pump switch 2B ............................. Select to ON.
HYD PUMP 2B caution message persists:
Yes
(2) HYDRAULIC pump switch
2B ................................................................. Select to OFF.
− END −
No
(2) No further action required.
END

J. Electric Pump 3A Failure

Indication: HYD PUMP 3A caution message on.
(1) HYDRAULIC pump switches 3A
and 3B ................................................................. Select both to ON.
HYD PUMP 3A caution message persists:
Yes
(2) HYDRAULIC pump switch
3A ................................................................. Select to OFF.
− END −
No
(2) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−9
Hydraulic Power REV 14, Feb 01/10

1. HYDRAULIC POWER (CONT'D)

K. Electric Pump 3B Failure

Indication: HYD PUMP 3B caution message on.
(1) HYDRAULIC pump switches 3A
and 3B ................................................................. Select both to ON.
HYD PUMP 3B caution message persists:
Yes
(2) HYDRAULIC pump switch
3B ................................................................. Select to OFF.
− END −
No
(2) No further action required.
END

L. Hydraulic Shut-Off Valve Failure After Engine Shutdown Due to Fire

Indication: HYD SOV 1 (2) caution message on.
(1) Land at the nearest suitable airport.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−10
Hydraulic Power REV 40, Aug 30/16

1. HYDRAULIC POWER (CONT'D)

M. System No. 1 and No. 2 Failure

Indication: HYD 1 LO PRESS and HYD 2 LO PRESS caution messages on.
(1) HYDRAULIC pump switches (all) ......................... Select to ON.
(2) Hydraulic pressure and fluid
quantity .................................................................Check
No. 1 and No. 2 quantity readouts are less than 5%, or pressure is less than 1,800 psi,
or pressure is rapidly decreasing:
Yes
(3) HYDRAULIC pump switches
1B and 2B..................................................... Select to OFF, to prevent pump
overheat.
(4) Inoperative systems.................................... Review Refer to HYDRAULIC page.
(5) ANTI SKID switch ......................................... Leave ARMED.
(6) Land at the nearest suitable airport.
Prior to landing:
(7) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(8) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(9) FLAPS .......................................................... Select to 20° for landing.
(10) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(11) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.

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 ABNORMAL PROCEDURES Vol. 1 05−13−11
Hydraulic Power REV 40, Aug 30/16

1. HYDRAULIC POWER (CONT'D)

M. System No. 1 and No. 2 Failure (Cont’d)

(12) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.55 (155%) 1.95 (95%)
NOTE
Maximize the use of reverse thrust.

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
− END −
No
(3) No further action required.
END

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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 ABNORMAL PROCEDURES Vol. 1 05−13−12
Hydraulic Power REV 40, Aug 30/16

1. HYDRAULIC POWER (CONT'D)

N. System No. 2 and No. 3 Failure

Indication: HYD 2 LO PRESS and HYD 3 LO PRESS caution messages on.
(1) Airspeed ..........................................................200 KIAS maximum.
(2) HYDRAULIC pump switches (all) ......................... Select to ON.
(3) Hydraulic pressure and fluid
quantity .................................................................Check
No. 2 and No. 3 quantity readouts are less than 5%, or pressure is less than 1,800 psi,
or pressure is rapidly decreasing:
Yes
(4) HYDRAULIC pump switches
2B, 3A and 3B .............................................. Select to OFF, to prevent pump
overheat.
(5) Inoperative systems.................................... Review Refer to HYDRAULIC page.
(6) Land at the nearest suitable airport.
NOTE
1. Control is limited with No. 2 and No. 3 hydraulic
systems failed.
2. Select the longest runway available with minimal
crosswind and turbulence.
3. Rudder control is adequate for normal flight and should
be used in coordination with aileron, if necessary,
during turns.
Prior to landing:
(7) NOSE STEER switch ................................... Select to OFF.
(8) ANTI SKID switch ......................................... Select to OFF.
(9) Landing Gear Manual
Extension procedure............................ Accomplish Refer to LANDING GEAR,
WHEEL AND BRAKE
SYSTEM – Landing Gear
Manual Extension procedure
in this chapter.
NOTE
1. Unless it is possible to restore use of No. 2 hydraulic
system, landing gear extension relies upon gear free
fall after use of gear manual extension control.
2. A sideslip, for each side, must be performed to achieve
MLG down-lock. It may be required to increase
airspeed to ensure down-lock during sideslip.
(10) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.

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1. HYDRAULIC POWER (CONT'D)

N. System No. 2 and No. 3 Failure (Cont’d)

(11) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(12) FLAPS .......................................................... Select to 20° for landing.
(13) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.
(14) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.
NOTE
The above double hydraulic system failure has an
extremely remote probability. If it occurs, maximum use of
reverse thrust must be used upon landing.
(15) Actual landing distance............................. Increase by a factor of 3.50 (250%).

CAUTION
Extreme caution is required during braking to avoid tire
damage. Maximize use of reverse thrust.
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
Upon landing:
(16) Both engines.................................................. Apply maximum reverse thrust.
(17) Brakes ........................................................... Apply light to moderate braking until
safe taxi speed is maintained.
(18) Brake pressure ........................................... Monitor Approximately six (6) full
brake applications are
possible, using brake
accumulator pressure.
NOTE
INBD and OUTBD BRAKE PRESS caution messages come
on at less than 1,015 psi.
− END −

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1. HYDRAULIC POWER (CONT'D)

N. System No. 2 and No. 3 Failure (Cont’d)

No
(4) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−13−15
Hydraulic Power REV 40, Aug 30/16

1. HYDRAULIC POWER (CONT'D)

O. System No. 1 and No. 3 Failure

Indication: HYD 1 LO PRESS and HYD 3 LO PRESS caution messages on.
(1) Airspeed ..........................................................200 KIAS maximum.
(2) HYDRAULIC pump switches (all) ......................... Select to ON.
(3) Hydraulic pressure and fluid
quantity .................................................................Check
No. 1 and No. 3 quantity readouts are less than 5%, or pressure is less than 1,800 psi,
or pressure is rapidly decreasing:
Yes
(4) HYDRAULIC pump switches
1B, 3A and 3B .............................................. Select to OFF.
(5) Inoperative systems.................................... Review Refer to HYDRAULIC page.
(6) NOSE STEER switch ................................... Select to OFF.
(7) ANTI SKID switch ......................................... Leave ARMED.
(8) Land at the nearest suitable airport.
NOTE
1. Flight path control is limited with No. 1 and No. 3
hydraulic systems failed.
2. Select the longest runway available with minimal
crosswind and turbulence.
3. Rudder control is adequate for normal flight and should
be used in coordination with aileron during turns.
(9) Landing Gear Manual
Extension procedure............................ Accomplish Refer to LANDING GEAR,
WHEEL AND BRAKE
SYSTEM – Landing Gear
Manual Extension procedure
in this chapter.
Prior to landing:
(10) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(11) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(12) FLAPS .......................................................... Select to 20° for landing.
(13) Approach speed ...........................VREF (Flaps 45°)
+ 14 KIAS minimum.

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 ABNORMAL PROCEDURES Vol. 1 05−13−16
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1. HYDRAULIC POWER (CONT'D)

O. System No. 1 and No. 3 Failure (Cont’d)

(14) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.
(15) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.40 (140%) 1.90 (90%)

NOTE
Maximize use of reverse thrust.

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
− END −
No
(4) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−14−1
Ice and Rain Protection REV 40, Aug 30/16

1. ICE AND RAIN PROTECTION

A. Ice Dispersal Procedure
After leaving icing conditions, and if ice accumulation is observed on the heated
portion of the wing leading edge:
(1) Airspeed ........................................................... Increase to VMO/MMO, if possible, to
disperse ice.
Impossible to remove ice from the wing leading edge:
Yes
Assure adequate stall margin:
(2) Maneuvering airspeed ............. 200 KIAS minimum

WARNING

Even small accumulations of ice on the wing leading edge

can change the stall speed, stall characteristics or the
warning margins provided by the stall protection system.
Prior to landing:
(3) TAWS WARNING, FLAPS
OFF switch/light......................................... Press in to mute the flap aural warning.
(4) TAWS WARNING,
RAAS OFF switch/light
(if installed) ................................................ Press in Check OFF light on.
(5) FLAPS .......................................................... Select to 20° for landing.
(6) Approach speed .......................... VREF (Flaps 45°)
+ 27 KIAS
(7) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.
(8) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.80 (80%) 1.70 (70%)

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 ABNORMAL PROCEDURES Vol. 1 05−14−2
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1. ICE AND RAIN PROTECTION (CONT'D)

A. Ice Dispersal Procedure (Cont’d)
At 50 feet AGL:
(9) Thrust levers................................................... IDLE and do not prolong the landing
flare.

CAUTION
With thrust reversers deployed, a nose-up pitching
tendency will occur at high power settings, particularly at
aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose
down elevator applied, before selecting reverse thrust.
− END −
No
(2) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−14−3
Ice and Rain Protection REV 41, Nov 28/16

1. ICE AND RAIN PROTECTION (CONT'D)

B. Ice Detected
Indication: ICE caution message on.
(1) Thrust ...................................................................Check N2 RPM 78% minimum.
(2) ANTI-ICE, COWL L and R
switch/lights ....................................................... Press in to select cowl anti-ice ON.
Check COWL A/ICE ON
advisory message on.
(3) ANTI-ICE, WING switch ....................................... Select to NORM.
Check the following:
• L and R WING A/ICE caution
messages may come on
briefly, then out.
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING/COWL A/ICE ON
advisory message on.
• ICE advisory message on.
• WING L HEAT and R HEAT
lights on.
If required:
(4) ANTI-ICE, WSHLD/WIND L and R
switches................................................................ Select to HI.
ICE caution message remains on, or
WING/COWL A/ICE ON advisory message is out or
WING L HEAT or R HEAT light is out:
Yes
(5) Engine thrust ............................................ Increase until the following come on:
• WING/COWL A/ICE ON
advisory message.
• ICE advisory message.
• WING L HEAT and R HEAT
lights.
ICE caution message remains on, or
WING/COWL A/ICE ON advisory message remains out or
WING L HEAT or R HEAT light remains out:
Yes
(6) Leave icing conditions.
− END −

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 ABNORMAL PROCEDURES Vol. 1 05−14−4
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1. ICE AND RAIN PROTECTION (CONT'D)

B. Ice Detected (Cont’d)

No
(5) No further action required.
END

C. One Ice Detector Failed

Indication: ICE DETECTOR 1 (2) FAIL status message on.

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below and
visible moisture in any form is encountered (such as clouds, rain, snow,
sleet or ice crystals), except when the SAT is –40°C (–40°F) or below.

When in icing conditions:

(1) ANTI-ICE, COWL L and R
switch/lights ....................................................... Press in to select cowl anti-ice ON.
Check COWL A/ICE ON
advisory message on.
(2) ANTI-ICE, WING switch ....................................... Select to NORM.
Check the following:
• L and R WING A/ICE caution
messages may come on
briefly, then out.
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING/COWL A/ICE ON
advisory message on.
• WING L HEAT and R HEAT
lights on.

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 ABNORMAL PROCEDURES Vol. 1 05−14−5
Ice and Rain Protection REV 14, Feb 01/10

1. ICE AND RAIN PROTECTION (CONT'D)

C. One Ice Detector Failed (Cont’d)

ICE caution message remains on, or
WING/COWL A/ICE ON advisory message is out or
WING L HEAT or R HEAT light is out:
Yes
(3) Engine thrust ............................................ Increase until the following come on:
• WING/COWL A/ICE ON
advisory message.
• ICE advisory message.
• WING L HEAT and R HEAT
lights.
ICE caution message remains on, or
WING/COWL A/ICE ON advisory message remains out or
WING L HEAT or R HEAT light remains out:
Yes
(4) Leave icing conditions.
− END −
No
(3) No further action required.
END

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Ice and Rain Protection REV 41, Nov 28/16

1. ICE AND RAIN PROTECTION (CONT'D)

D. Both Ice Detectors Failed

Indication: ICE DETECTORS caution message on.
Icing conditions are present or are anticipated:
Yes
(1) ANTI-ICE, COWL L and R
switch/lights ............................................... Press in to select cowl anti-ice ON.
Check COWL A/ICE ON
advisory message on.
(2) ANTI-ICE, WING switch ............................... Select to NORM.
Check the following:
• L and R WING A/ICE caution
messages may come on
briefly, then out.
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING/COWL A/ICE ON
advisory message on.
• WING L HEAT and R HEAT
lights on.
WING/COWL A/ICE ON advisory message is out or
WING L HEAT or R HEAT light is out:
Yes
(3) Engine thrust..................................... Increase until the following come on:
• WING/COWL A/ICE ON
advisory message.
• WING L HEAT and R HEAT
lights.
WING/COWL A/ICE ON advisory message remains out or
WING L HEAT or R HEAT light remains out:
Yes
(4) Leave icing conditions.
− END −
No
(1) No further action required.
END

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1. ICE AND RAIN PROTECTION (CONT'D)

E. Wing Anti-Ice Sensor Failure

Indication: WING A/ICE SNSR caution message on.
(1) ANTI-ICE, WING switch ....................................... Select to STBY.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message on.
L (R) WING A/ICE caution message displayed:
Yes
(2) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open isolation valve.
Check 14TH STAGE ISOL
OPEN light on.
(3) ANTI-ICE, WING switch ...............................Check at STBY.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message on.
L (R) WING A/ICE caution message remains displayed:
Yes
(4) Leave icing conditions.
If required:
(5) Ice Dispersal Procedure ...............Accomplish Refer to Ice Dispersal
Procedure in this section.
− END −
No
(2) No further action required.
END

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Ice and Rain Protection REV 18, Mar 16/11

1. ICE AND RAIN PROTECTION (CONT'D)

F. Cowl Anti-Ice Failure

Indication: L (R) COWL A/ICE caution message on.
Cowl anti-ice is selected on:
(Caution message may indicate a low pressure condition.)
Yes
(1) Affected BLEED AIR, 14TH
STAGE L (R) switch/light..............................Check pressed in.
Check affected 14TH STAGE
CLOSED light out.
(2) ATS DISC switch ...................................... Depress
(3) Engine thrust ............................................ Increase N2 to more than 78%.
(4) IGNITION, CONT switch/light.......................Check pressed in.
Check the following:
• CONT ON light on, and
• IGNITION A/B advisory
message on.
If wing anti-ice is required:
(5) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open isolation valve.
Check 14TH STAGE ISOL
OPEN light on.
(6) Leave icing conditions.
If required:
(7) Ice Dispersal Procedure ...................... Accomplish Refer to Ice Dispersal
Procedure in this section.
− END −
No

Cowl anti-ice is selected off:

(Caution message may indicate a high pressure condition.)
(1) ATS DISC switch .............................................. Depress
(2) Affected engine thrust ....................................... Reduce N2 to less than 85%.
(3) Affected BLEED AIR, 14TH
STAGE L (R) switch/light.................................Press out to close shutoff valve.
Check affected 14TH STAGE
CLOSED light on.
END

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1. ICE AND RAIN PROTECTION (CONT'D)

G. Wing Leading Edge Temperature and Pressure Low

Indication: L (R) WING A/ICE caution message on.
(1) Affected BLEED AIR, 14TH
STAGE L (R) switch/light......................................Check pressed in.
Check affected 14TH STAGE
CLOSED light out.
(2) Engine thrust .................................................... Increase
L (R) WING A/ICE caution message remains on:
Yes
(3) BLEED AIR, 14TH STAGE
ISOL switch/light........................................ Press in to open isolation valve.
Check 14TH STAGE ISOL
OPEN light on.
After 30 seconds, and L (R) WING A/ICE caution message persists:
Yes
(4) ANTI-ICE, WING switch........................ Select to STBY.
Check the following:
• N2 gauges change colour to
indicate wing anti-ice on, in
non-compressed display
format.
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message on.
(5) Leave icing conditions.
If required:
(6) Ice Dispersal Procedure ...............Accomplish Refer to Ice Dispersal
Procedure in this section.
− END −
No
(3) No further action required.
END

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Ice and Rain Protection REV 14, Feb 01/10

1. ICE AND RAIN PROTECTION (CONT'D)

H. Insufficient Heat for Wing Anti-Icing

Indication: Wing anti ice selected ON and WING L HEAT or R HEAT light goes out or
WING A/ICE ON or WING/COWL A/ICE ON advisory message goes out.
(1) Thrust ............................................................... Increase until the following come on:
• WING A/ICE ON or
WING/COWL A/ICE ON
advisory message.
• WING L HEAT and R HEAT
lights.
WING A/ICE ON or WING/COWL A/ICE ON advisory message remains out or
WING L HEAT or R HEAT light remains out:
Yes
(2) Leave icing conditions.
− END −
No
(2) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−14−11
Ice and Rain Protection REV 41, Nov 28/16

1. ICE AND RAIN PROTECTION (CONT'D)

I. Insufficient Heat for Supplemental Ground Wing Anti-Icing

Indication: SUPP GND WING ANTI-ICE, FAIL LO light on.
NOTE
Extended taxi with a thrust reverser deployed may cause FAIL
LO light to come on.
Thrust reverser deployed:
Yes
(1) Thrust reverse lever(s) ................................... Stow Check L and R REV
UNLOCKED caution messages
are out.
FAIL LO light goes out after 30 seconds:
Yes
(2) No further action required.
− END −
No
(1) SUPP GND WING ANTI-ICE,
OFF switch/light................................................. Press in to select system OFF.
Check the following:
• OFF light on, and
• FAIL LO light out.
(2) Return to ramp and report for maintenance.
END

J. Supplemental Ground Wing Anti-Icing Overheat

Indication: SUPP GND WING ANTI-ICE, FAIL HI light on.
(1) SUPP GND WING ANTI-ICE,
OFF switch/light................................................. Press in to select system OFF.
Check OFF light on.
(2) Return to ramp and report for maintenance.
END

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Ice and Rain Protection REV 41, Nov 28/16

1. ICE AND RAIN PROTECTION (CONT'D)

K. Probe Heater Failures

Indication: • L (R) AOA HEAT caution message,
• AUX AOA CASE (VANE) HEAT caution message,
• L (R) PITOT BASE (TUBE) HEAT caution message,
• L (R) STATIC HEAT caution message,
• STBY PITOT HEAT caution message,
• TAT PROBE HEAT caution message,
• L (R) PROBE HEAT OFF caution message.
(1) ANTI-ICE, PROBES L and R
switches................................................................ Select OFF and then ON.
Applicable caution message still on:
Yes
MESSAGE ACTION
Do not rely on stall protection system or TAWS.
L (R) AOA HEAT
(2) No further action required.
Do not rely on low speed cue or Normalized AOA
AUX AOA CASE HEAT
displayed on both PFDs.
AUX AOA VANE HEAT
(2) No further action required.
L (R) PITOT TUBE HEAT (2) Select ADC source to operative side.
L (R) PITOT BASE HEAT
Do not rely on associated instruments:
L (R) STATIC HEAT • ISI for altitude and airspeed, and
• Cabin ΔP on EICAS.
(2) No further action required.
Do not rely on ISI for airspeed indication.
STBY PITOT HEAT
(2) No further action required.
Do not rely on air temperature indications.
TAT PROBE HEAT
(2) No further action required.
L (R) PROBE HEAT OFF During flight – No further action required.
L and R AOA HEAT caution messages persist:
Yes
(2) Avoid icing conditions.
(3) Stall Protection System
Failure Procedure .........................Accomplish Refer to FLIGHT CONTROLS
– Stall Protection System
Failure in this chapter.
− END −

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1. ICE AND RAIN PROTECTION (CONT'D)

K. Probe Heater Failures (Cont’d)

No
(2) No further action required.
END

L. Windshield Heat Failure

Indication: L (R) WSHLD HEAT caution message on.
(1) Affected ANTI-ICE,
WSHLD/WIND switch ........................................... Select to RESET, then LO or HI as
applicable.
L (R) WSHLD HEAT caution message remains on:
Yes
(2) Leave icing conditions as soon as possible.
− END −
No
(2) No further action required.

NOTE
Moving the COCKPIT and CABIN COLD–HOT knobs to HOT
may help reduce fogging.
END

M. Window Heat Failure

Indication: L (R) WINDOW HEAT caution message on.
(1) Affected ANTI-ICE,
WSHLD/WIND switch ........................................... Select to RESET, then LO or HI as
applicable.

NOTE
Moving the COCKPIT and CABIN COLD–HOT knobs to HOT
may help reduce fogging.
END

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PSP 605−6
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Ice and Rain Protection REV 41, Nov 28/16

1. ICE AND RAIN PROTECTION (CONT'D)

N. Windshield Outer Face Ply Failure

(1) Affected ANTI-ICE,
WSHLD/WIND switch ........................................... Select to OFF.
(2) Flight................................................................ Continue minimizing flight into icing
conditions, precipitation or
other conditions that could
cause fogging or misting,
whenever possible.

NOTE
Icing conditions exist in flight at a TAT of 10°C (50°F) or below
and visible moisture in any form is encountered (such as
clouds, rain, snow, sleet or ice crystals), except when the SAT
is –40°C (–40°F) or below.
END

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PSP 605−6
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Instruments System REV 40, Aug 30/16

1. INSTRUMENTS SYSTEM
A. Primary Flight Display Failure
Indication: PFD is erratic or goes blank.
(1) Reversionary panel, applicable
L (R) DISPLAYS switch ........................................ Select to MFD REV.
(2) Reversionary panel, EICAS switch....................... Select to BOTH PFD’S.
END

B. Display Control Panel Failure

Indication: Amber boxed DCP flag displayed on both PFD and MFD.
DCP is inoperative. Baro, course and HDG knobs may be inoperative.
(1) Flight control panel, XFR switch ........................... Select side corresponding to
operative display control
panel.

NOTE
When the DCP flag is displayed on the PFD, the display features
normally controlled by the DCP may be controlled using the Cursor
Control Panel and the PFD submenu on the MFD.

END

C. EFIS Comparator Failure

Indication: EFIS COMP INOP caution message.

NOTE
If message is displayed during an LPV approach with indications of an
air data or attitude/heading failure, refer to Air Data Computer Failure
or Inertial Reference System Failure in this section.

(1) Affected flight instruments .................................. Monitor

(2) Integrated Standby Instrument ................................ Use to cross-check.
NOTE
If any of the following occurs, refer to Chapter 3; EMERGENCY
PROCEDURES – INSTRUMENTS SYSTEM – Unreliable Airspeed:
• Pitch attitude, thrust setting or external noise not consistent with
indicated airspeed
• Large airspeed differences between PFDs and/or ISI
• Loss of multiple airspeed indication.
END

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1. INSTRUMENTS SYSTEM (CONT'D)

D. Multifunction Display Failure

Indication: MFD is erratic or displays stale information or goes blank.
(1) Reversionary panel, applicable
L (R) DISPLAYS switch ........................................ Select to PFD REV.
(2) Reversionary panel, EICAS switch....................... Select to BOTH PFD’S.

On airplanes incorporating Service Bulletin 605−34−019:

(3) MFD TUNE INHIB switch/light........................... Press in

END

E. Cursor Control Panel Failure

Indication: Cursor control panel is inoperative and CCP flag is displayed.
EICAS displayed on MFD corresponding to failed CCP:
Yes
(1) No further action required.

NOTE
If paging of CAS messages is required, the EICAS
reversion switch must be selected to the operative CCP
side.
− END −
No
(1) Reversionary panel, EICAS switch....................... Select to BOTH PFD’S.
END

F. PFD Cross-Talk Failure

Indication: PFD X-TALK FAIL caution message on.
PFD is blank:
Yes
(1) Primary Flight Display Failure
procedure ............................................ Accomplish Refer to Primary Flight Display
Failure procedure in this
section.
− END −
No
(1) Instruments................................................. Cross-check
(2) Verify that PFD reference values, speed and Vspeed bugs, and selected altitude are set
on both DCPs or are correctly synchronized between both PFDs.
END

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Instruments System REV 40, Aug 30/16

1. INSTRUMENTS SYSTEM (CONT'D)

G. EFIS Parameter Miscompare

Indication: EFIS MISCOMP caution message on, and one of the following comparator
annunciators shown on the primary flight display:
• ALT • ATT • GS • HDG • IAS
• LOC • PIT • RA • ROL

PFD ACTION
(1) Flight instruments and
Integrated Standby
Instrument..........................Cross-check
(2) Centre pedestal, AIR
DATA source selector
switch.......................................... Select to reliable side.
ALT and/or IAS
If any of the following occurs, refer to Chapter 3; EMERGENCY
PROCEDURES – INSTRUMENTS SYSTEM – Unreliable Airspeed:
• Pitch attitude, thrust setting or external noise not consistent with
indicated airspeed
• Large airspeed differences between PFDs and/or ISI
• Loss of multiple airspeed indication.
(1) Flight instruments and
Integrated Standby
Instrument..........................Cross-check
ATT, ROL or PIT
(2) Reversionary panel, IRS
switch.......................................... Select to reliable alternate
source.
IRS 1 (2) (3) IN ATT status message displayed:
Yes
(1) FMS ......................................Enter present airplane
heading on the IRS
CONTROL page.
HDG No
(1) Flight instruments and
Integrated Standby
Instrument..........................Cross-check
(2) Reversionary panel, IRS
switch.......................................... Select to reliable alternate
source.
(1) Radio altimeter failure
RA procedure ...........................Accomplish
Refer to Radio Altimeter Failure procedure, in this section.

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1. INSTRUMENTS SYSTEM (CONT'D)

G. EFIS Parameter Miscompare (Cont’d)

PFD ACTION
If non-visual, during approach:
LOC or GS
(1) Go-around ..................................Initiate

END

H. FMS V Speed Failure

Indication: Amber VSPD flag on pilot or copilot PFD.
(1) V speeds........................................................... Set manually through the PFD
REFS to clear the Flag. Use
the AFM to determine
V speeds.

NOTE
Do not use the FMS take-off and approach performance
calculation function.
END

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PSP 605−6
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Instruments System REV 46, Mar 01/18

1. INSTRUMENTS SYSTEM (CONT'D)

I. Air Data Computer Failure

Indication: ALT, AOA, IAS, MACH and/or VS red flags;
erratic primary flight display data.

On airplanes incorporating Service Bulletin 605−34−019:

NOTE
If FMS 3 is reverted in, use of VNAV guidance is prohibited
following reversion.

Pilot’s ADC has failed:

Yes
(1) ADC source selector..................................... Select to copilot’s side (ADC 2).
Check PFDs indicate single air
data source selected (ADC 2).
No

Copilot’s ADC has failed:

(1) ADC source selector ............................................ Select to pilot’s side (ADC 1).
Check PFDs indicate single air
data source selected (ADC 1).
(2) N1 setting.......................................................... Deselect from EICAS.

NOTE
Data from the CDU can be used if crossed checked with the
AFM. TGT thrust mode may be used to set the N1 setting on
EICAS after confirmation of the data.
END

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Instruments System REV 46, Mar 01/18

1. INSTRUMENTS SYSTEM (CONT'D)

J. Radio Altimeter Failure

Indication: False or intermittent radio altimeter height and/or
Amber RA miscompare flag and/or red RA fail flag on PFD.
Pilot’s radio altimeter has failed:
Yes
(1) ATS DISC switch ...................................... Depress prior to 100 feet AGL.

CAUTION
ATS will not transition to landing mode and will not retard
thrust levers at 50 feet AGL.
(2) Thrust levers.............................................. Position manually as required.
No
(1) No further action required.
NOTE
1. Do not rely on affected radio altitude displays.
2. TCAS, TAWS, RAAS (if installed) and windshear detection
are inoperative. TCAS FAIL message on PFD or MFD and
TAWS BASIC FAIL , RAAS FAIL and TAWS WINDSHEAR
FAIL status messages on.

On airplanes incorporating Service Bulletin 605−34−005:

If only one radio altimeter has failed, TCAS, TAWS, RAAS
and windshear detection remain operational.

3. For an intermittent or undetected radio altimeter error, the

following may be incorrect or inactive:
• Displayed radio altitudes
• LOC/GS comparators
• Excessive deviation alerts
• Expanded lateral deviation scale
• Approach minimums annunciation.
4. For an intermittent or undetected radio altimeter error, ATS
RETARD mode may occur early or not occur. Refer to
POWER PLANT − ATS Radio Altimeter Input Failure in this
chapter.
5. For an intermittent or undetected radio altimeter error,
localizer and/or glideslope AP/FD commands could be
adversely affected.
END

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 ABNORMAL PROCEDURES Vol. 1 05−15−7
Instruments System REV 40, Aug 30/16

1. INSTRUMENTS SYSTEM (CONT'D)

K. Inertial Reference System Failure

Indication: Erratic primary flight display data and/or red ATT and/or HDG failure flags.

NOTE
If an IRS is in attitude mode, a heading drift rate of up to 15 degrees
per hour can occur. The FMS heading on the IRS CONTROL page
should be updated periodically from the best available alternate
navigation source.

Pilot’s IRS has failed:

Yes
(1) IRS source selector ...................................... Select to an operative IRS.
Check PFDs indicate IRS 2
single source selected (If IRS
3 is installed and selected,
PFD 1 indicates IRS 3 source
selected).
NOTE
If IRS 3 is not installed, pilot’s flight director is inoperative,
and FD 1 FAIL status message comes on.
− END −
No

Copilot’s IRS has failed:

(1) IRS source selector .............................................. Select to an operative IRS.
Check PFDs indicate IRS 1
single source selected (If IRS
3 is installed and selected,
PFD 2 indicates IRS 3 source
selected).
NOTE
If IRS 3 is not installed, copilot’s flight director is inoperative,
and FD 2 FAIL status message comes on.
END

L. Total Inertial Reference System Failure

Indication: Erratic primary flight display data and/or red ATT and/or HDG failure flags
on both PFDs.
(1) ISI and standby compass ................................... Monitor
(2) Land at the nearest suitable airport.
END

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THIS PAGE INTENTIONALLY LEFT BLANK

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−16−1
Landing Gear, Wheel and Brake System REV 10, Nov 07/08

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM

A. Inboard Anti-Skid Failure
Indication: A/SKID INBD caution message on.

NOTE
A/SKID INBD caution message indicates anti-skid braking is lost on 1 or
2 inboard wheels, or parking brake shut-off valve has failed (PARK
BRAKE SOV caution message on).

CAUTION
Extreme caution is required during braking to avoid tire damage or
blowout. Maximize use of reverse thrust.
(1) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.05 (105%) 1.65 (65%)
If excessive asymmetry or loss of braking is observed:
(2) Wheel brakes ....................................................Release momentarily.
(3) ANTI-SKID switch................................................. Select to OFF.
(4) Wheel brakes .................................................. Re-apply as required.
END

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Landing Gear, Wheel and Brake System REV 10, Nov 07/08

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

B. Outboard Anti-Skid Failure

Indication: A/SKID OUTBD caution message on.

NOTE
A/SKID OUTBD caution message indicates anti-skid braking is lost on 1
or 2 outboard wheels.

CAUTION
Extreme caution is required during braking to avoid tire damage or
blowout. Maximize use of reverse thrust.
(1) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.05 (105%) 1.65 (65%)
If excessive asymmetry or loss of braking is observed:
(2) Wheel brakes ....................................................Release momentarily.
(3) ANTI-SKID switch................................................. Select to OFF.
(4) Wheel brakes .................................................. Re-apply as required.
END

C. Anti-Skid (Inboard and Outboard) Failure

Indication: A/SKID INBD caution message and A/SKID OUTBD caution message on.

NOTE
A/SKID INBD and A/SKID OUTBD caution messages indicate anti-skid
braking is lost on 2 or more wheels.

(1) ANTI SKID switch ................................................. Select to OFF.

CAUTION
Extreme caution is required during braking to avoid tire damage or
blowout. Maximize use of reverse thrust.
(2) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.05 (105%) 1.65 (65%)

END

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Landing Gear, Wheel and Brake System REV 10, Nov 07/08

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

D. Inboard/Outboard Brake Pressure Low

Indication: INBD (OUTBD) BRAKE PRESS caution message on.
(1) Hydraulic pressure and fluid
quantity ............................................................... Monitor for the affected system.
(2) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.70 (70%) 1.50 (50%)

NOTE
Maximize the use of reverse thrust.

END

E. Parking Brake Shut-Off Valve Failure

Indication: PARK BRAKE SOV caution message on.

NOTE
PARK BRAKE SOV caution message indicates that the parking brake
SOV is failed or is closed with the parking brake not set, possibly
affecting inboard anti-skid system performance.

CAUTION
Extreme caution is required during braking to avoid tire damage or
blowout. Maximize use of reverse thrust.
(1) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.05 (105%) 1.65 (65%)

END

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PSP 605−6
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Landing Gear, Wheel and Brake System REV 18, Mar 16/11

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

F. Main Landing Gear Overheat Detector Failure

Indication: MLG OVHT FAIL caution message on.
Failure occurs within 30 minutes after take-off:
Yes
(1) Airspeed .................................................... Reduce to 197 KIAS.
(2) Altitude....................................................... Reduce to below 20,000 feet, but not
below minimum safe altitude.
(3) LDG GEAR lever .......................................... Select to DN or leave extended for
5 minutes, then retract gear
and resume climb.
− END −
No
(1) No further action required.
END

G. Nose Wheel Steering System Failure

Indication: STEERING INOP caution message on.
During taxi:
Yes
(1) Nose wheel.................................................. Centre using differential braking/
reverse thrust as required.
(2) Nose wheel steering tiller ........................... Ensure centered.
(3) Rudder pedals ............................................ Ensure centered.
NOTE
The NOSE STEER switch must be selected to ARMED to
enable the nosewheel steering circuit, and centering of the
nosewheel.
(4) NOSE STEER switch .................................... Cycle OFF and ARMED.
(5) Nose wheel steering .....................................Check responsiveness and ensure
normal operation.
NOTE
Check nose wheel steering responsiveness by taxiing
forward and checking proper aircraft response to left/right
tiller inputs and rudder pedal inputs.

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Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

G. Nose Wheel Steering System Failure (Cont’d)

Caution message persists:
Yes
(6) NOSE STEER switch............................ Select to OFF.
Check STEERING INOP
caution message out.
− END −
No
(6) No further action required.
− END −
No
In flight:
NOTE
Centering of the nosewheel steering tiller, rudder pedals, and/or
cycling the switch from OFF to ARMED will not enable centering
of the nosewheel.
(1) NOSE STEER switch ........................................... Select to OFF.
Check STEERING INOP
caution message out.
NOTE
1. When landing with the nosewheel steering inoperative,
select the longest runway available with minimum turbulence
and crosswind.
2. Use differential braking, rudder and engine thrust, as
required, to assist directional control.
END

H. Weight-on-Wheels Input Fault

Indication: WOW INPUT caution message on.
(1) NOSE STEER switch ......................................... Ensure selected to ARMED.

CAUTION
Do not override the landing gear downlock.
NOTE
If landing gear are down and locked, gear will not retract. If a go-around
is required in this configuration, add 2.0 kts to the approach climb
speed and reduce the approach climb gradient by 2.4%.

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Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

H. Weight-on-Wheels Input Fault (Cont’d)

(2) No further action required.
END

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 ABNORMAL PROCEDURES Vol. 1 05−16−7
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

I. Weight-on-Wheels Output Fault

Indication: WOW OUTPUT caution message on.
The following may occur:
• PFD, speed trend vector inoperative.
• PFD, low speed cue comes on; HSI portion indicates TA ONLY,
• CDU/MFD indicates ATC/TCAS STANDBY,
• Inadvertent take-off configuration warnings, and
• Fuel quantity fluctuates during pitch and bank maneuvers.
On ground:
Yes
(1) Do not take off.
(2) ADG DEPLOY CONT, AUTO
circuit breaker (2N6) ...................................... Open to prevent inadvertent
deployment during
APU/engine shutdown.
− END −
No
In flight:
(1) Manual Cabin Pressurization
Control Procedure ....................................... Accomplish Refer to AIR-CONDITIONING
AND PRESSURIZATION –
Manual Cabin Pressurization
Control Procedure in this
chapter.

(2) GND SPOILERS switch .......................................... Set to DISARM.

(3) NOSE STEER switch ........................................... Select to OFF.
STALL FAIL caution message is on:
Yes
(4) Stall Protection System
Failure Procedure ................................ Accomplish Refer to FLIGHT CONTROLS
– Stall Protection System
Failure procedure in this
chapter.
No
After touchdown:
(4) GND SPOILERS switch ....................................... Select to ARM.

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 ABNORMAL PROCEDURES Vol. 1 05−16−8
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

I. Weight-on-Wheels Output Fault (Cont’d)

If loss of braking occurs below 35 knots:

(5) ANTI SKID switch ................................................. Select to OFF.

CAUTION
Extreme caution is required during braking to avoid tire damage
or blowout. Maximize use of reverse thrust.
If nose wheel steering is required:
(6) NOSE STEER switch ........................................... Select to ARMED.
After landing:
(7) ADG DEPLOY CONT, AUTO
circuit breaker (2N6) .............................................. Open to prevent inadvertent ADG
deployment during shutdown.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−16−9
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

J. Proximity Sensing System Failure (Total System Shutdown)

Indication: PROX SYS caution message on, GND SPLRS caution message on, and
landing gear symbols (nose, left and right main gear) display amber dash
marks (position unknown) with landing gear lever UP or DN.

NOTE
1. EICAS landing gear position indications are inoperative.
2. Normal landing gear extension/retraction is not available.
3. Anti-skid, ground spoilers and nose wheel steering systems are
inoperative.
4. Nose door open warning system is not available.

(1) Airspeed ............................................................ Reduce to not more than:

• Flaps 0° – 181 KIAS.
• Flaps 20° – 197 KIAS.
• Flaps 30° – 197 KIAS.
• Flaps 45° – 189 KIAS.
(2) HYDRAULIC pump switches 2B
and 3B .................................................................. Select to ON.
(3) LDG GEAR lever .................................................. Select to DN.

CAUTION
Failure to pull the LANDING GEAR MANUAL RELEASE handle to its
full extension may prevent successful landing gear extension.

NOTE
The force required to operate the LANDING GEAR MANUAL
RELEASE handle is greater than 40 pounds. The flight crew may
choose to reposition the seat prior to handle deployment. In safe flight
conditions, the flight crew may also choose to stand up to pull the
handle.
(4) LANDING GEAR MANUAL
RELEASE handle ..................................................... Pull to release landing gear.
Confirm gear position with
control tower.
(5) GND SPOILERS switch ........................................... Set to DISARM.
(6) ANTI SKID switch ..................................................... Set to OFF.

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 ABNORMAL PROCEDURES Vol. 1 05−16−10
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

J. Proximity Sensing System Failure (Total System Shutdown) (Cont’d)

CAUTION
Extreme caution is required during braking to avoid tire damage
or blow out. Maximize use of reverse thrust.
(7) NOSE STEER switch ........................................... Select to OFF.

NOTE
If landing with nosewheel steering inoperative, select the longest
runway available with minimum turbulence and crosswind. Use
differential braking, rudder, and engine thrust as required during taxi.

(8) Actual landing distance .................................... Increase as applicable by factor given

below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
2.20 (120%) 1.75 (75%)

END

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 ABNORMAL PROCEDURES Vol. 1 05−16−11
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

K. Landing Gear Manual Extension

(1) Airspeed ............................................................ Reduce to not more than:
• Flaps 0° – 181 KIAS.
• Flaps 20° – 197 KIAS.
• Flaps 30° – 197 KIAS.
• Flaps 45° – 189 KIAS.

CAUTION
Leave hydraulic pump 3B OFF if pump was selected OFF due to a low
or decreasing pressure, or a low quantity in system No. 3.
(2) HYDRAULIC pump switches 2B
and 3B .................................................................. Select to ON.
(3) LDG GEAR lever .................................................. Select to DN.

CAUTION
Failure to pull the LANDING GEAR MANUAL RELEASE handle to its
full extension may prevent successful landing gear extension.

NOTE
The force required to operate the LANDING GEAR MANUAL
RELEASE handle is greater than 40 pounds. The flight crew may
choose to reposition the seat prior to handle deployment. In safe flight
conditions, the flight crew may also choose to stand up to pull the
handle.
(4) LANDING GEAR MANUAL
RELEASE handle .................................................. PULL to full extension.

NOTE
The NOSE DOOR OPEN warning message may be displayed when the
LANDING GEAR MANUAL RELEASE handle is pulled.
If the nose landing gear is in transition this message will be inhibited.

(5) Landing gear indication ........................................Check for three DN indications.

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 ABNORMAL PROCEDURES Vol. 1 05−16−12
Landing Gear, Wheel and Brake System REV 54, Dec 18/19

1. LANDING GEAR, WHEEL AND BRAKE SYSTEM (CONT'D)

K. Landing Gear Manual Extension (Cont’d)

Three landing gear symbols indicate DN:
Yes

CAUTION
Do not stow LANDING GEAR MANUAL RELEASE handle until
gear locking pins are installed.
Nose wheel steering may not be available upon landing even if
the STEERING INOP caution message is not displayed.
(6) No further action required.
− END −
No

Any landing gear fails to lock in the down position:

(6) Gear Disagree Procedure ........................... Accomplish Refer to Chapter 3;
EMERGENCY
PROCEDURES – LANDING
GEAR, WHEEL AND BRAKE
SYSTEM – Gear Disagree.
END

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 ABNORMAL PROCEDURES Vol. 1 05−17−1
Miscellaneous Systems Oct 05/06

1. MISCELLANEOUS SYSTEMS
A. Emergency Lighting System Selected Off
Indication: EMER LTS OFF caution message on.
(1) EMER LTS switch ................................................Check status of EMER LTS.
END

B. Crew Oxygen Low Pressure

Indication: OXY LO PRESS caution message on.
OXY pressure readout indicates less than 825 psi:
Yes
(1) Descent ....................................................... Initiate to a safe altitude.
− END −
No
(1) Crew oxygen masks ................................................ Test and check pressure readout.
(2) Oxygen quantity ................................................. Monitor
OXY pressure readout drops to 0 psi (bottle(s) closed):
Yes
(3) Descent ....................................................... Initiate to a safe altitude.
− END −
No
(3) No further action required.
END

C. Passenger Oxygen Deployed and Activated (If Installed)

Indication: PAX OXY ON caution message.
(1) Passenger oxygen................................................Check status.
END

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 ABNORMAL PROCEDURES Vol. 1 05−17−2
Miscellaneous Systems REV 36, Nov 27/15

1. MISCELLANEOUS SYSTEMS (CONT'D)

D. Radio Tuning Failure

Indication: Amber radio frequencies displayed and/or inability to tune radios.

NOTE
1. Note all frequencies being used prior to starting procedure.
2. During procedure, continue tuning and attempting communication
even if frequency is displayed in amber.

(1) CDU 1 TUNE INHIB switch/light........................ Press in

If unable to restore radio tuning on CDU 2 or MFD:
(2) CDU 1 TUNE INHIB switch/light......................Press out
(3) CDU 2 TUNE INHIB switch/light........................ Press in
If unable to restore radio tuning on CDU 1 or MFD:
(4) CDU 1 TUNE INHIB switch/light........................ Press in
If unable to restore radio tuning on MFD:
(5) CDU 1 TUNE INHIB and CDU 2
TUNE INHIB switch/lights................................Press out
(6) MFD TUNE INHIB switch/light........................... Press in
If unable to restore COM tuning on at least one side:
(7) CDU 1 TUNE INHIB and CDU 2
TUNE INHIB switch/lights.................................. Press in to force COM 1 to 121.5.

NOTE
1. To go straight to the emergency frequency (121.50 MHz), press in
CDU 1 TUNE INHIB, CDU 2 TUNE INHIB and MFD TUNE INHIB.
2. If 8.33 KHz channel spacing was previously tuned on VHF 1, the
emergency frequency (121.50) may be displayed in amber. The
amber display does not prevent VHF from operating normally on this
frequency.

END

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 ABNORMAL PROCEDURES Vol. 1 05−17−3
Miscellaneous Systems REV 36, Nov 27/15

1. MISCELLANEOUS SYSTEMS (CONT'D)

E. Dual HF Transmission Failure

Indication: No HF transmission. Dashes displayed for HF 1 and HF 2, on CDUs and
MFDs.
(1) HF COMM 2 circuit breakers
(2L8, 2L9 and 2L10) .............................................. Open
(2) HF 1................................................................... Attempt communication.
Transmission successful:
Yes
(3) No further action required.
− END −
No
(3) HF COMM 2 circuit breakers
(2L8, 2L9 and 2L10) ..............................................Close
(4) HF COMM 1 circuit breakers
(1K5, 1K6 and 1K7) ............................................... Open
(5) HF 2................................................................... Attempt communication.
END

F. Transponder Failure
Indication: XPDR 1 (2) FAIL caution message on and/or
XPDR FAIL on CDU or MFD tuning.
(1) MFD or CDU, ATC/TCAS
CONTROL menu .................................................. Select alternate transponder.
NOTE
TCAS and ADS−B OUT will stop functioning until alternate transponder
is activated.
END

G. Dual Transponder Failure

Indication: XPDR 1 & 2 FAIL caution message on.
(1) Contact ATC on radio.
END

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 ABNORMAL PROCEDURES Vol. 1 05−17−4
Miscellaneous Systems REV 46, Mar 01/18

1. MISCELLANEOUS SYSTEMS (CONT'D)

H. ADS−B Out Fault

Indication: ADS−B OUT FAULT caution message on.
(1) MFD or CDU, ATC/TCAS
CONTROL menu .................................................. Select alternate transponder.
END

I. ADS−B Out Failure

Indication: ADS−B OUT FAIL caution message on.
(1) Contact ATC on radio.
END

J. Dual GPS Failure During Oceanic and Remote Operations

Indication: IRS ONLY message on PFD, or FMS DR message on PFD or MFD, or
DR EXCEEDS 5 MIN message on MFD.
(1) GPS 1 and GPS 2 circuit breakers
(1N3 and 2H11) ..................................................... Open and close.
Message persists after approximately 60 seconds:
Yes
(2) Notify controlling agency.
− END −
No
(2) No further action required.
END

K. FSU Failure
Indication: IFIS electronic charts, MFD graphical weather and enhanced map overlays
are inoperative.
FSU INOP displayed on both MFDs:
Yes
(1) Use alternate source for electronic charts.
− END −
No
(1) Reversionary panel, EICAS switch....................... Select to BOTH PFD’S.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−17−5
Miscellaneous Systems REV 46, Mar 01/18

1. MISCELLANEOUS SYSTEMS (CONT'D)

L. Flight Management System CDU/FMC Failure

Indication: No data available to CDU or CDU is unresponsive. Red FMS flag on PFD.

NOTE
If a red FMS flag is displayed during an LPV approach with indications
of an air data or attitude/heading failure, refer to INSTRUMENTS
SYSTEM − Air Data Computer Failure or Inertial Reference System
Failure in this chapter.

(1) Reversionary panel, FMS 3 switch

(if installed) ............................................................... Set to failed FMS position.
(2) CDU 1 (2) TUNE INHIB
switch/light for affected CDU ............................. Press in
One FMS is operative:
Yes
(3) N1 setting .................................................. Deselect from EICAS.

NOTE
1. Data from the CDU can be used if crossed checked
with the AFM. TGT thrust mode may be used to set the
N1 setting on EICAS after confirmation of the data.
2. The input parameters on the THRUST LIMIT,
TAKEOFF REF and APPROACH REF CDU pages
must be re-confirmed by the pilot following an FMS 3
reversion (if installed), an FMS SYNC command or an
FMS cold start.

On airplanes incorporating Service Bulletin

605–34–019:
The input parameters on the THRUST LIMIT,
TAKEOFF REF and APPROACH REF CDU pages must
be re-confirmed by the pilot following an FMS 3
reversion (if installed) or an FMS cold start.
− END −
No
(3) No further action required.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−17−6
Miscellaneous Systems REV 40, Aug 30/16

1. MISCELLANEOUS SYSTEMS (CONT'D)

M. RAAS Advisories In Air or During High Speed Operations

If advisory is in conflict with expectations:
(1) Verify position and/or distance remaining or distance available.
(2) Contact ATC for assistance if necessary.

NOTE
If aural alerts become distracting or interfere with
communications between flight crew or ATC, select the TAWS
WARNING RAAS OFF switch/light OFF.
END

N. RAAS Advisories On Ground During Low Speed Operations

If advisory is in conflict with expectations:
(1) Stop.
(2) Verify position.
(3) Contact ATC for assistance if necessary.

NOTE
If aural alerts become distracting or interfere with
communications between flight crew or ATC, select the TAWS
WARNING RAAS OFF switch/light OFF.
END

O. RAAS Inoperative
Indication: RAAS FAIL status message on.
(1) TAWS WARNING, RAAS OFF
switch/light ......................................................... Press in Check OFF light on.
END

P. RAAS Not Available

Indication: RAAS NOT AVAILABLE status message on.
NOTE
RAAS is enabled, but the system either has no position information, the
accuracy of the position information is insufficient to allow RAAS to
function, or the aircraft is at an airport that has not been validated for
RAAS in the TAWS terrain database.
(1) TAWS WARNING, RAAS OFF
switch/light ......................................................... Press in Check OFF light on.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−17−7
Miscellaneous Systems REV 46, Mar 01/18

1. MISCELLANEOUS SYSTEMS (CONT'D)

Q. EVS Heater Failure

Indication: EVS HEAT FAIL caution message.
(1) EVS image ......................................................... Monitor for degradation.
END

R. EVS Heater Overheat

Indication: EVS HEAT OVHT caution message.
(1) EVS image ......................................................... Monitor for degradation.
END

S. Synthetic Vision System Runway Failure

Indication: SVS RWY INOP status message on PFD.
(1) SVS ...................................................................... Select to OFF prior to take-off and
prior to passing the final
approach fix (FAF).
END

T. Synthetic Vision System Failure

Indication: SVS INOP status message on PFD.
(1) SVS ...................................................................... Select to OFF.
END

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−17−8
Miscellaneous Systems REV 40, Aug 30/16

THIS PAGE INTENTIONALLY LEFT BLANK

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PSP 605−6
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 ABNORMAL PROCEDURES Vol. 1 05−18−1
Aural/Visual Warning System Oct 05/06

1. AURAL/VISUAL WARNING SYSTEM

A. Loss of EICAS
Indication: MFD displaying EICAS goes blank or EICAS data is not available on
selected MFD.
If display blanks, the system automatically transfers the EICAS primary page data to the
operational MFD.
(1) EICAS switch........................................................ Select to BOTH PFD’S.
END

B. Data Concentrator Unit Failure

Indication: DCU 1 (2) INOP status message.
(1) Affected AUDIO WARNING switch....................... Select to DISABLE.
(2) Other AUDIO WARNING switch........................... Select to NORMAL.
END

C. Data Concentrator Unit Aural Failure

Indication: DCU 1 (2) AURAL INOP status message.
(1) Affected AUDIO WARNING switch....................... Select to DISABLE.
(2) Other AUDIO WARNING switch........................... Select to NORMAL.
END

D. EICAS Comparator Inoperative

Indication: EICAS COMP INOP caution message.
(1) MFD displays (both) ............................................. Select to EICAS page.
(2) Engine and instruments,
parameters and messages ......................... Cross-check for any anomalies.
(3) MFD, EICAS page ................................................... Use reliable side.
(4) Affected engine and/or system ......................... Maintain within limits.
END

E. TCAS System Failure

Indication: TCAS FAIL caution message on PFD and/or MFD.
(1) MFD or CDU tuning, ATC/TCAS
mode ........................................................................ Set to ALT ON, to select TCAS
OFF.
Check TCAS OFF indicated
on MFDs/PFDs.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−18−2
Aural/Visual Warning System Oct 05/06

1. AURAL/VISUAL WARNING SYSTEM (CONT'D)

F. TCAS VSI Resolution Advisory Failure

Indication: NO VSI RA on PFD or MFD.
(1) MFD or CDU tuning, ATC/TCAS
mode ........................................................................ Set to TA ONLY.
END

CL−605 Flight Crew Operating Manual

PSP 605−6
 ABNORMAL PROCEDURES Vol. 1 05−19−1
Other Procedures REV 49, Nov 19/18

1. OTHER PROCEDURES
A. Suspected External Damage (Ground Only)
If the crew suspects that any external damage to the airplane has been caused by impact
from a foreign object, (bird, animal, drone, ground equipment, maintenance vehicle, etc.), a
visual inspection similar to a walkaround must be performed prior to the next dispatch.
(1) External Walkaround ................................... Accomplish Refer to Chapter 4; NORMAL
PROCEDURES – AIRPLANE
PREPARATION – External
Walkaround
Particular attention should be given to the following areas:
• Antennae
• Engine fan blades and cowl leading edges
• Flight control surfaces
• Landing gear areas (nose and main strut, hydraulic lines, wire harnesses, proximity
sensors)
• Nose cone
• Probes (pitot/static, TAT, T2, etc.)
• Taxi and landing lights
• Windshield and window surfaces
• Wing and stab leading edges
• Winglet
Damage may take many forms such as bent or missing components, puncture marks or
deformed skin, delaminated or cracked windows etc. An indication of bird or animal remains,
paint transfer, scuff marks and scratches may also be evidence of possible underlying
damage.
If evidence of damage is found or if the crew has a reason to believe that a component should
be further examined before flight (i.e. due to engine ingestion, composite surface strike, etc.),
dispatch is not allowed. Crew must contact Maintenance personnel, or call the Bombardier
Customer Response Center for further guidance.
Non-Composite areas:
Dispatch may be possible, but only if no visual evidence of damage is found and the impact
area is not made from composite material. Suspected impact areas must also be reevaluated
before each subsequent leg of the flight. At the end of the flight the crew must report the
occurrence to Maintenance, and provide all available information, (suspected impact areas,
physical evidence, photos, etc.) to trigger an appropriate maintenance follow-up.
Composite areas:
Damage to surfaces and structures made from composite materials may be particularly
difficult to assess by means of a visual inspection alone. Therefore, if damage to these areas
is suspected, maintenance action is required before attempting dispatch. Figure 05−19−1
shows the composite areas of the airplane.

▼
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PSP 605−6
PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY
 LEGEND VERTICAL STABILIZER
AFT FAIRING
COMPOSITE MATERIAL
MIDDLE UPPER HORIZONTAL TO
VERTICAL STABILISER FAIRING
RAM AIR
INTAKE LEADING EDGE VISORS AND
INBOARD FLAP SIDE PANEL FAIRING
LEADING EDGE

DC EXTERNAL PYLON
OUTBOARD FLAP RECEPTACLE HORIZONTAL
LEADING EDGE HOUSING STABILIZER
TIP FAIRING
TAILCONE

TAILCONE
LOWER
FAIRING
1. OTHER PROCEDURES (CONT'D)

UPPER ELECTRONICS
BAY ACCES DOORS

ACCESS COWL
NOSE COWL

FLAP HINGE
FAIRINGS
INBOARD FLAP HINGE

END
GLARESHIELD FAIRING OUTBOARD

PSP 605−6
TIP FAIRING

Figure 05−19−1
Other Procedures

AIR−DRIVEN

Composite Components
A. Suspected External Damage (Ground Only) (Cont’d)

GENERATOR
DOOR SIDE ACCESS
ABNORMAL PROCEDURES

FAIRINGS WHEEL BINS

CL−605 Flight Crew Operating Manual

LOWER ELECTRONICS WINGLET
BAY ACCESS DOOR
FUEL TANK

PAGE PRINTED ON 10Sep2021 - UNCONTROLLED COPY

ACCESS DOORS

WING TO FUSELAGE
SUPPORT AFT FAIRING
AC EXTERNAL RADOME ACCESS ASSEMBLY
RECEPTACLE PANEL
HOUSING
Vol. 1

MAIN LANDING
GEAR FAIRING WHEEL DISC

WING TO FUSELAGE
NOSE LANDING FORWARD FAIRING
DFO1_0517_011 GEAR DOOR
05−19−2
REV 49, Nov 19/18
 SUPPLEMENTARY PROCEDURES Vol. 1 06−00−1
Table of Contents REV 25, Jul 08/13

CHAPTER 6 - SUPPLEMENTARY PROCEDURES

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 06−00−1

PREFACE
Introduction 06−01−1

AIR-CONDITIONING AND PRESSURIZATION

Air-Conditioning on the Ground Using the APU 06−02−1
Air-Conditioning From Engine Bleeds During Take-Off 06−02−2
Unpressurized Take-Off and Landing Procedure 06−02−3
Before Take-Off 06−02−3
After Take-Off 06−02−3
Landing 06−02−4

AUTOMATIC FLIGHT CONTROL SYSTEM

General 06−03−1
Before Take-Off 06−03−1
Take-Off 06−03−2
Climb 06−03−3
Level-Off 06−03−3
Cruise 06−03−3
Descent 06−03−4
Holding 06−03−4
Instrument Approaches 06−03−5
Circling 06−03−5
Missed Approach 06−03−5

AUXILIARY POWER UNIT

Electrical Requirements 06−04−1
Abnormalities During APU Start 06−04−1
APU Fails to Start 06−04−1

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PSP 605−6
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 SUPPLEMENTARY PROCEDURES Vol. 1 06−00−2
Table of Contents REV 36, Nov 27/15

Page

Hung Start 06−04−1

Failure of APU to Shutdown 06−04−1

FLIGHT CONTROLS
Crew Coordination in the Event of Flight Control Jam 06−05−1

FUEL SYSTEM
Refueling/Defueling 06−06−1
Operation 06−06−1
Refuel/Defuel Control Test 06−06−1
Pressure Refueling 06−06−2
Gravity Refueling 06−06−2
Pressure Defueling 06−06−3
Gravity Defueling 06−06−3

LANDING GEAR
Taxiing With Flat Tire(s) 06−07−1
Towing With Flat Tire(s) 06−07−1

NAVIGATION SYSTEMS
Flight Management System 06−08−1
Prior to FMS Use 06−08−1
After Periods of Dead Reckoning (DR) Navigation 06−08−2
Go-Around 06−08−2
Inertial Reference System 06−08−3
Before Starting Engines 06−08−3
Global Positioning System 06−08−3
Before Starting Engines 06−08−3

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Page

POWER PLANT
Quick Turn-Around Starts 06−09−1
Single Engine Taxi Operations 06−09−1
Engine Start and Systems Management 06−09−1
Taxi 06−09−2
Take-Off 06−09−2
Engine Oil Replenishment 06−09−3
Oil Level Control Panel Test 06−09−3
Replenishment Procedures 06−09−3

CATEGORY II OPERATION
General 06−10−1
Introduction 06−10−1
Operating Limitations 06−10−2
Emergency Procedures 06−10−3
Autopilot Failure 06−10−3
Normal Procedures 06−10−4
Prior To Approach 06−10−4
Before Landing 06−10−4
Abnormal Procedures 06−10−5
Single Engine Approach and Landing 06−10−5
Engine Failure During Final Approach 06−10−5
System Failures 06−10−6
Performance 06−10−11

CATEGORY II OPERATION
General 06−10A−1
Introduction 06−10A−1
Operating Limitations 06−10A−2
Emergency Procedures 06−10A−3
Autopilot Failure 06−10A−3

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Normal Procedures 06−10A−4

Prior To Approach 06−10A−4
Before Landing 06−10A−4
Abnormal Procedures 06−10A−5
Single Engine Approach and Landing 06−10A−5
Engine Failure During Final Approach 06−10A−5
System Failures 06−10A−6
Performance 06−10A−11

SUPER-COOLED LARGE DROPLET ICING

Icing Conditions 06−11−1
Cloud Forms 06−11−1
Icing Process 06−11−1
Ice Form 06−11−1
Super-Cooled Large Droplet Icing Conditions 06−11−1
Recognition of Super-Cooled Large Droplet Icing Conditions 06−11−1
Procedures 06−11−2

COLD WEATHER OPERATIONS

General 06−12−1
Definitions 06−12−1
Cold Weather Operations 06−12−1
Contaminants 06−12−2
Slush 06−12−2
Wet Snow 06−12−2
Dry Snow 06−12−2
Frost 06−12−2
Ice 06−12−2
Dehydrated Deicing/Anti-Icing Fluids 06−12−2
Critical Surfaces 06−12−3
Limitations 06−12−5

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Airframe Contamination 06−12−5

Clean Aircraft Concept 06−12−5
General Precautions 06−12−6
Wet Aircraft and Temperatures Greater Than 0°C (32°F) but Less Than 5°C
(41°F) 06−12−6
Clear Ice Due to Cold Fuel 06−12−6
Frost Due to Cold Soaked Fuel 06−12−7
Frost on the Upper Surface of the Fuselage 06−12−7
Pre-Flight Preparation 06−12−7
External Safety Inspection 06−12−7
Cockpit and Cabin Preparation 06−12−9
Airframe Deicing, Anti-Icing, and Inspection 06−12−10
Deicing/Anti-Icing Fluids 06−12−10
Type I Fluids 06−12−10
Type II and Type IV Fluids 06−12−10
Type III Fluids 06−12−10
Holdover and Allowance Times 06−12−11
Holdover Time 06−12−11
Snowfall Intensity 06−12−12
Holdover Tables 06−12−13
Ice Pellet and Small Hail Allowance 06−12−24
Deicing/Anti-Icing Procedures 06−12−30
Mechanical Removal of Loose Contamination 06−12−30
One-Step Deicing Only or Anti-Icing Only 06−12−30
Two-Step Deicing/Anti-Icing 06−12−30
Infrared Deicing 06−12−31
Fluid Application Guidelines 06−12−32
Removal of Loose Contamination 06−12−38
Preparation for Deicing/Anti-Icing 06−12−39
Deicing/Anti-Icing 06−12−41
Airplane Procedures During Gantry Deicing 06−12−43
Phase of Flight Procedures 06−12−44
Push Back 06−12−44
Engine Start 06−12−45

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After Engine Start 06−12−46

Taxi-Out 06−12−48
Take-Off 06−12−49
Descent – Approach 06−12−51
Landing 06−12−52
Taxi-In and Parking 06−12−52
Securing the Airplane 06−12−53

OPERATION ON CONTAMINATED RUNWAYS

General 06−13−1
Definitions 06−13−1
Limitations and Recommendations 06−13−2
Limitations 06−13−2
Recommendations 06−13−2
Hydroplaning 06−13−3
Take-Off 06−13−3
Landing 06−13−4
Crosswind Landings 06−13−4
Touchdown 06−13−4
Use of Reverse Thrust 06−13−5

HOT WEATHER OPERATION

General 06−14−1
Pre-Flight Preparation 06−14−1
Taxi-Out and Take-Off 06−14−2
Taxi-Out 06−14−2
Take-Off 06−14−3
Landing 06−14−3
Landing 06−14−3
Brake Cooling 06−14−3

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FLIGHT IN TURBULENCE
General 06−15−1
Turbulence Penetration 06−15−1

OPERATION IN VOLCANIC ASH/DUST

General 06−16−1
Detection 06−16−1
Effects 06−16−1
Corrective Actions 06−16−2

WINDSHEAR
General 06−17−1
Detection 06−17−1
Precautionary Actions 06−17−2
Recovery Procedures 06−17−3
Windshear Warning 06−17−3
Windshear Caution 06−17−4

AURAL/VISUAL WARNING SYSTEM

Terrain Awareness and Warning System 06−18−1
TAWS Warning During Flight 06−18−1
TAWS Caution During Flight 06−18−1
Traffic Alert and Collision Avoidance System 06−18−2
TCAS Resolution Advisory During Flight 06−18−2
TCAS Traffic Advisory During Flight 06−18−3

OPERATION AT HIGH AIRPORT ELEVATIONS

Introduction 06−19−1
Operating Limitations 06−19−1
Emergency Procedures 06−19−2

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Normal Procedures 06−19−3

Engine Start 06−19−3
Climb/Descent Rate 06−19−3
Take-Off 06−19−3
Descent 06−19−4
Landing 06−19−4
Abnormal Procedures 06−19−5
Flaps Failure 06−19−5
Performance 06−19−11

FMS NAVIGATION IN POLAR REGIONS

Introduction 06−21−1
General 06−21−1
Limitations 06−21−1
Navigation Procedures 06−21−1
Minimum Navigation Equipment 06−21−1
Emergency Procedures 06−21−1
Normal Procedures 06−21−2
MAG/TRUE Transition 06−21−2
Polar Region 06−21−2
Abnormal Procedures 06−21−2
Performance 06−21−2

FLIGHT WITH LANDING GEAR DOWN

General 06−22−1
Introduction 06−22−1
Operating Limitations 06−22−1
Emergency Procedures 06−22−1
Normal Procedures 06−22−1
Abnormal Procedures 06−22−1
Performance 06−22−2
Take-Off Performance 06−22−2

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Weight Altitude Temperature Limits 06−22−2

Climb Gradients and Climb Speeds 06−22−2
Operational Performance 06−22−2

OPERATION WITH SYSTEMS INOPERATIVE

General 06−24−1
Introduction 06−24−1
Operating Limitations 06−24−1
Hydraulic AC Motor Pump Inoperative 06−24−1
Emergency Procedures 06−24−1
Normal Procedures 06−24−1
Abnormal Procedures 06−24−1
Supplementary Procedures 06−24−2
Category II Operations (JAA/EASA Operators) 06−24−2
Flight with Landing Gear Down 06−24−4
Weight Altitude Temperature Limits 06−24−4
Climb Gradients and Climb Speeds 06−24−4
Performance 06−24−4
Special Operations 06−24−4
Operation on Wet and Contaminated Runways 06−24−4
Limitations 06−24−4
Take-Off Distance 06−24−4
Take-Off Speeds 06−24−5
Operation on Wet Grooved Runways 06−24−6

APPROACHES BELOW 4.5 DEGREES

General 06−25−1
Introduction 06−25−1
Operating Limitations 06−25−1
Operating Limitations 06−25−1
Approaches 06−25−1
Systems Limitations 06−25−1

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Automatic Flight Control System 06−25−1

Navigation Systems Limitations 06−25−1
Flight Management System 06−25−1
Emergency Procedures 06−25−3
Normal Procedures 06−25−3
Before Start Check 06−25−3
Precision (ILS/PAR) Approach 06−25−3
In Range Check 06−25−6
Before Landing Check 06−25−6
Go-Around 06−25−6
After Landing Check 06−25−6
Abnormal Procedures 06−25−6
Flaps Failure 06−25−6
Supplementary Procedures 06−25−6
Performance 06−25−6

STEEP APPROACHES UP TO 5.5 DEGREES

General 06−26−1
Introduction 06−26−1
Limitations 06−26−1
Structural Weight 06−26−1
Operating Limitations 06−26−1
Altitude and Temperature Operating Limit 06−26−1
Operation in Icing Conditions 06−26−1
Wind Limits 06−26−1
Approaches 06−26−1
Landing Decision Point 06−26−2
Power Plant 06−26−2
Autothrottle (ATS) 06−26−2
Systems Limitations 06−26−2
Automatic Flight Control System 06−26−2
Anti-Ice System 06−26−2
Systems Inoperative 06−26−2

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Navigation Systems Limitations 06−26−2

Flight Management System 06−26−2
Terrain Awareness and Warning System (TAWS) 06−26−2
Emergency Procedures 06−26−3
Normal Procedures 06−26−4
Before Start Check 06−26−4
Precision (ILS/PAR) Approach 06−26−4
In Range Check 06−26−7
Before Landing Check 06−26−7
Go-Around 06−26−7
After Landing Check 06−26−7
Abnormal Procedures 06−26−8
Engine Failure During Approach 06−26−8
Single Engine Go-Around 06−26−9
Supplementary Procedures 06−26−10
FAA Steep Approach into London City Airport 06−26−10
Performance 06−26−10
Special Operations 06−26−11
Operation on Wet Grooved Runways 06−26−11
Runway Conditions 06−26−11
Limitations 06−26−11
Emergency Procedures 06−26−12
Abnormal Procedures 06−26−12
Performance 06−26−12

OPERATIONAL CAPABILITIES
General 06−27−1
Introduction 06−27−1
Limitations 06−27−1
Emergency Procedures 06−27−1
Normal Procedures 06−27−1
Abnormal Procedures 06−27−1
Supplementary Procedures 06−27−1

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Performance 06−27−1
Navigation 06−27−2
RVSM 06−27−2
Traffic Alert and Collision Avoidance System (TCAS) 06−27−2
Flight Management System (FMS) − FMS−6000 06−27−3
Oceanic and Remote 06−27−3
North Atlantic (NAT) Minimum Navigational Performance Specification
(MNPS) Airspace 06−27−3
Enroute, Terminal Area and Non-Precision Approach Operations 06−27−4
RNAV–1/PRNAV 06−27−5
RNAV–5/BRNAV 06−27−6
RNP–10 06−27−6
VNAV 06−27−6
Flight Management System (FMS) − FMS−6200 06−27−7
FM Immunity 06−27−9
Surveillance 06−27−10
Mode S Elementary Surveillance 06−27−10
Enhanced Mode S Surveillance 06−27−10
Automatic Dependent Surveillance Broadcast (ADS−B) 06−27−11
Communications 06−27−12
FM Immunity 06−27−12
Datalink 06−27−12
ATN B1 CPDLC (Controller to Pilot Datalink Communication) 06−27−12
FANS 1/A+ 06−27−12

OPERATION WITH CRACKED WINDSHIELD FACEPLY

General 06−28−1
Introduction 06−28−1
Limitations 06−28−1
Systems Limitations 06−28−1
Windshield and Side Windows 06−28−1
Emergency Procedures 06−28−1
Normal Procedures 06−28−1

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Abnormal Procedures 06−28−1

Supplementary Procedures 06−28−2
Performance 06−28−2
General 06−28−2

RUNWAY AWARENESS AND ADVISORY SYSTEM

General 06−29−1
Introduction 06−29−4
Limitations 06−29−4
Emergency Procedures 06−29−4
Normal Procedures 06−29−4
Circling Approach 06−29−4
Abnormal Procedures 06−29−4
Supplementary Procedures 06−29−4
Performance 06−29−4

RNP AUTHORIZATION REQUIRED APPROACH OPERATIONS

General 06−30−1
Introduction 06−30−1
Limitations 06−30−2
Navigation Systems Limitations 06−30−2
Flight Management System 06−30−2
Emergency Procedures 06−30−3
Normal Procedures 06−30−3
Approach 06−30−3
Abnormal Procedures 06−30−4
Loss of GNSS 06−30−4
Excessive Lateral or Vertical Deviation 06−30−4
EFIS Parameter Miscompare 06−30−4
Supplementary Procedures 06−30−4
Performance 06−30−4

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FAA STEEP APPROACH INTO LONDON CITY AIRPORT

General 06−31−1
Introduction 06−31−1
Limitations 06−31−1
Structural Weight 06−31−1
Operating Limitations 06−31−1
Operation in Icing Conditions 06−31−1
Wind Limits 06−31−1
Approaches 06−31−1
Power Plant 06−31−2
Autothrottle (ATS) 06−31−2
Systems Limitations 06−31−2
Automatic Flight Control System 06−31−2
Anti-Ice System 06−31−2
Systems Inoperative 06−31−2
Navigation Systems Limitations 06−31−2
Flight Management System 06−31−2
Terrain Awareness and Warning System (TAWS) 06−31−2
Emergency Procedures 06−31−3
Normal Procedures 06−31−4
Before Start Check 06−31−4
Precision (ILS/PAR) Approach 06−31−4
In Range Check 06−31−7
Before Landing Check 06−31−7
Go-Around 06−31−7
After Landing Check 06−31−8
Abnormal Procedures 06−31−8
Engine Failure During Approach 06−31−8
Single Engine Go-Around 06−31−9
Supplementary Procedures 06−31−10
Steep Approaches up to 5.5 Degrees 06−31−10
Performance 06−31−10
Special Operations 06−31−11
Operation on Wet Grooved Runways 06−31−11

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Runway Conditions 06−31−11

Limitations 06−31−11
Emergency Procedures 06−31−11
Abnormal Procedures 06−31−11
Performance 06−31−12

LIST OF ILLUSTRATIONS

COLD WEATHER OPERATIONS

Figure 06−12−1 Critical Surfaces 06−12−4
Figure 06−12−2 Snowfall Intensity as a Function of Visibility 06−12−12
Figure 06−12−3 Type I Fluid Holdover Times − Flaps Retracted Prior to
Deicing/Anti-Icing 06−12−14
Figure 06−12−4 Type I Fluid Holdover Times − Flaps Deployed Prior to
Deicing/Anti-Icing 06−12−15
Figure 06−12−5 Type II Fluid Holdover Times − Flaps Retracted Prior to
Deicing/Anti-Icing 06−12−16
Figure 06−12−6 Type II Fluid Holdover Times − Flaps Deployed Prior to
Deicing/Anti-Icing 06−12−17
Figure 06−12−7 AllClear Unheated Type III Fluid Holdover Times − Flaps
Retracted Prior to Deicing/Anti-Icing 06−12−18
Figure 06−12−8 AllClear Unheated Type III Fluid Holdover Times − Flaps
Deployed Prior to Deicing/Anti-Icing 06−12−19
Figure 06−12−9 Type IV Fluid Holdover Times − Flaps Retracted Prior to
Deicing/Anti-Icing 06−12−20
Figure 06−12−10 Type IV Fluid Holdover Times − Flaps Deployed Prior to
Deicing/Anti-Icing 06−12−21
Figure 06−12−11 Active Frost Holdover Times − Flaps Retracted Prior to
Deicing/Anti-Icing 06−12−22
Figure 06−12−12 Active Frost Holdover Times − Flaps Deployed Prior to
Deicing/Anti-Icing 06−12−23
Figure 06−12−13 Type III Ice Pellet and Small Hail Allowance Times − Flaps
Retracted Prior to Deicing/Anti-Icing 06−12−26
Figure 06−12−14 Type III Ice Pellet and Small Hail Allowance Times − Flaps
Deployed Prior to Deicing/Anti-Icing 06−12−27
Figure 06−12−15 Type IV Ice Pellet and Small Hail Allowance Times − Flaps
Retracted Prior to Deicing/Anti-Icing 06−12−28
Figure 06−12−16 Type IV Ice Pellet and Small Hail Allowance Times − Flaps
Deployed Prior to Deicing/Anti-Icing 06−12−29

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OPERATION AT HIGH AIRPORT ELEVATIONS

Figure 06−19−1 Maximum Landing Weight Limit 06−19−1
Figure 06−19−2 Altitude and Temperature Operating Limits 06−19−2
Figure 06−19−3 Landing Weight Limited by Maximum Tire Speed, Flaps 0° 06−19−6
Figure 06−19−4 Landing Weight Limited by Maximum Tire Speed, Flaps
20° 06−19−8
Figure 06−19−5 Landing Weight Limited by Maximum Tire Speed, Flaps
30° 06−19−10

FLIGHT WITH LANDING GEAR DOWN

Figure 06−22−1 Enroute Climb Ceiling 06−22−3
Figure 06−22−2 NBAA/IFR Reserve Fuel vs ZFW 06−22−4
Figure 06−22−3 Block Fuel vs Range 06−22−5
Figure 06−22−4 Block Time vs Range 06−22−6
Figure 06−22−5 Long Range Cruise Speed (KIAS) 06−22−7

OPERATION WITH SYSTEMS INOPERATIVE

Figure 06−24−1 Landing Weight Limited by Climb Requirements −
Category II Operations 06−24−3
Figure 06−24−2 VR Adjustment 06−24−5
Figure 06−24−3 V2 Adjustment 06−24−5

APPROACHES BELOW 4.5 DEGREES

Figure 06−25−1 Approach Glidepath Angle Operating Limit 06−25−2
Figure 06−25−2 Precision (ILS/PAR) Approaches below 4.5 Degrees 06−25−5

STEEP APPROACHES UP TO 5.5 DEGREES

Figure 06−26−1 Precision (ILS/PAR) Approaches up to 5.5 Degrees 06−26−6

FAA STEEP APPROACH INTO LONDON CITY AIRPORT

Figure 06−31−1 Precision (ILS/PAR) Approach 06−31−6

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1. INTRODUCTION
Supplementary procedures are normal procedures not related to a specific phase of flight, and
are accomplished “as required”, and not routinely performed on each flight. That may include
procedures to conform with Air Traffic Control (ATC) instructions and other considerations, and
for the operation of airplane systems which are used either as an option or as the situation
warrants (e.g. Cat II operations, etc).

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THIS PAGE INTENTIONALLY LEFT BLANK

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1. AIR-CONDITIONING ON THE GROUND USING THE APU

The APU is used to provide air-conditioning on the ground, as follows:
(1) APU ................................................................ Operating Check APU AVAIL light on.
(2) BLEED AIR, 10TH STAGE,
L and R switch/lights ............................................Check pressed out.
Check L and R 10TH STAGE
CLOSED lights on.
(3) BLEED AIR, APU LCV switch/light.................... Press in to open load control valve.
Check APU LCV OPEN light
on.
(4) BLEED AIR, 10TH STAGE, ISOL
switch/light ......................................................... Press in to open isolation valve.
Check 10TH ISOL OPEN light
on.
(5) AIR-CONDITIONING, L and R
PACK switch/lights ............................................ Press in to turn on packs.
Check L and R PACK OFF
lights out.
(6) AIR-CONDITIONING, CKPT
TEMP and CABIN TEMP
selectors ................................................................... Set mode and temperature as
desired.

NOTE
Flight compartment and duct temperatures should not exceed 71°C (160°F)
or be less than 3°C (37°F) during manual mode operations.

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2. AIR-CONDITIONING FROM ENGINE BLEEDS DURING TAKE-OFF

If the engine bleed is desired to provide air-conditioning during take-off, transfer
bleeds as follows:
(1) BLEED AIR, 10TH STAGE R
switch/light ........................................................ Press in to open right valve.
Check R 10TH CLOSED light
out.
(2) BLEED AIR, 10TH STAGE ISOL
switch/light ............................................................Check pressed out, to ensure
isolation valve is closed.
Check the following:
• 10TH ISOL OPEN light out.
• APU LCV OPEN light on.
(3) BLEED AIR, 10TH STAGE L
switch/light ......................................................... Press in to open left valve and close
APU load control valve.
Check the following:
• L 10TH CLOSED light out.
• APU LCV OPEN light out.
(4) BLEED AIR, APU LCV switch/light..................Press out to match APU load control
valve closed position.

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3. UNPRESSURIZED TAKE-OFF AND LANDING PROCEDURE

The procedures below are recommended when performing a take-off or landing without
using engine and APU bleeds for pressurization.
A. Before Take-Off
(1) AIR-CONDITIONING, RAM AIR
switch/light ......................................................... Press in to open ram air valve.
Check RAM AIR OPEN light
on.
(2) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in Check the following:
• EMER DEPRESS ON light
on, and
• EMER DEPRESS caution
message on.
(3) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
(4) BLEED AIR, 10TH STAGE,
L and R switch/lights .......................................Press out Check L and R 10TH STAGE
CLOSED lights on.
B. After Take-Off
At a safe altitude (not below 1,500 feet AGL):
(1) BLEED AIR, 10TH STAGE,
L and R switch/lights ......................................... Press in Check L and R 10TH STAGE
CLOSED lights out.
NOTE
If an engine failure occurs, delay selecting the packs on until after obstacle
clearance is assured.
(2) AIR-CONDITIONING, R PACK
switch/light ......................................................... Press in to start right air-conditioning
pack.
Check R PACK OFF light out.
NOTE
A pressure bump may occur.
(3) AIR-CONDITIONING, RAM AIR
switch/light .......................................................Press out to close ram air valve.
Check RAM AIR OPEN light
off.

t
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3. UNPRESSURIZED TAKE-OFF AND LANDING PROCEDURE (CONT'D)

B. After Take-Off (Cont’d)
(4) AIR-CONDITIONING, L PACK
switch/light ......................................................... Press in to start left air-conditioning
pack.
Check L PACK OFF light out.
(5) CABIN PRESSURIZATION,
EMER DEPRESS switch/light .........................Press out Check the following:
• EMER DEPRESS ON light
out, and
• EMER DEPRESS caution
message out.
C. Landing
(1) Airplane altitude................................................Descend to 10,000 feet maximum or
lowest safe altitude, whichever
is higher.
(2) CABIN PRESSURIZATION,
PRESS CONT switch/light ...................................Check pressed out, thus enabling
automatic operation.
Check MANUAL light out.
At the turn to final approach:
(3) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out to shutdown both packs.
Check L and R PACK OFF
lights on.
(4) BLEED AIR, 10TH STAGE,
L and R switch/lights .......................................Press out Check L and R 10TH STAGE
CLOSED lights on.
(5) AIR-CONDITIONING, RAM AIR
switch/light ......................................................... Press in to open ram air valve.
Check RAM AIR OPEN light
on.
(6) CABIN PRESSURIZATION,
EMER DEPRESS switch/light ........................... Press in Check the following:
• EMER DEPRESS ON light
on, and
• EMER DEPRESS caution
message on.
NOTE
Avoid high rates of descent for passenger comfort.

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1. GENERAL
The procedures outlined in this section address the operation of the Automatic Flight Control
System (AFCS), and its interface with the other airplane systems peculiar to the CL–600, Model
2B16 Challenger airplane (Serial No. 5701 to 6049). The presentation is by phase of flight, as
applicable, and it is assumed that the AFCS and other correlated systems are fully operational,
and are being utilized to their full capacity. The following procedures only serve to supplement
the normal procedures, and should be employed as applicable.
The AFCS automatically moves and controls the airplane’s flight control surfaces, or gives
commands to the flight crew to follow guidance commands on the PFDs, depending on the AFCS
selection made. Selection of any of the mode switches on the flight control panel (FCP) will
illuminate the Mode/FCC Channel indicators, located adjacent to each mode switch.
For a more elaborate description of the procedures outlined herein, refer to Chapter 4; NORMAL
PROCEDURES – APPROACH AND LANDING.
For a more detailed description of the AFCS and its controls and indications, refer to the Flight
Crew Operating Manual (FCOM), Vol. 2.

2. BEFORE TAKE-OFF
(1) Take-off data ........................................... Computed/Set PLT
(2) Navigation instruments ............................................. Set Both
(3) Course ................................................. Set/Cross-check Both
• For departure, using the course select knobs – CRS 1 & CRS 2 on the FCP.
• Pilot and Copilot will cross-check each other’s PFD for concurrence.
(4) Heading .................................................................... Set PLT
• To runway heading, using the heading (HDG) select knob.
(5) Target altitude .......................................................... Set PLT
• As required, using the altitude (ALT) preselect knob.

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3. TAKE-OFF
Prior to entering the runway or when aligned on the runway centre line:
(1) Take-Off/Go-Around switch ...................................Press PLT
• Flight director command cues will automatically appear on the PFDs.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(2) VS pitch wheel................................................... Reduce PLT
• Flight director command cue to 10°.

NOTE
Auto throttle will not be available for take-off.

At VR:
(3) Airplane ............................................................... Rotate PF
• Smoothly towards an initial pitch target of 12° in one continuous motion at a pitch
rate not exceeding 3° per second.

On airplanes 5701 to 5784 NOT incorporating Service Bulletin 605−22−001:

(3) Airplane ............................................................... Rotate PF
• Smoothly towards an initial pitch target of 10° in one continuous motion at a pitch
rate not exceeding 3° per second.

(4) Pitch attitude......................................................... Adjust PF

• To achieve a minimum airspeed of V2 + 10 KIAS.
At a safe altitude:
(5) FLC mode............................................................. Select PNF
• Using the FLC switch.
(6) Autopilot ............................................................ Engage PNF
• Using the autopilot engage (AP) switch.
(7) Heading mode ...................................................... Select PF
• Using the heading select (HDG) switch.
At 1,000 feet above airport elevation (AAE):
(8) Target speed ........................................................ Select PF
• Using the speed bug (SPEED) knob.
If a turn is required after take-off:
(9) Heading ................................................. Set as required PF
At 3,000 feet AAE:
(10) Target speed ........................................................ Select PF

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4. CLIMB
(1) Preselect speed........................................................ Set
• To required climb speed.
(2) Navigation mode .................................................. Select
• Using the navigation mode (NAV) switch.
• System will operate in the current lateral mode with reference to the active (and
valid) navigation signal of the selected NAV source, as displayed on the PFDs.
(3) Target altitude .......................................................... Set
• To cruise altitude or as instructed by ATC.

5. LEVEL-OFF
The AFCS will automatically capture and hold the pre-selected altitude. The flight crew can
monitor the operation of the system by maintaining the flight directors on. Annunciations in
the vertical mode indicator portion of the PFD will change as each condition is met (Refer to
FCOM Vol. 2, Chapter 4; AUTOMATIC FLIGHT CONTROL SYSTEM).
If required to level-off at other than the desired cruise altitude:
(1) Altitude mode ....................................................... Select
• Using the altitude mode (ALT) switch, which will maintain the pressure altitude
(altitude hold) at the time of selection.
(2) Altitude ..................................................................... Set
• Select required altitude.
(3) Thrust lever .......................................................... Adjust
• As necessary.

6. CRUISE
Cruise procedures only involve monitoring of the system operation in the NAV mode. Depending
on the NAV source selected, the flight control computer (FCC) generates lateral commands to fly
the active (and valid) navigation signal.
If the active source is a Flight Management System (FMS), lateral commands are continuously
sent by the flight management computer to the FCC after capture of the desired course, to follow
the programmed flight plan. Deviations or changes to the pre-programmed flight plan can be
accomplished by following the procedures outlined in the Pilot’s Operating Manual, provided by
the manufacturer.
If the active NAV source is other than a FMS (e.g. VOR, LOC, etc.), the FCC generates
commands to maintain the selected course (or beam) once captured. Heading or course changes
can be accomplished by going into the heading mode and selecting a new heading, or by
selecting another course, and/or by tuning-in to another NAV source.

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7. DESCENT
Climbs and descents can normally be accomplished by selecting the speed mode, with the
system adjusting to the selected speed.

NOTE
Some excursions above VMO/MMO may occur when using the
autopilot or flight director in IAS or vertical speed mode. Care should
be taken not to exceed VMO/MMO.
If desired:
(1) Vertical speed mode............................................. Select
• Using the vertical speed mode (VS) switch.
(2) Vertical reference value............................................ Set
• Using the speed/pitch wheel.
• Push the wheel forward to decrease the vertical speed value (also a pitch down
command), and pull backward to increase the vertical speed value (also a pitch up
command).
(3) Target descent speed............................................... Set
(4) Thrust levers......................................................... Adjust
• As required.
(5) Target altitude .......................................................... Set
• To the approach altitude or as instructed by ATC.

8. HOLDING
Prior to entering the hold, cruising speed should be reduced to holding speed (VREF + 30 KIAS),
by selecting the target speed using the speed bug knob on the FCP, and reducing thrust, as
necessary. Altitude hold is selected to maintain the desired pressure altitude, and changes in
heading are accomplished by going into the heading mode and selecting the appropriate
headings, as required.

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9. INSTRUMENT APPROACHES
Autopilot procedures for instrument approaches are essentially the same. The autopilot must not
be used, however, at altitudes below 320 feet AGL, except when on an ILS approach, where the
minimum allowable altitude for the operation of the autopilot is 80 feet AGL.
During approaches, descent is initiated by using the vertical speed mode, by selecting the VS
switch which will automatically maintain the referenced vertical speed. When desired, the
reference vertical speed can be changed by using the Speed/Pitch wheel adjacent to the VS
switch.
The preselect altitude is set to the procedure turn altitude (if applicable), when tracking outbound
from the fix. Maintaining headings and turns are accomplished in the heading mode by pressing
the HDG switch, and rotating the heading select knob to the desired heading(s). If so desired, the
half bank mode may be used in conjunction with the heading select mode.
When cleared for the approach on the inbound leg to the fix, or when on the localizer intercept
heading for a straight-in approach, select the approach mode by pressing the APPR switch. The
flight control computer then arms for glideslope capture, if on a front course approach, captures
the glide slope (as annunciated by green GS on the PFDs), and maintains flight on the glide path.
The half bank mode (if previously selected) will be automatically cleared in this instance.
At this point, the preselect altitude should be set to the missed approach altitude, to prepare for a
possible overshoot.
In all instances, changes to the thrust setting must be made accordingly, in order to maintain the
desired speed.

10. CIRCLING
If the circling altitude is lower than 320 feet AGL, the autopilot must not be used.
If the autopilot is used, altitude hold is accomplished by selecting ALT mode, which will maintain
the pressure altitude existing at the time of selection. Turns are accomplished in the heading
mode, and descents made with the vertical speed mode.

11. MISSED APPROACH

The autopilot may be engaged after a missed approach, at a safe altitude (not below
320 feet AGL). The missed approach altitude should already have been selected when tracking
inbound towards the fix. Turns are accomplished in the heading mode, and climbs made with
thrust adjustments to achieve the appropriate climb speed, enabling the autopilot to capture the
preselected missed approach altitude.

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Auxiliary Power Unit REV 9, May 14/08

1. ELECTRICAL REQUIREMENTS
The APU 28 volt start motor normally gets its power directly from the APU battery, which is 24
volts DC. AC power from whatever source is not capable of augmenting a weak battery;
therefore, the batteries must have adequate power to effect a successful normal start.
An alternate APU start utilizes DC power supplied from a ground power source, connected to the
DC service receptacle located on the underside of the fuselage tail section.
The battery master switch must be ON for all types of start.

NOTE
APU BATTERY OFF caution message may appear momentarily during APU
start.

2. ABNORMALITIES DURING APU START

A. APU Fails to Start
If the starter does not engage and the APU fails to start, stop the start sequence by pressing
the APU START/STOP switch. The permitted APU start cycles are as follows:
(1) Using airplane batteries on the ground or for normal in-flight starts:
• Three start attempts, each of 30 seconds continuous cranking,
• Followed by a 20 minute off-time,
• Followed by two further attempts, each of 30 seconds continuous cranking.
(2) Using ground power source:
• Two start attempts, each of 15 seconds continuous cranking,
• Followed by a 20 minute off-time,
• Followed by two further attempts, each of 15 seconds continuous cranking.
(3) If, in either case (1) or (2) above, a successful start is not obtained, a further start must
not be attempted for a period of at least 35 minutes.
B. Hung Start
During start, if the APU rpm is not greater than 30%, within 60 seconds, stop the start
sequence by pressing the APU START/STOP switch.

3. FAILURE OF APU TO SHUTDOWN

If the APU fails to shutdown when the START/STOP switch is pressed, push the APU FIRE
PUSH switch/light on the glareshield to stop the APU. Keep in mind that the APU fire
extinguishing SQUIBS will be armed for as long as the fire switch is pressed in. After the APU
has stopped, reset the APU FIRE PUSH switch/light to the normal position.

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Flight Controls Oct 05/06

1. CREW COORDINATION IN THE EVENT OF FLIGHT CONTROL JAM

In the event of a jam in one of the ailerons’ cable runs, the control wheels can be disconnected
using the ROLL DISC handle on the centre pedestal. When the ROLL DISC handle is pulled, the
pilot has control over the left aileron and the copilot controls the right aileron.
In the event of a jam in one of the elevator’s cable runs, the control columns can be disconnected
using the PITCH DISC handle on the centre pedestal. When the PITCH DISC handle is pulled,
the pilot has control over the left elevator and the copilot controls the right elevator.
In the event of a jam in one of the rudder’s cable runs, an anti-jam breakout mechanism enables
the operation of the unaffected side. A cross-coupling mechanism synchronizes the movements
of the pilot’s and copilot’s breakout mechanisms. The rudder pedals should be overpowered in
this case, and the anti-jam breakout and summing mechanisms in the system will compensate for
this situation, enabling full travel and unimpeded movement of the rudder pedals.
The flight crew should keep these facts in mind while adhering to standard cockpit management
procedures, and strive to be as coordinated as possible during all maneuvers. Trims should be
adjusted, as required, and appropriate procedures performed.

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Fuel System REV 27, Jan 06/14

1. REFUELING/DEFUELING
A. Operation
The Fuel System Computer Unit (FSCU) Channel 1 facilitates automatic refueling operation.
In the event of Channel 1 failure, Channel 2 will take over. If the fuselage refuel/defuel panel
sends faulty transmission data, the FSCU will detect the fault, and send the information to the
Refuel/Defuel panel.
The airplane may be refueled or defueled by pressure/suction or by gravity, using standard
ground equipment. A single point adapter, located in the right hand wing leading edge filler,
permits pressure fueling and defueling. All pressure fueling/defueling operations are
controlled from a refuel/defuel panel.

NOTE
During the refueling/defueling operation, check for fuel spillage from
the vent relief valves, water drain valves and the NACA vents.
Do not pull a main tank relief valve T-handle, if that main tank
quantity is greater than 1,814 kg (4,000 lb). Do not pull the auxiliary
tank relief valve T-handle, if the auxiliary tank quantity is greater than
2,041 kg (4,500 lb).
B. Refuel/Defuel Control Test
A test must be performed to verify the overfill protection of the refuel/defuel system. The
following are checked during the test:
• High level sensor failure, and
• SOV failure.

NOTE
Fuel pressure is required to perform the refuel/defuel control test.
Ensure that fuel tender pressure is applied before activating any
switches.
(1) POWER switch .......................................................... On
• Check that the ON light comes on.
(2) Ensure that the fuel tender pressure is not more than 379 kPa (55 psi).
(3) SHUTOFF TEST ...................................................TEST
• Check that the SOV OP lights come on, HIGH LEVEL SENSOR lights come on in
sequence (left main, right main, tail and auxiliary tank), SOV OP lights go out, SOV
CL lights come on.

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1. REFUELING/DEFUELING (CONT'D)
C. Pressure Refueling
NOTE
Fuel pressure is required to perform the pressure refueling. Ensure that fuel
tender pressure is applied before activating any switches.
(1) Ensure that the airplane and the fuel tender are grounded.

NOTE
1. If the grounding wire has an alligator clip, attach the clamp to
the grounding lug on the right side wall of the nose gear
compartment.
2. If the grounding wire has a ground stud, put the stud in the
nearest ground stud receptacle on the wing leading edge.
(2) Fuel/Defuel panel .................................................. Open
(3) POWER FUEL switch............................. POWER FUEL
The flight compartment refuel/defuel control panel, if installed, will override the fuselage
refuel/defuel control panel.
(4) Ensure that the fuel tender pressure is not more than 379 kPa (55 psi).
(5) SOV switches ...................................Open (as required)
• To initiate pressure refueling.
• Check that the applicable SOV CL lights come on, when the preselected fuel quantity
has been reached.
(6) SOV switches .................................................. CLOSED
(7) POWER FUEL switch..............................................OFF
(8) Refuel/Defuel panel .............................................Closed
(9) Ensure that:
• Fuel nozzle is disconnected and the refuel/defuel adapter is capped.
• All grounding cables disconnected.
• Refuel/Defuel Adapter panel access door closed.
D. Gravity Refueling
Gravity refueling is enabled through overwing filler caps (3) on the upper wing surface. The
main tanks have their respective filler caps on each side of the wings. The aux tank has its
filler cap installed near the wing root on the right upper wing surface.
Caution must be observed not to overfill a tank. Gravity filler caps for the main tanks are
located below the maximum fuel level, thus the tanks cannot be filled to the maximum. Do not
open the gravity filler caps if the tanks are full, or if the fuel quantity is not known.

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1. REFUELING/DEFUELING (CONT'D)
E. Pressure Defueling
Automatic defueling is accomplished by selecting the POWER switch to DEFUEL, and SOV
switches to ON. In the defuel mode, the SOVs are de-energized open with the SOV switches
selected to ON. Suction is then applied through the refuel/defuel hose adapter, which is
connected to the single-point adapter, and the tanks will then defuel.
F. Gravity Defueling
Gravity defueling may be accomplished through fuel tank drain valves (3), located on the
underside of the wings. The main tanks’ fuel drain valves are installed near the wing root on
the underside of each wing. The center tank fuel drain valve is located near the wing root,
underside of the left wing. A gravity defueler adapter can then be inserted into the valve, after
it has been opened, to start gravity defueling.

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Landing Gear Oct 05/06

1. TAXIING WITH FLAT TIRE(S)

If the airplane experiences a tire blowout or a flat on one tire on the runway, clear the runway as
soon as possible, so as not to obstruct other traffic. Taxi as slow as possible, using the least
amount of braking necessary, to prevent heat build-up in the affected gear. Sharp turns should be
avoided.
Taxiing completely clear of the runway is acceptable, provided only one tire per gear is flat. In
cases where both tires of a gear are flat, taxiing is not recommended except in the interests of
safety, because the airplane will then be rolling on the wheel rims.

NOTE
The duration of taxiing with a flat or blown-out tire should be kept to a
minimum, since the remaining tire could also blow out.

2. TOWING WITH FLAT TIRE(S)

Normal towing procedures are acceptable when only one tire per gear is flat, and the airplane
weight is not greater than the maximum landing weight. When both tires of a gear are flat, special
maintenance handling/towing procedures will need to be employed, so as not to exceed the
capacity of the nose gear for towing.

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Navigation Systems REV 36, Nov 27/15

1. FLIGHT MANAGEMENT SYSTEM

NOTE
FMS normal procedures are contained in the FMS–6000 Pilot’s Guide.

On airplanes incorporating Service Bulletin 605–34–019:

FMS normal procedures are contained in the FMS–6200 Pilot’s Guide.

A. Prior to FMS Use

(1) FMS position information................................... Initialize
(2) CDU, FMS CONTROL page ................................ Select SYNC mode.
NOTE
1. The input parameters on the THRUST LIMIT, TAKEOFF REF and
APPROACH REF CDU pages must be re-confirmed by the pilot
following an FMS SYNC command, an FMS 3 reversion (if installed) or
an FMS cold start.
2. The engine bleed selection used for the FMS thrust setting
computations is based upon the sensed setting of the airplane engine
bleed cockpit switches, unless manually overridden by the flight crew
on the THRUST LIMIT CDU page.
The engine bleed selection used for the FMS V speed computations is
based upon the default setting (as selected on the DEFAULTS 4/4
CDU page) or upon manual selection, by the flight crew, for the
anticipated take-off or approach configuration.
The engine bleed setting on the TAKEOFF REF and APPROACH REF
CDU pages represents the planned setting, and not the actual/sensed
airplane setting.
3. In case of multiple obstacles, each obstacle clearance calculation is
done separately. For each obstacle, obstacle height and obstacle
distance from reference zero should be entered in the FMS. The FMS
computes and displays the geometric gross level-off height and the
required climb gradient for obstacle clearance. The highest gross
level-off height and the greatest required climb gradient of all
obstacles should be retained. Note that one obstacle may be the most
limiting for the required climb gradient, while another is the most
limiting for the gross level-off height.
The most limiting gross level-off height and required climb gradient
should be entered in the FMS. The FMS computes and displays the
take-off weight limited by obstacle clearance, which is used to
calculate the maximum take-off weight, to ensure all obstacles will be
cleared.

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1. FLIGHT MANAGEMENT SYSTEM (CONT'D)

A. Prior to FMS Use (Cont’d)

On airplanes incorporating Service Bulletin 605–34–019:

(1) FMS position .............................................Auto initialize

NOTE
1. The engine bleed selection used for the FMS thrust setting
computations is based upon the sensed setting of the airplane
engine bleed cockpit switches, unless manually overridden by
the flight crew on the THRUST LIMIT CDU page.
The engine bleed selection used for the FMS V speed
computations is based upon the default setting (as selected
on the DEFAULTS 5/5 CDU page) or upon manual selection,
by the flight crew, for the anticipated take-off or approach
configuration.
The engine bleed setting on the TAKEOFF REF and
APPROACH REF CDU pages represents the planned setting
and not the actual/sensed airplane setting.
2. In case of multiple obstacles, each obstacle clearance
calculation is done separately. For each obstacle, obstacle
height and obstacle distance from reference zero should be
entered in the FMS. The FMS computes and displays the
geometric gross level-off height and the required climb
gradient for obstacle clearance. The highest gross level-off
height and the greatest required climb gradient of all
obstacles should be retained. Note that an obstacle may be
the most limiting for the required climb gradient while another
is the most limiting for the gross level−off height.
The most limiting gross level-off height and required climb
gradient should be entered in the FMS. The FMS computes
and displays the take-off weight limited by obstacle clearance,
which is used to calculate the maximum take-off weight, to
ensure all obstacles will be cleared.

B. After Periods of Dead Reckoning (DR) Navigation

(1) FMS position information......................................Check for accuracy.
C. Go-Around

On airplanes incorporating Service Bulletin 605–34–019:

NOTE
VNAV may be selected and used normally following the sequencing of the
last waypoint on the missed approach procedure, or upon entering a new
flight plan and activating a leg that is not part of the missed approach
procedure.

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2. INERTIAL REFERENCE SYSTEM

For the system description and operation of the inertial reference system, refer to the Flight Crew
Operating Manual, Volume 2, Chapter 11; FLIGHT INSTRUMENTS.
A. Before Starting Engines
NOTE
The IRS automatically aligns using GPS position (normal IRS alignment
time is approximately 7 minutes). If GPS is not available, it will align using
the position entered to initialize the FMS.

On airplanes 5979 to 6049:

Following a successful initial alignment, do not manually re-enter the
position in the FMS CDU either immediately before, or immediately
after airplane motion. If this has occurred, a complete normal shutdown
and restart of the airplane and IRSs must be completed. Failure to do
so may lead to a total IRU loss during subsequent flight legs.

3. GLOBAL POSITIONING SYSTEM

A. Before Starting Engines
(1) FMS .................................................................... Review and disposition messages.
NOTE
For any SBAS covered airspace (US RNAV routes, SIDs, and STARs), it is
not required to run a pre-flight prediction of RAIM availability along the
intended route if no satellites are NOTAM’d as out of service over the
intended route.
For non-SBAS covered airspace, certain operations may require that an
appropriate prediction program, such as Rockwell Collins part number
832-3443-008 or equivalent, be used prior to departure for RAIM availability
along the intended route.

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Power Plant REV 49, Nov 19/18

1. QUICK TURN-AROUND STARTS

NOTE
If ITT is greater than 120°C prior to start, engine must be dry motored for a
maximum of 90 seconds, with ignition off and affected thrust lever at SHUT
OFF, in order to lower ITT below 120°C.

Refer to Chapter 2; LIMITATIONS – POWER PLANT for dry motoring cycle.

2. SINGLE ENGINE TAXI OPERATIONS

The purpose of this supplementary procedure is to provide operational guidance when
conducting single engine taxi operations (both taxi out and taxi in) and should serve as a baseline
reference if developing operator specific procedures.
Single engine taxi operations can provide fuel savings, emission reductions and conserve brake
energy. However, there are many considerations that operators and pilots should review to
ensure safe and efficient single engine taxi operations.
Consider all existing conditions when deciding whether or not to perform single engine taxi,
including the following:
• Single engine taxi operations are prohibited if the OAT is 10°C (50°F) or below.
• Consider ramp size and congestion (increased jet blast associated with single engine taxi).
• Consider ramp and taxiway surface conditions (slipperiness, contamination, dust/dirt, FOD,
etc.). Single engine taxi procedures may require higher than normal power settings for
maneuvering and may result in reduced control on slippery surfaces. Heavy ramp weights
should be of particular concern. Single engine taxi operations are not recommended on
slippery or contaminated surfaces.
• Single engine breakaway thrust is approximately 39% N1 (ISA, MTOW, level surface).
• Consider brightness/lighting/visibility conditions (collision avoidance).
• Single engine taxi out operations (before take-off) are best suited for taxi time of 15 minutes
or more.
A. Engine Start and Systems Management
It is strongly recommended to conduct single engine taxi with the right engine operating so
that the hydraulic system 2 provides pressure to the outboard brakes.
If taxiing with the left engine only, the hydraulic 2B pump must be selected ON prior to aircraft
movement.
The fuel boost pump for the inoperative engine should be deselected to prevent fuel
imbalance during single engine operation.
For optimal cabin air management during single engine taxi operation, bleed air must be
taken from the APU.
When performing single engine taxi with the engine as a bleed source, should both PACKs be
needed, the 10th stage isolation valve must be selected OPEN (pressed in).
It is strongly recommended that the airplane be stationary when starting the second engine to
maximize crew monitoring and minimize operational workload.

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2. SINGLE ENGINE TAXI OPERATIONS (CONT'D)

If using cross bleed to start the second engine while the airplane is moving, due to the higher
thrust required by the cross bleed start procedure, additional consideration should be given to
operational conditions, including taxiway contamination, width of taxiway, wind, brake
temperature and distance to other aircraft or obstacles.
After the second engine is started, allow a minimum of 5 minutes for warm up before take-off.
If conducting single engine taxi in operations (after landing or return to ramp), wait at least
2 minutes at idle power before shutting down the engine.
B. Taxi
When taxiing with the left engine only, the hydraulic 2B must be selected ON prior to aircraft
movement.
To prevent fuel imbalance during single engine operation, deselect the fuel boost pump for
the inoperative engine.
During prolonged single engine taxi, fuel imbalance may occur. To prevent or correct fuel
imbalance during single engine taxi operation, open the respective L to AUX or R to AUX
XFLOW valve to balance the fuel tanks. Fuel imbalance must not exceed 400 lb during taxi.
Plan to start the second engine at least 5 minutes before take-off to allow for sufficient engine
warm up time.
After starting the second engine, it is the responsibility of the crew to complete all checklist
items that were deferred due to single engine taxi operations (i.e. after engine start and taxi
checks).
The crew should plan to use more time during the first flight of the day due to the additional
check requirements.
C. Take-Off
Before take-off is initiated, verify that all engines and airplane systems are within operational
limits and are properly configured (e.g. BOOST PUMPs pressed in, L and R to AUX XFLOW
pressed out).

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3. ENGINE OIL REPLENISHMENT

If it is required to top-up the engine oil tank, the following outlines the procedures employed using
the oil replenishment system.
A. Oil Level Control Panel Test
(1) ON/OFF switch ......................................................... ON
(2) ENG OIL, PRESS TO TEST
switch/light ......................................................... Press in and hold.
Check LH and/or RH FULL
lights come on for 2 to 4
seconds, then go out again.
NOTE
If either engine oil tank is full, the applicable FULL light would have been on
and will remain on after the test. If the indications as stated above do not
occur, the system is defective and must not be used.
B. Replenishment Procedures
(1) Oil quantity indicator ..............................................Verify and make a record of the oil
level in the replenishment
tank.
(2) Manual selector valve............................................. Turn and hold to the R or L position,
as applicable.
(3) Oil quantity ......................................................... Monitor as the oil level in the
replenishment tank decreases.
(4) Manual selector valve........................................Release as soon as the replenishing
pump automatically stops (the
LH or RH FULL light, as
applicable, comes on), or until
the oil quantity in the
replenishment tank decreases
by 2 U.S. quarts (1.9 liters),
whichever comes first.
If the affected engine oil tank is not full after 2 U.S. quarts (1.9 liters) have been added:
(5) Affected engine .............................................. Dry motor for 30 seconds. The affected
FULL light should then come
on.
If the affected ENG OIL, FULL light still does not come on:
(6) Steps (1) to (5) above......................................... Repeat within five (5) minutes.
Confirm that the affected
FULL light is now on.
(7) Oil quantity indicator ..............................................Verify and make a record of the oil
quantity that was put into the
engine.
(8) Steps (1) to (7) above......................................... Repeat for the other engine, if
required.

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3. ENGINE OIL REPLENISHMENT (CONT'D)

B. Replenishment Procedures (Cont’d)
(9) ON/OFF switch ........................................................OFF Check that all lights go out.

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Category II Operation REV 36, Nov 27/15

NOTE
These supplementary procedures do not constitute approval to
conduct Category II operations.
1. GENERAL
The CL–600, Model 2B16 Challenger airplane (Serial No. 5701 to 6049) has been shown to meet
the airworthiness requirements for Category II Operations contained in Appendix 1 of AC 120−29.
The following data must be used when conducting Category II operations.
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
This supplement must, therefore, be read in conjunction with the basic Flight Crew Operating
Manual.
The effect of this Supplement on the basic Flight Crew Operating Manual is given in paragraphs
(2) to (7).

2. INTRODUCTION
The general information in Chapter 1 is applicable.

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Category II Operation REV 46, Mar 01/18

3. OPERATING LIMITATIONS
The operating limitations in Chapter 2 are applicable, except as modified by the following:
• An ILS approach to Category II minima must not be commenced or continued unless all
required airborne equipment, specified in the Category II Required Equipment List below
and their ground installations, are operating satisfactorily.
CATEGORY II REQUIRED EQUIPMENT LIST
EQUIPMENT PRIOR TO APPROACH
VHF NAV 1 and 2 Both must be operational and displayed onside.
PFD 1 and 2 One (1) PFD available and operational for each side.
STAB Channel 1 and 2 One (1) channel must be operational.
Radio Altimeter One must be operational, with display on both sides.
IRS Any two (2) must be operational.
ADC 1 and 2 Both must be operational.
FD 1 and 2 Both must be operational.
EFIS Comparator Monitors Must be operational.
AFCS Pitch Trim Must be operational.
Autopilot Must be operational.
Hydraulics (3) All systems must be on and operational.
Electrics Two (2) generators on and sharing load (see NOTE).

NOTE
Approach to Category II minima may be continued with one generator, if
an engine fails during final approach (Refer to ABNORMAL
PROCEDURES).
• Operation of the autopilot is prohibited below 80 feet AGL.
• The approved flap configurations for approach are:
• 45° for all engines operating, and
• 20° for one engine inoperative.
• The minimum decision height for Category II operations is 100 feet AGL.
• Wind limits for autopilot approaches are:
• 8 knots crosswind, and
• 9 knots tailwind.
• The maximum ILS glidepath angle for Category II operations is 3.5 degrees.
• ATS must be disengaged.

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4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable, except as modified by the following:
A. Autopilot Failure
Indication: Abnormal autopilot operation and/or AFCS MSGS FAIL warning message,
“CAVALRY CHARGE” aural and/or flashing AP message on the primary
flight displays.
Continue approach, if the following can be accomplished above 500 feet AGL:
(1) Autopilot ....................................................... Disconnect
(2) AFCS SEL 1(2) switch (centre
pedestal)............................................................... Select to operative AFCS channel.
Check AFCS 1 (2) INOP status
message on.
(3) Autopilot ............................................................ Engage and monitor operation.
(4) Approach ......................................................... Continue to Category II minima.
If below 500 feet AGL, on a stabilized approach:
(1) Autopilot ....................................................... Disconnect
(2) Manual control .................................................. Resume
(3) Approach ......................................................... Continue to Category I minima.
If below 200 feet AGL and non-visual:
(1) Go-around ........................................................... Initiate
END

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5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following:
A. Prior To Approach
Airplane must be properly configured prior to approach:
(1) Landing weight .....................................................Check within limits (Refer to Chapter
6; PERFORMANCE –
LANDING PERFORMANCE of
the Airplane Flight Manual).
(2) NAV SOURCE.......................................................... Set to onside ILS (green) or armed
(cyan) by FMS, for both PFDs.
(3) IRS and ADC source selectors................................. Set to NORM.
(4) RA MINIMUMS ......................................................... Set on both PFDs.
(5) BARO MINIMUMS.................................................... Set as a barometric DH, in case
RA fails.
(6) MIN ALERT .............................................................. Set to RA on both PFDs.
(7) Runway Course ........................................................ Set on both PFDs, or armed
(cyan) by FMS.
(8) EFIS .....................................................................Check that no comparator flags are
displayed.
(9) CAS ......................................................................Check that the following messages
are not displayed:
• AFCS MSGS FAIL warning
message,
• AP PITCH TRIM, EFIS COMP
INOP and EFIS MISCOMP
caution messages,
• FD 1 and 2 FAIL status
message.
(10) Stabilizer and elevator position ............................Check valid on EICAS or F/CTL
synoptic page.
(11) Approach mode ....................................................... Arm
(12) Expanded lateral deviation
indicator .................................................................Verify displayed on both PFDs at
600 feet AGL.
END

B. Before Landing
(1) Autopilot ........................................................Disengage at an altitude not less than
80 feet AGL.
END

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6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, except as modified by the following:
A. Single Engine Approach and Landing
(1) Approach .......................................................... Conduct under Category I operations.
END

B. Engine Failure During Final Approach

Continue approach, if the following can be accomplished above 800 feet AGL:
(1) Autopilot ....................................................... Disconnect
(2) Operating engine .............................................. Increase thrust, as required.
(3) FLIGHT SPOILER lever ..................................... Ensure retracted.
(4) FLAPS .................................................................. Select to 20° for landing.
(5) Airspeed ........................................................... Increase to VREF + 14 KIAS.
(6) Airplane ............................................................... Retrim
(7) Autopilot ....................................................... Re-engage
(8) Actual landing distance .................................... Increase by a factor of 1.55 (55%), for a
landing without the use of
reverse thrust.
(9) TAWS WARNING, FLAPS OFF ........................ Press in to mute flap aural warning.
At glideslope intercept:
(10) Airplane ............................................................... Retrim directionally as required.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
If above 800 feet AGL, and the above procedure cannot be accomplished:
(11) Approach .......................................................... Conduct under Category I operations.
If below 800 feet AGL and non-visual:
(12) Go-Around ........................................................... Initiate
After landing or during go-around, at a safe altitude:
(13) Engine shutdown procedure........................ Accomplish If applicable (Refer to
Chapter 5; ABNORMAL
PROCEDURES –
POWERPLANT – In-Flight
Engine Failure/Shutdown
procedure).
END

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures
SYSTEM INDICATION
VHF NAV 1 or 2 ILS receiver, on applicable side, is inoperative.
ACTION
First failure during approach (of the two required units):
If above 500 feet AGL, on a stabilized approach:
(1) NAV SOURCE ............................ Select X-SIDE.
(2) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 500 feet AGL and non-visual:
Failure of cross-side NAV:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
Failure of on-side NAV:
(2) Go-around ..................................Initiate

SYSTEM INDICATION
PFD 1 or 2 Primary flight display, on applicable side, goes blank.
ACTION
Failure during approach:
(1) Display reversionary panel
selector switch ............................ Select to MFD REV.
Applicable MFD defaults
to primary flight display.

SYSTEM INDICATION
STAB CH 1 or 2 Horizontal stabilizer trim, on applicable side, is inoperative.
STAB CH 1 (2) INOP status message displayed on EICAS.
ACTION
Single channel failure:
(1) Approach ................................Continue
Dual channel failure
(STAB TRIM caution message on; autopilot may disengage):
(1) Go-around ..................................Initiate
Dual channel failure during final approach (in stabilized trim condition):
(2) Approach ................................Continue to Category I minima.

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
RADIO False radio altimeter height on both PFDs, and red or amber RA
ALTIMETER annunciation on both PFDs.
ACTION
Failure during approach:
If above 200 feet AGL, on a stabilized approach:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
IRS Erratic PFD data or ATT annunciation, and HDG/ROL/PIT annunciation
on PFDs.
ACTION
First failure during the approach (AP will disconnect):
If above 500 feet AGL, on a stabilized approach:
(1) Manual control .........................Resume
(2) IRS source .................................. Select an operative IRS (If IRS
3 is installed, AP will be
available).
(3) Approach ................................Continue to Category I minima, if
only one IRS available.
If below 500 feet AGL and non-visual:
(1) Manual control .........................Resume
(2) Go-around ..................................Initiate

SYSTEM INDICATION
EFIS Comparator EFIS COMP INOP (EFIS comparator failure) caution message or EFIS
MISCOMP caution message displayed on EICAS and any of the
ALT/HDG/IAS/PIT/ROL/LOC/GS annunciations on PFDs.
ACTION
Failure during approach:
(1) Go-around ..................................Initiate
(2) Applicable procedure ..........Accomplish Refer to Chapter 5;
ABNORMAL
PROCEDURES –
INSTRUMENTS
SYSTEM.
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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
ADC 1 or 2 Erratic PFD data or ADC FAIL annunciation, and ALT/IAS annunciation
on PFDs.
ACTION
First failure during approach (of the two required units):
If above 500 feet AGL, on a stabilized approach:
(1) ADC ............................................ Select 1 or 2.
(2) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 500 feet AGL and non-visual:
Failure of cross-side ADC:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
Failure of on-side ADC:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
FD 1 or 2 Flight director, on applicable side is inoperative. FD 1 (2) FAIL status
message displayed on EICAS.
ACTION
Continue approach, if the following is accomplished above
500 feet AGL:
(1) Autopilot............................... Disengage
(2) AFCS SEL 1 (2) .......................... Select to operative AFCS
channel.
(3) FDs ...........................................Engage
(4) Autopilot....................................Engage
(5) Approach ................................Continue to Category II minima.
If below 500 feet AGL, on a stabilized approach:
(1) Autopilot............................... Disengage
(2) Manual control .........................Resume
(3) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
AFCS PITCH Autopilot pitch trim failure; AP PITCH TRIM caution message displayed
TRIM on EICAS.
ACTION
During coupled approach:
If above 200 feet AGL, on a stabilized approach:
(1) Autopilot............................... Disengage Retrim, then re-engage.
If caution message goes out:
(2) Approach ................................Continue
If caution message persists:
(2) Manual control .........................Resume
(3) Approach ................................Continue to Category I minima.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
AUTOPILOT Autopilot fails to disengage when intentionally disconnected.
DISCONNECT
ACTION
Autopilot fails to disconnect using AP/SP DISC switch on control wheel
during approach to landing:
(1) Autopilot.............................. Disconnect using AP switch on FCP
or AP DISC switch on
FCP or TOGA switch or
AP/SP DISC switch on
other control wheel.
(2) Airplane ......................................... Trim manually using stabilizer
trim switch.
If unable to disconnect autopilot, expect higher than normal control feel
force loads during landing.

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
ILS LOCALIZER ILS deviation error is greater than Category II “window”. Flashing
or GLIDESLOPE localizer or glideslope scale and pointer.
ACTION
Failure during approach:
If above 200 feet AGL, on a stabilized approach:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
HYDRAULICS Any hydraulic system(s) failure(s) annunciated as caution messages
displayed on EICAS (Refer to Chapter 5; ABNORMAL PROCEDURES –
HYDRAULIC POWER).
ACTION
Failure during approach:
If above 200 feet AGL, on a stabilized approach:
(1) Applicable procedure ..........Accomplish Refer to Chapter 5;
ABNORMAL
PROCEDURES –
HYDRAULIC POWER.
(2) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
MAIN Generator failure; GEN 1 (2) OFF caution message displayed on EICAS.
GENERATOR
ACTION
NOTE
AP will disconnect if AFCS 2 is active.
YD 1 or YD 2 may disengage.

(1) Approach ................................Continue to Category I minima, or

initiate go-around.

END

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7. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual are applicable.

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THIS PAGE INTENTIONALLY LEFT BLANK

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 SUPPLEMENTARY PROCEDURES Vol. 1 06−10A−1
Category II Operation REV 36, Nov 27/15

NOTE
The data of this Supplement is to be used when JAA/EASA
operators are conducting Category II operations under JAR−AWO at
Amendment 3.

NOTE
These supplementary procedures do not constitute approval to
conduct Category II operations. Such authorization must be obtained
by the operator from the appropriate authorities.
1. GENERAL
The CL–600, Model 2B16 Challenger airplane (Serial No. 5701 to 6049) has been shown to meet
the airworthiness requirements for Category II Operations contained in Appendix 1 of AC 120−29
and Subpart 2 of JAR AWO, Amendment 3.
The following data must be used when conducting Category II operations.
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
This supplement must, therefore, be read in conjunction with the basic Flight Crew Operating
Manual.
The effect of this Supplement on the basic Flight Crew Operating Manual is given in paragraphs
(2) to (7).

2. INTRODUCTION
The general information in Chapter 1 is applicable.

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 SUPPLEMENTARY PROCEDURES Vol. 1 06−10A−2
Category II Operation REV 46, Mar 01/18

3. OPERATING LIMITATIONS
The operating limitations in Chapter 2 are applicable, except as modified by the following:
• An ILS approach to Category II minima must not be commenced or continued unless all
required airborne equipment, specified in the Category II Required Equipment List below
and their ground installations, are operating satisfactorily.
CATEGORY II REQUIRED EQUIPMENT LIST
EQUIPMENT PRIOR TO APPROACH
VHF NAV 1 and 2 Both must be operational and displayed onside.
PFD 1 and 2 One (1) PFD available and operational for each side.
STAB Channel 1 and 2 One (1) channel must be operational.
Radio Altimeter One must be operational with display on both sides.
IRS Any two (2) must be operational.
ADC 1 and 2 Both must be operational.
FD 1 and 2 Both must be operational.
EFIS Comparator Monitors Must be operational.
AFCS Pitch Trim Must be operational.
Autopilot Must be operational.
Hydraulics (3) All systems must be on and operational.
Electrics Two (2) generators on and sharing load (see NOTE).

NOTE
Approach to Category II minima may be continued with one generator, if
an engine fails during final approach (Refer to ABNORMAL
PROCEDURES).
• Operation of the autopilot is prohibited below 80 feet AGL.
• The approved flap configurations for approach are:
• 45° for all engines operating, and
• 20° for one engine inoperative.
• The minimum decision height for Category II operations is 100 feet AGL.
• Wind limits for autopilot approaches are:
• 8 knots crosswind, and
• 9 knots tailwind.

NOTE
Demonstrated headwind is 16 knots.
• The maximum ILS glidepath angle for Category II operations is 3.5 degrees.
• ATS must be disengaged.
• Use of FMS computed approach performance is prohibited.

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Category II Operation REV 20, Sep 20/11

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable, except as modified by the following:
A. Autopilot Failure
Indication: Abnormal autopilot operation and/or AFCS MSGS FAIL warning message,
“CAVALRY CHARGE” aural and/or flashing AP message on the primary
flight displays.
Continue approach, if the following can be accomplished above 500 feet AGL:
(1) Autopilot ....................................................... Disconnect
(2) AFCS SEL 1(2) switch (centre
pedestal)............................................................... Select to operative AFCS channel.
Check AFCS 1 (2) INOP status
message on.
(3) Autopilot ............................................................ Engage and monitor operation.
(4) Approach ......................................................... Continue to Category II minima.
If below 500 feet AGL, on a stabilized approach:
(1) Autopilot ....................................................... Disconnect
(2) Manual control .................................................. Resume
(3) Approach ......................................................... Continue to Category I minima.
If below 200 feet AGL and non-visual:
(1) Go-around ........................................................... Initiate
END

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5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following:
A. Prior To Approach
Airplane must be properly configured prior to approach:
(1) Landing weight .....................................................Check within limits (Refer to Chapter
6; PERFORMANCE –
LANDING PERFORMANCEof
the Airplane Flight Manual).
(2) NAV SOURCE.......................................................... Set to onside ILS (green) or armed
(cyan) by FMS, for both PFDs.
(3) IRS and ADC source selectors................................. Set to NORM.
(4) RA MINIMUMS ......................................................... Set on both PFDs.
(5) BARO MINIMUMS.................................................... Set as a barometric DH, in case
RA fails.
(6) MIN ALERT .............................................................. Set to RA on both PFDs.
(7) Runway Course ........................................................ Set on both PFDs, or armed
(cyan) by FMS.
(8) EFIS .....................................................................Check that no comparator flags are
displayed.
(9) CAS ......................................................................Check that the following messages
are not displayed:
• AFCS MSGS FAIL warning
message,
• AP PITCH TRIM, EFIS COMP
INOP and EFIS MISCOMP
caution messages,
• FD 1 and 2 FAIL status
messages.
(10) Stabilizer and elevator position ............................Check valid on EICAS or F/CTL
synoptic page.
(11) Approach mode ....................................................... Arm
(12) Expanded lateral deviation
indicator .................................................................Verify displayed on both PFDs at
600 feet AGL.
END

B. Before Landing
(1) Autopilot ........................................................Disengage at an altitude not less than
80 feet AGL.
END

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6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, except as modified by the following:
A. Single Engine Approach and Landing
(1) Approach .......................................................... Conduct under Category I operations.
END

B. Engine Failure During Final Approach

Continue approach, if the following can be accomplished above 800 feet AGL:
(1) Autopilot ....................................................... Disconnect
(2) Operating engine .............................................. Increase thrust, as required.
(3) FLIGHT SPOILER lever ..................................... Ensure retracted.
(4) FLAPS .................................................................. Select to 20° for landing.
(5) Airspeed ........................................................... Increase to VREF + 14 KIAS.
(6) Airplane ............................................................... Retrim
(7) Autopilot ....................................................... Re-engage
(8) Actual landing distance .................................... Increase by a factor of 1.55 (55%), for a
landing without the use of
reverse thrust.
(9) TAWS WARNING, FLAPS OFF ........................ Press in to mute flap aural warning.
At glideslope intercept:
(10) Airplane ............................................................... Retrim directionally as required.

CAUTION
With thrust reversers deployed, a nose-up pitching tendency will occur
at high power settings, particularly at aft centre of gravity light weights.
This tendency is controllable with elevator and may be minimized by
ensuring that nose wheel touchdown is achieved and nose down
elevator applied, before selecting reverse thrust.
If above 800 feet AGL, and the above procedure cannot be accomplished:
(11) Approach .......................................................... Conduct under Category I operations.
If below 800 feet AGL and non-visual:
(12) Go-Around ........................................................... Initiate
After landing or during go-around, at a safe altitude:
(13) Engine shutdown procedure........................ Accomplish If applicable (Refer to
Chapter 5; ABNORMAL
PROCEDURES –
POWERPLANT – In-Flight
Engine Failure/Shutdown
procedure).
END

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures
SYSTEM INDICATION
VHF NAV 1 or 2 ILS receiver, on applicable side, is inoperative.
ACTION
First failure during approach (of the two required units):
If above 500 feet AGL, on a stabilized approach:
(1) NAV SOURCE ............................ Select X-SIDE.
(2) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 500 feet AGL and non-visual:
Failure of cross-side NAV:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
Failure of on-side NAV:
(2) Go-around ..................................Initiate

SYSTEM INDICATION
PFD 1 or 2 Primary flight display, on applicable side, goes blank.
ACTION
Failure during approach:
(1) Display reversionary panel
selector switch ............................ Select to MFD REV.
Applicable MFD defaults
to primary flight display.

SYSTEM INDICATION
STAB CH 1 or 2 Horizontal stabilizer trim, on applicable side, is inoperative.
STAB CH 1 (2) INOP status message displayed on EICAS.
ACTION
Single channel failure:
(1) Approach ................................Continue
Dual channel failure
(STAB TRIM caution message on; autopilot may disengage):
(1) Go-around ..................................Initiate
Dual channel failure during final approach (in stabilized trim condition):
(2) Approach ................................Continue to Category I minima.

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
RADIO False radio altimeter height on both PFDs, and red or amber RA
ALTIMETER annunciation on both PFDs.
ACTION
Failure (of 2nd radio altimeter) during approach:
If above 200 feet AGL, on a stabilized approach:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
IRS Erratic PFD data or ATT annunciation, and HDG/ROL/PIT annunciation
on PFDs.
ACTION
First failure during the approach (AP will disconnect):
If above 500 feet AGL, on a stabilized approach:
(1) Manual control .........................Resume
(2) IRS source .................................. Select an operative IRS (If IRS
3 is installed, AP will be
available).
(3) Approach ................................Continue to Category I minima, if
only one IRS available.
If below 500 feet AGL and non-visual:
(1) Manual control .........................Resume
(2) Go-around ..................................Initiate

SYSTEM INDICATION
EFIS Comparator EFIS COMP INOP (EFIS comparator failure) caution message or EFIS
MISCOMP caution message displayed on EICAS and any of the
ALT/HDG/IAS/PIT/ROL/LOC/GS annunciations on PFDs.
ACTION
Failure during approach:
(1) Go-around ..................................Initiate
(2) Applicable procedure ..........Accomplish Refer to Chapter 5;
ABNORMAL
PROCEDURES –
INSTRUMENTS
SYSTEM.
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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
ADC 1 or 2 Erratic PFD data or ADC FAIL annunciation, and ALT/IAS annunciation
on PFDs.
ACTION
First failure during approach (of the two required units):
If above 500 feet AGL, on a stabilized approach:
(1) ADC ............................................ Select 1 or 2.
(2) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 500 feet AGL and non-visual:
Failure of cross-side ADC:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
Failure of on-side ADC:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
FD 1 or 2 Flight director, on applicable side is inoperative. FD 1 (2) FAIL status
message displayed on EICAS.
ACTION
Continue approach, if the following is accomplished above
500 feet AGL:
(1) Autopilot............................... Disengage
(2) AFCS SEL 1 (2) .......................... Select to operative AFCS
channel.
(3) FDs ...........................................Engage
(4) Autopilot....................................Engage
(5) Approach ................................Continue to Category II minima.
If below 500 feet AGL, on a stabilized approach:
(1) Autopilot............................... Disengage
(2) Manual control .........................Resume
(3) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
AFCS PITCH Autopilot pitch trim failure; AP PITCH TRIM caution message displayed
TRIM on EICAS.
ACTION
During coupled approach:
If above 200 feet AGL, on a stabilized approach:
(1) Autopilot............................... Disengage Retrim, then re-engage.
If caution message goes out:
(2) Approach ................................Continue
If caution message persists:
(2) Manual control .........................Resume
(3) Approach ................................Continue to Category I minima.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
AUTOPILOT Autopilot fails to disengage when intentionally disconnected.
DISCONNECT
ACTION
Autopilot fails to disconnect using AP/SP DISC switch on control wheel
during approach to landing:
(1) Autopilot.............................. Disconnect using AP switch on FCP
or AP DISC switch on
FCP or TOGA switch or
AP/SP DISC switch on
other control wheel.
(2) Airplane ......................................... Trim manually using stabilizer
trim switch.
If unable to disconnect autopilot, expect higher than normal control feel
force loads during landing.

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6. ABNORMAL PROCEDURES (CONT'D)

C. System Failures (Cont’d)

SYSTEM INDICATION
ILS LOCALIZER ILS deviation error is greater than Category II “window”. Flashing
or GLIDESLOPE localizer or glideslope scale and pointer.
ACTION
Failure during approach:
If above 200 feet AGL, on a stabilized approach:
(1) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
HYDRAULICS Any hydraulic system(s) failure(s) annunciated as caution messages
displayed on EICAS (Refer to Chapter 5; ABNORMAL PROCEDURES –
HYDRAULIC POWER).
ACTION
Failure during approach:
If above 200 feet AGL, on a stabilized approach:
(1) Applicable procedure ..........Accomplish Refer to Chapter 5;
ABNORMAL
PROCEDURES –
HYDRAULIC POWER.
(2) Approach ................................Continue to Category I minima, or
initiate go-around.
If below 200 feet AGL and non-visual:
(1) Go-around ..................................Initiate

SYSTEM INDICATION
MAIN Generator failure; GEN 1 (2) OFF caution message displayed on EICAS.
GENERATOR
ACTION
NOTE
AP will disconnect if AFCS 2 is active.
YD 1 or YD 2 may disengage.

(1) Approach ................................Continue to Category I minima, or

initiate go-around.

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7. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable, except as
modified by Supplement 4A of the Airplane Flight Manual.

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Super-Cooled Large Droplet Icing Oct 05/06

1. ICING CONDITIONS
Icing conditions exist when the total air temperature is below 10°C (50°F), and visible moisture is
present in any form. This includes cloud, fog, mist, rain, snow, sleet and ice crystals. Regardless
of visible ambient moisture and temperature clues, icing conditions also exist when there are
visible signs of ice accumulation on the airplane, or when indicated by the ice detection system.

2. CLOUD FORMS
In discussion of icing, cloud types can be categorized into two general classifications; stratiform
(layer type clouds) or cumuliform (rising, thunderstorm) clouds. The certification requirements
define icing envelopes conforming to these cloud types, corresponding to continuous (stratiform)
icing and intermittent (cumulous) icing types.

3. ICING PROCESS
Icing results from super-cooled water droplets that remain in a liquid state, at temperatures below
freezing. In general, leading edge structures, passing through such conditions, will cause a
certain number of these droplets to impact the leading edge surface, and freeze. A relatively
large or bluff body will generate a large pressure wave ahead of the leading edge, which forces
the air and many of the smaller droplets around it. Only droplets with sufficient mass and inertia
will impact the surface and freeze. Conversely, a narrow leading edge radius generates a smaller
pressure wave, and so collects more of the lower mass inertia droplets. Ice will thus tend to
accumulate at a greater rate on the (smaller, narrower) tail leading surfaces. Ice will also tend to
accumulate in greater quantities, and cover a larger part of the leading edge, if the ambient liquid
water droplets are relatively large.

4. ICE FORM
Three recognizable ice forms exist; rime ice (opaque), glaze ice (clear) and frost. It is also
common to observe mixed form icing, comprised of mixed glaze and rime ice forms.
• Rime ice is rough and opaque in appearance, and generally forms a pointed or streamlined
shape on the leading edge.
• Glaze ice is transparent, and often produces a wedge shape or concave ice shape with
double horns. This is caused by partial run back of the impinging water droplets to positions
aft of the stagnation point. Ice initially forms here as a thin layer of sandpaper ice, which
then grows to form the glaze horns.
• Frost may form as a thin layer of crystalline ice on all exposed airplane surfaces. Frost is
generally associated with ground operations.

5. SUPER-COOLED LARGE DROPLET ICING CONDITIONS

Super-cooled large droplet icing conditions are distinct from the icing described above, because
of the propensity for the ambient liquid water to be contained in droplets of relatively large mass
and inertia. This causes a larger proportion of the water to impact the leading edge surfaces. In
addition, the droplets impacting the surface will do so further aft than smaller droplets. On the
protected wing surfaces this may result in formation of ice ridges.

6. RECOGNITION OF SUPER-COOLED LARGE DROPLET ICING CONDITIONS

It is known that super-cooled large droplet (SLD) icing conditions may be prevalent in pristine
atmospheres typical of coastal maritime environments, however, there are no defined means for
prior indication of SLD icing conditions, or for differentiating SLD from other icing conditions.
The presence of SLD icing can only be determined by observation of the resulting ice
accumulation on unprotected surfaces.

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6. RECOGNITION OF SUPER-COOLED LARGE DROPLET ICING CONDITIONS (CONT'D)

The indicator for differentiating SLD icing is observation of ice accumulation on the flight
compartment (cockpit) side windows. Any ice accumulation on the side windows should be taken
as the indication that SLD icing conditions are present.

7. PROCEDURES
Operation in SLD icing conditions is prohibited. Following recognition of SLD icing conditions by
observation of side window icing, the engine cowl and wing anti-icing systems must be activated.
Even with anti-icing systems being active, it is necessary to leave SLD icing conditions
immediately.
After leaving SLD icing conditions, the wing leading edges should be observed for signs of ice
formation aft of the heated leading edge area. If ice is observed aft of the leading edge, then the
Ice Dispersal Procedure should be accomplished (Refer to Chapter 5; ABNORMAL
PROCEDURES – ICE AND RAIN PROTECTION – Ice Dispersal Procedure).

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Cold Weather Operations Oct 05/06

1. GENERAL
The winter season presents additional problems to airplane operations, resulting from low
temperatures, the potentially hazardous effects of precipitation contaminating the airplane and
the aircraft movement area, and extreme turbulence. Removal of contaminants on runway
surfaces, taxiways, aprons, holding bays and other areas, rests on the administration of the
airports concerned, based on flight safety and schedule considerations. However, it is the
ultimate responsibility of the pilot-in-command to make sure that the airplane is in a condition for
safe flight prior to take-off. Use of the ATIS or other means to acquire accurate ambient
temperature and other pertinent meteorological conditions can not be overemphasized. The
indicated SAT on EFIS cannot be used before take-off, since the TAT probe gives inaccurate
readings on the ground when the airplane is static or at low forward speed.
Adherence to the procedures in this section ensures an aerodynamically clean aircraft before
take-off. When operating in such conditions, these procedures account for operational hazards
associated with frozen contamination.
In all cases, it is assumed that the decision to operate is based on the general rules of good
airmanship applicable in cold weather operations, and on the assurance that the operational and
system limitations will not be exceeded (Refer to Chapter 2; LIMITATIONS). Under these
provisions, the procedures given in the following section have been provided to supplement the
normal operating procedures, with the goal of enhancing flight safety, and assisting in obtaining
maximum performance from the airplane. In no circumstances, however, do they warrant
operations in conditions imposing demands beyond the capabilities of the airplane or its flight
crew.

2. DEFINITIONS
A. Cold Weather Operations
Cold weather operations refer to ground handling, take-offs and landings conducted on
surface conditions where frozen moisture is present, or conditions are conducive to moisture
freezing. These conditions are commonly encountered when the surface temperature is at or
below 0°C (32°F), although frozen moisture may be present and persist for a significant time
at higher temperatures. Examples of this latter condition are the penetration of heavy frozen
precipitation to ground level when surface temperature is near freezing, and the formation of
frozen condensation on airframe surfaces in contact with cold fuel.
Cold soaking is the effect cold fuel in the tanks may have on moisture present on the upper
and lower wing surfaces. If fuel temperature is 0°C (32°F) or below, it is possible to have clear
ice or frost on the wing, with the ambient air temperatures above freezing. The wing surfaces
must be below freezing temperatures for frost to form, even though the ambient temperatures
may be above freezing.

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2. DEFINITIONS (CONT'D)
B. Contaminants
(1) SLUSH
Slush is snow, saturated with water, which displaces with a splatter when stepped on
firmly. It is encountered at temperatures up to 5°C (41°F).
(2) WET SNOW
Wet snow will easily stick together, and tends to form a snowball if compacted by hand.
(3) DRY SNOW
Dry snow is loose and can easily be blown. If compacted by hand, it will readily fall apart
again.
(4) FROST
Frost forms from the slow deposition of ice crystals on cold surfaces directly from water
vapor in the air. The frost-forming surface must be below freezing temperatures for frost to
form, even though the ambient temperature may be above freezing. Frost appears as a
white crystalline deposit that usually develops uniformly on exposed surfaces during
below-freezing, calm and cloudless nights with a high ambient dewpoint. The deposit is
thin enough for surface features underneath, such as paint lines, markings and lettering,
to be distinguished.
(5) ICE
Two types of ice, rime and clear ice, commonly affect aircraft operations:
• Rime ice:
Although rime ice is more commonly found in flight, it may occur on the ground when
conditions are favorable. Rime ice may occur on the ground in low temperatures, with
a low concentration of small super-cooled water droplets and moderate winds. It
appears as an opaque and rough ice surface that adheres to surfaces exposed to
wind. It can easily be detected and is easily removed by application of
deicing/anti-icing fluids.
• Clear ice:
Clear ice can occur in flight or on the ground. It forms at temperatures at or just below
0°C (32°F) with a high concentration of large super−cooled water droplets. Clear ice is
hard, and appears as a smooth and glassy coating that can be very difficult to detect
without a tactile inspection. Clear ice may not be seen during a walkaround,
particularly if the wing is wet, or during night time operations. Clear ice adheres firmly
to surfaces, and is difficult to remove, requiring special care during deicing/anti-icing.
(6) DEHYDRATED DEICING/ANTI-ICING FLUIDS
If deicing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluid can become
a contaminant. Deicing, and especially anti-icing, fluids are designed to adhere to airplane
surfaces, and shear off at speeds approaching take-off speeds.
If left on airplane surfaces for long periods of time (overnight), they may dehydrate and
form a gel or dried deposit that will not shear off, even at high speeds. This contaminant
will severely affect airplane performance and lift.

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2. DEFINITIONS (CONT'D)
C. Critical Surfaces
Critical surfaces are defined to be wings, horizontal stabilizer, vertical stabilizer, control
surfaces and engine inlets.
Although the upper fuselage is not defined as a critical surface, it must nonetheless be deiced
to remove contamination, other than allowable frost, anytime the wing and tail surfaces
require deicing. Contamination of the upper surface of the fuselage with frost (through which it
is possible to distinguish surface features, markings and lines), is considered allowable.
The aerodynamically critical surfaces of the horizontal stabilizer are the leading edge and the
under surface. A visual inspection of these surfaces must be made to determine the extent of
contamination before each flight.
The upper surface of the horizontal stabilizer may not be visible from the ground. A
comparative analysis of the non-visible horizontal stabilizer upper surface may be used to
validate the condition of the surface. The wing should be used as the comparative surface.
If the inspection of the wing dictates that there is a requirement to deice/anti-ice, then the
horizontal stabilizer and elevator must also be deiced/anti-iced. Conversely, if the visual
inspection of the wing dictates that there is not a requirement to deice/anti-ice then the
horizontal stabilizer and elevator upper surfaces need not be deiced/anti-iced.
It is ultimately the responsibility of the pilot-in-command to see that the airplane is in a
condition for safe flight prior to take-off. If the pilot-in-command has any doubt as to the
cleanliness of the aircraft, then the aircraft must be deiced.

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2. DEFINITIONS (CONT'D)

DO NOT SPRAY DEICING/ANTI−ICING

FLUID IN ENGINE INLETS

DO NOT SPRAY DEICING/ANTI−ICING

FLUID ON WHEEL BRAKE ASSEMBLIES

DO NOT SPRAY
CF60506_001US

DEICING/ANTI−ICING
FLUID IN APU INLET

Critical Surfaces
Figure 06−12−1

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3. LIMITATIONS
Refer to Chapter 2; LIMITATIONS.

4. AIRFRAME CONTAMINATION
Cold weather operations present specific challenges in keeping an airplane free of contaminants.
A. Clean Aircraft Concept
The Clean Aircraft Concept (aerodynamically clean) prohibits take-off when frost, ice, snow,
or other contaminants are present on the airplane’s critical surfaces.
The performance data for this airplane are based on the clean aircraft concept. This means
that all performance values are based on the airplane being aerodynamically clean prior to
take-off. Failure to remove contaminants will result in adverse effects on airplane
performance and flight characteristics. These adverse effects can include the following:
• Decreased thrust
• Decreased lift
• Increased drag
• Increased stall speeds
• Trim changes
• Altered stall characteristics
• Altered handling qualities.
The removal procedures for frost, ice and snow from the surfaces of the airplane prior to
take-off, as described in this section, depend upon the deicing/anti-icing facilities, methods
and types of fluid available at the airports involved. Deicing/anti-icing must be accomplished
at the last possible time prior to take-off, to maximize the time that anti-icing will be able to
provide protection (holdover time).

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4. AIRFRAME CONTAMINATION (CONT'D)

B. General Precautions
The following general precautions must be observed in cold weather operations:
(1) It must never be assumed that an apparently dry and loose form of frozen moisture, for
example, dry snow, will be removed by the slipstream during the initial take-off roll. For
instance, on an airplane removed from a warm hangar, a dry snowfall that remains free
and uncompacted on the ground may melt, and later refreeze, to form ice that sticks to
the surfaces of the airplane.
(2) Before each flight, a thorough inspection of critical surfaces must be made to determine
the extent of contamination on them. This inspection must be made by the
pilot-in-command (PIC) or by other trained and approved personnel qualified to report
its results directly to the PIC. Deicing and anti-icing are part of flight operations, and
remain under the authority of the PIC.
(3) After deicing, another inspection, subject to the same qualifications mentioned in
paragraph (2) above, must be made to confirm that all contamination is removed.
(4) If, during the period between the completion of deicing and take-off, there is the
possibility that the airplane may again be contaminated, anti-icing protection, usually in
the form of deicing/anti-icing fluid, must be provided. The period of effective anti-icing,
known as holdover time, must be longer than the period between deicing and take-off.
Holdover times start at the beginning of the final deicing procedure.
(5) If, during the conditions described in paragraph (4) above, take-off cannot be started
prior to the expiration of the holdover time, the airplane must again be inspected and
deiced, if necessary, before attempting take-off.
A one−step deicing/anti−icing procedure is only possible on a clean aircraft. If ice, snow or
frost is found on the airplane, or when visible precipitation continues to fall, extended anti-ice
protection is required. In these conditions, the application of deicing/anti-icing fluids must be
accomplished in two separate steps, which will provide adequate protection in most
environmental conditions. The characteristics of the various deicing/anti-icing fluids used in
carrying out these operations are described later in this section.
C. Wet Aircraft and Temperatures Greater Than 0°C (32°F) but Less Than 5°C (41°F)
Consideration of the following should be made as to whether the aircraft should be
deiced/anti-iced:
(1) Conditions such as wind and forecast temperature. If temperatures are dropping, or are
forecasted to drop, treatment with Type I fluid should be considered.
(2) When an aircraft is wet due to light rain or mist, and the AFM icing definition of “visible
moisture” and “less than 5°C (41°F)” is satisfied. In such a situation, the AFM limitations
require the use of wing anti-ice for take-off.
(3) If the aircraft is wet because it has been cleaned with hot water, but there is no visible
moisture in the air, then the wing is at the same risk of being contaminated as if the
aircraft was taxiing in slush or pooled water on taxiways/runways. The use of wing
anti-ice is required for such conditions.
D. Clear Ice Due to Cold Fuel
Pilots must be aware of the effect that cold fuel in the tanks may have on moisture present on
the wing upper and lower surfaces. If fuel temperature is 0°C (32°F) or below, it is possible to
have clear ice on the wing with the temperature above freezing.

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4. AIRFRAME CONTAMINATION (CONT'D)

Pilots must ensure that the wing upper surface is free of clear ice by means of a tactile
(touch) check. Clear ice must be removed.
E. Frost Due to Cold Soaked Fuel
Wing frost, caused by cold soaked fuel, can form on the upper and lower surfaces of the wing
even at temperatures significantly above freezing. Frost on the upper surface of the wing
must be removed.
Take-off with the following accumulation of frost, due to cold soaked fuel, on the underside of
the wing fuel tank area is permissible:
• Maximum 3 mm (1/8 inch) layer of frost.
F. Frost on the Upper Surface of the Fuselage
Frost on the upper fuselage surface is not required to be removed, if it is possible to
distinguish surface features (markings and lines). Frost in excess of this must be removed
from the fuselage.

5. PRE-FLIGHT PREPARATION
A. External Safety Inspection
The removal of contaminants from the airplane is a maintenance function: however, the flight
crew should be diligent during the pre-flight preparation to inspect areas where adherence
and accumulation of frost, ice, and snow could seriously affect normal systems operations.
(1) All protective covers ....................................... Removed • Probe covers (pitot and
static), TAT, ice detector,
AOA vane, and fuel NACA
vent covers.
• Wheel covers (nose and
main landing gear)
• Intake and exhaust covers
(engines, APU, ram air
scoop, and air-conditioning
packs).
(2) Pitot and static probes ........................................... Clear and not obstructed.
(3) AOA vanes ............................................Free movement
(4) Windshield ............................................................. Clear of ice and snow.

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5. PRE-FLIGHT PREPARATION (CONT'D)

A. External Safety Inspection (Cont’d)
(5) Airplane surfaces................................................... Clear of frost, ice, snow and
dehydrated deicing/anti-icing
fluids.

NOTE
1. During snowfall, freezing rain and drifting snow, it is possible
for snow and melting ice to penetrate into hinges, operating
linkages, drainage openings and vents, and then refreeze. The
above mentioned areas should be checked with diligence.
2. Take-off is permitted with frost on the upper surface of the
fuselage, through which it is possible to distinguish surface
features (markings and lines).
3. Take-off is permitted with frost adhering to the underside of the
wing that is caused by cold soaked fuel. Maximum 3 mm
(1/8 inch) layer of frost.
(6) Nosewheel and main landing gear
area ....................................................................... Clear of frost, ice and snow.
Check the following:
• Latching and operating
mechanisms are free and
clear of any accumulation
(uplocks/downlocks).
• Electrical components
(connectors, cables and
micro-switches) for
evidence of water ingress.
• Gear doors are free from
accumulations.
• Tire pressure is acceptable
and wheels are not frozen
to the ground.
(7) APU and air-conditioning intake
and exhaust areas ................................................. Clear of frost, ice, and snow.
(8) Engine inlet and cowlings ...................................... Clear of frost, ice, and snow.
Check the following:
• Fan rotation, as applicable.
• Drain lines are clear.
(9) Fuel tanks and hydraulic
components ..........................................................Check for evidence of leaks.
(10) Water system and drain masts .............................Check for evidence of freezing.

t
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Cold Weather Operations Oct 05/06

5. PRE-FLIGHT PREPARATION (CONT'D)

A. External Safety Inspection (Cont’d)
(11) APU and main airplane battery ............................Check installed and charged.
Precautionary measures for
extremely low temperatures
may have entailed overnight
removal of the airplane
batteries.

NOTE
If the batteries were removed, the fuel used indication on the FMS
will remain from the previous flight. When the batteries are
reinstalled, the fuel used should be manually reset to zero.
END

B. Cockpit and Cabin Preparation

(1) BATT MASTER switch ............................................. ON
(2) APU ........................................................................ Start
(3) AIR-CONDITIONING, L and R
PACK switch/lights ............................................ Press in Check L and R PACK OFF
lights out.
(4) AIR-CONDITIONING, CABIN and
CKPT mode selectors .............................................. Set to NORM.
(5) AIR-CONDITIONING, CABIN and
CKPT TEMP control switches ..................... As required
If airplane is cold soaked at temperatures below −20°C (−4°F):
(6) AIR-CONDITIONING, CABIN
TEMP control switch............................................... HOT to warm up the cabin to a
comfortable level
(approximately 10°C (50° F) or
higher) before the passengers
board aircraft.
(7) Main door and exits ..............................Check operation Check that the main
passenger door can be
opened properly.
Check that there are no
messages on the door
synoptic page.
END

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 SUPPLEMENTARY PROCEDURES Vol. 1 06−12−10
Cold Weather Operations REV 41, Nov 28/16

6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION

A. Deicing/Anti-Icing Fluids
The application of deicing/anti-icing fluid is the most common means of effecting ground
deicing and anti-ice protection. These fluids are water/glycol solutions, commonly referred to
as Type I (AMS 1424), Type II (AMS 1428), Type III (AMS 1428) and Type IV (AMS 1428).
Any deicing/anti-icing fluids, approved to these specifications, can be used to deice/anti-ice
the airplane, provided the manufacturer’s recommendations and appropriate holdover times
are respected.
(1) TYPE I FLUIDS
In concentrated form, these fluids contain glycols to a minimum concentration of 80%, but
with no thickening agents. Their resulting low viscosity and very short holdover time
provide very limited anti-icing protection.
It is apparent that except in the case of frost or freezing fog, the duration of anti-icing
protection provided by Type I fluid is inadequate, unless take-off can be made almost
immediately after deicing. Therefore, if conditions require effective ground anti-icing, it is
imperative that Type II, III or IV fluid be available for use.
(2) TYPE II AND TYPE IV FLUIDS
These fluids contain glycols to a minimum concentration of 50%, as well as thickening
agents. Their relatively high viscosity permits the application of a layer of fluid that is
effective in deicing, and persists for a significant holdover time to provide anti-icing.
During take-off, the slipstream imparts a shear stress to the fluid layer, causing it to flow
off the surface to which it was applied.
(3) TYPE III FLUIDS
Type III is a thickened fluid which has properties that lie between Types I and II.
Therefore, it provides a longer holdover time than Type I but less than Type II.

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

B. Holdover and Allowance Times
Having flaps extended prior to deicing/anti-icing, accelerates anti-icing fluid degradation off
aircraft wings and decreases the holdover and allowance to 76% of the flap retracted times.
Holdover and allowance time tables are provided for both retracted and deployed flaps. The
holdover and allowance time tables for flaps retracted prior to deicing/anti-icing, can be used
if flaps are deployed as close to departure as safety allows.
(1) HOLDOVER TIME
Holdover time is the estimated time that an application of an approved deicing/anti-icing
fluid is effective in preventing frost, ice, or snow from adhering to treated surfaces.
Holdover time is calculated as beginning at the start of the final application of an approved
deicing/anti-icing fluid, and as expiring when the fluid is no longer effective.
The fluid is no longer effective when its ability to absorb more precipitation has been
exceeded. This produces a visible surface build-up of contamination.
Anti-icing effectiveness, however, is subject to many more variables than are usually
present in deicing. Of fundamental concern to the aircrew is the calculation of the
anti-icing holdover time available after deicing, given prevailing conditions and use of a
particular fluid. To provide some assistance, tables are provided to show holdover times
for Type I, Type II, Type III, and Type IV fluids, as influenced by the kind of freezing
precipitation present.
These tables do not account for all the factors that influence holdover time. Diverse and
individually variable factors, such as fluid temperature, relative humidity, wind direction
and speed, can significantly shorten the holdover times shown in these tables.

NOTE
Guidelines for holdover times and deicing fluid application are revised every
year, according to the Transport Canada TP 14052 and associated holdover
time guidelines document. The current holdover time documents are
available at the following web-sites:

www.tc.gc.ca/eng/civilaviation/standards/commerce-holdovertime-menu-1877.htm
www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

(2) SNOWFALL INTENSITY
Use the following table to determine the snowfall intensity (including snow grains and
snow pellets).

SNOWFALL INTENSITY AS A FUNCTION OF VISIBILITY

Temperature Range Visibility in Snow in Statute Miles (Meters)
Lighting
C F Heavy Moderate Light Very Light
1 1 to 2 1/2 2 1/2 to 4 4
30 and above
( 1600) ( 1600 to 4000) ( 4000 to 6400) ( 6400)
Darkness
3/4 3/4 to 1 1/2 1 1/2 to 3 3
below below 30
( 1200) ( 1200 to 2400) ( 2400 to 4800) ( 4800)

DFO1_0612_014D
1/2 1/2 to 1 1/2 1 1/2 to 3 3
and above 30 and above
( 800) ( 800 to 2400) ( 2400 to 4800) ( 4800)
Daylight
3/8 3/8 to 7/8 7/8 to 2 2
below below 30
( 600) ( 600 to 1400) ( 1400 to 3200) ( 3200)

Snowfall Intensity as a Function of Visibility

Figure 06−12−2

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

(3) HOLDOVER TABLES

CAUTION
1. Takeoff after the longest applicable holdover time has been exceeded is
not permitted for Type I fluids.
2. The only acceptable decision-making criteria for takeoff without a
pre-takeoff contamination inspection, is the shortest time within the
applicable holdover timetable cell.
3. For all types of deicing fluid, the time of protection will be shortened in
heavy weather conditions, heavy precipitation rates or high moisture
content. High wind velocity or jet blast may reduce holdover time below
the lowest time stated in the range. Holdover time may also be reduced
when airplane skin temperature is lower than OAT.
4. Fluids used during ground deicing/anti-icing do not provide in-flight icing
protection.

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

SAE TYPE I FLUIDS FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

OAT [1], [2] Holdover Times (minutes)

Snow, Snow Grains or

Rain on
Freezing Snow Pellets Freezing Light Cold Other
C F Fog or Ice Drizzle Freezing [6]
Very Light [4] Soaked
Crystals Light Rain
[3] [3]
Moderate Wing [5]

and 27 and
11 18 22 11 11 6 5
above above

below below 27
14 17 8 9 6
to to 21

below below 21
11 13 11 6 7 5
to to 14 No holdover time
below guidelines exist
below 14 9 7 8 7 4

[1] Type I fluid/water mixture must be selected so that the freezing point of the mixture is at least 10 C
(18 F) below outside air temperature.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain .

GF0701_040B
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.

Type I Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti-Icing

Figure 06−12−3

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

SAE TYPE I FLUIDS FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

OAT [1], [2] Holdover Times (minutes)

Snow, Snow Grains or

Rain on
Freezing Snow Pellets Freezing Light Cold Other
C F Fog or Ice Drizzle Freezing [6]
Very Light [4] Soaked
Crystals Light Rain
[3] [3]
Moderate Wing [5]

and 27 and
14 17
above above

below below 27
11 13 1
to to 21

below below 21
8 10
to to 14 No holdover time
below guidelines exist
below 14 5 6

[1] Type I fluid/water mixture must be selected so that the freezing point of the mixture is at least 10 C
(18 F) below outside air temperature.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.

GF0701_037C
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.

Type I Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti-Icing

Figure 06−12−4

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

SAE TYPE II FLUIDS FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type II Fluid
OAT [1] Holdover Times (minutes)
Concentration

Snow, Snow Rain on

Freezing Grains or Freezing Light
Fluid/Water Cold Other
C F Fog or Ice Snow Pellets Drizzle Freezing [5]
(% by Volume) [3] Soaked
Crystals Rain
[2] Wing [4]

100 / 0 10
and 27 and 75 / 25
above above
50 / 50

100 / 0
below below 27
to to 18 75 / 25

100 / 0
below below 18
to 14 to 7 75 / 25
below below 7
100 / 0 25 2 7
to to 0
No holdover time
below below 0 guidelines exist
100 / 0 25 [6] 1 3 [6]
to to

below below
100 / 0 25 [6] 0 1 [6]
to LOUT to LOUT

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type II fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
GF0701_027D

identification of freezing drizzle is not possible.

[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 1 F).

Type II Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti-Icing

Figure 06−12−5

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

SAE TYPE II FLUIDS FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type II Fluid
OAT [1] Holdover Times (minutes)
Concentration

Snow, Snow Rain on

Freezing Grains or Freezing Light
Fluid/Water Cold Other
C F Fog or Ice Snow Pellets Drizzle Freezing [5]
(% by Volume) [3] Soaked
Crystals Rain
[2] Wing [4]

100 / 0
and 27 and 75 / 25 1 1
above above
50 / 50 1 1

100 / 0 1
below below 27
to to 18 75 / 25 1 1

100 / 0 1 1
below below 18
to 14 to 7 75 / 25 1 1
below below 7
100 / 0 1 19 2 5
to to 0

below below 0
100 / 0 1 19 [6] 1 2 [6] No holdover time
to to
guidelines exist
below below
100 / 0 1 19 [6] 0 1 [6]
to LOUT to LOUT

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type II fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive GF0701_028D
identification of freezing drizzle is not possible.
[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 1 F).

Type II Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti-Icing

Figure 06−12−6

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

ALLCLEAR AEROCLEAR MAX HIGH SPEED TYPE III FLUID APPLIED UNHEATED
FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING
APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type III Fluid

OAT [2] Holdover Times (minutes) [1]
Concentration

Snow, Snow Grains or

Rain on
Freezing Snow Pellets Freezing Light
Fluid/Water Cold Other
C F Fog or Ice Drizzle Freezing [6]
(% by Volume) Very [4] Soaked
Crystals Light Rain
Moderate Wing [5]
Light [3] [3]

and 27 and
100 / 0 15 80 105
above above

below below
to 27 to 100 / 0 80 105
14

below below
to 14 to 100 / 0 80 105
No holdover time
below below guidelines exist
to to 100 / 0 45 60

[1] Fluid must be applied unheated. No holdover time guidelines exist for this fluid applied heated.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type III fluid cannot be used.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive GF0701_031C
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.

AllClear Unheated Type III Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti-Icing
Figure 06−12−7

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

ALLCLEAR AEROCLEAR MAX HIGH SPEED TYPE III FLUID APPLIED UNHEATED
FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING
APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type III Fluid

OAT [2] Holdover Times (minutes) [1]
Concentration

Snow, Snow Grains or

Rain on
Freezing Snow Pellets Freezing Light
Fluid/Water Cold Other
C F Fog or Ice Drizzle Freezing [6]
(% by Volume) Very [4] Soaked
Crystals Light Rain
Moderate Wing [5]
Light [3] [3]

and 27 and
100 / 0 61 80 1
above above

below below
to 27 to 100 / 0 61 80 1
14

below below
to 14 to 100 / 0 61 80

below below
No holdover time
to to 100 / 0 34 46
guidelines exist
[1] Fluid must be applied unheated. No holdover time guidelines exist for this fluid applied heated.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type III fluid cannot be used.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.

GF0701_032C
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.

AllClear Unheated Type III Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti-Icing
Figure 06−12−8

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

SAE TYPE IV FLUIDS FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type IV Fluid
OAT [1] Holdover Times (minutes)
Concentration

Snow, Snow Grains or Snow

Pellets Rain on
Freezing Freezing Light
Fluid/Water Cold Other
C F Fog or Ice Very
Moderate
Drizzle Freezing
Soaked [5]
(% by Volume) Light [3] Rain
Crystals Light [2] Wing [4]
[2]

100 / 0 120
and 27 and 75 / 25 120
above above
50 / 50 60 70
below 100 / 0 110 120 10
below 27
to
to 18
75 / 25 110 120 10

below 100 / 0 80 100

below 18
to
to 7 75 / 25 100

below
below 7
to 100 / 0 30 45 9 30 2 9
to 0

below
to
below 0
100 / 0
10 20 3 10 1 3 No holdover time
[6] [6] [6] [6]
to guidelines exist
below below
7 10 2 7 0 2
to to 100 / 0 [6] [6] [6] [6]
LOUT LOUT

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type IV fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
GF0701_041C

identification of freezing drizzle is not possible.

[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 5 F)

Type IV Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti-Icing

Figure 06−12−9

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

SAE TYPE IV FLUIDS FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS
Type IV Fluid
OAT [1] Holdover Times (minutes)
Concentration

Snow, Snow Grains or Snow

Pellets Rain on
Freezing Freezing Light
C F Fluid/Water Cold Other
Fog or Ice Very Drizzle Freezing [5]
(% by Volume) Light Moderate [3] Soaked
Crystals Light [2] Rain [4]
[2] Wing

100 / 0 106 120

and 27 and 75 / 25 95 110
above above
50 / 50 46 53 1

below 100 / 0 84 106

below 27
to
to 18 75 / 25 84 99 1

below 100 / 0 61 76
below 18
to
to 7 75 / 25 76 91 1

below
below 7
to 100 / 0 23 34 7 23 2 7
to 0

below
to
below 0
100 / 0
8 15 2 8 1 2 No holdover time
[6] [6] [6] [6]
to guidelines exist
below below
5 8 2 5 0 2
to to 100 / 0 [6] [6] [6] [6]
LOUT LOUT
[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type IV fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
GF0701_033D

identification of freezing drizzle is not possible.

[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 5 F)

Type IV Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti-Icing

Figure 06−12−10

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

GF0701_038

Active Frost Holdover Times − Flaps Retracted Prior to Deicing/Anti-Icing

Figure 06−12−11

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

GF0701_039

Active Frost Holdover Times − Flaps Deployed Prior to Deicing/Anti-Icing

Figure 06−12−12

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

(4) ICE PELLET AND SMALL HAIL ALLOWANCE
Operators with a deicing program updated to include the allowance time information will
be allowed, in the specified ice pellet and small hail conditions, up to the specific
allowance time, to commence the takeoff with the following restrictions:
(a) The aircraft critical surfaces must be free of contaminants before applying anti-icing
fluid. If not, the aircraft must be properly deiced and checked to be free of
contaminants before the application of anti-icing fluid.
(b) The allowance time is valid only if the aircraft is anti-iced with undiluted Type III or
Type IV fluid.
(c) The Type III allowance times are only applicable for unheated anti-icing fluid
applications.
(d) Due to the shearing qualities of Type III and Type IV fluids with imbedded ice pellets,
allowance times are limited to aircraft with rotation speeds as indicated in the
allowance times tables.
(e) If takeoff is not accomplished within the applicable allowance time, the aircraft must be
completely deiced, and if precipitation is still present, anti-iced again prior to a
subsequent takeoff. If the precipitation stops at or before the time limits of the
applicable allowance time and does not restart, the aircraft may takeoff up to
90 minutes after the start of the application of the Type III or Type IV anti-icing fluid.
These allowance times are from the start of the anti-icing fluid application.
Additionally, if the ice pellet condition stops, and the allowance time has not been
exceeded, the operator is permitted to consider the anti-icing fluid effective without
any further action up to 90 minutes after the start of the application time of the
anti-icing fluid. To use this guidance in the following conditions, the outside air
temperature (OAT) must remain constant or increase during the 90−minute period:
• light ice pellets mixed with freezing drizzle;
• light ice pellets mixed with freezing rain and
• light ice pellets mixed with rain.
(f) A pre-takeoff contamination inspection is not required. The allowance time cannot be
extended by an internal or external inspection of the aircraft critical surfaces.
(g) If ice pellet precipitation becomes heavier than moderate or if the light ice pellets
mixed with other forms of allowable precipitation exceeds the listed intensities or
temperature range, the allowance time cannot be used.
(h) If the temperature decreases below the temperature on which the allowance time was
based, and the new lower temperature has an associated allowance time for the
precipitation condition and the present time is within the new allowance time, then that
new time must be used as the allowance time limit.
(i) If the temperature decreases below the temperature on which the allowance time was
based, and the allowance time has expired (within the 90 minute post anti-icing
window if the precipitation has stopped within the allowance time), the aircraft may not
takeoff and must be completely deiced and, if applicable, anti-iced before a
subsequent takeoff.
(j) If an intensity is reported with small hail, the ice pellet condition with the equivalent
intensity can be used, i.e. if light small hail is reported, the light ice pellets allowance
times can be used. This also applies in mixed conditions, i.e. if light small hail mixed
with snow is reported, use the light ice pellets mixed with snow allowance times.

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6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION (CONT'D)

CAUTION
1. Allowance time can not be extended by an inspection of the aircraft
critical surfaces.
2. Take off is allowed up to 90 minutes after start of the fluid application
if the precipitation stops at or before the allowance time expires and
does not restart. The OAT must not decrease during the 90 minutes
to use this guidance in conditions of light ice pellets mixed with either
freezing drizzle, freezing rain or rain.

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DFO1_0612_017D

Type III Ice Pellet and Small Hail Allowance Times − Flaps Retracted Prior to Deicing/Anti-Icing
Figure 06−12−13

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DFO1_0612_026B

Type III Ice Pellet and Small Hail Allowance Times − Flaps Deployed Prior to Deicing/Anti-Icing
Figure 06−12−14

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DFO1_0612_016F

Type IV Ice Pellet and Small Hail Allowance Times − Flaps Retracted Prior to Deicing/Anti-Icing
Figure 06−12−15

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DFO1_0612_027B

Type IV Ice Pellet and Small Hail Allowance Times − Flaps Deployed Prior to Deicing/Anti-Icing
Figure 06−12−16

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C. Deicing/Anti-Icing Procedures
Deicing is the removal of snow, ice or frost from airplane surfaces, using mechanical means,
hot water or a heated mixture of water and deicing/anti-icing fluid, or other means which
satisfy the requirement of the clean aircraft concept.
Anti-icing is the application of deicing/anti-icing fluid with a useful holdover time, to prevent
the accumulation of snow, ice or frost on airplane surfaces after deicing.
Current practice prescribes the following general methods for effecting deicing/anti-icing:
(1) MECHANICAL REMOVAL OF LOOSE CONTAMINATION
If a significant amount of loose snow is on the airplane, the expenditure of a relatively
large amount of deicing fluid can be avoided if the snow is removed mechanically. Subject
to the results of an inspection as outlined below (Removal of Loose Contamination), this
may achieve complete deicing of the airplane.
(2) ONE-STEP DEICING ONLY OR ANTI-ICING ONLY
To deice, fluid is applied in one step to remove frozen contamination with no minimum
fluid quantity required. Use as much fluid as necessary to ensure the aircraft is free of
frozen contamination.
One step anti−icing is only possible on a clean aircraft. In this process, the residual fluid
film, regardless of the type of fluid used, will provide only a very limited duration of
anti-icing protection.
If deicing and anti−icing are required, a two−step procedure should be followed.
(3) TWO-STEP DEICING/ANTI-ICING
Two fluid applications are made: the first to deice, using hot water or a water/fluid mixture;
the second to anti-ice, using undiluted (100%) fluid, or a water/fluid mixture. This method
ensures that the full anti-icing holdover time available from the fluid will be obtained.

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(4) INFRARED DEICING
Deicing using infrared energy is an alternative procedure for removing frozen
precipitation. It is accomplished through heat that breaks the bond of adhering frozen
contamination. The application of infrared energy may be continued to melt and evaporate
frozen contaminants.

WARNING

When using infrared energy to deice, wet surfaces require an

application of heated deicing fluids to prevent refreezing after
removal of infrared energy source.
When required, for operation other than frost or leading edge
ice removal, and when OAT is at or below 0°C (32°F), an
additional treatment with hot deicing fluid must be done within
the infrared deicing facility to prevent refreezing of water, which
may remain in hidden areas.

CAUTION
If the aircraft requires deicing again and deicing/anti-icing fluids
had been applied before flight, conventional deicing/anti-icing
with fluids must be done.
When using infrared energy to deice, refer also to the following SAE industry standard
practices and FAA Advisory Circulars for procedures and precautions:
• SAE Aerospace Recommended Practices ARP 4737
• FAA Advisory Circular No: 150/5300−14 Appendix A
• FAA Advisory Circular No: 120−89

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D. Fluid Application Guidelines
TYPE I FLUID APPLICATION GUIDELINES
Outside Air One−Step Procedures Two−Step Procedure
Temperature Deicing Only Anti-icing Only First Step Second Step
(OAT) [1] [2] [3] [3] Deicing [2] Anti−icing [4]
Heated water or a
0°C (32°F) and Heated mix of Heated mix of fluid heated fluid/water
above Heated mix of fluid
fluid and water and water with a mixture and water with a
with a freezing freezing point at
freezing point at
point at least least 60°C (140°F) Heated fluid/water
Below −0°C mixture with a least 10°C (18°F)
10°C (18°F) below at the
(32°F) to LOUT freezing point at below OAT.
below OAT. nozzle.
OAT or below
[1] Fluids must not be used at temperature below their lowest operational use temperature
(LOUT).
[2] When deicing, there is no minimum fluid quantity required, use as much fluid as necessary to
ensure the aircraft is free of frozen contamination. A fluid temperature of at least 60°C (140°F)
at the nozzle is desirable. Deicing is complete after all contamination is removed. There is no
holdover time for a deicing only operation.
[3] One−step anti−icing only procedure is only possible on a clean aircraft. If deicing and
anti−icing are required, a two−step procedure should be followed.
[4] To be applied before first fluid freezes, typically within 3 minutes. (This time may be higher
than 3 minutes in some conditions, but potentially lower in heavy precipitation, colder
temperatures, or for critical surfaces constructed of composite materials. If necessary, the
second step shall be applied area by area.)

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CAUTION
The TYPE I FLUID APPLICATION GUIDELINES table is applicable
for the use of Type I holdover time guidelines in all conditions,
including active frost.
To use Type I holdover time guidelines in all conditions including
active frost, an additional minimum of 1 litre/m2 (2 gal/100 ft2 ) of
heated Type I fluid mixture must be applied to the surfaces after all
frozen contamination is removed. This application is necessary to
heat the surfaces, as heat contributes significantly to the Type I
fluid holdover times. If deicing and anti-icing are required, use a
two-step procedure.
If holdover times are not required, a temperature of 60°C (140°F) at
the nozzle is desirable. If holdover times are required, the
temperature of water or fluid/water mixtures shall be at least 60°C
(140°F) at the nozzle. Upper temperature limit shall not exceed fluid
and aircraft manufacturers recommendations.
The lowest operational use temperature (LOUT) for a given Type I
fluid is the higher (warmer) of:
• The lowest temperature at which the fluid meets the
aerodynamic acceptance test for a given aircraft type; or
• The actual freezing point of the fluid plus its freezing point
buffer of 10°C (18°F).
Wing skin temperatures may differ and in some cases may be lower
than the OAT. A stronger mix (more glycol) may be needed under
these conditions.

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TYPE II AND TYPE IV FLUID APPLICATION GUIDELINES
(CONCENTRATION IN % BY VOLUME)

Outside Air One−Step Procedure Two−Step Procedure

Temperature First Step Deicing Second Step
(OAT) [1] Deicing [2] Anti−icing [3]
[2] Anti−icing [4]
100/0, 75/25 or
Heated water or a 100/0, 75/25 or 50/50
50/50 Heated or
0°C (32°F) and heated Type I, II, III Heated or unheated
unheated Type II
above or IV fluid/water Type II or IV
or IV fluid/water
mixture fluid/water mixture
mixture
Heated water or a
100/0, 75/25 or
heated Type I, II, III 100/0, 75/25 or 50/50
50/50 Heated or
Below 0°C (32°F) or IV fluid/water Heated or unheated
unheated Type II
to −3°C (27°F) mixture with a Type II or IV
or IV fluid/water
freezing point at OAT fluid/water mixture
mixture
Heated Type II or or below
IV fluid/water Heated water or a
mixture 100/0 or 75/25
heated Type I, II, III 100/0 or 75/25
Heated or
Below −3°C (27°F) or IV fluid/water Heated or unheated
unheated Type II
to −14°C (7°F) mixture with a Type II or IV
or IV fluid/water
freezing point at OAT fluid/water mixture
mixture
or below
Heated water or a
100/0 Heated or heated Type I, II, III
100/0 Heated or
Below −14°C (7°F) unheated Type II or IV fluid/water
unheated Type II or
to LOUT or IV fluid/water mixture with a
IV fluid/water mixture
mixture freezing point at OAT
or below
[1] One step or second step fluids must not be used at temperatures below their lowest operational use
temperature (LOUT). First step fluids must not be used below their freezing points.
[2] When deicing, there is no minimum fluid quantity required, use as much fluid as necessary to ensure
the aircraft is free of frozen contamination. A fluid temperature of at least 60°C (140°F) at the nozzle is
desirable. Deicing is complete after all contamination is removed. There is no holdover time for a deicing
only operation.
[3] One−step anti−icing only procedure is only possible on a clean aircraft. If deicing and anti−icing are
required, a two−step procedure should be followed.
[4] To be applied before first fluid freezes, typically within 3 minutes. (This time may be higher than 3
minutes in some conditions, but potentially lower in heavy precipitation, colder temperatures, or for critical
surfaces constructed of composite materials. If necessary, the second step shall be applied area by area.)

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CAUTION
Consider the use of Type I or III fluid when Type II or IV fluid cannot
be used due to LOUT limitations. The LOUT for a given Type II or
IV fluid is the higher (warmer) of:
• The lowest temperature at which the fluid meets the
aerodynamic acceptance test for a given airplane type.
• The actual freezing point of the fluid plus its freezing point
buffer of 7°C (13°F).
• For diluted Type II of IV fluids, the coldest temperature for
which holdover times are published.
For heated fluids, a fluid temperature not less than 60°C (140°F) at
the nozzle is desirable.
Upper temperature limit shall not exceed fluid and aircraft
manufacturers recommendations.
Wing skin temperatures may differ and in some cases may be lower
than the OAT. Consult the appropriate HOT tables for the
contaminant in question.
Whenever frost or ice occurs on the lower surface of the wing in the
area of the fuel tank, indicating a cold soaked wing, the 50/50
dilutions of Type II or IV shall not be used for the anti-icing step
because fluid freezing may occur.
An insufficient amount of anti-icing fluid may cause a substantial
loss of holdover time. This is particularly true when using a Type I
fluid mixture for the first step in a two−step procedure.

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TYPE III FLUID APPLICATION GUIDELINES
(CONCENTRATION IN % BY VOLUME)

Outside Air One−Step Procedure Two−Step Procedure

Temperature First Step Deicing Second Step
(OAT) [1] Deicing [2] Anti−icing [3]
[2] Anti−icing [4]
100/0, 75/25 or Heated water or a
100/0, 75/25 or 50/50
0°C (32°F) and 50/50 Unheated heated Type I, II, III
Heated Type III
above Type III fluid/water or IV fluid/water
fluid/water mixture
mixture mixture
Heated Type I, II, III
100/0, 75/25 or
or IV fluid/water 100/0, 75/25 or 50/50
Below 0°C (32°F) 50/50 Unheated
mixture with a Heated Type III
to −3°C (27°F) Type III fluid/water
freezing point at OAT fluid/water mixture
mixture
or below
Heated Type III
fluid/water mixture Heated Type I, II, III
100/0 or 75/25 or IV fluid/water 100/0 or 75/25
Below −3°C (27°F)
Unheated Type III mixture with a Heated Type III
to −10°C (14°F)
fluid/water mixture freezing point at OAT fluid/water mixture
or below
Heated Type I, II, III
100/0 Unheated or IV fluid/water
Below −10°C 100/0 Heated Type
Type III fluid/water mixture with a
(14°F) to LOUT III fluid/water mixture
mixture freezing point at OAT
or below
[1] Fluids used for anti−icing must not be used at temperatures below their lowest operational use
temperature (LOUT). First step fluids must not be used below their freezing points.
[2] When deicing, there is no minimum fluid quantity required, use as much fluid as necessary to ensure
the aircraft is free of frozen contamination. A fluid temperature of at least 60°C (140°F) at the nozzle is
desirable. Deicing is complete after all contamination is removed. There is no holdover time for a deicing
only operation.
[3] One−step anti−icing only procedure is only possible on a clean aircraft. If deicing and anti−icing are
required, a two−step procedure should be followed.
[4] To be applied before first fluid freezes, typically within 3 minutes. (This time may be higher than 3
minutes in some conditions, but potentially lower in heavy precipitation, colder temperatures, or for critical
surfaces constructed of composite materials. If necessary, the second step shall be applied area by area.)

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CAUTION
Consideration should be given to the use of Type I when Type III
fluid cannot be used. The LOUT for a given Type III fluid is the
higher (warmer) of:
• The lowest temperature at which the fluid meets the
aerodynamic acceptance test for a given airplane type.
• The actual freezing point of the fluid plus its freezing point
buffer of 7°C (13°F).
• For diluted Type III fluids, the coldest temperature for which
holdover times are published.
Upper temperature limit shall not exceed fluid and aircraft
manufacturers recommendations.
Wing skin temperatures may differ and in some cases may be lower
than the OAT. Consult the appropriate HOT tables for the
contaminant in question.
Whenever frost or ice occurs on the lower surface of the wing in the
area of the fuel tank, indicating a cold soaked wing, the 50/50
dilutions of Type III shall not be used for the anti-icing step because
fluid freezing may occur.
An insufficient amount of anti-icing fluid may cause a substantial
loss of holdover time. This is particularly true when using a Type I
fluid mixture for the first step in a two−step procedure.

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E. Removal of Loose Contamination
If significant amounts of loose snow are on the airplane:
(1) Flaps............................................................ As required Flaps 45° recommended.
(2) Snow ................................................................ Remove from the following areas, and
inspect for presence of
adhering ice, frost or snow:
• Wings – leading edges,
upper and lower surfaces;
• Upper fuselage;
• Vertical and horizontal
stabilizers – leading edges,
upper/lower surfaces and
side panels;
• Flaps, flap tracks and flap
drives;
• Ailerons, elevators, rudder
and spoilers;
• Air data probes/sensors,
AOA vanes;
• Antennas;
• Fuel drains and NACA vent
scoops;
• Engine and APU intakes;
APU exhaust;
• Landing gear and landing
gear bays;
• Windshield, windows; door
sills and surrounds.

CAUTION
Excessive temperatures in the windshield may result in permanent
damage.

NOTE
A light accumulation of snow may be cleared from the windshield, by setting
the WSHLD/WIND heat switches on the overhead panel to LOW.
(3) Tactile check ............................................... Accomplish
If deicing/anti-icing is not planned:
(4) Limitations .......................................................... Review Refer to Chapter 2;
LIMITATIONS.

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E. Removal of Loose Contamination (Cont’d)
If frozen contamination is found adhering to critical surfaces:
(5) Deicing/anti-icing ......................................... Accomplish
F. Preparation for Deicing/Anti-Icing
Before fluid is applied:

NOTE
It is recommended that the application of deicing/anti-icing fluid be carried
out with the engines and APU off. If this is not possible, steps (2) to (7),
following, must be observed.
If engines/APU are off:
(1) Proceed to step (8).
If engines/APU are operating:
(2) Thrust levers........................................................... IDLE for the duration of the
operation.

NOTE
If the APU is running, ensure that personnel carrying out the fluid
application are aware of the location of the APU air intake, and have
been instructed to avoid fluid spray that can be ingested by the APU.
(3) AIR-CONDITIONING, L and R
PACK switch/lights ..........................................Press out Check L and R PACK OFF
lights on.
(4) BLEED AIR, 10TH STAGE L and
R switch/lights .................................................Press out Check L and R 10TH STAGE
CLOSED lights on.
(5) ANTI-ICE, WING switch ..........................................OFF
(6) ANTI-ICE, COWL L and R
switch/lights .....................................................Press out Check L and R COWL ON
lights out.
(7) BLEED AIR, 14TH STAGE L and
R switch/lights .................................................Press out Check L and R 14TH STAGE
CLOSED lights on.
(8) Stabilizer trim............................................... As required In most cases, it is advisable
to set the stabilizer trim to
nose up, in order for the
deicing fluid and contaminants
to run off more easily. Set
stabilizer trim for take-off after
completion of the deicing
procedure.

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F. Preparation for Deicing/Anti-Icing (Cont’d)
(9) Flaps............................................................ As required If the flaps require deicing,
extend to (or leave at) 45°
during the deicing procedure.
Upon completion, retract to 0°
or set for take-off, as
applicable. Otherwise, leave
flaps retracted or in their
present position, as
applicable.
(10) Deicing operator .................................................. Advise to avoid direct spraying of the
anti-icing fluid jet, to prevent
damage on:
• Windshields, side windows
and cabin windows;
• Pitot/static and TAT probes;
• AOA vanes;
• Static pressure ports;
• Engine air intake (to prevent
ingestion)/engine exhaust,
APU inlet, and APU
exhaust;
• Antennas;
• Vents and drains;
• Winglets;
• Wheels and brakes (to
prevent thermal damage).

CAUTION
Application of deicing/anti-icing fluid on wheel brake assemblies will
seriously degrade braking performance.

NOTE
A spray trajectory of 3 meters (10 feet) is recommended to ensure that
direct spray does not damage airplane surfaces.
(11) Airplane .................................................. Head into wind if possible.

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G. Deicing/Anti-Icing

CAUTION
1. Under no circumstances can an airplane that has been anti-iced receive another
coat of Type II or Type IV fluid on top of the existing film. If the holdover time is
exceeded, surfaces must first be deiced with a mixture of hot water and deicing
fluid, before another application of Type II or Type IV fluid is made.
2. Type II, III and IV fluid must never be applied to the windshields and side
windows.
3. Application of deicing/anti-icing fluid on wheel brake assemblies will seriously
degrade braking performance.
4. With the APU operating, ingestion of deicing fluid will contaminate the
air-conditioning system, and cause objectionable fumes (causing throat irritation)
and odours to enter the airplane. This may also cause erratic operation and
possible damage to the APU.
5. Under no circumstances should spray be directed at the trailing edges of control
surfaces. Such spray may force partially melted contamination into hinge
mechanisms, and under control shrouds, with risk of later re-freezing.

NOTE
1. If heated pure water is used for the first step, the second step must be
completed before re-freezing occurs; as a general rule, within 3
minutes of the beginning of the deicing step. This short period makes it
necessary to deice/anti-ice relatively small areas of the airplane
successively.
2. Considering the nature of the precipitation present and the likely
duration of the delay between the completion of the anti-icing step and
take-off, use the applicable holdover table to determine the fluid/water
mixture that will provide the most effective anti-ice protection.
3. A spray trajectory of 3 meters (10 feet) is recommended to ensure that
direct spray does not damage airplane surfaces.
4. On flight control surfaces, application should always be from leading
edge to trailing edge and from outer panels to inner panels.
(1) Fluid....................................................................... Apply in the following sequence:
• Horizontal stabilizer
• Vertical stabilizer
• Top of fuselage
• Sides of fuselage
• Wings.

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After Deicing/Anti-icing Spraying:
(2) Deicing ............................................................... Inspect areas listed below, to confirm
complete deicing:
• Wings – leading edges,
upper and lower surfaces;
• Upper fuselage;
• Vertical and horizontal
stabilizers – leading edges,
upper/lower surfaces and
side panels;
• Flaps, flap tracks and flap
drives;
• Ailerons, elevators, rudder
and spoilers;
• Air data probes/sensors,
AOA vanes;
• Antennas;
• Fuel drains and NACA vent
scoops;
• Engine and APU intakes;
APU exhaust;
• Landing gear and landing
gear bays;
• Windshield, windows; door
sills and surrounds.
If engines/APU are operating:
(3) Thrust ..............................................Increase to 60% N1 for 20 seconds, to clear
residual fluid.
(4) BLEED AIR, 14TH STAGE L and
R switch/lights ................................................... Press in Check L and R 14TH STAGE
CLOSED lights out.
(5) ANTI-ICE, WING and COWL ...................... As required

NOTE
Wait 2 minutes before opening the 10th stage bleed air valves and
turning on the packs, to avoid contaminating the air-conditioning
system with deicing/anti-icing fluid. Contamination will cause
objectionable fumes (causing throat irritation) and odours to enter the
airplane.
(6) BLEED AIR, 10TH STAGE L and
R switch/lights ................................................... Press in Check L and R 10TH STAGE
CLOSED lights out.

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(7) AIR CONDITIONING, L and R
PACK switch/lights ............................................ Press in Check L and R PACK OFF
lights out.
(8) Take-off configuration....................................... Recheck Check that T/O CONFIG OK
advisory message is on.

7. AIRPLANE PROCEDURES DURING GANTRY DEICING

WARNING

For personal safety, and to avoid occurrence of incidents caused by

engine suction or blast, engines must be run at idle.

CAUTION
The gantry should be programmed to avoid direct impingement on
engine intakes, windshields and cabin windows, AOA vanes, pitot
heads, static vents, wheels and brakes. If the airplane is deiced using
manual direct spray jets, the above areas should be avoided.

NOTE
Direct spraying is defined as anti-ice fluid jet impact due to spray velocity,
which may cause mechanical damage. If direct spraying occurs to the
engine(s), the pilot should request a wash of both engines on the airplane’s
return to base.
For all deicing/anti-icing procedures, refer to AIRFRAME DEICING,
ANTI-ICING AND INSPECTION earlier in this Supplement.

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8. PHASE OF FLIGHT PROCEDURES

NOTE
For all deicing/anti-icing procedures, refer to AIRFRAME DEICING,
ANTI-ICING AND INSPECTION earlier in this Supplement.

A. Push Back
When the parking position is covered with ice or snow, the tow truck may not be capable of
developing normal power to effect a push back due to reduced friction. It is recommended,
therefore, to delay engine start until push back or towing is completed. The flight crew must
be aware that in extreme conditions, the application of the parking brake may not be sufficient
to restrain the forward motion of the airplane, with the engines at idle thrust.

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B. Engine Start
(1) Normal engine start procedures .................. Accomplish • Refer to Chapter 4;
NORMAL PROCEDURES –
ENGINE STARTING.
• If engines have not run for
6 hours or more and have
been in ambient conditions
conducive to moisture
freezing, it may be
necessary to verify normal
operation of the starter
valve prior to engine start
by carrying out a dry motor.
• It may be necessary to use
ground heating to warm the
starter valve, fuel control
unit and ignition system, if
the engine fails to start
normally.
• If ground heating was used
to remove ice build-up from
the fan, start the engine
immediately to prevent
refreezing.
(2) Engine Instruments .......................................... Observe for normal operation
• During cold weather starts,
initial oil pressure response
may be slow, and is not
unusual. The oil pressure
indication may then indicate
higher than the normal
range, and should
progressively reduce to
normal readings as the
engine achieves normal
operating temperatures
(130 psid at idle, 10 minutes
maximum).
NOTE
No oil pressure indication by the time idle RPM is achieved requires an
immediate shutdown.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

C. After Engine Start
(1) Electrical power ............................................ Transfer to
generators Expect generators to be slow
in producing steady power due
to cold oil in the IDGs. Five
minutes may be required for
the IDGs to stabilize
sufficiently.
(2) ANTI-ICE, WING and COWL ...................... As required

WARNING

When Type II, Type III or Type IV anti-icing fluids have been applied,
use of wing anti-ice heat prior to take-off can cook the fluid onto the
leading edges of the wing, creating contamination.

NOTE
1. If snow, ice or frost is detected in any amount on the wings and tail
surfaces of the airplane, then the airplane must be treated with deicing
fluids prior to take-off.
2. The following procedure should not be used if the airplane has been
treated with deicing fluids:
Prior to the first flight of the day, whenever the OAT is 5°C (41°F) or
below, and it is suspected that the overnight conditions have been
conducive to frost formation, select the wing anti-ice system on and
advance the thrust levers, as required, until the L WING A/ICE and
R WING A/ICE caution messages are extinguished, to remove any
potential uncertainty about the state of the leading edges.
Whenever the aircraft has been held over for a considerable time on
the ground in conditions conducive to frost formation, just prior to
take-off, select the wing anti-ice system on and advance the thrust
levers, as required, until the L WING A/ICE and R WING A/ICE caution
messages are extinguished, to remove any potential uncertainty about
the state of the leading edges.

WARNING

Ground use of the wing anti-ice system is intended to complement, and

not replace , ground deicing/anti-icing and inspection procedures.
Close inspection is still required to ensure that no frost, snow or ice is
adhering to critical surfaces.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

C. After Engine Start (Cont’d)
(3) Engine instruments............................................. Monitor • Do not operate engines
above idle power until
engine indications have
returned to normal. Make
thrust lever movements
cautiously.
• If a sudden unexplainable
rise in ITT occurs, shut
down engine immediately.
• When moderate to severe
icing conditions are present
during prolonged ground
operation, periodic engine
run-ups to as high a thrust
setting as practical are
recommended. This run-up
should be done for a
minimum of 15 seconds
each at 10 minute intervals.
This action is effective in
dissipating fan blade icing.
• Do not increase to take-off
thrust until normal engine
operation has been
achieved and indications
stabilized.

CAUTION
At temperatures below −20°C (−4°F), the condensation and freezing of
moisture in thrust reverser components may degrade the performance
of the thrust reversers. The risk of this occurrence is highest when
airplanes hangared in relatively warm ambient conditions are readied
for flight in freezing conditions.

NOTE
To clear the thrust reversers of frozen moisture during the above described
conditions, it is recommended that the thrust reversers be actuated until the
deploy and stow cycles are less than 5 seconds.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

D. Taxi-Out
Considerations:
• Avoid large nosewheel steering inputs.
• Always taxi at a manageable speed depending on surface condition and
contamination.
• Maintain a greater distance than normal between airplanes, especially when slush,
standing water, ice or snow is present on surfaces of the movement area.
• Application of brakes should be kept to a minimum during turns.
• Be aware of increased residual thrust at cold temperatures.
• Be aware of increased stopping distances, engine exhaust of the airplane ahead,
obscured runway, taxiway or ramp markings, snowbanks and crosswind conditions.
• DO NOT use thrust reversers if movement area surfaces are covered with slush, ice,
standing water or snow, except in the interest of safety.
• If taxiways are contaminated, delay flap extension and taxi checklist until prior to
take-off.
(1) Brakes .................................................................. Warm Perform the following number
of firm brake applications from
25 knots to 10 knots. Perform
the prescribed number of
brake applications during the
last mile/kilometer of taxi prior
to and not including the final
stop or snub before take-off.
Do not drag the brakes.
AIRPLANE WEIGHT NUMBER OF BRAKE APPLICATIONS
Greater than 42,000 lb 5
36,000 to 42,000 lb 6
Less than 36.000 lb 7
NOTE
1. Use of symmetric braking is recommended, to ensure uniform brake
heating.
2. Warming of the brakes will preclude the chance of water saturated
brakes freezing at altitude and being locked for landing touchdown.
(2) Nose wheel steering .............................................Check Nose wheel steering should
be exercised in both directions
during taxi.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

D. Taxi-Out (Cont’d)
(3) Flaps.....................................................................Check Closely monitor the associated
indicator and annunciators for
positive movement, when
operating the flaps during low
temperatures. In the event of
stoppage in a detented
position, immediately place
the flaps selector in the same
position as indicated.
Prior to positioning for take-off on the active runway:
(4) Taxi Check ..................................................... Complete
(5) Take-off configuration...........................................Check Check that T/O CONFIG OK
advisory message is on.
E. Take-Off

CAUTION
If take-off cannot be started prior to the expiration of the holdover time,
the airplane must again be inspected, and deiced if necessary, before
attempting take-off.
The maximum depths of runway contaminants covering an appreciable part of the
runway are:
• Standing water is more than 6.4 millimeters (0.25 inch).
• Slush is more than 6.4 millimeters (0.25 inch).
• Wet snow is more than 12.7 millimeters (0.50 inch).
• Dry snow is more than 30.5 millimeters (1.20 inch).
Take-off is not recommended:
• During extreme weather conditions (i.e. freezing rain).
• When braking action is reported to be poor.
• When crosswind component exceeds 15 knots and the runway is slippery.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

E. Take-Off (Cont’d)

WARNING

When Type II, Type III or Type IV anti-icing fluids have been applied,
use of wing anti-ice heat prior to take-off can cook the fluid onto the
leading edges of the wing, creating contamination.

CAUTION
1. Operating on ramps or taxiways which are contaminated with surface snow,
slush or standing water when the OAT is 5°C (41°F) or below, can cause the
wing leading edge to become contaminated with ice, e.g., from nose wheel
splashing or jet blast spray. Just prior to take-off, select the wing anti-ice system
on and advance the thrust levers, as required, until the L WING A/ICE and
R WING A/ICE caution messages are extinguished, to remove any leading edge
ice contamination that may have accumulated during taxi.
2. The same procedure should be performed whenever the PIC has any doubt of
the cleanliness of the wing leading edge prior to take-off.
Considerations:
• Ensure all engine bleed and runway condition penalties have been considered in take-off
performance calculations.
• Power application should be done as symmetrically as possible, to avoid yawing
moments during engine acceleration.
• Ensure that the cleared runway width available is sufficient.
• If the airplane starts to creep or slide on the ice or snow during thrust application, release
the brakes and begin the take-off roll. Anticipate lag in nosewheel steering response and
nosewheel skidding, and apply corrections as necessary.
• Do not exceed 3 degrees/second rate of rotation. Anticipate and be prepared to accept a
higher than normal initial climb speed. This increased initial climb speed will not
adversely affect the climb profile.
• At departure, unless weather conditions or performance requirements prohibit, delay
retraction of the landing gear until excess water, snow or slush is thrown off by wheel
rotation and/or slip stream force.
• If the airplane tends to pitch-up or roll-off once airborne, immediately reduce the pitch to
reduce the angle of attack and simultaneously apply maximum thrust. Be prepared to
accept altitude loss to recover the aircraft. Use ailerons as required to level the wings.
• If the decision is made to reject the take-off, normal rejected take-off procedures are
applicable. In addition, the following should be considered:
• Anticipate the possibility of skidding on contaminated runways, and be prepared to
make the necessary corrections.
• If a loss of directional control occurs, reduce reverse thrust to idle reverse and, if
necessary, return the engines to idle forward thrust. Regain the centerline with
nosewheel steering, rudder and/or differential braking.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

F. Descent – Approach
Considerations:
• Anticipate wing anti-icing requirements during descent. This may require increased
thrust settings and associated lower rate of descent. Descent planning should be
adjusted accordingly.
• Flaps should not be extended in icing conditions except as required. However, if flaps
are deployed in icing conditions for extended periods or in severe icing, light to moderate
buffet may be encountered. No handling difficulties will result and normal landing flaps
can be used. If the buffet is alleviated by reducing the flap setting, a landing in this
configuration may be made at the discretion of the pilot. Refer to Chapter 5; ABNORMAL
PROCEDURES – FLIGHT CONTROLS, Flaps Failure, for factors to be applied to
approach speed and landing distance.
• If holding for extended periods in severe icing and handling difficulties result, i.e.
excessive tailplane angle required to trim, landing may be made at a reduced flap setting
at the discretion of the pilot. Refer to Chapter 5; ABNORMAL PROCEDURES – FLIGHT
CONTROLS, Flaps Failure, for factors to be applied to approach speed and landing
distance.
• Ensure all engine bleed and runway condition penalties have been considered in
landing/go-around performance calculations.
• Avoid holding in icing conditions for longer than is necessary.
• Ensure that the cleared runway width available is sufficient.
• Take note of Pilot Reports (PIREPs) on braking conditions.
The maximum depths of runway contaminants covering an appreciable part of the
runway are:
• Standing water is more than 12.7 millimeters (0.50 inch).
• Slush is more than 12.7 millimeters (0.50 inch).
• Wet snow is more than 25.4 millimeters (1.00 inch).
• Dry snow is more than 61.0 millimeters (2.40 inch).
A diversion should be considered:
• During extreme weather conditions (i.e. freezing rain).
• When braking action is reported to be poor.
• When crosswind component exceeds 15 knots, and the runway is slippery.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

G. Landing
Considerations:
• Carry out a positive touchdown to ensure initial wheel spin up and breakout of frozen
brakes, if icing accumulation on the wheels and brakes is suspected.
• Lower the nose wheel immediately.
• Anticipate skidding and hydroplaning to occur, and be prepared to make the necessary
corrections.
• Deploy spoilers and use maximum reverse thrust as soon as possible after touchdown.
Thrust reversers are most effective at high speed. Maximum reverse thrust may be used
to a complete stop in case of an emergency situation.
• If a loss of directional control occurs, reduce reverse thrust to idle reverse and, if
necessary, return the engines to forward idle thrust to return to the centerline. Regain the
centerline with nosewheel steering, rudder and/or differential braking.
• DO NOT pump the brakes, as this will only diminish braking effectiveness. Apply brakes
normally with steadily increasing pressure, allowing the anti-skid system to modulate
brake pressures to obtain maximum braking.
H. Taxi-In and Parking
Considerations:
• DO NOT retract the flaps to less than 20° if the landing occurred on a contaminated
runway, to avoid possible damage to the structure and mechanism by frozen slush
and/or snow.
• A ground crew check should be performed, and flap retraction completed, when the
ground crew has confirmed that there is no significant amount of ice, slush or snow in
the flap mechanism.
• Anticipate the movement areas may be slippery, and the use of reverse thrust may be
necessary to stop the airplane.
• If able, park on a clear or sanded spot.
• Park into wind, if possible.

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8. PHASE OF FLIGHT PROCEDURES (CONT'D)

I. Securing the Airplane
Considerations
• In addition to the normal procedures for securing the airplane, the flight crew must
ensure that ground personnel provide for special servicing of the airplane, especially for
prolonged or overnight stops.
• The APU may be operated, and air-conditioning packs used, to provide for heating of the
airplane interior and essential compartments, to preclude freezing of the battery or water
containers.
At airports where normal support is not available, the flight crew should make certain that the
following procedures are performed:
(1) Wheel chocks ......................................... Check in place
(2) Parking brake ............................................................ Off Wheel chocks must be in
place, and parking brake off,
to eliminate the possibility of
the brakes freezing.
(3) All protective covers ......................................... Installed
(4) Water, lavatory and waste
systems ....................................................... As required If adequate airplane interior
heating cannot be provided,
the water, lavatory and waste
systems must be drained.
NOTE
For water and lavatory system draining, refer to the WATER SYSTEM
PURGING PROCEDURE placard in the galley.
(5) Battery (ies) .................................................... Removed if required.

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Operation on Contaminated Runways Oct 05/06

1. GENERAL
Experience with operations conducted from wet or contaminated runways has shown that
standing water, slush, snow or ice cause a deteriorating effect on take-off and landing
performance. Braking effectiveness is reduced due to low tire-to-runway friction and is further
reduced if tire hydroplaning occurs.
During take-off on a contaminated runway, airplane acceleration is reduced. Energy normally
available for acceleration is dissipated in compression or displacement of the contaminant, and
the resulting impingement of the contaminant onto the airplane can aggravate this energy loss.
Landing on a contaminated runway, on the other hand, increases the stopping distance of the
airplane, and may present directional control difficulties.
The following supplement is provided to serve as a guideline when operating under such
conditions.

2. DEFINITIONS
1. DAMP
• A runway is said to be damp when it is not perfectly dry, and when the water on it
does not give it a shiny appearance.

NOTE
There should be no performance penalties on a damp runway.
2. WET
• A runway is said to be wet when it has a shiny appearance due to a thin layer of
water on it, not leading to hydroplaning. There should be no standing water
covering large areas of the runway.
3. STANDING WATER
• Standing water is usually caused by heavy rainfall and/or insufficient runway
drainage, with a depth of more than 3 millimeters (1/8 inch), and covering more
than 25% of the runway surface.
4. SLUSH
• Slush is snow saturated with water, which displaces with a splatter when stepped
firmly on. It is encountered at temperatures around 5°C (41°F), and has a density of
approximately 800 kg per cubic meter (50 pounds per cubic foot), and a specific
gravity of 0.85.
5. WET SNOW
• Wet snow will easily stick together and tend to form a snowball if compacted by
hand. It has a density of approximately 400 kg per cubic meter (25 pounds per
cubic foot).
6. DRY SNOW
• Dry light snow is loose and can easily be blown. If compacted by hand, it will readily
fall apart again. It has a density of approximately 192 kg per cubic meter (12
pounds per cubic foot). The coverage is more than 25% of the runway surface.

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2. DEFINITIONS (CONT'D)
7. DRY ICE
• Ice covered runway having a dull weathered appearance. The temperature range is
from –40°C to –5°C (–40°F to 23°F).
8. WET ICE
• Ice covered runway having a shiny wet appearance. The temperature range is from
–5°C to 4°C (23°F to 40°F).

3. LIMITATIONS AND RECOMMENDATIONS

A. Limitations
The limitations established in Chapter 2 concerning the operation of the airplane on
contaminated runways and icing conditions, and the operation of the thrust reversers, must
be complied with.
The maximum depths of runway contaminants covering an appreciable part of the
runway are:
CONTAMINANT TAKE-OFF LANDING
SLUSH/STANDING WATER 6.4 mm (0.25 in) 12.7 mm (0.5 in)
WET SNOW 12.7 mm (0.5 in) 25.4 mm (1.0 in)
DRY SNOW 30.5 mm (1.2 in) 61.0 mm (2.4 in)

B. Recommendations
Compliance with the following take-off and landing practices is recommended.
TAKE-OFF
1. Take-off is not recommended on runways which have an appreciable area covered with
ice.
2. Take-off is not recommended unless APR and both thrust reversers are operational and
armed.
LANDING
1. Landing is not recommended unless both thrust reversers are operational.
2. Landing is not recommended following a system failure (e.g. anti-skid, spoilers, etc.)
that would adversely affect the landing distance (Refer to Chapter 5; ABNORMAL
PROCEDURES ).

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4. HYDROPLANING
Hydroplaning can occur on runways contaminated with standing water or slush, and results when
hydrodynamic lift forces generated between the tires and the contaminant are sufficient to lift the
tires and airplane clear of the runway surface. In this condition, the tires are no longer capable of
providing directional control or effective braking.
Hydroplaning does not normally occur in water depths of less than 5 millimeters (1/5 inch),
although under some conditions the minimum depth may be as low as 2.5 millimeters (1/10 inch).
Once hydroplaning has commenced, it can be sustained over areas where the water depth is
less than that required to initiate hydroplaning, and at speeds lower than that required for
initiation.
Initiation of hydroplaning is calculated to be at the following ground speeds (KTS):
TIRE PRESSURE HYDROPLANING SPEED
CONTAMINANT
(PSI) (KTS)
Standing Water MAIN: 184 122
(δ = 1.00) NOSE: 155 112
Slush MAIN: 184 132
(δ = 0.85) NOSE: 155 122
Wet Snow MAIN: 184 173
(δ = 0.50) NOSE: 155 158
Dry Snow MAIN: 184 273
(δ = 0.20) NOSE: 155 251

NOTE
• Tire pressures are determined with the airplane on the ground.
• δ = specific gravity of contaminant.
• Hydroplaning speed = 9 (tire pressure/δ)½

5. TAKE-OFF
Runway contamination, in the form of standing water, slush, snow and ice, has a negative impact
on the accelerate-stop distance and the ground run portions of the take-off run and take-off
distance values. Under these conditions, corrections have to be applied to the take-off speeds
and distances, which would consequently affect take-off performance values.
Take-off field length is the greater of the distance required to accelerate to the critical engine
failure recognition speed (V1) and then come to a full stop, or the distance required to accelerate
to V1 and then continue acceleration with an engine failed to a height of 35 feet above the runway
surface. Braking coefficients used during the braking phase of a rejected take-off are based on
analysis. APR must be operational and armed for take-off.
The take-off procedures mentioned in the Cold Weather Operation supplement in this chapter
may be used, as applicable.
For the appropriate take-off data and take-off performance, refer to Chapter 6; PERFORMANCE
of the Airplane Flight Manual.

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6. LANDING
Landing on an icy runway is not recommended. If landing is unavoidable under such conditions, it
is recommended that reverse thrust be used as soon as possible after touchdown. For dry
runways, the most effective means of stopping the airplane are the brakes. However, for icing
conditions and contaminated runway operations, the thrust reversers were found to be the most
effective deceleration device.
DO NOT try to offset a poor runway braking condition by landing short. It is equally important not
to land long. However, landing short can have far more serious consequences than overrunning
the far end of the runway at low speed. The desired touchdown point is always about 1,000 feet
from the approach end of the runway.
Maintain close control over approach speeds, and maintain the recommended speed for the
existing condition. The recommended wind additives (half steady state crosswind plus all gust
(regardless of direction), to a maximum of 20 KIAS) should provide adequate safety margins for
both the approach and the landing roll. Control the glide slope path to accomplish a touchdown
on the desired touchdown point. Fly the airplane firmly toward the runway, keeping the aim point
even if it the approach speed will be overshot. If an unsatisfactory approach will result in a
touchdown far down the runway, go around and make another approach.

CAUTION
Once the airplane has been landed and the deceleration effort
commenced, attempting a go-around is not recommended.
If the wing anti-ice system is inoperative, and large ice formations remain on the wing leading
edge, 30 knots must be added to the reference speed to maintain normal handling characteristics
(Refer to Chapter 5; ABNORMAL PROCEDURES – ICE AND RAIN PROTECTION).
A. Crosswind Landings
A slippery runway and a crosswind are obviously a bad combination. When landing on a wet
runway, a 25 knot crosswind is generally considered maximum. If the runway is known to be
slippery (snow or ice covered), a crosswind component of 15 knots should be the maximum.
In crosswind conditions, the crosswind crab angle should be maintained for as long as
possible, until prior to touchdown. Aim for the centerline or slightly on the upwind side, and
avoid touching down on the downwind side of the runway, because of the possibility of the
airplane weathervaning towards the wind after touchdown, and drifting toward the downwind
side of the runway.
B. Touchdown
After touchdown, the early employment of all means of decelerating the airplane (particularly
the thrust reversers) cannot be overemphasized. The use of rudder pedals for steering at high
speeds is recommended, and use the nosewheel steering tiller with great care. Apply a slight
forward pressure on the control column, to increase main gear loading and improve
directional control.

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6. LANDING (CONT'D)
If the airplane starts to skid or drift gradually, it may be necessary to move the thrust levers
out of reverse thrust, and to go to forward idle thrust to recover the centerline. It may also be
necessary to reduce the brake pressure, to regain control and re-establish alignment with the
centerline. For additional procedures and techniques during the landing roll, refer to the
applicable procedures mentioned in the Cold Weather Operations supplement in this chapter.

NOTE
Pilots should seat themselves so as to ensure that they can achieve
maximum braking with full rudder pedal deflection in either direction.
C. Use of Reverse Thrust
The intensity and duration of reverse thrust used at low speeds should be minimized. Using
reverse thrust at low speeds, on snow and ice covered runways, can cause foreign object
damage (FOD) to engines, increase the possibility of loss of forward visibility due to
“whiteout”, as well as increase the possibility of ice build-up on the wing and empennage
sections, which could cause considerable delays specially during quick turn-around
schedules.
It should be realized, however, that maximum reverse thrust may be used up to a full stop
during emergency situations, or if the safety of the airplane will be jeopardized.
The use of reverse thrust during crosswind conditions may aggravate possible directional
control problems encountered during such conditions. If the airplane is allowed to
weathervane into the wind, the reverse thrust side force component will add to the crosswind
component, drifting the airplane towards the downwind side of the runway at a faster rate
than normal. To correct the situation, it will be necessary to reduce the reverse thrust to
reverse idle and release the brakes. In extreme conditions, it may even be necessary to move
the thrust levers out of reverse thrust and to go to forward idle thrust. Use rudder, steering
and differential braking, as required, to prevent overcorrecting past the runway centerline.
When re-established on the runway centreline, reapply steady brakes and reverse thrust, as
required, to stop the airplane.
Do not attempt to turn off from a slippery runway until the speed is reduced to a safe level, to
prevent skidding. Anticipate low friction when approaching the touchdown zone at the far end
of the runway. The touchdown zone may be very slippery when wet, due to heavy rubber and
oil deposits.
For the corrected landing distance and performance data, refer to Chapter 6;
PERFORMANCE – LANDING PERFORMANCE of the Airplane Flight Manual.

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Hot Weather Operation REV 24, Jan 11/13

1. GENERAL
Extremely high temperature conditions present problems to airplane operations of a different
nature than those associated with cold weather operations. The main concerns focus primarily on
passenger and crew comfort, and the significant decrease in airplane performance which high
ground temperatures can effect. The following recommended procedures have been provided to
supplement the normal operating procedures, and should be observed, as applicable.

2. PRE-FLIGHT PREPARATION
NOTE
During airplane operations when the flight compartment and cabin
temperatures are above 30°C (86°F), the air-conditioning packs or the low
pressure ground conditioned air supply must be operating in order to
maintain display temperatures within a range that prevents a display
shutdown.
The importance of keeping the interior of the airplane as cool as possible cannot be
overemphasized. All entrances and access doors to the airplane should be kept closed as
much as possible, and the cargo bay door should not be left open any longer than is
necessary. Every effort to reduce the heat being generated in the flight compartment while
the airplane is on the ground should be made.
The flight crew should see to it that the following procedures are performed:
(1) APU bleed air pressure ........................................Check
(2) BLEED AIR, APU LCV switch/light.................... Press in to open APU load control
valve.
Check APU LCV OPEN light
on.
Then:
(3) BLEED AIR, 10TH STAGE ISOL
switch/light ......................................................... Press in to open ISOL valve.
Check 10TH ISOL OPEN light
on.
(4) BLEED AIR, 10TH STAGE, L and
R switch/lights .................................................Press out to close bleed air valves.
Check L and R 10TH STAGE
CLOSED lights on.
(5) AIR-CONDITIONING, L and R
PACK switch/lights ............................................ Press in to select both packs on.
Check L and R PACK OFF
lights off.

NOTE
If possible both air-conditioning packs should be used for maximum
cooling. If using left pack only, close 10TH STAGE ISOL valve.

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2. PRE-FLIGHT PREPARATION (CONT'D)

(6) AIR-CONDITIONING, CKPT
TEMP and CABIN TEMP
selectors ............................................................... COLD
(7) ANTI-ICE, WSHLD/WIND L and R
switches...................................................................OFF

NOTE
Normally, the L and R WSHLD/WIND switches are selected to HI or
LOW during the Take-Off Check. However, when ambient
temperatures are above 30°C (86°F), it is recommended to delay
selection of the WSHLD/WIND switches until the After Take-Off
Check. The L (R) WSHLD HEAT and/or L (R) WINDOW HEAT caution
messages may still come on momentarily.
(8) Weather radar selectors ..........................................OFF
(9) Non-essential avionics equipment............................. Off
(10) All air outlets and gaspers ..................................... Open
(11) Cabin gaspers ....................................................... Open
(12) Window shades ...................................................Closed On the sun-exposed side of
the passenger cabin.

3. TAXI-OUT AND TAKE-OFF

A. Taxi-Out
Operation in areas of high ambient temperatures may cause brake temperature limits to be
exceeded. This condition would lead to the fusible plug(s) melting, resulting in the deflation of
the tire(s) involved. When operating on runways and taxiways exposed to high temperatures,
considerations for brake cooling should always be taken into account. These areas usually
maintain temperatures well above the ambient, therefore, excessive use and riding of brakes
should be avoided. Braking should be done to a minimum so as to allow the airplane to
accelerate, then brake to a very slow taxi speed, and release the brakes completely.
Reverse thrust may be used, at the pilot’s discretion, to control the taxiing speed of the
airplane without the use of braking. The use of single (or both) reverse thrust should be
considered when operating under the following conditions:
• High ambient temperatures
• Heavy braking after landing
• Downslope taxi
• Tailwinds
• Light gross weight
• Any combination of the above.
The application of reverse thrust should be done with caution, taking into account the surface
condition of the movement area. The use of thrust reversers during taxi on airports with
contaminated runways and taxiways (i.e. dirt, dust, loose debris, etc.) is not recommended.

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3. TAXI-OUT AND TAKE-OFF (CONT'D)

B. Take-Off
High ambient temperatures in combination with short runways or high elevation airports could
cause substantial penalties on airplane performance. These penalties should be taken into
account early in the pre-flight preparation and the limiting effects to the payload which can be
carried, seriously considered. The use of alternate take-off procedures (e.g. Zero-Bleeds
Take-off, etc.) may be necessary under such conditions. Review the various airplane,
powerplant and fuel temperature limitations in the applicable sections of the Airplane Flight
Manual. Use the longest runway available, if possible.

4. LANDING
A. Landing
The landing phase of flight during high ambient temperature conditions is not as demanding
as with cold weather operations. It should be noted, however, that runway conditions,
particularly at the touchdown area, could be slick due to the heavy deposits of rubber and oil
which have melted. The occurrence of hydroplaning is not remote, and the procedures
mentioned in the ‘Landing’ portion of the “Operation on Contaminated Runways” supplement
in this chapter can be used.
This condition also holds true at the opposite approach area at the end of the runway in use,
therefore, slow down to a manageable speed before turning off from the runway, to preclude
skidding and departing from the intended path.
Always opt for the longest runway available for landing, if possible.
B. Brake Cooling
For quick turnaround operations, bear in mind that the energy absorbed by the brakes
following each landing is accumulative. This could prove detrimental and may cause
considerable delays at stops, if it results in overheating of the brakes and the possible melting
of the wheel fusible plug(s) resulting in the deflation of the tire(s) involved.
The brake cooling times established in the Airplane Flight Manual, Chapter 6;
PERFORMANCE – TURN-AROUND TIME – Cooling of Wheels, Brakes and Tires, should be
adhered to.
Every effort to maintain cool brakes should be attempted. Early extension of the landing gear
prior to the approach is recommended. Additional in-flight cooling for every segment of the
route should be sufficient enough to cool the brakes and the tires before landing.
The recommended deceleration technique after landing should be adhered to. Excessive
braking should be avoided, and the thrust reversers should be used to their full advantage.

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 SUPPLEMENTARY PROCEDURES Vol. 1 06−15−1
Flight in Turbulence Oct 05/06

1. GENERAL
Flight through known turbulence should be avoided as much as possible. During cruise, areas
with known severe turbulence should be overflown or circumnavigated, if possible. In the
departure or approach area, when severe turbulence or thunderstorms have been reported or
observed, this may entail a delay of the take-off or the approach. If flight through turbulence is
unavoidable, the following procedures are recommended and should be observed, as applicable.

2. TURBULENCE PENETRATION
Before entering an area of known turbulence, secure all loose equipment in the flight
compartment. Shoulder harnesses should be worn by both flight crew, and checked for security.
The recommended procedures for flight in turbulence are as follows:
1. AUTOPILOT
• The autopilot may be used when flying through turbulence, and in most cases can
be regarded as the primary means of aircraft control in turbulence. To engage the
autopilot in the turbulence mode, select the turbulence (TURB) switch on the flight
control panel (FCP). In the turbulence mode, the autopilot gains are reduced to
compensate for, and provide a smoother flight during, turbulent conditions. When
the autopilot is used, guard the AP/SP DISC button on the control wheel to permit
immediate disengagement should the need arise.
2. AIRSPEED
• The best airspeed and flight configuration to use in severe turbulence is that which
affords the best overall protection from inadvertent stall and high speed buffet while
retaining structural integrity. Most turbulence encounters at high altitude are not
severe and do not require an airspeed reduction. DO NOT fly less than the
minimum maneuvering speed for the existing flight condition. The maximum
recommended airspeed for turbulence penetration is 280 KIAS or 0.75M, whichever
is less. (For maneuvering speeds, refer to the Airplane Flight Manual).
• Severe gusts or drafts will cause large and often rapid variations in IAS. Do not
“chase” the airspeed in order to maintain the recommended speed.
3. ALTITUDE
• Large altitude variations are possible in severe gusts or drafts, but do not “chase”
altitude. Allow it to vary (provided there is adequate terrain clearance), that is,
sacrifice altitude in order to maintain the desired attitude.
4. ATTITUDE
• If the airplane is flown manually, hold wings level and desired pitch attitude using
the flight director as the primary instrument. In extreme drafts, large attitude
changes may occur. Do not make sudden large control inputs when making
corrections; instead, use moderate inputs to resist changes in attitude. After
establishing the trim setting for penetration, do not change stabilizer trim.
5. ENGINE
• Adjust thrust to maintain the recommended turbulence penetration airspeed as
required for the phase of flight. Once power is set to maintain the desired airspeed,
avoid further power changes. Change the thrust setting only in case of extreme
airspeed variation. Remember that a transient increase is always more advisable
than a loss in speed, which decreases buffet margins and is difficult to recover.

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2. TURBULENCE PENETRATION (CONT'D)

• Select CONT IGNITION to ON. This action will reduce the possibility of flameout
due to engine instability. Once out of the area of turbulence, deselect CONT
IGNITION unless required further.
6. FLAPS/SPOILERS
• Flaps extension in an area of known turbulence should be delayed for as long as
possible, because the airplane can withstand higher gust loads in the clean
configuration. If severe turbulence persists in the area, consider diverting to the
alternate station.
• Whenever the flight spoilers are employed, keep hand on the flight spoilers lever
unless it is necessary to remove hand in order to perform some other specific
function.
7. PASSENGER/CABIN CREW CONSIDERATIONS
• Whenever possible, advise the passenger cabin before or shortly after take-off of
anticipated enroute turbulence, so that they can plan their activities accordingly.
• When mild turbulence is encountered, turn on the ‘Fasten Seat Belt’ sign and
advise the passengers over the PA system of light turbulence and request that they
fasten their seatbelts.
• If other than mild turbulence is encountered, turn on the ‘Fasten Seat Belt’ and ‘No
Smoking’ signs. Make an announcement over the PA system and advise the
passengers of the expected rough air and request that they fasten their seatbelts
snugly. After passing through the area of turbulence, turn off the ‘No Smoking’ sign
and make a PA announcement that the flight is clear of the area of turbulence. The
‘Fasten Seat Belt’ sign may then be turned off.

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Operation in Volcanic Ash/Dust REV 28, Mar 31/14

1. GENERAL
Flight operations in areas of known volcanic activity should be avoided. This consideration is
most important during hours of darkness or daytime instrument meteorological conditions, when
volcanic ash/dust clouds may not be visible.
Flight planning considerations should include the review of pertinent NOTAMs, PIREPs and other
directives concerning the status of volcanic activity, when a flight is planned into areas of possible
volcanic activity. When volcanic activity is currently reported, remain well clear of the area, or, if
possible, stay on the upwind side of the volcanic ash.

2. DETECTION
The airplane’s weather radar is not capable of detecting volcanic ash/dust clouds and is therefore
not reliable under these circumstances. The presence of volcanic ash/dust may be indicated by:
• Smoke or dust appearing in the flight compartment.
• An acrid odor similar to electrical smoke.
• Multiple engine malfunctions such as power loss, fluctuating RPM, stalls, increasing ITTs,
flameouts, etc.
• At night, static discharges (also known as Saint Elmo’s fire or Saint Elmo’s light) can be
observed around the windshield and/or windows, accompanied by a bright orange glow in
the engine inlets.

3. EFFECTS
Flight into volcanic ash/dust clouds can result in the degradation of airplane and engine
performance. The adverse effects of volcanic ash/dust encounters are as follows:
• Rapid erosion and damage to the internal components of the engines.
• Ash/dust build-up and blockage of the guide vanes and cooling holes, which can cause
surge, loss of thrust and/or high ITT.
• Ash/dust blockage of the pitot system, which can result in erratic airspeed indications.
• The abrasive properties of volcanic material can cause serious damage to the engines, wing
and tail leading edge surfaces, windshields, landing lights, etc.
• Volcanic ash/dust can also cause the windshield to become translucent, effectively reducing
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4. CORRECTIVE ACTIONS
The best course of action to take is still avoidance. However, volcanic ash/dust clouds may
sometimes extend for hundreds of miles and an encounter could be unavoidable. As
previously stated, volcanic ash/dust can cause engine malfunctions, and the need to exit the
area as quickly as possible cannot be overemphasized.
If an inadvertent encounter is experienced, the following procedures are
recommended:
If altitude permits:
(1) Thrust levers........................................................... IDLE

NOTE
Moving thrust levers to idle will maximize the engine stall margin,
lower the ITT and reduce the build-up of volcanic material on the
turbine vanes.
(2) ANTI-ICE, L and R COWL
switch/lights ....................................................... Press in to select cowl anti-ice ON.
(3) ANTI-ICE, WING switch ....................................... Select to NORM.

NOTE
Using anti-ice will increase bleed air extraction from the engines and
further improve the engine stall margin.
(4) ITT ...................................................................... Monitor to ensure that limits are not
exceeded.
If ITT continues to increase:
Affected engine:
(5) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to Chapter 5;
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.

NOTE
1. If it becomes necessary to shutdown an engine to prevent exceeding
ITT limits, restart engine once it has cooled down.
2. If the engine fails to start, repeated attempts within starter limits should
be made immediately.
3. A successful start may not be possible until the airplane is clear of the
volcanic ash/dust, and the airspeed and altitude is within the airstart
envelope. The engines can be very slow to accelerate to idle at high
altitude, and this could be interpreted as a failure to start, or as an
engine malfunction.
After exiting area of volcanic ash/dust cloud and engine(s) restarted:
(6) Affected systems ............................................... Restore
(7) ATC .......................................................................Notify

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Windshear REV 40, Aug 30/16

1. GENERAL
Windshear is a weather phenomenon of sudden windspeed and/or direction changes over a short
distance. The “downburst” is the most dangerous type of windshear, and recent studies have
confirmed the existence of a more hazardous yet smaller-scale form of downburst, known as a
“microburst”.
Microbursts are characterized by sudden intense downdrafts, which spread outwards from the
downflow centre upon reaching the surface, causing both vertical and horizontal wind shear
activity. It varies in size, sometimes extending to about 1 mile (1.6 km) in diameter at 2,000 feet
AGL, and ranges typically from 1 to 2 1/2 miles (1.6 to 4 km) horizontally. The vertical winds
could be as high as 6,000 feet per minute, with horizontal winds running up to approximately 45
knots at the surface.
The duration of microbursts, from the initial downburst to dissipation, seldom exceeds 15
minutes, with the maximum intensity winds lasting for about 2 to 4 minutes. Multiple microbursts
have been known to occur in the same general area, and tend to take a line structure such that
the downburst activity could last for an hour, or even longer. Once microburst activity starts, be
prepared for further windshear encounters, because they can occur in groups.

2. DETECTION
There is no established method in predicting or forecasting when and where windshear can
occur. There are certain conditions, however, that the flight crew can look for, which would
indicate the possible existence of windshear along the flight path, such as:
1. Thunderstorms accompanied by heavy rain (where the air is very humid).
2. The presence of ‘virga’ (rain that evaporates before reaching the ground, usually in drier
air).
3. Frontal activity.
4. Low level jetstream.
5. A combination of the following conditions:
• Extreme variations in wind speed and/or direction in a relatively short time span.
• Evidence of a gust front, such as blowing dust over the airport surface.
• Surface temperatures higher than 30°C (86°F).
• Dew point spread of 4°C (7.2°F) or more.
Strong microbursts can sometimes occur without precipitation and even during sunny weather
conditions. Windshear can also be caused by strong surface winds in the vicinity of small hills or
large buildings, and by sea breeze fronts.
Additionally, the following procedures are recommended to allow for the detection of possible
windshear activity:
1. Be aware of windshear PIREPs.
2. Determine the presence of thunderstorm cells in the approach or take-off areas of the
airport, using the weather radar.
3. Use the Low Level Windshear Alerting System (LLWAS), if available.
4. Exercise frequent flight instruments scanning.

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3. PRECAUTIONARY ACTIONS
Avoidance is still the best course of action to take, in the event that the occurrence of windshear
is known or suspected. Stay clear of thunderstorm cells, heavy precipitation, virga and areas of
known windshear.
Flight crew awareness, preparation and coordination cannot be overemphasized. A thorough
knowledge of, and familiarity with, the phenomenon and the various meteorological conditions
indicative of windshear activity is necessary, if one is to be prepared for the possibility of an
inadvertent encounter. Pilots should be trained adequately to enable them to readily recognize
the indications and/or occurrence of windshear/downburst and take proper action.
When windshear activity is known or suspected at departure:
1. Delay the take-off until conditions are more favorable.
2. Assess the situation during the delay and ensure that a safe take-off is possible.
3. Select the longest runway length available.
4. During the take-off roll, carefully monitor the flight instruments, particularly for airspeed
fluctuations, to detect at the earliest time the possible occurrence of windshear.
5. Be familiar with the normal (all-engine) initial climb pitch attitude, and rotate the airplane at
the normal rate to this attitude. Reduction of the pitch attitude should be delayed until
terrain and/or obstruction clearance is assured, or when the stick shaker is activated.
6. A thorough knowledge of the normal take-off indications of the flight instruments, in
particular those pertaining to the vertical flight path, is a must. Closely monitor the flight
instruments. Any deviation from the normal values of airspeed, airspeed build-up, attitude,
vertical speed, or altitude trend should be called out by the pilot-not-flying.
7. If windshear is encountered near VR and the airspeed suddenly decreases, there may be
not enough runway length left to accelerate back to the normal VR . If the runway remaining
is not sufficient to reject the take-off, rotate the airplane at a normal rate at least 2,000 feet
before the end of the runway, even if the speed is below VR .
8. Follow the windshear recovery procedures.
9. Remain prepared for further windshear encounters.
When windshear activity is known or suspected at arrival:
1. Delay the approach until conditions are more favorable, or divert to another airport.
2. Use the longest and most favorable runway available.
3. Add the appropriate crosswind and gust corrections to the final approach speed.
4. Fly an “on the slot” approach, and consider the use of the autopilot during the approach, to
allow for more monitoring and recognition time.
5. Be aware of the normal values of the flight instruments during the approach, and constantly
cross-check flight director commands with the vertical flight path instruments.
6. The pilot-not-flying should closely and constantly monitor the flight instruments, paying
particular attention to the vertical flight path instruments (i.e. vertical speed, altitude,
glideslope and airspeed), and call out any deviation from the normal.
7. Establish crew coordination and awareness, especially at night or in marginal weather
conditions, and be alert for the possibility of an inadvertent encounter.
8. DO NOT make large thrust reductions or trim changes to correct fluctuations in airspeed,
for they could vary from an increase to a decrease in a very short span of time.

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3. PRECAUTIONARY ACTIONS (CONT'D)

9. If windshear is encountered during the approach, and a significant reduction and/or
increased rate of descent is experienced, immediately execute a go-around and follow the
windshear recovery procedures.
10. Trade the airspeed for altitude. Maintain the go-around pitch attitude until terrain and/or
obstacle clearance is assured, unless the stick shaker is activated.
11. Anticipate the encounter of subsequent windshear activity along the flight path.
If windshear activity was encountered during take-off or approach, promptly inform ATC of the
encounter. The PIREP should include:
• Location where windshear was encountered,
• Altitude where windshear was encountered,
• Airspeed fluctuations experienced (speed gained or lost), and
• Type of aircraft.

4. RECOVERY PROCEDURES
A. Windshear Warning
Windshear warnings are indicated as follows:
• (Siren) “WINDSHEAR, WINDSHEAR, WINDSHEAR” aural.
• WINDSHEAR warning message on PFD.

NOTE
The autopilot (if engaged) will automatically disconnect, and the
flight director bars will be removed within two (2) seconds after
a windshear warning.
During take-off, approach or landing:
(1) ATS DISC switch .............................................. Depress
(2) Thrust levers..................................................... Advance to maximum take-off thrust.
(3) FLIGHT SPOILER lever ....................................... Select to RETRACT.
(4) Airplane ............................................................... Rotate smoothly to go-around/take-off
pitch attitude, and allow
airspeed to decrease, if
necessary.

NOTE
Stick shaker must be respected. Reduce pitch attitude sufficient to
stop shaker.
If airplane is descending:
(5) Pitch attitude..................................................... Increase smoothly and in small
increments, reducing airspeed
as necessary to stop descent.

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4. RECOVERY PROCEDURES (CONT'D)

A. Windshear Warning (Cont’d)
(6) Airplane configuration....................................... Maintain until positively out of
windshear condition:
• Do not change flap, gear or
trim position until
WINDSHEAR warning
message is removed and
above 1,500 feet AGL.

WARNING

If ground or obstacle contact is imminent, apply maximum forward

throttle travel.
B. Windshear Caution
Windshear cautions are indicated as follows:
• WINDSHEAR caution message on PFD.
During take-off, approach or landing:
(1) Thrust levers/TOGA switch .................... Advance/press Manually advance thrust
levers to maximum take-off
thrust, while simultaneously
pressing either take-off or
go-around (TOGA) switch and
ATS DISC switch.
(2) Normal go-around ............................................... Initiate

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Aural/Visual Warning System REV 46, Mar 01/18

1. TERRAIN AWARENESS AND WARNING SYSTEM

A. TAWS Warning During Flight
TAWS Warnings are indicate as follows:
• “TERRAIN, TERRAIN, PULL UP”, “OBSTACLE, OBSTACLE, PULL UP” and “PULL UP”
aurals.
• PULL UP warning message on the PFDs.
(1) ATS DISC switch .............................................. Depress
(2) Autopilot ....................................................... Disconnect
(3) Thrust levers..................................................... Advance to maximum take-off thrust.
(4) FLIGHT SPOILER lever ....................................... Select to RETRACT.
(5) Immediately initiate a smooth pull up.
(6) Landing gear ...................................................... Retract
(7) Maintain climb until warning ceases and it is confirmed that a safe ground clearance
exists.
B. TAWS Caution During Flight
TAWS cautions are indicated as follows:
• “CAUTION TERRAIN”, “CAUTION OBSTACLE”, “TERRAIN”, “TOO LOW TERRAIN”,
“TOO LOW GEAR”, “TOO LOW FLAPS”, “SINK RATE”, “DON’T SINK” OR
“GLIDESLOPE” aurals.
• GND PROX message on the PFDs.
(1) Airplane flight path or
configuration ....................................................... Correct

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2. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM

A. TCAS Resolution Advisory During Flight:
Resolution advisories are indicated as follows:
• Vertical maneuver commands (red/green arc) on vertical speed indicator,
• Threat level symbology (red square symbol) on multi-function display, including closure
rates and relative altitude, and
• Vertical maneuver voice aurals.

CAUTION
Compliance with a TCAS resolution advisory is necessary
unless the pilot considers the maneuver unsafe to accomplish,
or unless the pilot has accurate information about the cause of
the resolution advisory and can maintain safe separation from
a nearby airplane.

NOTE
The TCAS RA algorithms are based on the pilot initiating the initial
maneuver within approximately 5 seconds, and if an additional
corrective RA, for example, increase or reversal, is issued, the
maneuver must be initiated within approximately 2 1/2 seconds.
The consequences of not following an RA may result in additional
RAs in which aural alert and visual commands may not agree with
each other.
During flight:
(1) Autopilot ....................................................... Disconnect
(2) Applicable maneuver ................................... Accomplish immediately, adjusting engine
thrust as required.
If an additional maneuver is
indicated (e.g. a reversal), it
also must be accomplished
immediately.

CAUTION
Once an RA maneuver has been initiated, the maneuver must be
continued until a “CLEAR OF CONFLICT” aural comes on.
If stabilized in approach:
(1) Autopilot ....................................................... Disconnect
(2) Go-around ........................................................... Initiate

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2. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONT'D)

A. TCAS Resolution Advisory During Flight: (Cont’d)
If RA is accompanied with a TAWS or STALL warning:
(1) Applicable RA maneuver ............................. Discontinue
(2) Applicable recovery procedure
(GPWS or STALL) ....................................... Accomplish
When TCAS “CLEAR OF CONFLICT” aural comes on:
(3) Airplane ........................................................Re-position to assigned altitude.
B. TCAS Traffic Advisory During Flight:
Traffic advisories are indicated as follows:
• Threat level symbology on multi-function display, including closure rate and relative
altitude symbols and
• “TRAFFIC – TRAFFIC” voice aurals.

NOTE
1. The pilot should not initiate evasive maneuvers using
information from the traffic display only, or on a traffic advisory
(TA), without visually sighting the traffic.
2. These displays and advisories are intended only for assistance
in visually locating the traffic, and lack the flight path trends
necessary for use in evasive maneuvering. However, while
climbing or descending, modest changes in vertical speed,
based on traffic display information, is not considered evasive
maneuvering.
(1) Display control panel, TFC switch .........................Press to select TCAS traffic display
on MFD.

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Operation at High Airport Elevations REV 36, Nov 27/15

1. INTRODUCTION
These data must be used on the CL 600, Model 2B16 Challenger airplane (Serial No. 5701 to
6049) when operating from airport pressure altitudes above 10,000 feet up to 14,000 feet. These
data complement or supersede some data contained in the basic Flight Crew Operating Manual.
This Supplement must, therefore, be read in conjunction with the basic Flight Crew Operating
Manual.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below:

2. OPERATING LIMITATIONS
The operating limitations in Chapter 2 are applicable, except as modified by the following:
The maximum landing weight limit is shown in Figure 06−19−1.

MLW_LIMIT_HA_RC−05SEPT96
DFM0703_001

Maximum Landing Weight Limit

Figure 06−19−1

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2. OPERATING LIMITATIONS (CONT'D)

The maximum altitude and temperature operating limits are shown in Figure 06−19−2.
• Maximum airport pressure altitude for take-off and landing is 14,000 feet.

DFM0703_002

Altitude and Temperature Operating Limits

Figure 06−19−2

3. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

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4. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following:
A. Engine Start
The engine start procedures in the basic FCOM are applicable, in addition to the following:

NOTE
If difficulty is experienced in starting a cold engine using the APU,
due to slow acceleration, start the other engine and perform a
crossbleed start on the affected engine. If required, repeat sequence
to obtain a successful start and perform a crossbleed start for the
opposite engine.
B. Climb/Descent Rate
With air-conditioning packs selected on and cabin pressurization rate set at PIP position, the
minimum time required to climb to 25,000 feet or to descend from 25,000 feet without causing
discomfort to passengers is as follows:
AIRFIELD ELEVATION MINIMUM TIME
14,000 feet 10.0 minutes
13,000 feet 8.4 minutes
12,000 feet 6.7 minutes
11,000 feet 5.0 minutes
10,000 feet 3.4 minutes

NOTE
1. During take-off, the minimum time may be reduced by selecting
a higher cabin pressurization rate.
2. During climb, do not exceed 25,000 feet until cabin pressure
altitude has decreased to 8,000 feet or less.
C. Take-Off
Before take-off:
(1) CABIN PRESSURIZATION, LDG
ALT selector ............................................................. Set the following:
• Destination airfield altitude,
• Desired cabin pressure rate
of change, and
• Barometric pressure.

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4. NORMAL PROCEDURES (CONT'D)

C. Take-Off (Cont’d)
(2) Oxygen masks......................................................... Don Crew will don oxygen masks
and establish
communications.
NOTE
1. The use of crew oxygen is required in accordance with the applicable
operating regulations.
2. Carry out a high crosswind take-off procedure if there is an audible
engine noise accompanied by engine indication instabilities, when
setting take-off power.
When cabin altitude is below 10,000 feet:
(3) Oxygen masks.................................................. Remove
D. Descent
(1) CABIN PRESSURIZATION, LDG
ALT selector .........................................................Check selected to the following:
• Destination airfield altitude.
• Destination airfield
barometric pressure.
• Desired cabin pressure
descent rate.
Check FAULT lamp out.
E. Landing
NOTE
The cabin altitude indicator will be in the red area when cabin altitude is
above 10,000 feet.
This indication is normal.
When cabin altitude is above 10,000 feet:
(1) Oxygen masks......................................................... Don Crew will don oxygen masks
and establish
communications.
NOTE
The use of crew oxygen is required in accordance with the applicable
operating regulations.
Prior to landing:
(2) Cabin altitude .......................................................Check
Prior to opening passenger door:
(3) Cabin differential pressure ................................. Ensure at zero.

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5. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, except as modified by the following:
A. Flaps Failure
Operation at high airport elevations increases the probability of exceeding the maximum tire
speed. The landing weight resulting in a touchdown speed equal to the tire speed of 182
knots ground speed, for varying conditions of airport pressure altitude, temperature and wind
is shown for the following flap configurations. Landings exceeding the weights derived will
result in a tire speed greater than 182 knots ground speed at touchdown.
FLAPS 0°
Associated Conditions:
Temperature = 0°C
Airport pressure altitude = 10,000 ft
Wind = 10 knots, headwind
The example in Figure 06−19−3 shows that for the above associated conditions, the landing
weight limited by tire speed of 182 knots ground speed with flaps 0° is 16,200 kg (35,715 lb).

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5. ABNORMAL PROCEDURES (CONT'D)

APPROACH SPEED = VREF + 30 KIAS

TIRELIM_LAND_F0_HA_JP_5JUL96
DFM0703_003

Landing Weight Limited by Maximum Tire Speed, Flaps 0°

Figure 06−19−3

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5. ABNORMAL PROCEDURES (CONT'D)

FLAPS 20°
Associated Conditions:
Temperature = 0°C
Airport pressure altitude = 12,000 ft
Wind = 10 knots, headwind
The example in Figure 06−19−4 shows that for the above associated conditions, the landing
weight limited by tire speed of 182 knots ground speed with flaps 20° is 18,300 kg (40,345 lb).

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5. ABNORMAL PROCEDURES (CONT'D)

APPROACH SPEED = VREF + 14 KIAS

TIRELIM_LAND_F20_HA_JP_5JUL96
DFM0703_004

Landing Weight Limited by Maximum Tire Speed, Flaps 20°

Figure 06−19−4

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5. ABNORMAL PROCEDURES (CONT'D)

FLAPS 30°
Associated Conditions:
Temperature = 0°C
Airport pressure altitude = 13,000 ft
Wind = 10 knots, headwind
The example in Figure 06−19−5 shows that for the above associated conditions, the landing
weight limited by tire speed of 182 knots ground speed with flaps 30° is 19,000 kg (41,888 lb).

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5. ABNORMAL PROCEDURES (CONT'D)

APPROACH SPEED = VREF + 7 KIAS

TIRELIM_LAND_F30_HA_JP_5JUL96
DFM0703_005

Landing Weight Limited by Maximum Tire Speed, Flaps 30°

Figure 06−19−5

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6. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual are applicable.

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FMS Navigation in Polar Regions REV 36, Nov 27/15

NOTE
These supplementary procedures are NOT applicable to airplanes
incorporating Service Bulletin 605–34–019.
1. INTRODUCTION
These supplementary procedures must be used on the CL 600, Model 2B16 Challenger airplane
(Serial No. 5701 to 6049) when operating the airplane in Polar Regions.
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
These supplementary procedures must, therefore, be used in conjunction with the basic Flight
Crew Operating Manual.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.

2. GENERAL
The general information in Chapter 1 is applicable.

3. LIMITATIONS
The limitations in Chapter 2 are applicable, except as modified by the following:
A. Navigation Procedures
Navigation procedures identified below are NOT supported by the FMS 6000 in Polar
Regions:
• Search and Rescue Patterns (SAR)
• Holding Patterns
• Terminal Functions (such as approaches and procedure turns)
• Radial and Abeam Based Fixes
• Place–Bearing/Distance
• Place–Bearing/Place–Bearing
• Along Track Waypoints with Reference Fix.

NOTE
Attempting to insert these procedures will result in a “N/A IN POLAR
REGION” message on the CDU. For the purpose of these limitations, Polar
Region is defined as latitude greater than 89° north or south.
B. Minimum Navigation Equipment
The following minimum navigation equipment is required for operations within Polar Regions:
• Dual FMS
• Dual IRS
• Dual GPS

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

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5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following:
A. MAG/TRUE Transition
The FMS automatically transitions from MAG to TRUE when operating in the region bounded
by latitudes greater than 82 N, or when the latitude is greater than 73 N with a longitude
between 80 W and 130 W, otherwise known as the northern latitude cutout region (keyhole).
The FMS also automatically transitions from MAG to TRUE when operating in the region
bounded by latitudes greater than 82 S, or when the latitude is greater than 60 S with a
longitude between 120 E and 160 E, otherwise known as the southern latitude cutout region
(keyhole). Whenever the aircraft is operating within the keyhole region, selection of MAG is
not possible. MAG must be selected manually by the operator when the aircraft is outside of
the keyhole region, before the FMS will transition back to MAG. Transition will NOT occur
automatically.

NOTE
The pilot must follow the proper operational requirements for selection of
MAG/TRUE modes. FMS automatic switching between MAG and TRUE
modes may not correspond with domestic airspace requirements.
B. Polar Region
Select FMS as NAV source when entering the Polar Region.

NOTE
The EFIS compass cards on the PFDs may begin to deviate when
approaching and transitioning the Pole and an EFIS MISCOMP caution
message may be displayed and a boxed HDG may be posted on both
PFD’s.
The divergence and convergence of the HDG numbers displayed results
from each display using its onside IRS sensor as its heading source. The
split in IRS positions does not adversely affect FMS steering, flight directors,
or cross track deviation as displayed on the HSI.
The compass information will normalize after transitioning the pole, and no
pilot action is required.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

7. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable.

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1. GENERAL
These supplementary procedures must be used on the CL 600, Model 2B16 Challenger airplane
(Serial No. 5701 to 6049) when operating with fixed landing gear down.
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
These supplementary procedures must therefore be used in conjunction with the basic Flight
Crew Operating Manual.
These supplementary procedures are applicable only when used in conjunction with a Minimum
Equipment List approved by the appropriate authority.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. OPERATING LIMITATIONS
The operating limitations in Chapter 2 are applicable, except as modified by the following:
• Airspeed must not exceed VLE (250 KIAS).
• Flight altitude above 20,000 ft is prohibited.
• Flight in known or anticipated icing conditions is not permitted.

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

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7. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual are applicable, except as
modified by the following:
A. Take-Off Performance
The take-off speeds (V1, VR, and V2) must be increased by 2 knots. The field length limited
take-off weight must be reduced by 2%. For a given take-off weight, the take-off field length
must be increased by 4%. The take-off weight limited by tire speed must be reduced by 4%.
The take-off weight limited by maximum brake energy must be reduced by 2%.
B. Weight Altitude Temperature Limits
The following penalty must be applied to the performance data as a weight decrement:
FLIGHT SEGMENT WEIGHT DECREMENT (%)
Take-off – Flaps 20° 16%
Landing – Approach Flaps 20°
13%
– Landing Flaps 45°
The take-off weight is limited by the second segment climb gradient requirement (2.4% gross
gradient – one engine inoperative). In landing, the limiting requirement is the approach climb
gradient (2.1% gross gradient, one engine inoperative).
C. Climb Gradients and Climb Speeds
The following gradient penalty must be subtracted from the climb gradient data:
CLIMB GRADIENT GRADIENT PENALTY (%)
Obstacle Clearance Reference Climb Gradient (Flaps 20°) 2.4%
Final Segment/Enroute (Flaps 0°) 3.3%
Approach (Flaps 20°) 2.4%
Landing (Flaps 45°) Not applicable
The approach climb speed in the flaps 20° configuration must be increased by 2 knots.
D. Operational Performance
The effect of landing gear down on operational performance is presented as follows. Enroute
climb ceiling, fuel reserve, block fuel and block time charts are included as well as a table for
long range cruise speed.

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7. PERFORMANCE (CONT'D)

ceil240_all.uni
DFO1_0622_001

Enroute Climb Ceiling

Figure 06−22−1

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7. PERFORMANCE (CONT'D)

reserve_all.uni
DFO1_0622_002

NBAA/IFR Reserve Fuel vs ZFW

Figure 06−22−2

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7. PERFORMANCE (CONT'D)

block_fuel_all.uni
DFO1_0622_003

Block Fuel vs Range

Figure 06−22−3

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7. PERFORMANCE (CONT'D)

block_time_all.uni
DFO1_0622_004

Block Time vs Range

Figure 06−22−4

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7. PERFORMANCE (CONT'D)

DFO1_0622_005

Long Range Cruise Speed (KIAS)

Figure 06−22−5

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Operation with Systems Inoperative REV 36, Nov 27/15

1. GENERAL
These supplementary procedures must be used on the CL 600, Model 2B16 Challenger airplane
(Serial No. 5701 to 6049) when conducting operations with some specific airplane systems
inoperative.
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
This supplement must, therefore, be used in conjunction with the basic Flight Crew Operating
Manual.
These supplementary procedures are applicable only when used in conjunction with a Minimum
Equipment List approved by the appropriate authority.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. OPERATING LIMITATIONS
The operating limitations in Chapter 2 are applicable, except per MMEL or as modified by the
following:
A. Hydraulic AC Motor Pump Inoperative
APR must be selected off, when dispatching with one hydraulic AC motor pump (1B or 2B)
inoperative.

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

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7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable, except as modified by the following:
A. Category II Operations (JAA/EASA Operators)
The maximum landing weight limited by climb requirements when dispatching with one
hydraulic AC motor pump inoperative is determined from Figure 06−24−1.

Example: ANTI-ICE ON
Associated Conditions:
Temperature = –8°C
Airport pressure altitude = 6,000 ft
Wing and cowl anti-ice = On
10th stage bleeds = Closed
As shown in the example (Figure 06−24−1, Anti-ice On), the maximum landing weight
limited by climb requirements is 21,100 kg (46,518 lb).

Example: ANTI-ICE OFF

Associated Conditions:
Temperature = 27°C
Airport pressure altitude = 6,000 ft
Wing and cowl anti-ice = Off
10th stage bleeds = Closed
As shown in the example (Figure 06−24−1, Anti-ice Off), the maximum landing weight
limited by climb requirements is 20,600 kg (45,415 lb).

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7. SUPPLEMENTARY PROCEDURES (CONT'D)

DFM0708_014

Landing Weight Limited by Climb Requirements − Category II Operations

Figure 06−24−1

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7. SUPPLEMENTARY PROCEDURES (CONT'D)

B. Flight with Landing Gear Down
(1) WEIGHT ALTITUDE TEMPERATURE LIMITS
When dispatching with one hydraulic AC motor pump inoperative, the following penalty
must be applied to the performance data as a weight decrement:
FLIGHT SEGMENT WEIGHT DECREMENT (%)
Take-off – Flaps 20° 16%
Landing – Approach Flaps 20°
13%
– Landing Flaps 45°

(2) CLIMB GRADIENTS AND CLIMB SPEEDS

When dispatching with one hydraulic AC motor pump inoperative, the following gradient
penalty must be subtracted from the climb gradient data:
CLIMB GRADIENT GRADIENT PENALTY (%)
Obstacle Clearance Reference Climb Gradient
2.9%
(Flaps 20°)
Final Segment / Enroute (Flaps 0°) 3.3%
Approach (Flaps 20°) 2.6%
Landing (Flaps 45°) Not applicable
The approach climb speed in the flaps 20° configuration must be increased by 2 knots.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable, except as
modified by Supplement 8 of the Airplane Flight Manual.

9. SPECIAL OPERATIONS
The special operations in Chapter 8 are applicable, except as modified by the following:
A. Operation on Wet and Contaminated Runways
(1) LIMITATIONS
Operation on contaminated runways with hydraulic AC motor pump 2B inoperative is
prohibited.
(2) TAKE-OFF DISTANCE
When dispatching with hydraulic AC motor pump 1B inoperative:
Take-off distance Multiply by a factor of 1.3 (30%)
When dispatching with hydraulic AC motor pump 2B inoperative:
Take-off distance Multiply by a factor of 2.0 (100%)

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9. SPECIAL OPERATIONS (CONT'D)

(3) TAKE-OFF SPEEDS
When dispatching with one hydraulic AC motor pump inoperative, and operating at or
below 4,000 feet pressure altitude, apply VR and V2 corrections as shown on
Figure 06−24−2 and Figure 06−24−3 respectively.
For V1, when dispatching with hydraulic AC motor pump 2B inoperative, use the highest
V1MCG or multiply the VR from Figure 06−24−2 by a factor of 0.86 (–14%).

DFM0708_008
VR Adjustment
Figure 06−24−2

DFM0708_007A

V2 Adjustment
Figure 06−24−3

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9. SPECIAL OPERATIONS (CONT'D)

B. Operation on Wet Grooved Runways
When dispatching with anti-skid inoperative, use of the landing performance on a wet grooved
runway is prohibited. Use the landing distance and landing field length factor of Supplement 8
of the Airplane Flight Manual.

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 SUPPLEMENTARY PROCEDURES Vol. 1 06−25−1
Approaches below 4.5 Degrees REV 36, Nov 27/15

1. GENERAL
These supplementary procedures must be used when conducting approaches above
3.5 degrees, but below 4.5 degrees.
These data complement or supersede data contained in the basic Operating Manual. These
supplementary procedures must, therefore, be used in conjunction with the basic Operating
Manual.
The effect of these supplementary procedures on the basic Operating Manual is given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. OPERATING LIMITATIONS
The operating limitations in Chapter 2 are applicable, except as modified by the following:
A. Operating Limitations
(1) APPROACHES

On airplanes NOT incorporating Service Bulletin 605–34–008:

Operations with a glidepath angle exceeding the maximum shown in area A of
Figure 06−25−1 are prohibited.

On airplanes incorporating Service Bulletin 605–34–008:

Operations with a glidepath angle exceeding the maximum shown in area B of
Figure 06−25−1 are prohibited.

B. Systems Limitations
(1) AUTOMATIC FLIGHT CONTROL SYSTEM
The minimum autopilot use height for precision approaches (ILS) with a glidepath angle
that exceeds 3.5 degrees is 160 feet AGL.
C. Navigation Systems Limitations
(1) FLIGHT MANAGEMENT SYSTEM

On airplanes incorporating Service Bulletin 605–34–019:

FMS approaches with LPV guidance are prohibited.

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3. OPERATING LIMITATIONS (CONT'D)

DFM0711_001

Approach Glidepath Angle Operating Limit

Figure 06−25−1

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4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following;
A. Before Start Check

On airplanes incorporating Service Bulletin 605–34–008:

(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.

B. Precision (ILS/PAR) Approach

Precision approaches utilizing the autopilot and/or the flight director are essentially the same.
Approaching the fix (or beacon), when performing a full approach (with procedure
turn), or coming from a hold:
NOTE
When performing an ILS autopilot-coupled approach, ensure that both flight
directors are displayed.
(1) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
Fix outbound:
(2) Flaps............................................................. 20 degrees
For straight-in approach (radar vectored):
(1) Flaps............................................................. 20 degrees
(2) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
NOTE
When performing a straight-in approach, assume the initial approach
configuration (as in 1 and 2 above), at a distance of 12 miles away from the
airport.
Cleared for the approach; Fix inbound (for a full approach), or when on the localizer
intercept heading (for a straight-in approach):
(3) FCP mode ............................................................ APPR
(4) Mode annunciations ..............................................Verify
• LOC 1 (2) and GS armed – white indications on both PFDs.
• LOC 1 (2) – green indications on both PFDs.
For operations in area B of Figure 06−25−1:
(5) TAWS WARNING, STEEP APPR
switch/light ......................................................... Press in Check ON light on.

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5. NORMAL PROCEDURES (CONT'D)

B. Precision (ILS/PAR) Approach (Cont’d)
When 1.5 dots below the glideslope:
(6) LDG GEAR lever ...................................................... Set to DN.
(7) Flaps............................................................. 30 degrees
When 1 dot below the glideslope:
(8) Flaps............................................................. 45 degrees
(9) Airspeed ................................................................. VREF

NOTE
1. The airplane should be fully configured for landing and slowed
to VREF + WIND prior to glideslope intercept.
2. Operations in icing conditions may result in the N2 being
displayed in the cautionary (amber) range (below 78% N2 ). In
this condition, the wing and cowl anti-ice systems should be
monitored. If an abnormal condition occurs, it may not be
possible to complete the approach when the associated
procedure is followed.
(10) Before landing check ...................................... Complete
(11) Preselect ALT ........................................................... Set to missed approach altitude.
At 1,500 feet AGL:
(12) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind component,
plus all of the gust (regardless
of direction). Maximum
correction is + 20 KIAS.
At the final approach fix (FAF):
(13) Fix name, altitude and flags ............................. Recheck correct fix name, at correct
altitude and no flags in view.
At decision height (DH) or decision altitude (DA) and landing is feasible:
(14) Autopilot (if used) ......................................... Disconnect at no less than 160 feet AGL.

CAUTION
PFD negative barometric altitude is indicated by a yellow NEG flag
within the barometric altitude window.

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5. NORMAL PROCEDURES (CONT'D)

B. Precision (ILS/PAR) Approach (Cont’d)

Precision (ILS/PAR) Approaches below 4.5 Degrees

Figure 06−25−2

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5. NORMAL PROCEDURES (CONT'D)

C. In Range Check
For operations in area B of Figure 06−25−1:
(1) TAWS WARNING, STEEP APPR
switch/light ......................................................... Press in Check ON light on.
D. Before Landing Check

NOTE
1. For approaches at angles above 4.0 degrees, the airplane should be
fully configured for landing and slowed to VREF + WIND prior to
glideslope intercept. Wind correction is half steady state crosswind
component, plus all of the gust (regardless of direction).
2. Intermittent operation at idle when wing anti-ice and/or cowl anti-ice is
ON is acceptable during final approach provided no associated EICAS
caution messages are annunciated.
E. Go-Around
For operations in area B of Figure 06−25−1:
(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.
F. After Landing Check

On airplanes incorporating Service Bulletin 605–34–008:

(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, except as modified by the following:
A. Flaps Failure
The following applies, in addition to the existing flap failure procedure:
If flaps fail at less than 20 degrees, divert to a suitable landing field with a glidepath angle of
3.5 degrees or less.
END

7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual are applicable.

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NOTE
These supplementary procedures are only applicable to airplanes
incorporating Service Bulletin 605−34−008.
These supplementary procedures are NOT applicable to FAA
registered airplanes.
These supplementary procedures do not constitute approval to
conduct Steep Approach operations.
1. GENERAL
These supplementary procedures must be used when conducting steep approaches from
4.5 degrees to 5.5 degrees, inclusive.
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
These supplementary procedures must, therefore, be used in conjunction with the basic Flight
Crew Operating Manual.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. LIMITATIONS
The limitations in Chapter 2 are applicable, except as modified by the following:
A. Structural Weight
Maximum landing weight: 15,875 kg (35,000 lb)
B. Operating Limitations
(1) ALTITUDE AND TEMPERATURE OPERATING LIMIT
Maximum landing altitude is 5,000 feet.
(2) OPERATION IN ICING CONDITIONS
Steep approaches in known icing conditions are prohibited.
(3) WIND LIMITS
No tailwind component is permitted for steep approach landings.
The maximum crosswind component for steep approach landings is 20 knots.
Increasing landing reference speed by more than 10 KIAS for crosswind and/or gusts is
prohibited. If wind conditions require a speed adder of more than 10 KIAS, divert to a
suitable landing field that does not require a steep approach procedure.
(4) APPROACHES
Operations with a glidepath angle that exceeds 5.5 degrees is prohibited.
Deliberate one engine inoperative steep approaches are prohibited.
Partial flap steep approaches and landings are prohibited.
Steep approach landing on contaminated runways is prohibited.

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3. LIMITATIONS (CONT'D)
(5) LANDING DECISION POINT
The minimum height for go-around following an engine failure (Landing Decision Point) is
200 feet AGL.
C. Power Plant
(1) AUTOTHROTTLE (ATS)
Use of the ATS for steep approaches or landing is prohibited.
D. Systems Limitations
(1) AUTOMATIC FLIGHT CONTROL SYSTEM
Use of autopilot for steep approaches is prohibited.
(2) ANTI-ICE SYSTEM
Approach and landing with wing and/or cowl anti-ice selected ON is prohibited.
(3) SYSTEMS INOPERATIVE
Landings at a steep approach airfield are prohibited if any of the following systems are
inoperative:
• Flaps
• Ground Spoilers
• Anti-Skid
• Nose Wheel Steering
• Radio Altimeter
• Thrust Reverser
E. Navigation Systems Limitations
(1) FLIGHT MANAGEMENT SYSTEM
Use of the FMS approach performance function for steep approach is prohibited.

On airplanes incorporating Service Bulletin 605–34–019:

FMS approaches with LPV guidance are prohibited.

(2) TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

The TAWS steep approach switch/light must be selected ON as directed in the normal
procedures of this supplement.

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4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable, except as modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
necessitates:
• an approach speed greater than VREF,
• a landing with flaps other than 45 degrees,
• an increase in actual landing distance by a factor greater than 1.50 (50%) or
• a landing with gear up or unsafe.
• a landing with any of the systems inoperative as listed in the system limitations of this
supplement.

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5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following:

NOTE
Use of ILS or FMS VNAV guidance with or without the flight director is
authorized.

A. Before Start Check

(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.
B. Precision (ILS/PAR) Approach
Approaching the fix (or beacon), when performing a full approach (with procedure
turn), or coming from a hold:
(1) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
Fix outbound:
(2) Flaps............................................................. 20 degrees
For straight-in approach (radar vectored):
(1) Flaps............................................................. 20 degrees
(2) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
NOTE
When performing a straight-in approach, assume the initial approach
configuration (as in 1 and 2 above), at a distance of 12 miles away from the
airport.
Cleared for the approach; Fix inbound (for a full approach), or when on the localizer
intercept heading (for a straight-in approach):
(3) FCP mode ............................................................ APPR
(4) Mode annunciations ..............................................Verify
• LOC 1 (2) and GS armed – white indications on both PFDs.
• LOC 1 (2) – green indications on both PFDs.
(5) TAWS WARNING, STEEP APPR
switch/light ......................................................... Press in Check ON light on.
When 1.5 dots below the glideslope:
(6) LDG GEAR lever ...................................................... Set to DN.
(7) Flaps............................................................. 30 degrees
When 1 dot below the glideslope:
(8) Flaps............................................................. 45 degrees

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5. NORMAL PROCEDURES (CONT'D)

B. Precision (ILS/PAR) Approach (Cont’d)
(9) Airspeed ....................................................VREF + WIND

NOTE
The airplane should be fully configured for landing and slowed to
VREF + WIND prior to glideslope intercept. Wind correction is half
steady state crosswind component, plus all of the gust (regardless of
direction). Maximum correction is + 10 KIAS.
(10) Before landing check ...................................... Complete
(11) Preselect ALT ........................................................... Set to missed approach altitude.
At 1,500 feet AGL:
(12) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind component,
plus all of the gust (regardless
of direction). Maximum
correction is + 10 KIAS.
At the final approach fix (FAF):
(13) Fix name, altitude and flags ............................. Recheck correct fix name, at correct
altitude and no flags in view.

CAUTION
PFD negative barometric altitude is indicated by a yellow NEG flag
within the barometric altitude window.

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5. NORMAL PROCEDURES (CONT'D)

B. Precision (ILS/PAR) Approach (Cont’d)

Precision (ILS/PAR) Approaches up to 5.5 Degrees

Figure 06−26−1

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5. NORMAL PROCEDURES (CONT'D)

C. In Range Check
(1) TAWS WARNING, STEEP APPR
switch/light ......................................................... Press in Check ON light on.
D. Before Landing Check

NOTE
The airplane should be fully configured for landing and slowed to
VREF + WIND prior to glideslope intercept. Wind correction is half steady
state crosswind component, plus all of the gust (regardless of direction) up
to a maximum of VREF + 10 KIAS.
E. Go-Around
(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.
F. After Landing Check
(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.

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6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, except as modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
necessitates:
• an approach speed greater than VREF,
• a landing with flaps other than 45 degrees or
• an increase in actual landing distance by a factor greater than 1.50 (50%).
• a landing with any of the systems inoperative as listed in the system limitations of this
supplement.
A. Engine Failure During Approach
(1) Operating engine .............................................. Increase thrust as required.
(2) FLIGHT SPOILER lever
(If extended) ......................................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(3) FLAPS .................................................................. Select to 20°.
(4) Airspeed ........................................................... Increase to VREF (Flaps 45°) + 14 KIAS.
(5) Airplane ............................................................... Retrim and go-around (Refer to
Single Engine Go-Around in
this section).
If required, autopilot may be
engaged, if above 800 feet
AGL.
Divert to a suitable landing
field that does not require a
steep approach procedure.

NOTE
The height loss during a single engine go-around is no more than 200 feet.

END

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6. ABNORMAL PROCEDURES (CONT'D)

B. Single Engine Go-Around

NOTE
1. The minimum fuel for go-around is 230 kg (500 lb) per wing, with a
maximum airplane climb attitude of 5° nose up.
2. Single engine go-around capability is not assured with flaps greater
than 20°.

(1) Single Engine Climb Thrust

(APR rating).............................................................. Set immediately (Refer to the
Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).
(2) TOGA push switch ........................................... Depress
(3) FLIGHT SPOILER lever
(If extended) ......................................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(4) Airplane ............................................................... Rotate smoothly to initial pitch attitude
of 10°, and adjust pitch as
required to achieve the
approach climb speed. (Refer
to the Airplane Flight Manual,
Chapter 6; PERFORMANCE –
APPROACH AND LANDING
CLIMB).
(5) FLAPS .................................................................. Select to 20°.
When a positive rate of climb is achieved:
(6) LDG GEAR lever .................................................. Select to UP.
At a safe altitude (not below 400 feet AGL):
(7) FLAPS .................................................................. Select to 0° at a speed of not less
than VFTO – 5 KIAS.
(8) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
Check L and R REV ARMED
advisory messages out.
If go-around was due to engine failure during approach:
(9) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to Chapter 5 –
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
END

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7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable except as modified by the following:
A. FAA Steep Approach into London City Airport
Use of the supplementary procedures for steep approaches into London City Airport is
prohibited.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable, except as
modified by Supplement 12 of the Airplane Flight Manual.

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9. SPECIAL OPERATIONS
The special operations in Chapter 8 are applicable, except as modified by the following:
A. Operation on Wet Grooved Runways
(1) RUNWAY CONDITIONS
The data is applicable to concrete runway surfaces with transverse grooves constructed
and maintained to FAA standard AC 150/5320−12C, or equivalent, and on which there
are no areas of significant rubber deposit in sections where the high-speed portion of
braking is expected.
(a) Wet Runway
A grooved runway is considered wet when there is sufficient moisture on the runway
surface to cause it to appear partially reflective, but without significant areas of
standing water (runway grooves not overflowing).
(2) LIMITATIONS
The limitations in Chapter 2 are applicable, with the addition of the following:
• The data may be used only for wet grooved runways.
• Non-performance related limitations and procedures that are applicable to a wet
runway, are also applicable to a wet grooved runway.
• The use of this Special Operation for landing performance requires both thrust
reversers to be operational.
• The use of this Special Operation for landing performance requires the anti-skid
system to be fully operational.
• The use of this Special Operation requires that :
• the runway is maintained to FAA standard AC 150/5320−12C, or equivalent,
• there are no areas of significant rubber deposit in sections where the high-speed
portion of braking is to occur, and
• there is no indication, via NOTAMs, PIREPs or braking action reports, that
degraded braking exists on the runway.
• This Special Operation is applicable only to grooved concrete surfaces.
• The use of a wet grooved runway corrected landing distance which is shorter than the
dry runway landing field length is prohibited.

On EASA registered airplanes:

This Special Operation is approved for use on concrete runways having a grooved
surface that has been constructed and maintained to the FAA standard of
AC 150/5320−12C or equivalent. Operational approval must be obtained in order to use
the performance data presented in this Special Operation.
The wet grooved landing distance determined during flight planning must account for the
conditions expected at the time of arrival, including reported wind, runway slope and
VREF speed increment.

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9. SPECIAL OPERATIONS (CONT'D)

(3) EMERGENCY PROCEDURES
The emergency procedures in the supplementary procedures for Steep Approaches up to
5.5 Degrees are applicable, except as modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
requires an increase in the actual landing distance.
(4) ABNORMAL PROCEDURES
The abnormal procedures in the supplementary procedures for Steep Approaches up to
5.5 Degrees are applicable, except as modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
requires an increase in the actual landing distance.
(5) PERFORMANCE
The performance for operation on wet grooved runways is provided in Supplement 12 of
the Airplane Flight Manual.

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1. GENERAL
These supplementary procedures provides data for operational capabilities and the applicable
standards of certain airplane systems.

NOTE
Compliance with the standards noted below does not constitute an
operational approval.

The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below:
A. Introduction
The general information in Chapter 1 is applicable.
B. Limitations
The limitations in Chapter 2 are applicable.
C. Emergency Procedures
The emergency procedures in Chapter 3 are applicable.
D. Normal Procedures
The normal procedures in Chapter 4 are applicable.
E. Abnormal Procedures
The abnormal procedures in Chapter 5 are applicable.
F. Supplementary Procedures
The supplementary procedures in Chapter 6 are applicable.
G. Performance
The performance data in Chapter 6 of the Airplane Flight Manual are applicable.

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2. NAVIGATION
A. RVSM
The airplane is certified capable of RVSM operations in accordance with FAA “Interim
guidance material on the approval of operations/aircraft for RVSM operations” 91–RVSM,
dated March 14, 1994, or later applicable revision.
RVSM operations must not be commenced or continued unless all of the required equipment
specified below is operational:
RVSM REQUIRED EQUIPMENT LIST

EQUIPMENT REQUIREMENTS FOR RVSM

AUTOPILOT (FCC, FCP, Elevator servo) MUST BE OPERATIONAL.

ALTITUDE ALERTING SYSTEM TWO (2) AFDs MUST BE OPERATIONAL DISPLAYING 2 PRIMARY ALTIMETERS
ALTITUDE REPORTING
ONE (1) MUST BE OPERATIONAL.
TRANSPONDER
AIR DATA COMPUTER TWO (2) MUST BE OPERATIONAL.

B. Traffic Alert and Collision Avoidance System (TCAS)

The TCAS installation is in accordance with JAA TGL No. 8.
Pilots are authorized to deviate from their Air Traffic Control (ATC) clearance in order to
comply with a TCAS resolution advisory (RA) command.

AR Certified Airplanes
Pilots are authorized to deviate from their Air Traffic Control (ATC) clearance in order to
comply with a TCAS resolution advisory (RA) command. The pilots shall inform ATC of the
deviation from the ATC clearance following the response to the RA.

Maneuvers must not be based solely on information presented on the traffic display.

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2. NAVIGATION (CONT'D)
C. Flight Management System (FMS) − FMS−6000
The FMS has been demonstrated capable of, and has been shown to meet the requirements
for, the following operation:
(1) OCEANIC AND REMOTE
• Use of the FMS with the GPS is approved for supplemental means of navigation
source for oceanic and remote operations.
• Use of the FMS with GPS has been found to comply with the requirements of
AC 20–138A, Appendix 1 for GPS primary means of navigation in oceanic and remote
airspace, with two operational GPS receivers and with two operational FMS systems.
(2) NORTH ATLANTIC (NAT) MINIMUM NAVIGATIONAL PERFORMANCE SPECIFICATION
(MNPS) AIRSPACE
• Provided two FMS installations are operating with each receiving information from at
least two inertial reference systems (IRS), the FMS has been demonstrated capable
of flight into North Atlantic (NAT) minimum navigational performance specification
(MNPS) airspace, and has been shown to meet the accuracy specification in
accordance with AC 120–33 or AC 91–49.

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2. NAVIGATION (CONT'D)
(3) ENROUTE, TERMINAL AREA AND NON-PRECISION APPROACH OPERATIONS
• Use of the FMS with the GPS is approved for supplemental means of navigation
source for enroute, terminal area and non-precision approach operations.
• The FMS installation meets the performance/accuracy criteria of AC 20–130A,
Airworthiness Approval of Navigation or Flight Management Systems Integrating
Multiple Navigation Sensors, for enroute, terminal area and non-precision approach
operations.
GPS TSO C129a/AC 20-138A
• The installed FMS and GPS comply with AC 20-138A for IFR navigation using GPS
for enroute, terminal area and non-precision approach operations (including "GPS",
"or GPS", and "RNAV" approaches).

NOTE
1. The system does not meet the requirements for LPV approaches.
2. The system does not meet the requirements for procedures or routes
with RF legs.

On airplanes 5863 to 6049 and airplanes incorporating Service Bulletin

605–34–011:
GPS/WAAS TSO C145a/AC 20-138A
• The installed FMS and GPS comply with AC 20-138A for navigation using GPS and
WAAS (within the coverage of a Space-Based Augmentation System (SBAS)
complying with ICAO Annex 10) for enroute, terminal area and non-precision
approach operations (including "GPS", "or GPS", and "RNAV" approaches).

NOTE
1. The system does not meet the requirements for LPV
approaches.
2. The system does not meet the requirements for procedures or
routes with RF legs.

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2. NAVIGATION (CONT'D)
(4) RNAV–1/PRNAV
• The FMS installation meets the airworthiness certification requirements of JAA
Temporary Guidance Leaflet No. 10, Airworthiness and Operational Approval for
Precision RNAV Operations in Designated European Airspace.
• Precision RNAV operations must not be conducted unless all of the required
equipment specified below is operational.
PRNAV REQUIRED EQUIPMENT LIST

EQUIPMENT REQUIREMENTS FOR PRNAV

FLIGHT MANAGEMENT COMPUTER ONE (1) MUST BE OPERATIONAL.

FMS CONTROL DISPLAY UNIT ONE (1) MUST BE OPERATIONAL.

ONE (1) VHF NAV and ONE (1) DME MUST BE OPERATIONAL
VHF NAV, DME, GPS OR
ONE (1) GPS MUST BE OPERATIONAL.
IRS IRS ONLY message must not be displayed.

Compliance with AC 90−100A, US Terminal and Enroute Area Navigation (RNAV)

Operations
• With an operating FMS that is receiving valid signals from either:
• GPS, or
• DME and IRS
the aircraft meets the functional and accuracy requirements of AC 90−100A, US
Terminal and Enroute Area Navigation (RNAV) Operations for RNAV−1 and RNAV−2
routes, provided that:
1) None of the following messages are displayed:
• FMS DR (PFD, MFD or CDU)
• IRS ONLY (PFD, MFD or CDU)
• VOR/DME ONLY (CDU or PFD)
• VOR/DME DIST > 40.0 NM (CDU)
• CHK POS (PFD or CDU)
and,
2) For procedures that specifically require GPS, or when GPS is the only available
sensor, none of the following messages are posted on the CDU:
• NO GPS RAIM
• GPS NOT AVAILABLE
• GPS-FMS DISAGREE
and,
3) The crew has entered NOTAMed navaids on the CDU VOR/DME CONTROL
page.

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2. NAVIGATION (CONT'D)
(5) RNAV–5/BRNAV
• The FMS installation meets the requirements of AC90–96, Approval of US Operators
and Aircraft to Operate under Instrument Flight Rules (IFR) in European Airspace
Designated for Basic Area Navigation and JAA Temporary Guidance Leaflet No. 2,
rev. 1, AMJ 20X2, JAA Guidance Material on Airworthiness Approval and Operational
Criteria for the use of Navigation Systems in European Airspace Designated for Basic
RNAV Operations.
(6) RNP–10
• The FMS installation with the IRS has been demonstrated to meet the criteria of FAA
Order 8400.12A “Required Navigation Performance 10 (RNP–10) Operational
Approval” as a primary means of navigation without time limitation and without
updating, based on compliance with the IRS accuracy requirements of FAR 121,
Appendix G.
• The FMS with the GPS with RAIM has been demonstrated to meet the criteria of FAA
Order 8400.12A “Required Navigation Performance 10 (RNP–10) Operational
Approval” as a means of navigation for flights without time limitations.
(7) VNAV
• The FMS installation meets the performance/accuracy criteria for enroute, terminal
and approach VNAV operation as per AC 20-129, titled Airworthiness Approval of
Vertical Navigation (VNAV) Systems for use in the US National Airspace System
(NAS) and Alaska.

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2. NAVIGATION (CONT'D)
D. Flight Management System (FMS) − FMS−6200

On airplanes incorporating Service Bulletin 605–34–019:

Approval Status
Provided the FMS is receiving adequate usable signals, the FMS has been demonstrated
capable of and has been shown to meet the performance requirements for the following
operations:
Lateral Navigation
1) VFR/IFR en route oceanic and remote, en route domestic, terminal operation, and
instrument approach using WGS84 (or NAD83) coordinate reference datum in
accordance with the performance/accuracy requirements of AC 20−138D.
2) Global Navigation Satellite System (GNSS) TSO C145a B3/AC 20−138D and Flight
Management System (FMS) TSO−C115b and TSO−C146c D4/AC 20−138D: The
installed equipment complies with AC 20−138D, AMC 20−27A and AMC 20−28; for
navigation using GNSS and GNSS/SBAS (within the coverage of a satellite−based
augmentation system complying with ICAO Annex 10) for enroute, terminal area,
non−precision approach, and approach procedures with vertical guidance
operations. Non−precision approach operations include those based on conventional
navigation aids with or without GNSS in the title and those with GNSS and RNAV
(GNSS) in the title to LNAV minimums. Approach procedures with vertical guidance
include RNAV (GNSS) and LNAV/VNAV minimums as well as LPV approaches.

The installed system is compatible with the WAAS (North America),

EGNOS (Europe), GAGAN (India) and MSAS (Japan) SBAS Service Providers,
complying with ICAO Annex 10 and developed per RTCA DO−229().
RNP Operations
RNP 10 (RNAV 10) − In accordance with AC 90−105A Appendix G, ICAO Doc 9613 PBN
Volume II, Part B, Chapter 1, and AMC 20−12:
• the FMS installation with the IRS has been demonstrated to meet the criteria as a
primary means of navigation for flight up to 6.2 hours in duration without updating. The
determination of flight duration starts when the aircraft first begins to move after the
system is placed in navigation mode.
• the FMS installation with the GNSS with RAIM has been demonstrated to meet the
criteria as a means of navigation for flights without time limitations.

On airplanes incorporating Service Bulletin 605–34–021:

RNP−AR − In accordance with ICAO Doc 9613 PBN Volume II, Part C, Chapter 6;
AMC 20−26; and AC 20−138C, Appendix 2, the FMS has been demonstrated capable of
primary navigation for RNP AR approach operations.

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2. NAVIGATION (CONT'D)
RNP−2 − In accordance with ICAO PBN document 9613 Edition 4, Volume ll, Part C,
Chapter 2, (Implementing RNP−2):
• the FMS has been demonstrated capable of primary navigation in RNP−2 for oceanic
and remote airspace operations provided that two FMSs are receiving information from
at least two GNSS and operating in GNSS navigation mode prior to initiating an RNP
procedure.
• the FMS has been demonstrated capable of primary navigation in RNP−2 for
continental operations provided that one FMS is receiving information from at least one
GNSS and operating in GNSS navigation mode prior to initiating an RNP procedure,
provided that an alternative means of navigation is available if required for the class of
operation.
RNP−4 − In accordance with ICAO Doc 9613 PBN Volume ll, Part C, Chapter 1 and
AC 90−105A Appendix F, the FMS has been demonstrated capable of primary navigation for
RNP−4 Oceanic and remote area operations provided that two FMS systems are available
and receiving information from two independent GNSS sensors and operating in GNSS
navigation mode.
Basic RNP−1 − In accordance with ICAO Doc 9613 PBN Volume ll, Part C, Chapter 3 and
AC 20−138D Chap 9 for FAA RNP 1 (Terminal) operations, the FMS has been
demonstrated capable of primary navigation for RNP−1 operations provided that the FMS is
receiving information from a GNSS sensor and operating in GNSS navigation mode.
RNP APCH − The FMS has been demonstrated capable of primary navigation for RNP
APCH operations in accordance with ICAO Doc 9613 PBN Volume ll, Part C, Chapter 5, AC
20−138D for FAA RNP instrument approach with Baro−VNAV and AMC 20−27A for RNP
APCH with Baro−VNAV Provided FMS is receiving information from a GNSS sensor and
operating in:
• GNSS navigation mode; and
• RNP APPR annunciation is displayed at the Final Approach Fix.
LPV Approaches − The FMS and GNSS have been demonstrated capable of primary
navigation for LPV operations in accordance with ICAO Doc 9613 PBN Volume ll, Part B,
Chapter 5, AC 20−138D for FAA LPV and AMC 20−28 for EASA LPV.

NOTE
LP approaches cannot be performed.

Baro−VNAV − Provided at least a single FMS, a single GNSS and single ADC are installed
and operational and the NO APPR (on PFD) messages are NOT posted, this FMS
installation has been demonstrated to meet the requirements of AC 20−138D for performing
Baro−VNAV.
Vertical Navigation (VNAV) − The FMS has been demonstrated capable of and has been
shown to meet the accuracy requirements of: VFR/IFR en route, terminal and approach
VNAV operation within the contiguous United States and Alaska in accordance with the
criteria of AC 20−138D. VNAV Temperature Compensation meets the requirements of
TCCA AC 500.020 FMS Barometric VNAV Temperature Compensation and RTCA
DO−236B MASPS RNP for Area Navigation, Appendix H.

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2. NAVIGATION (CONT'D)
Primary Means Oceanic and Remote − Use of the FMS with GNSS has been found to
comply with the requirements of AC 20−138D, Appendix 1 for GNSS primary means of
navigation in oceanic and remote airspace, with two operational GNSS receivers and with
two operational FMS systems.
NAT MNPS − Provided dual FMS and any two independent long range navigation systems,
consisting of any combination of GNSS or IRS are installed and operating, the FMS with
GNSS inputs has been demonstrated capable of flight into North Atlantic (NAT) minimum
navigation performance specification (MNPS) and has been shown to meet the accuracy
specification in accordance with AC 120.33 or AC 91−49.
RNAV−1 / RNAV−2 − In accordance with AC90−100A, the FMS has been demonstrated
capable of primary navigation in RNAV−1 and RNAV−2 airspace provided that the FMS is
operating in GNSS or DME/DME navigation mode.
RNAV−5 / BRNAV − This FMS installation has been demonstrated to meet the BRNAV
requirements of AC 90−96A and JAA AMJ 20X2 Leaflet 2, Revision 1.
PRNAV − The FMS installation has been demonstrated to meet the PRNAV requirements of
JAA TGL 10.
Compliance with AC 90−100A − When equipped with an operating FMS and GNSS, the
aircraft meets the functional and the +/−1 nm accuracy requirements of AC 90−100A, U.S.
Terminal and En Route Area Navigation (RNAV) Operations

E. FM Immunity
The VHF NAV radios installed comply with FM immunity requirements per ICAO Annex 10,
and:
• ED−22B / DO−196 for VOR receivers
• ED−46B / DO−195 for LOC receivers

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3. SURVEILLANCE
A. Mode S Elementary Surveillance
The Mode S transponder has been certified to meet the requirements of Elementary Mode S
Surveillance as defined by JAA TGL 13.
B. Enhanced Mode S Surveillance
The installed Mode S system satisfies the data requirements of ICAO Doc 7030/4, Regional
Supplementary Procedures for SSR Mode S Enhanced Surveillance in designated airspace.
The capability to transmit data parameters is shown in the following table:
PARAMETER AVAILABLE/NOT AVAILABLE
MAGNETIC HEADING AVAILABLE
INDICATED AIRSPEED AVAILABLE
MACH NUMBER AVAILABLE
VERTICAL RATE AVAILABLE (SEE NOTE 1)
ROLL ANGLE AVAILABLE
TRACK ANGLE RATE AVAILABLE
TRUE TRACK ANGLE AVAILABLE (SEE NOTE 2)
GROUND SPEED AVAILABLE (SEE NOTE 2)
SELECTED ALTITUDE AVAILABLE
BAROMETRIC PRESSURE SETTING AVAILABLE

NOTE
1. Barometric rate of climb/descent as well as Inertial Rate of
climb/descent are available as the aircraft is equipped with IRS.
2. Aircraft must be equipped with at least one functioning Flight
Management Computer and FMS Control Display Unit.

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3. SURVEILLANCE (CONT'D)
C. Automatic Dependent Surveillance Broadcast (ADS−B)

On airplanes incorporating Service Bulletin 605–34–013:

The installed ADS−B Out system meets Section 8 of EASA AMC 20−24, dated 2 May 2008.
ADS−B operations in Non-Radar Areas (ADS−B NRA) cannot be commenced or continued
unless the required equipment specified below is operational:
ADS-B OUT REQUIRED EQUIPMENT LIST

EQUIPMENT REQUIREMENTS FOR ADS-B OUT

ATC/MODE S TRANSPONDER ONE (1) MUST BE OPERATIONAL.

AIR DATA COMPUTER ONE (1) MUST BE OPERATIONAL.

GLOBAL POSITIONING SYSTEM RECEIVER
or ONE (1) MUST BE OPERATIONAL.
GNSS SBAS RECEIVER

On airplanes incorporating Service Bulletin 605–34–030:

The installed ADS−B Out system has been certified in accordance with the guidance
provided in the FAA AC 20−165A, the EASA CS.ACNS.D.ADS and the Australian
AC 21−45, and meets the equipment requirements of FAA 14 CFR 91.227 and those of
CASA CAO 20.18.
ADS−B operations cannot be commenced or continued unless the required equipment
specified below is operational:
ADS-B OUT REQUIRED EQUIPMENT LIST

EQUIPMENT REQUIREMENTS FOR ADS-B OUT

ATC/MODE S TRANSPONDER ONE (1) MUST BE OPERATIONAL.

AIR DATA COMPUTER ONE (1) MUST BE OPERATIONAL.

GLOBAL POSITIONING SYSTEM RECEIVER
or ONE (1) MUST BE OPERATIONAL.
GNSS SBAS RECEIVER

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4. COMMUNICATIONS
A. FM Immunity
The VHF COM radios installed comply with FM immunity requirements per ICAO Annex 10,
and ED−23B / DO−186 for VHF communication receivers.
B. Datalink
(1) ATN B1 CPDLC (CONTROLLER TO PILOT DATALINK COMMUNICATION)

On airplanes incorporating Service Bulletin 605–23–007:

The aircraft Datalink system has been demonstrated to comply with the applicable
safety, performance and interoperability requirements for continental ATN B1 Datalink
using VDL Mode−2.
The aircraft ATC Datalink system does support multi-frequency operation as defined in
ARINC Spec. 631−5.

(2) FANS 1/A+

On airplanes incorporating Service Bulletin 605–23–008:

The aircraft FANS 1/A+ system enables CPDLC and ADS−C capabilities in support of
reduced aircraft separations in remote and oceanic areas, by using Satellite
Communications and ACARS ground networks. The system complies with the
interoperability requirements of RTCA DO–258A and the guidelines of ICAO GOLD.
The system adopts FAA AC 20–140A as an acceptable means of compliance for the
following datalink capabilities:
Interoperability Designators:
• FANS 1/A+ with automation (including "push to load")
• ATN B1
• ACARS ATS
ATS Subnetworks:
• VDL Mode−A
• VDL Mode−2
• SATCOM Inmarsat Classic Aero
• SATCOM Iridium (Short Burst Data (SBD))
Aircraft−Allocated Performance:
• CPDLC: RCP 240
• ADS−C: RSP 180
FANS 1/A+ system includes message latency monitoring as indicated by the + symbol
as per DO258A 4.6.6.9 .

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Operation with Cracked Windshield Faceply REV 21, Jan 18/12

NOTE
These supplementary procedures are only applicable to airplanes on
the FAA registry.
1. GENERAL
These supplementary procedures provide data for operation with a cracked windshield faceply.
These data complement or supersede data contained in the basic Operating Manual. These
supplementary procedures must therefore be used in conjunction with the basic Operating
Manual.
The effect of these supplementary procedures on the basic Operating Manual is given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. LIMITATIONS
The limitations in Chapter 2 are applicable with the addition of the following:
A. Systems Limitations
(1) WINDSHIELD AND SIDE WINDOWS
The faceply of one windshield may be cracked provided:
(a) Cracked faceply is repaired in accordance with Structural Repair Manual,
Chapter 51,
(b) There is no FOD damage to the airframe, nacelles or engines, on initial discovery or
if faceply pieces are missing,
(c) Vision is not impaired through remaining windows,
(d) Tape and cracked faceply is checked for general integrity prior to each flight,
(e) Visibility through the affected windshield is acceptable to the flight crew,
(f) Affected windshield heater is considered inoperative,
(g) Remaining windshield heater and both side window heaters are operative,
(h) Flight into known or forecast icing conditions, precipitation, thunderstorms or other
conditions which could cause fogging or misting is prohibited and
(i) Airspeed is limited to 280 KIAS or less below 8,000 feet MSL.

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

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7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable with the addition of
the following:
A. General
One windshield faceply may be cracked provided the mission fuel requirements are increased
by:
Fuel consumption 0.30%

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Runway Awareness and Advisory System REV 36, Nov 27/15

NOTE
These supplementary procedures are only applicable to airplanes
incorporating Service Bulletin 605−34−022.
1. GENERAL
These supplementary procedures provide data for operation of the Runway Awareness and
Advisory System (RAAS).
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
These supplementary procedures must therefore be used in conjunction with the basic Flight
Crew Operating Manual.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.
Functional Overview
The Runway Awareness Advisory System (RAAS) is a software enhancement hosted in the
Terrain Awareness Warning System (TAWS) unit, which provides aural and visual advisories to
supplement flight crew awareness of position during ground and flight operations. RAAS uses
existing TAWS inputs to generate aural advisories in the flight deck. RAAS advisories are
annunciated over the same audio system as the TAWS. Unique voices are used for RAAS
advisories to allow adequate differentiation from the current TAWS Mode 1 − 7 and Terrain /
Obstacle Awareness voice call outs. RAAS advisories are succinct by design. RAAS is designed
to be fully compatible with normal aircraft operations. There is no requirement for pilot input to
the system.
RAAS is configurable (during installation/activation) for voice gender, units (feet or meters) and
most advisories may be configured ON or OFF. This flight manual supplement is arranged so
that each configurable advisory is maintained in its own sub-section. This allows an operator to
utilize this supplement by choosing each section that applies to them.
RAAS Implementation and Configuration
RAAS may be configured for a variety of advisory callout options via the RAAS configuration
database.
The only customer selectable options are:
• Voice gender: Female/Male
• Units of measurement: Feet/Meter
• Altimeter Setting callout: ON/OFF.
A RAAS inhibit switch allows the crew to inhibit all RAAS visual indications and aural alerts. The
white OFF switch/light illuminates when selected.

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1. GENERAL (CONT'D)
The table below provides the settings of alert options certified on the aircraft. These options and
configurations are set during installation and activation of the RAAS on the aircraft, and are NOT
pilot selectable.
GROUP ADVISORY/ ALERT ENABLED SETTINGS AUDIO VISUAL

GPS Antenna Location 15 feet − −

Advisory Suppress YES 450 − 550 − −

Window feet
RAAS Approaching Runway − YES “Approaching XX” APP XX
In Air/On Ground “Approaching Runways” APP RWYS
(if more than one runway (if more than one runway meets
meets the qualifying condition) the qualifying condition)
On Runway YES “On Runway XX” ON XX
“On Runways” ON RWYS
(if more than one runway (if more than one runway meets
meets the qualifying condition) the qualifying condition)
Distance Remaining YES 2,000 feet “ZZ Remaining” NONE
(Landing & Rollout) max
Runway End YES “One Hundred Remaining” NONE
(< 100 feet) (in feet)
“Thirty Remaining” (in meters)
Insufficient Runway YES 5,000 feet “Approaching Runway XX, APP XX ZZ
Length (In Air) ZZ available”
Short Runway Landing NO

Insufficient Runway YES 6,000 feet “On Runway XX, ON XX ZZ

Length (On Ground) ZZ remaining”
Short Runway Takeoff NO

Extended Hold On YES 120 sec/ “On Runway XX − ON XX

Runway Initial/Repeats 120 sec On Runway XX”
Taxiway Takeoff YES “Caution, On Taxiway! ON TAXIWAY
On Taxiway” GND PROX alert on PFD also
illuminated
Distance Remaining YES 50% of “ZZ Remaining” NONE
(Rejected Takeoff) Runway
Taxiway Landing YES “Caution, Taxiway! TAXIWAY
Caution, Taxiway!” GND PROX alert on PFD also
illuminated
Takeoff Flaps YES Min: 16°; “On Runway XX, FLAPS
Max: 24° Flaps − Flaps” GND PROX alert on PFD also
illuminated
Stability Landing Flaps (Not NO
Approach Aligned With Runway)
Monitor
Landing Flaps (Aligned YES 700 feet “Flaps − Flaps” FLAPS
With Runway)
Too High (During YES “Too High − Too High” TOO HIGH
Approach)
Too Fast (During YES “Too Fast − Too Fast” TOO FAST
Approach)
Unstable (During YES “Unstable − Unstable” UNSTABLE
Approach) GND PROX alert on PFD also
illuminated

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1. GENERAL (CONT'D)
GROUP ADVISORY/ ALERT ENABLED SETTINGS AUDIO VISUAL

Long Long Landing Distance YES 3,000 ft past “Long Landing − Long Landing” LONG LANDING
Landing approach GND PROX alert on PFD also
Monitor end illuminated
Long Landing Percentage YES 67% “Long Landing − Long Landing” LONG LANDING
remaining GND PROX alert on PFD also
illuminated
Long Landing Distance YES 3,500 ft past “ZZ Remaining”
Remaining approach
end
Long Landing Distance YES 60% “ZZ Remaining”
Remaining Percentage remaining
Corrected Altimeter Setting (Below YES “Altimeter Setting” ALTM SETTING
Altitude Transition Altitude)
Monitor
Altimeter Setting (Above YES “Altimeter Setting” ALTM SETTING
Transition Altitude)

XX = Runway Identifier
ZZ = Available runway distance in feet or meters

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2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. LIMITATIONS
The limitations in Chapter 2 are applicable.

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable with the addition of the following:
Refer to the Honeywell MK V and MK VII Enhanced Ground Proximity Warning System
(EGPWS) and Flight Safety Functions TSO C151b Class A TAWS Pilot Guide, document
060−4241−000 revision G or later appropriate revision for descriptive information.
A. Circling Approach
(1) TAWS WARNING,
RAAS OFF switch/light ...................................... Press in Check OFF light on.
END

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable.

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RNP Authorization Required Approach Operations REV 36, Nov 27/15

NOTE
These supplementary procedures are only applicable to airplanes
incorporating Service Bulletin 605−34−021.
1. GENERAL
These supplementary procedures contain information and procedures for Required Navigation
Performance (RNP) Authorization Required (AR) − approach operations.

NOTE
Compliance with these standards noted below does not constitute approval
to conduct RNP AR approach operations.

These data complement or supersede data contained in the basic Flight Crew Operating Manual.
These supplementary procedures must therefore, be read in conjunction with the basic Flight
Crew Operating Manual.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

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3. LIMITATIONS
The limitations in Chapter 2 are applicable, with the addition of the following:
A. Navigation Systems Limitations
(1) FLIGHT MANAGEMENT SYSTEM
An RNP AR approach must not be commenced or continued unless the required
navigation equipment, as specified in the RNP AR Approach Required Equipment List
below, are operating satisfactorily.
RNP AR APPROACH − REQUIRED EQUIPMENT LIST
EQUIPMENT PRIOR TO APPROACH
YD 1 and 2 Two (2) yaw dampers must be available to commence the approach,
one (1) yaw damper is required to continue the approach
PFD 1 and 2 One (1) PFD available and operational for each side
ADC 1 and 2 Two (2) ADCs must be available to commence and continue the
approach
GNSS 1 and 2 Two (2) GNSS Sensors must be available to commence the approach,
one (1) GNSS Sensor is required to continue the approach
FMS 1, 2 and 3 Two (2) FMSs must be available and operational for each side
IRS 1, 2 and 3 Two (2) IRSs must be available to commence the approach,
(ATT and HDG) one (1) IRS is required to continue the approach
TAWS TAWS must be operational and displayed
FD 1 and 2 Two (2) must be operational and independently displayed
RNP AR approach operations beyond the IAF are prohibited unless RNP AR APPR is
annunciated on the PFD.
RNP AR approach with RF Legs operations are approved for RNP greater than or equal
to RNP 0.3 in the approach segment and RNP AR 1.0 in the missed approach segment.
RNP AR approach operations are approved with autopilot or flight director engaged only.
RNP AR approach operations are approved for autothrottle engaged or disengaged.

NOTE
It is recommended to have A/T OFF for FD only RNP AR approaches.

RNP AR approach operations are approved for any flap configuration up to the IF
(Intermediate Fix) for all engines operating, or for flaps 0° and 20° with one engine
inoperative, and with flaps 45° from IF to MAP (Missed Approach Point) for all engines
operating, or for flaps 20° from IF to MAP with one engine inoperative.
RNP AR approach operations must be accomplished in accordance with instrument
approach procedures that are retrieved from the FMS navigation database.
RNP AR approach operations are approved following failure of one engine.
RNP AR approach operations must be accomplished at or below published maximum
speed limits for the approach segment depicted on the Instrument Approach Procedure.
In the event of a missed approach the aircraft speed must not exceed the maximum
speed for the segment of the approach.

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4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, with the addition of the following:
A. Approach
(1) FMS navigation source............................................. Set independent source on each
PFD.
(2) IRS and ADC ............................................................ Set independent source on each
PFD.
(3) Flight director mode...................................... APPR LNV
(4) RNP AR APPR annunciations ...............................Verify annunciated at IAF
END

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6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, with the addition of the following:
A. Loss of GNSS
Indication: NO APPR caution message on PFD.
(1) RNP AR approach ....................................... Discontinue

NOTE
Conduct a go-around continuing to follow the RNP AR approach
lateral track and speed constraints until established at or above the
minimum safe altitude.

END

B. Excessive Lateral or Vertical Deviation

Indication: Amber flashing lateral or vertical deviation indication.
(1) RNP AR approach ....................................... Discontinue

NOTE
Conduct a go-around continuing to follow the RNP AR approach
lateral track and speed constraints until established at or above the
minimum safe altitude.

END

C. EFIS Parameter Miscompare

Indication: EFIS MISCOMP caution message on and ALT annunciation on PFD.
(1) RNP AR approach ....................................... Discontinue

NOTE
Conduct a go-around continuing to follow the RNP AR approach
lateral track and speed constraints until established at or above the
minimum safe altitude.

END

7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable.

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 SUPPLEMENTARY PROCEDURES Vol. 1 06−31−1
FAA Steep Approach into London City Airport REV 45, Dec 04/17

NOTE
These supplementary procedures are only applicable to airplanes
incorporating Service Bulletin 605−34−008.
These supplementary procedures are ONLY applicable to FAA
registered airplanes operating into London City Airport (LCY).
These supplementary procedures do not constitute approval to
conduct Steep Approach operations.
1. GENERAL
These supplementary procedures must be used when conducting steep approaches into London
City Airport (LCY).
These data complement or supersede data contained in the basic Flight Crew Operating Manual.
These supplementary procedures must, therefore, be used in conjunction with the basic Flight
Crew Operating Manual.
The effect of these supplementary procedures on the basic Flight Crew Operating Manual is
given below.

2. INTRODUCTION
The general information in Chapter 1 is applicable.

3. LIMITATIONS
The limitations in Chapter 2 are applicable, except as modified by the following:
A. Structural Weight
Maximum landing weight: 14,742 kg (32,500 lb)
B. Operating Limitations
(1) OPERATION IN ICING CONDITIONS
Steep approaches in known icing conditions are prohibited.
(2) WIND LIMITS
No tailwind component is permitted for steep approach landings.
The maximum crosswind component for steep approach landings is 20 knots.
Increasing landing reference speed by more than 10 KIAS for crosswind and/or gusts is
prohibited. If wind conditions require a speed adder of more than 10 KIAS, divert to a
suitable landing field that does not require a steep approach procedure.
(3) APPROACHES
Operations at airports other than London City Airport (LCY) are prohibited.
Deliberate one engine inoperative steep approaches are prohibited.
Partial flap steep approaches and landings are prohibited.
Steep approach landing on contaminated runways is prohibited.

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3. LIMITATIONS (CONT'D)
C. Power Plant
(1) AUTOTHROTTLE (ATS)
Use of the ATS for steep approaches or landing is prohibited.
D. Systems Limitations
(1) AUTOMATIC FLIGHT CONTROL SYSTEM
Use of autopilot for steep approaches is prohibited.
(2) ANTI-ICE SYSTEM
Approach and landing with wing and/or cowl anti-ice selected ON is prohibited.
(3) SYSTEMS INOPERATIVE
Landings at a steep approach airfield are prohibited if any of the following systems are
inoperative:
• Flaps
• Ground Spoilers
• Anti-Skid
• Nose Wheel Steering
• Radio Altimeter
• Thrust Reverser
E. Navigation Systems Limitations
(1) FLIGHT MANAGEMENT SYSTEM
Use of the FMS approach performance function for steep approach is prohibited.

On airplanes incorporating Service Bulletin 605–34–019:

FMS approaches with LPV guidance are prohibited.

(2) TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

The TAWS steep approach switch/light must be selected ON as directed in the normal
procedures of these supplementary procedures.

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4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable, except as modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
necessitates:
• an approach speed greater than VREF,
• a landing with flaps other than 45 degrees,
• an increase in actual landing distance by a factor greater than 1.50 (50%) or
• a landing with gear up or unsafe.
• a landing with any of the systems inoperative as listed in the system limitations of these
supplementary procedures.

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5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable, except as modified by the following:

NOTE
Use of ILS or FMS VNAV guidance with or without the flight director is
authorized.

A. Before Start Check

(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.
B. Precision (ILS/PAR) Approach
Approaching the fix (or beacon), when performing a full approach (with procedure
turn), or coming from a hold:
(1) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
Fix outbound:
(2) Flaps............................................................. 20 degrees
For straight-in approach (radar vectored):
(1) Flaps............................................................. 20 degrees
(2) Airspeed ...............................................Flaps 20° speed
+ 20 KIAS
NOTE
When performing a straight-in approach, assume the initial approach
configuration (as in 1 and 2 above), at a distance of 12 miles away from the
airport.
Cleared for the approach; Fix inbound (for a full approach), or when on the localizer
intercept heading (for a straight-in approach):
(3) FCP mode ............................................................ APPR
(4) Mode annunciations ..............................................Verify
• LOC 1 (2) and GS armed – white indications on both PFDs.
• LOC 1 (2) – green indications on both PFDs.
(5) TAWS WARNING, STEEP APPR
switch/light ......................................................... Press in Check ON light on.
When 1.5 dots below the glideslope:
(6) LDG GEAR lever ...................................................... Set to DN.
(7) Flaps............................................................. 30 degrees

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5. NORMAL PROCEDURES (CONT'D)

B. Precision (ILS/PAR) Approach (Cont’d)
When 1 dot below the glideslope:
(8) Flaps............................................................. 45 degrees
(9) Airspeed ....................................................VREF + WIND

NOTE
The airplane should be fully configured for landing and slowed to
VREF + WIND prior to glideslope intercept. Wind correction is half
steady state crosswind component, plus all of the gust (regardless of
direction). Maximum correction is + 10 KIAS.
(10) Before landing check ...................................... Complete
(11) Preselect ALT ........................................................... Set to missed approach altitude.
At 1,500 feet AGL:
(12) Airspeed ....................................................VREF + WIND Wind correction is half steady
state crosswind component,
plus all of the gust (regardless
of direction). Maximum
correction is + 10 KIAS.
At the final approach fix (FAF):
(13) Fix name, altitude and flags ............................. Recheck correct fix name, at correct
altitude and no flags in view.

CAUTION
PFD negative barometric altitude is indicated by a yellow NEG flag
within the barometric altitude window.

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5. NORMAL PROCEDURES (CONT'D)

B. Precision (ILS/PAR) Approach (Cont’d)

Precision (ILS/PAR) Approach

Figure 06−31−1

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5. NORMAL PROCEDURES (CONT'D)

C. In Range Check
(1) TAWS WARNING, STEEP APPR
switch/light ......................................................... Press in Check ON light on.
D. Before Landing Check

NOTE
The airplane should be fully configured for landing and slowed to
VREF + WIND prior to glideslope intercept. Wind correction is half steady
state crosswind component, plus all of the gust (regardless of direction) up
to a maximum of VREF + 10 KIAS.
E. Go-Around
(1) Thrust levers/TOGA switch ....................Advance/Press
(2) FLIGHT SPOILER lever
(if extended) ......................................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(3) Pitch attitude..................................................... Increase rapidly but smoothly to initial
pitch attitude of 10° at a speed
of not less than VREF, then
adjust pitch attitude to
maintain approach climb
speed.
NOTE
1. Contact with the ground may be unavoidable if go-around is initiated
from a low altitude or high sink rate. If the aircraft contacts the ground
during the go-around, maintain the normal landing attitude or slightly
higher. Aircraft configuration should not be changed until the aircraft is
climbing if ground contact is made or not.
2. A momentary GND SPLRS caution message may be displayed if
ground contact occurs.
(4) FLAPS .................................................................. Select to 20°.
When a positive rate of climb is achieved:
(5) LDG GEAR lever .................................................. Select to UP.
At a safe altitude (not below 400 feet AGL):
(6) FLAPS .................................................................. Select to 0° at a speed of not less
than VFTO – 5 KIAS.
(7) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
Check L and R REV ARMED
advisory messages out.
(8) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.

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5. NORMAL PROCEDURES (CONT'D)

F. After Landing Check
(1) TAWS WARNING, STEEP APPR
switch/light .......................................................Press out Check ON light out.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable, except as modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
necessitates:
• an approach speed greater than VREF,
• a landing with flaps other than 45 degrees or
• an increase in actual landing distance by a factor greater than 1.50 (50%).
• a landing with any of the systems inoperative as listed in the system limitations of these
supplementary procedures.
A. Engine Failure During Approach
(1) Operating engine .............................................. Increase thrust as required.
(2) FLIGHT SPOILER lever
(If extended) ......................................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(3) FLAPS .................................................................. Select to 20°.
(4) Airspeed ........................................................... Increase to VREF (Flaps 45°) + 14 KIAS.
(5) Airplane ............................................................... Retrim and go-around (Refer to
Single Engine Go-Around in
this section).
If required, autopilot may be
engaged, if above 800 feet
AGL.
Divert to a suitable landing
field that does not require a
steep approach procedure.

NOTE
1. The height loss during a single engine go-around is no more than
200 feet.
2. After an engine failure at or below 200 feet, single engine approach to
landing is authorized with flaps at 45 degrees.

END

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6. ABNORMAL PROCEDURES (CONT'D)

B. Single Engine Go-Around

NOTE
1. The minimum fuel for go-around is 230 kg (500 lb) per wing, with a
maximum airplane climb attitude of 5° nose up.
2. Single engine go-around capability is not assured with flaps greater
than 20°.

(1) Normal Take-off Thrust ............................................ Set immediately (Refer to the

Airplane Flight Manual,
Chapter 6; PERFORMANCE –
THRUST SETTINGS).
(2) TOGA switch .........................................................Press
(3) FLIGHT SPOILER lever
(If extended) ......................................................... Select to RETRACT.
Check EICAS indicates
spoilers retracted.
(4) Airplane ............................................................... Rotate rapidly but smoothly to initial
pitch attitude of 10°, and
adjust pitch as required to
achieve the approach climb
speed. (Refer to the Airplane
Flight Manual, Chapter 6;
PERFORMANCE –
APPROACH AND LANDING
CLIMB).
NOTE
1. Contact with the ground may be unavoidable if go-around is initiated
from a low altitude or high sink rate. If the aircraft contacts the ground
during the go-around, maintain the normal landing attitude or slightly
higher. Aircraft configuration should not be changed until the aircraft is
climbing if ground contact is made or not.
2. A momentary GND SPLRS caution message may be displayed if
ground contact occurs.
(5) FLAPS .................................................................. Select to 20°.
When a positive rate of climb is achieved:
(6) LDG GEAR lever .................................................. Select to UP.
At a safe altitude (not below 400 feet AGL):
(7) FLAPS .................................................................. Select to 0° at a speed of not less
than VFTO – 5 KIAS.
(8) THRUST REVERSER, L and R
switches................................................................ Select to OFF.
Check L and R REV ARMED
advisory messages out.
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6. ABNORMAL PROCEDURES (CONT'D)

B. Single Engine Go-Around (Cont’d)

If go-around was due to engine failure during approach:
(9) In-Flight Engine Failure/Shutdown .............. Accomplish Refer to Chapter 5 –
ABNORMAL PROCEDURES
– POWER PLANT – In-Flight
Engine Failure/Shutdown.
END

7. SUPPLEMENTARY PROCEDURES
The supplementary procedures in Chapter 6 are applicable, except as modified by the following:
A. Steep Approaches up to 5.5 Degrees
Use of the supplementary procedures for steep approaches up to 5.5 degrees is prohibited.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable, except as
modified by Supplement 20 of the Airplane Flight Manual.

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9. SPECIAL OPERATIONS
The special operations in Chapter 8 are applicable, except as modified by the following:
A. Operation on Wet Grooved Runways
(1) RUNWAY CONDITIONS
The data is applicable to concrete runway surfaces with transverse grooves constructed
and maintained to FAA standard AC 150/5320−12C, or equivalent, and on which there
are no areas of significant rubber deposit in sections where the high-speed portion of
braking is expected.
(a) Wet Runway
A grooved runway is considered wet when there is sufficient moisture on the runway
surface to cause it to appear partially reflective, but without significant areas of
standing water (runway grooves not overflowing).
(2) LIMITATIONS
The limitations in Chapter 2 are applicable, with the addition of the following:
• The data may be used only for wet grooved runways.
• Non-performance related limitations and procedures that are applicable to a wet
runway, are also applicable to a wet grooved runway.
• The use of these supplementary procedures for landing performance requires both
thrust reversers to be operational.
• The use of these supplementary procedures for landing performance requires the
anti-skid system to be fully operational.
• The use of these supplementary procedures requires that :
• the runway is maintained to FAA standard AC 150/5320−12C, or equivalent,
• there are no areas of significant rubber deposit in sections where the high-speed
portion of braking is to occur, and
• there is no indication, via NOTAMs, PIREPs or braking action reports, that
degraded braking exists on the runway.
• These supplementary procedures are applicable only to grooved concrete surfaces.
• The use of a wet grooved runway corrected landing distance which is shorter than the
dry runway landing field length is prohibited.
(3) EMERGENCY PROCEDURES
The emergency procedures in these supplementary procedures are applicable, except as
modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
requires an increase in the actual landing distance.
(4) ABNORMAL PROCEDURES
The abnormal procedures in these supplementary procedures are applicable, except as
modified by the following:
Discontinue steep approach and divert to the nearest suitable airport if any procedure
requires an increase in the actual landing distance.

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9. SPECIAL OPERATIONS (CONT'D)

(5) PERFORMANCE
The performance in these supplementary procedures is applicable, except as modified by
Supplement 20 of the Airplane Flight Manual.

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CHAPTER 7 - PERFORMANCE

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 07−00−1

INTRODUCTION
General 07−01−1

OPERATIONAL LANDING DISTANCE

General 07−02−1
Runway Surface Condition − Pilot−reported braking Action − Wheel Braking
Correlation Matrix 07−02−2
Performances 07−02−3

LIST OF ILLUSTRATIONS

OPERATIONAL LANDING DISTANCE

Figure 07−02−1 VREF − Two Thrust Reversers − Runway Condition Code
5 − RCC 5 − Imperial 07−02−4
Figure 07−02−2 VREF − Two Thrust Reversers − Runway Condition Code
3 − RCC 3 − Imperial 07−02−6
Figure 07−02−3 VREF − Two Thrust Reversers − Runway Condition Code
5 − RCC 5 − Metric 07−02−8
Figure 07−02−4 VREF − Two Thrust Reversers − Runway Condition Code
3 − RCC 3 − Metric 07−02−10
Figure 07−02−5 FACTORS TO CONVERT FMS DRY ALD TO FOLD −
TWO THRUST REVERSERS 07−02−12
Figure 07−02−6 FMS − OLD − Landing Factor 2.13 07−02−13

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Introduction Oct 05/06

1. GENERAL
The Challenger 605 airplane performance data and information is found in the Airplane Flight
Manual.

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1. GENERAL
The Challenger 605 QRH allows for the calculation of Operational Landing Distances (OLD) for
normal landing configurations. The OLD are calculated based on guidelines of FAA AC 25−32
Landing Performance Data for Time of Arrival Landing Performance Assessments and provide a
better assessment of landing distances required than Actual Landing Distances (ALD).
The QRH FOLD tables account for:
• Actual OAT (covers ISA and non−ISA conditions)
• Runway Slope
• Altitude
• Winds
• VREF increment
• Use of thrust reversers
• Runway Condition (dry/Wet/contaminated)
• MMEL items.
A minimum 15% operational distance factor is included in the FOLD data.
Data includes weights that are greater than the MLW of 17,237 kg (38,000 lb).

NOTE
The FOLD calculation using the QRH FOLD tables may be different
than the FMS ALD with FOLD factor applied due to conservative QRH
corrections. The lesser distance may be used.

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2. RUNWAY SURFACE CONDITION - PILOT-REPORTED BRAKING ACTION - WHEEL

BRAKING CORRELATION MATRIX
RUNWAY
RUNWAY SURFACE CONDITION PILOT-REPORTED
CONDITION CODE
DESCRIPTION BRAKING ACTION
(RCC)
6 Dry −
5 • Frost Good
• Wet (includes damp and 1/8in (3mm) depth
or less of water)
1/8in (3mm) depth or less of:
• Slush
• Dry snow
• Wet snow
4 −15°C and colder OAT: Good to Medium [1]
• Compacted snow
3 • Wet (“Slippery when wet” runway) Medium [1]
• Dry snow or wet snow (any depth) over
compacted snow
Greater than 1/8in (3mm) depth of:
• Dry snow
• Wet snow
Warmer than −15°C OAT:
• Compacted snow
2 Greater than 1/8in (3mm) depth of: Medium [1] to Poor
• Water
• Slush
1 • Ice Poor
0 • Wet ice Nil
• Water on top of compacted snow
• Dry snow or wet snow over ice
[1] The braking action term “FAIR” is in the process of being changed to “MEDIUM”
throughout the FAA. Until an official change is published, the term “FAIR” may be used.
Runway Surface Condition − Pilot−reported braking Action − Wheel Braking Correlation Matrix
Table 07−02−1

NOTE
1. Do not operate on a runway surface condition corresponding to
Runway Condition Code 0.
2. Initial selection of the Runway Condition Code must be based on
the RCC reported and if not available then the runway surface
condition description. The Equivalent Pilot−reported braking action
must only be considered if it downgrades the runway condition (i.e.
reduces the Runway Condition Code).

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3. PERFORMANCES
OLD was designed to be used in flight to assess landing conditions at time of arrival. The more
precise OLD model provides greater accuracy in estimating landing distances. The OLD landing
distances can be calculated manually (Example 1 to 4) or with the FMS (Example 5) using the
associated QRH tables, in a more conservative way.
Example 1: OLD LANDING DATA - QRH TABLE CALCULATIONS (IMPERIAL)
Associated Conditions:
Airplane weight 36,000 lb
Pressure altitude 4,000 feet
Ambient Temperature 15°C (ISA + 8°C)
Runway Condition ATIS reports, “... runway covered with slush less
than 1/8”...”, RCC5,
VREF increment 5 knots
Reported wind 10 knots (headwind)
Runway slope 0%
Thrust Reversers Operative 1
1. Determine the Runway Condition Code, refer to Quick Reference Handbook Volume
1 − OPERATIONAL LANDING DISTANCE (OLD), Runway Surface Condition −
Pilot − Reported Braking Action − Wheel Braking Correction Matrix.
• If RCC is not reported, in the column Runway Surface Condition Description,
locate the condition described in the problem, “... runway covered with slush
less than 1/8”...”: RCC5.
2. Determine the OLD (uncorrected), Quick Reference Handbook Volume 1 −
OPERATIONAL LANDING DISTANCE (OLD), FACTORED OPERATIONAL
LANDING DISTANCE (FOLD − FT) − RCC 5. using the pressure altitude, airplane
weight from the example:
• Associated OLD: 5,233 feet
3. Apply the applicable corrections to determine the OLD, Quick Reference Handbook
Volume 1 − OPERATIONAL LANDING DISTANCE (OLD), FACTORED
OPERATIONAL LANDING DISTANCE (FOLD − FT) − RCC 5 .
VREF 5 x 1.2% = 6.0%
Temperature
correction 8 x 0.4% = 3.2%
Headwind correction 10 x −0.5% = −5.0%
Runway slope 0%
Total correction 4.2%
FOLD 5,233 x 1.042 = 5,453 feet
4. Multiply, the thrust reverser correction:
One thrust reverser
inoperative x 1.12
FOLD 5,453 x 1.12 = 6,107 feet
5. The final Factored Operational Landing Distance (FOLD) is 6,107 feet .

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3. PERFORMANCES (CONT'D)

VREF ZERO WIND

TWO THRUST REVERSERS ZERO SLOPE
RUNWAY CONDITION CODE 5 ISA
FACTORED OPERATIONAL LANDING DISTANCE (FOLD − FT) − RCC 5
WEIGHT PRESSURE ALTITUDE (FT)
(LB) 0 2000 4000 6000 8000 10000 12000 14000
28000 3862 4053 4260 4544 4874 5240 5645 6068
30000 3950 4199 4490 4811 5164 5556 5990 6443
32000 4161 4427 4737 5079 5455 5873 6337 6821
34000 4373 4655 4984 5348 5748 6193 6686 7201
36000 4585 4884 5233 5618 6042 6514 7037 7583
38000 4797 5113 5482 5889 6338 6837 7389 7967
40000 5045 5380 5771 6203 6681 7211 7797 8412
42000 5260 5613 6024 6480 6983 7540 8157 8807
44000 5476 5846 6279 6758 7285 7872 8521 9205
46000 5675 6062 6515 7015 7567 8180 8860 9577
<CL604_FOLD_RCC5_IMP_08JUL20.ps>

Add the following corrections together based on the conditions and apply the total correction on
the uncorrected FOLD value obtained from the table above:

+ 1.2 % / kt above VREF

+ 0.4 % / oC above ISA, − 0.3 % / oC below ISA
+ 2.4 % / kt tailwind, − 0.5 % / kt headwind
+ 2.4 % / % downhill slope, − 1.3 % / % uphill slope

If required, multiply the corrections below to the result above:

Thrust Reversers
One thrust reverser inoperative X 1.12
Two thrust reversers inoperative X 1.34
MMEL
Ground spoilers inoperative X 1.14
Anti−skid inoperative X 1.95

NOTE: The Factored Operational Landing Distance includes a 15% operational distance factor.

VREF − Two Thrust Reversers − Runway Condition Code 5 − RCC 5 − Imperial

Figure 07−02−1

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3. PERFORMANCES (CONT'D)
Example 2: OLD LANDING DATA - QRH TABLE CALCULATIONS (IMPERIAL)
Associated Conditions:
Airplane weight 34,000 lb
Pressure altitude 1,417 feet (Airport Elevation) @29.82 = 1,317 feet
Ambient Temperature 8°C (ISA − 4°C) Engine Cowls required.
Runway Condition ATIS reports, “... wet, slippery when wet...”, RCC3
VREF increment 5 knots
Reported wind 10 knots (headwind)
Runway slope 0%
Thrust Reversers Operative 2
1. Determine the Runway Condition Code, refer to Quick Reference Handbook Volume
1 − OPERATIONAL LANDING DISTANCE (OLD), Runway Surface Condition −
Pilot − Reported Braking Action − Wheel Braking Correction Matrix.
• If RCC is not reported, in the column Runway Surface Condition Description,
locate the condition described in the problem, “... wet, slippery when wet...”:
RCC3.
2. Determine the OLD (uncorrected), Quick Reference Handbook Volume 1 −
OPERATIONAL LANDING DISTANCE (OLD), FACTORED OPERATIONAL
LANDING DISTANCE (FOLD − FT) − RCC 3. using the pressure altitude, airplane
weight from the example:
For an airplane weight of 34,000 lb:
• OLD at 0 feet (Altitude Pressure): 4,835 feet.
• OLD at 2,000 feet (Altitude Pressure): 5,124 feet.
• ΔOLD : 5,124−4,835= 289 feet.
• Associated OLD at 1,317 feet: 4,835 + (289/2 000) * 1,317.
• Associated OLD at 1,317 feet: 5,025 feet.
3. Apply the applicable corrections to determine the OLD, Quick Reference Handbook
Volume 1 − OPERATIONAL LANDING DISTANCE (OLD), FACTORED
OPERATIONAL LANDING DISTANCE (FOLD − FT) − RCC 3 .
VREF 5 x 1.0% = 5.0%
Temperature
correction 4 x −0.2% = −0.8%
Headwind correction 10 x −0.4% = −4.0%
Runway slope 0%
Total correction 0.2%
FOLD 5,025 feet x 1.002 = 5,035 feet
4. No correction to apply for Thrust reversers or MMEL
5. The final Factored Operational Landing Distance (FOLD) is 5,035 feet .

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3. PERFORMANCES (CONT'D)

VREF ZERO WIND

TWO THRUST REVERSERS ZERO SLOPE
RUNWAY CONDITION CODE 3 ISA
FACTORED OPERATIONAL LANDING DISTANCE (FOLD − FT) − RCC 3
WEIGHT PRESSURE ALTITUDE (FT)
(LB) 0 2000 4000 6000 8000 10000 12000 14000
28000 4294 4499 4717 5010 5346 5715 6119 6538
30000 4398 4657 4955 5282 5639 6030 6460 6905
32000 4617 4891 5207 5553 5930 6345 6799 7270
34000 4835 5124 5458 5822 6220 6658 7137 7633
36000 5051 5356 5707 6091 6509 6969 7473 7995
38000 5267 5587 5955 6358 6797 7280 7808 8357
40000 5515 5852 6240 6664 7126 7635 8192 8770
42000 5731 6083 6488 6931 7414 7946 8528 9133
44000 5945 6313 6735 7197 7702 8256 8864 9496
46000 6143 6524 6963 7443 7967 8543 9175 9831
<CL604_FOLD_RCC3_IMP_08JUL20.ps>

Add the following corrections together based on the conditions and apply the total correction on
the uncorrected FOLD value obtained from the table above:

+ 1.0 % / kt above VREF

+ 0.4 % / oC above ISA, − 0.2 % / oC below ISA
+ 2.3 % / kt tailwind, − 0.4 % / kt headwind
+ 2.8 % / % downhill slope, − 1.8 % / % uphill slope

If required, multiply the corrections below to the result above:

Thrust Reversers
One thrust reverser inoperative X 1.13
Two thrust reversers inoperative X 1.36
MMEL
Ground spoilers inoperative X 1.14
Anti−skid inoperative Prohibited

NOTE: The Factored Operational Landing Distance includes a 15% operational distance factor.

VREF − Two Thrust Reversers − Runway Condition Code 3 − RCC 3 − Imperial

Figure 07−02−2

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3. PERFORMANCES (CONT'D)
Example 3: OLD LANDING DATA - QRH TABLE CALCULATIONS (METRIC)
Associated Conditions:
Airplane weight 16,000 kg
Pressure altitude 4,000 feet
Ambient Temperature 15°C (ISA + 8°C)
Runway Condition ATIS reports, “... runway covered with slush less
than 1/8”...”, RCC5
VREF increment 5 knots
Reported wind 10 knots (headwind)
Runway slope 0%
Thrust Reversers Operative 1
1. Determine the Runway Condition Code, refer to Quick Reference Handbook Volume
1 − OPERATIONAL LANDING DISTANCE (OLD), Runway Surface Condition −
Pilot − Reported Braking Action − Wheel Braking Correction Matrix.
• If RCC is not reported, in the column Runway Surface Condition Description,
locate the condition described in the problem, “... runway covered with slush
less than 1/8”...”: RCC5
2. Determine the OLD (uncorrected), Quick Reference Handbook Volume 1 −
OPERATIONAL LANDING DISTANCE (OLD), FACTORED OPERATIONAL
LANDING DISTANCE (FOLD − M) − RCC 5. using the pressure altitude, airplane
weight from the example:
• Associated OLD: 1,567 m.
3. Apply the applicable corrections to determine the OLD, Quick Reference Handbook
Volume 1 − OPERATIONAL LANDING DISTANCE (OLD), FACTORED
OPERATIONAL LANDING DISTANCE (FOLD − M) − RCC 5 .
VREF 5 x 1.2% = 6.0%
Temperature
correction 8 x 0.4% = 3.2%
Headwind correction 10 x −0.5% = −5.0%
Runway slope 0%
Total correction 4.2%
FOLD 1,567 x 1.042 = 1,633 m
4. Multiply, the thrust reverser correction:
One thrust reverser
inoperative x 1.12
FOLD 1,633 x 1.12 = 1,829 m
5. The final Factored Operational Landing Distance (FOLD) is 1,829 m.

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3. PERFORMANCES (CONT'D)

VREF ZERO WIND

TWO THRUST REVERSERS ZERO SLOPE
RUNWAY CONDITION CODE 5 ISA
FACTORED OPERATIONAL LANDING DISTANCE (FOLD − M) − RCC 5
WEIGHT PRESSURE ALTITUDE (FT)
(KG) 0 2000 4000 6000 8000 10000 12000 14000
12700 1177 1235 1298 1385 1486 1597 1720 1849
13000 1180 1239 1318 1412 1515 1629 1755 1887
14000 1232 1310 1401 1502 1612 1735 1871 2014
15000 1303 1386 1484 1592 1710 1842 1988 2141
16000 1374 1463 1567 1682 1809 1950 2106 2269
17000 1445 1540 1651 1773 1908 2058 2224 2398
18000 1527 1629 1747 1877 2022 2182 2359 2545
19000 1599 1707 1832 1970 2123 2292 2480 2677
20000 1672 1785 1917 2064 2225 2404 2602 2811
21000 1738 1857 1996 2149 2318 2507 2715 2935
<CL604_FOLD_RCC5_MET_08JUL20.ps>

Add the following corrections together based on the conditions and apply the total correction on
the uncorrected FOLD value obtained from the table above:

+ 1.2 % / kt above VREF

+ 0.4 % / oC above ISA, − 0.3 % / oC below ISA
+ 2.4 % / kt tailwind, − 0.5 % / kt headwind
+ 2.4 % / % downhill slope, − 1.3 % / % uphill slope

If required, multiply the corrections below to the result above:

Thrust Reversers
One thrust reverser inoperative X 1.12
Two thrust reversers inoperative X 1.34
MMEL
Ground spoilers inoperative X 1.14
Anti−skid inoperative X 1.95

NOTE: The Factored Operational Landing Distance includes a 15% operational distance factor.

VREF − Two Thrust Reversers − Runway Condition Code 5 − RCC 5 − Metric

Figure 07−02−3

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3. PERFORMANCES (CONT'D)
Example 4: OLD LANDING DATA - QRH TABLE CALCULATIONS (METRIC)
Associated Conditions:
Airplane weight 15,000 kg
Pressure altitude 1,417 feet (Airport Elevation) @29.82 = 1,317 feet
Ambient Temperature 8°C (ISA − 4°C) Engine Cowls required.
Runway Condition ATIS reports, “... wet, slippery when wet...”, RCC3
VREF increment 5 knots
Reported wind 10 knots (headwind)
Runway slope 0%
Thrust Reversers Operative 2
1. Determine the Runway Condition Code, refer to Quick Reference Handbook Volume
1 − OPERATIONAL LANDING DISTANCE (OLD), Runway Surface Condition −
Pilot − Reported Braking Action − Wheel Braking Correction Matrix.
• If RCC is not reported, in the column Runway Surface Condition Description,
locate the condition described in the problem, “... wet, slippery when wet...”:
RCC3
2. Determine the OLD (uncorrected), Quick Reference Handbook Volume 1 −
OPERATIONAL LANDING DISTANCE (OLD), FACTORED OPERATIONAL
LANDING DISTANCE (FOLD − M) − RCC 3. using the pressure altitude, airplane
weight from the example:
For an airplane weight of 15,000 kg:
• OLD at 0 feet (Altitude Pressure): 1,443 m.
• OLD at 2,000 feet (Altitude Pressure): 1,529 m.
• ΔOLD : 1,529−1,443= 86 m
• Associated OLD at 1,317 feet: 1,443 + (86/2,000) * 1,317.
• Associated OLD at 1,317 feet: 1,500 m.
3. Apply the applicable corrections to determine the OLD, Quick Reference Handbook
Volume 1 − OPERATIONAL LANDING DISTANCE (OLD), FACTORED
OPERATIONAL LANDING DISTANCE (FOLD − M) − RCC 3 .
VREF 5 x 1.0% = 5.0%
Temperature
correction 4 x −0.2% = −0.8%
Headwind correction 10 x −0.4% = −4.0%
Runway slope 0%
Total correction 0.2%
FOLD 1,500 m x 1.002 = 1,503 m
4. No correction to apply for Thrust reversers or MMEL
5. The final Factored Operational Landing Distance (FOLD) is 1,503 m.

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3. PERFORMANCES (CONT'D)

VREF ZERO WIND

TWO THRUST REVERSERS ZERO SLOPE
RUNWAY CONDITION CODE 3 ISA
FACTORED OPERATIONAL LANDING DISTANCE (FOLD − M) − RCC 3
WEIGHT PRESSURE ALTITUDE (FT)
(KG) 0 2000 4000 6000 8000 10000 12000 14000
12700 1309 1371 1438 1527 1629 1742 1865 1993
13000 1314 1377 1459 1554 1659 1774 1899 2030
14000 1369 1450 1543 1646 1757 1879 2014 2153
15000 1443 1529 1628 1736 1855 1985 2127 2275
16000 1516 1607 1712 1827 1952 2090 2240 2397
17000 1588 1685 1795 1917 2049 2194 2353 2518
18000 1670 1772 1890 2018 2158 2312 2480 2655
19000 1743 1850 1973 2108 2255 2416 2593 2777
20000 1815 1927 2056 2197 2351 2521 2706 2899
21000 1881 1998 2132 2279 2440 2616 2810 3011
<CL604_FOLD_RCC3_MET_08JUL20.ps>

Add the following corrections together based on the conditions and apply the total correction on
the uncorrected FOLD value obtained from the table above:

+ 1.0 % / kt above VREF

+ 0.4 % / oC above ISA, − 0.2 % / oC below ISA
+ 2.3 % / kt tailwind, − 0.4 % / kt headwind
+ 2.8 % / % downhill slope, − 1.8 % / % uphill slope

If required, multiply the corrections below to the result above:

Thrust Reversers
One thrust reverser inoperative X 1.13
Two thrust reversers inoperative X 1.36
MMEL
Ground spoilers inoperative X 1.14
Anti−skid inoperative Prohibited

NOTE: The Factored Operational Landing Distance includes a 15% operational distance factor.

VREF − Two Thrust Reversers − Runway Condition Code 3 − RCC 3 − Metric

Figure 07−02−4

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3. PERFORMANCES (CONT'D)
Example 5: OLD LANDING DATA - FMS CALCULATION METHOD
Airplane Weight: 34,000 lb
Pressure Altitude: 1,506 feet (1010 HPA equivalent to 29.82)
Ambient
Temperature: 8 deg C (ISA − 4 deg C) Engine Cowls required
Reported Wind: 10 knots (headwind)
Runway Condition
Code RCC5
VREF increment 5 knots
Thrust Reversers
Operative 2
1. Enter all applicable landing configuration and condition inputs into the FMS Arrival
Performance page.
2. Select DRY runway in the FMS.
FMS ALD (1.00 LAND FACT): 2,516 feet
3. Determine the factor using the tables presented in this section based on the runway
condition code:
FACTOR 2.13 @ VREF+5 KTS (interpolation between 2.03 at VREF
and 2.23 at VREF+10 KTS)
4. On airplanes with Proline 21 FMS−6000 (NOT incorporating SB 605−34−019):
Manually calculate the corrected OLD using alternate means (calculator, etc...)
2,516 x 2.13 = 5,360 feet
On airplanes with Proline 21 Advanced FMS−6200 (Post SB 605−34−019):
Enter 2.13 into the FACTOR field of the FMS, as shown in Figure 07−02−6 .
FMS ALD (2.13 LAND FACT): 5,360 feet.

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3. PERFORMANCES (CONT'D)

TWO THRUST REVERSERS

FACTORS TO CONVERT FMS DRY ALD TO FOLD
ISA + 15°C AND BELOW ISA + 35°C
RCC
VREF VREF + 10 KTS VREF + 20 KTS VREF VREF + 10 KTS VREF + 20 KTS
6 1.48 1.67 1.88 1.56 1.76 1.98
5 2.03 2.23 2.43 2.19 2.41 2.63
4 2.09 2.29 2.48 2.24 2.46 2.67
3 2.15 2.34 2.53 2.29 2.50 2.71
2 2.56 2.75 2.96 2.77 2.99 3.22
1 2.78 2.95 3.13 2.97 3.16 3.38
<CH604_FOLD_FACTORS_03JUL20_2TR>

FACTORS TO CONVERT FMS DRY ALD TO FOLD − TWO THRUST REVERSERS

Figure 07−02−5

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3. PERFORMANCES (CONT'D)

On airplanes incorporating Service Bulletin 605–34–019:

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CHAPTER 8 - SPECIAL OPERATIONS

PAGE

INTRODUCTION 08−01−00−1

OPERATION ON WET AND CONTAMINATED RUNWAYS 08−02−00−1

OPERATION ON WET GROOVED RUNWAYS 08−03−00−1

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CHAPTER 8 - INTRODUCTION

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 08−01−00−1

GENERAL 08−01−01−1

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Introduction Oct 05/06

1. GENERAL
The operating procedures outlined in this chapter are particular to the CL–605 airplane. These
special operations are not routinely performed on every flight, and are done only on an “as
required” basis, in order to cope with minor system irregularities and abnormal flight conditions, to
ensure the safe continued operation of the airplane.

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CHAPTER 8 - OPERATION ON WET AND CONTAMINATED RUNWAYS

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 08−02−00−1

INTRODUCTION 08−02−01−1
General 08−02−01−1
Runway Conditions 08−02−01−1

LIMITATIONS 08−02−01−2

EMERGENCY PROCEDURES 08−02−01−2

NORMAL PROCEDURES 08−02−01−2

ABNORMAL PROCEDURES 08−02−01−2

PERFORMANCE 08−02−01−2

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1. INTRODUCTION
A. General
This Special Operation contains information and procedures for operation of the CL 600,
Model 2B16 Challenger airplane (Serial No. 5701 to 6049) on wet runways, and on runways
contaminated by standing water, slush, loose snow, compacted snow or ice.
This information has been prepared by the manufacturer and approved as guidance material,
to assist operators in developing suitable guidance, recommendations or instructions for use
by their flight crews, when operating on wet and contaminated runway surface conditions.
The data have been prepared using reasonable estimates of the effects of wet and
contaminated runway surface conditions on the accelerating ground roll and the braking
ground roll. The effects of actual conditions may differ from those used to establish the data.
The level of safety is decreased when operating on contaminated runways, therefore, every
effort should be made to ensure that the runway surface is cleared adequately of any
significant precipitation.
B. Runway Conditions
(1) DRY RUNWAY
• A runway is considered to be dry when the runway surface is not “wet” or
“contaminated”.
(2) WET RUNWAY
• A runway is considered to be wet when there is sufficient moisture on the runway
surface to cause it to appear reflective, but without significant areas of standing water.

NOTE
A runway with standing water would be a
contaminated runway.
(3) RUNWAY CONTAMINATED BY STANDING WATER, SLUSH OR LOOSE SNOW
• A runway is considered to be contaminated when more than 25% of the runway
surface area (whether in isolated areas or not), within the required length and width
being used, is covered by more than 3 millimeters (1/8 inch) of standing water or
slush, or by loose snow, equivalent to more than 3 millimeters (1/8 inch) of water.
(4) RUNWAY CONTAMINATED BY COMPACTED SNOW
• A runway is considered to be contaminated by compacted snow when covered by
snow which has been compacted into a solid mass, which resists further compression
and will hold together or break into lumps if picked up.
(5) RUNWAY CONTAMINATED BY WET ICE
• A runway surface condition where braking action is expected to be very low, due to
the presence of wet ice.

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2. LIMITATIONS
The limitations established in Chapter 2 are applicable, with the addition of the following:
(a) The maximum depths of runway contaminants covering an appreciable part of the
runway are:
CONTAMINANT TAKE-OFF LANDING
SLUSH/STANDING WATER 6.4 mm (0.25 in) 12.7 mm (0.5 in)
WET SNOW 12.7 mm (0.5 in) 25.4 mm (1.0 in)
DRY SNOW 30.5 mm (1.2 in) 61.0 mm (2.4 in)
(b) The use of a take-off distance on a wet or contaminated runway that is shorter than the
take-off distance on a dry runway is prohibited.
(c) The use of actual landing distance on contaminated runways that is shorter than the dry
runway landing field length is prohibited.
(d) During taxi, do not use thrust reversers if movement area surfaces are covered with slush,
ice, standing water or snow, except in the interest of safety.

3. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

4. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable.

5. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

6. PERFORMANCE
The performance data given in Chapter 6 of the Airplane Flight Manual is applicable, except as
modified by Supplement 2 of the Airplane Flight Manual.

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CHAPTER 8 - OPERATION ON WET GROOVED RUNWAYS

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 08−03−00−1

GENERAL 08−03−01−1
General 08−03−01−1
Runway Conditions 08−03−01−1

INTRODUCTION 08−03−01−1

LIMITATIONS 08−03−01−2

EMERGENCY PROCEDURES 08−03−01−2

NORMAL PROCEDURES 08−03−01−3

ABNORMAL PROCEDURES 08−03−01−3

SUPPLEMENTARY PROCEDURES 08−03−01−3

Steep Approaches up to 5.5 Degrees 08−03−01−3
FAA Steep Approach into London City Airport 08−03−01−3

PERFORMANCE 08−03−01−3

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1. GENERAL
A. General
This Special Operation contains information and procedures for operation of the
CL 600−2B16 (CL−604) airplane on wet grooved runways.
This information has been prepared by the manufacturer and approved as guidance material,
to assist operators in developing suitable guidance, recommendations or instructions for use
by their flight crews, when operating on wet grooved runway surface conditions.
The data have been prepared using reasonable estimates of the effects of wet grooved
runway surface conditions on the accelerating ground roll and the braking ground roll. The
effects of actual conditions may differ from those used to establish the data.
B. Runway Conditions
The data is applicable to concrete runway surfaces with transverse grooves constructed and
maintained to FAA standard AC 150/5320−12C, or equivalent, and on which there are no
areas of significant rubber deposit in sections where the high-speed portion of braking is
expected.
Non-performance related limitations and procedures in the Airplane Flight Manual that are
applicable to a wet runway, are also applicable to a wet grooved runway.
(1) WET RUNWAY
A grooved runway is considered wet when there is sufficient moisture on the runway
surface to cause it to appear partially reflective, but without significant areas of standing
water (runway grooves not overflowing).

2. INTRODUCTION
The general information in Chapter 1 is applicable.

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3. LIMITATIONS
The limitations in Chapter 2 are applicable, with the addition of the following:
• The data may be used only for wet grooved runways.
• Non-performance related limitations and procedures that are applicable to a wet runway, are
also applicable to a wet grooved runway.
• The use of this Special Operation for landing performance requires both thrust reversers to
be operational.
• The use of this Special Operation for landing performance requires the anti-skid system to
be fully operational.
• The use of this Special Operation requires that :
• the runway is maintained to FAA standard AC 150/5320−12C, or equivalent,
• there are no areas of significant rubber deposit in sections where the high-speed
portion of braking is to occur, and
• there is no indication, via NOTAMs, PIREPs or braking action reports, that degraded
braking exists on the runway.
• This Special Operation is applicable only to grooved concrete surfaces.
• The use of a wet grooved runway take-off distance which is shorter than the dry runway
take-off distance is prohibited.
• The use of a wet grooved runway corrected landing distance which is shorter than the dry
runway landing field length is prohibited.
• FMS take-off Vspeed data must be manually entered when using data provided in this
Special Operation.

On EASA registered airplanes:

This Special Operation is approved for use on concrete runways having a grooved surface that
has been constructed and maintained to the FAA standard of AC 150/5320−12C or equivalent.
Operational approval must be obtained in order to use the performance data presented in this
Special Operation.
The wet grooved landing distance determined during flight planning must account for the
conditions expected at the time of arrival, including reported wind, runway slope and VREF speed
increment.

4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.

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5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable with the addition of the following:
FMS take-off Vspeeds (V1, VR, V2 and VFTO) must be manually entered and selected for view on
the displays.

NOTE
The TAKEOFF function of the FMS Vspeed does not support the
calculations associated with this Special Operation. Vspeed and
take-off distance must be derived from this Special Operation. The
CHECK TAKEOFF PERF message may be posted on the FMS CDU.

6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.

7. SUPPLEMENTARY PROCEDURES
The Supplementary Procedures in Chapter 6 are applicable except as specified by the following:
A. Steep Approaches up to 5.5 Degrees
Use in conjunction with this Special Operation for wet grooved runways is permitted provided
that the limitations and procedures in the supplementary procedure, that pertain to this
Special Operation for wet grooved runways, are followed.
B. FAA Steep Approach into London City Airport
Use in conjunction with this Special Operation for wet grooved runways is permitted provided
that the limitations and procedures in the supplementary procedure, that pertain to this
Special Operation for wet grooved runways, are followed.

8. PERFORMANCE
The performance data in Chapter 6 of the Airplane Flight Manual is applicable, except as
modified by Supplement 19 of the Airplane Flight Manual.

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CHAPTER 9 - IN-FLIGHT CHECKS

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 09−00−1

INTRODUCTION
General 09−01−1
Conduct of In−Flight Checks 09−01−1

AIR-DRIVEN GENERATOR CHECKS

General 09−02−1
In−Flight ADG Check 09−02−1
Manual Deployment Operational Check 09−02−1
Before Flight 09−02−1
In-Flight Procedures 09−02−3

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1. GENERAL
In−flight checks may include operating procedures not routinely performed and may need to be
accomplished when certain airplane systems are to be observed/verified in flight.
Other than EASA Authorities, there are no special requirements for flight crews to perform the
ADG in−flight check; flight crew must be type−rated and current on the airplane per the
applicable Authority. No other maintenance check flights are required by Bombardier for this
airplane to be returned to service, unless specifically required by Bombardier engineering in
special cases.

2. CONDUCT OF IN-FLIGHT CHECKS

Prior to conducting any in−flight checks, flight crew should thoroughly review and understand the
applicable procedure(s). This should be done pre−flight. There should be a complete assessment
which includes but may not be limited to the following:
• Expected systems indications and behaviors.
• Roles and responsibilities of each crew member during the task, including those of a jump
seat crew member if one is present.
• Coordination that may be required with Air Traffic Control unit(s).
• Meteorological conditions and their impact on the flight (VMC may be required).
• Any weight and balance changes.
• FMS settings − defaults may have changed, and settings or sensor selections may be
non−standard.
• Switches and circuit breakers may have been moved out of normal position.
• Any contingencies that may be required if systems do not function as expected.
• Any other items or issues that could impact safe conduct of the flight.
Determining airplane status, must not be underestimated. This following questions should be
addressed from the onset:
• Has the airplane been in storage?
• Has maintenance been performed?
• Has the aircraft been modified (e.g. Service Bulletins, STC)?
• What is the status of airplane systems?
Flight crew should thoroughly review what system(s) may be impacted:
• Note the affected system(s) / sub−system(s),
• Evaluate and brief the impact of affected items as a crew,
• Review the associated AFM Supplements if the aircraft configuration has changed (e.g.
Service Bulletins, STC),
• Pay close attention to those items during walk around and pre−flight checks, and
• Evaluate mitigations for potential in−flight issues.

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2. CONDUCT OF IN-FLIGHT CHECKS (CONT'D)

Any discrepancies should be noted and addressed with maintenance personnel prior to the flight.
The procedures outlined in the following pages are designed to be completed as presented.
Compete all applicable procedures. Do not change sequences within procedures.

NOTE
For flights following maintenance on flight control systems, close
attention should be paid to flight control checks. Full travel and proper
sense of movement should be determined, including spoiler behavior
where applicable. If flight control surfaces cannot be directly observed
from the flight deck, an external observer with audio communication to
the flight deck should be used for movement verification.

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1. GENERAL
As EASA regulations stipulate, the operational in−flight check of the Air−Driven Generator (ADG)
falls under the requirements of a Maintenance Check Flight (MCF). Under EASA regulations,
MCF can only be conducted by flight crew who have received training and are approved to
conduct MCF. Exceptions have been granted for crew who have relatively recent previous
experience performing a similar task (EASA Authority approval required).
Other Authorities do not have special requirements for flight crews to perform the ADG in−flight
check; flight crew must be type−rated and current on the airplane per the Authority under which
the airplane is operated.

CAUTION
The presence of foreign objects in the ADG bay could cause damage
to the ADG blades during deployment. Before flight, the ADG bay must
be inspected to ensure that foreign objects are not present.

NOTE
Once deployed, the ADG cannot be stowed during flight. Therefore,
this check should be performed at the end of a test flight. Normal
electrical power must be restored before final landing approach is
commenced.
If icing conditions are encountered while the ADG is the only source of
electrical power, the WING anti-ice system must be operated only in
the standby (STBY) mode.
For flight planning, a fuel burn correction of 5% should be used when
the ADG is deployed.

2. IN-FLIGHT ADG CHECK

Prior to commencing the ADG operational check, the crew should be familiar with the In−Flight
Checks introduction section of this chapter (09−01−01).
Flight crews should review the complete procedure prior to its commencement to understand the
sequence and review expected system indications/behaviors.
The following is the operational in−flight check of the ADG. Only perform this check in visual
meteorological conditions (VMC). Ensure that this check is not performed during icing conditions.
Complete all sequences as presented.

3. MANUAL DEPLOYMENT OPERATIONAL CHECK

A. Before Flight
(1) ADG bay ........................................................................................................... Check
• Clear of foreign objects.
(2) Fwd avionics bay .............................................................................................. Check
• Verify that ADG MAN and AUTO circuit breakers (6B4 and 6B5) are closed.

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3. MANUAL DEPLOYMENT OPERATIONAL CHECK (CONT'D)

A. Before Flight (Cont’d)
(3) STAB TRIM, CH 2 and MACH TRIM switch/lights..........................................Press in
• Check STAB CH 1 INOP status message on.
• Check for independent CH 2 operation from both stabilizer trim switches, in both
directions, until trim clacker is activated.
(4) Pilot’s or copilot’s STAB TRIM DISC switch ...................................................... Press
• Check STAB TRIM caution message on.
• Check MACH TRIM caution message on.
• Check stabilizer trim is inoperative.
(5) STAB TRIM, CH 1 and CH 2 switch/lights......................................................Press in
• Check STAB CH 1 and CH 2 INOP status messages out.
• Check STAB TRIM caution message out.
(6) MACH TRIM switch/light .................................................................................Press in
• Check MACH TRIM caution message out.

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3. MANUAL DEPLOYMENT OPERATIONAL CHECK (CONT'D)

B. In-Flight Procedures
(1) BATT MASTER........................................................................................... Check ON
(2) APU ..................................................................................................................... Start
(3) APU GEN............................................................................................................. OFF
(4) VHF Comm, VHF Nav, ADF and transponder .............................................. Set to #1

NOTE
The No. 2 VHF Comm, VHF Nav, ADF and transponder
become inoperative when the main generators (GEN 1 and
GEN 2) are turned off in the steps to follow.
(5) HYDRAULIC, 1 and 2 switches ............................................................................. ON
(6) Airspeed............................................................................ Maintain between 180 and
197 KIAS
(7) Flaps ............................................................................................................Set to 20°
(8) Altitude....................................................................................Maintain 10,000 feet or
below
(9) ADG DEPLOY CONT – AUTO circuit breaker (2N6)..........................................Open
(10) LDG GEAR lever .................................................................................... Select to DN
(11) HYDRAULIC, 3A and 3B switches ...................................................................... OFF
• Bleed off No. 3 system pressure and check that HYD 3 LO PRESS caution message
comes on.
(12) AC ELECTRICAL synoptic page .......................................................................Select
(13) ADG manual deploy handle................................................. Pull and leave extended.
(14) AC ELECTRICAL page..................................................................................... Check
• Verify that within six (6) seconds, the following indications occur:
• ADG voltage ..................................................... 115 ±5 VAC
• Frequency.......................................................... 400 ±40 Hz
• AC ESS BUS ......................................................... Powered
AC essential bus temporarily not powered (AC ESS BUS
caution message on EICAS comes on briefly, then out).
• ADG output .................................................................Green

WARNING

If at anytime the STAB CH 2 INOP status message comes on or the

ADG fails to deliver the required electrical power, discontinue the ADG
test. Stow the ADG manual deploy handle and restore normal supply to
the essential busses by pressing the PWR TXFR OVERRIDE switch.

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3. MANUAL DEPLOYMENT OPERATIONAL CHECK (CONT'D)

B. In-Flight Procedures (Cont’d)
(15) DC ELECTRICAL synoptic page ...................................................................... Check
• Verify the following indications:
• ESS TRU 1, DC ESS BUS
and BATT BUS ...................................................... Powered
(16) HYDRAULIC synoptic page.............................................................................. Check
• That system pressure shows 3,000 ±200 psi.
NOTE
ATS is inoperative with the loss of normal AC power.
(17) GEN 1 .................................................................................................................. OFF
• Check that GEN 1 OFF caution message comes on.
(18) GEN 2 .................................................................................................................. OFF
• Check that GEN 2 OFF caution message comes on.
(19) Primary display ................................................................................................. Check
• That EMER PWR ONLY warning message comes on, and
• All other indications are normal, except VIB = 0.0 .
(20) Pilot’s and copilot’s intercoms........................................................................... Check
(21) STAB TRIM, CH 2 switch/light........................................................... Check engaged
(22) YAW DAMPER, YD 1 switch/light...................................................... Check engaged
• YD 1 INOP status message out.
(23) Pitch trim.........................................................................................................Operate
• To check that stabilizer trim operates normally.

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3. MANUAL DEPLOYMENT OPERATIONAL CHECK (CONT'D)

B. In-Flight Procedures (Cont’d)
(24) AC and DC essential busses ............................................................................ Check
• Verify that power is available on each bus. It is sufficient to confirm the normal
operation of one of the services powered by the bus. The following is a list of the
essential busses and the services appropriate for this check:
A. DC Essential Bus:
• VHF Nav 1 operational.
• ADF 1 operational.
• Transponder 1 operational.
• Pilot’s MFD and PFD with complete displays.
• Wing anti-ice, STBY (Check for ITT variation).
B. AC Essential Bus:
• ICE DETECTOR 1 FAIL status message out.
• ANTI-ICE, TEST switch ..................Select to DET

NOTE
ICE caution message will come on during test.

• Verify that L AOA HEAT, L PITOT BASE HEAT, L PITOT TUBE HEAT,
STBY PITOT HEAT and L STATIC HEAT caution messages out.

NOTE
L AOA HEAT, L PITOT BASE HEAT, L PITOT TUBE HEAT,
and STBY PITOT HEAT caution messages may come on
during ADG deployment. If this occurs, reset circuit
breaker 4A11.

If L WINDOW HEAT caution message comes on:

• ANTI-ICE, WSHLD/WIND
L switch ......................................Select to RESET
then LO or HI, as required.
C. Battery Bus:
• RAM AIR SOV operational.
• Map light operational.
• INTEG instruments panel lights operational.
(25) Hydraulic system No. 3 pressure.................................... Stabilized at 3,000 ±200 psi
(26) LDG GEAR lever .......................................................................... Cycle; UP then DN
• Check that hydraulic No. 3 system pressure does not go below 2,150 psi.

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3. MANUAL DEPLOYMENT OPERATIONAL CHECK (CONT'D)

B. In-Flight Procedures (Cont’d)
(27) Airspeed.......................................................................................................... Reduce
• Slow down to 130 KIAS or slowest practical safe speed and confirm the ADG output:
• ADG voltage ..................................................... 115 ±5 VAC
• Frequency..................................................340 Hz minimum
(28) Airspeed.............................................................................Resume between 180 and
197 KIAS
(29) GEN 1 and GEN 2 ................................................................................................. ON
• Check that GEN 1 and 2 OFF caution messages go out;
• Check that EMER PWR ONLY warning message goes out.
(30) ADG manual deploy handle.................................................................................Stow
(31) ADG, PWR TXFR OVERRIDE switch ............................................................... Press
• To restore normal power supply.
• Check that all indications return to normal.
(32) EFIS altimeters (2)...................................................................................Cross-check
(33) ADG DEPLOY CONT – AUTO circuit breaker (2N6)......................................... Close
• The hydraulic 3A switch is normally set to ON and 3B switch is normally set to
AUTO.
If required:
(34) Landing gear lever ...................................................................................Select to UP
(35) Flaps ......................................................................................................... As required
(36) Airspeed.................................................................................................... As required
• Resume normal airspeed for phase of flight, in accordance with the operating
limitations as established in Chapter 2.

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CHAPTER 10 - ROPAT

TABLE OF CONTENTS
Page

TABLE OF CONTENTS 10−00−1

Introduction 10−01−1
General 10−01−1
Non−Normal Operations 10−01−1
Nosewheel Steering (NWS) Inoperative (INOP) 10−01−1
Dispatch with NWS INOP/STEERING INOP 10−01−1
NWS INOP Taxi Technique 10−01−1
NWS INOP Takeoff Technique 10−01−2
Landing with Nosewheel Steering INOP 10−01−3
NWS INOP After Landing Technique 10−01−3

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1. INTRODUCTION
A. General
The purpose of this ROPAT (Recommended Operational Procedures And Techniques)
section is to provide additional guidance for operations of the Challenger 605 airplane. This
chapter has been created for future use and only contains the Nosewheel Steering (NWS)
Inoperative (INOP) guidance at this time.

2. NON-NORMAL OPERATIONS
A. Nosewheel Steering (NWS) Inoperative (INOP)
(1) DISPATCH WITH NWS INOP/STEERING INOP
Dispatch with NWS INOP, if authorized, must be in accordance with the approved MEL.

NOTE
1. Takeoff with nosewheel steering (NWS) inoperative (INOP) must be
performed in accordance with DDG/MMEL specific variant
guidance. Included with the guidance is AFM Supplement 8
(Operation with Airplane Systems Inoperative) performance
guidance.
2. For FAA−registered Challenger 605 airplanes, takeoff with NWS
INOP is not authorized.
3. From a stopped position on the centerline of the runway, the Rolling
Takeoff technique is recommended as described in the Flight Crew
Operating Manual (FCOM) Chapter 4 (Normal Procedures) with the
takeoff distance impact per Airplane Flight Manual (AFM) Chapter 6
(Takeoff Performance).

When takeoff with NWS INOP is planned, the runway should be chosen to minimize
crosswinds if possible. Maximum crosswind component for takeoff and landing is 20
knots.
Takeoff distance available should be greater than the calculated takeoff distance. As per
the AFM Supplement 8 and MMEL/DDG guidance, the Dry and Wet Takeoff Field Length
obtained from the applicable AFM data must be increased by 2.0% (1.02 factor) when
dispatching with NWS INOP. In addition to this MMEL correction, the recommended
rolling takeoff technique adds an extra 200 feet to the Takeoff Distance. Both corrections
are cumulative.
The nosewheel steering system must be selected OFF. The nose wheel will be free
castering.
Dispatch with NWS INOP is prohibited for the following conditions:
• Contaminated Runways
• Operations with Steep Approaches up to 5.5 degrees (AFM Supplement 12)
(2) NWS INOP TAXI TECHNIQUE
When nosewheel steering (NWS) is inoperative (INOP), the nosewheel is free castering
and taxi can be accomplished using differential braking. Application of differential braking
will turn the airplane while it is moving. Differential thrust can be used in moderation to
facilitate turns and to prevent slowing down excessively as a result of braking.

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2. NON-NORMAL OPERATIONS (CONT'D)

Anticipate turns and turn reversals or termination of turns because smooth opposite
direction differential braking must be anticipated to facilitate tracking the desired route and
to avoid jerky braking and associated discomfort for passengers. Above all, brake
temperature management can be largely controlled by anticipating long in advance taxi
needs through rudder and differential thrust. Sharp turns should be avoided as they
require more braking action either to enter, exit or both.
Minimize prolonged use of sustained brake applications to not cause excessive increase
of brake temperatures. This is especially important for NWS INOP taxi following a landing
or RTO with aggressive braking.
Care must be exercised when making tight turns. Avoid castering the nosewheel to high
angles approaching 90 degrees. Larger angles beyond 55 degrees up to 90 should be
avoided. At extreme nosewheel angles, forward progress may no longer be possible and
excessive lateral forces could be placed on nosewheel tires, potentially causing tire
damage, tire coming off the wheel, deflation or damage to the nose gear. A tow bar may
be required to straighten the nosewheel. If there is any doubt, the airplane should be
stopped until a tow can be arranged.
(3) NWS INOP TAKEOFF TECHNIQUE

NOTE
NWS failure could occur during the takeoff roll. The NWS CAS
message is Takeoff Inhibited above 80 KIAS, thus the TO below 80
KIAS should be aborted and care needs to be taken. After the decision
to reject the takeoff, use the NWS Landing Technique to safely stop on
the runway. The nosewheel will be free castering after the NWS failure.
Once at safe taxi speed, use the NWS INOP taxi technique. After 80
KIAS you should not notice the steering inoperative and once airborne
the CAS message should appear which you will need for landing.

Minimize sharp turns entering the runway. Confirm that the airplane is lined up with the
runway, ensure the nosewheel is also tracking in line with the runway before application of
takeoff thrust.
As the airplane accelerates, maximize use of rudder via pedal input to maintain centerline
control. If additional directional control is required at slower speed, modulate differential
brake input (enough input to prevent or correct an undesired drift, but not enough to
grossly impact normal acceleration) until aerodynamic forces on the rudder provide
control. Supplement 8 provides for differential braking during acceleration.

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2. NON-NORMAL OPERATIONS (CONT'D)

Additional takeoff distance must be considered when using this technique.

NOTE
1. Higher crosswinds will adversely impact centerline control.
2. Do not ride the brakes.
3. When runway length available is approaching runway length
required, operators should consider not dispatching with NWS
INOP.
4. In the event of rejected takeoff, the crew should apply maximum
braking as much as practicable and if required, slightly reduce pedal
pressure on applicable brake to maintain directional control.
i.e. reduce the brake on the pedal opposite of the desired direction.
(4) LANDING WITH NOSEWHEEL STEERING INOP
When a landing with NWS INOP is planned, the following apply:
• Choose the longest, widest available runway with minimum crosswind and turbulence
to provide maximum deviation space and reduce pilot workload.
• Landing distances may be greater than for a normal landing because of the
requirement to use differential or asymmetric braking for directional control as
aerodynamic rudder control diminishes. The calculated landing distances are based
upon a maximum symmetric brake application to a stop. Deviations from this
technique including asymmetric braking and less than maximum brake application will
increase the required stopping distance. Crews must properly account for this
increase when selecting a landing runway.
• Select NOSE STEER to the OFF position.
If NWS fails during landing rollout, despite possible associated CAS message(s)/aural
tone, crew awareness may be delayed until the airplane path deviates directionally even
with significant pedal input to counter drift. Once aware, the pilot requires prompt
transition to appropriate technique. Do not attempt to troubleshoot during the rollout.
(5) NWS INOP AFTER LANDING TECHNIQUE
The nosewheel will be free castering. As speed decreases, directional control will
gradually transition from primarily aerodynamic control via rudder input, to differential
braking. This will become apparent with ever increasing rudder input to deflection limit.
Approaching pedal travel limit, start applying appropriate differential brake input to control
centerline.
During aggressive braking (large brake pedal application), precise differential braking may
be more difficult to modulate. With large rudder pedal deflections, precise differential
brake application on either pedal may require more conscious effort. In all cases, strict
attention should be paid to prevent inadvertent brake application on the aft−moving brake
pedal. Elevated crosswinds will adversely impact centerline control, making the task more
difficult and may result in high asymmetric brake temperature.
At taxi speed, use differential braking and differential thrust to clear the runway. Use of
high−speed turnoffs should be considered only when directional control is well in hand
and conditions permit.

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2. NON-NORMAL OPERATIONS (CONT'D)

If directional control becomes difficult, the airplane should be stopped until a tow can be
arranged.

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