CL-605 Limitations AFM REV 45

(Dec 4th, 2017) FOR TRAINING PURPOSE ONLY

AIR CONDITIONING & PRESSURIZATION
STRUCTURAL WEIGHTS Max relief diff press 9.2 psi
Max negative diff press - 0.5 psi
Taxi / Ramp (21,909 kg) 48,300 lbs During taxi, T/O & ldg, max diff press 0.2 psi
T/O (21,863 kg) 48,200 lbs A/C must be depressed prior to opening doors
Landing (17,237 kg) 38,000 lbs
ZFW (14,515 kg) 32,000 lbs
Min Flight (11,794 kg) 26,000 lbs BLEED AIR SYSTEM
Min Op Empty (10,047 kg) 22,150 lbs
Bleed air 10th stage valves must be CLOSED for T/O & ldg if
eng cowl and/or wing a/ice selected to ON.
OPERATIONAL PARAMETERS If above 40,000 ft, one ACU or cowl anti-ice must be selected
ON for each engine.
Max Airport PA for T/O & LDG 10,000 ft
Max Operating 41,000 ft
Max OAT for T/O & Landing ISA + 35C ELECTRICAL SYSTEM
Min OAT for T/O - 40C
Max Runway Slope  2% Max AC Gen loading
Max Tailwind 10 kts Altitude Main Gen APU Gen
Max crosswind to use reverse thrust 24 kts 0-20,000 ft 30 kva 30 kva
Flaps Up Load Factor 1.0 G to 2.5 G 20,000 - 35,000 ft 30 kva 0
Flaps Down Load Factor 0.0 G to 2.0 G > 35,000 ft 25 kva 0
Max G/P angle ≤ 1500’ TDZE 4.49 deg
See limitations & procedures in Supplement 11, Max load on TRUs 100 amps
Chapter 7 of AFM for G/P angles above 3.5 degrees.
During ground operation at ambient temps > 40C (104F),
>FL 250 at least 1 pilot must wear a safety harness
operation of electrical/avionics equipment must be limited to
Enroute use of flaps, or flight with flaps extended at 30 mins unless at least one air conditioning pack is operating
altitudes above 15,500 ft prohibited. and the passenger door is closed.
Max gear extend or retract speed 197 kts / M .6
Max speed a/c can be flown
with gear down & locked 250 kts / M .7 FLIGHT SPOILERS
Max alt gear down 20,000 ft
Tire limit 182 kts Not to be extended in flight below 300 ft AGL, nor extended in
Turbulence penetration (whichever is less) 280 kts/M.75 flight at airspeeds less than recommended approach speed +
Max RVSM cruise speed: M0.83 10 kts
Max N2 split on ground 2%
CONTINUOUS ENGINE IGNITION
FLAP SPEEDS
 T/O & ldg on contaminated runway
Flaps 20 231 kts  T/O with high crosswind component
Flaps 30 197 kts  Flight through moderate or heavier intensity rain
Flaps 45 189 kts  Flight through moderate or heavier intensity turb
 Flight in vicinity of thunderstorm.
FUEL
Pressure refueling (for gravity) < 7% Maximum Contaminant Depths
Left Main 4860 lbs (2205 kg) Contaminant Takeoff Landing
Right Main 4860 lbs (2205 kg)
Aux 7168 lbs (3251 kgs) Standing Water 0.25 in/6.4 mm 0.5 in/12.7 mm
Tail 3112 lbs (1411 kgs) Slush 0.25 in/6.4 mm 0.5 in/12.7 mm
TOTAL 20,000 lbs (9072 kgs) Wet Snow 0.5 in/12.7 mm 1.0 in/25.4 mm
Max fuel imbalance between wing tanks:
- Cruise 800 lbs (363 kgs) Dry Snow 1.2 in/30.5 mm 2.4 in/61.0 mm
- Taxi-T/O-Ldg 400 lbs (182 kgs)
T/O with  500 lbs in aux tank permitted, provided that 1500 TAXI & LANDING LIGHTS
lbs fuel in each wing tank, 0 in tail tank.
If > 500 lbs in aux tank, wings may need up to 4400 lbs each if The taxi lights must be selected off whenever the airplane is
TOW is > 42,400 lbs (see figure 02-05-3 in AFM). Min fuel for stationary.
go-around is 500 lbs per wing with max 10 NU attitude. NOTE: During prolonged taxiing, the nose landing
Fuel transfer must be OFF for T/O. Tail tank never used as CG lights may be used in place of the taxi lights, if
device--must remain in Auto Mode. necessary, at the pilot’s discretion.
Fuel jettison with flaps 0 & no lightning conditions. The left and right landing lights must be selected of during
Min engine fuel temp for T/O 5C taxi or when the airplane is stationary.
Bulk fuel temp must remain above fuel freezing point in flight The left and right landing lights must not be used on the
and be 10C above fuel freezing point on T/O. ground, except for the take-off roll and landing

AFCS
Minimum autopilot use for:
- Take-Off 320 ft AGL
- Visual/Non precision 320 ft AGL
- Precision (G/P ≤ 3.5 deg) 80 ft AGL
- Precision (G/P 3.6-4.49 deg) 160 ft AGL

FOR TRAINING PURPOSES ONLY

APU: 36-150(CL) OIL TEMPERATURE

Max EGT (on start) 974C Min for Start - 40C

Max EGT 731C Max Continuous +155C
Max RPM (auto shut down at 107%) 110% Max Permissible (15 mins) +163C
Min temp. for start - 40C
Max alt. for in-flight start:  20,000 ft STARTER CRANKING LIMITS (Ground & Air)
Max speed for in-flight start & operation: 290 kts
Bleed air extraction  15,000 ft Starter not to be used if N2 > 55%.
In-Flight Eng start with APU  dble-eng fail only  15,000 ft 3 consecutive start cycles with 5 mins cooling between
Engine start during ground ops: SL – 15,000 ft additional cycles.
If both engines started with APU, max N2 for operating engine
70%. FUEL INTRODUCTION

APU START CYCLES ITT ≤ 120C N2  20% - Ground Starts

ITT ≤ 90C N2  28% - Air Start with starter
Windmill  N2  10% - 10,000 ft & below
Using Aircraft Batteries
Windmill  N2  12% - above 10,000 ft
Attempt Max Time ON Followed By
1, 2 & 3 30 sec 20 mins OFF DRY-MOTORING CYCLE
4&5 30 sec 35 mins OFF
Attempt Max Time ON Followed By
1 90 sec 5 mins OFF
Using Ground Power
2 30 sec 5 mins OFF
Attempt Max Time ON Followed By
1&2 15 sec 20 mins OFF
ENGINE RELIGHT
3&4 15 sec 35 mins OFF
Windmill
Hung Start Sea Level - 8,000 ft 300 KIAS
8,000 ft - 21,000 ft 300-348 KIAS
Not greater than 30% RPM within 60 seconds
Started-Assisted Crossbleed (min 60 psi)
Sea Level - 15,000 ft 140-300 KIAS
ENGINES CF34-3B 15,000 ft - 21,000 ft 200-300 KIAS
Core N2% Fan N1% ITT
(rpm) (rpm) (C) THRUST REVERSERS
Start 20% --- 903 (50 sec)
Acceleration --- --- 930 (5 sec) T/O with the following prohibited:
Max Cont 99.2 98.6 899 - REV icon on N1 gauge
- L or R REV UNLOCKED caution message
Normal T/O 98.3 96.2 884 (5 mins*) - L or R REV UNSAFE caution message
900/2 of 5 During ldg, application of max reverse thrust is not permitted
Max T/O (APR 99.4 98.6 899 (5 mins*) at airspeeds < 60 KIAS. Below 60 KIAS, reverse thrust must
operating) 928/2 of 5 be reduced to 60% N1 or less.
Backing a/c with reversers prohibited.
* Transient limit.
ICING CONDITIONS OPS
COLD-SOAKED A/C > 8 hrs
Ground - Cowl
For 1st flight of day @ temp  - 30C, motor engines for 60 sec ON - When OAT  10C and (visible moisture and/or
& verify fan rotation prior to start. contaminated surface).
Reversers must be actuated until deploy and stow cycles are
less than 5 sec. Ground - Wing
Tactile Check required when OAT  5C or wing fuel  0C or
ENGINE OIL conditions for frost formation exist

Max oil consumption 189 ml or .05 US Gals/hr. ON - For final taxi prior to T/O when OAT  5C unless Type
Eng oil level should be checked 15 mins - 2 hrs after eng II, III or IV anti-icing fluids have been applied. No
shutdown. Engines must be motored if replenishment period single-engine taxi when OAT  5C
exceeded.
Max refill allowed is 1.9 L without dry-motoring engines. ON - For T/O when OAT  5C and (visible moisture below
Max duration without oil servicing is 16 operating hours 400 ft AGL, or any precipitation and/or contaminated
surface) If Type II, III or IV used, leave off until ready
OIL PRESSURE for T/O
Ground operation
Steady State Idle (min) 25 psi
T/O Power (min) 45 psi Single engine taxi operations are prohibited if the OAT is
Max Continuous 115 psi 10C (50F) or below.
Max transient after cold start 156 psi (130 psi at idle,
max 10 mins)
Engine must remain at idle until oil pressure returns to
normal range.

FOR TRAINING PURPOSES ONLY

Flight - Cowl & Wing
When RWY LENGTH is manually entered the FMS does not
compute headwind/crosswind. These must be manually
ICING = TAT of  10C and visible moisture except when entered in the CDU
SAT  - 40C.
It is prohibited to initiate a NAV RADIO SELF TEST from either
Both must be ON:
the NAV radio tuning page on the FMS CDU or the MFD nav
At or above 22,000 ft
radio menu during flight
 When ice indicated by ice detection system, or
 When in icing conditions if ice detector has failed.
Below 22,000 ft
 When in icing conditions, or
 When ice is indicated by ice detection system
DATALINK
AUTO-THROTTLE LIMITATIONS
The datalink is approved for the transmission and receipt of
See AFM page 02-05-3 for details. messages that will not create an unsafe condition if the
message if improperly received. An unsafe condition may
exist if:
NAVIGATION • The message, or part of the message, is delayed or
not received,
Use of pilot defined FMS approaches, in instrument • The message is delivered to the wrong recipient, or
meteorological condition is prohibited. • The message content is corrupted.

The FMS must not be used for navigation unless it is Crew action-based messages, such as pre-departure
receiving suitable navigation from: clearance, oceanic clearance, digital automatic terminal
- 1 VOR/DME, or information service, weight and balance, take-off data
- 2 DMEs, or (speeds, trim settings, runway distances) are prohibited,
- 1 IRS, or unless the approved operational procedures are used to
- GPS verify that the message is received by the intended recipient,
that the message is valid, and that the content is not
FMS flight plan must be identical when conducting dual FMS corrupted.
approach operation.
On airplanes incorporating Service Bulletin 605–23–008:
Use of VNAV vertical guidance is prohibited during QFE FANS 1/A+ datalink system must be operated in accordance
operation, when the altimeter is adjusted to show height with ATN and FANS Interlocked CPDLC Applications
above ground rather than sea level. Operators Guide (part number 523–0822435 at the latest
applicable revision).
Use of FMS instrument approaches is prohibited, unless The crew must ensure that the FMS is updated with the
APPR is annunciated on the PFD. proposed flight plan and its associated constraints and
procedures when receiving a route clearance via CPDLC.
RNP operations with NO APPR (on PFD) or UNABLE RNP (on Before executing any flight plan modification received via
PFD) is prohibited. CPDLC, the crew must ensure that the entire content of the
flight plan has been inserted.
Climbs using VFLC (VNAV) mode are prohibited for both FMS Operation in airspace with reduced aircraft separation is
(magenta) and manual (cyan) speed commands. prohibited upon total loss of FANS 1/A+.
Use of FANS INSERT MOD is prohibited within 5NM of
Use of VNAV vertical guidance for a V-MDA type approach sequencing a waypoint.
between the final approach fix and the missed approach fix is It is prohibited to use the WX DEV TO from the FANS ROUTE
prohibited. REQ 1/2 page.
It is prohibited to use the DIVERT TO from the EMERGENCY
The FMS using GPS input must only be use for approach MSG 1/2 page using the FANS REQUEST page.
guidance if the data system for the instrument approach is It is prohibited to send a confirmation of the ASSIGNED
WGS 84 or NAD83. ROUTE from the FANS CONFIRM page.
It is prohibited to request a CLEARANCE from the FANS CLX
The FMS thrust setting data is the primary means of REQ 1/2 page for the active or modified flight plan.
information provided 2 ADC and 2 FMC are available.

The AFM must be used for Verc data. Use of the Verc data in ******Aircraft with Proline advance see CL650 limitations.******
the THRUST LIMIT page is prohibited. FMS 6200-RAAS
The FMS V speed data is the primary means of information
provided 2 FMC are available.

It is prohibited to tune a localizer on the TUNE page using the

identifier only.

For AR certified airplane FMS V speed data is advisory only.

Performance database and V speed database 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 manually enter the RWY LENGTH value
with the actual available landing distance from a published
chart.

FOR TRAINING PURPOSES ONLY