CHALLENGER 605 OPERATING LIMITATIONS

1) STRUCTURAL WEIGHT LIMITATIONS

Maximum taxi and ramp weight 48,300 lb 21,909 kg

Maximum take – off weight 48,200 lb 21,863 kg

Maximum landing weight 38,000 lb 17,237 kg

Maximum zero fuel weight 32,000 lb 14,515 kg

Minimum flight weight 26,000 lb 11,794 kg

Minimum operating empty weight 22,150 lb 10,047 kg

2) RUNWAY SLOPES

Maximum runway slopes approved for take off and landing is: -

+ 2% (uphill) - 2% (downhill)

3) TAILWIND CONDITIONS

The maximum tailwind component for take off and landing is 10 knots.

4) APPROACHES

Operations with a glidepath angle that exceeds 4 degrees are prohibited.

Operations with a glidepath angle that exceed 3.5 degrees at airport elevations above 7,000 feet MSL are prohibited.

5) MAXIMUM CROSSWIND COMPONENT

The maximum crosswind component for take off and landing is 24 knots.

The maximum crosswind component for take off and landing on a contaminated runway is 10 knots.

CHALLENGER 605 POWER PLANT LIMITATIONS

1) ENGINES

General Electric CF34-3B.

2) ENGINE INDICATIONS

INDICATION RED(MAX/MIN LIMITS)

AMBER(CAUTION RANGE)

GREEN(NORMAL RANGE)

N1 % RPM 98.6 - 0 to 98.5

ITT º cAPR NOT

OPERATING

900 (for first 2 minutes) - 0 to 900

884 (for next 3 minutes) - 0 to 884

ITT º cAPR OPERATING

928 (for first 2 minutes) - 0 to 928

900 (for next 3 minutes) - 0 to 900

Max continuous

thrust900 - 0 to 900

N2 % RPMWing anti-ice ON 99.3 0 to 77.9 78 to 99.2

N2 % RPMWing anti-ice OFF 99.3 - 0 to 99.2

OIL TEMPERATURE º

C163 155 to 162 - 40 to 154

OIL PRESSURE psi 0 to 25 116 to 156 26 to 115

3) ENGINE OPERATING LIMITS

CONDITION CORE RPMN2 %

FAN RPMN1 %

ITTºC

START 20 - 903 (5 seconds)

ACCELERATION - - 930 (5 seconds)

Max Continuous 99.2 98.6 899

NORMAL TAKE OFF 98.3 96.2

884(5 minutes) *

900 (2 minutes out of 5 total transient)

** transient limits

MAXIMUM TAKE OFF (APR

OPERATING)99.4 98.6

889 (5 minutes) *

928 (2 minutes out of 5 total transient)

*

4) AIRCRAFT COLD SOAK

For the first flight of the day, when the aircraft has been cold soaked at an ambient temperature of – 30 ºC (- 22ºF) or below for more than 8 hours, the engines must be motored for 60 seconds and fan rotation confirmed before engine start is initiated.

Thrust reversers must be actuated until the deploy and stow cycles are less than 5 seconds.5) OIL TEMPERATURES

Minimum for starting - 40 ºCMaximum Continuous +155 ºCMaximum Permissible +163 ºC (15 minutes maximum)

OIL PRESSURES

Steady state idle 25 psi minimumTake off power 45 psi minimumMaximum continuous 110 psi maximumMax transient 115 psi (transient limit)After cold start 115 psi (10 minutes maximum)

Following cold start engines must remain at idle until oil pressure returns

to normal range.

6) OIL CONSUMPTION

The maximum oil consumption, on each engine is 0.05 US gallons per hour.

7) OIL REPLENISHMENT SYSTEM

Engine oil level should be checked between 15 minutes and 2 hours after engine shutdown.

The engines must be motored if the replenishment period is exceeded.

Maximum refill allowable is 2US quarts without dry motoring the engine.

8) CONTINUOUS ENGINE IGNITION

Continuous engine ignition must be used during the following: -

Take off and landing on contaminated runways. Take off with high crosswind components. Flight through moderate or heavier intensity rain. Flight through moderate or heavier intensity turbulence.

Flight in the vicinity of thunderstorms.

9) AUTOMATIC PERFORMANCE RESERVE

If take off performance is based on the use of the APR, the APR system must be verified operative prior to take off.

The APR 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.

10) STARTER CRANKING LIMITS (GROUND AND AIR)

The starter must not be used if indicated N2 rpm exceeds 55%.

Engine start

Normal engine start – 3 consecutive engine start cycles with 5 minutes cooling between additional cycles.

Associated Conditions

At initiation of thrust lever movement from SHUT OFF to IDLE: -

1) ITT must be 120 ºC or less for all ground starts.2) ITT must be 90 ºC or less for all air starts.

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 air starts.

START MAXIMUM TIME ON FOLLOWED BY

1 90 seconds 5 minutes OFF2 and subsequent 30 seconds 5 minutes OFF

11) ENGINE RELIGHT

RELIGHT TYPE ENVELOPE

Windmilling

Altitude from 21,000 ft to 10,000 ftAirspeed from 300 to 348 KIAS and from 12 to

55% N2Altitude from 10,000 ft to 8,000 ft

Airspeed from 300 to 348 KIAS and from 10 to 55% N2

Altitude from sea level to 8,000 ftAirspeed 300 KIAS and from 10 to 55% N2

NOTE: N2 should be stable or increasing

Starter Assisted Cross Bleed

Altitude from 21,000 ft to 15,000 ftAirspeed from 200 up to 300 KIAS and from 0 to

55% N2Altitude from 15,000 ft to sea level

Airspeed from 140 up to 300KIAS and from 0 to 55% N2

12) FUEL

Based on a fuel density of 6.75 lb/US gallon, the maximum usable fuel load achieved by pressure refuelling is: -

Left main tank 4,860 lb (2,205 kg)

Right main tank 4,860 lb (2,205 kg)

Auxiliary tank 7,168 lb (3,251 kg)

Tail tank 3,112 lb (1,411 kg)

TOTAL 20,000 lb (9,072 kg)

13) FUEL LIMITATIONS

The maximum imbalance between the left and right main tanks for take off, taxi and landing is 400 lb.

The maximum imbalance between the left and right main tanks in flight is 800 lb.

Take off with up to 500 lb of fuel in the auxiliary tank is permitted, provided that there is at least 1500 lb of fuel in each wing tank and no fuel in the tail tank.

The minimum fuel quantity for go-around is 500 lb per wing (wings level) assuming a maximum 10º nose up climb attitude.

14) FUEL TEMPERATURES

Take off with engine fuel temperature indications below 5ºC (41ºF) is prohibited.

Take off with bulk fuel temperature indications below – 37ºC for JET A1 is prohibited.

During flight, bulk fuel freezing temperature must remain above -47 ºC for JET A1.

15) FUEL ADDITIVES

The following additives are permissible individually or in combination: -

ANTI-ICINGBIOCIDESANTI-STATICCORROSION INHIBITOR

Note: Do not add unblended PRIST directly to fuel tanks as this my damage fuel tank components.

16) FUEL TRANSFER

Fuel transfer (left or right tank to auxiliary tank / gravity) must be OFF for take off.

During normal operations, the tail tank must not be used as a centre of gravity device and must remain in the automatic mode.

During manual transfer operations: -

Auxiliary tank quantity must be at least 2.75 times the tail tank quantity, if tail tank quantity is equal to or greater than 1,200 lb.

Auxiliary tank quantity must be at least 2.2 times the tail quantity, if the tail tank quantity is less than 1,200 lb.

Manual tail tank fuel transfer is not permitted with more than 7,000 lb of fuel in the auxiliary tank.

Auxiliary tank quantity must be continuously monitored for overfill during manual tail tank fuel transfer.

17) FUEL JETTISON

Fuel jettison must only be carried out with flap setting 0º.

Jettison of fuel in known lightning conditions is prohibited.

CHALLENGER 605

APU LIMITATIONS

Type: 36 – 150 (CL)

Maximum RPM: 100 %

Maximum EGT: 731º CMaximum EGT starting: 974º C

Hung start If not greater than 30% rpm in 60 seconds

In flight starting Up to 20,000 ft

APU operation Permitted up to 20,000 ft

APU in flight starting Guaranteed up to 20,000 ft

Main engine starting Guaranteed up to 15,000 ftAPU generator operation Guaranteed up to 20,000 ftAPU pneumatic operation Guaranteed up to 15,000 ft

1) STARTING

Minimum ambient temperature for starting a cold soaked APU is -40º C.

The following APU start cycles are permitted: -

a) Using aircraft batteries on the ground or for normal in flight start:

3 start attempts, each of 30 seconds continued cranking

Followed by a 20 minute OFF time

Followed by 2 further attempts each of 30 seconds continuous cranking.

b) Using ground power:

2 start attempts, each of 15 seconds continuous cranking

Followed by a 20 minute OFF time

Followed by 2 further attempts each of 15 seconds continuous cranking.

If in either (a) or (b) a successful start is not obtained, no further starts must be attempted for at least 35 minutes.

2) APU BLEED AIR

a) Engine start during ground operations up to 15,000 ft:

No bleed air extraction limitations.

If both engines are to be started using the APU bleed air, then the operating engine’s thrust must not exceed 70%.

b) Engine start during flight:

During single engine operations, APU bleed air extraction for an engine start IS NOT permitted.

During double engine failure conditions, APU bleed air extraction for engine start IS permitted.

In flight APU main engine starts have been demonstrated up to 15,000 ft.

Bleed air extraction form the APU is not permitted above 15,000 ft.

3) APU GENERATOR

The maximum permissible load on the APU generator in flight is 30kVA.

4) APU INDICATIONS

INDICATION RED(MAX/MIN LIMITS)

AMBER(CAUTION RANGE)

GREEN(NORMAL RANGE)

APU EGTº C

START SCALE

974 and above 680 to 973 0 to 679

NORMAL SCALE

731 and above 680 to 730 0 to 679

APU RPM 110 and above 105 to 109 0 to 104

CHALLENGER 605 OPERATING SPEED LIMITATIONS

1) FLAP EXTENDED SPEED

The maximum speed at which the flaps may be extended is: -

Flaps to 20º - 231 KIASFlaps to 30º - 197 KIASFlaps to 45º - 189 KIAS

2) MAXIMUM LANDING GEAR SPEEDS

Vlo - 197 KIAS / 0.6 MIVle - 250 KIAS / 0.7 MI

Flight at altitude above 20,000 ft with landing gear extended is prohibited.3) TYRE LIMIT SPEED

The tyre limit speed is 182 knots ground speed.

4) MAXIMUM AIRSPEED FOR ADG OPERATION

The maximum airspeed for continuous operation of the ADG is: -

Following automatic deployment, the maximum is 250 KIAS.

When operationally necessary (e.g. windmill starts) speeds up to 330 KIAS are permitted for 12 minutes and speeds between 330 and 348 KIAS are permitted for 4 minutes.

For flight training or pilot training the maximum airspeed is 25 KIAS.

5) TURBULENCE PENETRATION SPEED

Maximum turbulent airspeed is 280 KIAS or 0.75 Mach, whichever is lower.

6) MINIMUM OPERATING LIMIT SPEED

Intentional speed reduction below the onset of stall indicated by stick shaker operation is prohibited unless for flight test or training operations.

7) MANEUVERING LIMIT LOAD FACTORS

These load factors limit the permissible angles of bank in turns and the severity of pull up and push over manoeuvres:

Flaps up - 1.0 G to 2.5 G Flaps down - 0.0 G to 2.0 G

Avoid unnecessary and large side slip manoeuvres during low speed and high altitude cruises.

CHALLENGER 605

SYSTEMS LIMITATIONS

1) AIR CONDITIONING AND PRESSURISATION

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 aircraft must be completely de-pressurised prior to opening any of the aircraft doors.

2) AUTOMATIC FLIGHT CONTROL SYSTEM

The minimum autopilot engage height after take off is 320 ft AGL.

The minimum autopilot use height for visual and non precision approaches is 320 ft AGL.

The minimum autopilot use height for precision approaches (ILS) with a glide path angle of 3.5º or less is 80 ft AGL.

The minimum autopilot use height for precision approaches (ILS) with a glide path angle between 3.5º and 4º is 160 ft AGL.

3) BLEED AIR SYSTEMS

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

If above 40,000 ft, one air conditioning unit or cowl anti-ice system must be selected on for each engine.

4) ELECTRICAL SYSTEMS

a) Permissible loads on the AC System:

Individual AC generator loading must not exceed the following values:

ALTITUDE (feet)LOAD LIMITATION (KVA)

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 the DC System:

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 unless it specifically states to do so in the airplane flight manual, unless in the judgement of the Pilot in Command it is necessary for the safe completion of flight.

5) FLIGHT CONTROLS – LIFT / DRAG DEVICES

a) FLAPS

Enroute use of flaps is prohibited.

Flight with flaps extended at altitudes above 15,500 ft is prohibited.

b) Flight Spoilers

Flight below 300 ft AGL with flight spoilers extended is prohibited.

To ensure adequate manoeuvre margins, flight spoilers must not be extended in flight at airspeeds below the recommended approach speed plus 10 KIAS.

6) STALL PROTECTION SYSTEM

Both stall protection system pusher switches must remain on for all phases of flight.

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 after deployment of the thrust reversers.

Backing the aircraft with use of thrust reversers is prohibited.

Take off with any of the following reverser icons or EICAS message is prohibited: -

REV icon on N1 gauge L (R) REV UNLOCKED caution message 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 10 meters tower height. This value is on a dry runway and is considered limiting.

8) TAXI LIGHTS

Taxi lights must be selected OFF if the aircraft is stationary in excess of 10 minutes.

9) WHEEL BRAKE COOLING LIMITATIONS

Brake cooling times must be observed between landing and low energy rejected take off and subsequent take off to ensure there is enough brake energy for a complete stop in the event that the subsequent take off is rejected.

If a fusible plug releases, the wheels, brakes, tyres and anti-skid speed sensors must be inspected and any damage rectified before the next take off.

10) ELECTRICAL / AVIONICS EQUIPMENT

During ground operations at ambient temperatures above 40º C, 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.

CHALLENGER 605 COLD WEATHER LIMITATIONS

1) COLD WEATHER OPERATIONS

Take off is prohibited with frost, ice, snow or slush adhering to the wings horizontal stabiliser, vertical stabiliser control surfaces, engine inlets and upper surfaces of the fuselage.

If the OAT is 5º C or less a tactile check of the leading edge and upper wing surface must be made.

A tactile check must be made if it cannot be determined that the wing fuel temperature is above 0º C and: -

There is visible moisture

Water is present on the wing

Difference between dew point and OAT is 3º C or less

Atmospheric conditions are conducive to frost formation

2) COWL ANTI-ICE SYSTEM

a) Ground Operations

The cowl anti-ice system must be on when the OAT is 10º C or below and visible moisture in any form is present.

The cowl anti-ice system must be on when the OAT is 10º C or below when operating on surfaces with snow, ice, standing water or slush present.

b) Flight Operations

The cowl anti-ice system must be ON at or above 22,000 ft when ice is detected by the ice detection system or when the detector has failed and in icing conditions.

The cowl anti-ice system must be ON below 22,000 ft when in icing conditions or when ice is detected by the ice detection system.

3) WING ANTI-ICE SYSTEM

a) Ground Operations

The wing anti-ice system must be on for take off when OAT is 5º C or below and visible moisture in any form is present.

The wing anti-ice system must be on for take off when the OAT is 5º C or below and the runway is contaminated with snow, slush or standing water.

When type II, III OR IV anti-ice fluids have been used, the wing anti-ice system must only be selected ON just prior to thrust increase for take off.

b) Flight Operations

The wing anti-ice system must be ON at or above 22,000 ft when ice is detected by the ice detection system or when the detector has failed and in icing conditions.

The wing anti-ice system must be ON below 22,000 ft when in icing conditions or when ice is detected by the ice detection system.

c) Super Cooled Large Droplet Icing

Continuous operation in areas where SLD icing exists is prohibited.

SLD icing conditions are indicated by ice accretion on the flight compartment side windows, if this occurs, leave icing conditions.

Wing and cowl anti-ice systems must be ON in SLD icing conditions.