604 FPCCM

Flight Planning and
Cruise Control
Manual
(Imperial Version)
MODEL MTOW
47, 600 lb MTOW
CL-600-2B16 (CL-604) or
48,200 lb MTOW
CL-600-2B16 (CL-605) 48,200 lb MTOW
FIRST ISSUED: Jun 24/1996 REVISION 6: Jul 17/2009
Publication No. CH 604 FPCCM-I

CHALLENGER* 604 (MODEL CL-600-2B16)
FLIGHT PLANNING AND CRUISE CONTROL MANUAL - IMPERIAL VERSION
PSP 604-23
Bombardier Inc.
P. O. Box 6087, Station Centre-ville
Montreal, Quebec, Canada H3C 3G9
http://www.cic.bombardier.com
For more information please contact:

Bombardier Customer Services Business Aircraft
Customer Response Center (CRC)
North America: 1-866-JET-1247 (1-866-538-1247)

Outside North America: 1-514-855-2999
Fax: 1-514-855-2535
Email: bbad.user.comments@aero.bombardier.com
Distribution & Ordering
Fax: 1-514-855-2770
Email: bbad.pubs.dist@aero.bombardier.com
To ease the ordering process, the following Document

Identification Number should be used: CH 604 FPCCM-I
Bombardier Inc., par l'intermédiaire de ses groupes, divisions et/ou filiales corporatives, fournit les présents
renseignements au gouvernement à titre confidentiel. Ces renseignements ont une teneur confidentielle, avec droits
de propriété, et nous les considérons exclus de l'application de la Loi sur l'accès à l'information. Ils peuvent aussi
constituer un secret industriel de notre société. La divulgation publique de ces renseignements nuirait à Bombardier
Inc. Toute intention de les diffuser en tout ou en partie devra être signifiée à l'avance et par écrit au vice-président
Services juridiques au siège social de la société.
Il est entendu que le présent document comprenant données techniques et autres informations, sur papier, disquette,
CD-ROM ou tout autre support, ne doit pas être reproduit ou divulgué en tout ou en partie, sans l'autorisation écrite
de Bombardier, est la propriété de Bombardier et demeure confidentiel, et que tous les droits aux brevets, droits
d'auteur, marques de commerce, secrets industriels et tout autre droit de propriété intellectuelle y rattachés
appartiennent à Bombardier. Le présent document, les données techniques et autres informations qu'il contient ne
doivent pas être modifiés, traduits, assemblés ou organisés en sens inverse ni décompilés, et doivent être utilisés
uniquement pour maintenir, exploiter ou réparer l'avion.
Bombardier Inc., by its groups, divisions and/or corporate subsidiaries, provides this information to the government
in confidence. This is proprietary confidential information which we consider excluded from the application of the
Access to information Act and may also be a trade secret of our company. Public release of this information would be
harmful to Bombardier Inc. Any intention to disclose such information, or part thereof, must be indicated in advance
and in writing to the Vice President Legal Services, Corporate Office.
It is understood that this documentation, comprising technical data and other information in any media shall not be
reproduced or disclosed in whole or in part without Bombardier's written authorization, is proprietary and
confidential to Bombardier and that all rights to patent, copyright, trademark, trade secret and other intellectual
property rights therein belong to Bombardier. Such documentation, technical data and other information shall not be
modified, translated, reverse assembled, reverse engineered or de-compiled and shall be used solely to maintain,
operate or repair the aircraft.
Copyright © 2006-2009 by Bombardier Inc. All rights reserved.

*Trademark of Bombardier Inc. or its subsidiaries.
Printed in Canada
00−01−1
Record of Revisions
REV 6, Jul 17/09
The Flight Planning and Cruise Control Manual is valid only when all the issued revisions are
incorporated. Record the date you insert each revision in your manual.
Date
Revision Pages Affected Description of Revision Incorporated
Signature
REV 1 Chapter 6 − Special Addition of two engine inoperative

Aug 12/97 Operational Data emergency descent data.
06−00−1, 06−01−1,
06−02−1, 06−02−6,
06−02−7
REV 2 Chapter 1 − Introduction Addition of data for AR certification.

Jun 04/04 01−00−2 <AR>,
01−01−3 <AR>,
01−01−5
Chapter 4 − Two Engine
Performance
04−04−1 <AR>
REV 3 All Incorporation of Temporary

Feb 01/07 Revision 604/1.
Complete reissue of manual.
REV 4 Chapter 5 − Single Addition of high speed driftdown

Oct 31/07 Engine Performance data.
05−00−1, 05−00−2,
05−00−3, 05−00−4,
05−01−1, 05−02−1,
05−02−2, 05−03−1,
05−03−2, 05−03−3,
05−03−4, 05−03−5,
05−03−6, 05−03−7,
05−03−8, 05−03−9,
05−03−10, 05−03−11,
05−03−12, 05−03−13,
05−03−14, 05−03−15,
05−03−16, 05−03−17,
05−03−18, 05−03−19,
05−03−20, 05−03−21,
05−03−22, 05−03−23,
05−03−24, 05−03−25,
05−03−26, 05−03−27,
05−03−28, 05−03−29,
05−03−30, 05−03−31,
05−03−32, 05−03−33,
05−03−34, 05−03−35,
05−03−36, 05−03−37,
05−03−38, 05−03−39,
05−03−40, 05−03−41,
05−03−42, 05−03−43
Flight Planning and Cruise Control Manual

PSP 604−23
00−01−2
Record of Revisions
REV 6, Jul 17/09
Date
Revision Pages Affected Description of Revision Incorporated
Signature
REV 5 Chapter 4 − Two Engine Incorporation of editorial

Feb 17/09 Performance corrections.
04−11−16, 04−11−17
Chapter 5 − Single
Engine Performance
05−03−17
REV 6 Chapter 3 − Flight Incorporation of editorial

Jul 07/09 Planning corrections.
03−01−11, 03−01−19,
03−01−43, 03−02−1
Chapter 4 − Two Engine
Performance
04−02−13, 04−03−1,
04−04−3, 04−04−17,
04−07−1, 04−11−2,
04−11−3, 04−11−4,
04−11−5, 04−11−6,
04−11−7, 04−11−8,
04−11−9, 04−11−10,
04−11−11, 04−11−12,
04−11−13, 04−11−14,
04−11−15, 04−11−16,
04−11−17, 04−11−18,
04−11−19, 04−11−20,
04−11−21, 04−11−22,
04−11−23, 04−11−24,
04−11−25
Chapter 5 − Single
Engine Performance
05−03−15, 05−03−19,
05−03−20, 05−03−21,
05−03−22, 05−03−23,
05−03−24, 05−03−25,
05−03−26, 05−03−27,
05−03−28, 05−03−29,
05−03−30, 05−03−32,
05−03−33, 05−03−34,
05−03−35, 05−03−36,
05−03−37, 05−03−38,
05−03−39, 05−03−40,
05−03−41, 05−03−42,
05−03−43

PSP 604−23
00−02−1
Record of Temporary Revisions
REV 3, Feb 01/07
Record the date you insert each temporary revision in your manual.
Incorporated Date
TR No. Subject
By
604/1 Temporary revision to advise flight crew of Incorporated

additional recommendations for SAA of Ukraine by REV 3
airplanes.

PSP 604−23
00−02−2
Record of Temporary Revisions
REV 3, Feb 01/07
THIS PAGE INTENTIONALLY LEFT BLANK

PSP 604−23
00−03−1
List of Effective Pages
REV 6, Jul 17/09
Page Date Page Date Page Date
Title Jul 17/09 −20 Feb 01/07 −37 Feb 01/07

−21 Feb 01/07 −38 Feb 01/07
00−01 −1 Jul 17/09 −22 Feb 01/07 −39 Feb 01/07
−2 Jul 17/09 −23 Feb 01/07 −40 Feb 01/07
−24 Feb 01/07 −41 Feb 01/07
00−02 −1 Feb 01/07 −25 Feb 01/07 −42 Feb 01/07
−2 Feb 01/07 −26 Feb 01/07 −43 Jul 17/09
−44 Feb 01/07
00−03 −1 Jul 17/09 03−00 −1 Feb 01/07
−2 Jul 17/09 −2 Feb 01/07 03−02 −1 Jul 17/09
−3 Jul 17/09 −3 Feb 01/07 −2 Feb 01/07
−4 Jul 17/09 −4 Feb 01/07
−5 Jul 17/09 04−00 −1 Feb 01/07
−6 Jul 17/09 03−01 −1 Feb 01/07 −2 Feb 01/07
−2 Feb 01/07 −3 Feb 01/07
01−00 −1 Feb 01/07 −3 Feb 01/07 −4 Feb 01/07
−2 Feb 01/07 −4 Feb 01/07 −5 Feb 01/07
−5 Feb 01/07 −6 Feb 01/07
01−01 −1 Feb 01/07 −6 Feb 01/07 −7 Feb 01/07
−2 Feb 01/07 −7 Feb 01/07 −8 Feb 17/09
−3 Feb 01/07 −8 Feb 01/07
−4 Feb 01/07 −9 Feb 01/07 04−01 −1 Feb 01/07
−5 Feb 01/07 −10 Feb 01/07 −2 Feb 01/07
−6 Feb 01/07 −11 Jul 17/09
−7 Feb 01/07 −12 Feb 01/07 04−02 −1 Feb 01/07
−8 Feb 01/07 −13 Feb 01/07 −2 Feb 01/07
−14 Feb 01/07 −3 Feb 01/07
02−00 −1 Feb 01/07 −15 Feb 01/07 −4 Feb 01/07
−2 Feb 01/07 −16 Feb 01/07 −5 Feb 01/07
−17 Feb 01/07 −6 Feb 01/07
02−01 −1 Feb 01/07 −18 Feb 01/07 −7 Feb 01/07
−2 Feb 01/07 −19 Jul 17/09 −8 Feb 01/07
−3 Feb 01/07 −20 Feb 01/07 −9 Feb 01/07
−4 Feb 01/07 −21 Feb 01/07 −10 Feb 01/07
−5 Feb 01/07 −22 Feb 01/07 −11 Feb 01/07
−6 Feb 01/07 −23 Feb 01/07 −12 Feb 01/07
−7 Feb 01/07 −24 Feb 01/07 −13 Jul 17/09
−8 Feb 01/07 −25 Feb 01/07 −14 Feb 01/07
−9 Feb 01/07 −26 Feb 01/07
−10 Feb 01/07 −27 Feb 01/07 04−03 −1 Jul 17/09
−11 Feb 01/07 −28 Feb 01/07 −2 Feb 01/07
−12 Feb 01/07 −29 Feb 01/07
−13 Feb 01/07 −30 Feb 01/07 04−04 −1 Feb 01/07
−14 Feb 01/07 −31 Feb 01/07 −2 Feb 01/07
−15 Feb 01/07 −32 Feb 01/07 −3 Jul 17/09
−16 Feb 01/07 −33 Feb 01/07 −4 Feb 01/07
−17 Feb 01/07 −34 Feb 01/07 −5 Feb 01/07
−18 Feb 01/07 −35 Feb 01/07 −6 Feb 01/07
−19 Feb 01/07 −36 Feb 01/07 −7 Feb 01/07

PSP 604−23
00−03−2
REV 6, Jul 17/09
−8 Feb 01/07 −21 Feb 01/07 −15 Feb 01/07

−9 Feb 01/07 −22 Feb 01/07 −16 Feb 01/07
−10 Feb 01/07 −23 Feb 01/07
−11 Feb 01/07 −24 Feb 01/07 04−09 −1 Feb 01/07
−12 Feb 01/07 −25 Feb 01/07 −2 Feb 01/07
−13 Feb 01/07 −26 Feb 01/07 −3 Feb 01/07
−14 Feb 01/07 −4 Feb 01/07
−15 Feb 01/07 04−07 −1 Jul 17/09 −5 Feb 01/07
−16 Feb 01/07 −2 Feb 01/07 −6 Feb 01/07
−17 Jul 17/09 −3 Feb 01/07 −7 Feb 01/07
−18 Feb 01/07 −4 Feb 01/07 −8 Feb 01/07
−19 Feb 01/07 −5 Feb 01/07 −9 Feb 01/07
−20 Feb 01/07 −6 Feb 01/07 −10 Feb 01/07
−7 Feb 01/07 −11 Feb 01/07
04−05 −1 Feb 01/07 −8 Feb 01/07 −12 Feb 01/07
−2 Feb 01/07 −9 Feb 01/07 −13 Feb 01/07
−3 Feb 01/07 −10 Feb 01/07 −14 Feb 01/07
−4 Feb 01/07 −11 Feb 01/07 −15 Feb 01/07
−5 Feb 01/07 −12 Feb 01/07 −16 Feb 01/07
−6 Feb 01/07 −13 Feb 01/07 −17 Feb 01/07
−7 Feb 01/07 −14 Feb 01/07 −18 Feb 01/07
−8 Feb 01/07 −15 Feb 01/07 −19 Feb 01/07
−9 Feb 01/07 −16 Feb 01/07 −20 Feb 01/07
−10 Feb 01/07 −17 Feb 01/07 −21 Feb 01/07
−11 Feb 01/07 −18 Feb 01/07 −22 Feb 01/07
−12 Feb 01/07 −19 Feb 01/07 −23 Feb 01/07
−13 Feb 01/07 −20 Feb 01/07 −24 Feb 01/07
−14 Feb 01/07 −21 Feb 01/07 −25 Feb 01/07
−22 Feb 01/07 −26 Feb 01/07
04−06 −1 Feb 01/07 −23 Feb 01/07 −27 Feb 01/07
−2 Feb 01/07 −24 Feb 01/07 −28 Feb 01/07
−3 Feb 01/07 −25 Feb 01/07 −29 Feb 01/07
−4 Feb 01/07 −26 Feb 01/07 −30 Feb 01/07
−5 Feb 01/07 −31 Feb 01/07
−6 Feb 01/07 04−08 −1 Feb 01/07 −32 Feb 01/07
−7 Feb 01/07 −2 Feb 01/07 −33 Feb 01/07
−8 Feb 01/07 −3 Feb 01/07 −34 Feb 01/07
−9 Feb 01/07 −4 Feb 01/07 −35 Feb 01/07
−10 Feb 01/07 −5 Feb 01/07 −36 Feb 01/07
−11 Feb 01/07 −6 Feb 01/07 −37 Feb 01/07
−12 Feb 01/07 −7 Feb 01/07 −38 Feb 01/07
−13 Feb 01/07 −8 Feb 01/07 −39 Feb 01/07
−14 Feb 01/07 −9 Feb 01/07 −40 Feb 01/07
−15 Feb 01/07 −10 Feb 01/07 −41 Feb 01/07
−16 Feb 01/07 −11 Feb 01/07 −42 Feb 01/07
−17 Feb 01/07 −12 Feb 01/07 −43 Feb 01/07
−18 Feb 01/07 −13 Feb 01/07 −44 Feb 01/07
−19 Feb 01/07 −14 Feb 01/07 −45 Feb 01/07
−20 Feb 01/07 −46 Feb 01/07

PSP 604−23
00−03−3
REV 6, Jul 17/09
−47 Feb 01/07 −96 Feb 01/07 −145 Feb 01/07

−48 Feb 01/07 −97 Feb 01/07 −146 Feb 01/07
−49 Feb 01/07 −98 Feb 01/07 −147 Feb 01/07
−50 Feb 01/07 −99 Feb 01/07 −148 Feb 01/07
−51 Feb 01/07 −100 Feb 01/07 −149 Feb 01/07
−52 Feb 01/07 −101 Feb 01/07 −150 Feb 01/07
−53 Feb 01/07 −102 Feb 01/07 −151 Feb 01/07
−54 Feb 01/07 −103 Feb 01/07 −152 Feb 01/07
−55 Feb 01/07 −104 Feb 01/07 −153 Feb 01/07
−56 Feb 01/07 −105 Feb 01/07 −154 Feb 01/07
−57 Feb 01/07 −106 Feb 01/07 −155 Feb 01/07
−58 Feb 01/07 −107 Feb 01/07 −156 Feb 01/07
−59 Feb 01/07 −108 Feb 01/07 −157 Feb 01/07
−60 Feb 01/07 −109 Feb 01/07 −158 Feb 01/07
−61 Feb 01/07 −110 Feb 01/07 −159 Feb 01/07
−62 Feb 01/07 −111 Feb 01/07 −160 Feb 01/07
−63 Feb 01/07 −112 Feb 01/07 −161 Feb 01/07
−64 Feb 01/07 −113 Feb 01/07 −162 Feb 01/07
−65 Feb 01/07 −114 Feb 01/07 −163 Feb 01/07
−66 Feb 01/07 −115 Feb 01/07 −164 Feb 01/07
−67 Feb 01/07 −116 Feb 01/07 −165 Feb 01/07
−68 Feb 01/07 −117 Feb 01/07 −166 Feb 01/07
−69 Feb 01/07 −118 Feb 01/07 −167 Feb 01/07
−70 Feb 01/07 −119 Feb 01/07 −168 Feb 01/07
−71 Feb 01/07 −120 Feb 01/07 −169 Feb 01/07
−72 Feb 01/07 −121 Feb 01/07 −170 Feb 01/07
−73 Feb 01/07 −122 Feb 01/07 −171 Feb 01/07
−74 Feb 01/07 −123 Feb 01/07 −172 Feb 01/07
−75 Feb 01/07 −124 Feb 01/07 −173 Feb 01/07
−76 Feb 01/07 −125 Feb 01/07 −174 Feb 01/07
−77 Feb 01/07 −126 Feb 01/07 −175 Feb 01/07
−78 Feb 01/07 −127 Feb 01/07 −176 Feb 01/07
−79 Feb 01/07 −128 Feb 01/07 −177 Feb 01/07
−80 Feb 01/07 −129 Feb 01/07 −178 Feb 01/07
−81 Feb 01/07 −130 Feb 01/07 −179 Feb 01/07
−82 Feb 01/07 −131 Feb 01/07 −180 Feb 01/07
−83 Feb 01/07 −132 Feb 01/07
−84 Feb 01/07 −133 Feb 01/07 04−10 −1 Feb 01/07
−85 Feb 01/07 −134 Feb 01/07 −2 Feb 01/07
−86 Feb 01/07 −135 Feb 01/07 −3 Feb 01/07
−87 Feb 01/07 −136 Feb 01/07 −4 Feb 01/07
−88 Feb 01/07 −137 Feb 01/07 −5 Feb 01/07
−89 Feb 01/07 −138 Feb 01/07 −6 Feb 01/07
−90 Feb 01/07 −139 Feb 01/07 −7 Feb 01/07
−91 Feb 01/07 −140 Feb 01/07 −8 Feb 01/07
−92 Feb 01/07 −141 Feb 01/07 −9 Feb 01/07
−93 Feb 01/07 −142 Feb 01/07 −10 Feb 01/07
−94 Feb 01/07 −143 Feb 01/07 −11 Feb 01/07
−95 Feb 01/07 −144 Feb 01/07 −12 Feb 01/07

PSP 604−23
00−03−4
REV 6, Jul 17/09
−13 Feb 01/07 −5 Oct 31/07 −6 Feb 01/07

−14 Feb 01/07 −6 Oct 31/07 −7 Feb 01/07
−15 Feb 01/07 −7 Oct 31/07 −8 Feb 01/07
−16 Feb 01/07 −8 Oct 31/07 −9 Feb 01/07
−17 Feb 01/07 −9 Oct 31/07 −10 Feb 01/07
−18 Feb 01/07 −10 Oct 31/07 −11 Feb 01/07
−11 Oct 31/07 −12 Feb 01/07
04−11 −1 Feb 01/07 −12 Oct 31/07 −13 Feb 01/07
−2 Jul 17/09 −13 Oct 31/07 −14 Feb 01/07
−3 Jul 17/09 −14 Oct 31/07 −15 Feb 01/07
−4 Jul 17/09 −15 Jul 17/09 −16 Feb 01/07
−5 Jul 17/09 −16 Oct 31/07 −17 Feb 01/07
−6 Jul 17/09 −17 Feb 17/09 −18 Feb 01/07
−7 Jul 17/09 −18 Oct 31/07
−8 Jul 17/09 −19 Jul 17/09 05−06 −1 Feb 01/07
−9 Jul 17/09 −20 Jul 17/09 −2 Feb 01/07
−10 Jul 17/09 −21 Jul 17/09 −3 Feb 01/07
−11 Jul 17/09 −22 Jul 17/09 −4 Feb 01/07
−12 Jul 17/09 −23 Jul 17/09 −5 Feb 01/07
−13 Jul 17/09 −24 Jul 17/09 −6 Feb 01/07
−14 Jul 17/09 −25 Jul 17/09 −7 Feb 01/07
−15 Jul 17/09 −26 Jul 17/09 −8 Feb 01/07
−16 Jul 17/09 −27 Jul 17/09 −9 Feb 01/07
−17 Jul 17/09 −28 Jul 17/09 −10 Feb 01/07
−18 Jul 17/09 −29 Jul 17/09 −11 Feb 01/07
−19 Jul 17/09 −30 Jul 17/09 −12 Feb 01/07
−20 Jul 17/09 −31 Oct 31/07 −13 Feb 01/07
−21 Jul 17/09 −32 Jul 17/09 −14 Feb 01/07
−22 Jul 17/09 −33 Jul 17/09 −15 Feb 01/07
−23 Jul 17/09 −34 Jul 17/09 −16 Feb 01/07
−24 Jul 17/09 −35 Jul 17/09 −17 Feb 01/07
−25 Jul 17/09 −36 Jul 17/09 −18 Feb 01/07
−26 Feb 01/07 −37 Jul 17/09 −19 Feb 01/07
−38 Jul 17/09 −20 Feb 01/07
05−00 −1 Feb 17/09 −39 Jul 17/09 −21 Feb 01/07
−2 Oct 31/07 −40 Jul 17/09 −22 Feb 01/07
−3 Oct 31/07 −41 Jul 17/09 −23 Feb 01/07
−4 Oct 31/07 −42 Jul 17/09 −24 Feb 01/07
−43 Jul 17/09 −25 Feb 01/07
05−01 −1 Oct 31/07 −44 Oct 31/07 −26 Feb 01/07
−2 Feb 01/07 −27 Feb 01/07
05−04 −1 Feb 01/07 −28 Feb 01/07
05−02 −1 Oct 31/07 −2 Feb 01/07 −29 Feb 01/07
−2 Oct 31/07 −30 Feb 01/07
05−05 −1 Feb 01/07 −31 Feb 01/07
05−03 −1 Oct 31/07 −2 Feb 01/07 −32 Feb 01/07
−2 Oct 31/07 −3 Feb 01/07 −33 Feb 01/07
−3 Oct 31/07 −4 Feb 01/07 −34 Feb 01/07
−4 Oct 31/07 −5 Feb 01/07 −35 Feb 01/07

PSP 604−23
00−03−5
REV 6, Jul 17/09
−36 Feb 01/07 06−02 −1 Feb 01/07

−37 Feb 01/07 −2 Feb 01/07
−38 Feb 01/07 −3 Feb 01/07
−4 Feb 01/07
05−07 −1 Feb 01/07 −5 Feb 01/07
−2 Feb 01/07 −6 Feb 01/07
−3 Feb 01/07 −7 Feb 01/07
−4 Feb 01/07 −8 Feb 01/07
−5 Feb 01/07
−6 Feb 01/07 06−03 −1 Feb 01/07
−7 Feb 01/07 −2 Feb 01/07
−8 Feb 01/07 −3 Feb 01/07
−9 Feb 01/07 −4 Feb 01/07
−10 Feb 01/07 −5 Feb 01/07
−6 Feb 01/07
05−08 −1 Feb 01/07 −7 Feb 01/07
−2 Feb 01/07 −8 Feb 01/07
−3 Feb 01/07 −9 Feb 01/07
−4 Feb 01/07 −10 Feb 01/07
−5 Feb 01/07 −11 Feb 01/07
−6 Feb 01/07 −12 Feb 01/07
−7 Feb 01/07 −13 Feb 01/07
−8 Feb 01/07 −14 Feb 01/07
−9 Feb 01/07 −15 Feb 01/07
−10 Feb 01/07 −16 Feb 01/07
−11 Feb 01/07 −17 Feb 01/07
−12 Feb 01/07 −18 Feb 01/07
−13 Feb 01/07 −19 Feb 01/07
−14 Feb 01/07 −20 Feb 01/07
−15 Feb 01/07 −21 Feb 01/07
−16 Feb 01/07 −22 Feb 01/07
−17 Feb 01/07 −23 Feb 01/07
−18 Feb 01/07 −24 Feb 01/07
−19 Feb 01/07 −25 Feb 01/07
−20 Feb 01/07 −26 Feb 01/07
−21 Feb 01/07 −27 Feb 01/07
−22 Feb 01/07 −28 Feb 01/07
−23 Feb 01/07 −29 Feb 01/07
−24 Feb 01/07 −30 Feb 01/07
−25 Feb 01/07 −31 Feb 01/07
−26 Feb 01/07 −32 Feb 01/07
−33 Feb 01/07
06−00 −1 Feb 01/07 −34 Feb 01/07
−2 Feb 01/07
06−01 −1 Feb 01/07

−2 Feb 01/07

PSP 604−23
00−03−6
REV 6, Jul 17/09

PSP 604−23
INTRODUCTION 01−00−1
Table of Contents REV 3, Feb 01/07
CHAPTER 1 - INTRODUCTION
TABLE OF CONTENTS
Page
TABLE OF CONTENTS 01−00−1
GENERAL
Introduction 01−01−1
Scope of the CL600−2B16, Flight Planning and Cruise Control Manual 01−01−2
Operating Data 01−01−2
Flight Planning 01−01−2
Two Engine Performance 01−01−2
Single Engine Performance 01−01−2
Special Operational Data 01−01−2
Manual Conventions 01−01−3
Calculation of Fuel Supply Required 01−01−3
Normal Operations 01−01−3
Operations with Systems Failure After Take-off 01−01−3
Pagination 01−01−4
Abbreviations 01−01−5

PSP 604−23

PSP 604−23
General REV 3, Feb 01/07
1. INTRODUCTION
The Flight Planning and Cruise Control Manual contains performance data for the operation of
the CL600, Model 2B16, Challenger equipped with two General Electric CF 34−3B engines and
manufactured by Bombardier Inc., Canadair Group, Montreal, Quebec, Canada. All of the
performance data in the Flight Planning and Cruise Control Manual are governed by the
limitations of the Airplane Flight Manual, PSP 604−1 or PSP 605−1, and are provided as advisory
information only.

PSP 604−23
2. SCOPE OF THE CL600-2B16, FLIGHT PLANNING AND CRUISE CONTROL MANUAL

Based on the data presentation standards, the performance data to be included in the Flight
Planning and Cruise Control Manual has been divided into the following sections:
A. Operating Data
The Operating Data chapter presents useful operating data which can be used by the flight
crew prior to and during flight. It includes atmosphere data, wind component conversion,
pressure/true altitude conversion, differential pressure versus aircraft and cabin altitude,
airspeed and temperature conversion, units conversion, ground distance to air distance
conversion, and maximum operating speeds.
B. Flight Planning
The Flight Planning chapter presents simplified charts for a quick determination of fuel and
time required for a fixed trip distance based on various cruise altitude and speed conditions.
Typical flight planning allowances and an alternate flight planning chart are also given.
C. Two Engine Performance
The Two Engine Performance chapter presents all necessary two engine operating
performance information to be used for hand calculation of detailed flight plans if
computerized flight planning is not available. Data include power setting, altitude selection
(climb/cruise ceilings), climb, acceleration, cruise (specific range/cruise control), descent and
holding.
D. Single Engine Performance
The Single Engine Performance chapter presents performance data assuming engine failure
during cruise. These data include driftdown, altitude selection (climb and cruise ceilings),
climb, cruise (specific range/cruise control), descent and holding.
E. Special Operational Data
The Special Operational Data chapter provides two engine/single engine emergency descent
data.

PSP 604−23
3. MANUAL CONVENTIONS
Altitudes are pressure altitudes, unless otherwise noted.
Airspeed data presented in the Flight Planning and Cruise Control Manual are quoted in terms of
indicated airspeed, in knots (KIAS), and indicated Mach number (MI), unless otherwise noted.
Position error corrections to altitude, airspeed and Mach number for the flaps-up configuration
are negligible for the primary flight display as specified in the Airplane Flight Manual. In this case,
indicated airspeed (KIAS) can be read as calibrated airspeed (KCAS) and indicated Mach
number (MI) can be read as true Mach number (MT) .
All airplane performance data are based on average engine performance (thrust/s.f.c.), with 30%
MAC reference c.g. position, unless otherwise noted.
Tabulated data are generally presented in 2,000 lb airplane weight increments.
The Air Traffic Control (ATC) limited speed of 250 KIAS below 10,000 ft has been incorporated
into the normal operation climb and descent data.
Undefined performance information is denoted by "TBD".
It is permitted to interpolate linearly between airplane weight, altitude and/or temperature values
given in the tables.
Shaded areas are used to distinguish several variables by column.
AR Certified Airplanes
4. CALCULATION OF FUEL SUPPLY REQUIRED
A. Normal Operations
The flight fuel supply required includes the main and reserve fuel quantities.
The main fuel quantity can be calculated using the data provided in Chapter 3; Flight
Planning and Chapter 4; Two Engine Performance, and must include the fuel for engine
starting and warming (20 kg or 44 lb), taxi (5.9 kg/min or 13 lb/min, take-off, cruise,
approach and landing.
The reserve fuel quantity can be calculated using the data provided in Chapter 3; Flight
Planning and Chapter 4; Two Engine Performance, and consists of the air navigation and
the compensation fuel reserves.
• The air navigation fuel reserve includes the fuel for go−around, flight to alternate airfield,
30 minutes of holding above the alternate airfield and approach and landing.
• The compensation fuel reserve is equal to 3% of the main fuel quantity described above.
B. Operations with Systems Failure After Take-off
The effect of engine failure on mission performance can be estimated using the data
provided in Chapter 6; Special Operational Data.
The effect of take-off flaps failure to retract is a reduction of 50% in range.
The effect of landing gear failure to retract is a reduction of 45% in range.

PSP 604−23
5. PAGINATION
Each chapter of the Flight Planning and Cruise Control Manual is subdivided into sections
categorized by the subject or type of material presented.
This permits issuance of small blocks of revision pages without renumbering and reprinting
complete sections of the manual.
The volume is paginated with a Chapter/Section/Page numbering system as follows:
Sample Pagination
Chapter Page Number
DFP0101_002
01−01−2
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.
Blank pages resulting from end of section and back-up pages for foldout illustrations or
illustrations that must be arranged as facing pages are provided to avoid the impression that a
page is missing. These pages are numbered and included in the List of Effective Pages.

PSP 604−23
6. ABBREVIATIONS
The following abbreviations are found in the Flight Planning and Cruise Control Manual. some
abbreviations may also appear in lower case letters. Abbreviations having very limited usage are
explained in the chapters where they are used.
A
ACU Air Conditioning Unit AR Aviation Register

A/I Anti-Ice ATAS Average True Air Speed
AFM Airplane Flight Manual ATC Air Traffic Control
AGL Above Ground Level AVG Average
ALT Altitude
°C Celsius CLB Climb

CAS Calibrated Air Speed CG Center of Gravity
DEG Degree DIFF Difference

DIST Air Distance
E Exponent ELEV Elevation

ENG Engine
°F Fahrenheit FPM Feet Per Minute

FF Fuel Flow FT Feet, Foot
FL Flight Level
GND Ground
HR Hour

PSP 604−23
IAS Indicated Air Speed INOP Inoperative

ICAO International Civil Aviation ISA International Standard
Organization Atmosphere
K Kelvin KM Kilometer
KG Kilogram KT, KTS Knot
LB, LBS Pound

LRC Long Range Cruise
M, MI Indicated Mach MMO Maximum Operating Limit

M Meter Mach
M.A.C. Mean Aerodynamic Chord MRC Maximum Range Cruise
MAX Maximum MTOW Maximum Take-Off Weight
MCT Maximum Continuous Thrust MXCL Maximum Climb Thrust
MIN Minimum, Minute MXCR Maximum Cruise Thrust
MZFW Maximum Zero Fuel Weight
N Newton NM Nautical Mile

NAM Nautical Air Mile N1 Fan speed setting (%)
NBAA National Business Aircraft
Association
OAT Outside Air Temperature OEI One Engine Inoperative

OEW Operating Empty Weight
PRESS Pressure
PSI Pounds per Square Inch

PSP 604−23
R Rankine RPM Revolutions per Minute

ROC Rate of Climb RWY Runway
ROD Rate of Descent
S, SEC Second SFC Specific Fuel Consumption

SAAU State Aviation Administration SAT Static Air Temperature
of Ukraine
TAS True Air Speed TO Take-Off

TAT Total Air Temperature TOC Top of Climb
TEMP Temperature TOD Top of Descent
THR Thrust
VMD Minimum Drag Speed

VMO Maximum Operating Limit
Speed
ZFW Zero Fuel Weight

PSP 604−23

PSP 604−23
OPERATING DATA 02−00−1
CHAPTER 2 - OPERATING DATA

TABLE OF CONTENTS
Page
GENERAL
Conversion Data 02−01−2
International Standard Atmosphere 02−01−2
Wind Component 02−01−5
Pressure Altitude vs True Altitude 02−01−7
Differential Pressure vs Aircraft and Cabin Altitudes 02−01−9
Airspeed and Temperature Conversion 02−01−11
Units Conversion 02−01−13
Ground Distance to Air Distance Conversion 02−01−21
Airspeed Limitations 02−01−25
VMO/MMO Airspeed 02−01−25
LIST OF ILLUSTRATIONS
GENERAL
Figure 02−01−1 International Standard Atmosphere − Standard Day 02−01−3
Figure 02−01−2 Wind Component 02−01−6
Figure 02−01−3 Pressure Altitude vs True Altitude 02−01−8
Figure 02−01−4 Differential Pressure versus Aircraft and Cabin Altitudes 02−01−10
Figure 02−01−5 Airspeed and Temperature Conversion 02−01−12
Figure 02−01−6 Units Conversion − Feet to Meters 02−01−14
Figure 02−01−7 Units Conversion − Meters to Feet 02−01−15
Figure 02−01−8 Units Conversion − Nautical Miles to Kilometers 02−01−16
Figure 02−01−9 Units Conversion − Kilometers to Nautical Miles 02−01−17
Figure 02−01−10 Units Conversion − Pounds to Kilograms 02−01−18
Figure 02−01−11 Units Conversion − Kilograms to Pounds 02−01−19
Figure 02−01−12 Units Conversion − Celsius to Fahrenheit 02−01−20
Figure 02−01−13 Ground Distance to Air Distance − 0 to 300 Nautical Miles 02−01−22
Figure 02−01−14 Ground Distance to Air Distance − 300 to 1000 Nautical
Miles 02−01−23

PSP 604−23
Page
GENERAL
Figure 02−01−15 Ground Distance to Air Distance − 1000 to 4500 Nautical
Miles 02−01−24
Figure 02−01−16 VMO/MMO Airspeed 02−01−26

PSP 604−23
1. INTRODUCTION
This chapter contains operating data, presented in tabular and chart form, which enable quick
cross-checks and conversions. The data are to be used by the flight crew prior to and during
flight to determine such information as:
• Atmosphere data,
• Wind component conversion,
• Units conversion,
• Pressure/true altitude conversion,
• Differential pressure versus aircraft and cabin altitude,
• Airspeed and temperature conversion,
• Ground distance to air distance conversion, and
• Maximum operating limit speeds.

PSP 604−23
2. CONVERSION DATA
A. International Standard Atmosphere
The International Standard Atmosphere tabulated data, on Figure 02−01−1, shows the
temperature, temperature ratio, pressure, pressure ratio, density, density ratio, coefficient of
viscosity and speed of sound. The data are tabulated versus varying pressure altitudes, in
1,000 ft. and 500 m increments. The data are presented in both imperial units and metric
units.
To convert °R to °F, subtract 459.67. To convert °K to °C, subtract 273.15.

PSP 604−23
DFP0201_001
International Standard Atmosphere − Standard Day (Page 1 of 2)

Figure 02−01−1

PSP 604−23
DFP0201_002
International Standard Atmosphere − Standard Day (Page 2 of 2)

Figure 02−01−1

PSP 604−23
B. Wind Component
A chart to convert wind velocity into a headwind or tailwind component is shown on
Figure 02−01−2 for wind velocities of up to 60 knots in 10-degree angle increments relative
to the runway heading.
Example:
Figure 02−01−2 shows that for a given wind velocity of 35 kt at an angle of 20 degrees
relative to the runway heading, the wind components are:
Crosswind = 12.0 kt (A)
Headwind = 32.9 kt (B)

PSP 604−23
WINDI_3B − 13/02/96
DFP0201_003
Wind Component
Figure 02−01−2

PSP 604−23
C. Pressure Altitude vs True Altitude

The pressure altitude versus true altitude chart, Figure 02−01−3, shows the true altitude
variation at reference pressure altitude for ±30° temperature deviation from ISA.
Example:
Figure 02−01−3 shows that at a given pressure altitude of 10,000 ft. and ISA − 20°C, the
true altitude is:
9,250 ft (A)

PSP 604−23
TPALT_3B − 13/02/96
DFP0201_004
Pressure Altitude vs True Altitude

Figure 02−01−3

PSP 604−23
D. Differential Pressure vs Aircraft and Cabin Altitudes

The differential pressure versus aircraft and cabin altitudes chart, Figure 02−01−4, shows
the maximum allowable aircraft pressure altitude for a given cabin pressure altitude and cabin
differential pressure.
Example:
Figure 02−01−4 shows that at a given pressure altitude of 37,000 ft, the maximum
allowable cabin pressure altitude, with a differential pressure of 8 psi, is:
7,450 ft (A)

PSP 604−23
DIFPRESS − 27/02/96
DFP0201_005
Differential Pressure versus Aircraft and Cabin Altitudes

Figure 02−01−4

PSP 604−23
E. Airspeed and Temperature Conversion

The Airspeed and Temperature Conversion chart, Figure 02−01−5, provides TAT/SAT/Mach
relationships versus IAS/TAS for varying pressure altitude.
Example:
Figure 02−01−5 shows that at a given altitude of 33,000 ft, 0.77 Mach number and
−10°C total air temperature:
Indicated airspeed = 273 kt (A)
True Airspeed = 460 kt (B)
Static air temperature = −38°C (C)

PSP 604−23
TATSATI_3B − 13/02/96
DFP0201_006
Airspeed and Temperature Conversion

Figure 02−01−5

PSP 604−23
F. Units Conversion
The following tables convert imperial units to metric units and vice-versa:
Figure 02−01−6 converts feet units to meter units.
Figure 02−01−7 converts meter units to feet units.
Figure 02−01−8 converts nautical mile units to kilometer units.
Figure 02−01−9 converts kilometer units to nautical units.
Figure 02−01−10 converts pound units to kilogram units.
Figure 02−01−11 converts kilogram units to pound units.
Figure 02−01−12 converts Celsius temperature units to Fahrenheit temperature units.
Example:
Figure 02−01−6 shows that at a given runway length of 6,785 ft, the conversion to
meters is obtained by adding the metric values of 6,700 ft and 85 ft:
6,700 ft = 2,042.16 m (A)
+ 85 ft = + 25.91 m (B)
6,785 ft = 2,068.07 m

PSP 604−23
DFP0201_007
Units Conversion − Feet to Meters

Figure 02−01−6

PSP 604−23
DFP0201_008
Units Conversion − Meters to Feet

Figure 02−01−7

PSP 604−23
DFP0201_009
Units Conversion − Nautical Miles to Kilometers

Figure 02−01−8

PSP 604−23
DFP0201_010
Units Conversion − Kilometers to Nautical Miles

Figure 02−01−9

PSP 604−23
DFP0201_011
Units Conversion − Pounds to Kilograms

Figure 02−01−10

PSP 604−23
DFP0201_012
Units Conversion − Kilograms to Pounds

Figure 02−01−11

PSP 604−23
DFP0201_013
Units Conversion − Celsius to Fahrenheit

Figure 02−01−12

PSP 604−23
G. Ground Distance to Air Distance Conversion

Ground distance to air distance conversion charts are provided to enable air distance
correction for winds during flight. The charts show air to ground distance relationship for
average true airspeed ranging from 300 to 500 kt and wind variation ranging from −160 kt to
160 kt in 20 kt increments. The following charts are presented:
Figure 02−01−13 converts air distance from 0 to 300 nautical miles to ground distance.
Example:
Figure 02−01−13 shows that at a given air distance of 110 nautical miles (NM), at an
average true airspeed of 330 kt with a 60 kt headwind, the equivalent ground distance is:
90 NM (A)

PSP 604−23
GRDDIST1I_3B − 13/02/96
DFP0201_014
Ground Distance to Air Distance − 0 to 300 Nautical Miles

Figure 02−01−13

PSP 604−23
GRDDIST21_3B − 13/02/96
DFP0201_015

Figure 02−01−14

PSP 604−23
GRDDIST3M_3B − 13/02/96
DFP0201_016

Figure 02−01−15

PSP 604−23
3. AIRSPEED LIMITATIONS
A. VMO/MMO Airspeed
The VMO/MMO chart, Figure 02−01−16, presents the certified maximum operating limit speeds
which must not be deliberately exceeded in any regime of flight.

PSP 604−23
VMO_MMO − 13/02/96
DFP0201_017
VMO/MMO Airspeed
Figure 02−01−16

PSP 604−23
FLIGHT PLANNING 03−00−1
CHAPTER 3 - FLIGHT PLANNING

TABLE OF CONTENTS
Page
SIMPLIFIED FLIGHT PLANNING

Flight Planning Allowances 03−01−1
Simplified Flight Planning 03−01−1
ALTERNATE FLIGHT PLANNING

Reserve Time and Fuel 03−02−1

Figure 03−01−1 Take-Off Weight and Trip Time − Cruise at 0.74 MI and
20,000 Feet 03−01−3
25,000 Feet 03−01−4
30,000 Feet 03−01−5
31,000 Feet 03−01−6
33,000 Feet 03−01−7
35,000 Feet 03−01−8
37,000 Feet 03−01−9
39,000 Feet 03−01−10
41,000 Feet 03−01−11
25,000 Feet 03−01−12
30,000 Feet 03−01−13
31,000 Feet 03−01−14

PSP 604−23
Page

33,000 Feet 03−01−15
35,000 Feet 03−01−16
37,000 Feet 03−01−17
39,000 Feet 03−01−18
41,000 Feet 03−01−19
30,000 Feet 03−01−20
31,000 Feet 03−01−21
33,000 Feet 03−01−22
35,000 Feet 03−01−23
37,000 Feet 03−01−24
39,000 Feet 03−01−25
41,000 Feet 03−01−26
30,000 Feet 03−01−27
31,000 Feet 03−01−28
33,000 Feet 03−01−29
35,000 Feet 03−01−30
37,000 Feet 03−01−31
39,000 Feet 03−01−32
41,000 Feet 03−01−33

PSP 604−23
Page

Figure 03−01−32 Take-Off Weight and Trip Time − Cruise at LRC and
15,000 Feet 03−01−34
20,000 Feet 03−01−35
25,000 Feet 03−01−36
30,000 Feet 03−01−37
31,000 Feet 03−01−38
33,000 Feet 03−01−39
35,000 Feet 03−01−40
37,000 Feet 03−01−41
39,000 Feet 03−01−42
41,000 Feet 03−01−43
ALTERNATE FLIGHT PLANNING

Figure 03−02−1 Reserve Time and Fuel 03−02−2

PSP 604−23

PSP 604−23
Simplified Flight Planning REV 3, Feb 01/07
1. INTRODUCTION
The data contained in this chapter are provided for flight planning purposes. The flight planning
data can be used either when no pre-calculated flight plan is available or for flight planning
follow-up.
A. Flight Planning Allowances
The flight planning charts herein are based on standard temperature and 30% MAC center of
gravity (c.g.) position. Trip fuel values derived from these charts should be adjusted for
non-standard conditions as follows:
• For every 10°C temperature deviation from ISA, increase (positive deviation) or decrease
(negative deviation) trip fuel by approximately 2%.
• For evey 5% c.g. variation from the 30% reference c.g. position, increase (forward c.g.) or
decrease (aft c.g.) trip fuel by approximately 1%.
2. SIMPLIFIED FLIGHT PLANNING

Simplified flight planning charts enable the quick determination of take-off weight and trip time
based on pre-selected cruise conditions and landing weight. Charts are provided for 0.74, 0.77,
0.80, 0.82 and LRC indicated Mach numbers for pressure altitudes of up to 41,000 ft (max.
operating altitude) as a function of landing weight from 28,000 lb to 38,000 lb (max. landing
weight).
Maximum take-off weight limit lines (47,600 lb and 48,200 lb) are shown on each chart.
Take-off weight calculations are based on the following flight profile:
(1) Fixed take−off fuel/time allowances (50 lb/1 min);
(2) Climb from sea-level at 250 KIAS/0.72 MI speed schedule to selected cruise altitude
(Where applicable, 2,000 ft step climb has been assumed);
(3) Cruise at selected cruise speed and altitude;
(4) Descent at 0.72 MI /250 KIAS speed schedule to sea-level.
Take-off weight calculations are also based on ISA temperature enroute and zero wind
conditions. However, trip distance is shown as a function of enroute wind ranging from 100 knots
tailwind to 150 knots headwind. Similarly, trip time is shown as a function of enroute temperature
for ±10°C temperature variation from standard day conditions.

PSP 604−23
When using these charts for flight planning purposes, reserve fuel (see Reserve Fuel chart) must
be considered.
Example:
Associated Conditions:
Trip distance = 1,500 NM
Cruise speed = 0.74 MI
Wind = 30 kt, headwind
Cruise altitude = 20,000 ft
Landing weight = 35,000 lb
Enroute temperature = ISA + 5°C
The example on Figure 03−01−1 shows that for the above associated conditions, the
following are obtained:
Take-off weight = 46,450 lb (A)
Trip time = 3.80 hr (B)

PSP 604−23
4M74FL200.PRO
DFP0301_001
Take-Off Weight and Trip Time − Cruise at 0.74 MI and 20,000 Feet
Figure 03−01−1

PSP 604−23
4M74FL250.PRO
DFP0301_002
Figure 03−01−2

PSP 604−23
4M74FL300.PRO
DFP0301_003
Figure 03−01−3

PSP 604−23
4M74FL310.PRO
DFP0301_004
Figure 03−01−4

PSP 604−23
4M74FL330.PRO
DFP0301_005
Figure 03−01−5

PSP 604−23
4M74FL350.PRO
DFP0301_006
Figure 03−01−6

PSP 604−23
4M74FL370.PRO
DFP0301_007
Figure 03−01−7

PSP 604−23
4M74FL390.PRO
DFP0301_008
Figure 03−01−8

PSP 604−23
Simplified Flight Planning REV 6, Jul 17/09
4M74FL410.PRO
DFP0301_009
Figure 03−01−9

PSP 604−23
4M77FL250.PRO
DFP0301_010
Figure 03−01−10

PSP 604−23
4M77FL300.PRO
DFP0301_011
Figure 03−01−11

PSP 604−23
4M77FL310.PRO
DFP0301_012
Figure 03−01−12

PSP 604−23
4M77FL330.PRO
DFP0301_013
Figure 03−01−13

PSP 604−23
4M77FL350.PRO
DFP0301_014
Figure 03−01−14

PSP 604−23
4M77FL370.PRO
DFP0301_015
Figure 03−01−15

PSP 604−23
4M77FL390.PRO
DFP0301_016
Figure 03−01−16

PSP 604−23
4M77FL410.PRO
DFP0301_017
Figure 03−01−17

PSP 604−23
4M80FL300.PRO
DFP0301_018
Figure 03−01−18

PSP 604−23
4M80FL310.PRO
DFP0301_019
Figure 03−01−19

PSP 604−23
4M80FL330.PRO
DFP0301_020
Figure 03−01−20

PSP 604−23
4M80FL350.PRO
DFP0301_021
Figure 03−01−21

PSP 604−23
4M80FL370.PRO
DFP0301_022
Figure 03−01−22

PSP 604−23
4M80FL390.PRO
DFP0301_023
Figure 03−01−23

PSP 604−23
4M80FL410.PRO
DFP0301_024
Figure 03−01−24

PSP 604−23
4M82FL300.PRO
DFP0301_025
Figure 03−01−25

PSP 604−23
4M82FL310.PRO
DFP0301_026
Figure 03−01−26

PSP 604−23
4M82FL330.PRO
DFP0301_027
Figure 03−01−27

PSP 604−23
4M82FL350.PRO
DFP0301_028
Figure 03−01−28

PSP 604−23
4M82FL370.PRO
DFP0301_029
Figure 03−01−29

PSP 604−23
4M82FL390.PRO
DFP0301_030
Figure 03−01−30

PSP 604−23
4M82FL410.PRO
DFP0301_031
Figure 03−01−31

PSP 604−23
4LRCFL150.PRO
DFP0301_032
Take-Off Weight and Trip Time − Cruise at LRC and 15,000 Feet
Figure 03−01−32

PSP 604−23
4LRCFL200.PRO
DFP0301_033
Figure 03−01−33

PSP 604−23
4LRCFL250.PRO
DFP0301_034
Figure 03−01−34

PSP 604−23
4LRCFL300.PRO
DFP0301_035
Figure 03−01−35

PSP 604−23
4LRCFL310.PRO
DFP0301_036
Figure 03−01−36

PSP 604−23
4LRCFL330.PRO
DFP0301_037
Figure 03−01−37

PSP 604−23
4LRCFL350.PRO
DFP0301_038
Figure 03−01−38

PSP 604−23
4LRCFL370.PRO
DFP0301_039
Figure 03−01−39

PSP 604−23
4LRCFL390.PRO
DFP0301_040
Figure 03−01−40

PSP 604−23
4LRCFL410.PRO
DFP0301_041
Figure 03−01−41

PSP 604−23

PSP 604−23
Alternate Flight Planning REV 6, Jul 17/09
1. INTRODUCTION
Alternate planning is provided by a reserve fuel chart which enables quick determination of time
and fuel required to fly to an alternate airport after a missed approach at the destination.
A. Reserve Time and Fuel
The reserve time and fuel chart is based on ISA conditions using the NBAA/IFR mission
format described below:
(1) Standard instrument approach with fuel assumed equal to five minutes loitering at
5,000 feet;
(2) Missed approach followed by climb out to 5,000 feet (from sea level);
(3) Hold at loiter power at 5,000 feet for five (5) minutes while awaiting clearance;
(4) Economy cruise to the alternate (LRC speed, 0 to 500 NM variable alternate distance);
(5) Descent enroute to sea-level at 3,000 ft. per minute (maximum) and land;
(6) Fuel reserve after landing at alternate equal to 0, 15, 30, 45 or 60 minutes loitering at
5,000 ft.
Fuel and time data are presented as functions of airplane zero fuel weight up to 32,000 lb.
MZFW and alternate distances up to 500 nautical miles (±150 kt wind variation) with 0, 15,
30, 45 or 60 minutes holding time at alternate. The recommended NBAA/IFR alternate
distance and holding time are 200 NM and 30 minutes, respectively.
Example:
Alternate distance = 200 NM
Average wind = 30 kt, tailwind
Holding time = 30 min
Zero fuel weight = 27,630 lb. (Operating empty weight with
1,000 lb payload)
following are obtained:
Alternate time = 31.6 min (A)
Alternate fuel = 1,827 lb (B)

PSP 604−23
Alternate Flight Planning REV 3, Feb 01/07
RFC_604 08/01/96
DFP0302_001
Reserve Time and Fuel

Figure 03−02−1

PSP 604−23
TWO ENGINE PERFORMANCE 04−00−1
CHAPTER 4 - TWO ENGINE PERFORMANCE

TABLE OF CONTENTS
Page
GENERAL
POWER SETTING
GENERAL CRUISE SPEEDS

ALTITUDE SELECTION
Climb Ceiling 04−04−1
Maximum Cruise Altitude 04−04−1
CLIMB CAPABILITY
CLIMB PERFORMANCE
ACCELERATION DATA
SPECIFIC AIR RANGE

CRUISE CONTROL
DESCENT DATA
HOLDING DATA

PSP 604−23
Page
POWER SETTING
Figure 04−02−1 Maximum Climb Power Setting − Two Engine Climb, One
Pack in Low Mode per Engine, Anti-Ice Off 04−02−2
Pack in Low Mode per Engine, Cowl Anti-Ice On 04−02−4
Pack in Low Mode per Engine, Cowl and Wing Anti-Ice
On 04−02−6
Figure 04−02−4 Maximum Cruise Power Setting − Two Engine Cruise, One
Pack in Low Mode per Engine, Anti-Ice Off 04−02−8
Pack in Low Mode per Engine, Cowl Anti-Ice On 04−02−10
Pack in Low Mode per Engine, Cowl and Wing Anti-Ice
On 04−02−12
GENERAL CRUISE SPEEDS

Figure 04−03−1 General Cruise Speeds 04−03−2
ALTITUDE SELECTION
Figure 04−04−1 Climb Ceiling (Initial Weight at Sea Level) − 250 KIAS/0.72
MI (100 FPM Rate of Climb Limit) 04−04−3
Figure 04−04−2 Climb Ceiling (Gross Weight at Altitude) − 250 KIAS/0.72
Figure 04−04−4 Climb Ceiling (Gross Weight at Altitude) − 250 KIAS/0.72
Figure 04−04−6 Climb Ceiling (Gross Weight at Altitude) − 250 KIAS /0.72
Figure 04−04−7 Climb Ceiling (Initial Weight at Sea Level) − 250/300
KIAS/0.78 MI (100 FPM Rate of Climb Limit) 04−04−9
Figure 04−04−8 Climb Ceiling (Gross Weight at Altitude) − 250/300

PSP 604−23
Page
ALTITUDE SELECTION
Figure 04−04−13 Long Distance Maximum Cruise Altitude − 0.74 MI 04−04−15
Figure 04−04−17 Long Distance Maximum Cruise Altitude − Long Range
Cruise (LRC) 04−04−19
CLIMB CAPABILITY
Figure 04−05−1 Rate of Climb (250 KIAS/0.72 MI), ISA − 10°C 04−05−2
Figure 04−05−2 Rate of Climb (250 KIAS/0.72 MI), ISA 04−05−3
Figure 04−05−3 Rate of Climb (250 KIAS/0.72 MI), ISA + 5°C 04−05−4
Figure 04−05−7 Rate of Climb (250/300 KIAS/0.78 MI), ISA − 10°C 04−05−8
Figure 04−05−8 Rate of Climb (250/300 KIAS/0.78 MI), ISA 04−05−9
Figure 04−05−9 Rate of Climb (250/300 KIAS/0.78 MI), ISA + 5°C 04−05−10
CLIMB PERFORMANCE
Figure 04−06−1 Climb Performance (250 KIAS/0.72 MI), ISA − 10°C 04−06−3
Figure 04−06−2 Climb Performance (250 KIAS/0.72 MI), ISA 04−06−5
Figure 04−06−3 Climb Performance (250 KIAS/0.72 MI), ISA + 5°C 04−06−7
Figure 04−06−7 Climb Performance (250/300 KIAS/0.78 MI), ISA − 10°C 04−06−15
Figure 04−06−8 Climb Performance (250/300 KIAS/0.78 MI), ISA 04−06−17
Figure 04−06−9 Climb Performance (250/300 KIAS/0.78 MI), ISA + 5°C 04−06−19

PSP 604−23
Page
CLIMB PERFORMANCE
ACCELERATION DATA
Figure 04−07−1 Level Flight Acceleration from 250 KIAS/0.72 MI Climb
Speed − FL 310, ISA − 10°C 04−07−2
Speed − FL 310, ISA 04−07−3
Speed − FL 310, ISA + 10°C 04−07−4
Speed − FL 310, ISA + 20°C 04−07−5
Speed − FL 330, ISA − 10°C 04−07−6
Speed − FL 330, ISA 04−07−7
Speed − FL 330, ISA + 10°C 04−07−8
Speed − FL 330, ISA + 20°C 04−07−9
Speed − FL 350, ISA − 10°C 04−07−10
Speed − FL 350, ISA 04−07−11
Speed − FL 350, ISA + 10°C 04−07−12
Speed − FL 350, ISA + 20°C 04−07−13
Speed − FL 370, ISA − 10°C 04−07−14
Speed − FL 370, ISA 04−07−15
Speed − FL 370, ISA + 10°C 04−07−16
Speed − FL 370, ISA + 20°C 04−07−17
Speed − FL 390, ISA − 10°C 04−07−18

PSP 604−23
Page
ACCELERATION DATA
Speed − FL 390, ISA 04−07−19
Speed − FL 390, ISA + 10°C 04−07−20
Speed − FL 390, ISA + 20°C 04−07−21
Figure 04−07−21 Level Flight Acceleration from 250 KIAS / 0.72 MI Climb
Speed − FL 410, ISA − 10°C 04−07−22
Speed − FL 410, ISA 04−07−23
Speed − FL 410, ISA + 10°C 04−07−24
Speed − FL 410, ISA + 20°C 04−07−25
SPECIFIC AIR RANGE

Figure 04−08−1 Specific Air Range − FL 015 04−08−2
CRUISE CONTROL
Figure 04−09−1 Cruise Control (250 KIAS), ISA − 10°C 04−09−2
Figure 04−09−2 Cruise Control (250 KIAS), ISA 04−09−6
Figure 04−09−3 Cruise Control (250 KIAS), ISA + 5°C 04−09−10

PSP 604−23
Page
CRUISE CONTROL
Figure 04−09−19 Cruise Control (0.72 MI), ISA − 10°C 04−09−74
Figure 04−09−20 Cruise Control (0.72 MI), ISA 04−09−76
Figure 04−09−21 Cruise Control (0.72 MI), ISA + 5°C 04−09−78

PSP 604−23
Page
CRUISE CONTROL
Figure 04−09−49 Cruise Control (Long Range Cruise), ISA − 10°C 04−09−133
Figure 04−09−50 Cruise Control (Long Range Cruise), ISA 04−09−137
Figure 04−09−51 Cruise Control (Long Range Cruise), ISA + 5°C 04−09−141
Figure 04−09−55 Cruise Control (Maximum Range Cruise), ISA − 10°C 04−09−157
Figure 04−09−56 Cruise Control (Maximum Range Cruise), ISA 04−09−161
Figure 04−09−57 Cruise Control (Maximum Range Cruise), ISA + 5°C 04−09−165
DESCENT DATA
Figure 04−10−1 Descent Performance (0.72 MI/250 KIAS), ISA − 10°C 04−10−3
Figure 04−10−2 Descent Performance (0.72 MI/250 KIAS), ISA 04−10−5
Figure 04−10−3 Descent Performance (0.72 MI/250 KIAS), ISA + 10°C 04−10−7
Figure 04−10−4 Descent Performance (0.72 MI/250 KIAS), ISA + 20°C 04−10−9
Figure 04−10−5 Descent Performance (0.78 MI/300/250 KIAS), ISA − 10°C 04−10−11
Figure 04−10−6 Descent Performance (0.78 MI/300/250 KIAS), ISA 04−10−13
Figure 04−10−7 Descent Performance (0.78 MI/300/250 KIAS), ISA + 10°C 04−10−15
Figure 04−10−8 Descent Performance (0.78 MI/300/250 KIAS), ISA + 20°C 04−10−17

PSP 604−23
Page
HOLDING DATA
Figure 04−11−1 Linear Holding − 225 KIAS, ISA − 10°C 04−11−2
Figure 04−11−2 Linear Holding − 225 KIAS, ISA 04−11−4
Figure 04−11−3 Linear Holding − 225 KIAS, ISA + 5°C 04−11−6
Figure 04−11−7 Linear Holding − VMD, ISA − 10°C 04−11−14
Figure 04−11−8 Linear Holding − VMD, ISA 04−11−16
Figure 04−11−9 Linear Holding − VMD, ISA + 5°C 04−11−18
Figure 04−11−13 Linear Holding − Bank Angle Correction 04−11−26

PSP 604−23
1. INTRODUCTION
This section provides two engine operating performance data to be used for hand calculation of
detailed flight plans, if computerized flight planning is not available.
The performance information includes:
• G.E. CF 34-3B Maximum climb and maximum cruise power settings,
• General cruise speeds chart,
• Altitude selection data,
• Climb and level flight acceleration data,
• Cruise specific air range charts,
• Cruise control data,
• Descent and holding tabulated data.
Normal take-off with and without APR and go-around power setting curves are presented in the
Airplane Flight Manual, PSP 604-1 or PSP 605-1.
Where applicable, the performance information is presented for a number of speed schedules. A
speed schedule is a combination of indicated airspeed (IAS), in knots, and Mach number. A
constant IAS applies to below the crossover altitude, while a constant Mach number applies to
above the crossover altitude The crossover altitude is the altitude at which the true airspeed
(TAS), corresponding to the IAS, equals the TAS corresponding to the Mach number.
All performance data presented in this chapter are based on a centre of gravity location 30% of
the mean aerodynamic chord and using normal engine bleed for air-conditioning on and anti-ice
off, unless otherwise noted.
given in the tables. Shaded areas distinguish several variables by column.

PSP 604−23

PSP 604−23
Power Setting REV 3, Feb 01/07
1. INTRODUCTION
Maximum climb and cruise thrust settings are presented in tabular format. Percent fan rotor
speed (N1) are provided for an expanded range of altitudes and temperatures in order to facilitate
manual thrust setting determination.
N1 data are shown for maximum climb power (MXCL) and maximum cruise power (MXCR) for
the following engine bleed configuration:
• Normal ACU’s, anti-ice off,
• Normal ACU’s, cowl anti-ice on (up to 30,000 ft pressure altitude),
• Normal ACU’s, cowl and wing anti-ice on (up to 30,000 ft pressure altitude).
Maximum climb fan speed settings (N1) are based on a 250 KIAS/0.70 MI speed schedule but are
valid for climb speed schedules equal to or higher than the 250 KIAS/0.70 MI speed schedule.
Maximum cruise fan speed settings (N1) should not be exceeded at any speed condition.
Example:
Pressure altitude = 5,000 ft
Ambient temperature = 50°F (ISA + 4.9°C)
Using Figure 04−02−1, enter the table with the pressure altitude and ambient
temperature as given above to arrive at a fan speed setting (N1) of 92.2%.

PSP 604−23
DFP0402_001
Maximum Climb Power Setting − Two Engine Climb, One Pack in Low Mode per Engine, Anti-Ice Off
(Page 1 of 2)
Figure 04−02−1
PSP 604−23
DFP0402_002
Maximum Climb Power Setting − Two Engine Climb, One Pack in Low Mode per Engine, Anti-Ice Off
(Page 2 of 2)
Figure 04−02−1
PSP 604−23
DFP0402_003
Maximum Climb Power Setting − Two Engine Climb, One Pack in Low Mode per Engine, Cowl
Anti-Ice On (Page 1 of 2)
Figure 04−02−2
PSP 604−23
DFP0402_004
Maximum Climb Power Setting − Two Engine Climb, One Pack in Low Mode per Engine, Cowl
Figure 04−02−2
PSP 604−23
DFP0402_005
Maximum Climb Power Setting − Two Engine Climb, One Pack in Low Mode per Engine, Cowl and
Wing Anti-Ice On (Page 1 of 2)
Figure 04−02−3
PSP 604−23
DFP0402_006
Maximum Climb Power Setting − Two Engine Climb, One Pack in Low Mode per Engine, Cowl and
Figure 04−02−3
PSP 604−23
DFP0402_007
Maximum Cruise Power Setting − Two Engine Cruise, One Pack in Low Mode per Engine, Anti-Ice
Off (Page 1 of 2)
Figure 04−02−4
PSP 604−23
DFP0402_008
Maximum Cruise Power Setting − Two Engine Cruise, One Pack in Low Mode per Engine, Anti-Ice
Off (Page 2 of 2)
Figure 04−02−4
PSP 604−23
DFP0402_009
Maximum Cruise Power Setting − Two Engine Cruise, One Pack in Low Mode per Engine, Cowl
Figure 04−02−5
PSP 604−23
DFP0402_010
Maximum Cruise Power Setting − Two Engine Cruise, One Pack in Low Mode per Engine, Cowl
Figure 04−02−5
PSP 604−23
DFP0402_011
Maximum Cruise Power Setting − Two Engine Cruise, One Pack in Low Mode per Engine, Cowl and
Figure 04−02−6
PSP 604−23
Power Setting REV 6, Jul 17/09
DFP0402_012
Maximum Cruise Power Setting − Two Engine Cruise, One Pack in Low Mode per Engine, Cowl and
Figure 04−02−6
PSP 604−23

PSP 604−23
General Cruise Speeds REV 6, Jul 17/09
1. INTRODUCTION
The General Cruise Speeds chart presents typical cruise speeds as a function of airplane gross
weight and pressure altitude: 1.0 “g” and 1.3 “g” load factor maneuver speeds (buffet or stick
shaker speed limitations at 30% c.g. position), minimum drag speed (VMD) long range cruise
speed (LRC), and maximum range cruise speed (MRC) for −100, 0 and 100 knots wind speeds.
At VMD, the thrust required is minimum for a given gross weight and altitude combination. This
speed is generally selected for holding. At each combination of weight, altitude and wind
component, there is one speed, the MRC speed, where the maximum range is obtained. In
practice, the airplane can fly a considerably higher speed, the LRC speed, with a specific range
loss of 1% (99% maximum SAR).
Example:
The example in Figure 04−03−1 shows that at a given gross weight of 31,000 lb and
pressure altitude of 39,000 ft, the following are obtained:
• 1.0 “g” Maneuvering airspeed* is 0.473 MI (A),
• 1.3 “g” Maneuvering airspeed* is 0.548 MI (B),
• Minimum drag speed (VMD) is 0.608 MI (C),
• Maximum range cruise speed, with 100 kt tailwind, is 0.654 MI (D),
• Maximum range cruise speed, with 0 wind, is 0.671 MI (E),
• Maximum range cruise speed, with 100 kt headwind, is 0.703 MI (F),
• Long range cruise speed is 0.708 MI (G).
*Maneuvering capabilities are fully defined in the CL-604/605 Airplane Flight Manual,
PSP-604-1 or PSP 605-1.

PSP 604−23
General Cruise Speeds REV 3, Feb 01/07
CRUISEI_3B − 20/02/96
DFP0403_001
General Cruise Speeds

Figure 04−03−1

PSP 604−23
Altitude Selection REV 3, Feb 01/07
1. INTRODUCTION
Cruise altitude selection is governed by the lowest of either climb ceiling with Maximum Climb
Thrust (MXCL) or maximum cruise altitude with Maximum Cruise Thrust (MXCR).
A. Climb Ceiling
All engine operating climb ceilings are presented in graphical form as a function of initial climb
weight at sea level and weight at altitude for 100, 300 and 500 fpm rate of climb and various
temperature conditions.
The data are presented for the following climb speed schedules:
• 250 KIAS/0.72 MI ‘‘Long Range Climb Speed’’
• 250/300 KIAS/0.78 MI ‘‘High Speed Climb’’
The data are based on the use of maximum climb thrust with normal air-conditioning on and
anti-ice off. The high speed schedule climb data incorporates the ATC speed limitation of
250 KIAS below 10,000 ft.
B. Maximum Cruise Altitude
All engine operating cruise ceiling (level flight speed capability) is the maximum attainable
altitude at a given airplane gross weight and cruise Mach number with maximum cruise
power. Cruise ceilings are given for 0.74, 0.77, 0.80, 0.82 and LRC indicated Mach numbers
as a function of airplane gross weight for various temperature conditions. Data are based on
the use of Maximum Cruise Thrust with normal air-conditioning on and anti-ice off.
AR and SAAU Certified Airplanes

All engine operating cruise ceiling (level flight speed capability) is the maximum attainable
altitude at a given airplane gross weight and cruise Mach number with maximum cruise
power. Recommended cruise altitude must ensure a maneuver load factor of 1.3 g before
buffet onset. Cruise ceilings are given for 0.74, 0.77, 0.80, 0.82 and LRC indicated Mach
numbers as a function of airplane gross weight for various temperature conditions. Data are
based on the use of Maximum Cruise Thrust with normal air-conditioning on and anti-ice off.

PSP 604−23
Maneuver load capability limit altitude lines based on 0.2 ‘g’ and 0.3 ‘g’ margins with buffet
onset and/or stick shaker, are shown on the climb (weight at altitude) and cruise ceiling
charts.
Example:
Initial weight at sea level = 44,000 lb
Climb speed schedule = 250 KIAS/0.72 MI
Average climb temperature = ISA + 5°C
Airplane rate of climb = 100 fpm
climb ceiling is found to be 39,800 ft (A).
Assuming a cruise altitude of 39,000 ft is selected, the cruise ceiling is obtained as
follows:
Associated conditions:
Target cruise speed = 0.80 MI
Estimated weight at altitude = Initial weight – Fuel consumed during climb
= 44,000 – 1,315 (from Page 2 of 2 of Figure
04-06-3)
= 42,685 lb
Using Figure 04−04−15, the maximum cruise altitude is found to be 37,950 ft (B).
Therefore, a cruise altitude of 37,950 ft can be selected.

PSP 604−23
Altitude Selection REV 6, Jul 17/09
DFP0404_001
Climb Ceiling (Initial Weight at Sea Level) − 250 KIAS/0.72 MI (100 FPM Rate of Climb Limit)
Figure 04−04−1

PSP 604−23
CLB250_100FPMALTWI − 03/01/96
DFP0404_002
Climb Ceiling (Gross Weight at Altitude) − 250 KIAS/0.72 MI (100 FPM Rate of Climb Limit)
Figure 04−04−2

PSP 604−23
CLB250_300FPMINIWI − 03/01/96
DFP0404_003
Figure 04−04−3

PSP 604−23
CLB250_300FPMALTWI − 03/01/96
DFP0404_004
Climb Ceiling (Gross Weight at Altitude) − 250 KIAS/0.72 MI (300 FPM Rate of Climb Limit)
Figure 04−04−4

PSP 604−23
CLB250_500FPMINIWI − 03/01/96
DFP0404_005
Figure 04−04−5

PSP 604−23
CLB250_500FPMALTWI − 03/01/96
DFP0404_006
Climb Ceiling (Gross Weight at Altitude) − 250 KIAS /0.72 MI (500 FPM Rate of Climb Limit)
Figure 04−04−6

PSP 604−23
CLB300_100FPMINIWI − 03/01/96
DFP0404_007
Climb Ceiling (Initial Weight at Sea Level) − 250/300 KIAS/0.78 MI (100 FPM Rate of Climb Limit)
Figure 04−04−7

PSP 604−23
CLB300_100FPMALTWI − 30/01/96
DFP0404_008
Climb Ceiling (Gross Weight at Altitude) − 250/300 KIAS/0.78 MI (100 FPM Rate of Climb Limit)
Figure 04−04−8

PSP 604−23
CLB300_300FPMINIWI − 30/01/96
DFP0404_009
Figure 04−04−9

PSP 604−23
CLB300_300FPMALTWI − 30/01/96
DFP0404_010
Figure 04−04−10

PSP 604−23
CLB300_500FPMINIWI − 30/01/96
DFP0404_011
Figure 04−04−11

PSP 604−23
CLB300_500FPMALTWI − 30/01/96
DFP0404_012
Figure 04−04−12

PSP 604−23
LONG74I_3B − 03/01/96
DFP0404_013
Long Distance Maximum Cruise Altitude − 0.74 MI

Figure 04−04−13

PSP 604−23
LONG77I_3B − 03/01/96
DFP0404_014

Figure 04−04−14

PSP 604−23
Altitude Selection REV 6, Jul 17/09
DFP0404_015

Figure 04−04−15

PSP 604−23
LONG821_3B − 15/02/96
DFP0404_016

Figure 04−04−16

PSP 604−23
LONGLRI_3B − 03/01/96
DFP0404_017
Long Distance Maximum Cruise Altitude − Long Range Cruise (LRC)

Figure 04−04−17

PSP 604−23

PSP 604−23
Climb Capability REV 3, Feb 01/07
1. INTRODUCTION
The all engine operating rate of climb data are presented in graphical form as a function of initial
climb weight at sea level for −10, 0, 5, 10, 15 and 20°C temperature deviations from ISA.
The data are based on the use of Maximum Climb Thrust with normal air-conditioning on and
anti-ice off.
Rate of climb data are presented for the following climb speed schedules:
• 250 KIAS/0.72 MI “Long Range Climb Speed”
• 250/300 KIAS/0.78 MI “High Speed Climb”
The high speed schedule climb data incorporates the ATC speed limitation of 250 KIAS below
10,000 ft.

PSP 604−23
ROC250L1I_3B − 03/01/96
DFP0405_001
Rate of Climb (250 KIAS/0.72 MI), ISA − 10°C

Figure 04−05−1

PSP 604−23
ROC25000I_3B − 03/01/96
DFP0405_002
Rate of Climb (250 KIAS/0.72 MI), ISA

Figure 04−05−2

PSP 604−23
ROC25005I_3B − 03/01/96
DFP0405_003
Rate of Climb (250 KIAS/0.72 MI), ISA + 5°C

Figure 04−05−3

PSP 604−23
ROC25010I_3B − 03/01/96
DFP0405_004

Figure 04−05−4

PSP 604−23
ROC25015I_3B − 03/01/96
DFP0405_005

Figure 04−05−5

PSP 604−23
ROC25020I_3B − 03/01/96
DFP0405_006

Figure 04−05−6

PSP 604−23
ROC300L1I_3B − 30/01/96
DFP0405_007
Rate of Climb (250/300 KIAS/0.78 MI), ISA − 10°C

Figure 04−05−7

PSP 604−23
ROC30000I_3B − 30/01/96
DFP0405_008
Rate of Climb (250/300 KIAS/0.78 MI), ISA

Figure 04−05−8

PSP 604−23
ROC30005I_3B − 30/01/96
DFP0405_009
Rate of Climb (250/300 KIAS/0.78 MI), ISA + 5°C

Figure 04−05−9

PSP 604−23
ROC30010I_3B − 30/01/96
DFP0405_010

Figure 04−05−10

PSP 604−23
ROC30015I_3B − 30/01/96
DFP0405_011

Figure 04−05−11

PSP 604−23
ROC30020I_3B − 30/01/96
DFP0405_012

Figure 04−05−12

PSP 604−23

PSP 604−23
Climb Performance REV 3, Feb 01/07
1. INTRODUCTION
The all engine operating climb performance data are presented in tabular form as a function of
initial climb weight for −10, 0, 5, 10, 15 and 20°C temperature deviations from ISA and are based
on the use of Maximum Climb Thrust with normal air-conditioning on and anti-ice off, for Long
Range Climb and High Speed Climb schedules.
Climb performance tables show the following data:
• TIME : Time in minutes
• DIST : Air distance in nautical air miles
• FUEL : Fuel consumed in pounds
• MACH : Indicated Mach Number
• ATAS : Average true airspeed in knots
• ROC : Rate of climb at altitude in fpm
At a selected climb speed schedule, the table is entered at an initial climb weight with average
temperature conditions at given initial and final climb altitudes. Climb time, distance and fuel
consumed are the differences between the values read at the initial and final altitudes. Airplane
rate of climb and indicated Mach number at altitude are also given.
The climb distance represents the air distance (zero wind) covered and ATAS represents the
average true airspeed from sea level to the point at which the top of climb altitude is reached. In
wind conditions, the ground distance can be derived using the following equation:
Ground Distance = [ Air Distance X (ATAS ± Wind*) / ATAS ]
*(Wind : ‘‘+’’ for tailwind and ‘‘−’’ for headwind.)

PSP 604−23
Example:
Initial climb weight at sea level = 46,000 lb
Initial climb altitude = 5,000 ft
Climb speed schedule = 250 KIAS/0.72 MI
Average wind = –30 kt (headwind)
Final altitude = 35,000 ft
Using Figure 04−06−3, the following are obtained:
Initial altitude of 5,000 ft:
Time to 5,000 ft = 1.2 min
Air distance to 5,000 ft = 5.4 NM
Avg true airspeed to 5,000 ft = 258 kt
Ground distance to 5,000 ft = 4.8 NM [ 5.4 X (258 – 30) / 258 ]
Fuel consumed to 5,000 ft = 126 lb
Final altitude of 35,000 ft:
Time to 35,000 ft = 17.2 min
Ground distance to 35,000 ft = 93.8 NM [ 102.4 X (357 − 30) / 357 ]
Fuel consumed to 35,000 ft = 1,105 lb
Climb time, distance and fuel consumed between 5,000 ft and 35,000 ft pressure altitudes are
obtained as follows:
Time = 16.0 min (17.2 – 1.2)
Ground distance = 89.0 NM (93.8 – 4.8)
Fuel consumed = 979 lb (1,105 – 126)

PSP 604−23
DFP0406_001
Climb Performance (250 KIAS/0.72 MI), ISA − 10°C (Page 1 of 2)

Figure 04−06−1

PSP 604−23
DFP0406_002
Climb Performance (250 KIAS/0.72 MI), ISA − 10°C (Page 2 of 2)

Figure 04−06−1

PSP 604−23
DFP0406_003
Climb Performance (250 KIAS/0.72 MI), ISA (Page 1 of 2)

Figure 04−06−2

PSP 604−23
DFP0406_004
Climb Performance (250 KIAS/0.72 MI), ISA (Page 2 of 2)

Figure 04−06−2

PSP 604−23
DFP0406_005
Climb Performance (250 KIAS/0.72 MI), ISA + 5°C (Page 1 of 2)

Figure 04−06−3

PSP 604−23
DFP0406_006

Figure 04−06−3

PSP 604−23
DFP0406_007

Figure 04−06−4

PSP 604−23
DFP0406_008

Figure 04−06−4

PSP 604−23
DFP0406_009

Figure 04−06−5

PSP 604−23
DFP0406_010

Figure 04−06−5

PSP 604−23
DFP0406_011

Figure 04−06−6

PSP 604−23
DFP0406_012

Figure 04−06−6

PSP 604−23
DFP0406_013
Climb Performance (250/300 KIAS/0.78 MI), ISA − 10°C (Page 1 of 2)

Figure 04−06−7

PSP 604−23
DFP0406_014
Climb Performance (250/300 KIAS/0.78 MI), ISA − 10°C (Page 2 of 2)

Figure 04−06−7

PSP 604−23
DFP0406_015
Climb Performance (250/300 KIAS/0.78 MI), ISA (Page 1 of 2)

Figure 04−06−8

PSP 604−23
DFP0406_016
Climb Performance (250/300 KIAS/0.78 MI), ISA (Page 2 of 2)

Figure 04−06−8

PSP 604−23
DFP0406_017
Climb Performance (250/300 KIAS/0.78 MI), ISA + 5°C (Page 1 of 2)

Figure 04−06−9

PSP 604−23
DFP0406_018

Figure 04−06−9

PSP 604−23
DFP0406_019

Figure 04−06−10

PSP 604−23
DFP0406_020

Figure 04−06−10

PSP 604−23
DFP0406_021

Figure 04−06−11

PSP 604−23
DFP0406_022

Figure 04−06−11

PSP 604−23
DFP0406_023

Figure 04−06−12

PSP 604−23
DFP0406_024

Figure 04−06−12

PSP 604−23
Acceleration Data REV 6, Jul 17/09
1. INTRODUCTION
The all engine operating acceleration data are presented in tabular form and are based on the
use of maximum climb thrust with normal air-conditioning on and anti-ice off and for various
airplane gross weight, pressure altitude and temperature conditions. Upon attaining cruise
altitude, the airplane accelerates at this power setting until the target cruise Mach is achieved.
The acceleration data assume an initial speed of 250 KIAS or 0.72 MI. The following data are
presented as a function of initial airplane gross weight for pressure altitudes from 31,000 ft to
41,000 ft in 2,000-ft increments and −10, 0, 10, and 20°C temperature deviations from ISA.
The maximum climb power setting (%N1) is assumed to be constant during acceleration. If the
climb is performed at a higher speed, acceleration data can be obtained by taking the difference
in acceleration time, distance, and fuel from the top of climb speed and the target cruise speed.
Example:
Top of climb weight = 40,000 lb
Temperature conditions = ISA + 10 °C
Target cruise speed = 0.80 MI
To determine the acceleration data for 40,000 lb airplane weight, interpolate between the values
of 38,000 lb and 42,000 lb airplane gross weights.
At 38,000 lb airplane gross weight:
Time = 1.9 min
Distance = 14.4 NM
Fuel = 85 lb
At 42,000 lb airplane gross weight:
Time = 2.7 min
Distance = 20.6 NM
Fuel = 121 lb
The time, distance and fuel from 0.72 MI initial cruise Mach number to 0.80 MI is obtained by
linear interpolation, as follows:
Time = 2.3 min [ (2.7 + 1.9) / 2 ]
Distance = 17.5 NM [ (20.6 + 14.4) / 2 ]
Fuel = 103 lb [ (121 + 85) / 2 ]

PSP 604−23
Acceleration Data REV 3, Feb 01/07
DFP0407_001
Level Flight Acceleration from 250 KIAS/0.72 MI Climb Speed − FL 310, ISA − 10°C
Figure 04−07−1

PSP 604−23
DFP0407_002
Level Flight Acceleration from 250 KIAS/0.72 MI Climb Speed − FL 310, ISA
Figure 04−07−2

PSP 604−23
DFP0407_003
Level Flight Acceleration from 250 KIAS/0.72 MI Climb Speed − FL 310, ISA + 10°C
Figure 04−07−3

PSP 604−23
DFP0407_004
Figure 04−07−4

PSP 604−23
DFP0407_005
Figure 04−07−5

PSP 604−23
DFP0407_006
Figure 04−07−6

PSP 604−23
DFP0407_007
Figure 04−07−7

PSP 604−23
DFP0407_008
Figure 04−07−8

PSP 604−23
DFP0407_009
Figure 04−07−9

PSP 604−23
DFP0407_010
Figure 04−07−10

PSP 604−23
DFP0407_011
Figure 04−07−11

PSP 604−23
DFP0407_012
Figure 04−07−12

PSP 604−23
DFP0407_013
Figure 04−07−13

PSP 604−23
DFP0407_014
Figure 04−07−14

PSP 604−23
DFP0407_015
Figure 04−07−15

PSP 604−23
DFP0407_016
Figure 04−07−16

PSP 604−23
DFP0407_017
Figure 04−07−17

PSP 604−23
DFP0407_018
Figure 04−07−18

PSP 604−23
DFP0407_019
Figure 04−07−19

PSP 604−23
DFP0407_020
Figure 04−07−20

PSP 604−23
DFP0407_021
Level Flight Acceleration from 250 KIAS / 0.72 MI Climb Speed − FL 410, ISA − 10°C
Figure 04−07−21

PSP 604−23
DFP0407_022
Figure 04−07−22

PSP 604−23
DFP0407_023
Figure 04−07−23

PSP 604−23
DFP0407_024
Figure 04−07−24

PSP 604−23

PSP 604−23
Specific Air Range REV 3, Feb 01/07
1. INTRODUCTION
The all-engine specific air range (SAR) values are presented in graphical form versus Mach
number, as a function of airplane gross weight for pressure altitudes ranging from 1,500 ft to
41,000 ft. The performance data are presented for the speed range from the minimum drag
speed (VMD) up to the speed for maximum cruise thrust (MXCR) or the VMO/VMMO speed,
whichever is limiting.
The graphs are calculated for zero wind and ISA conditions with normal air-conditioning on and
anti-ice off. A correction factor is given on each graph for non-standard day temperatures.
On each SAR chart, lines indicating the maximum SAR values (maximum cruise range) and the
99% maximum SAR values (defining the long range cruise Mach number), are shown.
SAR charts can also be entered with true airspeed using the lower portion of the chart.
Example:
Airplane gross weight = 46,000 lb
Temperature = ISA + 5°C
From Figure 04−08−1, the following are obtained:
Specific air range (ISA) = 0.114 NAM/lb (A)
Specific air range (ISA + 5°C) = 0.114 − (0.6% of SAR per 10°C above ISA)
= 0.114 − (0.003 X 0.114)
= 0.1137
True airspeed = 285 kt (B)

PSP 604−23
SAR015I_3B − 24/04/96
DFP0408_001
Specific Air Range − FL 015

Figure 04−08−1

PSP 604−23
SAR050I_3B − 24/04/96
DFP0408_002

Figure 04−08−2

PSP 604−23
SAR100I_3B − 24/04/96
DFP0408_003

Figure 04−08−3

PSP 604−23
SAR150I_3B − 24/04/96
DFP0408_004

Figure 04−08−4

PSP 604−23
SAR200I_3B − 24/04/96
DFP0408_005

Figure 04−08−5

PSP 604−23
SAR250I_3B − 24/04/96
DFP0408_006

Figure 04−08−6

PSP 604−23
SAR270I_3B − 24/04/96
DFP0408_007

Figure 04−08−7

PSP 604−23
SAR290I_3B − 24/04/96
DFP0408_008

Figure 04−08−8

PSP 604−23
SAR310I_3B − 24/04/96
DFP0408_009

Figure 04−08−9

PSP 604−23
SAR330I_3B − 24/04/96
DFP0408_010

Figure 04−08−10

PSP 604−23
SAR350I_3B − 24/04/96
DFP0408_011

Figure 04−08−11

PSP 604−23
SAR370I_3B − 24/04/96
DFP0408_012

Figure 04−08−12

PSP 604−23
SAR390I_3B − 24/04/96
DFP0408_013

Figure 04−08−13

PSP 604−23
SAR410I_3B − 24/04/96
DFP0408_014

Figure 04−08−14

PSP 604−23

PSP 604−23
Cruise Control REV 3, Feb 01/07
1. INTRODUCTION
The primary purpose of the cruise control data is to establish a target thrust setting (% N1) for a
selected cruise speed at a given pressure altitude, temperature and airplane gross weight
combination. The all engine cruise control data are presented in tabular form and are based on
the use of power for level flight (not exceeding maximum cruise thrust) with normal
air-conditioning on and anti-ice off.
The all engine operating cruise control tabulated data are provided for 250, 275, 300 KIAS, 0.72,
0.74, 0.77, 0.80, 0.82 MI, LRC and MRC cruise speeds. Data are shown for pressure altitudes
starting at 10,000 ft (at constant KIAS, LRC and MRC) and for pressure altitudes starting at
23,000 ft (at constant Mach numbers) for −10, 0, 5, 10, 15, and 20°C temperature deviations from
ISA.
The following information is provided:
• % N1 : Fan speed setting in percent
• LB/HR/ENG : Fuel flow per engine in pounds per hour
• NAM/lb : Specific air range in NAM/lb
• MACH : Indicated Mach Number
• KIAS : Indicated airspeed in knots
• KTAS : True airspeed in knots
Example:
Temperature conditions = ISA + 15°C
Using Page 2 of Figure 04−09−29 , the following are obtained:
Fan speed setting = 91.1 % N1
Fuel flow per engine = 1,004 lb/hr
Specific air range = 0.2186 NAM/lb
Indicated Mach number = 0.74 MI
Indicated airspeed = 238 kt
True airspeed = 439 kt

PSP 604−23
DFP0409_001
Cruise Control (250 KIAS), ISA − 10°C (Page 1 of 4)

Figure 04−09−1

PSP 604−23
DFP0409_002

Figure 04−09−1

PSP 604−23
DFP0409_003

Figure 04−09−1

PSP 604−23
DFP0409_004

Figure 04−09−1

PSP 604−23
DFP0409_005
Cruise Control (250 KIAS), ISA (Page 1 of 4)

Figure 04−09−2

PSP 604−23
DFP0409_006

Figure 04−09−2

PSP 604−23
DFP0409_007

Figure 04−09−2

PSP 604−23
DFP0409_008

Figure 04−09−2

PSP 604−23
DFP0409_009
Cruise Control (250 KIAS), ISA + 5°C (Page 1 of 4)

Figure 04−09−3

PSP 604−23
DFP0409_010

Figure 04−09−3

PSP 604−23
DFP0409_011

Figure 04−09−3

PSP 604−23
DFP0409_012

Figure 04−09−3

PSP 604−23
DFP0409_013

Figure 04−09−4

PSP 604−23
DFP0409_014

Figure 04−09−4

PSP 604−23
DFP0409_015

Figure 04−09−4

PSP 604−23
DFP0409_016

Figure 04−09−4

PSP 604−23
DFP0409_017

Figure 04−09−5

PSP 604−23
DFP0409_018

Figure 04−09−5

PSP 604−23
DFP0409_019

Figure 04−09−5

PSP 604−23
DFP0409_020

Figure 04−09−5

PSP 604−23
DFP0409_021

Figure 04−09−6

PSP 604−23
DFP0409_022

Figure 04−09−6

PSP 604−23
DFP0409_023

Figure 04−09−6

PSP 604−23
DFP0409_024

Figure 04−09−6

PSP 604−23
DFP0409_025

Figure 04−09−7

PSP 604−23
DFP0409_026

Figure 04−09−7

PSP 604−23
DFP0409_027

Figure 04−09−7

PSP 604−23
DFP0409_028

Figure 04−09−7

PSP 604−23
DFP0409_029

Figure 04−09−8

PSP 604−23
DFP0409_030

Figure 04−09−8

PSP 604−23
DFP0409_031

Figure 04−09−8

PSP 604−23
DFP0409_032

Figure 04−09−8

PSP 604−23
DFP0409_033

Figure 04−09−9

PSP 604−23
DFP0409_034

Figure 04−09−9

PSP 604−23
DFP0409_035

Figure 04−09−9

PSP 604−23
DFP0409_036

Figure 04−09−9

PSP 604−23
DFP0409_037

Figure 04−09−10

PSP 604−23
DFP0409_038

Figure 04−09−10

PSP 604−23
DFP0409_039

Figure 04−09−10

PSP 604−23
DFP0409_040

Figure 04−09−10

PSP 604−23
DFP0409_041

Figure 04−09−11

PSP 604−23
DFP0409_042

Figure 04−09−11

PSP 604−23
DFP0409_043

Figure 04−09−11

PSP 604−23
DFP0409_044

Figure 04−09−11

PSP 604−23
DFP0409_045

Figure 04−09−12

PSP 604−23
DFP0409_046

Figure 04−09−12

PSP 604−23
DFP0409_047

Figure 04−09−12

PSP 604−23
DFP0409_048

Figure 04−09−12

PSP 604−23
DFP0409_049

Figure 04−09−13

PSP 604−23
DFP0409_050

Figure 04−09−13

PSP 604−23
DFP0409_051

Figure 04−09−13

PSP 604−23
DFP0409_052

Figure 04−09−13

PSP 604−23
DFP0409_053

Figure 04−09−14

PSP 604−23
DFP0409_054

Figure 04−09−14

PSP 604−23
DFP0409_055

Figure 04−09−14

PSP 604−23
DFP0409_056

Figure 04−09−14

PSP 604−23
DFP0409_057

Figure 04−09−15

PSP 604−23
DFP0409_058

Figure 04−09−15

PSP 604−23
DFP0409_059

Figure 04−09−15

PSP 604−23
DFP0409_060

Figure 04−09−15

PSP 604−23
DFP0409_061

Figure 04−09−16

PSP 604−23
DFP0409_062

Figure 04−09−16

PSP 604−23
DFP0409_063

Figure 04−09−16

PSP 604−23
DFP0409_064

Figure 04−09−16

PSP 604−23
DFP0409_065

Figure 04−09−17

PSP 604−23
DFP0409_066

Figure 04−09−17

PSP 604−23
DFP0409_067

Figure 04−09−17

PSP 604−23
DFP0409_068

Figure 04−09−17

PSP 604−23
DFP0409_069

Figure 04−09−18

PSP 604−23
DFP0409_070

Figure 04−09−18

PSP 604−23
DFP0409_071

Figure 04−09−18

PSP 604−23
DFP0409_072

Figure 04−09−18

PSP 604−23
DFP0409_073
Cruise Control (0.72 MI), ISA − 10°C (Page 1 of 2)

Figure 04−09−19

PSP 604−23
DFP0409_074

Figure 04−09−19

PSP 604−23
DFP0409_075
Cruise Control (0.72 MI), ISA (Page 1 of 2)

Figure 04−09−20

PSP 604−23
DFP0409_076

Figure 04−09−20

PSP 604−23
DFP0409_077
Cruise Control (0.72 MI), ISA + 5°C (Page 1 of 2)

Figure 04−09−21

PSP 604−23
DFP0409_078

Figure 04−09−21

PSP 604−23
DFP0409_079

Figure 04−09−22

PSP 604−23
DFP0409_080

Figure 04−09−22

PSP 604−23
DFP0409_081

Figure 04−09−23

PSP 604−23
DFP0409_082

Figure 04−09−23

PSP 604−23
DFP0409_083

Figure 04−09−24

PSP 604−23
DFP0409_084

Figure 04−09−24

PSP 604−23
DFP0409_085

Figure 04−09−25

PSP 604−23
DFP0409_086

Figure 04−09−25

PSP 604−23
DFP0409_087

Figure 04−09−26

PSP 604−23
DFP0409_088

Figure 04−09−26

PSP 604−23
DFP0409_089

Figure 04−09−27

PSP 604−23
DFP0409_090

Figure 04−09−27

PSP 604−23
DFP0409_091

Figure 04−09−28

PSP 604−23
DFP0409_092

Figure 04−09−28

PSP 604−23
DFP0409_093

Figure 04−09−29

PSP 604−23
DFP0409_094

Figure 04−09−29

PSP 604−23
DFP0409_095

Figure 04−09−30

PSP 604−23
DFP0409_096

Figure 04−09−30

PSP 604−23
DFP0409_097

Figure 04−09−31

PSP 604−23
DFP0409_098

Figure 04−09−31

PSP 604−23
DFP0409_099

Figure 04−09−32

PSP 604−23
DFP0409_100

Figure 04−09−32

PSP 604−23
DFP0409_101

Figure 04−09−33

PSP 604−23
DFP0409_102

Figure 04−09−33

PSP 604−23
DFP0409_103

Figure 04−09−34

PSP 604−23
DFP0409_104

Figure 04−09−34

PSP 604−23
DFP0409_105

Figure 04−09−35

PSP 604−23
DFP0409_106

Figure 04−09−35

PSP 604−23
DFP0409_107

Figure 04−09−36

PSP 604−23
DFP0409_108

Figure 04−09−36

PSP 604−23
DFP0409_109

Figure 04−09−37

PSP 604−23
DFP0409_110

Figure 04−09−37

PSP 604−23
DFP0409_111

Figure 04−09−38

PSP 604−23
DFP0409_112

Figure 04−09−38

PSP 604−23
DFP0409_113

Figure 04−09−39

PSP 604−23
DFP0409_114

Figure 04−09−39

PSP 604−23
DFP0409_115

Figure 04−09−40

PSP 604−23
DFP0409_116

Figure 04−09−40

PSP 604−23
DFP0409_117

Figure 04−09−41

PSP 604−23
DFP0409_118

Figure 04−09−41

PSP 604−23
DFP0409_119

Figure 04−09−42

PSP 604−23
DFP0409_120

Figure 04−09−42

PSP 604−23
DFP0409_121

Figure 04−09−43

PSP 604−23
DFP0409_122

Figure 04−09−43

PSP 604−23
DFP0409_123

Figure 04−09−44

PSP 604−23
DFP0409_124

Figure 04−09−44

PSP 604−23
DFP0409_125

Figure 04−09−45

PSP 604−23
DFP0409_126

Figure 04−09−45

PSP 604−23
DFP0409_127

Figure 04−09−46

PSP 604−23
DFP0409_128

Figure 04−09−46

PSP 604−23
DFP0409_129

Figure 04−09−47

PSP 604−23
DFP0409_130

Figure 04−09−47

PSP 604−23
DFP0409_131
Cruise Control (0.82 MI), ISA + 20°C

Figure 04−09−48

PSP 604−23
DFP0409_132
Cruise Control (Long Range Cruise), ISA − 10°C (Page 1 of 4)

Figure 04−09−49

PSP 604−23
DFP0409_133

Figure 04−09−49

PSP 604−23
DFP0409_134

Figure 04−09−49

PSP 604−23
DFP0409_135

Figure 04−09−49

PSP 604−23
DFP0409_136
Cruise Control (Long Range Cruise), ISA (Page 1 of 4)

Figure 04−09−50

PSP 604−23
DFP0409_137

Figure 04−09−50

PSP 604−23
DFP0409_138

Figure 04−09−50

PSP 604−23
DFP0409_139

Figure 04−09−50

PSP 604−23
DFP0409_140
Cruise Control (Long Range Cruise), ISA + 5°C (Page 1 of 4)

Figure 04−09−51

PSP 604−23
DFP0409_141

Figure 04−09−51

PSP 604−23
DFP0409_142

Figure 04−09−51

PSP 604−23
DFP0409_143

Figure 04−09−51

PSP 604−23
DFP0409_144

Figure 04−09−52

PSP 604−23
DFP0409_145

Figure 04−09−52

PSP 604−23
DFP0409_146

Figure 04−09−52

PSP 604−23
DFP0409_147

Figure 04−09−52

PSP 604−23
DFP0409_148

Figure 04−09−53

PSP 604−23
DFP0409_149

Figure 04−09−53

PSP 604−23
DFP0409_150

Figure 04−09−53

PSP 604−23
DFP0409_151

Figure 04−09−53

PSP 604−23
DFP0409_152

Figure 04−09−54

PSP 604−23
DFP0409_153

Figure 04−09−54

PSP 604−23
DFP0409_154

Figure 04−09−54

PSP 604−23
DFP0409_155

Figure 04−09−54

PSP 604−23
DFP0409_156
Cruise Control (Maximum Range Cruise), ISA − 10°C (Page 1 of 4)

Figure 04−09−55

PSP 604−23
DFP0409_157

Figure 04−09−55

PSP 604−23
DFP0409_158

Figure 04−09−55

PSP 604−23
DFP0409_159

Figure 04−09−55

PSP 604−23
DFP0409_160
Cruise Control (Maximum Range Cruise), ISA (Page 1 of 4)

Figure 04−09−56

PSP 604−23
DFP0409_161

Figure 04−09−56

PSP 604−23
DFP0409_162

Figure 04−09−56

PSP 604−23
DFP0409_163

Figure 04−09−56

PSP 604−23
DFP0409_164
Cruise Control (Maximum Range Cruise), ISA + 5°C (Page 1 of 4)

Figure 04−09−57

PSP 604−23
DFP0409_165

Figure 04−09−57

PSP 604−23
DFP0409_166

Figure 04−09−57

PSP 604−23
DFP0409_167

Figure 04−09−57

PSP 604−23
DFP0409_168

Figure 04−09−58

PSP 604−23
DFP0409_169

Figure 04−09−58

PSP 604−23
DFP0409_170

Figure 04−09−58

PSP 604−23
DFP0409_171

Figure 04−09−58

PSP 604−23
DFP0409_172

Figure 04−09−59

PSP 604−23
DFP0409_173

Figure 04−09−59

PSP 604−23
DFP0409_174

Figure 04−09−59

PSP 604−23
DFP0409_175

Figure 04−09−59

PSP 604−23
DFP0409_176

Figure 04−09−60

PSP 604−23
DFP0409_177

Figure 04−09−60

PSP 604−23
DFP0409_178

Figure 04−09−60

PSP 604−23
DFP0409_179

Figure 04−09−60

PSP 604−23
Descent Data REV 3, Feb 01/07
1. INTRODUCTION
The all engine operating descent data are presented in tabular form as a function of airplane
gross weight during a descent from altitude to sea level for −10, 0, 10, 15 and 20°C temperature
deviations from ISA.
Descent data are presented for the following descent speed schedules:
• 0.72 MI/250 KIAS “Long range descent speed”
• 0.78 MI/300/250 KIAS “High speed descent”
Data are based on the use of idle power with normal air-conditioning on and anti-ice off. The high
speed descent schedule incorporates the ATC speed limitation of 250 KIAS below 10,000 ft.
Where applicable, the airplane rate of descent has been limited to 3,000 fpm (rate of descent
shown in bold) to meet NBAA operational rules.
Descent performance graphs show the following data:
• MACH : Indicated Mach number
• ROD : Rate of descent in fpm
At a selected descent speed schedule, the table is entered at an initial descent weight with
average temperature conditions at given initial and final descent altitudes. Descent time, distance
and fuel consumed are the differences between the values read at the initial and final altitudes.
Airplane rate of descent and indicated Mach number at altitude are also given.
The descent distance represents the air distance (zero wind) covered and ATAS represents the
average true airspeed from sea level to the point at which the top of descent altitude is reached.
In wind conditions, the ground distance can be derived using the following equation:

PSP 604−23
Example:
Initial descent weight at altitude = 36,000 lb
Initial cruise altitude = 41,000 ft
Descent speed schedule = 0.78 MI/300/250 KIAS
Average descent temperature = ISA + 10°C
Average wind = −30 kt (headwind)
Using Figure 04−10−7, the following data are obtained:
Initial cruise altitude of 41,000 ft:
Time from 41,000 ft = 17.9 min
Air distance from 41,000 ft = 110.5 NM
Avg true speed from 41,000 ft = 370 kt
Ground distance from 41,000 ft = 101.5 NM [ 110.5 X (370 − 30) / 370 ]
Fuel consumed from 41,000 ft = 252 lb
Avg true airspeed from 5,000 ft = 263 kt
Descent time, distance and fuel consumed between 41,000 ft and 5,000 ft pressure altitudes are
Time = 14.7 min (17.9 − 3.2)
Ground distance = 89.2 NM (101.5 − 12.3)
Fuel consumed = 205 lb (252 − 47)

PSP 604−23
DFP0410_001
Descent Performance (0.72 MI/250 KIAS), ISA − 10°C (Page 1 of 2)

Figure 04−10−1

PSP 604−23
DFP0410_002
Descent Performance (0.72 MI/250 KIAS), ISA − 10°C (Page 2 of 2)

Figure 04−10−1

PSP 604−23
DFP0410_003
Descent Performance (0.72 MI/250 KIAS), ISA (Page 1 of 2)

Figure 04−10−2

PSP 604−23
DFP0410_004
Descent Performance (0.72 MI/250 KIAS), ISA (Page 2 of 2)

Figure 04−10−2

PSP 604−23
DFP0410_005
Descent Performance (0.72 MI/250 KIAS), ISA + 10°C (Page 1 of 2)

Figure 04−10−3

PSP 604−23
DFP0410_006

Figure 04−10−3

PSP 604−23
DFP0410_007

Figure 04−10−4

PSP 604−23
DFP0410_008

Figure 04−10−4

PSP 604−23
DFP0410_009
Descent Performance (0.78 MI/300/250 KIAS), ISA − 10°C (Page 1 of 2)

Figure 04−10−5

PSP 604−23
DFP0410_010
Descent Performance (0.78 MI/300/250 KIAS), ISA − 10°C (Page 2 of 2)

Figure 04−10−5

PSP 604−23
DFP0410_011
Descent Performance (0.78 MI/300/250 KIAS), ISA (Page 1 of 2)

Figure 04−10−6

PSP 604−23
DFP0410_012
Descent Performance (0.78 MI/300/250 KIAS), ISA (Page 2 of 2)

Figure 04−10−6

PSP 604−23
DFP0410_013
Descent Performance (0.78 MI/300/250 KIAS), ISA + 10°C (Page 1 of 2)

Figure 04−10−7

PSP 604−23
DFP0410_014

Figure 04−10−7

PSP 604−23
DFP0410_015

Figure 04−10−8

PSP 604−23
DFP0410_016

Figure 04−10−8

PSP 604−23
Holding Data REV 3, Feb 01/07
1. INTRODUCTION
The all engine operating holding data are provided for typical holding altitudes as a function of
airplane gross weight for 225 KIAS and minimum drag (VMD) speeds. The holding data are
presented in tabular form and are based on the use of power for level flight without exceeding
maximum cruise thrust (MXCR) with normal air-conditioning on and anti-ice off.
The following data are presented for each speed at pressure altitudes varying from 1,500 ft to
31,000 ft at −10, 0, 5, 10, 15, and 20°C temperature deviations from ISA:
• FUEL FLOW : Fuel flow per engine in pounds per hour
• IAS : Indicated airspeed in knots
The fuel flow is based on linear holding (0° bank angle). For non-linear holding, fan speed setting
(% N1) and fuel flow correction factors are given for airplane bank angles ranging from 0° to 30°.
Example:
Holding altitude = 5,000 ft
Temperature deviation = ISA + 5°C
Holding speed = VMD
Bank angle = 20°
Using Page 1 of Figure 04−11−9, the following are obtained:
Fan speed setting = 48.8% N1
Fuel flow per engine = 679 lb/hr
indicated airspeed = 162 kts
On Figure 04−11−13, enter the chart with the target bank angle and speed and read N1 and fuel
flow correction factors in percent:
Δ N1 = 2.8% (A)
Δ Fuel flow = 6.7% (B)
The corrected N1 and fuel flow values at a 20° bank angle are:
% N1 = 50.2% (48.8 X 1.028)
Fuel flow = 725 lb/hr (679 X 1.067) Linear Holding – Bank Angle
Correction

PSP 604−23
Holding Data REV 6, Jul 17/09
DFP0411_001
Linear Holding − 225 KIAS, ISA − 10°C (Page 1 of 2)

Figure 04−11−1

PSP 604−23
DFP0411_002

Figure 04−11−1

PSP 604−23
DFP0411_003
Linear Holding − 225 KIAS, ISA (Page 1 of 2)

Figure 04−11−2

PSP 604−23
DFP0411_004

Figure 04−11−2

PSP 604−23
DFP0411_005
Linear Holding − 225 KIAS, ISA + 5°C (Page 1 of 2)

Figure 04−11−3

PSP 604−23
DFP0411_006

Figure 04−11−3

PSP 604−23
DFP0411_007

Figure 04−11−4

PSP 604−23
DFP0411_008

Figure 04−11−4

PSP 604−23
DFP0411_009

Figure 04−11−5

PSP 604−23
DFP0411_010

Figure 04−11−5

PSP 604−23
DFP0411_011

Figure 04−11−6

PSP 604−23
DFP0411_012

Figure 04−11−6

PSP 604−23
DFP0411_013
Linear Holding − VMD, ISA − 10°C (Page 1 of 2)

Figure 04−11−7

PSP 604−23
DFP0411_014

Figure 04−11−7

PSP 604−23
DFP0411_015
Linear Holding − VMD, ISA (Page 1 of 2)

Figure 04−11−8

PSP 604−23
DFP0411_016

Figure 04−11−8

PSP 604−23
DFP0411_017
Linear Holding − VMD, ISA + 5°C (Page 1 of 2)

Figure 04−11−9

PSP 604−23
DFP0411_018

Figure 04−11−9

PSP 604−23
DFP0411_019

Figure 04−11−10

PSP 604−23
DFP0411_020

Figure 04−11−10

PSP 604−23
DFP0411_021

Figure 04−11−11

PSP 604−23
DFP0411_022

Figure 04−11−11

PSP 604−23
DFP0411_023

Figure 04−11−12

PSP 604−23
DFP0411_024

Figure 04−11−12

PSP 604−23
HLDCORM_3B − 14/02/96
DFP0411_025
Linear Holding − Bank Angle Correction

Figure 04−11−13

PSP 604−23
SINGLE ENGINE PERFORMANCE 05−00−1
CHAPTER 5 - SINGLE ENGINE PERFORMANCE

TABLE OF CONTENTS
Page
GENERAL
DRIFTDOWN
DRIFTDOWN DATA
Driftdown based on AFM Driftdown Speed 05−03−1
AFM Driftdown Speeds 05−03−1
Driftdown Data based on AFM Driftdown Speed 05−03−3
High Speed Driftdown 05−03−17
0.72 MI / 300 KIAS Driftdown Data 05−03−17
0.72 MI / 260 KIAS Driftdown Data 05−03−31
ALTITUDE SELECTION
SPECIFIC AIR RANGE

CRUISE CONTROL
DESCENT DATA
HOLDING DATA
DRIFTDOWN DATA
Figure 05−03−1 AFM Driftdown Speeds 05−03−2
Figure 05−03−2 Driftdown based on AFM Driftdown Speed, ISA − 10°C 05−03−5

PSP 604−23
Table of Contents REV 4, Oct 31/07
Page
DRIFTDOWN DATA
Figure 05−03−3 Driftdown based on AFM Driftdown Speed, ISA 05−03−7
Figure 05−03−4 Driftdown based on AFM Driftdown Speed, ISA + 5°C 05−03−9
Figure 05−03−8 High Speed Driftdown − 0.72 M / 300 KIAS − ISA − 10°C 05−03−19
Figure 05−03−9 High Speed Driftdown − 0.72 M / 300 KIAS − ISA 05−03−21
Figure 05−03−10 High Speed Driftdown − 0.72 M / 300 KIAS − ISA + 5°C 05−03−23
Figure 05−03−14 High Speed Driftdown − 0.72 M / 260 KIAS − ISA − 10°C 05−03−32
Figure 05−03−15 High Speed Driftdown − 0.72 M / 260 KIAS − ISA 05−03−34
ALTITUDE SELECTION
Figure 05−04−1 Single Engine Gross Ceiling, Long Range Cruise (LRC) 05−04−2
SPECIFIC AIR RANGE


PSP 604−23
Page
SPECIFIC AIR RANGE

CRUISE CONTROL
Figure 05−06−1 Cruise Control (LRC), ISA − 10°C 05−06−2
Figure 05−06−2 Cruise Control (LRC), ISA 05−06−4
Figure 05−06−3 Cruise Control (LRC), ISA + 5°C 05−06−6
Figure 05−06−7 Cruise Control (Maximum Range Cruise), ISA − 10°C 05−06−14
Figure 05−06−8 Cruise Control (Maximum Range Cruise), ISA 05−06−16
Figure 05−06−13 Cruise Control (Maximum Cruise Speed), ISA − 10°C 05−06−26
Figure 05−06−14 Cruise Control (Maximum Cruise Speed), ISA 05−06−28
Figure 05−06−15 Cruise Control (Maximum Cruise Speed), ISA + 5°C 05−06−30
DESCENT DATA
Figure 05−07−1 Descent (0.78 MI/300/250 KIAS), ISA − 10°C 05−07−2
Figure 05−07−2 Descent (0.78 MI/300/250 KIAS), ISA 05−07−4
Figure 05−07−3 Descent (0.78 MI/300/250 KIAS), ISA + 10°C 05−07−6
Figure 05−07−4 Descent (0.78 MI/300/250 KIAS), ISA + 20°C 05−07−8
HOLDING DATA
Figure 05−08−1 Linear Holding − 225 KIAS, ISA − 10°C 05−08−2
Figure 05−08−2 Linear Holding − 225 KIAS, ISA 05−08−4

PSP 604−23
Page
HOLDING DATA
Figure 05−08−7 Linear Holding − VMD, ISA − 10°C 05−08−14
Figure 05−08−8 Linear Holding − VMD, ISA 05−08−16
Figure 05−08−13 Linear Holding − Bank Angle Corrections 05−08−26

PSP 604−23
General REV 4, Oct 31/07
1. INTRODUCTION
This section provides performance data to be used in the event of an engine failure during flight.
More specifically, it includes driftdown, altitude selection, specific air range, cruise control,
descent and holding data.

PSP 604−23

PSP 604−23
Driftdown REV 4, Oct 31/07
1. INTRODUCTION
In the event of an engine failure during flight, a descent to a lower altitude must be expected, and
the driftdown procedure should be selected. This requires maximum continuous thrust (MCT) on
the remaining engine and a speed selected by the operator.
Different speeds may be used for the driftdown procedure depending on the operational
condition. Driftdown data is provided for the following speed schedules:
• AFM Driftdown Speed
This speed, referred to as the enroute climb speed in the AFM, is close to the best lift-to-drag
ratio and is used to maintain the highest possible flight level. This speed must be used if a
terrain problem exists. It must be noted that the data presented is gross (actual) driftdown
data, but terrain clearance must be verified using the net (degraded) performance data
presented in the CL–604/605 Airplane Flight Manual, PSP 604–1 or PSP 605–1.
• High Speed Driftdown
Two speed schedules are provided for high speed driftdown:
• 0.72 MI / 300 KIAS:
This speed may be used to minimize the time to reach an airport when no terrain
clearance problems exist. This speed also maximizes the distance that can be covered
within a specific period of time after engine failure. It can be used to determine the
maximum distance covered in 180 minutes after an engine failure, which may be needed
to ensure an airplane operates in non-ETOPS conditions, under certain operating rules.
The level-off altitude achieved with this speed schedule is significantly lower than that
achieved with the AFM driftdown speed.
• 0.72 MI / 260 KIAS:
This speed may also be used when no terrain clearance problems exist. It results in a
slightly longer time to reach an airport, or a shorter distance covered within a specific
period of time, than the 0.72 MI / 300 KIAS schedule, but it results in better fuel mileage.
The level-off altitude achieved is also greater than that achieved with the
0.72 MI / 300 KIAS schedule.
The performance data presented in this chapter are based on the use of maximum continuous
thrust with air-conditioning on (one pack in high mode) and anti-ice off. Maximum continuous
power setting charts are provided in the CL–604/605 Airplane Flight Manual, PSP 604–1 or
PSP 605–1.
If after having reached the driftdown ceiling altitude and an obstacle problem exists, the driftdown
procedure is maintained to fly an ascending cruise. If after driftdown and no obstacle problem
exists, the subsequent cruise should be made using either the long range cruise (LRC) speed
with power for level flight or at maximum cruise speed with MCT.

PSP 604−23
Driftdown REV 4, Oct 31/07

PSP 604−23
Driftdown Data REV 4, Oct 31/07
1. DRIFTDOWN BASED ON AFM DRIFTDOWN SPEED

A. AFM Driftdown Speeds
AFM driftdown speeds are presented in tabular form for a range of airplane gross weights and
pressure altitudes, in Figure 05−03−1. The AFM driftdown speeds are valid for all
temperature and CG positions.

PSP 604−23
DFP0502_001
AFM Driftdown Speeds

Figure 05−03−1

PSP 604−23
B. Driftdown Data based on AFM Driftdown Speed

The driftdown data based on AFM driftdown speeds is presented in tabular form for various
temperature deviations from ISA. The data are based on gross (actual) performance with
single engine operation at MCT, with air-conditioning on (one pack in high mode) and anti-ice
off.
Driftdown tables show the following data:
• TIME : Time to level-off altitude in minutes
• KIAS : Initial driftdown indicated airspeed in knots
• LEVEL OFF : Level-off pressure altitude in feet (gross ceiling)
The following driftdown procedure is recommended:
(1) At engine failure point, select maximum continuous thrust on the operative engine.
(2) Decelerate at the initial altitude to the driftdown speed (see Figure 05−03−1) before
starting driftdown. Driftdown data assume an initial cruise speed of 0.74 MI .
(3) Initiate driftdown to level-off altitude.
(4) If after having reached the driftdown gross ceiling and an obstacle problem exists, the
driftdown procedure is maintained to fly an ascending cruise. If after having reached the
driftdown gross ceiling and no obstacle problem exists, a higher cruise speed can be
selected with a small loss in altitude (see Figure 05−04−1) .

PSP 604−23
Airworthiness regulations require that terrain clearance flight planning be based on the net
performance, which is the actual gradient performance degraded by 1.1%. The certified
enroute net ceiling data are given in the CL−604/605 Airplane Flight Manual, PSP 604–1 or
PSP 605–1.
Example:
Gross weight at engine failure = 36,000 lb
Using page 1 of Figure 05−03−5, the following data are obtained:
Time to level-off altitude = 43.5 min
Air distance = 228 NAM
Fuel consumed = 975 lb
Level-off pressure altitude = 28,758 ft
Ground Distance = Air Distance + (Time X Wind)
Wind = ‘‘+’’ for tailwind and ‘‘−’’ for headwind.
For the associated conditions above:
Ground distance = 228 + (43.5 / 60 X − 30)
= 206.3 NM

PSP 604−23
DFP0503_001
Driftdown based on AFM Driftdown Speed, ISA − 10°C (Page 1 of 2)

Figure 05−03−2

PSP 604−23
DFP0503_002
Driftdown based on AFM Driftdown Speed, ISA − 10°C (Page 2 of 2)

Figure 05−03−2

PSP 604−23
DFP0503_003
Driftdown based on AFM Driftdown Speed, ISA (Page 1 of 2)

Figure 05−03−3

PSP 604−23
DFP0503_004
Driftdown based on AFM Driftdown Speed, ISA (Page 2 of 2)

Figure 05−03−3

PSP 604−23
DFP0503_005
Driftdown based on AFM Driftdown Speed, ISA + 5°C (Page 1 of 2)

Figure 05−03−4

PSP 604−23
DFP0503_006

Figure 05−03−4

PSP 604−23
DFP0503_007

Figure 05−03−5

PSP 604−23
DFP0503_008

Figure 05−03−5

PSP 604−23
DFP0503_009

Figure 05−03−6

PSP 604−23
DFP0503_010

Figure 05−03−6

PSP 604−23
Driftdown Data REV 6, Jul 17/09
DFP0503_011

Figure 05−03−7

PSP 604−23
DFP0503_012

Figure 05−03−7

PSP 604−23
Driftdown Data REV 5, Feb 17/09
2. HIGH SPEED DRIFTDOWN

A. 0.72 MI / 300 KIAS Driftdown Data
The driftdown data based on 0.72 MI / 300 KIAS is presented in tabular form for various
off.
• KTAS : True airspeed at level-off altitude in knots
(2) Decelerate at the initial altitude to the driftdown speed of 0.72 MI / 300 KIAS before
(3) Initiate driftdown to level-off altitude. An one-engine-inoperative cruise segment at the
level-off altitude may be added as necessary.

PSP 604−23
Example:
Gross weight at engine failure = 42,000 lb
Temperature deviation = ISA
Using page 2 of Figure 05−03−9, the following data are obtained:
Time to level-off altitude = 63.3 min
Air distance = 397 NAM
True airspeed at level-off = 355 kts
Fuel consumed = 2,403 lb
Level-off pressure altitude = 11,995 ft
Example: A. Ground distance

Wind = ‘‘+’’ for tailwind and ‘‘−’’ for headwind
In wind conditions, the ground distance travelled from engine failure to level-off
altitude can be derived using the following equation:
Ground Distance = Air Distance + (Time X Wind)
Ground distance = 397 + (63.3 / 60 X − 30)
= 365.4 NM
Example: B. Distance covered in 180 minutes

In still air and ISA conditions, the distance covered in 180 minutes can be derived
using the following equation:
Distance in 180 min = Distance to Level-off + Cruise Distance
Cruise Distance = True Airspeed at Level-off X Cruise Time / 60
Cruise Time = 180 − Time to Level-off
Distance in 180 min = 397 + 355 X (180 − 63.3) / 60
= 1087.5 NM

PSP 604−23
DFP0503_013
High Speed Driftdown − 0.72 M / 300 KIAS − ISA − 10°C (Page 1 of 2)

Figure 05−03−8

PSP 604−23
DFP0503_014

Figure 05−03−8

PSP 604−23
DFP0503_015
High Speed Driftdown − 0.72 M / 300 KIAS − ISA (Page 1 of 2)

Figure 05−03−9

PSP 604−23
DFP0503_016

Figure 05−03−9

PSP 604−23
DFP0503_017
High Speed Driftdown − 0.72 M / 300 KIAS − ISA + 5°C (Page 1 of 2)

Figure 05−03−10

PSP 604−23
DFP0503_018

Figure 05−03−10

PSP 604−23
DFP0503_019

Figure 05−03−11

PSP 604−23
DFP0503_020

Figure 05−03−11

PSP 604−23
DFP0503_021

Figure 05−03−12

PSP 604−23
DFP0503_022

Figure 05−03−12

PSP 604−23
DFP0503_023

Figure 05−03−13

PSP 604−23
DFP0503_024

Figure 05−03−13

PSP 604−23
B. 0.72 MI / 260 KIAS Driftdown Data

The driftdown data based on 0.72 MI / 260 KIAS is presented in tabular form for various
off.
• KTAS : True airspeed at level-off altitude in knots
(2) Decelerate at the initial altitude to the driftdown speed of 0.72 MI / 260 KIAS before
(3) Initiate driftdown to level-off altitude. An one-engine-inoperative cruise segment at the
level-off altitude may be added as necessary.

PSP 604−23
DFP0503_025

Figure 05−03−14

PSP 604−23
DFP0503_026

Figure 05−03−14

PSP 604−23
DFP0503_027

Figure 05−03−15

PSP 604−23
DFP0503_028

Figure 05−03−15

PSP 604−23
DFP0503_029

Figure 05−03−16

PSP 604−23
DFP0503_030

Figure 05−03−16

PSP 604−23
DFP0503_031

Figure 05−03−17

PSP 604−23
DFP0503_032

Figure 05−03−17

PSP 604−23
DFP0503_033

Figure 05−03−18

PSP 604−23
DFP0503_034

Figure 05−03−18

PSP 604−23
DFP0503_035

Figure 05−03−19

PSP 604−23
DFP0503_036

Figure 05−03−19

PSP 604−23

PSP 604−23
1. INTRODUCTION
The gross ceiling is presented at long range cruise speed (LRC) as a function of aircraft gross
weight for various temperatures and zero wind conditions. The data are based on single engine
operation at maximum continuous thrust (MCT), with air-conditioning on (one pack in high mode)
and anti-ice off or on.
Example:
Gross weight = 42,000 lb
Long range cruise speed = 0.53 MI*
Temperature deviation = ISA
Airplane rate of climb = 0 fpm (gross ceiling)
Using Figure 05−04−1, the gross ceiling for the above associated conditions is 21,100 ft (A).
* The long range cruise Mach number is obtained by interpolation using the Specific Air Range
charts (See section 05 of this Chapter).

PSP 604−23
CEILLRCI_3B − 15/05/96
DFP0504_001
Single Engine Gross Ceiling, Long Range Cruise (LRC)

Figure 05−04−1

PSP 604−23
1. INTRODUCTION
The single engine operation specific air range (SAR) values are presented versus Mach number,
as a function of airplane gross weight for pressure altitudes ranging from 1,500 ft to 31,000 ft.
The data are presented for the speed range from the minimum drag speed (VMD) up to the speed
for maximum continuous thrust (MCT) or the VMO/MMo speed, whichever is limiting.
The graphs are calculated for zero wind and ISA with high air-conditioning on and anti-ice off. A
correction factor is given on each graph for non-standard day temperature conditions.
Maneuver margin lines are not presented since the VMD speed is always in excess of 0.3 ‘g’ (See
General Cruise Speed chart). On each SAR chart, lines are shown indicating the maximum SAR
values (maximum cruise range) and the 99% maximum SAR values (defining the long range
cruise Mach number).
Example:
Gross weight = 40,000 lb
Specific air range (ISA) = 0.1362 NAM/lb (A)
Specific air range (ISA + 5°C) = 0.1362 − (0.6% of SAR per 10°C above ISA)
= 0.1362 − (0.003 X 0.1362)
= 0.1358
True airspeed = 272 kt (B)

PSP 604−23
oeo_sar_015.pro − 08/05/96
DFP0505_001

Figure 05−05−1

PSP 604−23
oeo_sar_030.pro − 08/05/96
DFP0505_002

Figure 05−05−2

PSP 604−23
oeo_sar_050.pro − 08/05/96
DFP0505_003

Figure 05−05−3

PSP 604−23
oeo_sar_070.pro − 08/05/96
DFP0505_004

Figure 05−05−4

PSP 604−23
oeo_sar_090.pro − 08/05/96
DFP0505_005

Figure 05−05−5

PSP 604−23
oeo_sar_110.pro − 08/05/96
DFP0505_006

Figure 05−05−6

PSP 604−23
oeo_sar_130.pro − 08/05/96
DFP0505_007

Figure 05−05−7

PSP 604−23
oeo_sar_150.pro − 08/05/96
DFP0505_008

Figure 05−05−8

PSP 604−23
oeo_sar_170.pro − 08/05/96
DFP0505_009

Figure 05−05−9

PSP 604−23
oeo_sar_190.pro − 08/05/96
DFP0505_010

Figure 05−05−10

PSP 604−23
oeo_sar_210.pro − 08/05/96
DFP0505_011

Figure 05−05−11

PSP 604−23
oeo_sar_230.pro − 08/05/96
DFP0505_012

Figure 05−05−12

PSP 604−23
oeo_sar_250.pro − 08/05/96
DFP0505_013

Figure 05−05−13

PSP 604−23
oeo_sar_270.pro − 08/05/96
DFP0505_014

Figure 05−05−14

PSP 604−23
oeo_sar_290.pro − 08/05/96
DFP0505_015

Figure 05−05−15

PSP 604−23
oeo_sar_310.pro − 08/05/96
DFP0505_016

Figure 05−05−16

PSP 604−23

PSP 604−23
1. INTRODUCTION
The primary purpose of the cruise control data is to establish a target fan speed setting (% N1) for
a selected cruise speed schedule at a given pressure altitude, temperature and airplane gross
weight combination. The single engine operation cruise control data are presented in tabular form
and are based on the use of power for level flight without exceeding maximum continuous thrust
(MCT) or VMO/MMO speed, whichever is limiting, with high air-conditioning on and anti-ice off.
The cruise control tables are provided for LRC (long range cruise speed), MRC (maximum range
cruise speed) and maximum cruise speed (level flight maximum cruise speed at MCT). Data are
shown for pressure altitudes starting at 5,000 ft to 31,000 ft for −10, 0, 5, 10, 15, and 20°C
temperature deviations from ISA.
• LB/HR/ENG : Fuel flow in pounds per hour (single engine)
Example:
Cruise speed = LRC
Using Page 1 of Figure 05−06−3, the following data are obtained:
Fan speed setting (N1) = 83.2%
Fuel flow = 1,594 lb/hr

PSP 604−23
DFP0506_001
Cruise Control (LRC), ISA − 10°C (Page 1 of 2)

Figure 05−06−1

PSP 604−23
DFP0506_002
Cruise Control (LRC), ISA − 10°C (Page 2 of 2)

Figure 05−06−1

PSP 604−23
DFP0506_003
Cruise Control (LRC), ISA (Page 1 of 2)

Figure 05−06−2

PSP 604−23
DFP0506_004
Cruise Control (LRC), ISA (Page 2 of 2)

Figure 05−06−2

PSP 604−23
DFP0506_005
Cruise Control (LRC), ISA + 5°C (Page 1 of 2)

Figure 05−06−3

PSP 604−23
DFP0506_006

Figure 05−06−3

PSP 604−23
DFP0506_007

Figure 05−06−4

PSP 604−23
DFP0506_008

Figure 05−06−4

PSP 604−23
DFP0506_009

Figure 05−06−5

PSP 604−23
DFP0506_010

Figure 05−06−5

PSP 604−23
DFP0506_011

Figure 05−06−6

PSP 604−23
DFP0506_012

Figure 05−06−6

PSP 604−23
DFP0506_013

Figure 05−06−7

PSP 604−23
DFP0506_014

Figure 05−06−7

PSP 604−23
DFP0506_015

Figure 05−06−8

PSP 604−23
DFP0506_016

Figure 05−06−8

PSP 604−23
DFP0506_017

Figure 05−06−9

PSP 604−23
DFP0506_018

Figure 05−06−9

PSP 604−23
DFP0506_019

Figure 05−06−10

PSP 604−23
DFP0506_020

Figure 05−06−10

PSP 604−23
DFP0506_021

Figure 05−06−11

PSP 604−23
DFP0506_022

Figure 05−06−11

PSP 604−23
DFP0506_023

Figure 05−06−12

PSP 604−23
DFP0506_024

Figure 05−06−12

PSP 604−23
DFP0506_025
Cruise Control (Maximum Cruise Speed), ISA − 10°C (Page 1 of 2)

Figure 05−06−13

PSP 604−23
DFP0506_026
Cruise Control (Maximum Cruise Speed), ISA − 10°C (Page 2 of 2)

Figure 05−06−13

PSP 604−23
DFP0506_027
Cruise Control (Maximum Cruise Speed), ISA (Page 1 of 2)

Figure 05−06−14

PSP 604−23
DFP0506_028
Cruise Control (Maximum Cruise Speed), ISA (Page 2 of 2)

Figure 05−06−14

PSP 604−23
DFP0506_029
Cruise Control (Maximum Cruise Speed), ISA + 5°C (Page 1 of 2)

Figure 05−06−15

PSP 604−23
DFP0506_030

Figure 05−06−15

PSP 604−23
DFP0506_031

Figure 05−06−16

PSP 604−23
DFP0506_032

Figure 05−06−16

PSP 604−23
DFP0506_033

Figure 05−06−17

PSP 604−23
DFP0506_034

Figure 05−06−17

PSP 604−23
DFP0506_035

Figure 05−06−18

PSP 604−23
DFP0506_036

Figure 05−06−18

PSP 604−23

PSP 604−23
1. INTRODUCTION
Single engine operation descent data are presented in tabulated form as a function of airplane
gross weight during a descent from altitude to sea level for various temperature conditions.
Descent data are presented for a 0.78 MI/300/250 KIAS descent speed schedule.
Data are based on a descent with the remaining engine set at idle power, with high
air-conditioning on and anti-ice off. The descent schedule incorporates the ATC speed limitation
of 250 KIAS below 10,000 ft. No airplane rate of descent limitation is assumed.
The following data are presented as a function of initial descent weight for −10, 0, 10, and 20°C
temperature deviations from ISA:
At a selected descent speed schedule, the table is entered at an initial descent weight with
average temperature conditions at given initial and final descent altitudes. Descent time, distance
and fuel consumed are the differences between the values read at the initial and final altitudes.
Airplane rate of descent and indicated Mach number at altitude are also given.
Example:
Descent speed schedule = 0.78 MI/300/250 KIAS
Final altitude = Sea level
Using Page 1 Figure 05−07−3, the following data are obtained:
Time = 15.3 min
Air distance = 93.1 NM
Average true airspeed = 365 kt
Ground distance = 85.4 NM [ 93.1 X (365 − 30) / 365 ]

PSP 604−23
DFP0507_001
Descent (0.78 MI/300/250 KIAS), ISA − 10°C (Page 1 of 2)

Figure 05−07−1

PSP 604−23
DFP0507_002
Descent (0.78 MI/300/250 KIAS), ISA − 10°C (Page 2 of 2)

Figure 05−07−1

PSP 604−23
DFP0507_003
Descent (0.78 MI/300/250 KIAS), ISA (Page 1 of 2)

Figure 05−07−2

PSP 604−23
DFP0507_004
Descent (0.78 MI/300/250 KIAS), ISA (Page 2 of 2)

Figure 05−07−2

PSP 604−23
DFP0507_005
Descent (0.78 MI/300/250 KIAS), ISA + 10°C (Page 1 of 2)

Figure 05−07−3

PSP 604−23
DFP0507_006

Figure 05−07−3

PSP 604−23
DFP0507_007

Figure 05−07−4

PSP 604−23
DFP0507_008

Figure 05−07−4

PSP 604−23

PSP 604−23
1. INTRODUCTION
Single engine operation holding data are provided for typical holding altitudes as a function of
airplane gross weight for 225 KIAS and minimum drag (VMD) speeds. The holding data are
presented in tabular form and are based on the use of power for level flight on the remaining
engine, without exceeding maximum continuous thrust (MCT) with high air-conditioning on and
anti-ice off.
The following data are presented for each speed at pressure altitudes varying from 1,500 ft to
31,000 ft at −10, 0, 5, 10, 15, and 20°C temperature deviations from ISA:
• FUEL FLOW : Fuel flow of operating engine, in pounds per hour
Example:
Holding speed = VMD
Bank angle = 20°
Using Page 1 of Figure 05−08−9, the following are obtained:
Fuel flow = 1,088 lb/hr (of operating engine)
indicated airspeed = 162 kts
On Figure 05−08−13, enter the chart with the target bank angle and speed and read N1 and fuel
flow correction factors in percent:
Δ N1 = 3.8% (A)
% N1 = 65.0% (62.6 X 1.038)
Fuel flow = 1,190 lb/hr (1,088 X 1.094)

PSP 604−23
DFP0508_001

Figure 05−08−1

PSP 604−23
DFP0508_002

Figure 05−08−1

PSP 604−23
DFP0508_003

Figure 05−08−2

PSP 604−23
DFP0508_004

Figure 05−08−2

PSP 604−23
DFP0508_005

Figure 05−08−3

PSP 604−23
DFP0508_006

Figure 05−08−3

PSP 604−23
DFP0508_007

Figure 05−08−4

PSP 604−23
DFP0508_008

Figure 05−08−4

PSP 604−23
DFP0508_009

Figure 05−08−5

PSP 604−23
DFP0508_010

Figure 05−08−5

PSP 604−23
DFP0508_011

Figure 05−08−6

PSP 604−23
DFP0508_012

Figure 05−08−6

PSP 604−23
DFP0508_013

Figure 05−08−7

PSP 604−23
DFP0508_014

Figure 05−08−7

PSP 604−23
DFP0508_015

Figure 05−08−8

PSP 604−23
DFP0508_016

Figure 05−08−8

PSP 604−23
DFP0508_017

Figure 05−08−9

PSP 604−23
DFP0508_018

Figure 05−08−9

PSP 604−23
DFP0508_019

Figure 05−08−10

PSP 604−23
DFP0508_020

Figure 05−08−10

PSP 604−23
DFP0508_021

Figure 05−08−11

PSP 604−23
DFP0508_022

Figure 05−08−11

PSP 604−23
DFP0508_023

Figure 05−08−12

PSP 604−23
DFP0508_024

Figure 05−08−12

PSP 604−23
HLDCORM_3B − 15/05/96
DFP0508_025
Linear Holding − Bank Angle Corrections

Figure 05−08−13

PSP 604−23
SPECIAL OPERATIONAL DATA 06−00−1
CHAPTER 6 - SPECIAL OPERATIONAL DATA

TABLE OF CONTENTS
Page
GENERAL
EMERGENCY DESCENT
All Engines Operating or One Engine Out 06−02−1
Two Engines Inoperative 06−02−6
LANDING GEAR DOWN

Climb Performance 06−03−2
Cruise Performance 06−03−11
Descent Performance 06−03−18
Holding Performance 06−03−26
EMERGENCY DESCENT
Figure 06−02−1 Descent (MMO/VMO), All Engines Operating - ISA 06−02−2
Figure 06−02−2 Descent (MMO/VMO), One Engine Out - ISA 06−02−4
Figure 06−02−3 Descent With Two Engines Inoperative 06−02−7
LANDING GEAR DOWN

Figure 06−03−1 Climb Performance, ISA − 10°C 06−03−4
Figure 06−03−2 Climb Performance, ISA 06−03−5
Figure 06−03−3 Climb Performance, ISA + 5°C 06−03−6
Figure 06−03−7 Climb Ceiling 250 KIAS 06−03−10
Figure 06−03−8 Cruise 250 KIAS, ISA − 10°C 06−03−12
Figure 06−03−9 Cruise 250 KIAS, ISA 06−03−13
Figure 06−03−10 Cruise 250 KIAS, ISA + 5°C 06−03−14

PSP 604−23
Page
LANDING GEAR DOWN

Figure 06−03−14 Descent 250 KIAS, ISA − 10°C 06−03−20
Figure 06−03−15 Descent 250 KIAS, ISA 06−03−21
Figure 06−03−16 Descent 250 KIAS, ISA + 5°C 06−03−22
Figure 06−03−20 Linear Holding 250 KIAS, ISA − 10°C 06−03−27
Figure 06−03−21 Linear Holding 250 KIAS, ISA 06−03−28
Figure 06−03−22 Linear Holding 250 KIAS, ISA + 5°C 06−03−29
Figure 06−03−26 Linear Holding − Bank Angle Correction 06−03−33

PSP 604−23
1. INTRODUCTION
This chapter discusses non-standard performance items. The following data are included:
• Emergency descent
• All engines operating or one engine out
• Two engines inoperative
• Landing gear down operations.
given in the tables.

PSP 604−23

PSP 604−23
Emergency Descent REV 3, Feb 01/07
1. INTRODUCTION
Emergency descent data are presented as a function of airplane gross weight, during a descent
from altitude to sea level.
A. All Engines Operating or One Engine Out
Descent profile assumes idle thrust (two engines or single engine) with air-conditioning on
and anti-ice off, during a descent at MMO/VMO with flight spoilers extended.
The following descent data are presented in tabular form as a function of initial descent
weight at altitude, for ISA temperature conditions:
• ROD : Rate of descent at altitude in fpm
At a selected descent speed schedule, the table is entered at an initial descent weight at
given initial and final descent altitudes. Descent time and fuel consumed are the differences
between the values read at the initial and final altitudes. Airplane rate of descent and true
Mach number at altitude are also given.
The descent distance represents the air distance (zero wind) covered and ATAS represents
the average true airspeed from sea level to the point at which the top of descent altitude is
reached. In wind conditions, the ground distance can be derived using the following equation:
*(Wind :‘‘+’’ for tailwind and ‘‘−’’ for headwind.)
Example:
For a single engine emergency descent:
Descent speed schedule = VMO/MMO
Temperature = ISA + 10°C (only ISA data is available)
Using Page 1 of Figure 06−02−2, the following data are obtained:
Final altitude of sea level:
Time = 6.3 min
Average true airspeed = 412 kt
Ground distance = 39.8 NM [ 42.9 X (412 − 30) / 412 ]

PSP 604−23
DFP0602_001
Descent (MMO/VMO), All Engines Operating - ISA (Page 1 of 2)

Figure 06−02−1

PSP 604−23
DFP0602_002
Descent (MMO/VMO), All Engines Operating - ISA (Page 2 of 2)

Figure 06−02−1

PSP 604−23
DFP0602_003
Descent (MMO/VMO), One Engine Out - ISA (Page 1 of 2)

Figure 06−02−2

PSP 604−23
DFP0602_004
Descent (MMO/VMO), One Engine Out - ISA (Page 2 of 2)

Figure 06−02−2

PSP 604−23
B. Two Engines Inoperative

Descent profile assumes ADG deployed, flaps and landing gear retracted, and two engines
inoperative.
The following descent data are presented in tabular form as a function of gross weight at
altitude, for ISA temperature conditions:
• CAS : Calibrated airspeed in knots
The table is entered at a gross weight at given initial and final descent altitudes. Descent time
is the difference between the values read at the initial and final altitudes. The calibrated
airspeed (CAS) is the “best glide” speed for the given conditions.
Example:
Temperature = ISA (only ISA data is available)
Final altitude of sea level:
Time = 12.0 min
Calibrated airspeed = 183 kt

PSP 604−23
DFP0602_005
Descent With Two Engines Inoperative

Figure 06−02−3

PSP 604−23

PSP 604−23
Landing Gear Down REV 3, Feb 01/07
1. INTRODUCTION
This section provides two engine performance data to be used for calculation of detailed flight
plans for landing gear operations (pressure altitude of 20,000 ft and below).
The performance information includes:
• Climb performance tabulated data and climb ceiling chart,
• Cruise control tabulated data,
• Descent tabulated data, and
• Holding tabulated data and bank correction chart.
All performance data presented in this chapter is based on a center of gravity location of 30% of
the mean aerodynamic chord with normal air conditioning on and anti-ice off, unless otherwise
noted.
It is permitted to interpolate linearly between aircraft weight, altitude and/or temperature values
given in the tables. Shaded areas distinguish several variables by column.

PSP 604−23
2. CLIMB PERFORMANCE
The all engine operating data with landing gear down is presented in tabular form as a function of
initial climb weight for −10°, 0°, 5°, 10°, 15° and 20°C temperature deviation from ISA. The data is
based on the use of maximum climb thrust, a speed of 250 KIAS, with normal air conditioning on
and anti-ice off. The speed of 250 KIAS is the maximum landing gear extended speed (VLE).
All of the charts use sea level as the altitude at the start of the climb.
Climb performance tables show the following data:
• ROC : Rate of climb at altitude in fpm
The table is entered at an initial climb weight with average temperature conditions at given initial
and final climb altitudes. Climb time, distance and fuel consumed are the differences between the
values read at the initial and final altitudes. Airplane rate of climb and indicated Mach number at
altitude are also given.
The climb distance represents the air distance (zero wind) covered, and ATAS represents the
average true airspeed from sea level to the point at which the top of climb altitude is reached. In
wind conditions, the ground distance can be derived using the following equation:

PSP 604−23
Example:
Initial climb weight at sea level = 46,000 lb
Initial climb altitude = 1,500 ft
Climb speed schedule = 250 KIAS
Average wind = –30 kt (headwind)
Initial altitude of 1,500 ft:
Time to 1,500 ft = 0.6 min
Ground distance to 1,500 ft = 2.2 NM [ 2.4 X (253 – 30) / 253 ]
Fuel consumed to 1,500 ft = 58 lb
Time to 20,000 ft = 13.9 min
Ground distance to 20,000 ft = 63.4 NM [ 70.3 X (304 − 30) / 304 ]
Fuel consumed to 20,000 ft = 1,124 lb
Climb time, distance and fuel consumed between 1,500 ft and 20,000 ft pressure altitudes are
Time = 13.3 min (13.9 – 0.6)
Ground distance = 61.2 NM (63.4 – 2.2)
Fuel consumed = 1,066 lb (1124 – 58)

PSP 604−23
DFP0603_001
Climb Performance, ISA − 10°C

Figure 06−03−1

PSP 604−23
DFP0603_002
Climb Performance, ISA

Figure 06−03−2

PSP 604−23
DFP0603_003
Climb Performance, ISA + 5°C

Figure 06−03−3

PSP 604−23
DFP0603_004

Figure 06−03−4

PSP 604−23
DFP0603_005

Figure 06−03−5

PSP 604−23
DFP0603_006

Figure 06−03−6

PSP 604−23
DFP0603_007
Climb Ceiling 250 KIAS

Figure 06−03−7

PSP 604−23
3. CRUISE PERFORMANCE
The primary purpose of the cruise control data with landing gear down is to establish a target
thrust setting (% N1) for a selected cruise speed of 250 KIAS at a given pressure altitude (not
exceeding 20,000 ft), ambient temperature and aircraft weight combination. The all engine cruise
control data is presented in tabular form, and is based on the use of power for level flight (not
exceeding maximum cruise thrust) with normal air conditioning on and anti-ice off.
The all engine operating cruise control data is tabulated for a speed of 250 KIAS. Data is shown
for pressure altitudes from 1,500 ft to 20,000 ft and for −10°, 0°, 5°, 10°, 15° and 20°C
temperature deviation from ISA.
• LB/HR/ENG : Fuel flow per engine in pounds per hour
Example:
Cruise speed = 250 KIAS
Using Figure 06−03−12 , the following are obtained:

PSP 604−23
DFP0603_008
Cruise 250 KIAS, ISA − 10°C

Figure 06−03−8

PSP 604−23
DFP0603_009
Cruise 250 KIAS, ISA

Figure 06−03−9

PSP 604−23
DFP0603_010
Cruise 250 KIAS, ISA + 5°C

Figure 06−03−10

PSP 604−23
DFP0603_011

Figure 06−03−11

PSP 604−23
DFP0603_012

Figure 06−03−12

PSP 604−23
DFP0603_013

Figure 06−03−13

PSP 604−23
4. DESCENT PERFORMANCE
The all engine operating data with the landing gear down is presented in tabular form as a
function of aircraft weight during a descent from altitude to sea level for −10°, 0°, 5°, 10°, 15° and
20°C temperature deviation from ISA. The data is based on the use of idle power, a descent
speed schedule of 250 KIAS, with normal air conditioning on and anti-ice off. The speed of
250 KIAS is the maximum landing gear extended speed (VLE).
Where applicable, the airplane rate of descent has been limited to 3,000 fpm (rate of descent
shown in bold) to meet NBAA operational rules.
Descent performance graphs show the following data:
The table is entered at an initial descent weight with average temperature conditions at given
initial and final descent altitudes. Descent time, distance and fuel consumed are the differences
between the values read at the initial and final altitudes. Airplane rate of descent and indicated
Mach number at altitude are also given.

PSP 604−23
Example:
Descent speed schedule = 250 KIAS
Initial cruise altitude of 20,000 ft:
Descent time, distance and fuel consumed between 20,000 ft and 1,500 ft pressure altitudes
are obtained as follows:
Time = 6.4 min (6.9 − 0.5)
Ground distance = 28.5 NM (30.4 − 1.9)
Fuel consumed = 150 lb (161− 11)

PSP 604−23
DFP0603_014
Descent 250 KIAS, ISA − 10°C

Figure 06−03−14

PSP 604−23
DFP0603_015
Descent 250 KIAS, ISA

Figure 06−03−15

PSP 604−23
DFP0603_016
Descent 250 KIAS, ISA + 5°C

Figure 06−03−16

PSP 604−23
DFP0603_017

Figure 06−03−17

PSP 604−23
DFP0603_018

Figure 06−03−18

PSP 604−23
DFP0603_019

Figure 06−03−19

PSP 604−23
5. HOLDING PERFORMANCE
The primary purpose of the holding data with landing gear down is to establish a target thrust
setting (% N1) for a selected cruise speed of 250 KIAS at a given pressure altitude (not
exceeding 20,000 ft), ambient temperature and aircraft weight combination. The all engine
holding data is presented in tabular form, and is based on the use of power for flight level (not
exceeding maximum cruise thrust) with normal air conditioning on and anti-ice off.
The all engine operating holding data with landing gear down is tabulated for a speed of
250 KIAS. Data is shown for pressure altitudes from 1,500 to 20,000 ft, and for −10°, 0°, 5°, 10°,
15° and 20°C temperature deviation from ISA.
Holding performance tables show the following data:
• FUEL FLOW : Fuel flow per engine in pounds per hour
Example:
Holding speed = 250 KIAS
Bank angle = 20°
On Figure 06−03−26, enter the chart with the target bank angle and speed, and read N1 and
fuel flow correction factors in percent:
Δ N1 = 0.94% (A)
% N1 = 76.8% (76.1 X 1.0094)
Fuel flow = 1,733 lb/hr (1,696 X 1.0220) Linear Holding –
Bank Angle Correction

PSP 604−23
DFP0603_020
Linear Holding 250 KIAS, ISA − 10°C

Figure 06−03−20

PSP 604−23
DFP0603_021
Linear Holding 250 KIAS, ISA

Figure 06−03−21

PSP 604−23
DFP0603_022
Linear Holding 250 KIAS, ISA + 5°C

Figure 06−03−22

PSP 604−23
DFP0603_023

Figure 06−03−23

PSP 604−23
DFP0603_024

Figure 06−03−24

PSP 604−23
DFP0603_025

Figure 06−03−25

PSP 604−23
DFP0603_026
Linear Holding − Bank Angle Correction

Figure 06−03−26

PSP 604−23

PSP 604−23

604 FPCCM

Transféré par

Informations du document

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

604 FPCCM

Transféré par

Droits d'auteur :

Formats disponibles

Flight Planning and

CL-600-2B16 (CL-605) 48,200 lb MTOW

FIRST ISSUED: Jun 24/1996 REVISION 6: Jul 17/2009

Publication No. CH 604 FPCCM-I

For more information please contact:

North America: 1-866-JET-1247 (1-866-538-1247)

Distribution & Ordering

To ease the ordering process, the following Document

Copyright © 2006-2009 by Bombardier Inc. All rights reserved.

REV 1 Chapter 6 − Special Addition of two engine inoperative

REV 2 Chapter 1 − Introduction Addition of data for AR certification.

REV 3 All Incorporation of Temporary

REV 4 Chapter 5 − Single Addition of high speed driftdown

Flight Planning and Cruise Control Manual

REV 5 Chapter 4 − Two Engine Incorporation of editorial

REV 6 Chapter 3 − Flight Incorporation of editorial

Flight Planning and Cruise Control Manual

604/1 Temporary revision to advise flight crew of Incorporated

Flight Planning and Cruise Control Manual

THIS PAGE INTENTIONALLY LEFT BLANK

Flight Planning and Cruise Control Manual

Page Date Page Date Page Date

Title Jul 17/09 −20 Feb 01/07 −37 Feb 01/07

Flight Planning and Cruise Control Manual

Page Date Page Date Page Date

−8 Feb 01/07 −21 Feb 01/07 −15 Feb 01/07

Flight Planning and Cruise Control Manual

Page Date Page Date Page Date

−47 Feb 01/07 −96 Feb 01/07 −145 Feb 01/07

Flight Planning and Cruise Control Manual

Page Date Page Date Page Date

−13 Feb 01/07 −5 Oct 31/07 −6 Feb 01/07

Flight Planning and Cruise Control Manual

Page Date Page Date Page Date

−36 Feb 01/07 06−02 −1 Feb 01/07

06−01 −1 Feb 01/07

Flight Planning and Cruise Control Manual

THIS PAGE INTENTIONALLY LEFT BLANK

Flight Planning and Cruise Control Manual

TABLE OF CONTENTS 01−00−1

Flight Planning and Cruise Control Manual

THIS PAGE INTENTIONALLY LEFT BLANK

Flight Planning and Cruise Control Manual

Flight Planning and Cruise Control Manual

2. SCOPE OF THE CL600-2B16, FLIGHT PLANNING AND CRUISE CONTROL MANUAL

Flight Planning and Cruise Control Manual

Flight Planning and Cruise Control Manual

Chapter Page Number

Section Within Chapter

Flight Planning and Cruise Control Manual

ACU Air Conditioning Unit AR Aviation Register

°C Celsius CLB Climb

DEG Degree DIFF Difference

E Exponent ELEV Elevation

°F Fahrenheit FPM Feet Per Minute

Flight Planning and Cruise Control Manual

IAS Indicated Air Speed INOP Inoperative

LB, LBS Pound

M, MI Indicated Mach MMO Maximum Operating Limit

N Newton NM Nautical Mile

OAT Outside Air Temperature OEI One Engine Inoperative

Flight Planning and Cruise Control Manual

R Rankine RPM Revolutions per Minute

S, SEC Second SFC Specific Fuel Consumption