CL350 AFM Limitations (NICE TO KNOW) Flashcards
memorize aricraft limitaions
Engine Anti-Ice Ground Operation
Must be on when OAT on the ground and for takeoff is ≤ +10°C or when operating on ramps taxiways and runways with snow, ice, standing water, or slush present.
Engine Anti-Ice Flight Operatons
Must be on in visible moisture when TAT is ≤ +10°C except when SAT is -40°C or below.
*Must be on when ICE DETECT CAS message is on or in icing conditions
Wing Anti-Ice Ground Operations
Must be on for takeoff when OAT is ≤ +5°C in visible moisturee (fog, rain, etc with vis < 1 mile) and/or when operating on ramps, taxiways, and runways when surface snow, ice, standing water, or slush is present.
Wing Anti-Ice Flight Operations
Icing conditions exist in flight at a TAT of ≤ +10°C and visible moisture in any form is encountered, except when SAT is ≤ -40°C.
WING A/I must be on when: - ICE DETECT CAS message is on, or - in icing conditions and airspeed is ≤ 210 KIAS
Max Approach Glide Path Angle
Operations with a glidepath angle of 4.5 degrees or greater is prohibited.*
*Glidepath angle further limited at airport elevations above 5,000’ MSL.
See Bombardier AFM , figure 02-01-1
Min Takeoff Weight
25,000 lbs (due to Vmcg)
Max Runway Slope for Takeoff and Landing
+/-2%
Cold Weather Operations-Frost limitations
Takeoff is prohibited with frost, ice, snow or slush adhering to any critical surface (wings, horizontal stabilizer, control surfaces, engine inlets, and upper surface of the fuselage).
Takeoff is permitted with frost adhering to:
a) the underside of the wing when caused by cold soaked fuel
b) the upper surface of the fuselage.
Operations with Type II, III, and IV Anti-icing Fluids
The wing anti-ice system must only be selected ON, if required, just prior to thrust increase for takeoff.
Min Operating Temperature
-4O°C at pressure ALT below 14,000’
ECS (Air Conditioning) limitations during ground ops
Do not select the AIR SOURCE switch TRIM AIR ONLY while the aircraft is on the ground. PACK must be operating when electrical power is on for more than 30 minutes and the OAT is ≥ +40°C.
Use of FMS V-speed data
Prohibited for temperatures above ISA +33C
Max Latitudes for FMS navigation
Prohibited south of 60 degrees South latitude.
Prohibited North of 73 degrees north latitude and for Canadian Northern Domestic Airspace.
Minimum FMS sources for Navigation
FMS navigation prohibited unless receiving:
One GNSS
or
Two DME’s
or
One VOR/ DME
or
One IRS
RNP Operation CDI Scales
RNP APCH = 0.3nm
Basic RNP = 1.0nm
RNP-2 = 2.0nm
RNP-4 = 4.0nm
RNP-10 = 4.0nm
FMS messages which must not be annunciated for RNAV operations
FMS DR (PFD, MFD or CDU)
IRS ONLY (PFD, MFD or CDU)
VOR/DME ONLY (CDU) OR V/D ONLY (PFD)
VOR/DME DIST>40.0 NM ( CDU)
CHK POS (PFD OR CDU)
Max RNP Leg Lengths
When conducting RNP navigation operations the length of each individual flight plan leg or between the aircraft and the TO waypoint must not exceed:
BASIC RNP-1……………50nm RNP-2………………………100nm RNP4 or RNP-10………500nm
Note: pilot defined waypoints must not be used to create individual legs shorter than the limiting length.
FMS messages which must not be annunciated for RNP operations
NO APPR (FMS A1 ON PFD)
LOI (FMS A1 ON PFD)
LOSS OF INTEGRITY (on CDU)
GNSS NOT AVAILABLE (on CDU)
GNSS-FMS DISAGREE (on CDU)
VNAV Guidance Limitation
VNAV vertical guidance is prohibited when the barometric altitude is corrected to the landing field elevation (QFE).
RNP operations down to LPV minimums are prohibited when these messages are displayed:
Red boxed “VNV” (vertical deviation scale on PFD)
NO APPR (on PFD)
EFIS MISCOMPARE (CAS messge)
EFIS COMP INOP (CAS message)
LPV NOT AVAIL (on CDU)
RNP LPV Operations Required Equipment
Dual PFD
Dual GNSS with SBAS
Dual FMC
Standby Instrument Localizer
Prohibited to use standby instrument localizer guidance during localizer backcourse approaches
Standby Compass Use Requirement
L and R WHSLD/WINDOW switches must be temporarily selected OFF while the standby compass is being used.
IRS Alignment
Following a successful initial alignment, do not manually re-enter the position in the FMS CDU either immediately before, or immediately after aircraft movement. If this has occurred, a complete normal shutdown and restart of the aricraft and IRSs must be completed. Failure to do so may lead to a total IRU loss during subsequent flight legs.
