Operations Reference Manual

INTRODUCTION
OPERATIONS REFERENCE MANUAL

Contents

INTRODUCTION Chapter 1
GENERAL PROCEDURES Chapter 2
NORMAL PROCEDURES Chapter 3
FLIGHT TRAINING PROCEDURES Chapter 4
ABNORMAL PROCEDURES Chapter 5

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01 Introduction

TABLE OF CONTENTS
Introduction ............................................................................................................... 1-1
General .............................................................................................................. 1-1

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Introduction
General
The following profiles are based on standard jet operating procedures as modified for
the specific handling characteristics of the Challenger 650.
The crew responsibilities defined for these profiles may be modified by individual
operators to meet their requirements, provided that safety and the operational limits of
the AFM, and the country of registry’s regulations are not contravened. Every effort has
been made to ensure that these procedures are consistent with the AFM, CARs, JARs
and FARs, which shall have precedence in the event of any discrepancy.

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02 General Procedures

TABLE OF CONTENTS
General Procedures .................................................................................................. 2-1
Airplane Flight Manual (AFM) ............................................................................ 2-1
Chain of Command ............................................................................................ 2-1
Crew Coordination ............................................................................................. 2-1
Normal Checklists .............................................................................................. 2-1
Flight Control Panel (FCP) Protocol................................................................... 2-3
Autothrottle System (ATS) ................................................................................ 2-4
ATS Modes ................................................................................................ 2-4
Mode Status Display (MSD)....................................................................... 2-4
Takeoff ....................................................................................................... 2-4
PFD Setup......................................................................................................... 2-7
MFD Setup ........................................................................................................ 2-8
MEM Function Keys ........................................................................................... 2-8
FMS Setup ......................................................................................................... 2-8
Airspeeds and power setting............................................................................. 2-9

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General Procedures
Airplane Flight Manual (AFM)
The AFM is provided for the direction of pilots when operating the Challenger 650. It is
essential that the aircraft be operated at all times within the approved flight envelope
and AFM limitations. In the event that any information in this document, or any other
document, conflicts with the AFM, the AFM always takes precedence.
Chain of Command
The chain of command in order of priority is:
1. Pilot in command (PIC)
2. Second in command (SIC)
Crew Coordination
Crew coordination is an essential part of every successful flight. It is the responsibility
of each crew member to be thoroughly familiar with his/her responsibilities and execute
them in a professional and timely manner. The in-flight duties of the pilots are
interchangeable, therefore, the terminology pilot flying (PF) and pilot monitoring (PM) is
used to distinguish pilot duties. During ground operations, the pilot occupying the left
seat is considered the PF until the aircraft is lined up for takeoff, and assumes PF
duties after landing when the aircraft has decelerated to taxi speed. The PF/PM duties
may be changed during flight at the discretion of the PIC. The pilot relinquishing PF
duties announces “YOU have control”. The pilot assuming control responds
“I have control”. As a standard, the PM normally handles ATC communications, and the
PF communicates with the cabin via the PA.
Normal Checklists
Normal procedures describe actions which are necessary for routine airplane
operation. The sequence of procedures follows the natural phases of flight. The
sequence of actions in a procedure follows a standardized scan of panel or equipment,
except when required by system logic or priority.
Procedures/checklists which have to be performed on the ground are initiated by the
pilot in command. Procedures/checklists which have to be performed in flight are
initiated by the PF.
Some normal procedures, which are not routine at the same point of each flight, will be
found in Chapter 6; SUPPLEMENTARY PROCEDURES of FCOM vol 1.
All crew members must report to the pilot in command all abnormalities discovered
during airplane and systems inspections and checks.

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NOTE

Throughout all normal procedures, even when not specifically written, it is

assumed that crew members pay continuous attention to the airplane systems
through periodic checks of the various instruments, displays and circuit
breaker panels.
Each checklist segment is designated as one of the following:
1. Challenge and Response – PM calls the checklist item and monitors, PF responds
2. Read and Do – PM calls the checklist items and responses aloud, the PF monitors
When the required checklist has been completed, the PM announces the checklist
complete “AFTER TAKEOFF CHECK COMPLETE”. When the response to a particular
checklist item is AS REQUIRED, the actual response from the PF is to be positive and
stated as: ON, OFF, CLOSED.
Normal procedures for most phases of flight can be performed by recall (flow). After
completion of a given procedure, the related normal checklist is used to ascertain that
the airplane is prepared and safe for the next phase of flight. If the nature of an
operation is not suitable to the use of flow, the procedures can be performed directly
with the checklist.
The following table lists the checklists and the recommended method for completion.
All configuration changes (gear, flaps, spoilers) should be commanded by the PF.

CHECKLIST METHOD

NORMAL POWER-UP CHECK Read and Do

SYSTEMS CHECK Flow and/or Challenge and Response
BEFORE START CHECK Challenge and Response
START CHECK Flow and/or Challenge and Response
AFTER ENGINE START CHECK Flow and/or Challenge and Response
TAXI CHECK Challenge and Response
TAKEOFF CHECK Flow and/or Read and Do
AFTER TAKEOFF CHECK Flow and/or Read and Do
CLIMB CHECK Flow and/or Read and Do
CRUISE CHECK Read and Do
DESCENT CHECK Read and Do
IN RANGE CHECK Flow and/or Read and Do
BEFORE LANDING CHECK Flow and/or Read and Do – PF will confirm 3 green
AFTER LANDING CHECK Flow and/or Read and Do
SHUTDOWN CHECK Flow and/or Challenge and Response
SECURING CHECK Flow and/or Challenge and Response

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Flight Control Panel (FCP) Protocol

When the aircraft is being “hand flown”, the PF directs the PM to make any required
selections on the flight control panel (FCP), allowing the PF to focus on maintaining the
desired flight path. Immediately after takeoff, for example, when the PF has the aircraft
under control manually, he requests the PM to set the FCP as required.
When the autopilot is engaged, the PF makes all FCP selections except for the ALT
selector knob.
Calls: When a flight director (FD) mode is selected on the FCP, the changes in status
on the flight mode annunciator (FMA) should be acknowledged by the PF. For example:
“SELECT FLC, FLC (active)”. The same should apply to changes in the lateral modes
of HDG, NAV, etc. For example: “HDG (active), LNAV1 ARMED”.

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Autothrottle System (ATS)

ATS Modes
General
The ATS always needs a thrust limit (‘N1’ target) being posted. This means that an
‹ACT› selection (TO, CLB or CRZ) has been made on the FMS THRUST LIMIT page.
Thrust limits are extracted from thrust charts in the AFM and FPCCM, and therefore the
proper bleed configuration and outside conditions (e.g. temperature and altitude) must
match an existing AFM or FPCCM chart.

Mode Status Display (MSD)

Changes in status of the ATS mode should be acknowledged on the MSD in the same
manner that FMA status change is acknowledged. For example, capturing an altitude
after a climb in FLC mode, when MSD changes from N1 CLB to SPEED: “SPEED”.

NOTES

1. Transferring 10th stage bleed source (engine to APU or vice versa) may
result in ATS disconnect as thrust limit in use may be lost.

2. If attempting to engage the ATS with the power setting close to the posted
thrust limit, the ATS may not engage unless power is reduced slightly.

3. If the ATS fails, holding the ATS switch depressed will display the associated
error code in the MSD window.

Takeoff
Lateral and vertical takeoff FD modes are selected by pressing the takeoff/go-around
(TOGA) button on the side of either thrust lever. This action will simultaneously arm the
ATS(N1 TO on MSD) mode if the takeoff thrust limit is active.
When the aircraft has been cleared for takeoff, the PF smoothly advances the thrust
levers until the ATS engages (at approximately 75% N1). The ATS automatically sets
and maintains the calculated takeoff N1 thrust.
Alternately, the PF may simply engage the ATS button (on the glareshield), and the
thrust levers will advance from idle to the posted takeoff N1.
In both cases, the crew must confirm that the ATS has achieved the required takeoff
thrust setting prior to 80 KIAS. At this point, the ATS mode changes to N1 HOLD until
320 ft radio altitude, and no further adjustments are made by the ATS.

NOTE

If “FAIL” is posted on the Mode Status Display (MSD) when TOGA button is
depressed prior to takeoff, press the ATS disengage button once to restore N1
TO on MSD.

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Climb
Once the aircraft is safely airborne, the crew selects a lateral mode (discussed later)
and a vertical FD mode (FLC, VS, or PTCH).
When flight level change (FLC) is selected, the autothrottle sets thrust to the selected
N1 target on the FMS THRUST LIMIT page to accomplish the climb. The AFCS
maintains airspeed through pitch attitude (elevator) control.
When vertical speed (VS) or pitch (PTCH) modes are selected, the ATS operates in
SPEED mode and sets thrust to achieve the speed selected by the pilot using the
SPEED knob on the FCP, or the speed designated by the FMS VNAV profile (if
activated). ATS SPEED mode will not exceed the N1 limit selected on the THRUST
LIMIT page of the FMS.
Cruise
When cruising with altitude select (ALTS) or altitude hold (ALT HOLD) FD modes
active, the ATS operates in SPEED mode.

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Descent
Descent may be accomplished using FLC, VS, PTCH, or VNAV PATH FD modes.
When FLC is selected, with the altitude selector set below the aircraft’s current altitude,
the ATS operates in DESCENT mode and retards the thrust levers for 4 seconds at a
fixed rate. After the automatic initial thrust reduction, ATS servo will disengage,
DESCENT mode remains displayed on the ATS mode status display (MSD) but further
power adjustments could be made by the PF.
When VS, PTCH, or VPATH modes are in operation, the ATS remains in SPEED mode
and operates within the selected engine N1 limits to maintain the selected speed.
Approach
During approaches, the ATS operates in the same way as during descents, and will use
SPEED mode for ILS glideslope (GS) mode and VNAV glide path (VGP) mode.
When the landing gear and flaps are in the landing configuration, the ATS gains
increase in order to more accurately follow the selected speed.
Landing
Upon reaching 100 ft radar altitude, SPEED mode flashes in the MSD.
Upon reaching 50 ft radar altitude, RETARD mode is activated and the thrust levers are
retarded to idle for the landing.

NOTE

This function is only available when the flaps are at 45 degrees. For landings
with flaps NOT at 45 degrees, the ATS must be disengaged prior to 100 ft AGL.

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PFD Setup

PHASE OF FLIGHT CONFIGURATION

V-speeds set, speed bug set to 200 kt,

HDG bug set to runway heading or as required,
DEPARTURE Altitude selector knob set to cleared altitude when lined up on runway:
• TO/TO displayed on FMA
• N1 TO displayed on ATS MSD
V-speeds posted, speed bug set to desired speed for maneuvering, then
to adjusted speed on final approach (VREF + 1/2 steady state wind + all
ARRIVAL the gust, max 20 kt adjustment)
Heading bug as required
Altitude selector knob to cleared altitude

PFD CONFIGURATION PF PM

FORMAT PPOS PPOS

NAV SOURCE FMS 1 FMS 2
POINTERS AS REQ’D AS REQ’D
TCAS ON (Displayed), RELATIVE ALT ON (Displayed), RELATIVE ALT
RADAR OFF (Not displayed) OFF (Not displayed)
TERRAIN ON (Displayed) ON (Displayed)
RANGE 10 MILES, or AS REQ’D AS REQ’D

NOTE

To preview the localizer and glideslope prior to conducting ILS or localizer

based approaches, select PFD format to ROSE.

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MFD Setup
MFD CONFIGURATION PF PM

UPPER WINDOW EICAS SUMMARY

LOWER WINDOW
PPOS PPOS
FORMAT
- TCAS ON (Displayed), RELATIVE ALT ON (Displayed), RELATIVE ALT
- RADAR WX/LX (Displayed) WX/LX (Displayed)
- TERRAIN OFF (Not displayed) OFF (Not displayed)
- MFD DATA WINDOW (via CDU) VNAV ON

MEM Function Keys

The following table shows recommended MEMORY keys setup for the PM.

MEM 1 MEM 2

UPPER WINDOW SUMMARY OFF OFF

LOWER WINDOW PPOS PPOS PLAN
OVERLAYS TCAS, WX/LX TCAS, WX/LX N/A
Speed, Altitude, Missed Speed, Altitude, Missed Speed, Altitude, Missed
MAP SYMBOLS
Approach, RNG Alt Sel Approach, RNG Alt Sel Approach, RNG Alt Sel
MFD DATA WINDOW ON ON ON

NOTE

PM MFD may be used for EFB chart display, electronic checklist, or full page
map display as required by flight crew.
FMS Setup

1. POS INIT
2. FPLN loaded
3. DEP/ARR selected
FMS 1
4. Thrust limit posted on EICAS
5. PERF initialized (PERF INIT, VNAV SETUP, TAKEOFF)
5. LEGS page 1 displayed
1. POS INIT
FMS 2
2.TUNE page displayed
1. POS INIT
FMS 3 2. FPLN cross-loaded & PERF initialized
3. IDX PROG page 2/2 displayed

NOTE

The FMS is always sync’d.

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Airspeeds and power setting

The following table is provided as guidance for Airspeed/Pitch/N1 settings in various
phases of flight (Based on 38,000 lb airplane, ISA conditions, calm winds, 30% MAC):

FLIGHT PHASE AIRSPEED PITCH N1%

Climb
≤ 10,000 ft 250 12 Thrust Limit
10,000 ft - 25,000 ft 250 7.5 Thrust Limit
≥ 25,000 ft 250/.72 5 Thrust Limit
Descent
All altitudes 250 0 Idle
Initial approach (level flight)
Flaps 0/Gear up 250 2.5 60
Flaps 0/Gear up 200 4 55
Flaps 20/Gear up 180 2 60
Flaps 30/Gear down 160 2 68
Final Approach (3 degrees slope)
Flaps 45/Gear down Vref +5 -2 60
Flaps 20/gear Down (SE) Vref +14 +5 1 63 (SE)
Min Maneuvering
Flaps 0/Gear up 170 7 53
Flaps 20/Gear up 160 3 55
Flaps 30/Gear up 150 2 60
Flaps 30/Gear down 150 2 67
Flaps 45/Gear down 145 0 73
Correction guidance on power settings:
Weight  1% N1 per  4000 lb
Single engine + 15% N1
Altitude + 0.8% N1 per 1,000 ft
Wind (on approach) +3% N1 per 10 kt headwind

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03 Normal Procedures

TABLE OF CONTENTS
Normal Procedures ................................................................................................... 3-1
Pre-Flight............................................................................................................ 3-1
Takeoff Briefing .................................................................................................. 3-1
Engine Start ...................................................................................................... 3-2
Start Procedure.......................................................................................... 3-2
Taxi .................................................................................................................... 3-2
Takeoff (Normal) ............................................................................................... 3-3
Standard Calls ........................................................................................... 3-3
Takeoff Profile............................................................................................ 3-5
Flex Thrust Takeoff .................................................................................... 3-6
Maximum Thrust Takeoff ........................................................................... 3-6
Noise Friendly Departure ........................................................................... 3-6
Climb ................................................................................................................. 3-7
Standard Calls .......................................................................................... 3-7
Cruise................................................................................................................. 3-7
Descent .............................................................................................................. 3-7
Standard Calls .......................................................................................... 3-7
Holding ............................................................................................................... 3-7
Approach Briefing............................................................................................... 3-8
Recommended Flight Director Modes on Approach ......................................... 3-9
Standard calls .......................................................................................... 3-10
Supplemental Standard calls using HUD/EVS......................................... 3-11
Approach Profiles..................................................................................... 3-12
Vertical Navigation (VNAV) Descent and Approach Procedures ..................... 3-14
Enroute VNAV Descent.................................................................................... 3-14
VNAV Approach – General ............................................................................. 3-15
RWY VS. V-MDA APPROACHES ................................................................... 3-15
RWY Approaches .................................................................................... 3-15
V-MDA Approaches ................................................................................. 3-15
Using VNAV for Approaches.................................................................... 3-16
VNAV with MDA Minimums ..................................................................... 3-16
VNAV/LNAV with DA Minimums .............................................................. 3-16
RNAV (GNSS) vs. VOR, NDB Approaches ..................................................... 3-16
RNP AR Procedures ...................................................................................... 3-17
Preflight.................................................................................................... 3-17
Before Commencing Approach................................................................ 3-17
Approach Briefing .................................................................................... 3-18
Supplemental Standard Calls during RNP AR Approach ........................ 3-19
When cleared for the RNP AR Approach................................................. 3-19
Missed Approach ..................................................................................... 3-20
Equipment Failures .................................................................................. 3-20

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Circling Approaches ............................................................................................. 3-23

General .................................................................................................... 3-23
Maneuvering and Approach Speeds........................................................ 3-23
TERPS Expanded Protected Airspace for Circling .................................. 3-24
Considerations ......................................................................................... 3-24
Smart Landing/Smart Runway-RAAS
(Runway Awareness and Advisory System) ............................................ 3-25
Synthetic Vision System (SVS) ................................................................ 3-25
Turning Diameter Vs Bank and Speed..................................................... 3-25
Circling Approach Patterns ...................................................................... 3-25
Circling Approach Briefing........................................................................ 3-26
Circling Profile .......................................................................................... 3-27
Landing ............................................................................................................ 3-28
Standard Calls ......................................................................................... 3-28
Bounced Landing ..................................................................................... 3-28
After Landing From Right Seat ........................................................................ 3-28
Shutdown ......................................................................................................... 3-29
Missed Approach Procedure............................................................................ 3-29
Missed Approach ..................................................................................... 3-30
Missed Approach Profile .......................................................................... 3-31

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Normal Procedures
Pre-Flight
Before each flight, the flight crew must perform an external and internal inspection of
the aircraft. The crew confirms the aircraft is ready for operation, all required
maintenance action complete, and all required documentation on board. After the
NORMAL POWERUP CHECK is completed, the SYSTEMS CHECK is to be
completed. On through-flights with the same crew, only the BEFORE START CHECK
items need to be accomplished.
If carrying passengers without a flight attendant, the following procedure applies:
The flight crew must ensure that all passengers are seated such that they can be seen
from the flight deck and that the aircraft center of gravity remains within limits. The flight
crew must also ensure that all passengers have received an emergency briefing and
that the cabin is secured. This has to be accomplished by one of the pilots prior to
engine start. The flight deck and/or cabin doors must be secured open so that the cabin
is visible from the flight deck.
Takeoff Briefing
An adequate crew briefing, covering the important aspects of a particular takeoff, is a
must, and cannot be overemphasized. It is the responsibility of the pilot to ensure that
the flight crew is familiar with the pertinent takeoff and departure procedures, and any
emergency which may arise. The following items are recommended for review:
• Type of takeoff required for the existing weather and runway conditions,
• Runway conditions
• Anti-icing requirements
• N1 thrust setting, V speeds and bug settings
• Airspeed calls
• Rejected takeoff considerations and procedures
• SID or departure procedures as per clearance
• Obstacle clearance requirements
• Emergency plan and any other condition which may alter the normal takeoff
profile
• Any questions, clarifications or other pertinent details (MEL/CDL)

NOTES

1. Crew may display the MFD data as a reference for takeoff briefing.

2. The colored Items on the MFD data page should be mentioned during
takeoff briefing.

3. In case of a departure which includes a speed constraint, the crew may set
the speed bug 10 knots below the speed restriction to anticipate any lag of
response of the ATS.

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Engine Start
When ready for start, the Start Check is accomplished. The engines are normally
started by the left seat crew who also communicates with the groundcrew. The normal
start sequence is right (#2) then left (#1).

Start Procedure

LEFT SEAT RIGHT SEAT

Announce CLEAR #2 or #1 If starting #2, confirm area clear

Call CLEAR #2
Select START SWITCH/LIGHT IN Start clock
Announce STARTING #2 or #1
After engine has stabilized at idle, repeat the start procedure for the other engine.

NOTE

Additional calls during engine starts such as engine parameters may be made
at the discretion of the crew.
Taxi
Prior to taxi, the crew confirms normal EICAS indications. During the taxi, once the
aircraft is clear of congested areas, the PM monitors the flight instruments for any
abnormalities and commences the TAXI CHECK at the request of the PF.

CAUTION

1. Do not arm nosewheel steering until chocks are removed and the nose
area is clear.

2. TOGA should only be selected when taxiing into takeoff position to

prevent premature takeoff power application by the ATS.

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Takeoff (Normal)
Prior to reaching the holding point, the crew should confirm the selection of TOGA,
correct runway heading, and the first altitude restriction. When cleared on to the
runway, the PM completes the TAKEOFF CHECK as the PF taxis the aircraft into
position. To maximize safety and CRM, the PM turns on the anti-collision lights when
cleared to line up, and the landing lights when cleared for takeoff.
Into-wind aileron should be applied and the brakes released simultaneously while
advancing the thrust levers to the TO thrust setting. The PM checks the EICAS for the
required thrust, overall engine performance and CAS messages. The PF uses the
rudder pedals to maintain runway centerline vice using the tiller. At the call of “V1”, the
PF removes his hand from the thrust levers and places it on the control wheel. At
“ROTATE”, the aircraft is smoothly rotated (maximum of 3 degrees per second) in one
continuous motion to 12 degrees nose up (NU) on the ADI. When a positive rate of
climb is indicated on the altimeter and VSI, the PM calls “POSITIVE RATE”. The PF
calls for “GEAR UP” and the PM selects the landing gear up.
HDG is selected if on a radar vector departure, or NAV is selected if an FMS-based
departure is being used. The correct speed and altitude targets are confirmed and a
vertical mode (VS, FLC) is selected. Once the aircraft is above 400 ft and a minimum of
VFTO plus 5 kt, select Flaps Up. The autopilot is selected on when required by the PF
(above 320 ft AGL).

Standard Calls

PHASE OF
CONDITION PF PM
FLIGHT

Brake release and acceleration SET THRUST

N1 sweep arm aligned with commanded

THRUST SET
thrust, no amber on EICAS
AIRSPEED
Both PFD airspeed tapes moving
ALIVE
80 KNOTS, CROSS-
Both PFD airspeeds agree (at 80 knots) CHECK
CHECKED

Any reject/abort criteria met (captain only) REJECT-max brakes REJECT-max brakes

Aircraft accelerating through V1 Pilot moves hand from V1

thrust levers to yoke
Takeoff Aircraft accelerating through VR Pilot rotates aircraft to
ROTATE
command bars
Aircraft accelerating through V2 V2

When a positive rate of climb is indicated on

POSITIVE RATE
both the VSI and altimeter
When landing gear retraction is required by
GEAR UP Selects landing gear up
the PF
LDG GEAR lever up and EICAS indicates
GEAR UP INDICATED
3 white UP

Conditions for flaps retraction are fulfilled FLAPS UP Selects Flaps up

When EICAS indicates flaps at zero degrees FLAPS UP INDICATED

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NOTES

1. Once airborne and stable in the FD, PF will request the desired lateral and
vertical modes. PF will then verbally confirm active modes on the FMA, and
may request AUTOPILOT ON when above 320 ft AGL.

2. VS may be more suitable than FLC for small altitude changes.

3. The indicated airspeed selector bug must be set above the aircraft's current
airspeed in order for the ATS to transition to SPEED mode.

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“FLAPS UP, AFTER T/O CHECKS” (min 400 ft, VFTO + 5)

“AFTER T/O CHECKS COMPLETE”
“FLAPS UP INDICATED”
“A/P ON” (min 320 ft AGL) (as required)

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“ENGAGE HDG (or NAV), VS (or FLC)”
OPERATIONS REFERENCE MANUAL

“A/P SET” (as required)

“GEAR UP”

3°/sec (max) “GEAR UP INDICATED”

rotation to command bars
“POSITIVE RATE”
Hand off thrust levers “V2”
“ROTATE”
“V1”
“CHECK”

Figure 3-1: Normal Takeoff

“80 KIAS, CROSS-CHECKED”
“SET THRUST” “AIRSPEED ALIVE”
“THRUST SET”

PF
Takeoff checklist
PM
“ ” CALL RESPONSE

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Flex Thrust Takeoff

Reserved

Maximum Thrust Takeoff

Reserved

Noise Friendly Departure

The following guidance can be used to comply with generic ICAO Noise Abatement
Departure Procedures (NADP).
1. After initial rotation when pitch and airspeed are stabilized, select VS to maintain
the current rate of climb.
2. Maintain speed and configuration until acceleration altitude (typically 1500 ft, or as
specified).
3. Upon reaching acceleration altitude, select Climb Thrust (if engine bleed
configuration permits), bug Speed to 250 KIAS (or as appropriate), reduce VS to
accelerate and retract Flaps on Schedule.

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Climb
The PF calls for the CLIMB CHECK at an appropriate moment prior to passing
10,000 ft. When clear of speed restricted airspace, climb according to planned speed
schedule.

Standard Calls
PHASE OF
CONDITION PF PM
FLIGHT

Transition altitude TRANSITION ALTITUDE

Climb
1000 ft below assigned altitude 1,000 FEET TO GO

Cruise
The PF calls for the CRUISE CHECK when level at the final cruise altitude.
Descent
The PF normally calls for the descent CHECK prior to the initial descent for landing.

Standard Calls

PHASE OF
CONDITION PF PM
FLIGHT
DESCENT CHECK
Prior to descent DESCENT CHECK
COMPLETE
Descent Transition level TRANSITION LEVEL

1000 ft above assigned altitude 1,000 FEET TO GO

Holding
Prior to entering the hold, it is assumed that a holding clearance and all other pertinent
data have been acquired. All other necessary items (entry procedures, timing, fuel,
etc.) relevant to the hold and subsequent approach should also have been determined.
Holding patterns must be entered and flown at or below the airspeed set by regulatory
agencies. Air Traffic Control (ATC) must be advised if it is impossible to comply with the
appropriate maximum holding airspeed. The initial outbound leg should be flown for 1
minute or 1 1/2 minutes, as required, for the altitude. Timing for subsequent outbound
legs should be adjusted, as necessary, to achieve the proper inbound leg timing. ATC
should be advised immediately if an increase in airspeed is necessary due to
turbulence, or if it is impossible to accomplish any part of the holding procedure.
The maximum holding airspeeds and timing are shown in the table below:

ALTITUDE AIRSPEED (KIAS) TIMING (MINUTES)

Up to and including 14,000 ft 230 1.0

Above 14,000 ft 265 1.5

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CAUTION

1. Never hold in icing conditions with flaps extended.

2. Avoid holding for long periods in icing conditions.

The best endurance holding speeds are listed in the Flight Planning
and Cruise Control Manual.

Approach Briefing
The approach briefing should be accomplished well before entering the terminal control
zone. The pilot-flying shall conduct the briefing and review and/or outline the
operational aspects of the expected approach, which should include the following:
• Type of approach
• Runway in use
• Landing minima
• Review of VREF and N1 values
• Altitudes (MSA, Field elevation, Threshold elevation, Descent crossing altitudes)
• Outbound and procedure turn courses
• Final inbound course
• Decision Height (DH) or Minimum Descent Altitude (MDA)
• Missed approach point (non-precision)
• Missed approach procedure
• NAV equipment set-up
• Any questions or clarifications and other pertinent details.

NOTE

Briefing should emphasize on expected unusual conditions (if applicable) such

as circling maneuver, cold temperature corrections, LPV/RNP associated
annunciations and eventual go-around plan of action, or any other situation
that may be not be encountered on a regular basis.

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Recommended Flight Director Modes on Approach

The following table shows recommended FD modes for different approach types:
FCP MODES FMA READOUT
APRROACH ALTITUDE
TYPE LATERAL SELECTOR
LAT VERT VERTICAL
(right FMA)
STRAIGHT-IN APPR LOC1
APPR GS M/A Altitude
ILS (APPR LOC2)
STRAIGHT IN
FMS RWY APPR APPR LNV1
APPR VNAV VGP M/A Altitude
(RNP/LPV (APPR LNV2)
VOR/NDB)
STRAIGHT IN
FMS V-MDA APPR APPR LNV1 MDA or
APPR VS VS
(RNAV (APPR LNV2) M/A Altitude
GPS/VOR/NDB)
APPR LOC1
STRAIGHT-IN APPR, (APPR LOC2), MDA or
VS VS
LOC ONLY then NAV then LOC1 (LOC 1) M/A Altitude
or LOC2 (LOC2)
APPR LNV1
VISUAL APPR APPR VNAV VPATH 0
(APPR LNV2)
STRAIGHT-IN
APPR VOR1 MDA or
VOR APPR VS VS
(APPR VOR2) M/A Altitude
(NOT IN FMS DATABASE)

STRAIGHT-IN
MDA or
NDB HDG VS HDG VS
M/A Altitude
(NOT IN FMS DATABASE)

STRAIGHT-IN MDA or
B/C VS B/C1 or B/C2 VS
LOC B/C M/A Altitude
As per
CIRCLING VS As per appr. type VS MDA
appr type

CAUTION

To avoid possible false localizer captures, do not arm approach

until airplane is close to, or established on, an inbound localizer
course.

NOTES

1. An FMS approach can be a stand-alone GNSS or a VOR/NDB overlay

approach (eg: LSZH (GPS) VOR Rwy 34).
2. If flying a stand-alone VOR or NDB approach (eg: KJFK VOR RWY 04L)
pilots will tune/ident the VOR or NDB, set the VOR as the Pre-select Nav
Source (with the published final approach course set), and display a Bearing
Source needle for the published VOR/NDB. This allows for continuous
monitoring of the primary navigation source throughout the approach. In the
event of a VOR or NDB outage, a missed approach will be initiated.

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3. When conducting a CDFA (Continuous/Constant Descent Final Approach)

using VS, the M/A altitude may be selected when on final leg.

Standard calls
PHASE OF
CONDITION PF PM
FLIGHT

Conditions for initial flap extension

FLAPS 20
are fulfilled
When EICAS indicates flaps at 20
FLAPS 20 - INDICATED
degrees
First positive movement of localizer LOCALIZER (or FMS course)
bar or FMS track bar ALIVE
First positive movement of glideslope GLIDESLOPE (or GLIDEPATH)
(or FMS glidepath) ALIVE
When at the appropriate segment of GEAR DOWN, BEFORE
the approach LANDING CHECK
When landing gear is down and
EICAS indicates 3 green DN lights GEAR DOWN – 3 GREENS
on
When BEFORE LANDING CHECK BEFORE LANDING CHECK -
is completed COMPLETE
Conditions for flaps extension to 30
FLAPS 30/45
degrees/45 degrees are fulfilled
When EICAS indicates flaps at 30 or
FLAPS 30/45 - INDICATED
45
FINAL APPROACH FIX FINAL APPROACH FIX
At the final approach fix (FAF)
(by name) (by name)
Non-Precision or
CAT I Approach 500 ft AGL(precision appr), 500 FEET AGL,
100 ft above MDA/DA 100 FEET ABOVE
MDA/DECISION
DECISION and RUNWAY IN
At DA (flying an approach with a LANDING or
SIGHT or APPROACH LIGHTS
Vertical guidance or a CDFA) GO-AROUND
IN SIGHT or NO CONTACT
At MDA and prior to Missed
MINIMUMS, XXX SECONDS/
Approach Point (e.g.: circling CHECK
MILES TO GO
approach)
LANDING or
At the Missed Approach Point MISSED APPROACH POINT
GO-AROUND
If maximum glideslope/path deviation
GLIDESLOPE/GLIDEPATH
is exceeded

If maximum localizer/course LOCALIZER/COURSE

deviation is exceeded
If maximum descent rate is exceeded SINK RATE
If maximum speed deviation is
SPEED
exceeded
If maximum altitude deviation is
ALTITUDE
exceeded
At minimum height for autopilot use,
AUTOPILOT-DISENGAGE
if still engaged

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Supplemental Standard calls using HUD/EVS

PHASE OF
CONDITION PF PM
FLIGHT

Non-Precision At MDA/DA (flying an approach with a EVS VISUAL, CONTINUE MINIMUMS

or CAT I Vertical Guidance or a CDFA) or GO-AROUND
Approach VISUAL LANDING
100 ft above TDZE 100
or GO-AROUND

CAUTION

PFD negative barometric altitude is indicated by a yellow NEG flag

within the barometric altitude window.

Adjustments for Wind

If the reported weather contains a wind component, the approach speed should be
increased above the normal VREF. The recommended speed for final approach with
flaps 45 is calculated as follows:
Vapproach = VREF + 1/2 steady wind + all gust. Maximum correction is +20 KIAS.
Approach speed adjustments due to wind are normally set using the speed bug on the
flight control panel.
Example 1: Wind 340/10 gusting 20 and VREF is 128 knots for configuration/weiht
SPEED BUG will be set at: 128 + 5 + 10 = 143 knots.

Example 2: Wind 340/20 gusting 30 and VREF is 128 knots for configuration/weight
SPEED BUG will be set at: 128 + 10 + 10 = 148 knots.

Example 3: Wind 340/30 gusting 40 and VREF is 128 knots for configuration/weight.
SPEED BUG will be set at: 128 + 15 + 10
i.e. 128 + 20 = 148 knots.

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Approach with Vertical Guidance (ILS, LPV, RNP/GNSS)
Approach Profiles

Initial approach (procedure turn)

• Descent/In range check completed
• Flaps 20
• Speed 180 KIAS
• Arm VNAV (if applicable)

FAF
OPERATIONS REFERENCE MANUAL

Established inbound
Initial approach (vector) • Arm APPR mode
• Descent/In range check completed
• Flaps 0
• Speed 200 KIAS On GS/GP intercept
• Sequence FMS for approach • Flaps 45
• Speed VREF + corr.
• Set missed-approach
altitude
1 dot to GS/GP Intercept
• “GEAR DOWN”
• “FLAPS 30”
• Speed 160
• “BEFORE LDG CHECK”

Base leg
NOTE:

Figure 3-2: Approach with Vertical Guidance

• Flaps 20
For partial or no flap approach (e.g., single engine), • Speed 180
maintain speed at, or above, appropriate min • Arm APPR (+ VNAV if
manoeuvering speed until established on final. applicable) when
cleared for approach

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 Approach without Vertical Guidance (V-MDA, CDFA Profile)

Initial approach (procedure turn)

• Descent/In range check completed
• Flaps 20
• Speed 180 KIAS

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FAF
OPERATIONS REFERENCE MANUAL

Established inbound
Initial approach (vector) • Arm APPR mode
• Descent/In range check completed
• Flaps 0
• Speed 200 KIAS Upon descent (using VS)
• Sequence FMS for approach • Flaps 45
• Speed VREF + corr.
• Set missed-approach
altitude
2 NM prior to final descent
• “GEAR DOWN”
• “FLAPS 30”
• Speed 160
• “BEFORE LDG CHECK”

Base leg
NOTE: • Flaps 20
For partial or no flap approach (e.g., single engine), • Speed 180

Figure 3-3: Approach without Vertical Guidance

maintain speed at, or above, appropriate min • Arm APPR when
manoeuvering speed until established on final. cleared for approach

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NORMAL PROCEDURES
 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Vertical Navigation (VNAV) Descent and Approach Procedures

The use of the vertical navigation (VNAV) functionality of the Challenger 650 AFCS and
FMS is an excellent tool for reducing pilot workload and increasing passenger comfort.
Provided below are procedures that permit the safe and efficient operation of the
Challenger 650 in VNAV from top of descent until touchdown and/or missed approach.
(Consult the Collins FMS 6200 Pilots Guide for the Challenger 650 for detailed
information on VNAV).
Enroute VNAV Descent
The VNAV descent airspeeds and angle can be set using VNAV SETUP in the FMS.
The Challenger 650 has a high wing sweep and is considered to be of clean design. If
descent angles of greater than 3 degrees are required in the clean configuration, the
use of flight spoilers may be required to maintain the required vertical path and/or
airspeed.
In order to fly the descent profile, the STAR, TRANSITION, APPROACH, and RWY
should have been programmed correctly and all crossing speed and altitude limits
verified. Before top of descent (TOD), VNAV is selected on the FCP. When cleared for
descent, the PM sets the ATC cleared altitude on the altitude preselector.
If a lower altitude is selected prior to the TOD, the aircraft remains level until the TOD.
At the TOD the aircraft captures the path (VPATH on the Flight Mode Annunciator) and
the autothrottle retards (SPEED on Mode Status Display) to maintain the airspeed.
If the lower altitude was selected after passing the TOD, the crew must initiate the
descent using FLC, VS, or PTCH modes, and may intercept the descent path
downrange of the TOD.
The FMS VERTICAL DIRECT function is useful when a low descent angle or a short
descent is required. The FMS descent angle limits are 1 degree to 6 degrees, however,
if an angle greater than 3 degrees is directed, crews will probably require flight spoilers
for airspeed control. Another option is to use the VFLC, VVS or VPITCH modes to fly
the aircraft back to the path, as mentioned previously, using flight spoilers if required.

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VNAV Approach – General

VNAV is a viable option in numerous approach situations. It can add to situational
awareness and allow a constant descent angle to landing. VNAV is available anytime
FMS is the selected NAV source, although the crew may not always elect to use it.
Once the approach has been selected in the FMS, a thorough approach chart study is
the key to a successful VNAV approach. You must confirm that all the information
contained in the FMS database is accurate – this includes waypoints, altitudes and
descent path angles.
• The approach annunciation (RNP APPR/RNP AR APPR/LPV APPR on the PFD)
must be displayed prior to the FAF indicating that the CDI sensitivity requirements
have been met. Normally between IAF and FAF depending on approach type
• The temperature restrictions in the notes section of the approach chart must be
observed. Temperatures that are well below standard cause a reduction in true
altitude, therefore, at very low temperatures this may infringe the obstacle
clearance criteria. Crew should use the TEMP COMP function of the FMS to carry
on approaches in cold weather (usually below 0 degree Celsius)
• The altitudes and vertical path must not be changed from that contained within the
FMS database. The descent path stored in the FMS ensures all altitude
restrictions from the FAF to the missed approach point are met and must not be
modified
• An RNAV(GNSS) approach is classified as a non-precision approach therefore
the autopilot must be disengaged by 320 ft AGL. Minimums for LNAV/VNAV
approaches can be below 320 ft AGL. This means that the autopilot must be
disconnected for the last portion of the approach
• An LPV approach is classified as a precision approach (FAA) therefore the
autopilot must be disengaged by 80 ft AGL (If GP<3.5°)
RWY VS. V-MDA APPROACHES
The FMS will code non-localizer approaches one of two ways. RWY (Runway) or
V-MDA (vertical navigation with no runway associated). The reason for this is some
approaches do not allow for a constant descent angle to the runway or that there is no
runway associated with the approach (circling only) (i.e. VOR-A, GPS-D).

RWY Approaches
A RWY approach will be indicated in the FMS by threshold altitude + 50 ft (green)
abeam the RWY fix on the LEGS page. In this case the glidepath is calculated from
50 ft above the runway threshold to the FAF at the published approach angle (usually
3 degrees). This angle will guarantee obstacle clearance from the FAF altitude to the
MAP. A RWY approach may have minimums based on LNAV/VNAV (DA) or just LNAV
(MDA). In either case a VNAV approach may be conducted to minimums.

V-MDA Approaches
A V-MDA approach will be indicated in the FMS by the letters V-MDA abeam the
missed approach point and will not show a runway on the legs page. The reason
V-MDA approaches exist is that there is not a runway associated with the procedure
(circling only) because it is not straight in (>30 degrees final course alignment to the
runway) or the decent angle from the FAF to the MAP is more than 400 ft per NM.

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V-MDA APPROACHES MAY NOT BE CONDUCTED IN VNAV INSIDE THE FAF. The
reason is that there is no guarantee of obstacle clearance to the runway.

Using VNAV for Approaches

When conducting an approach in VNAV, approach mode (APPR) and VNAV must be
selected to ensure VNAV glidepath (VGP) will be the active vertical mode on the FMA.
VGP mode will not capture the altitude preselector (similar to an ILS glideslope),
therefore, the altitude preselector should be set to the missed approach altitude after
VGP capture.
Before conducting a VNAV approach, first ensure that the approach is a RWY
approach. Then look at the minimums on the approach plate. There are two types of
minimums associated with these approaches, MDA and DA.

VNAV with MDA Minimums

With MDA minimums published, the aircraft must not descend below this altitude
unless visual conditions are met as per regulation. Therefore if this approach is
conducted in VNAV (VGP mode) then caution should be used to ensure the aircraft will
not descend below the MDA.

VNAV/LNAV with DA Minimums

With DA minimums published, the aircraft may descend below this altitude during the
transition to the missed approach. In this case when minimums are reached and the
runway or approach lights are not in sight, the missed approach must be commenced
and the aircraft will descend below minimums during the transition to the missed
approach segment.
RNAV (GNSS) vs. VOR, NDB Approaches
All approaches that are not localizer-based are treated the same way by the FMS.
These approaches should normally be conducted in FMS (magenta) NAV source. In
certain situations it may be necessary to conduct VOR approaches in green needles or
NDB approaches with the bearing pointer. Lack of GPS RAIM, operations in a non-
WGS-84 country, or the procedure not included in the FMS database are some reasons
to conduct these approaches in “raw data”.

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RNP AR Procedures
Operator must receive approval from authorities before performing RNP AR
approaches. Approved training must be accomplished and SOPs implemented. The
following covers RNP AR specific supplemental items that require attention. General
operating preflight and flight procedures, technical requirements, and failures cases
are not specifically addressed. AFM supplement 18 shall be used for limitations and
compliance.

NOTE

The following procedures assume a fully functional aircraft. Impact of failures

or MEL items shall be validated through AFM Supplement 18. In all cases, the
required equipment list supersedes MEL relief, unless RNP AR is specifically
addressed in the operator’s MEL. For additional information, also refer to
Equipment failures in ORM page 3-20.

Preflight
1. Verify validity of the navigation database for ETA
2. On GNSS CONTROL page, confirm GNSS 1 and 2 ENABLED
3. If no SBAS is available and/or enabled, check RAIM at ETA (confirm SBAS status
on GNSS STATUS pages 1 and 2)

Before Commencing Approach

1. Load desired approach from FMS database (compare approach title with
approach chart title):
a) Transition - Select Vectors or available Transition as appropriate. Direct To any
approach WPT is acceptable only if subsequent leg is NOT an RF leg
b) ARRIVAL DATA - confirm APPR MODE is RNP AR, RNP FAF-MAP value is
0.30, GP mode is BARO, WGS-84 is YES
c) LEGS page - Crosscheck route (waypoints, RF legs courses, descent angles,
GP angles) and constraints with approach chart; Map PLAN view should be
displayed for best RF Legs confirmation
d) LEG INFO - verify RNP values associated with different segments (0.30 or
greater for final segment, 1.00 for missed approach segment)
e) Do not modify the lateral track on the LEGS page. Altitude/Airspeed waypoints
may not be changed on the final leg
2. TEMP COMP as required
3. Altimeters set to local QNH (RNP AR not authorized for remote altimeter setting)
4. Verify both altimeters within 100'
5. AP or FD is required
6. EPU value within limits (see note below)
a) Verify EPU value on PFD or FMS PROGRESS page 2/2
b) Check no LOW POSITION ACCURACY message

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NOTE
If EPU is greater than RNP or EPU is invalid for 8 seconds during approach
phase of flight or 28 seconds at any other time, it will generate a LOW
POSITION ACCURACY message on FMS CDU. The EPU is a total system
error calculation by the FMS based on sensors available for position updates.
Use this for Situational Awareness (SA).

CAUTION

Approaches with RNP values below 0.30 on final segment and/or

below 1.00 for missed approach segment are not authorized.

Approach Briefing
Standard approach briefing as per ORM page 3-8 should be performed including Flap
Configuration for energy management, with the addition of RNP AR segment speed
restrictions and supplemental standard calls (see tables below). Contingency plans
specific to the approach to be flown must be briefed, including but not limited to:
1. Equipment failure (Refer to Equipment failures subsection)
a) Before commencing approach
b) After approach is commenced
2. Loss of VNAV
3. Initiating a missed approach on a RF Leg
4. Missed Approach Considerations
5. Any potential hazard due to terrain, wind variation or a combination of both. If
information and/or terrain is favorable to windshear, flight crew should emphasize
the planned recovery maneuver during an RF leg.
Maximum Speeds in RNP AR RF Legs
MAXIMUM SPEEDS IN RF LEGS - TERPS REQUIREMENTS

INDICATED AIRSPEED BY AIRCRAFT CATEGORY

SEGMENT
CAT A CAT B CAT C CAT D CAT E

Initial and Intermediate (IAF to FAF) 150 150 250 250 250
FINAL (FAF to DA) 90 120 140 165 As Spec
Missed Approach (DA to MAHP) 110 150 250 265 As Spec

MAXIMUM SPEEDS IN RF LEG - PANS OPS REQUIREMENTS

INDICATED AIRSPEED BY AIRCRAFT CATEGORY

SEGMENT
CAT A CAT B CAT C CAT D CAT E

Initial and Intermediate (IAF to FAF) 150 180 240 250 250
FINAL (FAF to DA) 100 130 160 185 As Spec
Missed Approach (DA to MAHP) 110 150 240 265 As Spec

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Supplemental Standard Calls during RNP AR Approach

PHASE OF FLIGHT CONDITION PF PM

Less than 31 NM from

CHECK RNP AR ARM
destination airport
At IAF CHECK RNP AR APPR
1/2 Dot Deviation from
CORRECTING GLIDEPATH
RNP AR APPROACH Glidepath
1/2 Dot Deviation from
CORRECTING TRACK
Lateral Track
Passing MAP on missed
CHECK RNP AR MA
approach

When cleared for the RNP AR Approach

1. Verify two independent FMS as the active NAV SRC
2. Arm APPR and Engage VNAV (or confirm active)
3. Confirm ADC and IRS independent sources on each PFD
4. TAWS must be operational and displayed
5. Confirm RNP AR ARM displayed on PFD less than 31 NM from destination airport
6. Altitude Preselector:
a) Select FAF altitude until VGP is the active vertical mode on FMA
b) Select Missed Approach Altitude when VGP is captured
7. Adhere to published speed limits and segment speed limits
8. Confirm RNP AR APPR displayed on PFD at the IAF or Transition Waypoint
9. Confirm Lateral Deviation Scale RNP value indicates 0.30 prior to 2 NM from FAF
10. Monitor EPU value throughout approach
Excessive Lateral or Vertical Deviation
Discontinue Approach when:
• Excessive Lateral deviation (2 dots/1×RNP), or
• Excessive Vertical deviation (1 dot below path/-75'), or
• Either lateral or vertical scale shows an amber flashing display
Combined EPU and Track Deviation value greater than RNP value
If the EPU value combined with a poor lateral tracking exceed the RNP value. The
approach should be discontinued (e.g.: EPU value of 0.2 combined with a one dot
deviation will potentially place the aircraft beyond the acceptable 1×RNP value).

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Missed Approach
The lateral track must be followed to the MAP and the MAHP, unless clear of obstacles
or otherwise instructed by ATC. Pressing TOGA will sequence the lateral mode from
APPR to NAV (LNV on FMA), and the vertical mode to GA. When conducting a
go-around at any point during the approach, continue to follow the RNP AR approach
lateral track and speed constraints until established at or above the min safe altitude.

NOTE
When responding to a TAWS alert, avoid deviating from lateral track due to
protected airspace constraints.

Equipment Failures
Navigation Equipment
An RNP AR approach must not be commenced or continued unless the required
navigation equipment, as specified in the RNP AR Approach Required Equipment List
found in AFM Supplement 18, replicated below, are operating satisfactorily.
RNP AR APPROACH - REQUIRED EQUIPMENT LIST

Equipment Prior to Approach

Two (2) yaw dampers must be available to commence the approach,
YD 1 and 2
one (1) yaw damper is required to continue the approach
PFD 1 and 2 One (1) PFD available and operational for each side
Two (2) ADCs must be available to commence the approach,
ADC 1 and 2
one (1) ADC is required to continue the approach
Two (2) GNSS Sensors must be available to commence the approach,
GNSS 1 and 2
one (1) GNSS Sensor is required to continue the approach
FMS 1, 2 and 3 Two (2) FMSs must be available and operational for each side
IRS 1, 2 and 3 Two (2) IRSs must be available to commence the approach,
(ATT and HDG) one (1) IRS is required to continue the approach
TAWS TAWS must be operational and displayed
FD 1 and 2 Two (2) must be operational and independently displayed

NOTE

An approach is considered to be commenced once past the IAF.

Approved Flaps settings
For all engine operating, RNP AR approaches operations are approved for any flap
configuration up to the IF, and with flaps 45° from IF to MAP. For one engine
inoperative, RNP AR approaches operations are approved for flap 0° to 20° up to the
IF, and for flaps 20° from IF to MAP.

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Engine Failure
Following failure of one engine, pilot may elect to continue or discontinue the approach.

NOTE

As a contingency plan briefing, one could decide that an engine failure while
flying an RF Leg would trigger an immediate go-around. If a go-around is
conducted, continue to follow the RNP AR approach lateral track and speed
constraints until established at or above the min safe altitude.
NO APPR Caution Message on PFD
A NO APPR caution message on PFD can be triggered by numerous causes. In all
cases, the approach shall be discontinued.
EFIS Parameter Miscompare
The approach shall be discontinued when EFIS MISCOMP caution message is
displayed and is accompanied by amber ALT annunciation on PFD.

NOTE

When conducting a go-around at any point during the approach, continue to

follow the RNP AR approach lateral track and speed constraints until
established at or above the min safe altitude.

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3-22
RNP-AR Approach/Missed Approach
NOTE:
• For one engine inoperative, RNP AR
approaches operations are approved for
flaps 0° to 20° up to the IF, and flaps 20°
from IF to MAP.
• GP may be intercepted before FAP/FAF.

MAP

FAP/FAF
PFD annunciation
• RNP AR MA
OPERATIONS REFERENCE MANUAL

IAF Established final

PFD annunciation • VREF + corr.
• RNP AR ARM

PFD annunciation
Glidepath Intercept
• RNP AR APPR
M • Set missed
31 N IF approach altitude
Discontinued approach
Initial approach • Continue to follow RNP AR
• Descent/In range approach lateral track and
check complete. speed constraints until
• Flaps 0° established at/or above
minimum safe altitude
• Arm APPR
• Engage VNAV Between IAF and IF
• Set FAF/FAP Altitude • Flaps 20°
• Speed 180 KIAS
2 NM prior to IF

Figure 3-4: RNP-AR Approach/Missed Approach

• “Gear down” By IF
• “Flaps 30” • Flaps 45°
• Speed 160 KIAS • Speed not below minimum maneuvering
• “Before landing check” (recommended 145 KIAS)

650_ORM_03_006
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Circling Approaches

General
A circling approach is a visual procedure and the runway environment must remain
visible at all times. In the event that instrument meteorological conditions are
encountered, or the runway environment is lost, an immediate missed approach must
be initiated for the approach flown unless a specific missed approach procedure has
been authorized by ATC.
The normal circling configuration is gear down, Flaps 30 and speed bug set to
maneuvering speed. Use category D minima (FAA/TC) or category C (EASA). (NOTE:
The circling area is prescribed by an arc of the above distance from the thresholds of
the runways with a tangential line joining these arcs). Upon reaching MDA, level the
aircraft and acquire visual contact with the runway environment.
Maneuver within the circling area at MDA, maintaining visual reference with the airfield
environment and commencing final descent following a normal 3-degree flight path (the
point where descent for landing commences will vary according to circling height).
Once aligned on final, and in a position to continue for landing, reduce speed to VREF +
wind correction.

NOTE

Required visual reference: That section of the approach area of the runway or
those visual aids that, when viewed by the pilot of the aircraft, enable the pilot
to make an assessment of the aircraft position and the rate of change of
position relative to the nominal flight path.
The PF should fly the aircraft while maintaining visual reference to the runway
environment. The PM should cross-check, monitoring the instruments and the progress
of the circling procedure. The division of this workload must be planned and briefed
prior to commencing the approach.

Maneuvering and Approach Speeds

The minimum maneuvering speed is obtained by adding 10 kt to the approach speed
as defined in the Airplane Flight Manual. The 10−knot additive provides adequate
margin to stick shaker actuation for an inadvertent 15° overshoot beyond the normal
30° bank, when recommended procedures are followed.
The following table is provided as guidance for minimum maneuvering airspeed (Based
on 38,000 lb airplane):

MINIMUM MANEUVERING AIRSPEEDS

GROSS WEIGHT 38,000 LB & PRESSURE ALTITUDE < 2000 FEET

Flap Setting FLAPS 0 FLAPS 20 FLAPS 30 FLAPS 45

Stall Speed 126 116 111 107
VREF (1.23 VS) 155 143 137 132
Maneuver Margin 10 knots 165 153 147 142
MINIMUM Maneuvering Speeds 170 160 150 145

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TERPS Expanded Protected Airspace for Circling

The Federal Aviation Administration (FAA) has increased the size of the protected
airspace used in establishing minimum descent altitudes (MDA) on circling
approaches. When a is depicted on the approach chart under the Circling Minima
box, the protected airspace for circling is based on the following radii:

APPROACH CATEGORY AND CIRCLING RADIUS (NM)

CIRCLING MDA IN FEET MSL
CAT A BAT B CAT C CAT D CAT E

1000 or less 1.3 1.7 2.7 3.6 4.5

1001-3000 1.3 1.8 2.8 3.7 4.6

3001-5000 1.3 1.8 2.9 3.8 4.8

5001-7000 1.3 1.9 3.0 4.0 5.0

7001-9000 1.4 2.0 3.2 4.2 5.3

9001 and above 1.4 2.1 3.3 4.4 5.5

Considerations
IFR Approach Selection
Do not fly a precision approach to circling minima. Use a non-precision approach, and
step down to MDA as soon as reasonably possible. If cleared for an ILS approach,
request and use the glideslope inoperative procedure. This permits an expeditious
descent to visual conditions and allows earlier acquisition of the runway environment
prior to the circling procedure.
Consider each circling procedure carefully. Aircraft gross weight (resultant speed),
obstacles, icing conditions, visibility, turbulence, and wind all affect advanced planning
for the circling procedure.
Normally, conditions permitting, the circling procedure should be made so that the PF
may directly see the progress of the maneuver throughout. The flight director, and
autopilot and ATS, should be used as aids in facilitating the success of this demanding
procedure. If a right hand circling is required, the right seat pilot is better situated to
maintain the appropriate visual references and it may be preferable to fly the procedure
from the right seat until the left seat pilot re-acquires visual contact with the runway of
intended landing. The PF should fly the aircraft primarily by visual references with a
cross-check of the instruments. The PM may provide timing, altitude, speed and
heading cues as part of a coordinated crew effort. It is essential to practice these
procedures as a crew. The entire procedure should be prebriefed well before starting
the instrument approach.
Wind Corrections
Wind may be a significant factor in planning a successful circling procedure. Without
appropriate compensation for existing winds, protected airspace may be violated, or
the aircraft may be placed in a position from which landing is impossible or unsafe, and
the only viable alternative is an immediate missed approach. Wind must be considered
before a circling procedure is attempted.

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 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

At night, only the runway lights may be available to visually determine wind correction
to maintain a track parallel to the landing runway. Do not just hold a heading. Make an
effort to determine the drift angle and apply an into-wind correction. Crosswind
corrections are best estimated on straight legs. Using wind vector arrow (on PFD) and
comparing heading, ground speed, and track are valuable tools for assessing wind
component.
Approximating distances for aircraft positioning may lead to the aircraft being
positioned too close to the runway for successful completion of the circling procedure.
Circling approach altitudes are usually lower than normal VFR patterns and as a result,
perceptions of distance may be distorted. This is further aggravated if reduced ceilings
or low visibility conditions prevail. Use of runway lengths as visual measuring cues and
MFD fixes during the procedure permits relatively accurate estimates.
Anticipate the level-off at MDA and set sufficient thrust to maintain altitude and safe
maneuvering speed throughout the procedure. Use of ATS is recommended.

Smart Landing/Smart Runway-RAAS (Runway Awareness and Advisory System)

If equipped, the RAAS will generate advisory aural, such as “FLAPS, FLAPS” for any
approach and/or landing with flap configuration other than 45. Challenger 650 FCOM1,
SUPPLEMENT 6 directs the crew to depress the RAAS switch on the TAWS
WARNING PANEL when conducting circling approaches.

Synthetic Vision System (SVS)

The SVS shall be deselected prior to passing the FAF. (AFM, Limitations)

Turning Diameter Vs Bank and Speed

With the autopilot engaged, turning the HDG knob generates 27 degrees of bank and
results in a 1.3 NM turn diameter at 150 knots.

TURNING DIAMETER WITH 20° TURNING DIAMETER WITH 30°

GROUNDSPEED IN KNOTS
BANK ANGLE BANK ANGLE

140 1.60 1.00

150 1.80 1.15

160 2.00 1.30

170 2.30 1.46

Circling Approach Patterns

There are a number of ways of successfully completing circling approaches. The
examples that follow demonstrate a generic circling profile. It is provided as a guide/
suggestion and may be modified to suit specific requirements.
Commence the final descent following a normal 3-degree flight path. The point where
the descent for landing commences will vary according to circling height. The last
45 degrees of turn normally requires less than 30 degrees of bank (occasionally, wind
conditions may require holding 30 degree bank for the complete turn to final). During
the turn to final, if an overshoot of the extended runway centerline occurs, an S turn
may be flown to regain the extended runway centerline provided the bank angle does

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 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

not exceed 30 degrees of bank. If the aircraft cannot be aligned with the runway prior
to one mile to the threshold, a go-around should be initiated.

Circling Approach Briefing

Crew should emphasize on the plan of action and differences while briefing a Circling
Approach.
Airplane configuration, planned visual pattern, missed approach procedure, navigation
sources, FCP Modes that will be used during the approach, during the circling
maneuver, and in case of missed approach should be briefed.

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 Circling Approach Circling Profile

Prior to commencing circling

manoeuvre
• Gear down
• Flaps 30 NOTE:
• Speed 150 KIAS • Min manoeuvering airspeed are based on a
• Before landing check 38,000 lbs A/C.
complete (except F45) • Use of autopilot is recommended until final
descent for landing

For Entertainment Purposes Only

• Commence a normal descent when landing is
assured.
OPERATIONS REFERENCE MANUAL

Established final
• VREF + corr.
• Sync HDG
• Confirm M/A alt set

Runw
ay Ce
nterlin

um
m
e Exte

ini
nsion

m
Fix

NM
5
1.

Figure 3-5: Circling Approach

Base leg
During circling • Flaps 45
• Manoeuvre visually within • Speed 145 KIAS
protected airspace
• Select missed appr. altitude
• Switch NAV source to FMS
(if required)

3-27
650_ORM_03_004
NORMAL PROCEDURES
 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Landing
Actual Landing Distance (ALD) derived from the AFM is based on crossing the runway
threshold at 50 ft on normal glidepath, at VREF, with landing gear down, flaps 45, and
thrust smoothly reduced to idle. These ALDs do not take into account any adjustments
to VREF due to wind gusts, therefore an increase in ground roll should be anticipated. If
stabilized on a normal approach, at approximately 30 ft above the touchdown zone,
initiate a light flare to reduce the rate of descent for a smooth touchdown. If on a
steeper or shallower than normal glidepath, then a small adjustment may be required to
the flare height. If crosswind is present, as the flare is commenced, gentle application
of rudder should be used to align the fuselage parallel with the runway centerline. A
small amount of into-wind aileron may be required to control the sideways drift and is
required throughout the landing roll, increasingly as the airspeed decreases. Smoothly
fly the nose to the runway.

Standard Calls

PHASE OF
CONDITION PF PM
FLIGHT

Landing Roll when REV icons inside N1 gauges are green TWO GREENS

Bounced Landing
If the pilot believes that thrust must be added and maintained until touchdown to
salvage a landing, then a rejected landing should be executed.
Should the aircraft bounce on landing, a rejected landing should be executed. Go-
around thrust should be set and the normal landing attitude or slightly higher should be
maintained. Aircraft configuration should not be changed at this time. Once the aircraft
if accelerating above Vref and climbing through a safe height, the go-around maneuver
should be continued.
Improper landing technique (thrust levers not at IDLE) may result in a shallow bounce.
Should the pilot decide not to execute a rejected landing, then the normal landing
attitude should be maintained and the thrust levers reduced to IDLE. Be aware that
following the bounce, the ground spoilers may deploy as soon as the thrust levers are
set to IDLE, even if the aircraft is still in the air.
A poorly executed approach and touchdown with a high rate of descent can generate a
high, hard bounce that can quickly develop into a hard landing accident. A rejected
landing should always be executed following such a bounce.
After Landing From Right Seat
On roll out the left seat pilot assumes control at a safe speed. Once clear of the active
runway the PF calls for the AFTER-LANDING CHECK.

PF (LEFT SEAT) PM (RIGHT SEAT)

As airspeed decreases
Responds YOU HAVE CONTROL
Commands I HAVE CONTROL

Once clear of runway Accomplishes After-Landing Checklist. Calls

Commands AFTER-LANDING CHECK AFTER-LANDING CHECK COMPLETE

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 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Shutdown
As the aircraft approaches the ramp/parking spot, the PF selects or commands the taxi
light OFF. Once the aircraft is stopped, the PF sets the park/emergency brake and calls
for the SHUTDOWN CHECK.
Missed Approach Procedure
Selecting TOGA disconnects the autopilot and sets the command bars at 10 degrees
nose up and wings level. The FMS will sequence to the missed approach procedure.
Rotate the aircraft into the command bars and call “GO AROUND, GO AROUND
THRUST, FLAPS 20”. Once a positive rate of climb is confirmed the PM calls
“POSITIVE RATE” at which time the PF calls for “GEAR UP”. Once the airplane
attitude is stable (Airplane Reference Symbol into the Command Bars/Cross Pointers),
call for the appropriate lateral mode, vertical mode, and speed bug set to 200 (or as
appropriate).

NOTE

1. If a localizer-based approach was flown, ensure that the NAV SOURCE has
been selected to FMS prior to engaging NAV mode on the flight control
panel.

2. If flying a GNSS approach, lateral NAV mode will automatically engage after
depressing TOGA button.

3. When engaging autothrottle (ATS) on a missed approach, VS may be more

suitable than FLC for small altitude changes as it allows the ATS to operate in
SPEED instead of N1 mode (minimizing pitch attitude variation).

4. If using Vs, verify that a suitable airspeed has been set before selecting ATS,
this is to prevent SPEED mode to retard throttle toward idle if speed bug still
on Vref.

5. If using FLC, verify that the missed approach altitude has been set on the
altitude selector before selecting ATS, this is to prevent DESCENT mode to
engage and retard throttle toward idle.

6. If an engine failure occurs, the crew must reselect FLC mode to ensure
proper VAC to VAC + 10 airspeed control during the climbout.

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 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Missed Approach

PF PM

Commands GO AROUND, GO AROUND THRUST while

simultaneously pushing the TOGA button and ATS
Observes engines spool-up, sets TO N1, then calls
DISC switch, advancing the thrust levers to the pre-
GO AROUND THRUST SET
determined go-around N1 and rotating into the command
bars
When achieving G/A attitude and thrust, Commands
Selects FLAPS 20
FLAPS 20
When EICAS indicates flaps at 20 degrees, calls
FLAPS 20 - INDICATED
Calls POSITIVE RATE
Commands GEAR UP Selects landing gear lever up
EICAS indicates 3 white UP lights on, calls
GEAR UP - INDICATED
Sets HDG bug to missed approach heading (if
Commands SELECT HDG (or NAV)
required), selects HDG (or NAV) mode
Commands SELECT VS, (or FLC), SET 200 (or as
Selects VS (or FLC) and sets 200 (or as required)
required)
Above 320 ft, commands AUTOPILOT ON (if required) Selects and calls AUTOPILOT SET
Conditions for flaps retraction are fulfilled, commands Selects FLAPS UP and completes After Takeoff
FLAPS UP, AFTER TAKEOFF CHECK Check

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 Missed Approach

(Above 400 ft, VFTO + 5 min)

Missed Approach Profile

“FLAPS UP, AFTER T/O CHECKS”

“AFTER T/O CHECK

For Entertainment Purposes Only

COMPLETE”
“A/P ON”
(as required above
OPERATIONS REFERENCE MANUAL

320 ft AGL)
“FLAPS UP INDICATED”

“ENGAGE HDG (or NAV – when NAV

source is appropriate), VS (or FLC) ”

“A/P SET”
(as required)
• Select TOGA
• Disconnect ATS “GEAR UP”
• Smoothly rotate to
command bars, advance
thrust levers and call
• “GO AROUND,
GO AROUND THRUST, “GEAR UP INDICATED”

Figure 3-6: Missed Approach

FLAPS 20”

“POSITIVE RATE”

PF
“THRUST SET”, PM
“FLAPS 20 INDICATED” “ ” CALL RESPONSE

“MINIMUM/DECISION
NO CONTACT”

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650_ORM_03_005
NORMAL PROCEDURES
 NORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

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 FLIGHT TRAINING PROCEDURES
OPERATIONS REFERENCE MANUAL

04 Flight Training Procedures

TABLE OF CONTENTS
Flight Training Procedures ........................................................................................ 4-1
Visual Approach/Circuit...................................................................................... 4-1
Downwind and Base Leg ........................................................................... 4-1
Final Approach........................................................................................... 4-1
Touch-and-Go Procedure .......................................................................... 4-1
Touch-and-Go Profile................................................................................. 4-3
Steep Turns........................................................................................................ 4-4
Flight Path Vector (FPV) and Synthetic Vision System (SVS) ........................... 4-4
Simulator Training Procedures .................................................................................. 4-5
Abnormal Flight Regimes................................................................................... 4-5
Stall Warning Recoveries................................................................................... 4-5
General Procedures................................................................................... 4-5
Clean Configuration Stall Recovery ........................................................... 4-6
Takeoff Configuration Stall Recovery ........................................................ 4-7
Landing Configuration Stall Recovery........................................................ 4-8
High Altitude Stall Recovery ...................................................................... 4-9
Approach to Stall Profile .......................................................................... 4-10
Approach to Stall - High Altitude Profile................................................... 4-11
Aircraft Upsets/Unusual Attitude (UA) Recoveries.......................................... 4-12
Immediate Actions ................................................................................... 4-12
Nose High Recovery ................................................................................ 4-13
Nose Low Recovery................................................................................. 4-13

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OPERATIONS REFERENCE MANUAL

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4-ii For Entertainment Purposes Only

 FLIGHT TRAINING PROCEDURES
OPERATIONS REFERENCE MANUAL

Flight Training Procedures

Visual Approach/Circuit
A visual approach is an approach where an aircraft on an IFR flight plan, under the
control of an ATC facility and having an ATC authorization, may proceed to the airport
of destination in VFR weather conditions.

Downwind and Base Leg

Fly at normal circuit altitude and establish the initial approach configuration on the
downwind leg.
Maintain a track parallel to the landing runway approximately 1½ miles abeam. Prior to
turning base extend the landing gear. Once established on base leg, extend the flaps to
30 and decelerate to the recommended speed.

Final Approach
Extend flaps to 45 and adjust airspeed to VREF + wind/gust adjustment. Establish a
constant rate of descent that will maintain a 3-degree glide path. Be stabilized in
landing configuration by 500 ft above the field elevation.

Touch-and-Go Procedure
Touch-and-go landing maneuvers are only intended for use during flight training,
primarily for approach and landing practice, and should not be utilized as part of normal
takeoffs and landings. The following procedures apply to touch-and-go training only.
Approach at VREF on a stabilized 3-degree glideslope (ILS/PAPI/VASI) with landing
gear down and Flaps 45. After touchdown, the PF stands up the thrust levers to 70%
N1 (to retract the ground spoiler panels and reduce engine spool-up time), calls
FLAPS 20 AND RESET TRIM and maintains the aircraft on the runway centerline with
rudder. The PM sets Flaps 20 and ensures the trim is within the green takeoff band
(EICAS). Once this is completed, the PM calls GO. At the GO call, the PF advances the
thrust levers to the N1 BUG, selects TOGA and calls SET THRUST. The PM ensures
takeoff thrust is set, and as the aircraft accelerates above VREF calls ROTATE. The PF
rotates the aircraft to 10 degrees NU (command bars). At the call of POSITIVE RATE
from the PM, the PF calls GEAR UP followed by HDG VS, SET 200 KNOTS.

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 FLIGHT TRAINING PROCEDURES
OPERATIONS REFERENCE MANUAL

PF PM
After landing, simultaneously stands up thrust levers Sets Flaps 20 and ensures trim is in green takeoff band
and commands FLAPS 20 AND RESET TRIM Once flaps and trim are reset, calls GO

Selects TOGA, advances thrust levers to the N1 bug Observes engines spool up
Calls THRUST SET when engines developing takeoff
and calls SET THRUST thrust
Rotates to 10° (command bars) As aircraft accelerates above VREF, calls ROTATE
Calls POSITIVE RATE
Commands GEAR UP
Selects landing gear lever UP
The PF calls FLAPS UP Selects Flaps UP

NOTES

1. For touch-and-go landings, GND SPOILERS switch is left in AUTO.

2. The landing gear may be left extended throughout the whole exercise, if
required for brake cooling.

4-2 For Entertainment Purposes Only

 Touch-and-Go Landing Touch-and-Go Profile

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For Entertainment Purposes Only

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3)$GYDQFHWKUXVWVHOHFW72*$
OPERATIONS REFERENCE MANUAL

DQGDQGFDOO³*2´
306HOHFWIODSVDQGFKHFN
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On touchdown Established final
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Downwind leg
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End of Downwind leg PF

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Figure 4-1: Visual Circuit and Touch-and-Go Procedures

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4-3
FLIGHT TRAINING PROCEDURES

650_ORM_04_001
 FLIGHT TRAINING PROCEDURES
OPERATIONS REFERENCE MANUAL

Steep Turns
1. To practice steep turns the minimum altitude is 5000 ft AGL.
2. Stabilize the airspeed (240 KIAS), trim for straight and level flight (14,000 ft) and
note the pitch attitude.
3. Smoothly roll the aircraft to a 45 degree angle of bank. When rolling through
30 degrees increase N1 approx 2% and back pressure to establish a pitch attitude
of approximately 3 degrees NU (these numbers vary with weight, altitude, and
temperature). Trimming is not recommended in the turn. Trimming while not in a
wings level attitude reduces aircraft feel. Moreover, on roll-out to the straight and
level attitude, a much higher workload is experienced to maintain level flight until
control pressures are trimmed back to normal.
4. Maintain a constant bank angle and control altitude with PTCH while cross-
checking VSI. Altitude excursions may be minimized by selecting the appropriate
target pitch attitude and making fine adjustments only.
5. Lead the roll-out heading by 5 to 10 degrees. While smoothly rolling out through
30 degrees angle of bank, slightly reduce pitch attitude and thrust to maintain
assigned altitude and airspeed. Re-engage the autopilot and FD modes as
required.
Flight Path Vector (FPV) and Synthetic Vision System (SVS)
The FPV is inertially-derived and gives an instantaneous indication of where the aircraft
is going. This symbol displays the actual flight path in space (center of circle), where
the lateral position represents the azimuth of the ground track and the vertical position
represents the climb or descent angle relative to the horizon.
The FPV symbol is roll-compensated so when the aircraft is in a bank, the symbol
appears relative to the horizon. The wings of the flight path symbol extend from the
4 and 8 o’clock positions and are turned downward 30 degrees so that in a level
30 degree bank turn, the appropriate wing will overlay the horizon line.
The FPV symbol is “flown” using standard control inputs to maneuver the aircraft as
desired. If the pilot positions the FPV above the horizon, the aircraft is climbing. If it is
positioned below the horizon line, the aircraft is descending. When the flight path circle
is split by the horizon line, the aircraft is level.
The FPV is limited laterally between the airspeed tape and the altitude tape (showing a
ghosted FPV when not conformal), and vertically limited between the lateral deviation
scale and the FMA.
The SVS image is generated using IRS attitude information, GNSS position, and an
SVS database, providing a simulated view of terrain ahead.
The FPV and SVS are for enhanced situational awareness only and their use for
navigation is prohibited.

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 SIMULATOR TRAINING PROCEDURES
OPERATIONS REFERENCE MANUAL

Simulator Training Procedures

Abnormal Flight Regimes
Exposure to abnormal flight regimes in training enables the pilot to recognize and avoid
situations that can lead to aircraft upsets. It also builds confidence in the handling of an
aircraft at slow speeds and high angles of attack and affords an opportunity to practice
the recovery procedures should they find themselves in this regime. Such training
experience may be crucial during actual stalls, aircraft upsets, windshear encounters or
TAWS recoveries. In order to maximize aircraft performance during slow speed and
high angle of attack, flight regimes early recognition, decision to recover, and correct
recovery actions are critical.
Stall Warning Recoveries
As an aircraft slows down, an increased angle of attack is required to maintain level
flight. Once the wing reaches a critical angle of attack, the maximum value of lift is
being produced. Any further increase in angle of attack induces a stall of the wing. The
approach to stall warnings provided by aircraft stall protection systems should not be
confused with an actual stall. An approach to stall is still controlled flight.

NOTE

Contaminants (i.e. bugs, ice etc.) on the leading edge of the wing can cause
the wing to stall at an airspeed closer to the stall warning, thus decreasing the
margin between stall warning and actual stall.
The following procedures are primarily a guide for practicing stall warning recoveries.
They are also applicable to windshear and TAWS recoveries where obtaining the
maximum performance from the aircraft is required.

General Procedures
1. Choose an altitude 15,500 ft MSL or below (maximum flaps extended altitude)
that allows for aircraft recovery above 5000 ft AGL.
2. Stabilize the airspeed at 200 KIAS initially. Configure the aircraft for the specific
sequence to be practiced and then establish the appropriate thrust setting to
accomplish the procedure. Thrust should be set to target a decrease in speed of
no greater than one kt per second (speed trend vector approximately 10 kt long).
3. Recovery is to be initiated at the earliest of aircraft buffet, stick shaker, or
significant deterioration in aircraft control. NOTE: Intentional stick pusher
activation demonstrations may only be performed in the simulator.
4. Thrust setting for stall recovery practice will normally be takeoff N1. A setting of
92% may initially be used during the stall recovery if the takeoff N1 is not
displayed.

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 SIMULATOR TRAINING PROCEDURES
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Clean Configuration Stall Recovery

To set the aircraft up, reduce the thrust to IDLE with the autopilot engaged (this gives
approximately a 10 kt trend vector on the PFD airspeed tape). Leave the autopilot
engaged throughout the set-up as disengagement occurs at stick shaker activation.
Recovery is to be initiated at the first sign of aircraft buffet, stick shaker, or significant
deterioration in aircraft control. At the occurrence of any of the above conditions, the PF
should disconnect autopilot, lower the nose to reduce the angle of attack, disconnect ATS,
advance the thrust levers to Thrust Limit, roll the wings level and stow the flight spoilers if
they are deployed. Simultaneously, the PF calls STALL RECOVERY, SET THRUST. The
PM responds with THRUST SET when Thrust Limit is reached. Ignore the FD
command bar until the engines are developing maximum thrust and airspeed is
increasing. After airspeed increases and stall warning is extinguished, PF should
smoothly adjust pitch attitude and confirm proper FMA set up before following the FD
command bars while avoiding secondary stall.

PF PM

AP disconnect, Reduce AOA, push the ATS DISC

switch, advance thrust levers, roll wings level and Set N1 to Thrust Limit. Once set, respond THRUSTSET
call STALL RECOVERY SET THRUST

NOTES

1. It is essential that the AOA be immediately reduced, even if this means a

loss of altitude.

2. Avoid abrupt or aggressive PTCH control inputs during recovery.

Inappropriate recovery inputs can result in a secondary stall.
3. Height loss resulting from high AOA recovery, especially at cruise altitude
and/or low initial thrust conditions, can be significant and may be in order of
thousands of feet.

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 SIMULATOR TRAINING PROCEDURES
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Takeoff Configuration Stall Recovery

To set the aircraft up, reduce the thrust to IDLE with the autopilot engaged. Configure
the aircraft to Flaps 20, landing gear up, commence a turn with HDG selected and set a
thrust that gives approximately a 10 kt trend vector on the PFD airspeed tape
(55% N1). Leave the autopilot engaged throughout as disengagement occurs at stick
shaker activation.
Recovery is to be initiated at the first sign of aircraft buffet, stick shaker, or significant
deterioration in aircraft control. At the occurrence of any of the above conditions, the
PF should disconnect autopilot, lower the nose to reduce the angle of attack,
disconnect ATS, advance the thrust levers to TO N1, roll the wings level and stow the
flight spoilers if they are deployed. Simultaneously the PF calls STALL RECOVERY,
SET THRUST. The PM responds with THRUST SET when TO N1 is reached. Ignore
the FD command bar until the engines are developing maximum thrust and airspeed is
increasing. After airspeed increases and stall warning is extinguished, PF should
smoothly adjust pitch attitude and confirm proper FMA set up before following the FD
command bars while avoiding secondary stall (If maximum aircraft performance is
required, the PF should maintain attitude at just below stick shaker initiation until the
engines are developing maximum thrust and positive rate of climb is achieved).
When at VFTO +5 kt initiate flap retraction and call for the AFTER TAKEOFF CHECK.

PF PM

AP disconnect, Reduce AOA, push the ATS DISC Set N1TO. When N1TO thrust is set, respond THRUST
switch, advance thrust levers, roll wings level and call
STALL RECOVERY SET THRUST SET

At VFTO+5 accelerating command Select Flap up, confirms retraction and initiate
FLAPS UP, AFTER TAKE-OFF CHECK After Takeoff Checklist

NOTES

1. It is essential that the AOA be immediately reduced, even if this means a

loss of altitude.
2. Avoid abrupt or aggressive PTCH control inputs during recovery.
Inappropriate recovery inputs can result in a secondary stall.

3. Height loss resulting from high AOA recovery, especially at cruise altitude
and/or low initial thrust conditions, can be significant and may be in order of
thousands of feet.

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Landing Configuration Stall Recovery

To set the aircraft up, reduce the thrust to IDLE with the autopilot engaged. Configure
the aircraft to Flaps 45 and landing gear down and set a thrust that gives approximately
a 10 kt trend vector on the PFD airspeed tape (65% N1). Leave the autopilot engaged
as disengagement occurs at stick shaker activation.
Recovery is to be initiated at the first sign of aircraft buffet, stick shaker, or significant
deterioration in aircraft control. At the occurrence of any of the above conditions, the
PF should disconnect autopilot, lower the nose to reduce the angle of attack,
disconnect ATS, advance the thrust levers to TO N1, roll the wings level and stow the
flight spoilers if they are deployed. Simultaneously the PF calls STALL RECOVERY,
SET THRUST. The PM responds with THRUST SET when TO N1 is reached. The PF
then calls FLAPS 20. The PM selects Flaps 20º. PF should ignore the FD command
bars until the engines are developing maximum thrust and airspeed is increasing. After
airspeed increases and stall warning is extinguished, PF should adjust pitch attitude to
minimize altitude loss, (If maximum aircraft performance is required, the PF should
maintain attitude at just below stick shaker initiation until the engines are developing
maximum thrust and positive rate of climb is achieved). At this point, PF may use FD as
guidance when proper modes and altitude have been selected. When positive rate of
climb is indicated on the VSI and altimeter, the PM calls POSITIVE RATE. At the PF’s
call of GEAR UP, the PM raises the gear and confirms GEAR UP. PF checks that
airspeed is increasing and at VFTO +5 kt initiates flap retraction and calls for the AFTER
TAKEOFF CHECK.

PF PM

AP disconnect, Reduce AOA, push the ATS DISC Set N1 TO.When N1 TO thrust has set respond
switch, advance thrust levers, roll wings level and call THRUST SET
STALL RECOVERY SET THRUST
When power is confirmed set and speed increases, Select Flap 20, when Flap 20 is indicated on EICAS
command FLAPS 20 respond FLAPS 20 SET
When aircraft begin to climb (VSI and
Altimeter) and speed increases call POSITIVE RATE
Select Landing gear lever up and confirm gear
Command GEAR UP
retraction and respond GEAR UP
At VFTO+5 accelerating command Select Flap up, confirm retraction and initiate
FLAPS UP, AFTER TAKE-OFF CHECK After Takeoff Checklist

NOTES

1. It is essential that the AOA be immediately reduced, even if this means a

loss of altitude.

2. Avoid abrupt or aggressive PTCH control inputs during recovery.

Inappropriate recovery inputs can result in a secondary stall.

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OPERATIONS REFERENCE MANUAL

High Altitude Stall Recovery

To set the aircraft up, reduce the thrust to IDLE with the autopilot engaged (this gives
approximately a 10 kt trend vector on the PFD airspeed tape). Leave the autopilot
engaged throughout the set-up as disengagement occurs at stick shaker activation.
Recovery is to be initiated at the first sign of aircraft buffet, stick shaker, or significant
deterioration in aircraft control. At the occurrence of any of the above conditions, the
PF should disconnect autopilot, lower the nose to minimum 5 degrees below the
horizon (ignoring FD command bars) to reduce the angle of attack and enhance the
gain of speed while in a low air density environment, disconnect ATS, advance the
thrust levers to Thrust limit, roll the wings level and stow the flight spoilers if they are
deployed. Simultaneously the PF calls STALL RECOVERY, SET THRUST. The PM
responds with THRUST SET when Thrust limit is reached. PM should call ATC due to
possible close-in traffic, moreover in RVSM airspace. PF maintains the appropriate
nose down attitude until sufficient airspeed is reached, then smoothly adjusts PTCH to
level off or resume descent as per ATC instructions. At this point, PF may use FD
guidance after commanding the appropriate modes.

PF PM

AP off, set pitch attitude to minimum 5 degrees below

the horizon, push the ATS DISC switch, advance Set Thrust to N1 Limit. Once set, respond THRUST SET
thrust levers, roll wings level and call
STALL RECOVERY SET THRUST

Maintain pitch attitude to minimum 5 degrees below

Call ATC MAYDAY STALL RECOVERY
the horizon

Reaching sufficient airspeed smoothly level off and

Select FCP modes and altitude as coordinated with ATC,
command FCP modes

NOTES

1. t is essential that the AOA be immediately reduced, even if this means a

significant loss of altitude.

2. Avoid abrupt or aggressive PTCH control inputs during recovery.

Inappropriate recovery inputs can result in a secondary stall.

3. Height loss resulting from high AOA recovery, especially at cruise altitude
and/or low initial thrust conditions, can be significant and may be in order of
thousands of feet.

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4-10
Approach to Stall

At first sign of stall:

• A/P disconnect
• Reduce AOA
• ATS disconnect
Approach to Stall Profile

• Advance thrust levers and call:

“STALL RECOVERY, SET THRUST”
Configure for entry: • Roll wings level
• A/P engage • Retract flight spoiler lever
• ATS disconnect (N1 set At VFTO + 5 min call
appropriate for configuration) “FLAPS UP” and “AFTER T/O
OPERATIONS REFERENCE MANUAL

CHECKS” (as appropriate)

If in landing config, If in landing config,
call “FLAPS 20” call “GEAR UP”

Initial Altitude

• Adjusts thrust to N1 limit

Figure 4-2: Approach to Stall

• “THRUST SET” “POSITIVE RATE”

PF
PM
650_ORM_04_002 “ ” CALL RESPONSE
SIMULATOR TRAINING PROCEDURES

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 Approach to Stall – High Altitude
At first sign of stall:
• A/P disconnect
• Reduce AOA (minimum of 5 degree
nose down below the horizon)
Configure for entry: • ATS disconnect
• A/P engage • Advance thrust levers and call:
• ATS disconnect “STALL RECOVERY, SET THRUST”
• Power idle • Roll wings level
• Retract flight spoiler lever

Initial Altitude

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OPERATIONS REFERENCE MANUAL

• Adjusts thrust to N1 limit

Approach to Stall - High Altitude Profile

• “THRUST SET”
Maintain configuration until
accelerated to a suitable airspeed

Advice ATC

Smoothly pitch up and resume

normal flight
(engage FCP mode and ATS)

Recovery Altitude

Figure 4-3: Approach to Stall – High Altitude

PF
PM
“ ” CALL RESPONSE

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 SIMULATOR TRAINING PROCEDURES
OPERATIONS REFERENCE MANUAL

Aircraft Upsets/Unusual Attitude (UA) Recoveries

Aircraft upsets and unusual attitudes (UAs) can be caused by a number of factors
including failure of attitude information, clear air turbulence, windshear, wake
turbulence, engine failure, flight control problems, aircraft mishandling, or pilot
inattention.
The first step in any upset recovery is to centralize the controls to avoid exacerbating
the situation. Then an expeditious analysis of the aircraft pitch attitude, angle of bank,
current airspeed, airspeed trend, rate of descent, and altitude. Make use of primary
flight and performance instruments (PFD) when analyzing the situation; however,
should their reliability be in doubt immediate reference must be made to the standby
instruments. Except for the most minor upsets, it is generally advisable to disconnect
both the autopilot and the autothrottle until the aircraft is recovered to normal
conditions.

Immediate Actions
1. Centralize the controls.
2. Analyze the situation: cross-check both primary and secondary attitude
instruments.
3. Disengage the autopilot and autothrottle.
4. The pilot with the reliable attitude information assumes control and flies the
recovery.
5. Check Airspeed:
• Airspeed decreasing PF announces NOSE HIGH RECOVERY
• Airspeed increasing PF announces NOSE LOW RECOVERY.

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OPERATIONS REFERENCE MANUAL

Nose High Recovery

The following procedure should be employed for nose high aircraft upsets:
1. Thrust levers to max N1.
2. Spoilers retract.
3. Maintain positive seat pressure.
4. Roll towards the nearest horizon (maximum 60 degree bank).
If flying airspeed is available (as aircraft attitude reaches horizon):
5. Roll wings level and return to assigned heading, altitude and airspeed.
If airspeed is too low for safe flight:
6. Allow the nose to drop just below the horizon (to increase airspeed) and then raise
the nose back to the horizon.
When a safe airspeed is achieved:
7. Return to assigned heading, altitude and airspeed.

Nose Low Recovery

The following procedure should be employed for nose low aircraft upsets:
1. Thrust levers to idle.
2. Roll wings level and rotate aircraft to the horizon (level flight).
When airspeed stops increasing (at the horizon):
3. Return to assigned heading, altitude and airspeed.

NOTE

Spoilers may be used to minimize speed increase, however, they reduce the
aerodynamic efficiency of the wing. Use of spoilers in fact increases the radius
of turn and hence the altitude lost in the recovery.

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OPERATIONS REFERENCE MANUAL

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

05 Abnormal Procedures

TABLE OF CONTENTS
Abnormal Procedures ............................................................................................... 5-1
Abnormal Checklist Philosophy.......................................................................... 5-1
Ground Failures/Rejected Takeoff .................................................................... 5-2
Reject Criteria .................................................................................................... 5-2
Flight Failures..................................................................................................... 5-2
Takeoff (Engine Failure After V1) ...................................................................... 5-3
Engine Failure After V1 .............................................................................. 5-4
Single-Engine Maneuvering....................................................................... 5-4
Engine Failure After V1 Profile ................................................................... 5-5
TAWS Recovery................................................................................................ 5-6
Caution Area .............................................................................................. 5-6
Warning Area ............................................................................................. 5-6
TAWS Escape Maneuver........................................................................... 5-6
Windshear Recovery.................................................................................. 5-7
Windshear Escape Maneuver.................................................................... 5-7
TCAS Procedure ............................................................................................... 5-8
Pilot Incapacitation (Two-Challenge Rule) ......................................................... 5-8
Emergency Descent.......................................................................................... 5-9
Abnormal Flaps Approach................................................................................ 5-10
Single-Engine Approach .................................................................................. 5-10
Single-Engine Missed Approach Procedure .................................................... 5-10
Single-Engine Missed Approach.............................................................. 5-11
Single-Engine Missed Approach Profile................................................... 5-12

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OPERATIONS REFERENCE MANUAL

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Abnormal Procedures
Abnormal Checklist Philosophy
These procedures are to be used with the Challenger 650 QRH Emergency and
Abnormal Checklists. The Emergency and Abnormal Checklists contain only those
items and procedures that differ from the normal operation of the aircraft.
In the event of an emergency or abnormal situation, the crew assesses the problem.
Once the nature of the problem has been determined, the PF calls for the appropriate
checklist or memory Items if applicable. The PM actions the memory Items which are
confirmed by the PF. When the memory Items are complete, the PF requests the
appropriate checklist. The PM completes the checklist items using the read-and-do
method unless a confirmation by both crew members is required. Once the required
checklist has been completed, the PM calls the appropriate checklist complete, e.g.
ENGINE FIRE/SEVERE DAMAGE CHECKLIST COMPLETE.
Each emergency and abnormal situation addressed in the checklist is to be prioritized
in the following order:
1. Memory Items which are enclosed within a BOX, e.g.:

Thrust Lever..................................................CONFIRM AND IDLE

Thrust Lever......................................... CONFIRM AND SHUTOFF

2. Emergency checklist items specific to the malfunction. (REDS).

3. Normal checklist items (if applicable at that time). (WHITES).
4. Caution and advisory information. (AMBERS).
Following completion of the appropriate Emergency Checklist, Normal Checklist and
Abnormal Checklist, due regard is to be given to those items modified by the
abnormality for the remainder of the flight. Pilots must be aware that checklists cannot
address all possible failures. In some cases deviation from the checklist may, at the
discretion of the PIC, be necessary.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Ground Failures/Rejected Takeoff

Ground failures are defined as any Warning CAS message, directional control problem,
or safety of flight issue that occurs on the ground prior to V1 or after touchdown. In the
event of a ground failure, regardless of whether it occurs while on the ramp, during taxi,
takeoff or landing, the primary objective of the crew is to stop the aircraft, assess the
problem, and evacuate if required.
Reject Criteria
Takeoff is to be rejected prior to 80 kt for any abnormality. Between 80 kt and V1, the
takeoff is to be rejected only for:
• Master warning
• Directional control problem
• Any safety of flight issue
As V1 is called by the PM, the PF is to move his hand off the thrust levers and place it
on the control column. This may prevent a reject at speeds greater than V1.
If a rejected takeoff becomes necessary, either pilot may make the call REJECT, MAX
BRAKE. If the PF is in the right seat, the left seat pilot assumes control at a safe speed.
The PM (right seat) advises ATC of the reject. The crew then assesses the situation. If
the reason for the reject was fire or smoke, the PF sets the parking brake, commands
an evacuation and completes the memory Items for emergency evacuation. The PM
advises ATC of the problem, calls for the emergency equipment, and advises the
number of persons, quantity of fuel on board, and completes his portion of the
emergency evacuation checklist.
At or above V1, the takeoff is to be continued.
Flight Failures
Flight failures are defined as any malfunction that occurs at or above V1 and prior to
touchdown.
During a flight failure the primary responsibility of the crew is to control the aircraft.
Checklists must not be called for until the aircraft is under full control and in a steady
state of flight. If a failure occurs at or above V1, memory Items are to be completed
above 400 ft. At that point the appropriate checklist should be completed.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Takeoff (Engine Failure After V1)

Once an engine failure/directional control problem has been identified, control any
adverse yaw with smooth use of the rudder pedals. Once directional control has been
established and ROTATE has been called, smoothly rotate to 10 degrees at 3 degrees
per second maximum. When a positive rate of climb is indicated on the altimeter and
VSI and/or RA, the PM calls POSITIVE RATE and the PF calls GEAR UP. At the
command of the PF, the PM selects HDG mode, ½ BANK, (or NAV), FLC and bug V2
(Maximum V2 + 10). Climb at V2 until obstacle clearance is assured, then level the
aircraft and accelerate to VFTO. Retract the flaps at VFTO -5 kt. Call for AUTOPILOT
when required. The recommended technique is to use ½ BANK modes to maneuver
the aircraft when flying single engine below VFTO due to the large asymmetry of power
and the limited yaw damper available for turn coordination.

NOTES

1. If engine failure occurs above V2, maintain airspeed at current value (not
more than V2 + 10 KIAS).

2. Using aileron input towards live engine before rotation will help
counteracting induced roll.
3. If NAV mode is used, ½ BANK mode is not available. crew may fly at speed
of V2 + 10.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Engine Failure After V1

PF PM

Use rudder pedals to maintain directional control

At VR call ROTATE
Once aircraft is under directional control, rotate to
10 degrees NU at maximum 3 degrees per second,
using aileron input towards live engine to counteract
induced roll.

When a positive rate of climb is indicated on altimeter,

VSI and/or RA, call POSITIVE RATE
Call GEAR UP Select and confirm GEAR UP INDICATED
Call HDG, ½ BANK (or NAV) Select HDG ½ BANK (or NAV)

Call FLC SET V2 (Maximum V2 + 10) Select FLC and set V2(Maximum V2 + 10)

Above 320 ft, call AUTOPILOT ON if required Select and call AUTOPILOT SET if required
At a safe level-off altitude, level the aircraft and
accelerate to VFTO. At VFTO -5 kt call FLAPS UP Select and confirm, FLAPS UP, ½ BANK OFF,
½ BANK OFF and call for appropriate QRH checklist accomplish appropriate QRH checklist

Single-Engine Maneuvering
1. During SIDs or missed approach procedures requiring a turn, maneuver at a
minimum speed of V2/VAC with HDG and ½ BANK selected (or as required by the
procedure). If the use of ½ BANK is not suitable (e.g. procedure requiring
minimum bank), crew may fly at speed of V2 + 10 (VAC + 10) without selecting
½ BANK.
2. If NAV mode is used to follow SID or missed approach procedure, ½ BANK mode
is not available. crew may fly at speed of V2 + 10 (VAC + 10).
3. Once level-off height is achieved, level off and allow the aircraft to accelerate
towards VFTO. At VFTO, ½ BANK mode may be removed and NAV or HDG modes
may be used with normal angles of bank.

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 Engine Failure After V1
At VFTO - 5, call “FLAPS UP”, select 1/2 BANK off
(as required), and call for the appropriate checklist.
– If necessary, at VFTO select FLC and continue climb.

“FLAPS UP INDICATED”
Clear of obstacles: level off and
accelerate to VFTO, set MCT

“A/P ON” (as required)

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Engine Failure After V1 Profile

“ENGAGE HDG, 1/2 BANK (or NAV),

OPERATIONS REFERENCE MANUAL

FLC, bug V2 (max V2 + 10)”

“A/P SET” (as required)

“GEAR UP”
3°/sec (max)
rotation to command bars
Maintain directional “GEAR UP INDICATED”
control using rudder
“POSITIVE RATE”
Engine failure recognition “V2”
“ROTATE”
“V1”

Initial takeoff roll

Figure 5-1: Engine Failure After V1

NOTE: PF
• Use of ailerons into the live engine will prevent PM
possible wing drop during rotation. “ ” CALL RESPONSE
• 1/2 BANK will not engage if LNAV is the selected
lateral mode.

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650_ORM_05_001
ABNORMAL PROCEDURES
 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

TAWS Recovery
The terrain awareness warning system (TAWS) of the Challenger 650 has seven
modes. Modes 1 through 6 are basic TAWS functions while mode 7 includes windshear
alerting. TAWS terrain alerting can be split into two areas – Caution and Warning.

Caution Area
Penetration into a caution area generates a CAUTION TERRAIN aural warning and a
GND PROX annunciation on the PFD. This occurs at approximately 60 seconds prior
to predicted ground impact. On recognizing this condition the PF should immediately
roll wings level, advance the throttles, and initiate or increase the rate of climb. This
increased rate of climb should be maintained until the aircraft is clear of the terrain.

Warning Area
Penetration into a warning area generates a PULL UP aural warning and a PULL UP
annunciation on the PFD. This occurs at approximately 30 seconds prior to predicted
ground impact. Should a warning area be penetrated the PF should simultaneously
advance the thrust levers to the maximum N1, select the TOGA button, ensure spoilers
are retracted and call TERRAIN RECOVERY, CHECK THRUST. The PM responds
with THRUST SET when maximum N1 is set. The PF should roll wings level and apply
back pressure to initiate a wings level climb and bleed airspeed. Once airspeed has
bled back towards the low speed cue, back pressure must be reduced to maintain this
speed. If altitude for recovery is critical, maximum aircraft performance can be
achieved by applying enough back pressure on the yoke to maintain the edge of (tickle)
stick shaker until clear of obstacles or terrain.

TAWS Escape Maneuver

The following procedure should be employed for TAWS recoveries:
1. Disengage autopilot.
2. Advance thrust levers to max N1 and press the TOGA button and disengage ATS.
3. Roll wings-level.
4. Smoothly increase PTCH to transform airspeed into altitude.
5. Target 10 kt above the low speed cue.
6. Once clear of obstacles or terrain, resume normal flight.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Windshear Recovery
Mode 7 of the TAWS of the Challenger 650 provides alerts and warnings if significant
windshear is detected below 1500 ft AGL.

Windshear Escape Maneuver

The windshear escape maneuver should be performed whenever the TAWS has given
a WINDSHEAR aural warning or whenever aircraft control becomes marginal below
1000 ft AGL. Marginal aircraft control may be recognized by uncommanded changes in
flight path in excess of:
• 15 KIAS
• 500 ft/min vertical speed
• 5 degrees pitch attitude
• Rapid one dot displacement from glideslope
When windshear is encountered the PF should simultaneously, advance the thrust
levers to the maximum N1 while ensuring spoilers are retracted and call WINDSHEAR
RECOVERY, CHECK THRUST. The PM responds with THRUST SET when max N1 is
set. The PF should roll wings-level and apply back pressure on the yoke. The objective
is to initiate a climb. The target airspeed (if possible) should be 10 kt above the low
speed cue. Apart from retracting the flight spoilers (if extended), no other aircraft
configuration changes should be made until safely clear of the ground and with a
suitable climb rate. Maximum aircraft performance is achieved with maximum N1 and a
pitch attitude that tickles the stick shaker; however, care must be given to avoid
overcontrolling and inducing stick pusher activation. Once clear of the windshear, the
aircraft accelerates rapidly with maximum N1 set. Pitch attitude control and
configuration changes should be conducted with close attention to the airspeed trend
vector and the VSI/altimeter. The PM should closely monitor all indications on the
VSI/altimeter and call out speeds to the PF. Advise ATC of the windshear and any
excursions from cleared altitude or heading.
The following procedure should be employed for a windshear escape maneuver:
1. Disengage autopilot.
2. Advance thrust levers to max N1 and press the TOGA button and disengage ATS.
3. Roll wings-level.
4. Smoothly increase PTCH to initiate a climb.
5. Target 10 kt above the minimum speed cue.
6. Once clear of obstacles or terrain and ‘WINDSHEAR’ removed from PFD, resume
normal flight.
7. Check airspeed and adjust thrust/configuration as required.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

TCAS Procedure
Either pilot can call TCAS traffic as it is noticed on the MFD. The PF should
immediately optimize the scale of the MFD so that the traffic is on the outer edge of the
display. The PF should then direct the PM to look outside for the traffic. The PF
continues to optimize the scale of the MFD, continues to direct the PM where to look for
the traffic, and monitors the MFD for any changes in traffic flight path or new traffic.
Should the PM become visual with the traffic, the PM should inform the PF and
continue to monitor this traffic as well as look for others. The PF should continue to
monitor the MFD for any changes in traffic flight path or new traffic. The PM should also
request/advise ATC of any flight path changes requested by the PF in order to avoid
the traffic. The PF should take whatever resolution advisory (RA) attitude is directed by
the TCAS. The PM should continue to look for the traffic and ensure the PF has met the
RA directed by TCAS.
Resolution advisory (RA) actions:
• Disconnect autopilot
• Follow VSI indications as indicated by green band
• PM advise ATC “TCAS RA”
• After “CLEAR OF CONFLICT” aural, resume normal navigation
Pilot Incapacitation (Two-Challenge Rule)
Pilot incapacitation can happen in any phase of flight. In the event that the aircraft
appears to deviate from safe or briefed procedures, the PM shall employ the
two-challenge rule and challenge the PF (i.e. ALTITUDE, AIRSPEED, LOCALIZER,
GLIDESLOPE or ATTITUDE) with the appropriate response being CORRECTING.
Should the PF fail to respond, the PM repeats the challenge. If there is still no
response, he takes control of the aircraft; and states I HAVE CONTROL. Should such a
situation occur while on approach, a missed approach should be carried out unless the
aircraft is stabilized and in a position to land.

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OPERATIONS REFERENCE MANUAL

Emergency Descent
The Time of Useful Consciousness (TUC) at 41,000 ft is 15 to 20 seconds and can be
reduced significantly if an explosive decompression occurs. Should a scenario develop
that requires a descent to low altitude rapidly, the following procedures should be used.
These procedures safely and expeditiously satisfy the QRH Memory Items for
Emergency Descent Procedure and the CABIN ALT CAS message QRH checklist:
1. Immediately take self-preservation measures by donning the oxygen mask and
confirming the selection 100% oxygen.
2. Establish and maintain crew communications by selecting the MASK/BOOM
switch to MASK on the audio control panel and selecting speaker (or use of
headset headphones over the mask).
3. After calling for the appropriate MEMORY ITEMS, the pilot rotates the ALT
preselector knob rapidly counterclockwise (downwards). Although the checklist
calls for 10,000 ft (or lowest safe altitude), this altitude can be refined during the
descent. Valuable time can be lost by accurately selecting the altitude before
commencing descent. The pilot selects FLC and leaves the autopilot on.
4. Retard thrust levers to idle on the selection of FLC. After monitoring the selection
of a lower altitude and FLC, the copilot turns ON the passenger signs and selects
the PASS OXYGEN to OVERRIDE when time permits.
5. The PF smoothly deploys the spoilers to the FULL position.
6. Either crew member should confirm the required altitude and accurately select
either 10,000 ft or the lowest safe altitude for the area (whichever is the higher).
7. Make a decision regarding the possibility of structural damage. It is extremely
difficult to ascertain if significant damage has occurred. Aircraft vibration,
additional CAS messages or crew alerting may be indicators of major structural
damage. If damage is not suspected, set VMO/MMO by rotating the SPEED knob
clockwise. If damage is suspected, set the maximum KIAS that maintains safe
aircraft control or the KIAS at which the structural damage occurred (at pilot
discretion).
8. Consult the appropriate checklist for follow-on items.
9. 2000 ft from leveloff altitude, PF may smoothly retract flight spoilers to reduce the
rate of descent. 1000 ft from leveloff, PF may set a reduced airspeed (250 or as
required) to further reduce rate of descent. ATS may be reengaged anytime during
descent.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

PF PM

Don oxygen mask and establish communication Don oxygen mask and establish communication
Rotate altitude knob counterclockwise, select FLC, Turn ON PASS SIGNS, turn on External Lights
retard Thrust Levers to idle, disconnect ATS, deploy Right seat pilot selects PASS OXYGEN to OVERRIDE
flight spoilers (when time permits)
If required, select HDG and initiate a turn away from
Notify ATC of Emergency Descent
airway/track
Select Safe Altitude or 10,000 ft, whichever is higher
If no structural damage suspected, increase IAS to
Mmo/Vmo
Call for appropriate Emergency/Abnormal Checklist Perform appropriate emergency/abnormal checklist
2000 ft prior to leveloff, smoothly retract flight spoilers
1000 ft prior to leveloff, reduce airspeed to 250kias (or
as required)

Abnormal Flaps Approach

For any flaps setting less than 45, use the adjusted approach speed for the lesser flaps
setting as detailed in the appropriate ABNORMAL checklist procedure (VREF speed
corrections due to non-normal flap settings should be set manually via the DCP - REFS
shortcut button).
Challenger 650 FCOM1, SUPPLEMENT 6 directs the crew to depress the RAAS
switch on the TAWS WARNING PANEL when conducting less than 45 degrees
approaches.
Single-Engine Approach
Single engine approaches are flown in the same manner as normal approaches. The
only difference for the single engine case is to add 14 kt to the landing VREF speed due
to the Flaps 20 configuration, and depress the RAAS switch (if equipped).
Single-Engine Missed Approach Procedure
Selecting TOGA disconnects the autopilot, the AFCS sets the command bars at
10 degrees NU and the FMS transfers to the missed approach mode. Advance the
thrust lever to TO N1 thrust and balance the power asymmetry with judicious use of
rudder. Rotate into the command bars and call GO AROUND, GO AROUND THRUST,
FLAPS 20. Once a positive rate is confirmed, the PM calls POSITIVE RATE and the PF
calls for GEAR UP. Once the airplane attitude is stable (Airplane Reference Symbol
into the Command Bars/Cross Pointers), the PF calls SELECT HDG, ½ BANK (or
NAV), FLC, SET VAC. The PM should ensure the missed approach heading is set prior
to selecting the HDG mode.

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 ABNORMAL PROCEDURES
OPERATIONS REFERENCE MANUAL

Single-Engine Missed Approach

PF PM

Commands GO AROUND, GO AROUND THRUST

while simultaneously pushing the TOGA button and
Observes engine spool-up, sets TO N1+2%,
ATS DISC switch, rotating into the command bars and
advancing the thrust levers to the pre-determined then calls THRUST SET
go-around N1

When achieving G/A attitude and thrust, Commands Confirms Flaps 20

FLAPS 20 Calls FLAPS 20 - INDICATED

Calls POSITIVE RATE

Commands GEAR UP
Selects landing gear lever up

EICAS indicates 3 white UP lights on, call GEAR UP -

INDICATED

Sets HDG bug (if required) and selects HDG and ½

Commands ENGAGE HDG, ½ BANK (or NAV)
BANK (or NAV)

Calls ENGAGE FLC, SET VAC Selects FLC, sets VAC

Above 320 ft, commands AUTOPILOT ON if required Selects and calls AUTOPILOT SET if required

Upon reaching:
• Obstacle clearance altitude, or
• ATC cleared altitude

The PF sets VFTO

At VFTO -5 kt, commands FLAPS UP, turns ½ BANK

OFF, calls SINGLE ENGINE GO-AROUND Selects and confirms FLAPS UP, SINGLE ENGINE
CHECKLIST GO-AROUND CHECKLIST COMPLETE

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5-12
Single Engine Missed Approach

At VFTO - 5, call: “FLAPS UP”.

Select 1/2 bank off (as required) and call:
“SINGLE ENGINE GO-AROUND CHECK”.

Clear of obstacles/reaching ATC “SINGLE ENGINE

cleared altitude: level off and GO-AROUND CHECK
accelerate to VFTO COMPLETE”.
“A/P ON”
(above 320, as required ) “FLAPS UP INDICATED”.
OPERATIONS REFERENCE MANUAL

“ENGAGE HDG, 1/2 BANK (or NAV

Single-Engine Missed Approach Profile

when NAV source is appropriate),

FLC, set VAC”
“A/P SET”
(as required)
• Select TOGA
• Disconnect ATS “GEAR UP”
• Smoothly rotate to
command bars, advance
thrust levers and call:
• “GO AROUND,
GO AROUND THRUST, “GEAR UP INDICATED”
FLAPS 20”

“POSITIVE RATE”

Figure 5-2: Single-Engine Missed Approach

NOTE: PF
“THRUST SET”, • 1/2 BANK will not engage if LNAV is the selected PM
“FLAPS 20 INDICATED” lateral mode. “ ” CALL RESPONSE
• If flying a GNSS approach, NAV mode will
automatically engage efter depressing TOGA
“MINIMUM/DECISION button.
NO CONTACT”
650_ORM_05_002
ABNORMAL PROCEDURES

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