AIRPLANE FLIGHT MANUAL

03-01-20 Pack Failure - Dual 2 03-01-30 Pack Hot - Single 4 03-01-40 Pack Hot - Dual 5 03-02-00 Auto Flight 1 03-02-10 Autopilot Malfunction or Failure 1 03-02-20 Autothrottle Malfunction 2 03-03-00 Auxiliary Power Unit 1 03-03-10 APU Inflight Operation - Alternate Electrical Power Source 1 03-03-20 APU Generator Failure 2 03-03-30 APU Shutdown 3 03-04-00 Electrical Power System 1 03-04-10 Single Generator Failure 1 03-04-20 Generator Overload 2 03-04-30 Left Main AC Bus Fault 2 03-04-40 Emergency AC Bus Fault or AC Reset or DC Reset 4 03-04-50 Battery or Battery Charger Failure 6 03-04-60 Essential DC Bus on Battery Power 7 03-04-70 Electric Load Shedding 9 03-05-00 Engine Control System 1 03-05-10 FADEC Alternate Control Mode 1 03-07-00 Engine Operating Parameters 1 03-07-10 Manual Ice Shedding Procedure 1 03-07-20 Volcanic Ash Encounter 2 03-07-30 Engine Vibration in Icing Conditions 3 03-09-00 Engine Starting System 1 03-09-10 Start Valve Fail Open On Ground 1 03-09-20 Start Valve Fail Open In Flight 1 03-12-00 Flaps System 1 03-12-10 Zero Flaps or Partial Flaps Landings 1 03-12-20 Loss of Flap Position Indication 3 03-13-00 Flight Control Systems 1 03-13-10 Landing Controllability Check 1 03-13-20 Uncommanded Airplane Motion 2 03-13-30 Runaway Pitch Trim 2 03-13-40 Runaway Roll Trim 3 FAA APPROVED MARCH 03, 2020 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL ATA SUBJECT PAGE 03-13-50 Runaway Yaw Trim 4 03-13-60 Flight Control Computer Multiple (2 or 3) Channels Fail 4 03-13-70 Left / Right Aileron Failure 6 03-13-80 Left / Right Elevator Failure 7 03-13-90 Jammed Flight Control Rudder Pedals 9 03-13-100 Rudder Failure 11 03-13-110 Spoiler Panel Failure 14 03-13-120 Stabilizer Failure 15 03-13-130 Sidestick - Both Passive 16 03-13-140 Sidestick Active / Passive 18 03-13-150 FCS Synoptic Legend 20 03-14-00 Fuel System 1 03-14-10 Fuel Pump Failure 1 03-14-20 Fuel Imbalance - In Flight 2 03-14-30 Fuel Imbalance - On Ground 2 03-15-00 Hydraulic System 1 03-15-10 Left Hydraulic System (L SYS) Failure - Loss of Pressure Only 1 03-15-20 Right Hydraulic System (R SYS) Failure - Loss of Pressure and / or Fluid 2 03-16-00 Indicating / Recording System 1 03-16-10 Display Units Blanking / Intermittent 1 03-16-20 Display Unit Failure 2 03-16-30 Loss of All Display Units 3 03-16-40 DU Unlatch 4 03-16-50 Operation With Two or More Air Data Systems Failed 4 03-16-60 Traffic and Collision Avoidance System Failure 6 03-16-70 Head Up Display Malfunction 7 03-16-80 Inertial Reference System Align In Motion 8 03-16-90 Synthetic Vision - Primary Flight Display Failure 8 03-16-100 GPS / SBAS Reception Loss During a RNAV (GPS) Approach to LPV Minima 9 03-16-110 Aural Nuisance Tones 11 03-16-120 Baro Set Fail - Single 11 03-16-130 Baro Set Fail - Dual 12 03-16-140 Red X On CAS Display 13 03-16-150 TSC Blank or Unresponsive 14 03-17-00 Landing Gear Alternate Operation 1 03-17-10 Landing Gear Failure to Retract 1 03-17-20 Unsafe Landing Gear Indication / Landing Gear Failure to Extend 3 REVISION 3 Page 2 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL ATA SUBJECT PAGE 03-18-00 Landing Gear System 1 03-18-10 Uncommanded Applied Brake Pressure 1 03-18-20 Uncommanded Nose Wheel Steering 3 03-20-00 Overheat / Hot Conditions 1 03-20-10 Forward Floor Hot and / or TRU Hot 1 03-20-20 EER Hot / PDB Overheat 3 03-20-30 MAU / MRC / NAVCOM Overheat 4 03-21-00 Pressurization Control System 1 03-21-10 Bleed Air System Failure - Single 1 03-21-20 Bleed Air System Failure - Dual 2 03-21-30 Bleed Air Hot - Single 4 03-21-40 Bleed Air Hot - Dual 6 03-21-50 Bleed Pressure High - Single 7 03-21-60 Bleed Pressure High - Dual 9 03-21-70 Bleed Pressure Low - Single 10 03-21-80 Bleed Pressure Low - Dual 12 03-21-90 Unpressurized Flight 13 03-21-100 CPCS Failure 14 03-24-00 Windshield / Door System 1 03-24-10 Windshield Heat Fail 1 03-24-20 Windshield Crack or Failed 2 03-24-30 Cabin Window Cracked 3 03-25-00 Wing Anti-ice 1 03-25-10 Single Wing Anti-ice Fail 1 03-25-20 Dual Wing Anti-ice Fail 2 FAA APPROVED MARCH 03, 2020 REVISION 3 Page 3 AIRPLANE FLIGHT MANUAL CHAPTER 04 – EMERGENCY PROCEDURES TABLE OF CONTENTS ATA SUBJECT PAGE 04-04-00 Electrical Power System 1 04-04-10 Dual Generator Failure (Above 37,000 Feet) 1 04-04-20 Dual Generator Failure (Below 37,000 Feet) 5 04-04-30 Operation On Aircraft Batteries, EBHA and UPS Batteries Only (RAT Unavailable) 9 04-06-00 Engine Failure 1 04-06-10 Engine Failure Below V1 1 04-06-20 Engine Failure Above V1 1 04-06-30 Dual Engine Failure 4 04-06-40 Inadvertent Engine Shutdown (One or Both) 8 04-06-50 Dual Engine Out Landing Procedure 9 04-06-60 Engine Failure with High Vibrations 10 04-06-70 Engine Failure In Flight 13 04-08-00 Engine Shutdown / Airstart / Single Engine Procedures 1 04-08-10 Engine Shutdown In Flight 1 04-08-20 Assisted Airstart 3 04-08-30 Windmill Airstart 7 04-08-40 One Engine Inoperative Landing Procedure 9 04-08-50 One Engine Inoperative Go-around Procedure 11 04-10-00 Fire: Engine / Aircraft Interior 1 04-10-10 Engine Fire In Flight 1 04-10-20 Engine Fire On Ground 4 04-10-30 Engine Core Fire In Flight 5 04-10-40 Engine Core Fire On Ground 8 04-10-50 Tailpipe Fire 9 04-10-60 Airplane Interior Fire / Smoke / Fumes 9 04-13-00 Flight Control Systems 1 04-13-10 Jammed Aileron 1 04-13-20 Jammed Elevator 1 04-13-30 Jammed Rudder 4 04-13-40 Jammed Spoiler 7 04-14-00 Fuel System 1 04-14-10 Fuel Leak In Flight 1 04-15-00 Hydraulic System 1 04-15-10 Dual Hydraulic System Failure - Loss of Pressure and Fluid 1 04-15-20 Left Hydraulic System (L SYS) Failure - Loss of Pressure and Fluid 6 FAA APPROVED MARCH 03, 2020 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL ATA SUBJECT PAGE 04-15-30 Dual Hydraulic System Failure - Loss of Pressure Only 11 04-16-00 Indicating / Recording System 1 04-16-10 Primary Flight Display Malfunction 1 04-16-20 Suspected Erroneous/Unreliable Air Data 2 04-18-00 Landing Gear System 1 04-18-10 Braking Using the Parking Brake 1 04-18-20 Nose Gear Retracted, Both Main Gear Down and Locked 2 04-18-30 One Main Gear and Nose Gear Down and Locked, Opposite Main Gear Retracted 4 04-18-40 One Main Gear Only Down and Locked 5 04-18-50 Both Main Gear Retracted, Nose Gear Down and Locked 7 04-18-60 All Gear Up Landing Procedure 8 04-19-00 Landing, Stopping, and Evacuation 1 04-19-10 Overweight Landing 1 04-19-20 Ditching 2 04-19-30 Emergency Escape Routes 5 04-19-40 Immediate Return for Landing 6 04-19-50 Emergency Airplane Evacuation 6 04-19-60 Planned Forced Landing 9 04-19-70 Tire Failure on Takeoff 11 04-19-80 Rejected Takeoff 12 04-21-00 Pressurization Control System 1 04-21-10 Oxygen System Quantity Shortage 1 04-21-20 Emergency Descent Procedure 1 04-21-30 Automatic Emergency Descent Mode 2 04-21-40 Loss of Automatic Pressurization Control 4 04-23-00 Thrust Reverser System 1 04-23-10 Thrust Reverser Unlock or Deploy During Takeoff or In Flight 1 04-24-00 Windshield / Door System 1 04-24-10 Main Entrance Door Not Secure 1 04-25-00 Miscellaneous 1 04-25-10 Incapacitated Aircrew 1 REVISION 3 Page 2 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL CHAPTER 05 – PERFORMANCE TABLE OF CONTENTS ATA SUBJECT PAGE 05-00-00 Performance 1 05-00-10 Introduction 1 05-01-00 General Data 1 05-01-10 Planning Data 1 05-01-20 Conversion Charts 9 05-01-30 Position Error 18 05-01-40 Stall Speeds - Idle Power 18 05-02-00 Field Length Limited Performance 1 05-02-10 Takeoff Performance 1 05-03-00 Climb Limited Performance 1 05-03-10 Climb Limited Performance 1 05-04-00 Takeoff Gross Weight Limits due to Tire Speed and Landing Brake Kinetic Energy 1 05-04-10 Takeoff Gross Weight Limits due to Tire Speed and Landing Brake Kinetic Energy 1 05-05-00 Takeoff Speeds 1 05-05-10 Takeoff Speeds Planning Tables 1 05-05-20 Takeoff Speeds Planning Tables: Dry / Wet Runway: Flaps 20: ECS Bleeds On 6 05-05-30 Takeoff Speeds Planning Tables: Dry / Wet Runway: Flaps 20: ECS Bleeds On: CAI On / WAI Off 25 05-05-40 Takeoff Speeds Planning Tables: Dry / Wet Runway: Flaps 20: ECS Bleeds On: CAI On / WAI On 44 05-05-50 Takeoff Speeds Planning Tables: Dry / Wet Runway: Flaps 10: ECS Bleeds On 63 05-05-60 Takeoff Speeds Planning Tables: Dry / Wet Runway: Flaps 10: ECS Bleeds On: CAI On / WAI Off 82 05-05-70 Takeoff Speeds Planning Tables: Dry / Wet Runway: Flaps 10: ECS Bleeds On: CAI On / WAI On 101 05-05-80 Minimum V1 for Control on the Ground (V1MCG), Flaps 20 and 10, Wet and Dry Runway 121 05-05-90 Maximum V1 for Brake Energy Limits (V1MBE), Flaps 20 and 10, Wet and Dry Runway 123 05-06-00 Obstacle Clearance Limited Performance 1 05-06-10 Takeoff Flight Path 1 FAA APPROVED MARCH 03, 2020 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL ATA SUBJECT PAGE 05-06-20 Final Takeoff Climb 21 05-06-30 Obstacle Clearance Using Takeoff and Landing (TOLD) Performance Computer 21 05-07-00 Enroute Climb 1 05-07-10 Enroute Climb 1 05-08-00 Buffet Boundary 1 05-08-10 Buffet Boundary 1 05-09-00 Approach Climb 1 05-09-10 Approach Climb 1 05-10-00 All Engine Landing Climb 1 05-10-10 All Engine Landing Climb 1 05-11-00 Final Approach and Landing 1 05-11-10 Threshold Speeds 1 05-11-20 Tire Speed and BKE Limited Maximum Landing Weight 7 05-11-30 Landing Distance 13 05-12-00 N1 Engine Tables 1 05-12-10 Engine N1 RPM Tables 1 05-12-20 N1C to Physical N1 Conversion Table 1 05-12-30 N1% Setting for MTO 3 05-12-40 N1% Setting for Go-Around Thrust 10 05-12-50 N1% Setting for MCT, ECS, 2 Packs 16 05-12-60 N1% Setting for MCT, ECS, 1 Pack 29 05-12-70 N1% Setting for MCT, CAI, 2 Packs 42 05-12-80 N1% Setting for MCT, CAI, 1 Pack 55 05-12-90 N1% Setting for MCT, CAI Locked Open, 2 Packs 68 05-12-100 N1% Setting for MCT, CAI Locked Open, 1 Pack 81 05-12-110 N1% Setting for MCT, CAI ON, WAI ON 94 05-12-120 N1% Setting for MCT, CAI Locked Open, WAI ON 107 REVISION 3 Page 2 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL Departure / Arrival Airport 01-02-10: Runway, Slope, and Wind Conditions 1. Runway Conditions a. A runway is wet when more than 25 percent of the runway surface area (within the reported length and the width being used) is covered by any visible dampness or water that is ⅛ inch (3 mm) or less in depth. A damp runway that meets this definition is considered wet, regardless of whether or not the surface appears reflective. b. A runway is considered contaminated when more than 25 percent of the runway surface area (within the reported length and the width being used) is covered by any frost, ice, snow, slush or greater than 3mm of standing water. 2. Maximum Slopes Approved for Takeoff and Landing Operations a. +2% (uphill). b. -2% (downhill). 3. Wind Conditions a. Maximum tailwind component approved for takeoff and landing: 10 knots b. When operating in a flight control law mode other than normal (i.e., alternate, direct or backup), maximum crosswind component for landing: 10 knots c. Maximum tailwind component for landing with flaps 10° or less is zero knots. d. The maximum crosswind component for landing (including gusts) is 22 knots. 4. Takeoff Crosswind Limits a. Static Takeoff - 30 knots. NOTE For crosswinds above 30 knots, refer to 02-08-140, High Crosswind Takeoff Procedure. 5. Surface Type a. Smooth and/or grooved, hard-surfaced runways are approved. 01-02-20: High Elevation Airport Operations 1. Maximum Approved Airport Pressure Altitude for Takeoff or Landing FAA APPROVED MARCH 03, 2020 Departure / Arrival Airport 01-02-00 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL 01-03-30: Maximum Operating Altitudes 1. Maximum Operating Altitude a. 51,000 feet. 2. Maximum Operating Altitude with Rudder Failure or Jam a. 35,000 feet. 3. Maximum Operating Altitude with a Single Air Conditioning Pack Operating a. 48,000 feet. 4. Maximum Operating Altitude for Extension / Flight Landing Gear Extended a. 20,000 feet. 5. Maximum Operating Altitude For Extension / Flight with Flaps 10° or 20° a. 25,000 feet. 6. Maximum Operating Altitude For Extension / Flight with Flaps Down a. 20,000 feet. 7. Maximum Operating Altitude with Interior Baggage Compartment Door Open a. 45,000 feet. 01-03-40: Airspeed Limitations 1. Minimum Control Speed Air (VMCA) a. Flaps 10° – 108 KCAS. b. Flaps 20° – 104 KCAS. c. VMCL – 101 KCAS. 2. Minimum Control Speed Ground (VMCG) a. Flaps 10° – 105 KCAS. b. Flaps 20° – 112 KCAS. 3. Maneuvering Speed (VA) a. Full application of pitch, roll or yaw controls should be confined to speeds below 206 KCAS. FAA APPROVED MARCH 03, 2020 Performance 01-03-00 REVISION 3 Page 15 AIRPLANE FLIGHT MANUAL NOTE Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw, and full control inputs in more than one axis at the same time, should be avoided as they may result in structural failures at any speed, including below the maneuvering speed. 4. Flaps Extended Speed (VFE) a. 10° – 250 KCAS. b. 20° – 220 KCAS. c. Flaps Down – 180 KCAS. 5. Maximum Landing Gear Extended Speed (VLE) a. Maximum Landing Gear Extended Speed (VLE) is the maximum speed at which the airplane can be safely flown with the landing gear extended. b. Do not exceed 250 KCAS with landing gear extended. 6. Maximum Landing Gear Operation Speeds (VLO) a. Maximum Landing Gear Operating Speed (VLO) is the maximum speed at which it is safe to extend or retract the landing gear. b. Do not extend or retract the landing gear above 225 KCAS. 7. Emergency Landing Gear Extension a. Emergency Landing Gear Extension utilizes alternate means to extend the landing gear. Do not lower landing gear using the alternate system above 175 KCAS. b. With the landing gear extended utilizing the alternate system, do not exceed 225 KCAS. 8. Maximum Operating Limit Speed (VMO / MMO) a. Maximum operating limit speed shall not be deliberately exceeded in any regime of flight (climb, cruise or descent). See Figure 2. Altitude/Mach Flight Envelope. 9. Maximum Airspeed with Yaw Damper Failure a. 285 KCAS / 0.90M. 10. Turbulence Penetration Speed a. At or above 10,000 feet: 270 KCAS / 0.85M, whichever is less. b. Less than 10,000 feet: 240 KCAS. 11. Maximum Tire Groundspeed: REVISION 3 Page 16 Performance 01-03-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL a. 195 knots. 12. Degraded Flight Control Law Mode a. When operating in a flight control law mode other than normal (i.e., alternate, direct or backup), do not exceed 285 KCAS / 0.90M maximum. 13. Flight Control Surface Failure or Jammed Condition a. If any primary flight control surface or spoiler panel is failed, caused by either a component malfunction(s) or a hydraulic system failure, do not exceed 285 KCAS / 0.90M maximum. 14. Gear / Flap Overspeed Indications NOTE Flap and gear overspeed indications are only available with KCAS as the PFD speed selection. a. With Mach selected on the PFD, gear and/or flap extension is prohibited. 15. Approach Speed a. Approach speed for normal approaches (Flaps 39) is VREF + half the steady state wind plus the gust increment up to a maximum additive of 20 knots. b. Minimum approach speed is VREF + 5 knots c. Approach Speed shall be maintained to the runway threshold and shall be used to determine landing performance except for abnormal flap approaches. Abnormal flap approaches must comply with the procedures in section 03-12-10, Zero Flaps or Partial Flaps Landings. FAA APPROVED MARCH 03, 2020 Performance 01-03-00 REVISION 3 Page 17 AIRPLANE FLIGHT MANUAL Figure 2. Altitude/Mach Flight Envelope REVISION 3 Page 18 Performance 01-03-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL Flight Controls 01-27-10: Normal Control Laws 1. Continued flight at or above stick shaker activation AOA is prohibited. WARNING RAPID AND LARGE ALTERNATING PITCH CONTROL INPUTS, SUCH AS AN ABRUPT PULL-PUSH-PULL, MAY REDUCE THE AIRPLANE RESPONSE TO SUBSEQUENT CONTROL INPUTS TO LESS THAN WHAT MAY BE REQUIRED FOR NORMAL AIRPLANE HANDLING. NOTE AOA limiting may occur without stick shaker activation or display of FCC AOA Limiting (advisory) CAS message below 400 ft. 01-27-20: Degraded Control Laws 1. When operating in a flight control law mode other than normal (Alternate, Direct, or Backup), do not exceed 285 KCAS / .90M. 2. Flight into known icing conditions is prohibited when operating in a flight control law mode other than normal (Alternate, Direct or Backup). If the flight control law mode degrades from normal while in icing conditions, exit icing conditions as soon as possible. NOTE The AOA limiting / stall protection system is only available in the normal flight control mode. Stick shaker/stall warning is provided in Alternate mode at 0.85 AOA . 3. Intentional degradation from normal mode or disabling of any flight control system is prohibited. 4. Takeoff is prohibited when operating in a flight control law mode other than normal (Alternate, Direct, or Backup). FAA APPROVED MARCH 03, 2020 Flight Controls 01-27-00 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL b. AFN, ADS-C and CPDLC are approved for oceanic and remote operation within the NAT and in areas outside of the NAT. The proper datalink capability must be noted on the filed ICAO flight plan: - block 10 should include “J” and “/D” and block 18 should include “DAT / SV”. c. For operations using the NAT Strategic Lateral Offset Procedures (SLOP), the entry of a right 1 or 2 NM offset has a negligible effect on the FMS predictions at the next and next +1 waypoint. For larger than 2 NM offset, e.g. for a weather deviation, the FMS prediction assumes that the airplane will return to the original flight plan prior to the next waypoint. If this is not the case, the crew should advise ATC that the FMS predictions are to the original path and not to the offset path. 01-34-40: Takeoff and Landing Data (TOLD) 1. If the FMS TOLD database is not installed, TOLD performance calculations shall be accomplished by reference to performance data in AFM Chapter 5. 2. If entering an obstacle height (TSC/FMS/Perf Takeoff/Obst/Obstacle), the manually entered obstacle elevation must include a 35-foot additive. 3. TOLD calculations shall be checked for reasonableness against performance data in AFM Chapter 5. 4. The approach speed additive shall be entered into TOLD to calculate runway landing distance. Maximum landing weight shall be calculated in 05-11-20, Tire Speed and BKE Limited Maximum Landing Weight. Reduce maximum landing weight determined from Figure 5: Maximum Landing Gross Weight Limited by Fuseplug Release Energy, by 650 lb per knot of threshold speed additive. 01-34-50: Traffic Alert and Collision Avoidance System 1. Single Engine Inoperative and TCAS a. The use of TA/RA mode is prohibited with a single engine inoperative, select TA Only as operating mode. 01-34-60: Enhanced Flight Vision System (EFVS) 1. EFVS General a. The demonstrated performance of the installed EFVS Approach System meets the criteria of AC 20-167A for EFVS operations conducted in accordance with 14 CFR 91.176 (a) and 91.176 (b). b. For EFVS operations to touchdown and rollout, descending below DA/ DH requires that visual references be distinctly visible and identifiable to FAA APPROVED MARCH 03, 2020 Navigation 01-34-00 REVISION 3 Page 5 AIRPLANE FLIGHT MANUAL 6. Flight Observer Seat Check 7. Interior Doors Verify Open END 02-05-50: Landing NOTE When approach guidance is established on final approach, a subsequent deviation may not recapture in a timely manner unless the approach button is rearmed. 1. SEAT BELT / NO SMOKE PASSENGER WARNING Select 2. Landing Gear / Lights Down / 3 green WARNING FLAPS MUST BE SET AND EXTENDED TO 20° PRIOR TO SELECTION OF FLAPS TO DOWN. 3. FLAPS DOWN WARNING APPROACH SPEED IS VREF +5 KNOTS; HOWEVER, IN STRONG WIND CONDITIONS, ADD TO VREF 1/2 OF THE STEADY STATE WIND PLUS THE GUST INCREMENT TO A MAXIMUM ADDITIVE OF 20 KNOTS. APPROACH SPEED, INCLUDING ANY GUST ADDITIVE SHALL BE MAINTAINED TO THE THRESHOLD AND SHALL BE USED TO DETERMINE LANDING DISTANCE. 4. Approach / Landing Airspeeds Verify Continued on next page → REVISION 3 Page 4 In Flight Procedures 02-05-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL CAUTION AFTER TOUCHDOWN, PEDAL STEERING AND / OR RUDDER AERODYNAMIC CONTROL SHOULD BE USED TO MAINTAIN DIRECTIONAL CONTROL. DIFFERENTIAL BRAKING SHOULD AUGMENT PEDAL STEERING AS RUDDER EFFECTIVENESS DECREASES (IF REQUIRED). CONSIDER LIMITING THRUST REVERSER USE IF LANDING SURFACE IS DEGRADED, OR CONTAMINATED TO PREVENT AIRCRAFT DAMAGE. END 02-05-60: All Engines Operating Go-around Procedure CAUTION DO NOT ATTEMPT A GO-AROUND WITH LESS THAN 650 POUNDS OF FUEL INDICATED IN EITHER FUEL TANK. 1. TO/GA Press 2. Throttles Increase to go-around power 3. FLAPS 20° 4. Airspeed VREF (Flaps 20°) 5. When a positive rate of climb has been established: a. Landing Gear Up 6. When airspeed is VREF (Flaps 20°) + 20: a. FLAPS UP END FAA APPROVED MARCH 03, 2020 In Flight Procedures 02-05-00 REVISION 3 Page 5 AIRPLANE FLIGHT MANUAL Flaps System 03-12-10: Zero Flaps or Partial Flaps Landings Displayed CAS and CA Messages Flap Asymmetry (caution) Flap Command Invalid (U) (caution) Flaps Failed (U) (caution) System Impacts • Autothrottle: Use of autothrottle is prohibited during approach and landing with flaps 10° or less. • Landing: Maximum tailwind component for landing with flaps 10° or less is zero knots. • Landing Distance: Zero or partial flap landings will result in increased landing distance required. Corrective Action 1. Airplane Plan a wide approach and select the longest available runway 2. Approach Winds Plan landing runway and approach that maximize headwinds during approach and landing 3. Approach Plan shallow approach (if possible) 4. Prior to Final Approach Fix: a. WAI On b. Wing Temperature Verify above 100°F c. AT Auto-Engage Inhibit (TSC/ Systems/AT Control) Select d. GPWS FLAP INHIBIT (TSC/Aural Inhibits/TAWS Control) Select Continued on next page → FAA APPROVED MARCH 03, 2020 Flaps System 03-12-00 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL e. Airspeed 200 KCAS minimum (until ready to configure) 5. If WAI unavailable: a. Flaps 0 VREF Increase by a factor of 1.27 b. Flaps 0 Landing Distance Increase by a factor of 1.57 CAUTION LANDING WITH BRAKE ENERGY EXCEEDING 125.7 MFP MAY RESULT IN BRAKE FAILURE AND FIRE AFTER LANDING. CONSIDERATION SHOULD BE GIVEN TO AN ALTERNATE LANDING LOCATION. c. Refer to 05-11-20, Tire Speed and BKE Limited Maximum Landing Weight 6. Landing Distance Calculate 7. Landing Gear Down 8. Landing Checklist Complete 9. Autothrottle Disconnect (Flaps 10° or less) 10. Airspeed Establish VREF+ 5 prior to FAF 11. Landing Continued on next page → REVISION 3 Page 2 Flaps System 03-12-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL CAUTION WHEN LANDING WITH PARTIAL FLAPS, A REDUCED FLARE IS REQUIRED. IT MAY BE NECESSARY TO APPLY A SLIGHT FORWARD PRESSURE ON THE SIDESTICK TO PUT THE NOSE WHEEL ON THE RUNWAY. WHEEL FUSE PLUG RELEASE WILL LIKELY OCCUR DUE TO ADDED LANDING SPEED UNDER COMBINATIONS OF HIGH FIELD ELEVATION, NEAR MAX LANDING WEIGHT, AND HIGH OAT. CONSIDERATION SHOULD BE GIVEN TO ALERTING EMERGENCY RESPONSE CREWS DUE TO THE ELEVATED RISK OF BRAKEFIRE AND FUSE PLUG RELEASE. a. Maximum Touchdown Groundspeed 195 knots b. Airspeed Establish VREF at the Runway Threshold c. Thrust Reversers Apply maximum 12. If a go-around is required: a. Airspeed Execute initial climb at VREF END 03-12-20: Loss of Flap Position Indication System Impacts • Stall Protection: Not available. • Landing Gear Warning: Not available. Corrective Action 1. Flap Position Visually Identify Continued on next page → FAA APPROVED MARCH 03, 2020 Flaps System 03-12-00 REVISION 3 Page 3 AIRPLANE FLIGHT MANUAL CAUTION WAI MUST BE ACTIVATED AND HAVE REACHED AN OPERATING TEMPERATURE GREATER THAN 100°F PRIOR TO ENTRY INTO ICING CONDITIONS. (3) WAI On (4) ECS System Monitor (5) Refer to 02-08-70, Fuel Balancing in Flight. h. If hydraulic pressure fails to indicate after restart: NOTE Hydraulic pressurization indications may be delayed between 30 seconds and 5.5 minutes after a successful airstart. The procedures below will minimize the delay. (1) Throttle (Affected Engine) Increase above Idle (2) Altitude Descend below 15,000 feet END 04-08-40: One Engine Inoperative Landing Procedure System Impacts • Autothrottle: Prohibited during single engine approach. • Hydraulic Systems: Operation of speed brakes, flaps, landing gear, thrust reversers and brakes should occur as separate events, not simultaneously. • WAI: Wing Anti-Ice operations with a single bleed source is restricted to single ECS pack operations. Corrective Action 1. If WAI is required: Continued on next page → FAA APPROVED MARCH 03, 2020 Engine Shutdown / Airstart / Single Engine Procedures 04-08-00 REVISION 3 Page 9 AIRPLANE FLIGHT MANUAL a. ECS Pack (Affected Engine) OFF b. Isolation Valve Closed (Out) CAUTION WAI MUST BE ACTIVATED AND REACH AN OPERATING TEMPERATURE GREATER THAN 100°F PRIOR TO ENTRY INTO ICING CONDITIONS. c. WAI On 2. If the left engine has failed: a. PTU Armed / On b. Aux Pump Armed / Off 3. Fuel Balance Monitor and Maintain a. Refer to 02-08-70, Fuel Balancing In Flight. 4. FLAPS 20° 5. Landing Gear / Lights Down / 3 green 6. Hydraulics / Brake Accumulators Check / 3000 PSI 7. SEAT BELT / NO SMOKE PASSENGER WARNING Select 8. Final Approach Fix a. Autothrottle Disconnect b. FLAPS DOWN Continued on next page → REVISION 3 Page 10 Engine Shutdown / Airstart / Single Engine Procedures 04-08-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL WARNING APPROACH SPEED IS VREF + 5 KNOTS; HOWEVER, IN STRONG WIND CONDITIONS, ADD TO VREF 1/2 OF THE STEADY STATE WIND PLUS THE GUST INCREMENT TO A MAXIMUM ADDITIVE OF 20 KNOTS. APPROACH SPEED, INCLUDING ANY GUST ADDITIVE SHALL BE MAINTAINED TO THE THRESHOLD AND SHALL BE USED TO DETERMINE LANDING DISTANCE. c. Approach/Landing Airspeeds Verify 9. Landing a. Operating Thrust Reverser As required b. If a go-around is required: (1) Refer to 04-08-50, One Engine Inoperative Go-around Procedure. 10. If airplane evacuation is necessary: a. Refer to 04-19-50, Emergency Airplane Evacuation. END 04-08-50: One Engine Inoperative Go-around Procedure Corrective Action 1. Autopilot Disconnect 2. TOGA Press 3. Throttle (Operating Engine) Go-around power 4. FLAPS 20° Continued on next page → FAA APPROVED MARCH 03, 2020 Engine Shutdown / Airstart / Single Engine Procedures 04-08-00 REVISION 3 Page 11 AIRPLANE FLIGHT MANUAL Final Approach and Landing 05-11-10: Threshold Speeds 1 Introduction 1. Threshold speeds, VREF, for landing distance are shown for normal flap setting 39° in Figure 1. Threshold Speed for Landing Distance, Flaps 39°, Wing Anti-Ice OFF and ON for Wing Anti-Ice OFF and ON operations. Abnormal flap settings 20° and 10° threshold speeds for Wing Anti-Ice OFF and ON conditions are shown in Figure 2. Threshold Speed for Landing Distance, Flaps 20°, Wing Anti-Ice OFF and ON and Figure 3. Threshold Speed for Landing Distance, Flaps 10°, Wing Anti-Ice OFF and ON. For the abnormal flap setting 0°, threshold speeds shown in Figure 4. Threshold Speed for Landing Distance, Flaps 0°, Wing Anti-Ice ON are effective for Wing Anti-Ice ON operations. 2. Final approach speeds are computed as the landing threshold speed plus appropriate speed margins. The final approach speed margin above the intended threshold speed must not be greater than that which can be bled off before the point of crossing the runway threshold. 3. Normally, landings will be conducted only at the landing flap setting of 39°. Additional charts are provided for reduced flap settings to be used when an abnormal landing at a reduced flap setting is required. The landing threshold speeds shown are effective throughout the certified weight, temperature and altitude range of the airplane. FAA APPROVED MARCH 03, 2020 Final Approach and Landing 05-11-00 REVISION 3 Page 1 AIRPLANE FLIGHT MANUAL WARNING APPROACH SPEED IS VREF + 5 KNOTS; HOWEVER, IN STRONG WIND CONDITIONS, ADD TO VREF 1/2 OF THE STEADY STATE WIND PLUS THE GUST INCREMENT TO A MAXIMUM ADDITIVE OF 20 KNOTS. APPROACH SPEED, INCLUDING ANY GUST ADDITIVE SHALL BE MAINTAINED TO THE THRESHOLD. CAUTION TIRESPEED LIMITATIONS WILL BE EXCEEDED IF TOUCHDOWN IS MADE IN EXCESS OF 195 KNOTS GROUNDSPEED. NOTE If winds are reported 270/10G20, the VREF additive is calculated utilizing 5 knots (half of the steady state) plus 10 knots (for the gust increment). The total VREF additive is 5+10=15 knots. Landing distance in 05-11-30, Landing Distance and maximum landing weight 05-11-20, Tire Speed and BKE Limited Maximum Landing Weight shall be calculated utilizing planned speed at the threshold. 2 Example Determine the final approach and threshold speeds for landing at a normal flap (39°) setting. Given: • Landing Gross Weight = 58,000 pounds (26,308 kg) • Airport Pressure Altitude = 2000 feet Solution: • Threshold Speed (VREF) = 111 KIAS • Final Approach Speed (VREF +5 KIAS) = 116 KIAS REVISION 3 Page 2 Final Approach and Landing 05-11-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL Figure 1. Threshold Speed for Landing Distance, Flaps 39°, Wing Anti-Ice OFF and ON FAA APPROVED MARCH 03, 2020 Final Approach and Landing 05-11-00 REVISION 3 Page 3 AIRPLANE FLIGHT MANUAL Figure 2. Threshold Speed for Landing Distance, Flaps 20°, Wing Anti-Ice OFF and ON REVISION 3 Page 4 Final Approach and Landing 05-11-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL Figure 3. Threshold Speed for Landing Distance, Flaps 10°, Wing Anti-Ice OFF and ON FAA APPROVED MARCH 03, 2020 Final Approach and Landing 05-11-00 REVISION 3 Page 5 AIRPLANE FLIGHT MANUAL Figure 4. Threshold Speed for Landing Distance, Flaps 0°, Wing Anti-Ice ON REVISION 3 Page 6 Final Approach and Landing 05-11-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL 05-11-20: Tire Speed and BKE Limited Maximum Landing Weight 1 Introduction 1. Prior to determining the landing distance, the limiting maximum landing weight for the conditions must first be determined. In any case, the maximum landing weight may not exceed the maximum landing weight of 76,800 pounds (34,836 kg) for the airplane. 2. For a normal landing conducted at the normal flap setting of 39°, the maximum landing weight may be further limited by fuseplug release energy. On the GVII- G600, fuseplug release will occur at or above a landing brake kinetic energy of 84.2 MFP. There is no limitation due to tirespeed on maximum landing weight for a landing at the flap setting of 39°. The maximum landing weight for normal landings should be computed using the MAXIMUM LANDING GROSS WEIGHT LIMITED BY FUSEPLUG RELEASE ENERGY OF 84.2 MFP chart in Figure 5. Maximum Landing Gross Weight Limited by Fuseplug Release Energy of 84.2 MFP – Flaps 39°, Wing Anti-Ice OFF or ON for Wing Anti-Ice OFF or ON operations. NOTE Data are presented for a single engine operating at forward idle thrust. The use of reverse thrust will reduce the absorbed brake energy and provide margin to the fuseplug release energy. To determine BKE limited maximum landing weight with Wing Anti-Ice failed, multiply computed maximum landing weight by a factor of 0.77. Factor is valid for normal flap settings. Reduce Maximum Landing Weight determined from Figure 5. Maximum Landing Gross Weight Limited by Fuseplug Release Energy of 84.2 MFP – Flaps 39°, Wing Anti-Ice OFF or ON, by 650 lb per knot of threshold speed additive. 3. For an abnormal landing conducted at any reduced flap setting (less than 39°), a limitation on the maximum allowable landing weight can exist either due to the tirespeed limit (195.5 KTGS) or the brake kinetic energy limit (125.7 MFP). For landings at any reduced flap setting, the limited landing weight should be conservatively computed using the more restrictive of the Maximum Allowable Landing Gross Weight For Landing Brake Kinetic Energy Limit of 125.7 MFP chart in Figure 6. Maximum Allowable Landing Gross Weight Permitted by BKE Limit of 125.7 MFP - Abnormal Landing Flaps, and Maximum Allowable Landing Gross Weight Permitted By Tirespeed Limit of 195.5 KTGS in Figure 7. Maximum Allowable Landing Gross Weight Permitted by Tirespeed Limit of 195.5 KTGS - Abnormal Landing Flaps. FAA APPROVED MARCH 03, 2020 Final Approach and Landing 05-11-00 REVISION 3 Page 7 AIRPLANE FLIGHT MANUAL NOTE To determine BKE limited maximum landing weight with Wing Anti-Ice failed, multiply computed maximum landing weight by a factor of 0.77. Factor is valid for abnormal flap settings. To determine tirespeed limited maximum landing weight with Wing Anti-Ice failed, multiply computed maximum landing weight by a factor of 0.63. Factor is valid for abnormal flap settings only. Reduce Maximum Landing Weight determined from Figure 6. Maximum Allowable Landing Gross Weight Permitted by BKE Limit of 125.7 MFP - Abnormal Landing Flaps, by 1050 lb per knot of threshold speed additive. 2 Examples 1. Example 1: Determine the maximum allowable landing weight for a normal landing (Flaps 39°). Given: • Airport Pressure Altitude = 2000 feet • Airport Ambient Temperature = 11°C (ISA +0°C) • Runway Slope = 0% • Wind Component = -10 knots (Tailwind) Solution: • BKE Limited Landing Weight = 85,554 pounds (38,807 kg) NOTE Since the BKE Limited Landing Weight is greater than the airplane Maximum Landing Weight, the Landing Weight limit in the normal configuration for these conditions is the Maximum Landing Weight of 76,800 pounds (34,836 kg). 2. Example 2: Determine the maximum allowable landing weight for a flaps-up landing (for abnormal use only when 39° flaps are not available). Wing Anti-Ice is operational. Given: • Airport Pressure Altitude = 15,000 feet • Airport Ambient Temperature = -20°C (ISA -5°C) REVISION 3 Page 8 Final Approach and Landing 05-11-00 FAA APPROVED MARCH 03, 2020 AIRPLANE FLIGHT MANUAL • Runway Slope = 0% • Wind Component = -10 knots (Tailwind) Solution: • BKE Limited Landing Weight = 74,509 pounds (33,797 kg) • Tirespeed Limited Landing Weight = 73,173 pounds (33,191 kg) NOTE For the given conditions, the maximum allowable landing weight is limited to 73,173 pounds (33,191 kg) based on the tirespeed limit. FAA APPROVED MARCH 03, 2020 Final Approach and Landing 05-11-00 REVISION 3 Page 9 AIRPLANE FLIGHT MANUAL Figure 5. Maximum Landing Gross Weight Limited by Fuseplug Release Energy of 84.2 MFP – Flaps 39°, Wing Anti-Ice OFF or ON REVISION 3 Page 10 Final Approach and Landing 05-11-00 FAA APPROVED MARCH 03, 2020