OPERATIONS

REFERENCE

650
CHALLENGER
Aircraft General Information

WEIGHTS

Basic Empty Weight 27,150 lbs 12,315 kg

Operating Empty Weight (Pilots & Equipment) 27,680 lbs 12,556 kg

Maximum Zero Fuel Weight 32,000 lbs 14,515 kg

Maximum Take-off Weight 48,200 lbs 21,863 kg

Maximum Landing Weight 38,000 lbs 17,236 kg

Fuel Capacity (ISA) 20,000 lbs 9,098 kg

PROCEDURE CAPABILITIES

Approach Category C

Precision Approaches ILS CAT II/80 ft RA

RNAV/RNP Approaches RNP AR 0.3 nm/LPV

Available SBAS Providers WAAS, EGNOS, GAGAN, MSAS

Equipment Code M-SBDE1E2E3FGHIJ1J4J5J7M3RWXYZ/LB1V1D1

PBN Capability Code PBN/A1L1B1C1D1O1S1T1

SERVICE BULLETINS

Steep Approach Capability 650–34–008 Not Implemented

RNP AR Approach Capability 650–34–009 Implemented

Runway Awareness and Advisory System 650–34–010 Not Implemented

Flex / Maximum Take-off Thrust Limit 650–34–012 Implemented (Avionics Options)

Airplane Flight Manual Limitations

GENERAL

Service Ceiling FL410

SPEEDS

VMO < 8,000 ft 8,000–22,150 ft

300 kias 348 kias

MMO Mach 0.85 (0.83 in RVSM airspace)

VLE (gear extended) 250 kias

VLO (gear operation) 197 kias

VFE (flaps extended) Flaps 20° 231 kias

Flaps 30° 197 kias

Flaps 45° 189 kias

APPROACH, TAKE-OFF AND LANDING

Glidepath Angle Limit Normal 3.5°

See “Special Approach Supplement” Special Performance 4.5°

Steep 5.5°

Demonstrated Crosswind Component 24 kts

Maximum Tailwind Component 10 kts

Maximum Normal Runway Altitude 10,000 ft pressure altitude

Maximum Reduced Weight Runway Altitude 14,000 ft pressure altitude

Maximum Air Temp for Take-off and Landing ISA+35 °C

Minimum Air Temp for Take-off −40 °C / −40 °F

Maximum Runway Slope 2% uphill / 2% downhill

Minimum Autopilot Disconnect Height 80 ft

FLIGHT IN ICING CONDITIONS

Engine Cowl Anti-ice In icing conditions

(visible moisture, SAT ≥ −40 °C, TAT ≤ 10 °C)

Wing Anti-ice > 22,000 ft Ice detection indicated

See “Operations in Icing Conditions” < 22,000 ft Ice detection indicated

OR
In icing conditions
OR
TAT ≤ 10 °C &
approach flaps extended
Preflight Inspection
Common Flight Profiles
Common Flight Profiles (cont’d)

Take-off Profile
Airspeeds and Power Settings

Flight Phase Airspeed Pitch N1%

(kts) (degrees)

Climb

< 10,000 ft 250 12° Thrust Limit

10,000–25,000 ft 250 7.5° Thrust Limit

> 25,000 ft 250 / M0.72 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° slope)

Flaps 45° / Gear down VRef +5 −2° 60

Flaps 20° / Gear down / Single engine VRef +14 +5 1° 63

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 ±4,000 lbs (2,000 kg)

Single engine +15% N1

Altitude +0.8% N1 per 1,000 ft

Wind (on approach) +3% per 10 kt headwind

Climb Data

Climb Profile (500 fpm ceiling) Max Weight Altitude

250 kts / 250 kts / M0.72 / ISA LBS KG Flight Level

48,000 21,800 350

47,750 21,700 360

47,250 21,500 360

37,000 16,800 410

250 kts / 300 kts / M0.78 / ISA LBS KG Flight Level

48,000 21,800 350

46,500 21,100 360

45,750 20,800 360

35,750 16,200 410

Cruise Altitudes

M0.72 CRUISE ISA

LBS 28,000 30,000 32,000 34,000 36,000 38,000 40,000 42,000 44,000 46,000 48,000

KG 12,700 13,600 14,500 15,500 16,400 17,300 18,200 19,100 20,000 20,900 21,800

Flight 410 390 370 350

Level

M0.72 CRUISE ISA+10

LBS 28,000 30,000 32,000 34,000 36,000 38,000 40,000 42,000 44,000 46,000 48,000

KG 12,700 13,600 14,500 15,500 16,400 17,300 18,200 19,100 20,000 20,900 21,800

Flight 410 390 370 350

Level

M0.80 CRUISE ISA

LBS 28,000 30,000 32,000 34,000 36,000 38,000 40,000 42,000 44,000 46,000 48,000

KG 12,700 13,600 14,500 15,500 16,400 17,300 18,200 19,100 20,000 20,900 21,800

Flight 410 390 370 350

Level

M0.80 CRUISE ISA+10

LBS 28,000 30,000 32,000 34,000 36,000 38,000 40,000 42,000 44,000 46,000 48,000

KG 12,700 13,600 14,500 15,500 16,400 17,300 18,200 19,100 20,000 20,900 21,800

Flight 410 390 370 350 330

Level
Maximum Corrected N2%
Airfield Performance & Planning Charts (Metric)

Full performance calculations are available in the FMS PERF pages

Operations In Icing Conditions

Icing conditions exist at a Total Air Temperature (TAT) of 10 °C (50 °F) or below with visible moisture in any
form (such as clouds, rain, snow, sleet, or ice crystals), except when Static Air Temperature (SAT) is −40 °C
(−40 °F) or below.

SAT −40 °C ≤ ICING RANGE ≤ TAT 10 °C

Icing On The Ground

The Challenger is equipped with a cowl anti-ice system to protect the engines and nacelles, and a wing
anti-ice system to protect the wings from ice accretion in flight. It must be remembered that the wing anti-ice
system will only protect the aircraft in flight. Snow and ice buildup on the ground must be removed using the
simulated de-ice/anti-ice service. Request de-icing either via the FBO or by calling the de-ice crew on VHF
frequency 136.925 MHz (select the frequency and then operate the R/T switch on the audio control panel).
The de-ice crew will offer to either de-ice the aircraft, or de-ice and then anti-ice the aircraft.

“De-ice only” will remove existing snow and ice from the aircraft, but will not provide any longer term
protection against further ice accumulation. This is most suitable on a cold, clear day with no active
precipitation after overnight frost. “De-ice and anti-ice” will begin with a de-ice treatment (as above) to
remove any contamination, and then a second fluid treatment will begin to provide protection against further
contamination for a certain period of time, referred to as the “holdover time.” Holdover time begins at the
start of the second treatment, and ends depending on fluid type and precipitation intensity. The FAA
provides publicly accessible holdover tables, linked below. De-icing is performed with Type I (1) fluid, while
anti-icing is performed with Type II (2) or Type IV (4) fluid, with Type IV being the default if no preference is
given in the FBO.

https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing

Fluid Type Color Example Holdover Example Holdover

(Snow) (Rain on cold wing)

I (1) Red / Orange 5 minutes 2–5 minutes

II (2) Straw 20 minutes 4–25 minutes

IV (4) Green 35 minutes 9–75 minutes

It is absolutely vital to ensure the wing is free from contamination before take-off. The Challenger's
wings employ a supercritical airfoil, which improves fuel efficiency at high Mach number, but which is
particularly susceptible to a reduction in critical stall angle of attack if its leading edge and upper wing
surface become contaminated by any ice buildup or foreign object debris (FOD). Supercritical airfoils feature
a fairly flat upper wing shape with very little curvature, which spreads the generated low-pressure lifting
region over a greater portion of the wing's upper surface. This limits the local acceleration of air in high
speed flight, minimizing the formation of shock waves, and reducing high speed drag. This efficiency gain
comes at the cost that any shape imperfections of the upper wing surface significantly impact its ability to
generate lift at higher angles of attack, reducing the stall margin. Contamination by even small amounts of
frost, ice, or snow can lead to a significant reduction in lift and a loss of control during take-off1.

1
https://aviation-safety.net/database/record.php?id=20020104-0
Anti-icing fluid is only designed to protect the aircraft up to the point of take-off, and take-off must be carried
out within the holdover time. By 100 knots the fluid will have been blown off the wings. It’s important to
recognize that were this not the case, the thick anti-ice fluid could also be considered a contaminant that
would affect flight safety and performance.

Due to the comparative sensitivity of the Challenger wing to contamination there was the addition of the
Supplementary Ground Wing Anti-Ice System (SGWAIS). This provides low temperature ice protection on
the ground for the wing leading edges, and is active whenever the Cowl Anti-Ice system is switched on while
the Wing Anti-Ice system remains switched off. This system is designed to maintain the wing leading edges
at a relatively low temperature, as a high temperature in the leading edges combined with fluid anti-ice
treatment can result in damage to the wing skin as a result of overheating the fluid. It will not protect the
wings against active precipitation, and does not improve holdover times.

In addition to the SGWAIS, there is an additional procedure to operate the Wing Anti-Ice system during the
final stages of taxi in order to ensure there is no residual ice or frost on the leading edges. This procedure
must not be carried out if the aircraft has been treated with anti-ice fluid. When taxiing with an Outside
Air Temperature (OAT) of 5 °C or less the Wing Anti-Ice system should be selected to NORM, and should be
left selected until a green “WING A/ICE ON” message is shown on the Crew Alerting System (CAS). Should
Wing Anti-Ice not be required for take-off, the system can be switched off again. Note: This procedure is
required even when not in icing conditions—the only controlling factor is the Outside Air
Temperature.

Finally, Wing Anti-Ice must be selected NORM before take-off when the OAT is below 5 °C and visible
moisture (clouds, precipitation, wet, or contaminated runway) is present below 400 ft. If the aircraft has not
been treated with anti-ice fluid then the system can remain selected NORM after the additional procedure
detailed above. If anti-ice fluid has been applied the Wing Anti-Ice system must be selected NORM
immediately prior to selecting take-off thrust.

To summarize ground operations in icing conditions:

● Single engine taxi in icing conditions is not authorized.

● Any contamination on the aircraft must be removed by de-icing treatment before take-off.

● Cowl Anti-Ice must be selected ON during taxi in any icing conditions.

● When the aircraft has not been treated with anti-ice fluid, the Wing Anti-Ice must be selected NORM
during the final stages of taxi with OAT is below 5 °C regardless of icing conditions, until a green
“WING A/ICE ON” message is shown on the CAS. If not required for take-off it can then be selected
OFF.

● Wing Anti-Ice must be selected NORM for take-off when the OAT is below 5 °C and visible moisture
in any form is present below 400 ft, or whenever the runway is wet, or with any precipitation.
○ If the aircraft has been treated with anti-ice fluid the Wing Anti-Ice system should be selected
NORM immediately before setting take-off thrust.
○ If no fluid treatment has occurred the Wing Anti-Ice system should be selected NORM in the
final stages of taxi.
Icing In Flight

Operation of the Cowl Anti-Ice system is as previously described. It must be selected ON whenever flying in
icing conditions.

Operation of the Wing Anti-Ice system is more complex. When flying below 22,000 ft the system must be
selected NORM whenever flying in icing conditions, regardless of whether or not ice is detected on the
airframe. Wing Anti-Ice should also be selected NORM whenever there is any ice detected by the ice
detection system. This will indicate with an amber “ICE” shown on the CAS.

To ensure correct operation, check for a green “WING A/ICE ON” on the CAS. In some situations this
requires a minimum of 78% N2. The N2 gauge will show in amber if 78% is not achieved. Note: The Auto
Throttle System (ATS) may need to be disengaged in order to maintain the 78% N2 minimum. (Also
see note in the Special Performance Approach supplement later in this document.)

Finally, to ensure the wing is free from any residual ice, the Wing Anti-Ice system must be selected NORM
prior to selecting flaps for approach whenever the TAT is 10 °C or below, regardless of icing conditions.
Provided the aircraft remains clear of icing conditions and no ice is detected by the ice detection system, the
Wing Anti-Ice can be selected OFF after the WING L HEAT and WING R HEAT indicators show on the
anti-ice panel and a green “WING A/ICE ON” message is shown on the CAS.

Further Reading

NASA Aircraft Icing: https://aircrafticing.grc.nasa.gov/

Aviation Safety Report, N90AG: https://aviation-safety.net/database/record.php?id=20020104-0
EDTO & ETOPS Supplement

EDTO and ETOPS are very complex subjects. This information is simplified for simulation.

EDTO—Extended Diversion Time Operations

ETOPS—Extended-range Twin-engine Operational Performance Standards

FAA aircraft operating under Part 91 are not subject to EDTO/ETOPS rules.

FAA aircraft operating under Part 135 with less than 19 seats can operate up to 180 minutes from a suitable
diversion airport in still air conditions.

EASA Part-NCC operations do not have a specific limitation.

EASA Part-CAT operations allow aircraft with less than 19 seats to operate up to 120 minutes, and 180
minutes with regulatory approval. (CAT.OP.MPA.140 Maximum distance from an adequate aerodrome for
two-engined airplanes without an ETOPS approval.)

The Challenger will cruise at FL200 and 350 kts TAS, single engine in ISA conditions. EDTO/ETOPS entry
and exit points are therefore 350 nm from a suitable diversion airport as this represents 60 minutes of flying.
The rules permit operation up to 700 nm from a suitable diversion at 120 minutes, or 1050 nm at 180
minutes. This is a planning consideration and calculated in still air.

In flight, Equal Time Points (ETPs) are calculated to deal with contingency scenarios. These are wind
corrected and it will be common to find actual diversion times longer than 120/180 minutes. The Challenger
650 FMS cannot perform these calculations, but tools like SimBrief will generate ETP calculations if
required.

For manual ETP planning, the following table may be useful:

Event True Airspeed Flight Level Fuel Flow

Engine Failure 350 FL200 1000 kg/hr

Engine Failure and Depressurization 380 FL100 1370 kg/hr

Engine Failure and Depressurization 320 FL100 1000 kg/hr

Depressurization (Two Engine) 380 FL100 1300 kg/hr

Depressurization (Two Engine) 320 FL100 1100 kg/hr

Special Approach Supplement

Limitations and procedures vary over time, with country of registration and country of operation.
This information is simplified for simulation.

IMPORTANT: The Hot Start Challenger 650 is not currently fitted with Service Bulletin (SB)
650–34–008 which provides Steep Approach Capability, however the modification is related to the
EGPWS/TAWS equipment and does not affect airplane performance. The simulator pilot may
therefore conduct approaches that would normally require SB 650–34–008 to be implemented on the
understanding that EGPWS warnings and cautions are likely.

Approaches up to 3.5° glidepath angle are entirely conventional, there are no specific limitations and
procedures to apply in order to operate precision and non-precision approaches up to 3.5°. Approaches
between 3.5° and 4.49° require special performance considerations (“Supplement 11” in the official Airplane
Flight Manual), and approaches between 4.5° and 5.5° are true “steep” approaches and have significant
performance and operational differences (“Supplement 12” in the official Airplane Flight Manual). This
Special Approach Supplement attempts to condense the relevant information into a simple and clear format
for sim pilots.

This Special Approach Supplement also contains “Special Airport Briefings” for specific, potentially difficult
or challenging airports. Further airport briefings will be added as operational experience emerges from the
community.

When does this Special Approach Supplement apply?

This Special Approach Supplement applies when the final glidepath angle to the runway is greater
than 3.5°.

As such, this supplement would not necessarily apply where the instrument approach terminates well before
the runway and the procedure requires visual maneuvering to complete the landing. These are usually
shown as V-MDA approaches in the FMS, and normally will not have the runway number in the procedure
name, instead having a single letter code only such as RNP-A or LOC/DME-B.

Some examples::

● 6.5° IGS approach to the runway — Exceeds aircraft limitations, not authorized
● 6.5° LOC/DME approach to a missed approach point, then maneuvering to a 3.5° visual final
approach — Special Approach Supplement limitations do not apply, but could be consulted for
guidance on the instrument segment
● 5.5° ILS approach to the runway — Special Approach Supplement applies
● 4.5° RNAV/RNP approach to the runway — Special Approach Supplement applies
 Special Approach Supplement
Special Performance Approach—3.5 to 4.49 degrees

The ability to conduct a special performance approach depends on the airport elevation and whether the
aircraft is fitted with Service Bulletin 650–34–008. The combination of high elevation and greater than 3.5°
approaches can infringe the normal EGPWS/TAWS limits. As such, special performance approaches can be
divided into two groups: Group A does not require the Steep Approach function, whereas Group B requires
the Steep Approach function switched on. In both cases the minimum autopilot disconnect height for ILS
approaches is raised from the normal 80 ft to 160 ft. The special performance approach should be flown fully
configured for landing and at VRef + Wind Correction prior to descending on the glide path. It is allowable to
operate at idle thrust even with wing and/or cowl anti-ice selected on, provided no associated EICAS caution
messages are annunciated. LPV approaches are not permitted.
 Special Approach Supplement
Steep Approach—4.5 to 5.5 degrees

Steep Approach operations between 4.5° and 5.5° require SB 650–34–008 to be fitted. The steep approach
should be flown fully configured for landing and at VRef + Wind Correction prior to descending on the glide
path. The following additional limitations apply:

STEEP APPROACH LIMITATIONS

Maximum landing weight 35,000 lbs / 15,875 kg

Maximum runway elevation 5,000 ft

Maximum crosswind component 20 kts

Maximum wind speed approach increment 10 kts - if conditions require a greater increment a
diversion must be initiated

Approach with wing and/or cowl anti-ice Not Permitted

selected ON

Approaches in known icing Not Permitted

Partial flap approaches Not Permitted

Deliberate one engine approaches Not Permitted

Landing on contaminated runway Not Permitted

Use of Autopilot System Not Permitted

Use of Auto Throttle System Not Permitted

Flight Director System Permitted for ILS and APPR LNAV/VGP guidance

LPV approach guidance Not Permitted

Minimum height for go-around following an 200 ft AGL

engine failure

Steep Approach operations are not permitted with failures of Flaps, Ground Spoilers, Anti-Skid, Nose Wheel
Steering, Radio Altimeter, or Thrust Reversers.

In addition, diversion to an airport that does not require a steep approach must be performed following any
situation necessitating an approach speed greater than VRef, a landing with flaps other than 45°, or a landing
with unsafe gear.

Performance values from the FMS performance system are not to be used in steep approach operations;
landing performance calculations must be performed with reference to the following table:
Special Approach Supplement
 Special Approach Supplement
Special Airport Briefing—KASE, Aspen, Colorado, USA
Updated November 2022, AIRAC 2211

As of AIRAC Cycle 2211 there are four options for approaches into KASE. The LOC/DME-E and RNAV
(GPS)-F are public approaches and documented in the normal publications. Note: both approaches are in
excess of 6° descent angle. However these are V-MDA approaches that do not terminate at the runway
(hence Special Approach Supplement does not apply).

The intention of these approaches is to obtain suitable conditions to conclude the instrument approach
segment and visually maneuver to a suitable position to fly a normal visual landing on runway 15 aided by
the Precision Approach Path Indicators (PAPIs) set at 3.5°. In addition neither approach provides Category
D circling minima so by necessity the Challenger should not operate into Aspen when the required
maneuvering speed exceeds 140 knots.

Operational experience suggests that when the LOC/DME-E or RNAV (GPS)-F are flown to the published
minimums the resulting visual maneuvering will be especially challenging and beyond the limit of normal
safe operational parameters—conditions that allow visual maneuvering before descending below 12,500 ft
allow more conservative maneuvering.

The navigation database supplied by Laminar Research and Navigraph also include non-public, special
authorization approaches that permit lower minimums and easier maneuvering. Charts are not available in
normal publications for these approaches, so the following information may be useful to assist monitoring
the aircraft performance on these approaches. The LOC/DME 15 is recommended for all normal KASE
operations. It is strongly recommended not to conduct the RNAV-Z 15 due to lack of available
information.

LOC/DME 15

Instrument approach glidepath of 4.55°. The instrument approach intercepts the 3.5° PAPI path at 1.6
nautical miles (nm) from the runway threshold so the Special Approach Supplement does not apply. Do not
adjust onto the PAPI profile beyond 5.0 nm DME from IASE. The required flight visibility is 3 nm.

Step Down Fixes

FIX LIFTT TIKET XTREM KYACK RAFTR CEYAG

STEP-DOWN 13,600 ft 12,300 ft 10,800 ft 10,300 ft 9,700 ft 8,760 ft

IASE DME 15.5 NM 11.3 NM 8.3 NM 7.3 NM 6.0 NM 4.0 NM

NOTES FAF MAP

Runway 15 - Rejected landing / low go-around

Fly overhead runway 15 while executing the initial go-around actions (TOGA, Flaps 20, Gear Up). Beyond
runway 15’s departure end, at 14.8 nm DME from DBL VOR (3.5 nm from WIDMI), execute a climbing left
turn to heading 300° at 30° angle of bank and a speed not exceeding 160 kts. Remain within 15.3 nm DME
from DBL VOR (3.8 nm from WIDMI). Follow the IPKN localizer outbound as per the published missed
approach.
 Special Approach Supplement
Special Airport Briefing—LSZA, Lugano, Switzerland
Updated November 2022, AIRAC 2211

As of AIRAC Cycle 2211 there are two approaches to LSZA: an IGS to runway 01, and a LOC/DME
approach for circling to runway 19. Two circle-to-land to runway 19 tracks are published: Charlie and
Foxtrot. The IGS glidepath angle is 6.65°, exceeding the limitations of the Special Approach Supplement.
The preferred landing runway is 19, but a greater landing distance is available on runway 01.

This briefing provides a visual approach to runway 01, and circling procedures to runways 01 and 19 via the
Foxtrot track to runway 19 and into the visual circuit for runway 01. The circling altitude is 3,600 ft.

The maximum landing weight (MLW) for this procedure is 14,800 kg, due to the need to circle at
Flaps 30 and 135 knots. Landing Distances Available (LDA) are 1305 m on runway 01 and 1135 m on
runway 19 and may further limit MLW.

The following pilot-defined waypoints are used in these approaches and should be created via INDEX >
DATA BASE > PILOT WPT LIST > DEFINE WPT prior to the approach:

FIX PLACE BRG / DIST NOTES

LSZA1 LSZA 042/2.6 Fly-over: turn to crosswind or final runway 19

LSZA2 LSZA 000/1.5 Downwind for runway 01

LSZA3 LSZA 290/0.3 Downwind for runway 01

LSZA4 LSZA 225/2.6 Fly-over: turn to final runway 01

The circling procedures are flown in LNV mode after breaking off from the localizer at D1.7 ILU / ML017. It is
recommended to use the secondary flight plan for this so that the missed approach may be flown using the
FMS if required prior to circling. This programming should be completed before commencing the approach,
and is done via FPLN > SEC FPLN [LSK6L], specifying an origin and destination (LSZA), and adding the
following waypoints:

Runway 01 ML017 LSZA1 LSZA2 LSZA3 LSZA4

Runway 19 ML017 LSZA1

Both LSZA1 and LSZA4 (if used for an approach to runway 01) should be made fly-over points by
overwriting them on the SEC LEGS page ([LSK6L] from the SEC FPLN page) with LSZA1/0 and LSZA4/0,
respectively. (A cyan “@” symbol will appear next to them when this is done correctly.) Visual approaches to
the appropriate runway should then be added to the secondary flight plan by pressing [LSK4R] on the
DEP/ARR page and selecting VISUAL RW01 or RW19. A RWY EXT of 2.0 (nm) should be specified. Finally,
from the DEP/ARR page, pressing [LSK6R] will take you to the SEC LEGS page where you will need to
delete a discontinuity prior to the RX point. The secondary flight plan should now read:

Runway 01 [ORIG] ML017 LSZA1@ LSZA2 LSZA3 LSZA4@ RX01 RW01

Runway 19 [ORIG] ML017 LSZA1@ RX01 RW01

If desired, the final VPA from RX01 to RW01 can be adjusted to 4.17° by entering 4.17 and pressing the
right-side LSK next to the RW waypoint.
 Special Approach Supplement
Visual approach straight-in runway 01

In visual meteorological conditions (VMC) at SRN, and greater than 5,000 m visibility, proceed via SRN
335/14 to a 2.0 nm final for runway 01, with a VPA of 4.17° from SRN 335/14 to the threshold.

LOC/DME 01 initial approach for runways 01 and 19

The instrument approach glidepath angle is 4.4°, however this path is not intended to guide the aircraft to
the runway, but rather to a point where a visual or circling procedure can be carried out. As such the
limitations in the Special Approach Supplement are not relevant. The required flight visibility is 5,000 m,
minimum ceiling is 3,600 ft MSL (2,700 ft AAL) and the procedure is authorized during the day only. Speed
limits are 135 knots for circling, and 130 knots for the final approach.

Configure the aircraft to Flaps 30 and 150 knots at 5,800 ft prior to PINIK. Turning onto the final approach
course of 17°, descend in LOC and VS modes to be level at 3,600 ft by ML017, monitoring the step-down
altitudes as per the chart. A descent rate of 1,000 feet per minute (fpm) should be sufficient. If not visual with
the airfield by 3,600 ft fly the published missed approach via D0.7 ILU to PINIK, adhering to the charted
speed limitation of 150 knots.

If not flying the missed approach, activate the secondary flight plan and switch to LNV mode prior to D1.7
ILU / ML017. Slow to 135 knots immediately after ML017.

Circle-to-land 19

Between ML017 and LSZA1, configure for landing with Flaps 45 and Gear Down. Overflying LSZA1,
descend in VS mode at 1,300 fpm turning left to a heading of 180°. Expect a GPWS terrain warning during
this turn. Slow to the final approach speed and intercept the final approach track for a visual approach at
4.17° on the PAPI to runway 19.

Runway 19 - Rejected landing / low go-around

Fly overhead runway 19 while executing the initial go-around actions (TOGA, Flaps 20, Gear Up). Beyond
runway 19’s departure end, fly heading 197° until passing 4,100 ft, and proceed directly to PINIK at 6,000 ft.
Note: this missed approach procedure requires a minimum climb gradient of 10.8%.

Circle-to-land 01

After ML017, continue over LSZA1 and via LSZA2 and LSZA3. Inhibit the TAWS glideslope alerts to prevent
spurious warnings while on final for runway 01 below the IGS glidepath.

Between LSZA3 and LSZA4, configure for landing with Flaps 45 and Gear Down. Overflying LSZA4,
descend in VS mode at 1,300 fpm turning left to a heading of 17°. Slow to final approach speed, and make a
visual approach at 4.17° to runway 01, using the closer of two PAPIs. The localizer can be used as an aid for
lateral guidance.

Runway 01 - Rejected landing / low go-around

Fly the LOC/DME 01 published missed approach, which is initially to D0.7 ILU (north of the DME) then a
climbing right turn with a minimum bank of 25° at no more than 150 knots.
Shared Cockpit Supplement

The checklists and procedures supplied with the Hot Start Challenger 650 are based on those used by a
real world CL-650 operator. Techniques vary between operators, but the method of working described in this
guide and accompanying checklists are ideal for sim operation as there is no need to learn panel
flows—almost every item is accomplished by reading the checklist and then performing the action.

This method of working is different from most airlines, as it is designed to ensure safe and reliable
operations even with contracted pilots who fly multiple aircraft types, often with very limited Challenger time
per year. This method of operation is perfectly suited for the recreational simulation environment where
airline levels of recency and familiarity are not required for an enjoyable experience. The simulation is set up
to allow either a single sim pilot working alone, or two pilots using the Challenger 650’s shared cockpit
feature, to learn and operate with the same procedures.

Each checklist is completed as either Solo Flow (SF), Read and Do (RD), or Challenge and Response (CR),
defined as follows:
1. Solo Flow — Either pilot can perform the checklist unaccompanied, or it can be performed in the
manner of Challenge and Response.
2. Challenge and Response — Pilot Monitoring (PM) reads the item aloud, Pilot Flying (PF) performs
the action, verifies the expected outcome, and then announces the response.
3. Read and Do — PM reads the item aloud, performs the action, verifies the expected outcome, and
then announces the response. PF monitors silently.

There are several exceptions to this logic within the checklists, and where necessary a ① and/or ② symbol
will be shown in the checklists after the response to indicate that PF and/or PM, respectively, should
respond, after performing any required actions and/or checks. Where an action requires approval by the PF,
a ⓒ symbol is shown on the checklist preceding the response. The PM should read the challenge as a
question for the PF.

For a Solo Flow checklist, there are special considerations. In this case the checklist should be considered a
set of procedures that a pilot has to perform. If both pilots are available it can be performed as Challenge
and Response, but it is acceptable for one pilot working alone to complete the checklist without the other
pilot present. In this case the EFIS checklist shall be used to ensure both pilots are aware of the progress of
the checklist.

For the Flight Compartment Check specifically, some actions will require a specific pilot, or both pilots, to
perform the action due to control locations. Both pilots must be present for ATIS & CLEARANCE (item #62)
and beyond, as these actions concern critical flight data.
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Checklist Method

Flight Compartment Safety Check Solo Flow

Flight Compartment Check Solo Flow

Engine Start Check Challenge and Response

After Start Check Challenge and Response

Taxi Check Read and Do

Before Take-off Check Read and Do

After Take-off Check Read and Do

Descent Check Read and Do

In Range Check Read and Do

Before Landing Check Read and Do

After Landing Check Read and Do

Engine Shutdown Check Challenge and Response

Securing Check Solo Flow

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Crew Responsibilities

The overriding principle of multi-crew flying is that Pilot Flying (PF) is responsible for flight controls, and Pilot
Monitoring (PM) is responsible for aircraft systems and communications.

When the aircraft is being flown by hand, PF shall direct PM to make any required selections on the Flight
Control Panel (FCP). This allows the PF to concentrate on maintaining the desired flight path.

When the aircraft is flying with autopilot engaged, PF shall make all required selections on the FCP.

Changes in the Flight Mode Annunciators (FMAs) shall be announced by the PF, e.g. “Heading active, LNAV
1 armed.” Similarly, any changes to either the lateral or vertical preselectors shall be confirmed by both
pilots, e.g. PF: “Altitude Preselect FL270”, PM: “FL270 confirmed.”

Changes in Auto-Throttle System (ATS) mode shown on the Mode Status Display (MSD) shall be
announced by the PF, e.g. “Speed.”

Changes to the flight plan in the Flight Management System (FMS) shall be confirmed by both pilots prior to
the execution of the modification. PF may execute simple direct-to actions when the aircraft is being flown
on autopilot, but the PM shall maintain responsibility for the majority of FMS actions.

It is normal for PF to be seated in the left seat, however the PF responsibilities can be transferred to the
right seat pilot at any point after the aircraft has lined up for take-off, and returned to the left seat no later
than after landing when the aircraft has decelerated to taxi speed. This is primarily due to the nosewheel
steering only being controllable from the left seat.

During flight, the PF/PM roles may be swapped between pilots, when doing so the pilot relinquishing PF
duties shall announce “You have control”, and the pilot assuming PF duties shall announce “I have control.”

When both pilots are present in the cockpit, the PM would normally handle ATC communications, as such
radio tuning is done via their “on-side” FMS Control Display Unit (CDU)’s TUNE page. Similarly, the use of
digital datalink for Pre-Departure Clearance (PDC), Controller Pilot Data Link Communications (CPDLC),
Automatic Terminal Information Service (ATIS), or weather information would normally be done by the pilot
in the right seat using the third CDU.

Initiation of the checklists shall be commanded by the PF. When a checklist is completed, the PM shall
announce this, e.g. “Before Take-off Check Complete.” When a pilot responds to an item that has multiple
possible responses (often stated as “AS REQUIRED” in the checklist), e.g. “COWL ANTI-ICE”, the actual
state shall to used as the response, e.g. “ON” or “OFF.”

Upon entering or crossing a runway, the PM shall turn on the anti-collision lights; when exiting a runway, the
PM shall turn off the anti-collision lights.
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Standard Call-Outs
Take-off

Condition Pilot Flying Pilot Monitoring

Brakes released and acceleration “Set thrust” when requesting PM

adjust thrust levers; or,

“Check thrust” when using the

ATS

N1 to commanded thrust “Thrust set”

Both airspeed tapes moving “Airspeed alive”

Both airspeeds agree at 80 kts “80 knots and cross-checked”

“Check”

Any abort criteria met “Reject, max brakes” “Reject, max brakes”

Passing through V1 “V1”

Passing through VR “Rotate”

Passing through V2 “V2”

Positive rate of climb indicated “Positive rate”

PF requires landing gear “Gear up”

retraction “Gear up”

Landing gear lever is up and “Gear up indicated”

EICAS indicates 3 white UP

PF requires flaps retraction “Flaps up”

“Flaps up”

EICAS indicates flaps at 0° “Flaps up indicated”

Climb

Condition Pilot Flying Pilot Monitoring

Passing transition altitude “Transition altitude”

1,000 ft below target altitude “1,000 feet to go”

“Check” and state target altitude,
e.g. “Check, target 6,000”
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Descent

Condition Pilot Flying Pilot Monitoring

Passing transition level “Transition level”

1,000 ft above target altitude “1,000 feet to go”

“Check” and state target altitude,
e.g. “Check, target 6,000”

Approach

Condition Pilot Flying Pilot Monitoring

PF requires flaps extension “Flaps 20”

“Flaps 20”, as acknowledgement
after checking airspeed. If speed
is above flap limit, respond
“Speed”.

EICAS indicates flaps at 20° “Flaps 20 indicated”

Positive movement of lateral “Localizer alive” or “FMS course

deviation bar alive”

Positive movement of vertical “Glideslope alive” or “Glidepath

deviation pointer alive”

PF requires gear down “Gear down”

“Gear down” or “Speed”

Landing gear lever is down and “Gear down, three greens”

EICAS indicates 3 green DN

PF requires flaps extension “Flaps 30” or “Flaps 45”

“Flaps 30” or “Flaps 45” or
“Speed”, as required

EICAS indicates flaps at 30° or “Flaps 30 indicated” or “Flaps 45

45° indicated”

At the final approach fix (FAF) “<FAF by name>” “<FAF by name>”

At 100 ft above minimums “100 above”

When runway or approach “Runway in sight” or “Approach

lighting system (ALS) in sight lights in sight”

At decision altitude (DA) “Decision”

“Continue” or “Go around”

At minimum descent altitude “Minimums, <X> seconds/miles

(MDA) on a non-continuous to go”
descent final approach (CDFA) “Check”

At missed approach point (MAP) “Missed approach point”

“Continue” or “Go around”
 Shared Cockpit Supplement

Condition Pilot Flying Pilot Monitoring

Vertical deviation exceeds ½ dot “Glideslope” or “Glidepath”

“Correcting”

Lateral deviation exceeds ½ dot “Localizer” or “Course”

“Correcting”

Descent rate exceeds −1,000 “Sink rate”

feet per minute “Correcting”

Speed deviation exceeds ±5 kts “Speed”

“Correcting”

Altitude deviation exceeds ±50 ft “Altitude”

“Correcting”

Descending and at or below 80 ft “Autopilot, disengage”

AGL with autopilot engaged “Autopilot off”

Condition Pilot Flying Pilot Monitoring

On RNP AR approach and less “RNP AR ARM”

than 31 nm from destination “Check”

On RNP AR approach and at “RNP AR APPR”

initial approach fix (IAF) “Check”

On RNP AR approach and “RNP AR MA”

passing MAP on missed “Check”
approach
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Landing

Condition Pilot Flying Pilot Monitoring

EICAS indicates green REV “Reverse green”

inside N1 gauges

EICAS do not indicate green “Negative left and/or right

REV inside N1 gauges reverse”
“Max brakes”

Passing through 60 kts “60 knots”

“Check”

Missed Approach

Condition Pilot Flying Pilot Monitoring

Decision to perform missed “Go around, go around thrust”

approach is made

N1 to commanded thrust “Go around thrust set”

Go around attitude and thrust “Flaps 20”

achieved “Flaps 20”

EICAS indicates flaps at 20° “Flaps 20 indicated”

Positive rate of climb indicated “Positive rate”

PF requires landing gear “Gear up”

retraction “Gear up”

Landing gear lever is up and “Gear up indicated”

EICAS indicates 3 white UP

PF requires flaps retraction “Flaps up”

“Flaps up”

EICAS indicates flaps at 0° “Flaps up indicated”

 Shared Cockpit Supplement
Briefings

Good Crew Resource Management (CRM) requires that effective and concise briefings are carried out for
critical phases of flight. A good briefing is less about what to do, and more about the actions to be taken or
how to perform the procedure. It is therefore important that Pilot Monitoring is fully engaged for the brief as
the PM will be required to monitor and call out any deviations from the plan.

As such, the briefings are said to be “interactive” with both pilots playing an equal role during the brief.

Departure

The departure briefing should be completed before engine start. The following items are recommended for
review:

1. Specific threats, NOTAMs, and minimum equipment list (MEL) items

2. Expected taxi route and hotspots
3. Type of take-off
4. Runway conditions
5. Anti-icing requirements
6. N1 thrust setting, V-speeds, and preselectors (bugs)
7. Airspeed call-outs
8. Departure procedure including chart & FMS crosscheck
9. Minimum safe altitudes
10. Rejected take-off procedure & emergency plan

Approach

The approach briefing should be completed with sufficient time before entering the terminal control area.
The following items are recommended for review:

1. Specific threats, NOTAMs, MEL items

2. Arrival procedures including chart & FMS crosscheck
3. Type of approach
4. Runway in use
5. Landing minimums
6. N1 thrust setting and VRef speed
7. Pertinent altitudes, e.g. MSA, field elevation, threshold elevation, crossing altitudes, etc.
8. Procedure courses, e.g. outbound, inbound, procedure turn, etc., as applicable
9. Decision altitude (DA), decision height (DH), or minimum descent altitude (MDA), as applicable
10. Missed approach point (MAP) and procedure