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== Airspeeds and Power Settings ==
== Important! ==
This information is presented for '''''flight simulation use only'''''.


== Climb Data ==
== Limitations ==
''See [[CL650/Operations Reference/Limitations|Limitations]]''


== Cruise Altitudes ==
== General ==
=== Airspeeds and Power Settings ===
The following guidance for airspeed, pitch, and N<sub>1</sub> values is indexed to a 38,000 lb plane, in ISA conditions, calm winds, and 30% [[wikipedia:Chord_(aeronautics)#Mean_aerodynamic_chord|Mean Aerodynamic Chord]] (MAC).
 
{| class="wikitable"
|'''Flight Phase'''
|'''Airspeed (kts)'''
|'''Pitch (degrees)'''
|'''N<sub>1</sub> %'''
|-
| colspan="4" |'''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
|-
| colspan="4" |'''Descent'''
|-
|All altitudes
|250
|0°
|Idle
|-
| colspan="4" |'''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
|-
| colspan="4" |'''Final approach (3° slope)'''
|-
|Flaps 45° / Gear down
|V<sub>Ref</sub> +5
|−2°
|60
|-
|Flaps 20° / Gear down / Single engine
|V<sub>Ref</sub> +14 +5
|1°
|63
|-
| colspan="4" |'''Minimum 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
|-
| colspan="4" |'''Correction guidance on power settings'''
|-
|Weight
| colspan="3" |±1% N<sub>1</sub> per ±4,000 lb (2,000 kg)
|-
|Single engine
| colspan="3" |+15% N<sub>1</sub>
|-
|Altitude
| colspan="3" |+0.8% N<sub>1</sub> per 1,000 ft
|-
|Wind (on approach)
| colspan="3" |+3% per 10 kt headwind
|}
 
=== Climb Profiles ===
{| class="wikitable"
|'''Climb Profile (500 fpm ceiling)'''
| colspan="2" |'''Max Weight'''
|'''Altitude'''
|-
| rowspan="5" |'''250 kts / 250 kts / M0.72  / ISA'''
|'''LB'''
|'''KG'''
|'''Flight Level'''
|-
|48,000
|21,800
|350
|-
|47,750
|21,700
|360
|-
|47,250
|21,500
|360
|-
|37,000
|16,800
|410
|-
| rowspan="5" |'''250 kts / 300 kts / M0.78 / ISA'''
|'''LB'''
|'''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 ===
 
==== Mach 0.72 ====
{| class="wikitable"
| colspan="12" |'''M0.72 CRUISE ISA'''
|-
|LB
|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
 
Level
| colspan="6" |410
|390
| colspan="2" |370
| colspan="2" |350
|}
{| class="wikitable"
| colspan="12" |'''M0.72 CRUISE ISA+10'''
|-
|LB
|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
 
Level
| colspan="5" |410
| colspan="2" |390
| colspan="2" |370
| colspan="2" |350
|}
 
==== Mach 0.80 ====
{| class="wikitable"
| colspan="12" |'''M0.80 CRUISE ISA'''
|-
|LB
|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
 
Level
| colspan="5" |410
| colspan="2" |390
| colspan="2" |370
| colspan="2" |350
|}
{| class="wikitable"
| colspan="12" |'''M0.80 CRUISE ISA+10'''
|-
|LB
|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
 
Level
| colspan="3" |410
| colspan="2" |390
| colspan="3" |370
| colspan="2" |350
|330
|}
 
== Normal Procedures ==
=== Pre-Flight Inspection ===
[[File:Preflight Inspection.png|border|frameless|upright=2.0]]
 
=== Takeoff ===
[[File:Takeoff.png|border|frameless|upright=2.0]]
 
=== Approach ===
 
==== Airspeeds ====
If the reported landing conditions contain a wind component, the final approach speed should be increased above normal V<sub>Ref</sub>. The recommended final approach speed with flaps 45° is calculated as follows:<blockquote>V<sub>Ref</sub> plus ½ steady-state crosswind component plus all the gust component, regardless of direction.
 
The maximum correction is +20 kts.</blockquote>
 
==== Circling ====
The normal circling configuration is gear down, flaps 30°, and maintain maneuvering speed as per [[CL650/Operations Reference#General|General]] (or V<sub>Ref</sub> plus 17 kts, if greater).
 
==== Precision ====
[[File:Precision.png|border|frameless|upright=2.0]]
 
==== Non-Precision ====
[[File:Non-Precision.png|border|frameless|upright=2.0]]
 
== Supplementary Procedures ==
 
=== Noise Abatement Departure Procedures ===
''See [https://docs.flybywiresim.com/pilots-corner/airliner/airliner-flying-guide/navigation/#noise-abatement-nadp1-vs-2 Noise Abatement] for more information''
 
Watch a video demonstration of airliner-style [https://youtu.be/SwpvVdEWMcg?feature=shared NADP 1] or [https://youtu.be/U3PUizfnWow?feature=shared NADP 2] procedures!
 
=== Alternative Noise Reduction Techniques ===
Relative to larger jet-powered aircraft, the CL650 is "quiet" on take-off, and hence alternative noise reduction techniques can be used, depending on requirements, and still stay within airport noise limits.
 
Perform initial climb as normal, ''then''...
 
# Retract flaps at 800 feet AAE, ''then'' reduce thrust to CLB N<sub>1</sub> limit; or,
# Retract flaps at 500 feet AAE, ''then'' have ATS in SPEED mode with target airspeed set to 170 knots or V<sub>t</sub> +5, whichever is greater.
 
=== 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.
 
''See [[CL650/Operations Reference/Operations in Icing Conditions|Operations in Icing Conditions]]''
 
=== EDTO & ETOPS ===
Extended Diversion Time Operations (EDTO) and Extended-range Twin-engine Operational Performance Standards (ETOPS).
 
''See [[CL650/Operations Reference/EDTO & ETOPS|EDTO & ETOPS]]''
 
=== Special Approaches ===
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).
 
''See [[CL650/Operations Reference/Special Approach|Special Approach]]''
 
=== Landing Performance Assessment Using Runway Condition Code ===
The International Civil Aviation Organization (ICAO) Global Reporting Format (GRF) sought to replace runway contamination and depth information with a Runway Condition Code (RWYCC) that describes expected braking action without pilots needing to interpret contaminant information.
 
''See [[CL650/Operations Reference/Landing Performance Assessment Using RWYCC|Landing Performance Assessment Using RWYCC]]''

Latest revision as of 11:00, 11 June 2025

Important!

This information is presented for flight simulation use only.

Limitations

See Limitations

General

Airspeeds and Power Settings

The following guidance for airspeed, pitch, and N1 values is indexed to a 38,000 lb plane, in ISA conditions, calm winds, and 30% Mean Aerodynamic Chord (MAC).

Flight Phase Airspeed (kts) Pitch (degrees) N1 %
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
Minimum 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 lb (2,000 kg)
Single engine +15% N1
Altitude +0.8% N1 per 1,000 ft
Wind (on approach) +3% per 10 kt headwind

Climb Profiles

Climb Profile (500 fpm ceiling) Max Weight Altitude
250 kts / 250 kts / M0.72  / ISA LB 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 LB 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

Mach 0.72

M0.72 CRUISE ISA
LB 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

Level

410 390 370 350
M0.72 CRUISE ISA+10
LB 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

Level

410 390 370 350

Mach 0.80

M0.80 CRUISE ISA
LB 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

Level

410 390 370 350
M0.80 CRUISE ISA+10
LB 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

Level

410 390 370 350 330

Normal Procedures

Pre-Flight Inspection

Takeoff

Approach

Airspeeds

If the reported landing conditions contain a wind component, the final approach speed should be increased above normal VRef. The recommended final approach speed with flaps 45° is calculated as follows:

VRef plus ½ steady-state crosswind component plus all the gust component, regardless of direction. The maximum correction is +20 kts.

Circling

The normal circling configuration is gear down, flaps 30°, and maintain maneuvering speed as per General (or VRef plus 17 kts, if greater).

Precision

Non-Precision

Supplementary Procedures

Noise Abatement Departure Procedures

See Noise Abatement for more information

Watch a video demonstration of airliner-style NADP 1 or NADP 2 procedures!

Alternative Noise Reduction Techniques

Relative to larger jet-powered aircraft, the CL650 is "quiet" on take-off, and hence alternative noise reduction techniques can be used, depending on requirements, and still stay within airport noise limits.

Perform initial climb as normal, then...

  1. Retract flaps at 800 feet AAE, then reduce thrust to CLB N1 limit; or,
  2. Retract flaps at 500 feet AAE, then have ATS in SPEED mode with target airspeed set to 170 knots or Vt +5, whichever is greater.

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.

See Operations in Icing Conditions

EDTO & ETOPS

Extended Diversion Time Operations (EDTO) and Extended-range Twin-engine Operational Performance Standards (ETOPS).

See EDTO & ETOPS

Special Approaches

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).

See Special Approach

Landing Performance Assessment Using Runway Condition Code

The International Civil Aviation Organization (ICAO) Global Reporting Format (GRF) sought to replace runway contamination and depth information with a Runway Condition Code (RWYCC) that describes expected braking action without pilots needing to interpret contaminant information.

See Landing Performance Assessment Using RWYCC

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