CL650/Operations Reference
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 |
| 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 Profiles
| 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
Mach 0.72
| 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
Level |
410 | 390 | 370 | 350 | |||||||
| 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
Level |
410 | 390 | 370 | 350 | |||||||
Mach 0.80
| 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
Level |
410 | 390 | 370 | 350 | |||||||
| 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
Level |
410 | 390 | 370 | 350 | 330 | ||||||
Normal Procedures
Preflight Inspection
Takeoff
Approach
Precision
Non-Precision
Supplements
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 Supplement
EDTO & ETOPS
Extended Diversion Time Operations (EDTO) and Extended-range Twin-engine Operational Performance Standards (ETOPS).
Special Approach
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 Supplement
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.