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MAXIMUM CERTIFIED TAKEOFF WEIGHT......................... 38 500 lb
17 463 kg
MAXIMUM ZERO FUEL WEIGHT ......................................... 26 100 lb
11 839 kg
On aircraft 20051 and subsequent, and aircraft incorporating Service Bulletin
100-11-01 (Replacement of Airspeed Limits Placard for MTOW Increase to
38 850 lb/17 622 kg), the following weights are applicable:
MAXIMUM RAMP WEIGHT................................................... 39 000 lb
17 690 kg
MAXIMUM CERTIFIED TAKEOFF WEIGHT......................... 38 850 lb
17 622 kg
MAXIMUM ZERO FUEL WEIGHT ......................................... 27 000 lb
12 247 kg
MAXIMUM CERTIFIED LANDING WEIGHT ......................... 33 750 lb
15 309 kg
MINIMUM FLIGHT WEIGHT.................................................. 23 100 lb
10 478 kg
All weights in excess of Maximum Zero Fuel Weight must consist of fuel.
The Maximum Takeoff Weight (MTOW) and/or Maximum Landing Weight
(MLW) may be further limited due to performance considerations.
EFFECTIVITY
(METRIC) LIMITATIONS
02-02-02 Airplane Flight Manual DOT Approved Feb 02/2005
CSP 100-1 REV 2
(Metric)
CENTER-OF-GRAVITY
The center of gravity of the airplane for all flight conditions must be maintained
within the applicable CENTER-OF-GRAVITY ENVELOPE below. For
specific details on the Center of Gravity Envelope, refer to the Weight & Balance
Manual CH 300 WBM.
NOTE: The airplane must be loaded in accordance with the loading instructions
associated with the weight and balance manual CH300 WBM.
The effect of landing gear retraction on the CG position is
negligible.
Figure 02-02-01
22000
24000
26000
28000
30000
32000
34000
36000
38000
40000
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
% MAC
Aircraft Weight (lb)
10000
11000
12000
13000
14000
15000
16000
17000
18000
Aircraft Weight (kg)
MRW 38 650 lb (17 532 kg)
MTOW 38 500 lb (17 463 kg)
MLW 33 750 lb (15 309 kg)
MZFW 26 100 lb (11 839 kg)
MFW 23 100 lb (10 478 kg)
EFFECTIVITY
For aircraft 20002 thru 20050 not incorporating Service Bulletin 100-11-01
(Replacement of Airspeed Limits Placard for MTOW Increase to 38 850 lb/
17 622 kg), Figure 02-02-01 is applicable.
(METRIC) LIMITATIONS
DOT Approved Feb 02/2005 Airplane Flight Manual 02-02-03
REV 2 CSP 100-1
(Metric)
Figure 02-02-02
22000
24000
26000
28000
30000
32000
34000
36000
38000
40000
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
% MAC
Aircraft Weight (lb)
10000
11000
12000
13000
14000
15000
16000
17000
18000
Aircraft Weight (kg)
MRW 39 000 lb (17 690 kg)
MTOW 38 850 lb (17 622 kg)
MLW 33 750 lb (15 309 kg)
MZFW 27 000 lb (12 247 kg)
MMFFWW 2 233 1 10000 l blb ( 1(100 4 47788 k kgg) )
EFFECTIVITY
For aircraft 20051, and subsequent, and aircraft incorporating Service Bulletin
100-11-01 (Replacement of Airspeed Limits Placard for MTOW Increase to
38 850 lb/17 622 kg), Figure 02-02-02 is applicable.
Instruction Sheet
Sep 13/2004 Flight Crew Operating Manual Volume 2
CSP 100-6
1/04
Challenger 300
Flight Crew Operating Manual - Volume 2
REVISION 1
LIMITATIONS
DOT Approved May 30/2003 Airplane Flight Manual 02-03-01
REV 1 CSP 100-1
SPEED LIMITATIONS
MAXIMUM OPERATING SPEED (VMO/MMO)
VMO (up to 8000 ft) ...................................................................................... 300 KIAS
VMO (8001 to 29 475 ft)............................................................... 320 KIAS
MMO (Above 29 475 ft) ....................................................................0.83 MI
VMO/MMO may not be deliberately exceeded in any regime of flight (climb,
cruise, or descent), unless a higher speed is specifically authorized for flight
test or training operations.
MANEUVERING SPEED (VA)
VA is the highest speed that full roll and yaw control can be applied without
overstressing the aircraft. Full application of rudder and aileron controls as
well as maneuvers that involve angles of attack near the stall, must be confined
to speeds below VA.
Refer to the applicable figure titled Airspeed/Mach Limitations in this section
for VA.
CAUTION: Rapid and large alternating control inputs, especially in combination
with large changes in pitch, roll, or yaw (e.g. large
sideslip angles) may result in structural failures at any speed,
　
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