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REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
4. CONTINUOUS ENGINE IGNITION
Continuous engine ignition must be used during the following:
• Take-offs and landings on contaminated runways;
• Take-offs with high crosswind components;
• Flight through moderate or heavier intensity rain;
• Flight through moderate or heavier intensity turbulence;
• Flight in the vicinity of thunderstorms.
5. AUTOMATIC PERFORMANCE RESERVE (APR)
If take-off performance is predicated upon the use of APR, the APR system must be verified
operative prior to take-off.
The APR system must be selected off, if an APR INOP caution message is displayed on EICAS.
APR OFF Performance must be used if an APR INOP caution message is displayed.
6. STARTER CRANKING LIMITS (GROUND AND AIR)
The starter must not be used if indicated N2 rpm exceeds 55%.
A. Engine Start
Normal engine start – Three consecutive engine start cycles with 5 minutes cooling between
additional cycles.
B. Associated Conditions
At initiation of thrust lever movement from SHUT OFF to IDLE:
(1) ITT must be 120°C or less for all ground starts.
(2) ITT must be 90°C or less for all air starts.
C. Dry Motoring Cycle
Dry motoring is performed with ignition OFF and thrust levers at SHUT OFF.
Dry motoring may be used for engine ground starts and engine airstarts.
START MAXIMUM TIME ON FOLLOWED BY
1 90 seconds 5 minutes off
2 and subsequent 30 seconds 5 minutes off
7. ENGINE RELIGHT
Engine starting in-flight is only permitted within the envelope defined in Figure 02−05−1:
LIMITATIONS
Power Plant
Vol. 1 02−05−3
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
7. ENGINE RELIGHT (CONT'D)
RELIGHT TYPE ENVELOPE (FIGURE 02–05–1)
Windmilling Altitude from 21,000 to 10,000 feet:
Airspeed from 300 to 348 KIAS, and from 12 to 55% N2.
Altitude from 10,000 to 8,000 feet:
Airspeed from 300 to 348 KIAS, and from 10 to 55% N2.
Altitude from sea level to 8,000 feet:
Airspeed 300 KIAS and from 10 to 55% N2.
NOTE
N2 should be stable or increasing.
Starter-assisted Cross Bleed Altitude from 21,000 feet to 15,000 feet:
Airspeed from 200 KIAS up to 300 KIAS, and from 0 to 55% N2.
Altitude from 15,000 feet to sea level:
Airspeed from 140 KIAS up to 300 KIAS, and from 0 to 55% N2.
15
20
25
10
5
0
0 100
350
300
KIAS (KNOTS)
ALTITUDE X 1000 FT.
200
DFM0205_001
200
15,000 ft
21,000 ft 300 348
N2 >10%
W’MILL
N2 >12%
W’MILL
8,000 ft
STARTER
ASSISTED
10,000 ft
N2 >10%
Engine Air Start Envelope (In Flight)
Figure 02−05−1
LIMITATIONS
Power Plant
Vol. 1 02−05−4
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
8. FUEL
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is 182 kg (400 lb) for take-off and taxi.
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is 363 kg (800 lb) in flight.
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is 182 kg (400 lb) for landing.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not usable.
Based upon a fuel density of 6.75 lb/US gallon, the maximum usable fuel load achieved by
pressure refueling for each tank is given below:
Left main tank 2205 kg (4,860 lb)
Right main tank 2205 kg (4,860 lb)
Auxiliary tank 3251 kg (7,168 lb)
Tail tank 1411 kg (3,112 lb)
Total 9,072 kg (20,000 lb)
To determine approximate maximum usable fuel load achieved by gravity refueling, reduce
weight by 7%.
On airplanes incorporating Service Bulletin 604−28−007:
Normal AUX/TAIL Fuel Distribution for Take-Off:
• Auxiliary tank quantity must be full or at least 2.65 times the tail tank quantity, for take-off (as
shown in Figure 02−05−2, Detail A, Normal Fuel Distribution for Take-Off).
OR
Provisional AUX/TAIL Fuel Distribution for Forward CG Limit Take-Off:
• Where the normal fuel distribution would cause the airplane centre of gravity to fall ahead of
the forward limit for take-off, the provisional fuel distribution may be applied to bring the
airplane centre of gravity within the permissible forward CG limit (as shown in
Figure 02−05−2, Detail B, Provisional Fuel Distribution for Take-Off). This fuel distribution
　
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