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feet AGL, or ascending above 2,000 feet AGL.
3. Nuisance terrain/obstacle awareness cautions or nuisance
terrain clearance floor alerts may be disabled by pressing
either GPWS TERR INHB switch/lights.
3. OVERSPEED
Overspeed warnings are indicated as follows:
• The Mach/airspeed warning clacker sounds until airspeed is reduced below VMO/MMO or
VFE:
(1) Airspeed ............................................................ Reduce until less than VMO/MMO or
VFE.
SUPPLEMENTARY PROCEDURES
Aural/Visual Warning System
Vol. 1 06−18−2
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
On airplanes incorporating Service Bulletin 604–34–001, 604–34–017 or 604–34–027:
4. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
A. TCAS Resolution Advisory During Flight:
Resolution advisories are indicated as follows:
• Vertical maneuver commands (red/green arc) on vertical speed indicator,
• Threat level symbology (red square symbol) on multi-function display, including
closure rates and relative altitude, and
• Vertical maneuver voice aurals.
CAUTION
Compliance with a TCAS resolution advisory is necessary
unless the pilot considers the maneuver unsafe to
accomplish, or unless the pilot has accurate information
about the cause of the resolution advisory and can maintain
safe separation from a nearby airplane.
NOTE
The TCAS RA algorithms are based on the pilot initiating the initial
maneuver within approximately 5 seconds, and if an additional
corrective RA, for example, increase or reversal, is issued, the
maneuver must be initiated within approximately 2 1/2 seconds.
The consequences of not following an RA may result in additional
RAs in which aural alert and visual commands may not agree with
each other.
During flight:
(1) Autopilot ....................................................... Disconnect
(2) Applicable maneuver................................... Accomplish immediately, adjusting engine
thrust as required.
If an additional maneuver is
indicated (e.g. a reversal), it
also must be accomplished
immediately.
CAUTION
Once an RA maneuver has been initiated, the maneuver must be
continued until a “CLEAR OF CONFLICT” aural comes on.
If stabilized in approach:
(1) Autopilot ....................................................... Disconnect
(2) Go-around ........................................................... Initiate
SUPPLEMENTARY PROCEDURES
Aural/Visual Warning System
Vol. 1 06−18−3
REV 66, Feb 01/07
▼
CL−604 Operating Manual
PSP 604−6
4. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONT'D)
A. TCAS Resolution Advisory During Flight: (Cont’d)
If RA is accompanied with a GPWS or STALL warning:
(1) Applicable RA maneuver............................. Discontinue
(2) Applicable recovery procedure
(GPWS or STALL)....................................... Accomplish
When TCAS “CLEAR OF CONFLICT” aural comes on:
(3) Airplane ........................................................Re-position to assigned altitude.
B. TCAS Traffic Advisory During Flight:
Traffic advisories are indicated as follows:
• Threat level symbology on multi-function display, including closure rate and relative
altitude symbols and
• “TRAFFIC – TRAFFIC” voice aurals.
NOTE
1. The pilot should not initiate evasive maneuvers using
information from the traffic display only, or on a traffic
advisory (TA), without visually sighting the traffic.
2. These displays and advisories are intended only for
assistance in visually locating the traffic, and lack the flight
path trends necessary for use in evasive maneuvering.
However, while climbing or descending, modest changes in
vertical speed, based on traffic display information, is not
considered evasive maneuvering.
(1) Display control panel, TFC switch .........................Press to select TCAS traffic display
on MFD.
SUPPLEMENTARY PROCEDURES
Aural/Visual Warning System
Vol. 1 06−18−4
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
NOTE
These supplementary procedures are applicable to airplanes 5367
and subsequent and airplanes incorporating Canadair Service
Bulletin SB 604–21–004.
1. INTRODUCTION
These data must be used when operating from airport pressure altitudes above 10,000 feet up to
14,000 feet. These data complement or supersede some data contained in the basic Operating
　
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