Challenger 604 Performance

Front 1

Data in the AFM performance chapter is based on

Back 1

Dry, hard, runway surfaces, unless otherwise noted

Front 2

The SAT (static air temperature) indication shown on the MFDs

Back 2

Is unreliable on the ground since the TAT probe gives inaccurate readings when the airplane is static or at low forward speed

Front 3

Vmca and Vmcl values are

Back 3

Fixed at 116 knots

Front 4

The maximum demonstrated crosswind component for takeoff and landing (24t) is

Back 4

Not limitin unless thrust reversers are used

Front 5

Approach and climb performance for N-number aircraft is predicated on

Back 5

Takeoff thrust

Front 6

Go around thrust is

Back 6

Equal to the appilcable takeoff thrust rating

Front 7

Maximum continous thrust is used

Back 7

During single engine level flight acceleration from V2 to Vfto or during final segment enroute climb with the 10th stage valve open supplying one pack

Front 8

APR, takeoff, and go around thrust ratings are based on what bleed air configuration

Back 8

10th-stage bleed(s) open (supplying one pack), or cowl or cowl and wing antiincing on (but not both), or all bleeds off

10th stage bleed(s) open and APU supplying the cowl or cowl and wing anti icing systems

Front 9

The takeoff weight limited by climb requirements with APR armed represents the maximum weight at which

Back 9

Positive rate of climb can be maintiained throughout gear retraction

Front 10

The takeoff weight limited by takeoff distance is based on

Back 10

Lowest weight determined by the above consideration

Front 11

Extended second segment climbs procedures are applicable to

Back 11

Second segment climbs to gross level off heights above 1500ft AGL

Front 12

Extended second segment climbs require adjustments to

Back 12

V1, Vr, V2 airspeeds, brake energy limit weight, tire speed limit weight and takeoff distance

Front 13

The gross leveloff height should be selected before takeoff when obstacles are present in the departure path. It must not be

Back 13

Less than 400ft AGL nor higher than 8000ft AGL

Greater than the gross height that can be attained within 5 minutes

Greater than 15000ft pressure altitude

Front 14

When Flying the engine out takeoff flightpath, the flaps are retracted

Back 14

At Vfto -5kts

Front 15

Engine out final segment and enroute climb procedures are conducted with flaps at

Back 15

0, MCT thrust rating, and Vfto airspeed

Front 16

Landing weight is limited by the following limitations

Back 16

Structural landing weight limit, approach climb requirements, landing climb requirements and runway legnth

Front 17

The brake cooling time determined from applicable charts is based on the following brake heating events

Back 17

Landing or a low energy rejected takeoff and the subsequent takeoff (Which may be rejected)

Front 18

Performance charts pertaining to operations on wet and contaminated runways

Back 18

Are located in AFM Chapter 7, Supplement 2, Operation on Wet and Contaminated runways

Have been prepared by the manufacturer and approved as guidance material to assist when operations on wet and contaminated runway surface conditions. The effects of actual conditions may differ from those used to establish the data.

Front 19

A runway is considered to be wet when

Back 19

There is sufficient moisture on the runway surface to cause it to appear feflective, but without significant areas of standing water.

Front 20

For takeoff, the max allowable slush/standing water depth covering an appreciable part of the runway is.

Back 20

.25

Front 21

Takeoff performance data for wet or contaminated runways is based on the assumption that

Back 21

No reverse thrust is used due to possible loss of directional control

Front 22

Regarding takeoff data shown in the QRH Volume 1

Back 22

It is based on zero runway slope and zero wind conditions

Front 23

The airport altitudes shown in QRH Volume 1 are based on

Back 23

Pressure altitude

Front 24

Sector fuel range data shown in the QRH Volume 1

Back 24

Represents only trip fuel (1minute takeoff(50lb), cruise and descent) in zero wind, ISA conditions and 30% CG, Reserve fuel is not included.

Front 25

After experiencing an engine failure in cruise flight, driftdown procedures are performed as follows

Back 25

Set MCT thrust and maintain flaps 0 and gear up. Maintain altitude until airspeed decreases to published driftdown value. maintain the appropriate driftdown airspeed shown in the charts as altitude and weight decrease. Determine if obstacles exist along the intended route at the driftdown gross ceiling.