Upload
damianjaime
View
422
Download
8
Embed Size (px)
Citation preview
4-13
9C
hal
len
ger
601
Dev
elop
ed fo
r Tr
aini
ng P
urpo
ses
Nov
embe
r 19
97
OF
F
ON
OF
F
ON
OF
F
ON
GR
OU
ND
SP
OIL
ER
GR
OU
ND
SP
OIL
ER
RH
ELE
VA
TO
R
RU
DD
ER
RH
INB
DB
RA
KE
NLG
ST
EE
RIN
G
RH
AIL
ER
ON RH
OU
TB
DB
RA
KE
NLG
AC
TU
AT
OR
NLG
DR
UP
LOC
KN
LGD
N L
OC
KN
LGU
PLO
CK
RH
DN
LO
CK
AS
SIS
TR
H M
LGA
CT
UA
TO
RR
H M
LGU
PLO
CK
LH M
LGU
P L
OC
KLH
MLG
AC
TU
AT
OR
LH D
N L
OC
KA
SS
IST
LHE
LEV
AT
OR
LHA
ILE
RO
N
LH O
UT
BD
BR
AK
ELH
INB
DB
RA
KE
ELE
CP
UM
P1B
34
2
10
PR
ES
SP
SI
x 10
00
50
010
0H
YD
QT
Y
LH
EN
GF
IRE
HI T
EM
P
L E
NG
ELE
CT
34
2
10
PR
ES
SP
SI
x 10
00
RH
EN
GF
IRE
HI T
EM
P
DC
BU
S 1
AC
BU
S 1
BA
TT
BU
S
R E
NG
ELE
CT
50
010
0H
YD
QT
Y
FLI
GH
TS
PO
ILE
R
50
010
0H
YD
QT
Y
ELE
CP
UM
P3A
AD
G
ELE
CT
HI T
EM
P
34
2
10
PR
ES
SP
SI
x 10
00
ELE
CT
RE
SE
RV
OIR
SY
ST
EM
NO
. 1
OF
F
ON
WO
W
GE
N. 2
ON
LIN
EE
LEC
PU
MP
1B
CO
NT
RE
LAY
LEF
TE
NG
INE
ED
P
NO
.1AC
C
ELE
CP
UM
P 3
AC
ON
T. R
ELA
Y
RE
SE
RV
OIR
SY
ST
EM
NO
. 3
FLA
PS
0¡ R
ELA
Y
GE
N. 1
ON
LIN
E
WO
W
ELE
CT
PU
MP
2B
CO
NT
. RE
LAY
ELE
CP
UM
P 3
BC
ON
T.
RE
LAY
AD
GLO
GIC
FLA
PS
0¡
RE
LAY
FLA
PS
0¡
RE
LAY
RE
SE
RV
OIR
SY
ST
EM
NO
. 2
NO
.3
AC
C
NO
.2
AC
C
FLI
GH
TS
PO
ILE
R
RIG
HT
EN
GIN
E
ED
P
AC
C
RE
TU
RN
DU
MP
VA
LVE
MA
NU
AL
RE
LEA
SE
HA
ND
LE
AC
C
1A
ELE
CP
UM
P3B
ELE
CP
UM
P2B
2A
SY
ST
EM
1
SY
ST
EM
2
SY
ST
EM
3
AC
CU
MU
LAT
OR
ME
CH
AN
ICA
L C
ON
NE
CT
ION
1. 1
B P
UM
P IS
OF
F L
OA
DE
D W
HE
N G
EN
2 IS
NO
T O
N L
INE
-
EX
CE
PT
WH
EN
WE
IGH
T O
N W
HE
ELS
.
2. 2
B P
UM
P IS
OF
F L
OA
DE
D W
HE
N G
EN
1 IS
NO
T L
INE
-
EX
CE
PT
WH
EN
WE
IGH
T O
N W
HE
ELS
.
3. IF
AD
G D
EP
LOY
S, 3
B P
UM
P IS
PO
WE
RE
D A
UT
OM
AT
ICA
LLY
F
RO
M A
DG
BU
S, R
EG
AR
DLE
SS
OF
PU
MP
SW
ITC
H P
OS
ITIO
N.
AC
BU
S 2
DC
BU
S 2
BR
AK
EP
RE
SS
UR
EIN
DIC
AT
OR
BR
AK
EP
RE
SS
UR
EIN
DIC
AT
OR
DC
BU
S 2
Hyd
rau
lic S
yste
m
Hydraulic Systems
CA
E S
imu
Flit
e
4-14
0D
evel
oped
for
Trai
ning
Pur
pose
sC
hal
len
ger
601
July
199
5
RU
DD
ER
SY
ST
EM
1
SY
ST
EM
2
SY
ST
EM
3
EN
GIN
E-
DR
IVE
N2A
PU
MP
GR
OU
ND
SP
OIL
ER
S
AIL
ER
ON
S
FL
IGH
TS
PO
ILE
R
MA
INL
AN
DIN
GG
EA
R A
ND
INB
DB
RA
KE
S
EN
GIN
E-
DR
IVE
N1A
PU
MP
EL
EC
TR
IC3A
PU
MP
EL
EC
TR
IC1B
PU
MP
EL
EC
TR
IC2B
PU
MP
EL
EC
TR
ICA
L3B
PU
MP
OU
TB
DB
RA
KE
S
NO
SE
LA
ND
ING
GE
AR
AN
DS
TE
ER
ING
EL
EV
AT
OR
Hyd
rau
lic S
yste
m
Hydraulic Systems
Challenger 601 Developed for Training Purposes 4-141February 2005
Hydraulic SystemsThree fully independent hydraulic systems supply hydraulicfluid (Skydrol 500B) at 3,000 ±250 PSI to power the flight con-trol, landing gear, and nosewheel steering systems. Systems 1and 2 have an engine-driven pump (EDP, 1A and 2A) supple-mented by an electric motor-driven pump (1B and 2B). System3 has two electric motor-driven pumps (3A and 3B). All sixpumps are variable displacement units whose flow rate increas-es or decreases with system demands to maintain a constantsystem pressure.
The four AC powered (115/200V, 3 phase) electric pumps(1B, 2B, 3A and 3B) are controlled by DC electric switches onthe Hydraulic Panel (see Table 4-I) except when the aircraft isW OFF W and the opposite side generator line contactor isopen (load shed function of the GCU, caused by generator orengine failure) the 1B or 2B will be unpowered regardless ofswitch position.
Additionally, the 3B pump has an alternate power source. Ifboth Main AC buses lose power, the air-driven generator (ADG)deploys; the 3B hydraulic pump transfer contactor automati-cally connects the 3B motor to the ADG bus and will operateregardless of the 3B switch position.
Pump Control Power
1B DC Bus 2 AC Bus 2
2B DC Bus 1 AC Bus 1
3A DC Bus 2 AC Bus 2
3B Battery bus AC Bus 1/ADG bus
Table 4-I; Electric Hydraulic Pump Power Sources
4-142 Developed for Training Purposes Challenger 601February 2005
There is an accumulator for each system that should becharged to 1500 ±50 PSI. The inboard and outboard brakeseach have accumulators charged to 750 ±50 PSI. All accumu-lator pressures must be checked without systems pressurized.
System pressure is tapped off to provide “bootstrap” pressure(55 PSI) to its reservoir that ensures positive fluid flow to thepump during all phases of flight.
Pump OperationAs an engine accelerates toward idle, the EDP draws fluid fromthe appropriate system reservoir through the firewall shutoffvalve while the electric pumps draw fluid directly from the sup-ply line from the reservoir. Placing and ELECT PUMP switch tothe ON position supplies 28V DC to energize the motor contac-tor that supplies AC power to the motor.
A small amount of fluid that each pump uses for lubrication andcooling exits the pump’s case drain line and travels through thecase drain non-bypassable filter (“case drain filter”) and forSystems 1 and 2 the heat exchanger (in the aft equipment bay)back to the reservoir.
CAE SimuFlite
CAUTION: While ground servicing of the hydraulic sys-tems and accumulators is a maintenance function,PILOTS MUST ENSURE that when ground service per-sonnel are servicing the LAV that there is no mistakingthe Hydraulic System #3 “mule” connections for the LAVconnections located behind access doors aft of the rightwing root. Landing gear and flight controls do notrespond well when water is mixed with Skydrol.
Hydraulic Systems
Challenger 601 Developed for Training Purposes 4-143February 2005
System OperationsEach pump’s output passes by the pressure switch that controlsthe specific amber L or R ENG PUMP or ELECT PUMP light andon through a one way check valve to supply fluid under pressureto a pressure manifold for that system’s users (see Table 4-J).As pump output pressure builds (2,300 ±200 PSI) the associat-ed PUMP light extinguishes. If pump output pressure drops to1,800 PSI, the associated PUMP light illuminates.
In the pressure manifold prior to the users there is a non-bypass-able filter (“system filter”). After the system filter, the PressureTransducer picks up and displays system pressure on the gagelocated on the HYDRAULIC SYSTEMS panel on the cockpitoverhead panel. From the users the fluid is routed back to reser-voir through a filter (“return filter”) that is capable of bypassingshould it get clogged. System 2 Outboard Brakes has its ownreturn line to reservoir separate from the other users.
The accumulators act to dampen pressure surges caused bysystem operation. If system pressure reaches 3,750 PSI, a reliefvalve opens routing excess fluid to the reservoir.
When reservoir fluid temperature exceeds 96°C (205°F), the HITEMP light on the HYDRAULIC SYSTEMS panel illuminates.Predetermined temperatures in the reservoir will cause the HeatExchanger tower fan to operate without pilot control or advisory.
1A Engine-driven 3A Electric 2A Engine-driven1B Electric 3B Electric 2B Electric
Left Aileron L/R Ailerons Right AileronRudder Rudder RudderLeft Elevator L/R Elevators Right ElevatorL/R Flight Spoilers Main/Nose Landing L/R Flight SpoilersL/R Ground Spoilers Gear MLG Downlock
Nosewheel Steering AssistInboard Brakes Outboard Brakes
No. 1 No. 3 No. 2
Hydraulic System
Table 4-J; Hydraulic Pressure Distribution
CAE SimuFlite
4-144 Developed for Training Purposes Challenger 601February 2005
Hydraulic Systems
Power Source Engine-driven pumps (1A and 2A)Electric pumps (1B, 2B, 3A, and 3B)Hydraulic servicing cart (ground/maintenance)Battery busDC Bus 1 and DC Bus 2
Distribution BrakesFlight and ground spoilersL/R aileronsL/R elevatorsLanding gearRudderNosewheel steering
Control ELECT PUMP switchesENG FIRE PUSH (shutoff valves)
Monitor System pressure gagesSystem quantity gagesLights
ELECT PUMPENG PUMPHI TEMPHYD
Protection Pressure manifold relief valveReservoir pressure relief valve
Challenger 601 Developed for Training Purposes 4-145November 1997
LOWLOW
NO HT
TEST
NO HT
TEST
FRONT
TEST
WSHLD
OFF/
AC ESS BUS
DC ESS BUS
DC BUS 1
AC BUS 1 AC BUS 2
DC BUS 2
LEFTSIDE
WINDOW
LEFTWINDSHIELD
RIGHTWINDSHIELD
RIGHTSIDE
WINDOW
115V AC
200V AC 200V AC
LEFTCONTROLLER
RIGHTCONTROLLER
115V AC
PRECIPITATION STATICSUPPRESSORS
TEMPERATURESENSORS
NO HT
TEST
NO HT
TEST
RIGHTLEFT SIDE
S/N 3001-3056,3059 W/O S.B. 601-0165
RIGHTLEFT
NO HT
TEST
NO HT
TEST
PRESSTO
WSHLD
NO HT
TEST
NO HT
TEST
SIDESIDE
FRONT
OFF/RESET
1
Windshield Heating
Ice
and
Rai
n P
rote
ctio
n
CAE SimuFlite
4-146 Developed for Training Purposes Challenger 601July 1995
10TH STAGEBLEEDAIR
PORTS
RELIEFVALVE
10TH STAGEBLEEDAIR
PORTS
14TH STAGEBLEEDAIRPORT
FUELHTR
R WINGA/I VALVE
COWLPICCOLO
TUBE
A/I ISOLVALVE
L WINGA/I VALVE
R 14THBLEED
AIR SOV
L 14THBLEEDAIR SOV
R 10THBLEED
AIR SOV
ATSVALVE
COWLA/I VALVE
RELIEFVALVE
14TH STAGEBLEEDAIRPORT
FUELHTR
COWLPICCOLOTUBE
ATSVALVE
COWLA/I VALVE
THRUSTREV PDU
ATS
LEFT
THRUSTREV PDU
ATS
RIGHT
R WINGPICCOLO
TUBE
10TH STAGE BLEEDAIR FLOW
14TH STAGE BLEEDAIR FLOW
BLEEDAIR USER SYSTEMCHECK VALVE(ARROW INDICATES DIRECTION OF FLOW)
L WINGPICCOLOTUBE
STANDBYTHERMALSWITCH
OVERHEATSENSOR
TEMPERATURESENSOR
s
s
s
ss
s
s
s
s
SOLENOID VALVE
s
L 10THBLEED
AIR SOV
PRESSURESWITCH
PRESSURESWITCH
Engine and Wing Anti-Icing System
Ice and Rain Protection
Challenger 601 Developed for Training Purposes 4-147July 1995
Ice and Rain ProtectionIce and rain protection systems use engine bleed air or electri-cal heating elements to prevent the formation of ice on the air-foil leading edges, engine inlet, pitot/static probes, and wind-shields.
Ice DetectionIce detector probes, on either side of the fuselage, vibrate atapproximately 40,000 Hertz (Hz). As ice accumulates on an icedetector probe, the increase in mass decreases the vibrationfrequency of the probe. When sufficient ice accumulates on theprobe, the probe’s microcomputer flashes the appropriate red(amber on Canadian) ICE light. The crew must then select wingand cowl anti-icing. After turning the wing and cowl anti-icingsystems on, the red ICE light extinguishes and the white ICElight illuminates. When the heated ice detector probe remainsclear of ice for 60 seconds, the white ICE light extinguishes toindicate the aircraft is clear of icing conditions.
If a probe heater or microcomputer fails, the respective FAILlight illuminates.
WingWith the engine’s 14th stage shutoff valve open and the winganti-icing modulating/shutoff valves open, bleed air enters thewing anti-icing system.
Placing the WING switch in the NORMAL position allows theanti-icing controller to open the wing anti-icing modulating/shut-off valve. Bleed air then flows through the open valve and intothe wing leading edge piccolo tubes. As bleed air pressure inthe line reaches approximately 10 PSI, the pressure switchextinguishes the corresponding wing FAIL light. The airexhausts overboard after warming the leading edge.
4-148 Developed for Training Purposes Challenger 601July 1995
During normal operation, the anti-icing controller senses lead-ing edge temperature through its sensor. The controller regu-lates temperature to 87.7 ±7°C by increasing or decreasingbleed air flow through the wing anti-icing modulating/shutoffvalve. As the temperature reaches 29.4°C, the correspondingHEAT light illuminates.
Placing the WING switch in the STANDBY position bypassesthe anti-icing controller and directly opens the wing anti-icingmodulating/shutoff valve. As leading edge temperature reaches82.2 ±4.5°C, the standby thermal switch opens, the modulat-ing/shutoff valve closes, and bleed air flow to the leading edgestops. When temperature drops to 48.8 ±4.5°C, the thermalswitch closes and the modulating/shutoff valve opens. Thissequence of valve opening and closing continues as the lead-ing edge warms, then cools.
Pressing the OVHT/ISOL OPEN switchlight opens an isolationvalve to allow one engine to supply 14th stage bleed air to bothwing’s anti-icing systems. With the isolation valve open, theISOL OPEN caption illuminates.
If leading edge temperature reaches 129.4 ±4.5°C, the over-heat sensor closes to illuminate the OVHT light and flash theWING ANTI ICE OVHT light.
During thrust reverser operation, the wing anti-icing nacellepressure regulator shutoff valves close to provide dedicatedbleed air flow to the thrust reverser system.
CowlWith the engine’s 14th stage shutoff valve open, hot bleed airflows to the cowl anti-icing pressure regulating shutoff valve.Pressing the associated COWL anti-ice switchlight illuminatesthe ON light and energizes the pressure regulating shutoffvalve solenoid. The valve opens and, as bleed air pressureexceeds 9 ±1 PSI, a pressure switch extinguishes the cowlFAIL light.
CAE SimuFlite
Ice and Rain Protection
Challenger 601 Developed for Training Purposes 4-149July 1995
Operation of the pressure regulating shutoff valve governs bleedair pressure to 50 ±5 PSI. If the pressure regulating shutoff valvemalfunctions and bleed air pressure exceeds 134 PSI, a pres-sure relief valve opens to vent bleed air pressure overboard.
After flowing through the valve and ejector, bleed air enters theinlet piccolo tube. After warming the inlet, bleed air exhaustsoverboard.
Bleed Air Leak DetectIf a leak develops in the bleed air ducting and temperatureexceeds trigger values, the thermal switches close to energizethe detection control unit relay. The appropriate DUCT FAILlight illuminates and the associated bleed air leak indicator,located on the bulkhead behind the copilot, changes to white.
Pitot/StaticWith the ADS HEATER CONT. selector in any position otherthan OFF, 115V AC supplies the various pitot/static heating ele-ments (see Table 4-K). If a pitot/static probe heating elementfails, the respective PITOT HEAT light illuminates and the lightilluminates. The PITOT HEAT light is not resettable.
Left AOA Transducer AC Essential HTR FAIL
Right AOA Transducer AC Bus 2 HTR FAIL
Left pitot probe AC Essential PITOT HEAT
Right Pitot Probe AC Bus 2 PITOT HEAT
TAT Probe AC Bus 2 HTR FAIL
Left Static Port AC Bus 1 HTR FAIL
Right Static Ports AC Bus 2 HTR FAIL
Heating Element Power Source Fault Indication
Table 4-K; Pitot/Static Anti-Icing
4-150 Developed for Training Purposes Challenger 601July 1995
If a failure occurs in an AOA transducer, static port, or TATprobe heating element, the HTR FAIL switchlight illuminates.After identifying the failed system by rotating the ADS HEATERCONT. knob through the various positions and noting the failedheating element through the % HTR CURRENT meter, press-ing the HTR FAIL switchlight resets the warning system. Withthe ADS HEATER CONT. selector in OFF or with any of theabove described failures, the 10-channel ANTI-ICE annunciatorand the MASTER CAUTION lights illuminate.
Placing the ADS HEATER CONT. selector in the OFF positioncuts power to the heating elements and illuminates the PITOTHEAT and HTR FAIL lights. The % HTR CURRENT indicates inthe red zone to show no current drain by the heating elements.
WindshieldOn S/Ns 3001 to 3056 and 3059 without SB 601-0165, plac-ing both WINDSHIELD switches in the ON position activatesthe windshield heat systems (see Table 4-L). The temperaturecontrollers then regulate windshield and window temperature toapproximately 58°C (137°F) and 41°C (105°F) respectively.
Pressing the TEST button with the WINDSHIELD switches ON,tests all four windshield heating system circuits (two per con-troller). During the system test, the TEST lights illuminate toindicate power to the windshield and window heating circuits.
On S/Ns 3001 to 3056 and 3059 with SB 601-0165, 3057,3060 to 3066, and 5001 and subsequent, placing bothWSHLD switches in the HIGH position regulates windshieldand window temperature to approximately 55.6°C (132°F) and36.7°C (98°F) respectively. With the switches in LOW, the sys-tem regulates both the windshield and window temperature toapproximately 36.7 °C (98°F).
CAE SimuFlite
Ice and Rain Protection
Challenger 601 Developed for Training Purposes 4-151July 1995
On all aircraft: If a failure occurs in the windshield heat system,the associated NO HT light, the ANTI-ICE light on the 10 chanelannunciator panel, and the MASTER CAUTION lights illumin-ate. The temperature control units illuminate the associated NOHT light if any of the following occurs:
■ open circuit sensor
■ overtemperature condition
■ shorted temperature sensor
■ halfwave output or no current flow
■ loss of AC or DC power
■ halfwave input or full output
■ AC overvoltage.
Left Windshield AC Bus 1 – 200V DC Bus 1
Left Window AC Essential – 115V DC Essential
Right Windshield AC Bus 2 – 200V DC Bus 2
Right Window AC Bus 2 – 115V DC Bus 2
Window Power Source Control Power
Table 4-L; Windshield Anti-Icing Power Sources
CAE SimuFlite
4-152 Developed for Training Purposes Challenger 601July 1995
Window DemistingOn S/Ns 3001 to 3066 and 5001 to 5134, hot air flows fromthe bleed air manifold through a pressure regulator and shutoffvalve to a heat exchanger where the air cools to approximate-ly 66 to 77°C (150 to 170°F). To select windshield demisting orfootwarmer, the cockpit heat switch must be selected toNORM, which extracts air through the right footwarmer SOVfrom the bleed air manifold. Selection of STBY extracts bleedair from the left footwarmer SOV which extracts bleed outsideof the left bleed air SOV. Pulling the DEMIST knob out directsthis air from the diverter valve assembly to the windshields fordemisting.
On S/N 5135 and subsequent, conditioned air from the airconditioning system flows to a diverter valve assembly. Pullingthe DEMIST knob out directs this air against the inside of thewindshields.
On S/Ns 5135 to 5141 and 5143 to 5159 with SB 601-419;5160 and subsequent, a fan and heater provide warm airthrough a three-way diverter valve for windshield demisting.Adjusting the DEMIST and FOOTWARMER varies the amountof warm air provided for windshield demisting and cockpitheating.
Ice and Rain Protection
Challenger 601 Developed for Training Purposes 4-153July 1995
Wing Anti-Ice
Power Source 14th stage engine bleed airEssential DC busDC Bus 1 and DC Bus 2
Distribution Wing leading edges
Control WING switchlightsOVHT/ISOL OPEN switchlightAnti-icing controllersWing anti-icing modulating/shutoff valves
Monitor L/R HEAT lights (29°C)L/R FAIL lightsDUCT FAIL light (bleed air leak detect)SENSOR FAIL lightWING ANTI ICE OVHT light (129°C)
Protection Wing overheat sensorsCircuit breakers
Engine Anti-Ice
Power Source 14th stage engine bleed airBattery bus
Distribution Engine inlet
Control COWL switchlightsPressure regulating shutoff valves
Monitor COWL ON/FAIL lights
Protection Pressure relief valves (134 PSI)Circuit breakers
CAE SimuFlite
4-154 Developed for Training Purposes Challenger 601July 1995
Pitot/Static
Power Source AC Essential busAC Bus 1 and AC Bus 2
Distribution Pitot probesStatic portsAOA transducersTAT probe
Control ADS HEATER CONT. selector
Monitor PITOT HEATHTR FAIL% HTR CURRENT meter
Protection Circuit breakers
Windshield
Power Source AC Essential busAC Bus 1 and AC Bus 2Bleed air manifold (demisting)
Distribution Windshields and windows
Control WINDSHIELD or WSHLD switchesTemperature control units
Monitor TEST lightsNO HT lights
Protection Temperature control unitsCircuit breakers
Challenger 601 Developed for Training Purposes 4-171January 1999
Oxygen SystemThe oxygen system typically utilizes two 115 cubic ft oxygencylinders to provide sufficient emergency oxygen. A smallerwalkaround bottle is also available.
Regulators on each oxygen bottle reduce pressure to approxi-mately 70 PSI. A check valve in the output line of each regulatorisolates each bottle from the other in case of leakage or systemrupture. Typical installation is in the nose section with accessthrough the nose bay doors. On non-tail tank equipped aircraft,however, they may be in the tail section with access through therear equipment bay. Typical servicing port locations are in theservicing door in the nose beside the crew oxygen servicing portfor forward mounted bottles or in the APU service panel for aftmounted bottles.
If the bottle overpressurizes and pressure exceeds 2,602 ±264PSI, the HP stage’s relief valve ruptures to release bottle con-tents overboard. If the LP stage fails and pressure exceeds 130±14.5 PSI, its relief valve ruptures to release bottle contentsoverboard. If the HP valve ruptures, oxygen flows through theoverboard discharge line and dislodges a green indicator discon the right forward fuselage.
Crew Oxygen MasksEach crew member has an EROS quick-donning, diluter-demand oxygen mask that has a built-in regulator and micro-phone. Supplied with an undiluted source of oxygen, eachmask also provides smoke inhalation protection. The masksstow in a quick-access box on each crew member’s side panel.
Each mask stowage box has a door-operated shutoff valve.Pulling the mask from its stowage box opens the doors andshutoff valve to supply oxygen to the mask. After oxygenbegins flowing to the mask, the box flow indicator changes toyellow. Closing the box door after removing the mask does notshut off oxygen flow.
Oxy
gen
Sys
tem
CAE SimuFlite
A control unit on the copilot’s side console controls the system.A pressure switch on the output line of each regulator activatesthe NO SMOKING sign and aural alert whenever the masks aredeployed. If the optional EROS mask is installed for the thirdcrew member, it connects to the passenger oxygen system sup-ply line ahead of the passenger control panel/regulator.
Also, a smoke clearing system is optionally available to provideoxygen to passengers at any altitude. Rotating the passengeroxygen control knob to MANUAL and positioning the O2 smoke
clearing lever to ON causes oxygen to flow to the masks.
A CREW SUPPLY CABIN/NORMAL toggle valve is on the copi-lot’s outboard side console. When toggled from NORMAL toCABIN, the valve allows oxygen from the cabin oxygen systemto be utilized by the crew in the event of crew oxygen depletion.Check valves prevent passenger use of crew oxygen.
NOTE: The Canadair installed crew oxygen system isretained and is unchanged except for the supply selectvalve mentioned above.
Pressing the mask inflation control plates admits oxygen intothe mask harness. The harness then inflates to assist place-ment over the user’s head. After the mask is placed over theface, releasing the inflation control plates deflates the harnessto create a snug, air-tight fit.
With the mask flow selector in the N (normal) position, themask’s regulator provides oxygen diluted with cabin air. Ascabin altitude increases, the ratio of oxygen to cabin air increas-es until at approximately 30,000 ft, the mask provides 100%oxygen. Placing the flow selector in the 100%/PUSH positionprovides 100% oxygen regardless of cabin altitude.
The regulator provides 100% oxygen at positive pressure toassist breathing between 36,000 and 45,000 ft cabin altitude orif the flow selector is in 100%/PUSH and the EMERGENCYON/OFF button in the ON position.
4-172 Developed for Training Purposes Challenger 601January 1999
Oxygen System
Challenger 601 Developed for Training Purposes 4-173January 1999
After oxygen is no longer required, moving the mask stowagebox RESET/TEST handle forward closes the shutoff valve andstops oxygen flow to the mask.
Passenger DistributionThe passenger cabin oxygen system on the Challenger is not aproduction item, but individualized by the completion center foreach aircraft. Refer to the AFM for the specific aircraft for oper-ational instructions and limits.
On a typical installation, oxygen flows under pressure from theoxygen cylinder(s) to the passenger oxygen shutoff valve. Withthe valve in the CREW ONLY position, oxygen does not flow tothe passenger oxygen distribution lines.
Placing the shutoff valve in the CREW AND PASSENGER posi-tion opens the shutoff valve; oxygen then flows to the normallyclosed oxygen solenoid valve.
If cabin altitude exceeds 13,000 ±500 ft with the passenger oxy-gen control panel selector knob in the AUTO position, ananeroid controlled pressure switch supplies power to the oxygensolenoid valve. The valve opens and oxygen flows under pres-sure to the passenger oxygen masks. The initial pressure surgeto the passenger oxygen mask boxes releases their door latch-es. The masks drop and hang by a lanyard. Pulling on the lan-yard releases a pin so oxygen can flow to the passenger mask.
Selecting the MAN position bypasses the oxygen solenoidvalve so oxygen can flow to the passenger mask boxes. Themasks drop and oxygen is available to the passengers.
Placing the selector in the OFF position stops the flow of oxy-gen to the passenger masks.
CAE SimuFlite
4-174 Developed for Training Purposes Challenger 601November 1997
Oxygen System
Power Source Crew oxygen bottle(s)Passenger oxygen bottle(s)Battery bus
Distribution Crew oxygen system and masksPassenger oxygen system and masks
Control Crew mask oxygen regulatorsAneroid switch (13,000 ±500 ft)Passenger oxygen shutoff valvePassenger oxygen AUTO/MAN/OFF selector
Monitor Bottle pressure gagesOxygen system annunciators
Protection Bottle overpressure relief valves
Challenger 601 Developed for Training Purposes 4-155July 1995
NOSE
LEFT RIGHT
G
LDG GEAR
UP
DN
DN LCKREL
MUTEHORN
TEST
ANTI-SKID
WOWOP FAIL
WOWIP FAIL
FASTEN SEAT BELTS
NO SMOKING
UPLOCK
DOWNLOCK 1
DOWNLOCK 2*
FULLY EXT
WOW 1
WOW 2
UPLOCK
DOWNLOCK 1
DOWNLOCK 2
WOW 1
WOW 2
ANTI-SKID
UPLOCK
DOWNLOCK 1
DOWNLOCK 2
WOW 1
WOW 2
NOSEGEAR
SELECTORVALVES
NOSEGEAR
NOSEDOOR
SWITCHING
MAINGEAR
SELECTORVALVES
CABINLOW
PRESSRELAY
PROXSWITCHES
THROTTLELEVERIDLE
SWITCHES
FLAPCONTROL
UNIT
RIGHTMAIN
GEAR
LEFTMAINGEAR
PROXSWITCHES
PROXSWITCHES
LANDING GEARCONTROL UNIT
WEIGHTON
WHEELS
GEARCONTROL
AIR/GROUND
AURALWARNING
ELECTRIC POWERHYDRAULIC POWERAURAL WARNINGANTI-SKIDFLIGHT GUIDANCEINTERCOMAPRTHRUST REVERSERSPOILERSAIR CONDITIONINGSTALL PROTECTIONCABIN PRESSURIZATIONCOCKPIT HEAT
*MICROSWITCH
NOSEWHEELSTEERING
NOSEWHEELSTEERINGPOWERSUPPLY
Landing Gear Control and Indication
Lan
din
g G
ear/
Bra
kes/
Ste
erin
g
CAE SimuFlite
4-156 Developed for Training Purposes Challenger 601July 1995
10 SEC DELAY
WOWOP FAIL
WOWIP FAIL
BATTBUS
DCBUS 1
DCBUS 1
WOWCHAN 1
CB-A74
WOWCHAN 1
CB-A162
WOWCHAN 2
CB-B162
WOWCHAN 2
CB-B74
LEFTMAIN 1
RIGHTMAIN 1
LEFTMAIN 2
RIGHTMAIN 2
PSPS
PS PS
FMS / EFIS / FGC / WX RADARAPR 1LH THRUST REVERSERHYD PUMP 1SPOILERS 1ELEC SYSTEM (ADG) 1AIR CONDITIONING 1CABIN PRESS 1TAKE OFF CONFIG WNGELEC SYSTEM (UTILITY BUS)FLIGHT GUIDANCE COMPUTER 1ANTI SKID (INBD)STALL PROT. TESTSTALL PROT. 1
STALL PROT 2ANTI SKID (OUTBD)COCKPIT HEATINTERCOMCABIN PRESS 2AIR CONDITIONING 2ELEC SYSTEM (ADG) 2SPOILERS 2HYD PUMP 2RT THRUST REVERSERAPR 2FLIGHT GUIDANCE COMPUTER 2FMS / EFIS / FGC
NOSEWOW 1
LEFT MAINWOW 1
RIGHT MAINWOW 1
RIGHT MAINWOW 2
LEFT MAINWOW 2
NOSEWOW 2
MASTERCAUTION
PROXIMITYSWITCH (TYP.)(SIMPLIFIED)
ON GROUND
ON GROUND
WEIGHT ON WHEELS (WOW)
WEIGHT ON WHEELS — INPUT
Weight-on-Wheels System
Landing Gear/Brakes/Steering
Challenger 601 Developed for Training Purposes 4-157July 1995
15 SEC DELAY WOWOP FAIL
WOWIP FAIL
MASTERCAUTION
L.G. TEST SWITCHO/P FAIL TEST
FMS / EFIS / FGC / WX RADAR 1
APR 1
LH THRUST REVERSER
HYD PUMP 1
SPOILERS 1
ELECT. SYSTEM (ADG) 1
CABIN PRESS 1
TAKE OFF CONFIG. WNG.
ELECT. SYSTEM (UTILITY BUS)
FLIGHT GUIDANCE COMPUTER 1
ANTI SKID (INBD)
STALL PROT. TEST
STALL PROT. 1
STALL PROT. 2
ANTI SKID (OUTBD)
COCKPIT HEAT
INTERCOM
CABIN PRESS. 2
AIR CONDITIONING 2
ELECT. SYSTEM (ADG) 2
SPOILERS 2
FMS / EFIS 2
RT THRUST REVERSER
APR 2
FLIGHT GUIDANCE COMPUTER 2
HYD PUMP 2(TYPICAL)
FROMW.O.W
CIRCUIT
PWR
TOHYDRAULIC
SYSTEM
NOTE: ALL CONTACTS SHOWN AREPART OF COMPARATOR CIRCUIT& DO NOT AFFECT THE OUTPUTS
TO OTHER SYSTEMS
WOWCHAN 2
CB-B74
BATTBUS
DCBUS 2
WOWCHAN 2
CB-B162
POWERSUPPLIES
STALL PROTECTION
POWERSUPPLIES
CB-A162
WOWCHAN 1
BATTBUS
DCBUS 1
CB-A74
WOWCHAN 1
AIR CONDITIONING 1
ON GROUND
Landing Gear Control Unit
4-158 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Challenger 601 Developed for Training Purposes 4-159July 1995
Landing Gear/Brakes/Steering
Landing Gear and BrakesThe landing gear system consists of trailing link main landinggear and a conventional nose landing gear. All gear have nitro-gen-charged shock absorber struts with dual wheels and tires.
Normally, No. 3 hydraulic system pressure retracts and extendsthe gear. If an electrical, mechanical, or No. 3 hydraulic systemfault occurs, a manually actuated emergency extension systemmechanically releases the uplock actuators, dumps hydraulicpressure, and allows the gear to free fall by gravity. A down andlocked condition is assisted by a combination of airflow andspring pressure on the nose gear and downlock assist actuatoron each main gear, powered by the No. 2 hydraulic system.
Each main gear wheel has mechanically operated andhydraulically powered carbon composite brakes with anti-skidprotection. Normally, No. 3 hydraulic system supplies theinboard brakes while the No. 2 hydraulic system supplies theoutboard brakes. If the normal braking system fails (i.e., loss ofhydraulic system pressure), a braking accumulator stores suffi-cient pressure for approximately six braking applications.
An electronically controlled (steer by wire), hydraulically oper-ated nosewheel steering system positions the nose gear duringground operations in response to rudder pedal or pilot’s hand-wheel movement.
CAE SimuFlite
4-160 Developed for Training Purposes Challenger 601July 1995
Weight-on-Wheels SystemThe landing gear control unit consists of a gear control and No.1 and No. 2 weight-on-wheel channel. The unit receives inputsfrom:
■ nose and main gear downlocks
■ nose gear oleo switch
■ nose and main gear uplocks
■ main gear proximity switches (two per landing gear leg)
■ nose gear proximity switch and microswitch.
The gear control channel, depending on the position of thelanding gear, then supplies outputs for the:
■ nose and main gear retract and extend solenoids
■ landing gear safe indicators
■ landing gear unsafe indicator
■ landing gear handle downlock solenoid
■ horn mute indicator
■ aural warning system
■ fasten seat belts and no smoking signs
■ nosewheel steering system.
The No. 1 and 2 WOW channels operate independently but areinterconnected to prevent false gear indications from a singlechannel affecting an aircraft system. The two channels, in turn,control the operation of various aircraft systems (see Table 4-M).
If a landing gear proximity switch malfunctions and provides adifferent indication from the others, the landing gear control unitilluminates the WOW I/P (input) FAIL light after a 10-seconddelay. If a WOW channel output differs from the rest, the WOWO/P (output) FAIL light illuminates after a 10-second delay. TheWOW O/P FAIL light also illuminates the WOW light on the 8-channel annunciator panel and the MASTER CAUTION lights.
Challenger 601 Developed for Training Purposes 4-161July 1995
Landing Gear/Brakes/Steering
RetractionWhen the landing gear struts extend after takeoff, the WOWsystem proximity switches indicate an in-air condition. Withthese inputs, the landing gear control unit releases the controlhandle solenoid lock.
Moving the handle to the UP position with a weight-on-wheelssignal not present begins the landing gear retraction sequence.The nose landing gear door selector valve shifts to the openposition while the main landing gear selector valve shifts to theretract position. No. 3 hydraulic system pressure then flowsthrough the priority and selector valves to the nose gear doorand main gear uplock actuators. The nose gear doors beginopening and the main gear uplocks move to the unlocked posi-tion. The NOSE DOOR OPEN light illuminates, the NOSE,LEFT, and RIGHT lights extinguish, and the gear unsafe lightflashes.
Table 4-M; Weight-on-Wheels System
Air conditioning Air conditioning
Air-driven generator Air-driven generator
Aural warning Automatic power reserve
Automatic power reserve Cabin pressurization
Autopilot Cockpit heating
Cabin pressurization Intercom
Cockpit heating No. 2 Stall warning system
Ground spoilers No. 2B pump interlock
Inboard anti-skid Outboard anti-skid
Left thrust reverser Right thrust reverser
No. 1 stall warning system Spoilers
No. 1B pump interlock
No. 1 WOW System No. 2 WOW System
CAE SimuFlite
4-162 Developed for Training Purposes Challenger 601July 1995
When the nose gear doors completely open, the nose gearselector valve shifts to the retract position, the downlock actua-tor releases, and the nose gear drag brace unlocks.
Hydraulic pressure to the retract side of the nose and main gearactuators unlocks the main gear downlock actuators and drivesthe landing gear into their wheel wells.
As the gear reaches the up and locked position, the uplocksmechanically latch to hold the gear in the retracted position.Operation of the uplocks then provides a gear retracted andlocked indication to the nose gear door selector valve and thelanding gear control unit. The door selector valve then directspressure to close the nose gear doors. At the end of the retrac-tion sequence, the nose gear, nose gear door, and main gearselector valves shift to the neutral position. The NOSE DOOROPEN and gear unsafe lights then extinguish.
ExtensionMoving the landing gear control handle to the DN positionbegins the extension sequence by energizing the nose geardoor and main gear selector valves. The nose gear doors open.The nose gear selector valve shifts to the extended position;the uplocks release. Hydraulic pressure then flows to theextend side of the landing gear actuators. The NOSE DOOROPEN light illuminates and the red gear unsafe light flashes.
Hydraulic pressure to the extend side of the landing gear actu-ators drive the gear legs to the extended position. When gearreaches the fully extended position, the mechanical nose geardrag brace and main gear actuator downlocks engage.
The NOSE, LEFT, and RIGHT lights illuminate and the gearunsafe light extinguishes. The nose gear door selector valveshifts to close the nose gear doors. The NOSE DOOR OPENlight extinguishes.
Challenger 601 Developed for Training Purposes 4-163July 1995
Emergency ExtensionIf the normal landing gear extension system fails (i.e., hydraulicsystem fails, electrical fault, etc.), pulling the L.G. PULL handleup unlocks the nose gear doors, releases the nose gearuplocks, and operates the nose gear dump valves. The nosegear begins extending under its own weight assisted bysprings.
Further movement of the handle releases the main gearuplocks and operates the gear dump and main gear assistselector valves. The landing gear extends under its own weightassisted by actuators powered by the No. 2 hydraulic system.
Gear WarningRetarding the throttles to idle with one of the landing gear notdown and locked sounds the landing gear warning horn.Pressing the MUTE HORN pushbutton silences the horn andilluminates the button’s amber light. Advancing a throttle aboveidle extinguishes the light.
Extending the flaps past 30° without the gear being extendedalso sounds the landing gear warning horn. The horn cannot besilenced by pressing the MUTE HORN button with the flapspast 30°.
BrakesAll main landing gear wheels have carbon composite, multipledisc brakes operated hydraulically by two separate hydraulicsystems. No. 2 hydraulic system pressure supplies the out-board brakes while No. 3 system pressure supplies the inboardbrakes.
Landing Gear/Brakes/Steering
CAE SimuFlite
4-164 Developed for Training Purposes Challenger 601July 1995
Normal BrakingPressing on a pair of toe brakes mechanically actuates the dualbrake control valve spools. The spools shift to meter hydraulicfluid proportional to pedal effort through the anti-skid controlvalves and hydraulic fuses to the brake assemblies. The brakeassembly pistons extend under pressure to force a pressureplate against the rotating and stationary discs.
With release of braking pressure, the brake control valves shiftto direct hydraulic pressure to the system’s return line.
Anti-SkidWith the ANTI-SKID switch in the ARM position, the parkingbrake off, and the nose gear down and locked, the anti-skidsystem arms and begins monitoring wheel speed for an incipi-ent skid.
When the aircraft is airborne (wheel-off-wheels), the system’slocked wheel detector circuit arms. Because the wheels are notspinning, the system sees a locked wheel condition and dumpsall braking pressure through the anti-skid control valves. Thisfeature prevents landing with the brakes applied.
At touchdown the WOW switches actuate to provide an on-ground indication to the skid control unit. Wheel spin-up above35 kts then overrides the WOW switch signal to provide imme-diate braking and anti-skid protection.
During the landing roll and taxi above 10 kts, the skid controlsystem monitors main wheel deceleration and compares it to areference signal. If a wheel’s deceleration exceeds the refer-ence signal, indicating an incipient skid, the skid control unitsignals the skidding wheel’s anti-skid control valve to momen-tarily reduce braking pressure and prevent a wheel skid.
The reduced braking pressure allows wheel spin up until itmatches the others. After an incipient skid, the skid control unitmodulates braking pressure to all wheels below the skid level.
Lan
din
g G
ear/
Bra
kes/
Ste
erin
g
Ch
alle
ng
er 6
01D
evel
oped
for
Trai
ning
Pur
pose
sJa
nuar
y 19
99
BR
AK
E
INO
UT
PS
IX
100
00
1233 2 1
0
BR
AK
E
INO
UT
PS
IX
100
00
1233 2 1
0
PA
RK
ING
BR
AK
E
PUL
L&
TU
RN
L
PIL
OT
BR
AK
EP
ED
AL
S
RL
R
CO
PIL
OT
BR
AK
EP
ED
AL
S
AC
CU
MU
LA
TO
R
ME
TE
RIN
GV
AL
VE
ME
TE
RIN
GV
AL
VE
ME
TE
RIN
GV
AL
VE
ME
TE
RIN
GV
AL
VE
AN
TI-
SK
IDV
AL
VE
AN
TI-
SK
IDV
AL
VE
AN
TI-
SK
IDV
AL
VE
AN
TI-
SK
IDV
AL
VE
AC
CU
MU
LA
TO
R
PA
RK
ING
SH
UT
OF
FB
RA
KE
FU
SE
FU
SE
FU
SE
FU
SE
RIG
HT
OU
TB
DR
IGH
TIN
BD
LE
FT
INB
DL
EF
TO
UT
BD
AR
MT
ES
T
AN
TI-
SK
ID
4-16
5
Bra
ke S
yste
m
CA
E S
imu
Flit
e
4-16
6D
evel
oped
for
Trai
ning
Pur
pose
sC
hal
len
ger
601
Nov
embe
r 19
97
An
ti-S
kid
Pro
file
10 KT
WHEELSPIN-DOWN
30-35 KT
WEIGHT ONWHEELS
ORWHEELS SPIN-UP
30-35 KTWEIGHT
OFFWHEELS
TOUCHDOWNPROTECTION
NOTE:TO TEST ANTI-SKIDWHEEL SPEED MUSTBE BELOW 17 KNOTS
LOCKED WHEELPROTECTION
NORMAL ANTI-SKIDPROTECTION
ANTI-SKIDOFF
Landing Gear/Brakes/Steering
Challenger 601 Developed for Training Purposes 4-167November 1997
Above 30 kts groundspeed, the anti-skid system’s locked wheelprotection also provides basic anti-skid protection if a skidoccurs. As groundspeed drops below 10 kts, the system de-activates.
Pressing the anti-skid TEST button for two to four seconds withthe aircraft below 17 kts groundspeed enables a complete testof the anti-skid system. Illumination of the INBD FAIL andOUTBD FAIL lights during testing indicates normal systemoperation. If a system component fails with the TEST buttonpressed, the associated light fails to illuminate. After releasingthe button, illumination of the INBD FAIL or OUTBD FAIL lightindicates a system malfunction. Releasing the anti-skid TESTbutton prematurely may result in a false failure indication.
Parking BrakeAfter applying both toe brakes, pulling the PARKING BRAKEhandle out and rotating it 90° applies the parking brake bymechanically operating the brake control valves. The controlvalve’s spools shift and trap hydraulic pressure in the inboardbraking system supply lines.
Pulling the PARKING BRAKE handle also illuminates the park-ing brake ON light, closes the parking brake shutoff valve, andde-energizes the anti-skid system relays.
Applying the toe brakes and rotating the PARKING BRAKEhandle 90° releases the parking brakes by mechanicallyunlocking the brake control valves. After unlocking the parkingbrake, stow the handle, then release the toe brakes. The ONlight extinguishes.
The parking brake should be set from the pilot’s seat. Althoughthe system allows either set of brake pedals to set the parkingbrake, it may not be physically possible to depress the pedalssufficiently to set the brake and reach across the centerpedestal to set the handle.
CAE SimuFlite
4-168 Developed for Training Purposes Challenger 601November 1997
Nosewheel SteeringPlacing the N/W STEER switch in the ARMED position with thelanding gear down and locked and weight-off-wheels initiatesthe nosewheel steering system self-test. If the system detectsan electrical or component fault, the NW STEER FAIL light illu-minates; the system reverts to a free castoring mode that pro-vides nosewheel shimmy dampening.
With weight-on-wheels and the N/W STEER switch in theARMED position, the nosewheel steering system electroniccontrol module (ECM) opens the steering selector valve.Deflecting the rudder pedals and/or handwheel from neutralactuates potentiometers connected to the ECM. The ECM, inresponse to these steering signals, generates the necessarycommands to operate the steering control valve. The valve, inturn, directs No. 3 hydraulic system pressure to the appropriateside of the steering actuator. The actuator then mechanicallypositions the nosewheel in the appropriate direction through apair of torque links that transfer steering action from the steer-ing cuff to the nose wheels.
During towing, the torque links should not be disconnected; thisprevents damage to the nosewheel steering system. Nosewheel steering must be selected OFF for towing.
When the nosewheel reaches the desired angle, its positionsensor provides a feedback signal to the ECM. The ECM thencommands the steering control valve to close both sides of thesteering actuator. This holds the nosewheel at the desiredangle.
Landing Gear/Brakes/Steering
Challenger 601 Developed for Training Purposes 4-169November 1997
Landing Gear
Power Source No. 3 hydraulic system (normal)No. 2 hydraulic system (assist)Battery busDC Bus 1 and DC Bus 2
Control Landing gear control handleGear control unitWeight-on-wheels systemDownlock and uplock switchesL.G. PULL handle (emergency extension)
Monitor Gear handle unsafe lightLEFT, NOSE, and RIGHT lightsNOSE DOOR OPEN lightLanding gear warning horn
Protection Circuit breakersWeight-on-wheels system
Brakes and Anti-Skid System
Power Source No. 2 hydraulic system (inboard)No. 2 hydraulic system (outboard)Essential DC busDC Bus 1 and DC Bus 2
Control Toe brake pedalsBrake control valvesAnti-skid systemAnti-skid TEST buttonPARKING BRAKE handle
Monitor Brake pressure gageINBD FAIL and OUTBD FAIL lightsParking brake ON light
Protection Hydraulic fusesAnti-skid system
CAE SimuFlite
4-170 Developed for Training Purposes Challenger 601November 1997
Nosewheel Steering
Power Source No. 3 hydraulic systemDC Bus 1 and DC Bus 2
Control Handwheel (±55°)Rudder pedals (±7°)N/W STEER switchElectronic control module
Monitor N/W STEER FAIL light
Protection Weight-on-wheels systemLanding gear downlock switches
SIN
GLE
ST
AG
E F
AN
BY
PA
SS
RA
TIO
6.2
:1
SP
INN
ER
FA
N B
LAD
EC
ON
TA
INM
EN
T C
AS
ING
AC
CE
SS
OR
YG
EA
R B
OX
FA
N V
AN
E
14 S
TA
GE
HIG
H P
RE
SS
UR
EA
XIA
L C
OM
PR
ES
SO
R
FLO
W T
HR
OU
GH
AN
NU
LAR
CO
MB
US
TIO
N
4 S
TA
GE
LOW
PR
ES
SU
RE
TU
RB
INE
2 S
TA
GE
HIG
H P
RE
SS
UR
ET
UR
BIN
E
Gen
eral
Ele
ctri
c C
F34
En
gin
e
Ch
alle
ng
er 6
01D
evel
oped
for
Trai
ning
Pur
pose
sN
ovem
ber
1997
4-17
5
Powerplant
CA
E S
imu
Flit
e
4-17
6D
evel
oped
for
Trai
ning
Pur
pose
sC
hal
len
ger
601
Nov
embe
r 19
97
Ch
alle
ng
er 6
01D
evel
oped
for
Trai
ning
Pur
pose
sN
ovem
ber
1997
En
gin
e O
il S
yste
m
OIL
TA
NK
2
16
75
43
2
AC
CE
SS
OR
YG
EA
RB
OX
OR
IFIC
E
HE
AT
EX
CH
AN
GE
R
FIL
TE
R E
LEM
EN
T
BY
PA
SS
VA
LVE
RE
LIE
F V
ALV
E
CH
EC
KV
ALV
E
FU
EL
IMP
EN
DIN
GB
YP
AS
SS
EN
SO
RLU
BE
AN
D S
CA
VE
NG
EP
UM
P A
SS
EM
BLY
ELE
CT
RIC
MA
ST
ER
CH
IPD
ET
EC
TO
R
DR
AIN
PO
RT
SC
AV
EN
GE
SC
RE
EN
S(8
PLA
CE
S)
A-S
UM
PS
CA
VE
NG
EP
UM
P
TA
NK
PR
ES
SU
RE
RE
LIE
F V
ALV
E
DE
AE
RA
TO
R
SU
PP
LY O
IL
SC
AV
EN
GE
OIL
VE
NT
CH
IP D
ET
EC
TO
R,
INS
TA
LLE
D O
N 1
A/3
A;
OP
TIO
NA
L O
N 3
R
PR
ES
SU
RE
TR
AN
SM
ITT
ER
1
C-S
UM
P6
& 7
BE
AR
ING
B-S
UM
P4
& 5
BE
AR
ING
A-S
UM
P1,
2 &
3B
EA
RIN
G
OIL
LE
VE
L P
RO
BE
OIL
TE
MP
PR
OB
E
SC
AV
EN
GE
ELE
ME
NTS
(6)
PR
ES
SU
RE
ELE
ME
NT
1
1
11
B-S
UM
PV
EN
T A
IRR
EG
ULA
TIN
GV
ALV
E
1
1
1
4-17
7
Po
wer
pla
nt
CA
E S
imu
Flit
e
4-17
8D
evel
oped
for
Trai
ning
Pur
pose
sC
hal
len
ger
601
Nov
embe
r 19
97
FU
EL
HE
AT
ER
14 S
TA
GE
BLE
ED
AIR
VG
VG
TO
EC
OLO
GIC
AL
DR
AIN
TO
EC
OLO
GIC
AL
SY
ST
EM
ST
AT
OR
VA
NE
S
N2
SP
EE
DG
OV
ER
NIN
GP
LA
OIL
CO
OLE
RB
YP
AS
SS
IGN
AL
AM
PLI
FIE
R
FU
EL
DIS
TR
IBU
TO
RE
CO
LOG
ICA
LD
RA
INT
AN
K
N1
T2
N2N
1 S
PE
ED
CO
NT
RO
L
OIL IN OIL
OU
T
FU
EL
BY
PA
S
FU
EL
PU
MP
PR
IMA
RY
HIG
H P
RE
SS
UR
EE
LEM
EN
T
FU
EL
PU
MP
SE
CO
ND
AR
YH
IGH
PR
ES
SU
RE
ELE
ME
NT
18 F
UE
LIN
JEC
TO
RS
DR
AIN
VA
LV
CH
EC
KV
ALV
E
FU
EL
PU
MP
LOW
PR
ES
SE
LEM
EN
TFIR
EW
ALL
SH
UT
OF
FV
ALV
E
MA
IN F
UE
L C
ON
TR
OLIN
LET
GU
IDE
VA
NE
S
FE
ED
BA
CK
TO
MA
INE
JEC
TO
R
MO
TIV
E F
LOW
EN
GIN
E B
OO
ST
PR
ES
SU
RE
PU
MP
DIS
CH
AR
GE
PR
ES
SU
RE
SE
RV
O P
RE
SS
UR
E
FU
EL
CO
NT
RO
L D
ISC
HA
RG
EP
RE
SS
UR
E
ME
CH
AN
ICA
L C
ON
NE
CT
ION
OIL
CO
OLE
R
TO
RQ
UE
MO
TO
R
FU
EL
TE
MP
LR
0
400
800
2000
3000
3500
4000
FU
EL
200
600
1000
P P
x10
FU
EL
FL
OW
C¡
LR
FU
EL
6040 20 0
-20
6040 20 0
-20
7070
BY
PA
SS
FLO
W
RE
LIE
FV
ALV
E
VA
LV
E
FIL
TE
R
P3
T2C
N2
En
gin
e F
uel
Sys
tem
GE
CF
34-1
A/-
3A
Powerplant
Challenger 601 Developed for Training Purposes 4-179November 1997
VG
VG
FUEL TEMP
P3 T2C
N2
STATORVANES
N2 SPEEDGOVERNING
PLA
L R0
400
800
2000
300035004000
FUEL
200
600
1000PP
x10
FUEL FLOW
C¡L R
SIGNALAMPLIFIER
TORQUEMOTOR
N1 T2
N2
N1 SPEEDCONTROL
FUEL
BYPAS
FUEL PUMPPRIMARYHIGHPRESSUREELEMENT
FUEL PUMPSECONDARYHIGH PRESSUREELEMENT 18 FUEL
INJECTORS
FIREWALLSHUTOFFVALVE
MAIN FUEL CONTROL
INLETGUIDEVANES
FEEDBACK
MOTIVE FLOW
ENGINE BOOST PRESSURE
PUMP DISCHARGE PRESSURE
SERVO PRESSURE
FUEL CONTROL DISCHARGEPRESSURE
MECHANICAL CONNECTION
OILOUT
OILIN
HEATEXCHANGER
BYPASS FLOW
FUEL80
60
400
-40
8060
400
-40
120 120
RELIEFVALVE
O/BDRAIN
O/BDRAIN
O/BDRAIN
VALVE
FILTER
Engine Fuel SystemGE CF34-3A1
CAE SimuFlite
4-180 Developed for Training Purposes Challenger 601November 1997
Powerplant
Challenger 601 Developed for Training Purposes 4-181November 1997
PowerplantTwo General Electric CF34 turbofan engines power the CanadairChallenger CL-601-1A/-3A/3R aircraft (see Table 4-N).
CL-601-1A CF34-1A CF34-3A/-3A2
CL-601-3A CF34-3A CF34-3A2
CL-601-3R CF34-3A1 N/A
Table 4-N; Engine Installation
Model Standard Optional
The GE CF34 turbofan, developed from the GE TF34 used onthe Republic A-10 and Lockheed S-3, is an efficient and quietengine that has a 6.2:1 bypass ratio.
The CF34-1A engine produces approximately 8,650 lbs of sta-tic takeoff thrust. An automatic performance reserve (APR)system provides 9,140 lbs of static takeoff thrust, an addition of490 lbs, from the operating engine, if the other engine losespower or fails.
The CF34-3A/-3A2/-3A1 engines produce approximately 8,729lbs of static takeoff thrust. These engines’ APR systems pro-vide 9,220 lbs of static thrust, an addition of 490 lbs from theoperating engine, if the other engine loses power or fails.
Modular engine construction consists of six major sections toease field maintenance and component replacement or repair.These six sections include:■ fan
■ accessory
■ compressor
■ combustion
■ high pressure (HP) turbine
■ low pressure (LP) turbine.
4-182 Developed for Training Purposes Challenger 601November 1997
The engine’s two-stage HP turbine (N2 spool) drives the 14-stage axial compressor; the four-stage LP turbine (N1 spool)drives the single-stage front fan. Variable geometry inlet guidevanes (IGVs) behind the front fan control engine core air flow toprevent compressor stalling and surging.
As air enters the engine inlet, the front fan accelerates air rear-ward toward the fan nozzle axial compressor. Approximately85% of the air bypasses the engine core and exhausts over-board as thrust through the fan nozzle. The remaining 15%enters the engine core. Essentially, the fan provides most of thethrust produced by the engine.
Before entering the compressor, air passes through the vari-able geometry IGVs. Controlled by two hydraulic (fuel) actua-tors, the IGV and five additional stages of variable geometrystator vanes open and close as a unit to regulate air flow intothe 14-stage compressor.
As air flows through the compressor, it is progressively com-pressed and heated as its volume decreases. The compressedand heated air then enters the combustion section where itmixes with fuel. During engine start, two igniter plugs ignite thefuel/air mixture. After the engine is running, the combustionprocess is self-sustaining.
The hot, high velocity gas stream exiting the combustion sec-tion first flows through the two-stage HP turbine. The turbineextracts energy from the gas stream as it rotates to drive theaxial compressor. The gas stream then passes through thefour-stage LP turbine to drive the forward fan.
Finally, the combustion by-products exit through the coreexhaust nozzle.
CAE SimuFlite
Powerplant
Challenger 601 Developed for Training Purposes 4-183November 1997
Powerplant SystemsPowerplant systems include:
■ lubrication
■ ignition
■ starting
■ fuel and fuel control
■ engine control.
LubricationThe oil pump’s single pressure element draws oil from the oiltank to provide it under pressure through a filter. If the filterbegins clogging, a bypass valve routes oil past the filter. If thefilter begins clogging and differential pressure between the filterinlet and outlet reaches 21 to 26 PSID, the impending bypasssensor illuminates an indicator on the aft circuit breaker distrib-ution box.
From the filter, oil flows through a check valve to the oil/fuelheat exchanger. As it flows through the heat exchanger, the oilgives up heat to the relatively cooler fuel. After passing throughthe heat exchanger, the oil flow splits into a low and high pres-sure circuit. The low pressure circuit supplies the No. 1, 2, and3 bearings (A sump) and the accessory gearbox. The high pres-sure circuit supplies the No. 4 and 5 bearings (B sump) and theNo. 6 and 7 bearings (C sump).
After lubricating, cleaning, and cooling the engine, the oilpump’s scavenge elements draw oil from the accessory gear-box and B and C sumps. Oil from the A sump normally gravityflows to the accessory gearbox. During climbs and descents,the A sump scavenge pump draws oil from the A sump and thenreturns it to the oil tank. A cyclone-type de-aerator removesentrapped air from the oil. On the CF34-3A1 engine, the oiltank has a sight gage.
4-184 Developed for Training Purposes Challenger 601November 1997
Downstream of the fuel/oil heat exchanger, a tapping providespressurized oil to the oil pressure transmitter and low oil pres-sure switch. If oil pressure drops to 28 ±3 PSI (CF34-1A/-3A/-3A2) or 35 PSI (CF34-3A1), the pressure switch illuminates theappropriate OIL PRESS gage LOP (low oil pressure) light. Atemperature bulb in the oil tank drives the OIL TEMP indicator.
Chip detectors at strategic points in the oil scavenge lines andtank monitor engine wear. If sufficient ferrous particles accu-mulate on a chip detector, the particles bridge the detector’scontacts. During routine maintenance, a continuity check ofeach detector provides an indication of engine wear and possi-ble mechanical failure.
An oil replenishment system allows engine oil tank refilling with-out opening the engine cowls. The system consists of an oilreplenishment tank, electric oil pump, two oil level probes andsignal conditioner, oil level control panel, and a selector valve.All but the oil level probes are in the rear equipment bay.
Placing the power switch in the ON position illuminates the ONlight and supplies 28V DC to the selector valve. Selecting eitherL or R energizes the oil pump and directs oil from the replen-ishment tank to the selected engine’s oil tank. When engine oiltank level reaches full, the associated LH or RH switchlight illu-minates. Placing the selector valve in the OFF position de-ener-gizes the electric oil pump. Selecting the power switch to OFFcuts power to the selector valve.
IgnitionThe CF34-1A and -3A engines have a dual-circuit ignitionexciter while the CF34-3A2 and -3A1 engines have two single-circuit ignition exciters.
CAE SimuFlite
Powerplant
Challenger 601 Developed for Training Purposes 4-185January 1999
Pressing the IGN A/ON and/or IGN B/ON switchlight arms theignition system; the switchlight illuminates green. The A ignitionsystem receives 115V AC directly from the AC electrical sys-tem. The B system receives 115V AC from a DC-powered sta-tic inverter.
Pressing a START button begins the engine start sequence bysupplying power through the STOP switch contacts to the startlatch and bleed air relays. The green START light illuminates.When the start latch relay closes, the ignition system relaycloses to supply power to the ignition exciter(s). The ignitionswitchlight’s ON capsule illuminates white. The capacitance-type ignition exciter(s) supplies low-voltage discharges to theigniter plugs.
When the engine reaches idle speed, the air turbine switchopens to de-energize the ignition system relay and de-activatethe ignition system.
Pressing the CONT IGN switchlight, if necessary, energizes thecontinuous ignition slave relay. The relay closes to supply powerto the IGN B/ON switchlight through the IGN A/ON switchlight.The IGN B/ON switchlight illuminates green. Pressing the IGNA/ON and/or IGN B/ON switchlight closes the ignition controlrelay to supply power to both engine’s ignition exciters. Thewhite ON capsule illuminates and the selected system(s) ignit-er plugs fire continuously until deselecting the CONT IGNswitchlight.
Continuous ignition is normally only used in icing conditions,heavy precipitation, or on contaminated runways. It is also usedduring heavy turbulence or lightning.
Auto ignition is activated by the stall warning computer. Itemploys the same power supplies and ignition components asthe normal system but uses separate relays. Both ignition sys-tems on each engine energize when auto ignition is activated.
4-186 Developed for Training Purposes Challenger 601May 2000
StartingPressing the IGN A/ON and/or IGN B/ON switchlight arms theignition system. The associated green light illuminates. The Aignition system receives 115V AC directly from the AC Essentialbus; the B system receives 115V AC from a static inverter pow-ered by the Battery bus.
Pressing the START button begins the engine’s start sequence.Power flows through the STOP switch contacts to the start latchand start bleed air relays. The green START light illuminates andthe armed ignition switchlight’s bottom half illuminates white (ON).After 60 seconds, the amber STOP light illuminates.
When the start bleed air relay closes, the bleed air shutoff andisolation valves open so bleed air from the APU, air cart, oropposite engine can supply the manifold. The start latch relaythen closes to supply power to the opposite engine’s start valvesolenoid. When the start valve solenoid opens, it supplies bleedair from the manifold to the engine’s air turbine starter (ATS)and energizes the ignition system relay. When the ignitionexciter(s) receive power, the white ignition ON light illuminates.The ignition exciter(s) then supply the two igniter plugs.
As the ATS turns, it rotates the engine up to its starting speed ofapproximately 3,800 to 4,000 RPM. At this speed, the air turbinestart switch opens. This de-energizes the start bleed air and startlatch relays. The ignition system then de-energizes, and thebleed air shutoff, isolation, and air start shutoff valves close. Thegreen START switchlight extinguishes; the stop indicator time-delay relay is deenergized. Because the combustion process isnow self-sustaining, the engine accelerates to idle speed.
Fuel and Fuel ControlFrom the airframe fuel system, fuel under pressure entersthrough the normally open firewall shutoff valve and flows to theengine-driven fuel pump’s low pressure element. The low pres-sure element boosts fuel pressure approximately 80 PSI beforesupplying it to the pump’s two high pressure elements.
CAE SimuFlite
Powerplant
Challenger 601 Developed for Training Purposes 4-187May 2000
On CF34-1A, -3A, and -3A2 engines, the fuel flow splits with-in the fuel pump after passing through the low pressure ele-ment. One flow continues directly to one of the pump’s highpressure elements to supply motive flow fuel for the fuel tankejectors. The other flow continues through an AIR/FUEL heatexchanger that uses 14th stage bleed air to warm the fuel. Athermal sensor maintains fuel between 4 to 10°C (40 to 50°F)with an air modulating valve that regulates bleed air flowthrough the fuel heater. If pressure drop across the fuel heaterexceeds 29 PSI, a bypass valve opens to pass fuel around theheater core.
On CF34-3A1 engines, the fuel flow continues toward thefuel/oil heat exchanger after passing through the low pressureelement. Prior to the heat exchanger, the fuel flow splits at anexternal pipe that supplies one of the fuel pump’s high-pressureelements for motive flow fuel. The other flow continues to a heatexchanger that cools engine oil while warming fuel.
After passing through the heat exchanger, fuel flows through afilter before it reaches the fuel pump’s other high pressure ele-ment. If the filter begins clogging and differential pressureexceeds 16 to 19 PSI, a bypass pressure switch closes to illu-minate the FILTER light. When the differential pressure reach-es 22 to 27 PSI, a red indicator protrudes on the top of the fil-ter housing.
The high pressure element boosts fuel pressure before deliver-ing it to the hydromechanical fuel control unit (FCU). The FCUand the other fuel control system components meter fuel to thefuel injectors to obtain the desired power setting. The fuel con-trol system also provides engine overspeed and overtempera-ture protection by regulating fuel flow.
4-188 Developed for Training Purposes Challenger 601May 2000
The complete fuel control system includes:
■ fuel control unit
■ variable geometry actuators and feedback cable
■ fan speed control amplifier
■ N1 speed control amplifier
■ N2 speed control alternator
■ compressor inlet temperature sensor.
The fuel control system receives inputs from:
■ power lever angle (PLA)
■ fan (N1) and compressor (N2) speed
■ fan inlet temperature (T2)
■ compressor inlet temperature (T2C)
■ compressor discharge pressure (P3)
■ ambient static pressure (PO)
■ variable inlet guide vane (IGV) position
■ automatic power reserve (APR) status.
With the ENG. SPEED CONTROL switches in the ON position,throttle lever position indirectly controls power setting throughthe FCU computer section. The computer section, along withPLA and the other inputs, controls a metering valve to regulatefuel flow.
With the ENG. SPEED CONTROL switches in the OFF posi-tion, throttle lever position directly controls the FCU.
On CF34-1A/-3A/-3A2 engines, metered fuel from the FCUpasses through an oil cooler prior to the fuel distributor. Abypass valve opens to allow oil temperature to go to normaloperating temperature before it is cooled by the oil cooler. Afterflowing through the oil cooler, metered fuel flows through thefuel flow distributor assembly, then to the 18 fuel injectors.
CAE SimuFlite
Powerplant
Challenger 601 Developed for Training Purposes 4-189November 1997
During engine start when fuel pressure exceeds 40 to 60 PSI,the distributor assembly’s check and drain valves supply fuel tothe injectors. During shutdown, the check and drain valves stopfuel flow to the distributor. Excess fuel in the injectors flows tothe ecological drain system.
ON CF34-3A1 engines, fuel flows from the FCU directly to the18 fuel injectors.
Radially arranged around the engine’s combustion chamberframe, the fuel injectors project into the combustion chamber.Supplied with fuel, the injectors deliver a fine, cone-shaped mistof atomized fuel into the combustion chamber swirlers.
Engine ControlMoving a throttle lever from the SHUT OFF to IDLE positionafter releasing the stop release latch mechanically opens theFCU shutoff valve. With the respective ENG. SPEED CON-TROL switch in the ON position, throttle lever movementbetween the IDLE and MAX POWER positions indirectly con-trols engine power through the FCU’s computer. The computerprocesses information based on power level angle (PLA), fanand compressor speeds, fan, compressor, compressor dis-charge temperatures, and ambient pressure to control theFCU’s metering valve. This provides the desired power setting.
During thrust reverser deployment and stowing, an auto-throt-tle retarder system (ATR) mechanically moves the throttlelevers to the IDLE position.
With the APR switch in the ARM position and the engines attakeoff power, the APR controller monitors engine N1 speeds;the APR READY light illuminates. If one engine’s N1 speeddrops below 67.5% RPM, the APR controller signals bothengines’ fan speed control amplifiers. The operating engine’sON light illuminates, the READY light extinguishes, and the fanspeed control amplifiers signal both engines to increase N1 byapproximately 2.3% RPM.
4-190 Developed for Training Purposes Challenger 601May 2000
Auxiliary Power UnitAn Allied Signal GTCP36-100 (E) auxiliary power unit (APU) pro-vides AC power for ground operation and, within the APU’s oper-ating limitations, emergency AC power in flight. Additionally, theAPU provides high pressure bleed air for engine starting and theair conditioning system on the ground and, within its operatingenvelope, in flight.
The APU is a self-contained power source that has its own fireprotection, starting, lubrication, and control systems. It onlyrequires a fuel supply, aircraft electrical power (i.e. battery orexternal power), and stop and start commands from the cockpit.
The APU’s electronic control unit (ECU) monitors all phases ofAPU operation from start to shutdown. If the ECU detects asystem fault, it automatically performs an APU shutdown byclosing its fuel shutoff valve. Automatic shutdown occurs with:
■ overspeed (109 ±1% RPM)
■ high exhaust gas temperature (704 to 732°C at 100% RPM)
■ high oil temperature (>141°C)
■ low oil pressure (<31 PSIG for 10 ±2 seconds at 95% RPM)
■ high generator adapter oil temperature (>154°C)
■ low generator adapter oil pressure (<140PSI)
■ open or disconnected EGT thermocouple
■ loss of APU RPM signal
■ APU fire.
An APU fault panel in the aft fuselage contains an APU STOPswitch and magnetic fault indicators. Pressing the APU STOPswitch simulates an overspeed condition and automatic APUshutdown through its ECU 114% RPM overspeed test circuit.
CAE SimuFlite
Powerplant
Challenger 601 Developed for Training Purposes 4-191November 1997
The magnetic fault indicators trip and display the fault causingthe automatic shutdown. Pressing the reset button resets theindicators if they trip because of a fault. A tripped magnetic indi-cator does not prevent APU starting; it only provides fault iden-tification.
APU StartingWith DC power available, pressing the PWR-FUEL ON/OFFswitchlight supplies power to the START/STOP switch and theAPU fuel pump. Pressing the START/STOP switch begins theAPU start cycle by energizing the APU start control and timedelay relays. When the start control relay closes, 28V DC fromthe Battery Direct bus closes the APU start relay. Closing of thisrelay, in turn, closes the APU start and start protection contac-tors. The STARTER light illuminates; the APU starter beginsturning.
As the APU accelerates to 10% RPM, the ECU opens the fuelshutoff valve to energize the ignition system. Fuel flows throughthe open shutoff valve to enter the APU’s fuel control unit(FCU). The FCU meters and schedules the required fuel forefficient APU starting, operation, and shutdown. From the FCU,fuel continues through a fuel shutoff valve to the fuel nozzleassembly. The fuel nozzle, assisted by compressor delivery air,delivers a fine spray of fuel into the APU’s combustor. With theigniter operating, the fuel ignites. The FCU then controls APUacceleration by metering more fuel through the nozzle into thecombustor.
At 60% RPM, the ECU de-energizes the time delay relay. Thisopens the start control relays and the start and start protectioncontactors. The starter stops turning, the STARTER light extin-guishes, and APU acceleration toward 100% RPM is self-sus-taining. As the APU accelerates toward normal operatingspeed, the APU OIL and ADPTR OIL LO PRESS lights extin-guish when oil pressure in the APU and generator adapterexceeds 31 and 140 PSI respectively.
4-192 Developed for Training Purposes Challenger 601May 2000
When APU RPM reaches 95%, the ECU illuminates the APUREADY light and the BLEED AIR switchlight. The ECU thenregulates APU speed under varying load conditions through theFCU.
Pressing the BLEED AIR switchlight opens the pneumaticallyoperated butterfly valve to supply APU bleed air for aircraft ser-vices. The OPEN light illuminates.
Placing the APU generator switch in the ON position energizesthe generator control relay (GCR) and the generator line con-trol relay (GLCR); the APU’s GEN OFF light extinguishes.When the GLCR energizes, the APU power relay (APU PR)opens. AC power from the APU generator then flows throughthe closed auxiliary power contactor (APC), generator transfercontactors, and generator line contactors (GLCs) to the mainAC buses.
APU ShutdownWhen the APU is no longer required, placing the APU genera-tor switch in the OFF position takes the APU generator off-lineand illuminates the GEN OFF light.
Pressing the START/STOP switchlight begins the automaticAPU shutdown sequence by generating a false overspeedsignal. The ECU closes the fuel shutoff valve; the APU shutsdown.
Pressing the BLEED AIR switchlight closes the butterfly valveand extinguishes the OPEN light. After the APU has stopped,pressing the PWR-FUEL ON/OFF switchlight cuts power to theSTART/STOP switch and shuts off the APU fuel pump.
CAE SimuFlite
Ch
alle
ng
er 6
01D
evel
oped
for
Trai
ning
Pur
pose
sN
ovem
ber
1997
4-19
3
PN
EU
MA
TIC
DR
IVE
/FL
EX
SH
AF
T L
OC
K U
NIT
FL
EX
SH
AF
TA
SS
Y
ST
OW
DE
PLO
Y
FIL
TE
R
VE
NT
AR
MIN
GS
OLE
NO
IDV
ALV
E
MA
NU
AL
RE
LEA
SE
VE
NT
LOC
KA
CT
UA
TO
R
LOC
KC
AM
LOC
KP
INU
NLO
CK
SW
ITC
H
FE
ED
BA
CK
YO
KE
FE
ED
BA
CK
SC
RE
W
FE
ED
BA
CK
CA
M
ST
OW
DU
MP
VA
LVE
DE
PLO
YD
UM
PV
ALV
E
FE
ED
BA
CK
ME
CH
AN
ISM
FE
ED
BA
CK
NU
T
LAT
CH
ING
/DE
PLO
YS
OLE
NO
ID V
ALV
EO
RIF
ICE
EX
HA
US
TS
ELF
-C
LEA
NIN
GF
ILT
ER
SU
PP
LYP
OR
T
INLE
T V
ALV
EA
CT
UA
TO
R
INLE
TV
ALV
E
INLE
T V
ALV
EB
LEE
D-O
FF
PR
ES
SU
RE
RE
GU
LAT
OR
AR
MIN
GP
OR
T
OR
IFIC
E
DIR
EC
TIO
NA
LC
ON
TR
OL
BLE
ED
-OF
FP
RE
SS
UR
ER
EG
ULA
TO
R
AIR
INLE
T
INLE
T V
ALV
E P
OP
PE
T
BR
AK
E C
ON
TR
OL
BLE
ED
-OF
FP
RE
SS
UR
ER
EG
ULA
TO
R
BR
AK
E
BR
AK
EA
CT
UA
TO
R
MA
NU
AL
BR
AK
ER
ELE
AS
E
BR
AK
EIN
DIC
AT
OR
SW
ITC
H
TH
RO
TT
LELO
CK
OU
TM
ICR
OS
WIT
CH
MA
INT
RA
CK
ST
OW
ED
MIC
RO
SW
ITC
HD
EP
LOY
ED
MIC
RO
SW
ITC
H
TO
RQ
UE
BO
X
BA
LLS
CR
EW
AC
TU
AT
OR
SU
PP
LY/IN
LET
AIR
AR
MIN
G
ME
CH
AN
ICA
L C
ON
NE
CT
ION
DIR
EC
TIO
NA
LV
ALV
E
FL
EX
SH
AF
T L
OC
K
AIR
MO
TO
R
SY
ST
EM
HA
ND
CR
AN
K
SP
UR
GE
AR
BO
X
DIR
EC
TIO
NA
LV
ALV
EA
CT
UA
TO
R
Th
rust
Rev
erse
r S
yste
m
Thrust Reversers
CA
E S
imu
Flit
e
4-19
4D
evel
oped
for
Trai
ning
Pur
pose
sC
hal
len
ger
601
Nov
embe
r 19
97
CO
RE
AIR
FLO
W
BLO
CK
DO
OR
FA
IRE
D
CO
RE
AIR
FLO
W
BLO
CK
DO
OR
DE
PLO
YE
D
BY
PA
SS
AIR
FLO
W
RE
VE
RS
ER
DE
PL
OY
ED
NO
RM
AL
OP
ER
AT
ION
Th
rust
Rev
erse
rN
orm
al O
per
atio
n a
nd
Rev
erse
r D
eplo
yed
Challenger 601 Developed for Training Purposes 4-195November 1997
Thrust ReversersThe electrically actuated and pneumatically operated thrustreversers redirect fan thrust forward to shorten landing roll andreduce brake wear.
DeployPressing a REVERSE THRUST PUSH TO ARM switchlightsupplies 28V DC from the DC Essential bus to open the 14thstage bleed air shutoff valve that supplies the thrust reversersystem. The ARMED light illuminates.
Pulling a thrust reverser lever to the deploy position mechani-cally locks the throttle lever in the idle position and actuates thedeploy switch. The deploy switch, in turn, completes a circuit tothe weight-on-wheel (WOW) or wheel spin-up relays. On touch-down, the WOW or wheel spin-up relay closes to supply 28VDC from the DC Essential bus to energize the power drive unit(PDU) and flexshaft lock arming solenoid valves. The wing andengine anti-ice shutoff valves close.
With the arming solenoid valve open, bleed air flow from the in-let valve to the lock actuator retracts the lock pin. TheREVERSER UNLOCKED light illuminates. The REVERSERUNLOCKED light also illuminates if the PDU brake releases orthe translating sleeve is not fully stowed. Bleed air flow thencontinues to the directional and inlet valve actuators. A bleed-off pressure regulator for each directional valve actuator regu-lates arming pressure to prevent excessive loads on the valve’sfeedback mechanism.
Thrust Reversers
CAUTION: Do not shift or interrupt electrical power duringthrust reverser operation to avoid damage.
4-196 Developed for Training Purposes Challenger 601November 1997
Arming pressure to the directional valve actuator shifts its feed-back mechanism to the deploy position. The PDU directionalvalve then shifts to the deploy position; the stow and deploydump valves close.
The inlet valve bleed-off pressure regulator controls the inletvalve actuator valve poppet to provide pressure to operate thePDU air motor. Engine 14th stage bleed air in the PDU air inletenters the brake actuator through a self-cleaning filter. Thebrake releases so bleed air entering through the directionalvalve drives the PDU air motor.
Air motor rotation drives the thrust reverser ballscrews throughgears and flexible shaft assemblies. The ballscrews, in turn,drive the translating structure (torque box and cowl doors) aft toexpose the cascade vanes and deploy the blocker doors intothe fan duct.
The air motor also rotates the feedback screw during thrustreverser deployment until its nut reaches the end of its travelwhere it contacts the feedback yoke. The feedback yoke thendrives the PDU directional valve to the null position so the PDUair motor slows. Continued movement of the feedback mecha-nism contacts opens the deploy dump valve. The brake actua-tor then vents; the brake slows, then stops the thrust reverser.The thrust reverser locks in the deployed position, theREVERSE THRUST light illuminates, and the throttle lockreleases. Pulling the thrust reverser lever increases reversethrust with fan thrust deflected forward by the blocker doors.
The amber UNSAFE TO ARM switchlight illuminates as a warn-ing when:
■ an electrical fault occurs in the arming circuits
■ a deploy switch fault occurs in flight
■ either thrust reverser is not fully stowed
■ thrust reverser levers actuated with weight-on-wheels andthrust reversers not armed.
CAE SimuFlite
Thrust Reversers
Challenger 601 Developed for Training Purposes 4-197May 2000
StowPushing the thrust reverser lever down to the stow positionactuates the reverser deploy switch to the stow position. Oncethe deploy solenoid de-energizes, the arming and stow sole-noids energize. The directional valve actuator loses operatingpressure and drives the feedback mechanism to the stow posi-tion. The PDU directional valve rotates to the stow position. Thestow and deploy dump valves close, then the brake actuatorreleases.
Bleed air rotates the PDU air motor that, in turn, drives thethrust reverser actuating mechanisms to the stow position.Initial movement of the thrust reverser from the fully deployedposition extinguishes the REVERSE THRUST light. As thethrust reverser’s translating structure continues moving for-ward, the blocker doors stow. Toward the end of thrust revers-er stowing, the feedback mechanism and directional valvemove to the null position. The PDU air motor slows.
When the ballscrews almost contact the stowed stops, thestowed switch de-energizes the arming solenoid valve that, inturn, vents lock actuator operating pressure to atmosphere.The lock actuator’s spring then drives the locking pin to thelocked position where it actuates the unlock switch. The lockactuator’s arming port then vents to atmosphere. The thrustreverser continues moving toward the stowed position. Whenthe ballscrews contact the stowed stops, the PDU air motordevelops partial stall torque. The inlet valve closes, the brakeapplies, and the flexible shaft assemblies lock. Brake applica-tion extinguishes the REVERSER UNLOCKED switchlight.Pressing the PUSH TO ARM switchlight extinguishes theARMED light, cuts power to the WOW relay, de-energizes thethrottle lock solenoid, and the throttle levers unlock.
4-198 Developed for Training Purposes Challenger 601November 1997
Auto StowIf the thrust reverser inadvertently moves from the fully stowedposition, the stowed microswitch energizes the arming sole-noid. If the thrust reverser continues to deploy, the stow sole-noid energizes. The directional valve shifts to the stow positionso that bleed air powers the PDU air motor to drive the thrustreverser to the stow position.
Emergency StowIf the thrust reverser fails to auto stow and the REVERSERUNLOCKED light illuminates, pressing the respective THRUSTREVERSER EMERG STOW switchlight energizes the armingand stow solenoids and de-energizes the WOW solenoid. Thedirectional valve then shifts to the stow position. Bleed air pow-ers the PDU air motor to drive the thrust reverser to the stowposition. The emergency stow circuit deactivates normal deploysignals. The 14th stage bleed air valve must be open for theemergency stow system to work.
After performing an emergency thrust reverser stow, theREVERSER UNLOCKED light remains illuminated becauseboth the flexshaft lock and stow solenoid remain energized.
CAE SimuFlite
Thrust Reversers
Challenger 601 Developed for Training Purposes 4-199November 1997
Thrust Reversers
Power Source 14th stage bleed airDC Essential bus
Control REVERSE THRUST PUSH TO ARM switchThrust reverser leversStow and deploy switchesTHRUST REVERSER EMERG STOW
switchlight
Monitor UNSAFE TO ARM lightsARMED lightsREVERSER UNLOCKED lightsREVERSE THRUST lights
Protection Stowed microswitchesArming solenoidsStow solenoids
CAE SimuFlite
4-200 Developed for Training Purposes Challenger 601November 1997
Flight PlanningTable of ContentsFrequent or Planned Destinations Record . . . . . . . 5-3
Flight Planning – General . . . . . . . . . . . . . . . . . 5-5
Takeoff Weight Determination . . . . . . . . . . . . . . . 5-5
Maximum Allowable LandingGross Weight Determination . . . . . . . . . . . . . . . 5-8
Weight and Balance Determination . . . . . . . . . . . . 5-11
International Flight Planning . . . . . . . . . . . . . . 5-15
Frequently Used International Terms . . . . . . . . . . 5-15
International Operations Checklist . . . . . . . . . . . . . 5-17
ICAO Flight Plan Form Completion – Items 7-19 . . . . 5-23
FAA Flight Plan Form Completion Instructions . . . . . . 5-33
ICAO Weather Format . . . . . . . . . . . . . . . . . . 5-37
Sample TAF . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Decoding TAFs . . . . . . . . . . . . . . . . . . . . . . . 5-42
Sample METAR . . . . . . . . . . . . . . . . . . . . . . . 5-44
Appendix A: Fuel Burn (No Tail Tank Fuel) . . . . . . 5-47
Appendix B: Fuel Burn (With Tail Tank Fuel, 6.8) . . . 5-51
Appendix C: Fuel Burn (With Tail Tank Fuel, 6.7) . . . 5-53
Challenger 601 Developed for Training Purposes 5-1November 1997
5-2 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-3July 1995
Frequent or Planned Destinations RecordAirport Ident.
FBO Freq. Tel: ( )
Hotel Tel: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Hotel Tel: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Hotel Tel: ( )
Catering Tel: ( )
FSS Tel: ( )
Notes
5-4 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Airport Ident.
FBO Freq. Tel: ( )
Hotel Tel: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Hotel Tel: ( )
Catering Tel: ( )
FSS Tel: ( )
Airport Ident.
FBO Freq. Tel: ( )
Hotel Tel: ( )
Catering Tel: ( )
FSS Tel: ( )
Notes
Flight Planning
Challenger 601 Developed for Training Purposes 5-5July 1995
Flight Planning – GeneralTakeoff Weight DeterminationUse the AFM Performance section to determine the maximumtakeoff weight allowed for a particular airport and its atmos-pheric conditions, passenger and cargo load, and fuel required.
The flow chart in Figure 5-1 (page 5-6) illustrates the steps toconsider when determining the maximum gross takeoff weightfor a particular set of conditions.
The takeoff weight may be limited by the maximum certifiedtakeoff weight, the takeoff field length, climb requirements,climb gradient, brake energy, or tire limit speed.
The takeoff profile appears in Figure 5-2 (page 5-7).
5-6 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Takeoff Weight Determination Procedure
AIRCRAFT CONDITIONSAIRPORT CONDITIONS
ATMOSPHERIC CONDITIONS
MAXIMUMCERTIFIED
T.O. WEIGHT
WEIGHTLIMITED
BY TAKEOFFDISTANCE
WEIGHTLIMITED
BY CLIMBREQUIREMENTS
WEIGHTLIMITED
BY CLIMBGRADIENT
WEIGHTLIMITED
BY BRAKEENERGY
WEIGHTLIMITEDBY TIRE
LIMIT SPEED
COMPARE ANDSELECT THE
LOWEST WEIGHT
RECOMPUTET.O. DISTANCEIF REQUIRED
COMPUTETAKEOFF SPEEDS
FILL OUTTOLDCARD
FINISHED
COMPARE WITHZERO FUEL WEIGHT
PLUS FUEL TODESTINATION
5-1
Flight Planning
Challenger 601 Developed for Training Purposes 5-7July 1995
Minimum Climb/Obstacle ClearanceOne Engine Inoperative
TAKEOFFTHRUST APR THRUST
MAXIMUMCONTINUOUS
THRUST
FINALSEGMENT
LEVEL FLIGHTACCELERATION
2NDSEGMENT
1STSEGMENT
V2
35 FT
GEAR UP
LIFTOFF
V1
VEF
VR
400 FTTO
1,500 FT
FLAPS UP
1,500 FT
TAKEOFF PATH
TAKEOFF FLIGHT PATHTAKEOFF DISTANCE
BRAKERELEASE
5-2
5-8 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Maximum Allowable Landing GrossWeight DeterminationThe maximum landing weight allowed for a particular airportand its atmospheric conditions, the fuel required for alternateairport procedures (if required), or the fuel load on arrival atdestination can be determined from the AFM’s Performancesection.
The flow chart in Figure 5-4 (page 5-9) illustrates the steps toconsider in determining the maximum allowable landing weightfor a particular set of conditions.
The landing weight may be limited by the maximum certifiedlanding weight, the landing field length, approach climb require-ments, approach climb gradient, or landing climb gradient.
The landing profile (Figure 5-3) appears below.
VREF
50 FT
LANDING DISTANCE
LANDING FIELD LENGTH
APPROACH CLIMBGRADIENT (MIN)
LANDING CLIMBGRADIENT (MIN)
5-3
Flight Planning
Challenger 601 Developed for Training Purposes 5-9July 1995
Landing Weight Determination Procedure
AIRCRAFT CONDITIONSAIRPORT CONDITIONS
ATMOSPHERIC CONDITIONS
MAXIMUMCERTIFIEDLANDING WEIGHT
WEIGHTLIMITED
BY LANDINGCLIMB GRADIENT
WEIGHTLIMITED BY
FIELDLENGTH
COMPARE ANDSELECT THE
LOWEST WEIGHT
RECOMPUTELANDING
DISTANCEIF REQUIRED
COMPUTE LANDINGSPEEDS
FILL OUTTOLDCARD
FINISHED
WEIGHTLIMITED
BY APPROACHCLIMB GRADIENT
WEIGHTLIMITED
BY APPROACHCLIMB REQ.
5-4
5-10 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Empty Weight
Crew
Galley Supplies
Lavatory
Crew Baggage
Jump Seat
Miscellaneous Storage
Basic Operating Weight
Catering
Passengers 1
2
3
4
5
6
7
8
9
10
Baggage Forward
Baggage Aft
Zero Fuel Weight Max – 31,000 lbs
Fuel LoadMain Wing Tanks Max – 9818 lbsAux Tanks Max – 6868 lbsTail Tank Max – 1276 lbs
Ramp Weight Max – Less Taxi Fuel Max – 150 lbs
Takeoff Weight Max –Less Enroute Burn –
Landing Weight Max – 36,000 lbs
Aircraft Loading ScheduleWeights X ARM = Moment/1,000 %MAC
Flight Planning
Challenger 601 Developed for Training Purposes 5-11July 1995
Weight and Balance DeterminationUsing the aircraft loading schedule, follow the steps below tocompute a takeoff loading weight and CG.
1. Obtain basic operating weight (or empty weight) and momentfrom aircraft weight and balance book (PSP 601-9 or PSP601-9A).
2. Using the aircraft loading schedule, add all crew weights,galley and lavatory supplies, aircraft supplies, catering, pas-sengers, cargo, and baggage to the basic operating weight(or empty weight) and moment. Determine the zero fuelweight and CG.
3. Check the zero fuel weight and CG to ensure it is within lim-its; use either the CG limits chart from the AFM Limitationssection (Figure 5-5, page 5-13) or the AFM’s tail tank sup-plement (if appropriate).
4. After determining the appropriate fuel load for the trip, add itsweight and moment to the zero fuel weight and moment.
5. Figuring the weight of the fuel load depends on fuel density.The allowable fuel load limits by weight for each tank are inthe AFM Limitations section. The maximum allowableweights for each tank are based upon pressure refueling,wings level, 1/2° nose-down attitude, and 6.8 lbs/US gallonfuel density.
The weight and moment of the fuel loaded into the aircraftcan be taken from the weight and balance book (PSP 601-9or PSP 601-9A). These loads are based on a fuel density of6.7 lbs/US gallon.
For training purposes, the fuel load can be taken fromAppendices A, B, or C (pages 5-47 through 5-53).
5-12 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Add all the weights and moments to obtain the ramp weightand CG. Subtract the allowable taxi fuel and what remains isthe takeoff weight and moment. The takeoff moment can beconverted to percent MAC using the chart from the Weightand Balance manual (PSP 601-9 or PSP 601-9A).
6. Check the takeoff weight and moment to see that they arewithin limits using the flight envelope chart in the AFMLimitations section (Figure 5-5, page 5-13) or the AFM tailtank supplement (if applicable).
7. Subtract the weight and moment of fuel consumed during theflight from the takeoff gross weight and moment to obtain thelanding condition.
NOTE: Allow for forward CG travel during the inital 7%main tank fuel burn so that the CG does not move forwardof limits. (This assumes a forward CG and either [1] fullfuel in main and auxiliary tanks or [2] full main and auxil-iary tanks with some fuel in the tail tank.)
NOTE: During the trip and especially for training, verifythat the weight and CG are within the allowable envelopeby adding the fuel remaining in the tanks from the loadingschedule to the zero fuel weight at takeoff.
Flight Planning
Challenger 601 Developed for Training Purposes 5-13July 1995
Flight EnvelopeWeight and Center of Gravity Limits
5-5
5-14 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Challenger 601 Developed for Training Purposes 5-15May 2000
Flight Planning
MNPS Minimum Navigation PerformanceSpecifications
MET See METAR
IATA International Air Traffic Association
GCA Ground Controlled Approach
DEC General Declaration (customs)
FIC Flight Information Center
ATS Air Traffic Services
AFIL Air-Filed ICAO Flight Plan
ACC Area Control Center
International Term Explanation
ADCUS Advise Customs
ARINC Aeronautical Radio Inc.
BERNA Swiss Radio Service
ETP Equal Time Point (navigation)
FIR Flight Information Region
GEOMETER A clear plastic attachment to a globe thataids in making surface measurements anddetermining points on the globe
ICAO International Civil Aviation Organization
METAR Routine Aviation Weather Reports
NAT North Atlantic
International Flight PlanningFrequently Used International Terms
5-16 Developed for Training Purposes Challenger 601May 2000
CAE SimuFlite
UTA Upper Control Area
TAF Terminal Airdrome Forecast
SPECI Aviation selected special WX reports
QNH Altimeter setting that causes altimeter toread field elevation on the ground
QFE Used in some nations; an altimeter settingthat causes the altimeter to read zero feetwhen on the ground
PPO Prior Permission Only
OKTA Measure of cloud cover in eighths (fiveOKTAs constitute a ceiling)
NOPAC North Pacific
International Term Explanation
OAG Official Airline Guide
OTS Organized Track Structure
PSR Point of Safe Return (navigation)
QNE Altimeter setting used at or abovetransition altitude (FL 180 in U.S.); thissetting is always 29.92
SITA Societe Internationale deTelecommunications Aeronautiques;international organization provides globaltelecommunications network information tothe air transport industry
SSR Secondary Surveillance Radar
UIR Upper Information Region
WWV/WWVH Time and frequency standard broadcaststations
Flight Planning
Challenger 601 Developed for Tπraining Purposes 5-17May 2000
International Operations ChecklistAircrews are required to carry all appropriate FAA licenses andat least an FCC Restricted Radio Telephone Operationslicense. In addition, passport, visas, and an InternationalCertificate of Vaccination are often required. The InternationalFlight Information Manual (IFIM) specifies passport, inoculationand visa requirements for entry to each country.
The IFIM is a collection of data from Aeronautical InformationPublications (AIP) published by the civil aviation authorities(CAA) of various countries.
The following detailed checklist should be helpful in establish-ing international operations requirements and procedures. Youmay want to use it to prepare your own customized checklist foryour organization’s planned destinations.
I. DOCUMENTATION
PERSONNEL, CREW❒ Airman’s certificates
❒ Physical
❒ Passport
❒ Extra photos
❒ Visa
❒ Tourist card
❒ Proof of citizenship (not driver’s license)
❒ Immunization records
❒ Traveler’s checks
❒ Credit cards
❒ Cash
❒ Passenger manifest (full name, passport no.)
❒ Trip itinerary
❒ International driver’s license
5-18 Developed for Training Purposes Challenger 601May 2000
AIRCRAFT❒ Airworthiness certificate❒ Registration❒ Radio licenses❒ MNPS certification❒ Aircraft flight manual❒ Maintenance records❒ Certificates of insurance (U.S. military and foreign)❒ Import papers (for aircraft of foreign manufacture)
II. OPERATIONS
PERMITS❒ Flight authorization letter❒ Overflights❒ Landing❒ Advance notice❒ Export licenses (navigation equipment)❒ Military❒ Customs overflight❒ Customs landing rights
SERVICESInspection
❒ Customs forms❒ Immigrations❒ Agricultural (disinfectant)
Ground❒ Handling agents❒ FBOs❒ Fuel (credit cards, carnets)
❒ Maintenance
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-19May 2000
❒ Flyaway kit (spares)❒ Fuel contamination check
Financial❒ Credit cards❒ Carnets❒ Letters of credit
❒ Banks❒ Servicing air carriers❒ Handling❒ Fuelers
❒ Traveler’s checks❒ Cash
COMMUNICATIONSEquipment
❒ VHF❒ UHF❒ HF SSB❒ Headphones❒ Portables (ELTs, etc.)❒ Spares
Agreements❒ ARINC❒ BERNA (Switzerland)❒ SITA❒ Stockholm
NAVIGATIONEquipment
❒ VOR❒ DME
5-20 Developed for Training Purposes Challenger 601May 2000
❒ ADF❒ Inertial❒ VLF/OMEGA❒ LORAN❒ GPS
Publications❒ Onboard computer (update)❒ En route charts (VFR, IFR)❒ Plotting charts❒ Approach charts (area, terminal)❒ NAT message (current)❒ Flight plans❒ Blank flight plans
III. OTHER PUBLICATIONS❒ Operations manual
❒ International Flight Information Manual
❒ Maintenance manuals
❒ Manufacturer’s sources
❒ World Aviation Directory
❒ Interavia ABC
❒ Airports International Directory
❒ MNPS/NOPAC
❒ Customs Guide
IV. SURVIVAL EQUIPMENT❒ Area survival kit (with text)
❒ Medical kit (with text)
❒ Emergency locator transmitter
CAE SimuFlite
Flig
ht
Pla
nn
ing
Ch
alle
ng
er 6
01D
evel
oped
for
Tra
inin
g P
urpo
ses
5-21
May
200
0
❒F
loat
atio
n eq
uipm
ent
❒R
aft
❒Li
fe J
acke
ts
V.FA
CIL
ITA
TIO
N A
IDS
❒U
.S.
Dep
artm
ent
of S
tate
❒U
.S.
Dep
artm
ent
of C
omm
erce
❒U
.S.
Cus
tom
s S
ervi
ce
❒N
atio
nal F
light
Dat
a C
ente
r (F
AA
) N
otam
s
❒FA
AO
ffice
of
Inte
rnat
iona
l Avi
atio
n
❒FA
AA
viat
ion
Sec
urity
VI.
OT
HE
R C
ON
SID
ER
AT
ION
S❒
Pre
-flig
ht p
lann
er
❒A
ircra
ft lo
cks
❒S
pare
key
s
❒S
ecur
ity d
evic
es
❒C
omm
issa
ry s
uppl
ies
❒E
lect
rical
ada
pter
s (r
azor
s, e
tc.)
❒G
roun
d tr
ansp
orta
tion
❒H
otel
res
erva
tions
❒N
BA
AIn
tern
atio
nal F
eedb
ack
card
s
❒C
ater
ing
❒W
X s
ervi
ce
❒R
eser
vatio
ns
❒S
lot
times
CA
E S
imu
Flit
e
Dev
elop
ed f
or T
rain
ing
Pur
pose
sC
hal
len
ger
601
May
200
0
ICA
O In
tern
atio
nal
Flig
ht
Pla
n F
orm
PRIORITY / PRIORITE
AIR TRAFFIC SERVICESICAO FLIGHT PLAN
SERVICES DE LA CIRCULATION AERIENNEOACI PLAN DE VOL
FILING TIME / HEURE DE DEPOTORIGINATOR / EXPEDITEUR
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR / IDENTIFICATION PRECISE DU9DES0 DESTINATAIRE(S) ET/OU DE L'EXPEDITEUR
FF
MESSAGE / TYPE DE MESSAGEAIRCRAFT IDENTIFICATION / IDENTIFICATION DE L'AERONEFFLIGHT RULES / REGLES DE VOLTYPE OF FLIGHT / TYPE DE VOL
NUMBER / NOMBRETYPE OF AIRCRAFT / TYPE D'AERONEFWAKE TURBULENCE CAT
CAT. DE TURBULENCE DE SILLAGEEQUIPMENT / EQUIPMENENT
DEPARTURE AERODROME / AERODROME DE DEPARTTIME / HEURE
CRUSING SPEEDVITESSE CROISIERELEVEL / NIVEAUROUTE / ROUTE
DESTINATION AERODROMEAERODROME DE DESTINATION
TOTAL EFT / DUREE TOTALE ESTIMEE
HR.MIN.ALTN AERODROME
AERODROME DE DEGAGEMENT2ND ALTN AERODROME
2EME AERODROME DE DEGAGEMENT
OTHER INFORMATION / RESEIGNEMENTS DIVERS
SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)RENSEIGMNEMENTS COMPLEMENTAIRES (A NE PAS TRANSMETTRE DANS LES MESSAGES SE PLAN DE VOL DEPOSE)
ENEURANCE / AUTONOMIE
HR.MIN.PERSONS ON BOARD / PERSONNES A BORDUHFVHFELBA
EMERGENCY RADIO / RADIO DE SECOURS
SURVIVAL EQUIPMENT / EQUIPEMENT DE SURVIEPOLAR
POLAIREDESERTDESERT
JUNGLEJUNGLE
LIGHTLAMPE
FLUORESFLUORESUHFVHF
ADRESSEE(S) / DESTINATAIRE(S)
DINGHIES / CANOTSNUMBERNUMBRE
CAPACITYCAPACITE
COVERCOUVERTURE
COLORCOULEUR
AIRCRAFT COLOUR AND MARKINGS / COUEUR ET MARQUES DE L'AERONEF
REMARKS / REMARQUES
PILOT-IN-COMMAND / PILOTE COMMANDANT DE BORD
EPRUVE
V U F L J
C
J D P
MARITIMEMARITIME
M S
D
A
N
C)
JACKETS / GILETS DE SAUVETAGE
FILED BY / DEPOSE PARSPACE RESERVED FOR ADDITIONAL REQUIREMENTS / ESPACE RESERVE A DES FINS SUPPLEMENTAIRES
10
8 7
9
13
15
16
18
19
5-22
Flight Planning
Challenger 601 Developed for Training Purposes 5-23May 2000
ICAO Flight Plan Form Completion –Items 7-19Complete all ICAO flight plans prior to departure. Although theICAO flight plan form is printed in numerous languages, the for-mat is always the same.
Always enter cruising speed and cruising level as a group. In thebody of the flight plan form, if one item changes, the other itemmust be re-entered to keep speed and level a matched pair.
Always enter latitude and longitude as 7 or 11 characters. Ifentering minutes of one, enter minutes of the other as well,even if zeros.
Significant points should not be more than one hour apart.
Consider entering overflight/landing permissions after RMK/ inItem 18.
Item 7: Aircraft Identification (7 characters maximum)Insert (A) the aircraft registration marking or (B) aircraft operat-ing agency ICAO designator followed by the flight identification.
A. Insert only the aircraft registration marking (e.g., EIAKO,4XBCD, N2567GA) if one of the following is true:
■ the aircraft’s radiotelephony call sign consists of the aircraftregistration marking alone (e.g., OOTEK)
■ the registration marking is preceded by the ICAO telephonedesignator for the aircraft operating agency (e.g., SABENAOOTEK)
■ the aircraft is not equipped with radio.
5-24 Developed for Training Purposes Challenger 601May 2000
B. Insert the ICAO designator for the aircraft operating agencyfollowed by the flight identification (e.g., KL511, WT214,K7123, JH25) if the aircraft’s radiotelephony call sign con-sists of the ICAO telephony designator for the operatingagency followed by the flight identification (e.g., KLM 511,NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).
Item 8: Flight Rules and Type of Flight (1 or 2 characters)Flight Rules: Insert one of the following letters to denote theintended flight rules category:
I if IFRV if VFRY if IFR first*Z if VFR first*
*Note: Specify in Item 15 (Route) the point(s) where a flight rules change is planned.
Type of Flight: Insert one of the following letters to denote thetype of flight when so required by the appropriate ATS authority:
S if scheduled air serviceN if non-scheduled air transport operationG if general aviationM if militaryX if other than the above
Item 9: Number (1 or 2 characters) and Type ofAircraft (2 to 4 characters) and Wake TurbulenceCategory (1 character)Number of Aircraft: Insert number of aircraft if more than one.
Type of Aircraft: Insert the appropriate designator as specifiedin ICAO Doc 8643, Aircraft Type Designators. If no such desig-nator has been assigned, or in case of formation flight compris-ing more than one aircraft type, insert ZZZZ, then specify in Item18 the number(s) and type(s) of aircraft, preceded by TYP/.
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-25May 2000
Wake Turbulence Category: Insert / + H, M, or L:
/H Heavy – maximum certificated T/O mass of 136,000 kg(300,000 lbs) or more
/M Medium – maximum certificated T/O mass of less than136,000 kg but more than 7,000 kg (between 15,500 and 300,000 lbs)
/L Light – maximum certificated T/O mass of 7,000 kg or less (15,500 lbs)
Item 10: EquipmentRadio Communication, Navigation, and Approach AidEquipment: Insert one of the following letters:
N if COM/NAV/approach aid equipment is not carried oris inoperative.
S if standard COM/NAV/approach aid equipment (VHF RTF, ADF, VOR, ILS, or equipment prescribed by ATS authority) is on board and operative;
and/or insert one of the following letters to indicate correspondingCOMM/NAV/approach aid equipment is available and operative:
A not allocated O VORB not allocated P not allocatedC LORAN C Q not allocatedD DME R RNP type certificationE not allocatedF ADF T TACANG (GNSS) U UHF RTFH HF RTF V VHF RTFI Inertial Navig. W when prescribed by ATSJ (Data Link) X when prescribed by ATSK (MLS) Y when prescribed by ATSL ILS Z Other (specify in Item 18)M Omega
5-26 Developed for Training Purposes Challenger 601May 2000
SSR Equipment: Insert one of the following letters to describethe operative SSR equipment on board:
N NoneA Transponder Mode A (4 digits- 4 096 codes)C Transponder Mode A and Mode CX Transponder Mode S without aircraft ID or pressure-
altitude transmissionP Transponder Mode S with pressure altitude transmis-
sion, but without aircraft ID transmissionI Transponder Mode S with aircraft ID transmission, but
without pressure-altitude transmissionS Transponder Mode S with both pressure altitude and
aircraft ID transmission
Item 13: Departure Aerodrome (4 characters) andTime (4 characters)Departure Aerodrome: Insert one of the following:
■ ICAO four-letter location indicator of the departure aero-drome.
■ If no location indicator assigned, insert ZZZZ, then specify inItem 18 the name of the aerodrome, preceded by DEP/.
■ If flight plan submitted while in flight, insert AFIL, then speci-fy in Item 18 the four-letter location indicator of the ATS unitfrom which supplementary flight plan data can be obtained,preceded by DEP/.
Time: Insert one of the following:
■ for a flight plan submitted before departure: the estimated off-block time
■ for a flight plan submitted while in flight: the actual or esti-mated time over the first point of the route to which the flightplan applies.
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-27May 2000
Item 15: Cruising Speed (5 characters), CruisingLevel (5 characters), and RouteCruising Speed: Insert the true air speed for the first or wholecruising portion of the flight in one of the following forms:■ Kilometers per hour: K + 4 figures (e.g., K0830)■ Knots: N + 4 figures (e.g., N0485)■ Mach number: M + 3 figures (e.g., M082) if prescribed by ATS.
Cruising Level: Insert the planned cruising level for the first orwhole portion of the planned route using one of the followingforms:■ Flight level: F + 3 figures (e.g., F085; F330)■ Standard metric level in tens of metres: S + 4 figures (e.g.,
S1130) if prescribed by ATS.■ Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)■ Altitude in tens of metres: M + 4 figures (e.g., M0840)■ For uncontrolled VFR flights: VFR
Route: Include changes of speed, level, and/or flight rules.
For flights along designated ATS routes:■ If the departure aerodrome is on or connected to the ATS
route, insert the designator of the first ATS route.■ If the departure aerodrome is not on or connected to the ATS
route, insert the letters DCT followed by the point of joining thefirst ATS route, followed by the designator of the ATS route.
■ Insert each point at which a change of speed, change of level,change of ATS route, and/or a change of flight rules isplanned. For a transition between lower and upper ATSroutes oriented in the same direction, do not insert the pointof transition.
■ In each case, follow with the designator of the next ATS routesegment even if it is the same as the previous one (or withDCT if the flight to the next point is outside a designated route),unless both points are defined by geographical coordinates.
5-28 Developed for Training Purposes Challenger 601May 2000
Flights outside designated ATS routes:■ Insert points not normally more than 30 minutes flying time or
200 nautical miles apart, including each point at which achange of speed or level, a change of track, or a change offlight rules is planned.
■ When required by ATS, define the track of flights operatingpredominantly in an east-west direction between 70°N and70°S by reference to significant points formed by the inter-sections of half or whole degrees of latitude with meridiansspaced at intervals of 10 degrees of longitude. For flightsoperating in areas outside those latitudes, define the tracksby significant points formed by the intersection of parallels oflatitude with meridians normally spaced not to exceed onehour’s flight time. Establish additional significant points asdeemed necessary.
For flights operating predominantly in a north-south direction,define tracks by reference to significant points formed by theintersection of whole degrees of longitude with specified par-allels of latitude that are spaced at 5 degrees.
■ Insert DCT between successive points unless both points aredefined by geographical coordinates or bearing and distance.
Examples of Route Sub-entries
Enter a space between each sub-entry.
1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A
2. Significant point (2 to 11 characters): LN, MAY, HADDY■ degrees only (7 characters – insert zeros, if necessary):
46N078W■ degrees and minutes (11 characters – insert zeros if
necessary): 4620N07805W■ bearing and distance from navigation aid (NAV aid ID [2 to
3 characters] + bearing and distance from the NAV aid [6 characters – insert zeros if necessary]): a point 180magnetic at a distance of 40 nautical miles fromVOR “DUB” = DUB180040
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-29May 2000
3. Change of speed or level (max 21 characters):
insert point of change/cruising speed and level –LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,DUB180040/M084F350
4. Change of flight rules (max 3 characters):
insert point of change (space) change to IFR or VFR – LN VFR, LN/N0284A050 IFR
5. Cruise climb (max 28 characters):
insert C/point to start climb/climb speed / levels –
C/48N050W / M082F290F350
C/48N050W / M082F290PLUS
C/52N050W / M220F580F620
Item 16: Destination Aerodrome (4 characters),Total Estimated Elapsed Time (EET, 4 characters),Alternate Aerodrome(s) (4 characters)Destination aerodrome: insert ICAO four-letter location indica-tor. If no indicator assigned, insert ZZZZ.
Total EET: insert accumulated estimated elapsed time. If nolocation indicator assigned, specify in Item 18 the name of theaerodrome, preceded by DEST/.
Alternate aerodrome(s): insert ICAO four-letter location indicator.If no indicator assigned to alternate, insert ZZZZ and specify inItem 18 the name of the alternate aerodrome, preceded byALTN/.
5-30 Developed for Training Purposes Challenger 601May 2000
Item 18: Other InformationThis section may be used to record specific information asrequired by appropriate ATS authority or per regional air naviga-tion agreements. Insert the appropriate indicator followed by anoblique stroke (/) and the necessary information. See examplesbelow.
■ Estimated elapsed time/significant points or FIR boundarydesignators: EET/CAP0745, XYZ0830.
■ Revised destination aerodrome route details/ICAO aero-drome location indicator: RIF/DTA HEC KLAX. (Revisedroute subject to reclearance in flight.)
■ Aircraft registration markings, if different from aircraft I.D. inItem 7: REG/N1234.
■ SELCAL code: SEL/ .
■ Operator’s name, if not obvious from the aircraft I.D. in Item7: OPR/ .
■ Reason for special handling by ATS (e.g., hospital aircraft,one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.
■ As explained in Item 9: TYP/ .
■ Aircraft performance data: PER/ .
■ Communication equipment significant data: COM/UHF Only.
■ Navigation equipment significant data: NAV/INS.
■ As explained in Item 13: DEP/ .
■ As explained in Item 16: DEST/ , or ALTN/ .
■ Other remarks as required by ATS or deemed necessary:RMK/ .
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-31May 2000
Item 19: Supplementary InformationEndurance: insert fuel endurance in hours and minutes.
Persons on Board: insert total persons on board, including pas-sengers and crew. If unknown at time of filing, insert TBN (to benotified).
Emergency Radio, Survival Equipment, Jackets, Dinghies:cross out letter indicators of all items not available; completeblanks as required for items available. (jackets: L = life jacketswith lights, J = life jackets with fluorescein).
ICAO Position Reporting FormatOutside the U.S., position reports are required unless specifi-cally waived by the controlling agency.
Initial Contact (Frequency Change)
1. Call sign
2. Flight level (if not level, report climbing to or descending tocleared altitude)
3. Estimating (next position) at (time) GMT
Position Report
1. Call sign
2. Position (if position in doubt, use phonetic identifier. Foroceanic reports, first report the latitude, then the longitude(e.g., 50N 60W)
3. Time (GMT) or (UST)
4. Altitude or flight level (if not level, report climbing to ordescending to altitude)
5. Next position
6. Estimated elapsed time (EET)
US
DE
PA
RT
ME
NT
OF
TR
AN
SP
OR
TA
TIO
N(F
AA
US
E T
IME
SP
EC
IALIS
TIN
ITIA
LS
7. C
RU
SIN
G A
LT
ITU
DE
6. D
EP
AR
TU
RE
PR
OP
OS
ED
(Z
)A
CT
UA
L (
Z)
5. D
EP
AR
TU
RE
PO
INT
4. T
RU
E A
IRS
PE
ED
3. A
IRC
RA
FT
TY
PE
/ S
PE
CIA
L E
QU
IPM
EN
T2. A
IRC
RA
FT
ID
EN
TIF
ICA
TIO
N1. T
YP
E VF
R
IFR
DV
FR
8. R
OU
TE
OF
FLIG
HT
9. D
ES
TIN
AT
ION
(N
am
e o
f airport
a
nd c
ity)
10. E
ST
TIM
E E
NR
OU
TE
HO
UR
SM
INU
TE
S
11. R
EM
AR
KS
14. P
ILO
TS
NA
ME
, A
DD
RE
SS
& T
ELE
PH
ON
E N
UM
BE
R &
AIR
CR
AF
T H
OM
E B
AS
E13. A
LT
ER
NA
TE
12. F
UE
L O
N B
OA
RD
HO
UR
SM
INU
TE
S
18. C
OLO
R O
F A
IRC
RA
FT
CIV
IL A
IRC
RA
FT
PIL
OT
S.
FA
R P
art
91
re
qu
ire
s y
ou
to
file
an
IF
R f
ligh
t p
lan
to
op
era
te u
nd
er
instr
um
en
t flig
ht
rule
s i
nco
ntr
olle
d a
irsp
ace
. F
ailu
re t
o f
ile c
ou
ld r
esu
lt i
n c
ivil
pe
na
lity n
ot
to e
xce
ed
$1
,00
0 f
or
ea
ch
vio
latio
n (
Se
ctio
n 9
01
of
the
Federa
l A
viatio
n A
ct o
f 1956,
as
am
ended).
F
iling o
f a V
FR
flig
ht
pla
n is
reco
mended a
s a g
ood o
pera
ting p
ract
ice.
See a
lso
Part
99 for
requirem
ents
conce
rnin
g D
VF
R flig
ht pla
ns.
17. D
ES
TIN
AT
ION
CO
NT
AC
T / T
ELE
PH
ON
E (
OP
TIO
NA
L)
15
. N
UM
BE
R A
BO
AR
D
CLO
SE
VF
R F
LIG
HT
PLA
N W
ITH
_________________F
SS
ON
AR
RIV
AL
FA
A F
orm
7233-1
FL
IGH
T P
LA
NS
TO
PO
VE
R
PIL
OT
BR
IEF
ING
VN
R
5-32 Developed for Training Purposes Challenger 601May 2000
CAE SimuFlite
FAA Flight Plan Form
Flight Planning
Challenger 601 Developed for Training Purposes 5-33May 2000
FAA Flight Plan FormCompletion InstructionsBlock 1 Check the type flight plan. Check both the VFR
and IFR blocks if composite VFR/IFR.
Block 2 Enter your complete aircraft identification, includingthe prefix “N,” if applicable.
Block 3 Enter the designator for the aircraft, or if unknown,the aircraft manufacturer’s name.
When filing an IFR flight plan for a TCAS equippedaircraft, add the prefix T for TCAS.Example: T/G4/R.
When filing an IFR flight plan for flight in an aircraftequipped with a radar beacon transponder, DMEequipment, TACAN-only equipment or a combina-tion of both, identify equipment capability by addinga suffix to the AIRCRAFT TYPE, preceded by aslant (/) as follows:
/X no transponder/T transponder with no altitude encoding capability/U transponder with altitude encoding capability/D DME, but no transponder/B DME and transponder, but no altitude encoding
capability/A DME and transponder with altitude encoding
capability/M TACAN only, but no transponder/N TACAN only and transponder, but with no
altitude encoding capability/P TACAN only and transponder with altitude
encoding capability/C RNAV and transponder, but with no altitude
encoding
5-34 Developed for Training Purposes Challenger 601May 2000
/R RNAV and transponder with altitude encodingcapability
/W RNAV but no transponder
/G Global Positioning System (GPS)/GlobalNavigation Satellite System (GNSS) equippedaircraft with oceanic, en route, terminal, andGPS approach capability.
/E Flight Management System (FMS) withbarometric Vertical Navigation (VNAV), oceanic,en route, terminal, and approach capability.Equipment requirements are:(a) Dual FMS which meets the specifications ofAC25-15, Approval of Flight ManagementSystems in Transport Category Airplanes;AC20-129, Airworthiness Approval of VerticalNavigation (VNAV) Systems for use in the U.S.National Airspace System (NAS) and Alaska;AC20-130, Airworthiness Approval of Multi-Sensor Navigation Systems for use in the U.S.National Airspace System (NAS) and Alaska; orequivalent criteria as approved by FlightStandards.(b) A flight director and autopilot control systemcapable of following the lateral and verticalFMS flight path.(c) At least dual inertial reference units (IRUs).(d) A database containing the waypoints andspeed/altitude constraints for the route and/orprocedure to be flown that is automaticallyloaded into the FMS flight plan.(e) An electronic map.
/F A single FMS with barometric VNAV, en route,terminal, and approach capability that meetsthe equipment requirements of /E (a) above.
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-35May 2000
Block 4 Enter your true airspeed (TAS).
Block 5 Enter the departure airport identifier code, or ifcode is unknown, the name of the airport.
Block 6 Enter the proposed departure time in CoordinatedUniversal Time (UTC). If airborne, specify the actu-al or proposed departure time as appropriate.
Block 7 Enter the appropriate IFR altitude (to assist thebriefer in providing weather and wind information).
Block 8 Define the route of flight by using NAVAID identifiercodes, airways, jet routes, and waypoints.
Block 9 Enter the destination airport identifier code, or ifunknown, the airport name. Include the city name(or even the state name) if needed for clarity.
Block 10 Enter estimated time enroute in hours and minutes.
Block 11 Enter only those remarks pertinent to ATC or to theclarification of other flight plan information, such asthe appropriate call sign associated with the desig-nator filed in Block 2 or ADCUS.
Block 12 Specify the fuel on board in hours and minutes.
Block 13 Specify an alternate airport, if desired or required.
Block 14 Enter the complete name, address, and telephonenumber of the pilot in command. Enter sufficientinformation to identify home base, airport, or oper-ator. This information is essential for search andrescue operations.
Block 15 Enter total number of persons on board (POB),including crew.
Block 16 Enter the aircraft’s predominant colors.
CAE SimuFlite
5-36 Developed for Training Purposes Challenger 601May 2000
Block 17 Record the FSS name for closing the flight plan. Ifthe flight plan is closed with a different FSS orfacility, state the recorded FSS name that wouldnormally have closed your flight plan. Informationtransmitted to the destination FSS consists only ofthat in Blocks 3, 9, and 10. Estimated time enroute(ETE) will be converted to the correct estimatedtime of arrival (ETA).
Optional Record a destination telephone number to assistsearch and rescue contact should you fail to reportor cancel your flight plan within 1/2 hour after yourestimated time of arrival (ETA).
Flight Planning
Challenger 601 Developed for Training Purposes 5-37May 2000
ICAO Weather FormatOn July 1, 1993, the worldwide (ICAO) and North Americanaerodrome weather codes merged into a new international codefor forecasts and reports. The new codes are the result of aneffort to meet revised aeronautical requirements and reduceconfusion in the aviation community.
The United States converted to METAR/TAF format on July 1,1996 with terminal aerodrome forecast (TAF) replacing theterminal forecast airport and meteorological aviation routineweather report (METAR) replacing the airport surface observa-tion (AOS).
Although the aviation community now uses a standard set ofcodes, some differences remain between U.S. and ICAO codes.For example, the following differences may remain in effect:
❒ Horizontal visibility is reported in statute miles (SM) in theU.S. code and in meters in the ICAO code. To avoid confu-sion, the suffix SM follows the visibility value if it is reported inU.S. code. Additionally, when forecast visibility in the U.S.exceeds six statute miles, the prefix P appears (e.g., P6SM -a visibility forecast greater than six statute miles).
❒ Runway visual range (RVR) is reported in feet (FT) in the U.S.code and in meters in ICAO code. When RVR is reported fora U.S. runway, the suffix FT is added (e.g., R27L/2700FT,runway 27 left RVR 2,700 ft). RVR is reported only in actualweather, not a forecast TAF.
❒ Ceiling and visibility okay (CAVOK) is not used in the U.S.
❒ Temperature, turbulence, and icing conditions are not fore-cast in a U.S. TAF. Turbulence and icing are forecast in AreaForecasts (FAS). Surface temperatures are forecast only inpublic service and agricultural forecasts.
❒ Trend forecasts are not included in U.S. METARs.
5-38 Developed for Training Purposes Challenger 601May 2000
❒ An altimeter setting in a U.S. METAR is in inches of mercury.In an ICAO METAR, it is in hectopascals (millibars). To avoidconfusion, a prefix is always assigned: an A for a U.S. reportor a Q for an ICAO report (e.g., A2992 or Q1013).
❒ In the U.S., remarks (RMKs) precede recent (RE) weatherand wind shear (WS) information reported at the end ofMETARs.
❒ Low level windshear, not associated with convective activity,will appear in U.S., Canadian, and Mexican TAFs.
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-39May 2000
Sample TAFA terminal aerodrome forecast (TAF) describes the forecast pre-vailing conditions at an airport and covers either a 9-hour periodor a 24-hour period. Nine-hour TAFs are issued every threehours; 24-hour TAFs are issued every six hours. Amendments(AMD) are issued as necessary. A newly issued TAF auto-matically amends and updates previous versions. Also, manyforeign countries issue eighteen hour TAFs at six hour intervals.
The following example has detailed explanations of the newcodes:
KHPN 091720Z 091818 22020KT 3/4SM -SHRABKN020CB FM2030 30015G25KT 1500 SHRAOVC015CB PROB40 2022 1/4SM TSRA OVC008CBFM2300 27008KT 1 1/2SM -SHRA BKN020OVC040 TEMPO 0407 00000KT 1/2SM -RABRVV004 FM1000 22010KT 1/2SM -SHRA OVC020BECMG 1315 20010KT P6SM NSW SKC
KHPN. ICAO location indicator. The usual 3 letter identifiers weare familiar with are now preceded by a K for the contiguousUnited States. Alaska and Hawaii will use 4 letter identifiers withPA and PH respectively. Changes are planned to incorporatealphabetic identifiers for those weather reporting stations wherenumbers and letters are now used (e.g., W10 changed toKHEF).
091720Z. Issuance time. The first two digits (09) indicate thedate; the following four digits (1720) indicate time of day. Alltimes are in UTC or Zulu.
091818. Valid period. The first two digits (09) indicate the date.The second two digits (18) are the hour that the forecast periodbegins. The last two digits (18) indicate the hour that the fore-cast expires. The example is a 24-hour forecast.
5-40 Developed for Training Purposes Challenger 601May 2000
22020KT. Surface wind. The first three digits (220) are truedirection to the nearest 10°. The next two digits (20) indicatespeed. KT indicates the scale is in knots. TAFs may also usekilometers-per-hour (KMH) or meters per second (MPS). Ifgusts are forecast, a G and a two-digit maximum gust speed fol-low the five-digit wind reading (e.g., 22020G10KT). Five zerosand the appropriate suffix indicate calm winds (e.g.,00000KT/KMH/MPS).
3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is instatute miles in the U.S. However, most countries use meterswhich appears with no suffix (e.g., 1200).
-SHRA. Weather and/or obstruction to visibility. The minus sign(-) indicates light, a plus sign (+) indicates heavy, and no prefixindicates moderate. If no significant weather is expected, thegroup is omitted. If the weather ceases to be significant after achange group, the weather code is replaced by the code for nosignificant weather (NSW).
BKN020CB. Cloud coverage/height/type. The first three lettersindicate expected cloud coverage. Cloud height is indicated bythe second set of three digits; these are read in hundreds of feet(or multiples of 30 meters). When cumulonimbus is forecast,cloud type (CB) follows cloud height.
When an obscured sky is expected and information on verticalvisibility is available, the cloud group is replaced by a differentfive-digit code (e.g., VV004). The first two digits are Vs. Thethree figures following indicate vertical visibility in units of 100 ft.For indefinite vertical visibility, the two Vs would be followed bytwo slash marks (VV//).
CAE SimuFlite
NOTE: Towers, ATIS and airport advisory service reportwind direction as magnetic.
NOTE: More than one cloud layer may be reported.
Flight Planning
Challenger 601 Developed for Training Purposes 5-41May 2000
FM2030. Significant change expected in prevailing weather. Thefrom code (FM) is followed by a four-digit time code (2030).Prevailing weather conditions consist of a surface wind, visibility,weather, and cloud coverage.
PROB40 2022. Probability (PROB) and a two-digit code for per-cent (40) is followed by a four-digit code (2022) that indicates abeginning time (20) and an ending time (22) to the nearestwhole hour for probable weather conditions. Only 30% and 40%probabilities are used; less than these are not sufficient to fore-cast; 50% and above support the normal forecast.
TEMPO. Temporary change followed by a four-digit time.Forecasts temporary weather conditions. Indicates that changeslasting less than an hour and a half may occur anytime betweenthe two-digit beginning time and two-digit ending time.
5-42 Developed for Training Purposes Challenger 601May 2000
Decoding TAFsThe latter half of the sample TAF is decoded based on the pre-ceding information.
30015G25KT 1/2SM SHRA OVC015CB■ Surface winds, 300° true direction■ Mean speed, 15 kts■ Gusts, maximum gust 25 kts■ Visibility, 1/2 statute mile■ Moderate showers of rain■ Overcast at 1,500 ft with cumulonimbus clouds
FM2300 27008KT 1 1/2SM -SHRA BKN020 OVC040■ Significant change expected from 2300 hours■ Surface winds, 270° true direction at 8 kts■ Visibility, one and one-half statute mile■ Light showers of rain■ Broken clouds at 2,000 ft with a second overcast layer at
4,000 ft
TEMPO 0407 00000KT 1/4SM -RA BR VV004■ Temporary between 0400 and 0700 hours■ Calm winds■ Visibility 1/4 statute mile■ Light rain and mist■ Indefinite ceiling, vertical visibility 400 ft
FM1000 22010KT 1/2SM -SHRA OVC020■ Significant change expected from 1000 hours■ Surface winds, 220° true direction at 10 kts■ Visibility, 1/2 statute mile■ Light showers of rain■ Overcast skies at 2,000 ft
CAE SimuFlite
Flight Planning
Challenger 601 Developed for Training Purposes 5-43May 2000
BECMG 1315 20010KT P6SM NSW SKC■ Change to the forecast conditions between 1300 and 1500
hours■ Expected surface winds, 200° true direction at 10 kts■ Visibility, more than 6 statute miles■ No significant weather■ Clear skies
5-44 Developed for Training Purposes Challenger 601May 2000
Sample METARA routine aviation weather report on observed weather, orMETAR, is issued at hourly or half-hourly intervals. A specialweather report on observed weather, or SPECI, is issued whencertain criteria are met. Both METAR and SPECI use the samecodes.
A forecast highly likely to occur, or TREND, covers a period oftwo hours from the time of the observation. A TREND forecastindicates significant changes in respect to one or more of the fol-lowing elements: surface wind, visibility, weather, or clouds.TREND forecasts use many of the same codes as TAFs.
Most foreign countries may append a TREND to a METAR orSPECI. In the U.S., however, a TREND is not included in aMETAR or SPECI.
The following example indicates how to read a METAR:
KHPN 201955Z 22015G25KT 2SMR22L/1000FT TSRA OVC010CB 18/16 A2990RERAB25 BECMG 2200 24035G55
KHPN. ICAO location indicator.
201955Z. Date and time of issuance. METARs are issued hourly.
22015G25KT. Surface wind (same as TAF). If the first three dig-its are VAR, the wind is variable with wind speed following. Ifdirection varies 60° or more during the ten minutes immediatelypreceding the observation, the two extreme directions are indi-cated with the letter V inserted between them (e.g., 280V350).
CAE SimuFlite
NOTE: G must vary 10 kts or greater to report gust.
Flight Planning
Challenger 601 Developed for Training Purposes 5-45May 2000
2SM. Prevailing horizontal visibility in statute miles. In the U.S.,issued in statute miles with the appropriate suffix (SM) appended.When a marked directional variation exists, the reported mini-mum visibility is followed by one of the eight compass points toindicate the direction (e.g., 2SMNE).
R22L/1000FT. The runway visual range group. The letter Rbegins the group and is followed by the runway description(22L). The range in feet follows the slant bar (1000FT). In othercountries range is in meters and no suffix is used.
TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with anovercast layer at 1,000 ft and cumulonimbus clouds.
18/16. Temperatures in degrees Celsius. The first two digits (18)are observed air temperature; the last two digits (16) are dewpoint temperature. A temperature below zero is reported with aminus (M) prefix code (e.g., M06).
A2990. Altimeter setting. In the U.S., A is followed by inches andhundredths; in most other countries, Q is followed by hectopas-cals (i.e., millibars).
RERAB25. Recent operationally significant condition. A two let-ter code for recent (RE) is followed by a two letter code for thecondition (e.g., RA for rain). A code for beginning or ending (B orE) and a two-digit time in minutes during the previous hour.When local circumstances also warrant, wind shear may also beindicated (e.g., WS LDG RWY 22).
NOTE: A remark (RMK) code is used in the U.S. to precede supplementary data of recent operationally signifi-cant weather.
NOTE: RMK [SLP 013] breaks down SEA LVL press tonearest tenth (e.g., 1001.3 reported as SLP 013).
NOTE: More than one cloud layer may be reported.
5-46 Developed for Training Purposes Challenger 601May 2000
BECMG AT 2200 24035G55. A TREND forecast. The becomingcode (BECMG) is followed by a when sequence (AT 2200) andthe expected change (e.g., surface winds at 240° true at 35 ktswith gusts up to 55 kts).
CAE SimuFlite
NOTE: For more information on METAR/TAF, consult theFAA brochure “New Aviation Weather Format METAR/TAF.”Copies may be obtained by writing to: FAA/ASY-20, 400 7thStreet, S.W. Washington, DC 20590.
Challenger 601 Developed for Training Purposes 5-47November 1997
2,454 16,686 485.6 8,1039,818 + 6,868 506.6 & 455.6 4,974 + 3,129
2,403 16,343 484.5 7,9189,475 + 6,868 505.4 & 455.6 4,789 + 3,129
2,353 16,000 483.1 7,7301,343 + 1,010 9,132 + 6,868 503.8 & 455.6 4,601 + 3,129
2,304 15,666.8 484 7,5821,343 + 961 9,132 + 6,534.8 503.8 & 456.1 4,601 + 2,981
2,244 15,258.8 485 7,4001,343 + 901 9,132 + 6,126.8 503.8 & 456.8 4,601 + 2,799
2,184 14,850.8 486 7,2181,343 + 841 9,132 + 5,718.8 503.8 & 457.6 4,601 + 2,617
2,124 14,442.8 487 7,0341,343 + 781 9,132 + 5,310.8 503.8 & 458.1 4,601 + 2,433
2,064 14,034.8 488 6,8491,343 + 721 9,132 + 4,902.8 503.8 & 458.6 4,601 + 2,248
2,004 13,626.8 489 6,6641,343 + 661 9,132 + 4,494.8 503.8 & 458.9 4,601 + 2,063
1,943 13,212 490 6,4741,343 + 600 9,132 + 4,080 503.8 & 459 4,601 + 1,873
1,883 12,804 491 6,2871,343 + 540 9,132 + 3,672 503.8 & 459.1 4,601 + 1,686
1,823 12,396 492 6,0991,343 + 480 9,132 + 3,264 503.8 & 459 4,601 + 1,498
1,763 11,988 493.1 5,9111,343 + 420 9,132 + 2,856 503.8 & 458.7 4,601 + 1,310
1,703 11,580 494.3 5,7241,343 + 360 9,132 + 2,448 503.8 & 458.6 4,601 + 1,123
1,643 11,172 495.7 5,5381,343 + 300 9,132 + 2,040 503.8 & 459.2 4,601 + 937
Flight Planning
Appendix A: Fuel BurnNo Tail Tank Fuel6.8 LBS/U.S. GALLON
ARMMain & Aux
Moment/1000TOTAL
Main + Aux
Weight (Lbs)TOTAL
Main + Aux
US GallonsTOTAL
Main + Aux
5-48 Developed for Training Purposes Challenger 601November 1997
CAE SimuFlite
1,583 10,764 497.3 5,3531,343 + 240 9,132 + 1,632 503.8 & 460.9 4,601 + 752
1,523 10,356 498.7 5,1651,343 + 180 9,132 + 1,224 503.8 & 460.6 4,601 + 564
1,463 9,948 500.2 4,9761,343 + 120 9,132 + 816 503.8 & 459.5 4,601 + 375
1,403 9,540 501.8 4,7871,343 + 60 9,132 + 408 503.8 & 456.1 4,601 + 186
1,343 9,132 503.8 4,6019,132 + 0 503.8 & 0 4,601 + 0
1,321 8,982.8 503.2 4,5208,982.8 + 0 503.2 & 0 4,520 + 0
1,261 8,574.8 502.1 4,3058,574.8 + 0 502.1 & 0 4,305 + 0
1,201 8,166.8 500.9 4,9018,166.8 + 0 500.9 & 0 4,901 + 0
1,141 7,758.8 499.6 3,8767,758.8 + 0 499.6 & 0 3,876 + 0
1,081 7,350.8 498.5 3,6647,350.8 + 0 498.5 & 0 3,664 + 0
1,021 6,942.8 497.2 3,4526,942.8 + 0 497.2 & 0 3,452 + 0
1,010 6,868 497.1 3,4146,868 + 0 497.1 & 0 3,414 + 0
961 6,534.8 496 3,2416,534.8 + 0 496 & 0 3,241 + 0
901 6,126.8 494.9 3,0326,126.8 + 0 494.9 & 0 3,032 + 0
841 5,718.8 493.7 2,8235,718.8 + 0 493.7 & 0 2,823 + 0
Appendix A: Fuel Burn (cont.)6.8 LBS/U.S. GALLON
US GallonsTOTAL
Main + Aux
Weight (Lbs)TOTAL
Main + Aux
ARMMain & Aux
Moment/1000TOTAL
Main + Aux
Challenger 601 Developed for Training Purposes 5-49November 1997
781 5,310.8 492.4 2,6155,310.8 + 0 492.4 & 0 2,615 + 0
721 4,902.8 491.1 2,4084,902.8 + 0 491.1 & 0 2,408 + 0
661 4,494.8 489.7 2,2014,494.8 + 0 489.7 & 0 2,201 + 0
600 4,080 488.3 1,9924,080 + 0 488.3 & 0 1,992 + 0
540 3,672 486.9 1,7883,672 + 0 486.9 & 0 1,788 + 0
480 3,264 485.5 1,5853,264 + 0 485.5 & 0 1,585 + 0
420 2,856 484.2 1,3832,856 + 0 484.2 & 0 1,383 + 0
360 2,448 482.8 1,1822,448 + 0 482.8 & 0 1,182 + 0
300 2,040 481.5 9822,040 + 0 481.5 & 0 982 + 0
240 1,632 480 7831,632 + 0 480 & 0 783 + 0
180 1,224 478.5 5861,224 + 0 478.5 & 0 586 + 0
120 816 476.6 389816 + 0 476.6 & 0 389 + 0
60 408 474 193408 + 0 474 & 0 193 + 0
Flight Planning
Appendix A: Fuel Burn (cont.)6.8 LBS/U.S. GALLON
ARMMain & Aux
Moment/1000TOTAL
Main + Aux
Weight (Lbs)TOTAL
Main + Aux
US GallonsTOTAL
Main + Aux
5-50 Developed for Training Purposes Challenger 601November 1997
CAE SimuFlite
Challenger 601 Developed for Training Purposes 5-51November 1997
2,642 17,9621 509.1 9,1452,454 + 188 16,686 + 1,276 485.6 & 816.7 8,103 + 1,042.1
2,629 17,876 507.6 9,0742,454 + 175 16,686 + 1,190 485.6 & 816 8,103 + 971
2,604 17,502 500.9 8,7682,454 + 150 16,686 + 816 485.6 & 814.4 8,103 + 664.6
2,579 17,536 501.5 8,7942,454 + 125 16,686 + 850 485.6 & 812.7 8,103 + 690.8
2,554 17,366 498.3 8,6542,454 + 100 16,686 + 680 485.6 & 810.8 8,103 + 551.3
2,529 17,196 495.2 8,5152,454 + 75 16,686 + 510 485.6 & 808.6 8,103 + 412.4
2,504 17,026 498.9 8,4942,454 + 50 16,686 + 340 485.6 & 805.5 8,103 + 391.2
2,479 16,856 488.8 8,2392,454 + 25 16,686 + 170 485.6 & 801 8,103 + 136.2
2,454 16,686 485.6 8,10316,686 + 0 485.6 & 0 8,103 + 0
Flight Planning
Appendix B: Fuel BurnWith Tail Tank Fuel6.8 LBS/U.S. GALLON
1Maximum Fuel Weight Allowed
Moment/1000TOTAL
Int + Tail
ARMInt & Tail
Weight (Lbs)TOTAL
Int + Tail
US GallonsTOTAL
Int + Tail
5-52 Developed for Training Purposes Challenger 601November 1997
CAE SimuFlite
Challenger 601 Developed for Training Purposes 5-53November 1997
2,642 17,9621 509.1 9,14516,686 + 1,276 485.6 & 816.7 8,103 + 1,042.1
2,591 17,619 508.5 8,9602,403 + 188 16,343 + 1,276 484.5 & 816.7 7,918 + 1042.1
2,541 17,276 507.8 8,7722,353 + 188 16,000 + 1,276 483.1 & 816.7 7,730 + 1042.1
2,528 17,190 506.2 8,7012,353 + 175 16,000 + 1,190 483.1 & 816 7,730 + 971
2,503 17,020 503 8,5612,353 + 150 16,000 + 1,020 483.1 & 814.4 7,730 + 830.7
2,478 16,850 499.8 8,4212,353 + 125 16,000 + 850 483.1 & 812.7 7,730 + 690.8
2,453 16,680 496.5 8,2812,353 + 100 16,000 + 680 483.1 & 810.8 7,730 + 551.3
2,428 16,510 493.2 8,1422,353 + 75 16,000 + 510 483.1 & 808.6 7,730 + 412.4
2,403 16,340 489.8 8,0042,353 + 50 16,000 + 340 483.1 + 805.5 7,730 + 273.9
2,378 16,170 486.5 7,8662,353 + 25 16,000 + 170 483.1 & 801 7,730 + 136.2
Flight Planning
Appendix C: Fuel BurnWith Tail Tank Fuel6.7 LBS/U.S. GALLON
1Maximum Fuel Weight Allowed
Moment/1000TOTAL
Int + Tail
ARMInt & Tail
Weight (Lbs)TOTAL
Int + Tail
US GallonsTOTAL
Int + Tail
5-54 Developed for Training Purposes Challenger 601November 1997
CAE SimuFlite
ServicingTable of ContentsServicing Record . . . . . . . . . . . . . . . . . . . . . 6-3
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Types . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Safety Precautions . . . . . . . . . . . . . . . . . . . . . 6-8
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Pressure Fueling . . . . . . . . . . . . . . . . . . . . . . 6-10
Gravity Fueling . . . . . . . . . . . . . . . . . . . . . . . 6-16
Suction Defueling . . . . . . . . . . . . . . . . . . . . . . 6-17
Gravity Defueling . . . . . . . . . . . . . . . . . . . . . . 6-19
Hydraulic Systems . . . . . . . . . . . . . . . . . . . . 6-20
Approved Hydraulic Fluids . . . . . . . . . . . . . . . . . 6-20
Reservoir Servicing . . . . . . . . . . . . . . . . . . . . . 6-20
Accumulator Preloads . . . . . . . . . . . . . . . . . . . 6-21
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . 6-22
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Oil Grades . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Air-Driven Generator . . . . . . . . . . . . . . . . . . . . 6-28
Challenger 601 Developed for Training Purposes 6-1July 1995
6-2 Developed for Training Purposes Challenger 601January 1999
CAE SimuFlite
Air Turbine Starter . . . . . . . . . . . . . . . . . . . . . 6-29
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
ADG Drop . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Challenger 601 Developed for Training Purposes 6-3July 1995
Servicing RecordDATE QTY DATE QTY
Engine Oil
Hydraulic Fluid
Alcohol
Servicing
6-4 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
DATE QTY DATE QTY
Pneumatic Bottle
Oxygen
Other
Servicing Record (continued)
Challenger 601 Developed for Training Purposes 6-5July 1995
Left Main 717.5 2715.7 665.5 2518.9Right Main 717.5 2715.7 665.5 2518.9Auxiliary 1010.0 3822.9 943.0 3569.3
Total 2445.0 9254.3 2274.0 8607.1
Servicing
Always refer to the Maintenance Manual – Chapter 12, and theGround Handling and Servicing Information Manual for exactservicing procedures, precautions, and specifications.
Failure to follow safety precautions and the manufacturer'srecommendations can result in personal injury and aircraftdamage.
FuelCapacitiesRefer to the Limitations section for total fuel capacities. Tables6-A, 6-B, and 6-C denote the maximum allowable fuel capacitypossible during pressure and gravity refueling.
TankPressure Fueling
US Gal Liters
Gravity Fueling
US Gal Liters
Table 6-A; Maximum Allowable Fuel Capacity(S/Ns 3001 to 3014)
6-6 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Left Main 722.0 2732.8 670.0 2536.0Right Main 722.0 2732.8 670.0 2536.0Auxiliary 1010.0 3822.9 943.0 3569.3Tail 187.7 710.4 — —
Total 2641.7 9998.9 2283.0 8641.3
Left Main 722.0 2732.8 670.0 2536.0Right Main 722.0 2732.8 670.0 2536.0Auxiliary 1010.0 3822.9 943.0 3569.3
Total 2454.0 9288.5 2283.0 8641.3
TankPressure Fueling
US Gal Liters
Gravity Fueling
US Gal Liters
Table 6-B; Maximum Allowable Fuel Capacity(S/Ns 3016 to 3066; 5001 to 5134 Without SB 601-0262)
TankPressure Fueling
US Gal Liters
Gravity Fueling
US Gal Liters
Table 6-C; Maximum Allowable Fuel Capacity(S/N 5135 and Subsequent; Aircraft With SB 601-0262)
Challenger 601 Developed for Training Purposes 6-7July 1995
Jet A CAN2-3.23-M81 ASTM D1655 D. Eng RD2494
Jet A-1 CAN2-3.23-M81 ASTM D1655 D. Eng RD2494
JP-5 — MIL-T-5624 D. Eng RD2452
JP-8 — MIL-T-83133A D. Eng RD2453
Jet B CAN2-3.22-M80 ASTM D1655 D. Eng RD2486
JP-4 CAN2-3.22-M80 MIL-T-5624 D. Eng RD2486
Fuel TypesFuel conforming to any of the following specifications isapproved for use in the aircraft (Table 6-D). Mixing of approvedfuels is permitted.
Servicing
Table 6-D; Approved Fuels
Type Canadian American British
6-8 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Safety Precautions
Observance of the following safety precautions is necessary toprevent personnel injury and equipment damage.
■ An open flame or smoking is not permitted near the aircraft.
■ Adequate fire extinguishing equipment and trained personnelmust be readily available and standing by.
■ The aircraft and fueling equipment should be properlygrounded.
■ Ensure all electrical power is off except that necessary formonitoring of aircraft fueling.
■ Avoid performing any maintenance on aircraft during fueling.
■ Avoid fuel spills. If a fuel spill occurs, stop fueling until thespill is cleaned and fire personnel check the area.
■ Avoid fuel contact with the eyes and skin, inhalation ofvapors, or accidental swallowing of fuel. Immediately washexposed areas and seek prompt medical attention.
■ Use only clean fuel. If contamination is suspected, discontin-ue fueling.
■ Do not use felt or chamois filters; these materials increase thelikelihood of fuel contamination and generate static charges.
■ Do not exceed a 2,500 lb (1,134 kg) fuel imbalance betweenthe main wing tanks during fueling or defueling.
WARNING: Fuel vapors are highly explosive and caremust be taken to prevent ignition. Safety precautions areprovided to prevent injury to personnel, damage to equip-ment, and to alert personnel to the harmful effects of fuelvapor inhalation and contact with eyes and skin.
Challenger 601 Developed for Training Purposes 6-9July 1995
Servicing
Fuel AdditivesAnti-icing additive conforming to specification MIL-I-27686 canbe added in concentrations of 0.10 to 0.15% by volume. Do notadd anti-icing additive to JP-4, JP-5, and JP-8 fuels as thesefuels have an equivalent additive pre-blended at the refinery.
Other approved additives include: SOHIO Biobor JF biocide ata concentration that does not exceed 270 parts per million (20parts per million elemental boron) to prevent the growth ofmicro-organisms; Shell ASA-3 anti-static additive at a concen-tration that provides not in excess of 300 conductivity units(equivalent to 1 part-per-million).
Refer to the AFM Supplement 2 – Procedures for Blending Anti-Ice Additive into the Fuel for procedures.
Pressure Fueling Additive BlendingQuantity . . . . . . . . . . . . . . ADEQUATE FOR FUELING
Fueling Hose . . . . . . . . . . . . CONNECT TO ADAPTER
Injector Panel Calibration Valve . . . . . . . . . . . CLOSED
Air Supply . . . . . . . . . . . . . . . . . . . . . . CONNECT
Air supply for additive blending must be 75 PSI (517 kPa) orgreater.
Injector Valve . . . . . . . . . . . . . . . . . . . . . . . OPEN
Air Supply Valve . . . . . . . . . . . . . . . . . . . . . OPEN
Air Supply Pressure . . . . . . . . . . . . . . . . . . CHECK
Air pressure must be 65 to 70 PSI (448 to 483 kPa).
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN
Injector and Air Supply Valves . . . . . . . . . . . . . CLOSE
When fueling complete, close the injector and air supplyvalves.
6-10 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Gravity Fueling Additive BlendingBlender . . . . . . . . . . . . . . . ATTACH TO FUEL HOSE
Additive . . . . . . . . . . . . . . . . . . . . USE 20 OZ PER . . . . . . . . . . . . . . . . . . .104 TO 260 GAL OF FUEL
Fueling . . . . . . . . . BEGIN/PRESS ADDITIVE TRIGGER
While refueling at 30 to 60 GPM, press additive containertrigger.
Pressure FuelingAircraft . . . . . . . . . . . . . WINGS LEVEL/NOSE DOWN
Maximum refueling is only possible with wings level and air-craft approximately 0.5° nose down.
Electrical Power . . . . . . . . . . . . . . . . . . AVAILABLE
The fuel quantity gages require AC power (external AC orAPU); filling to maximum capacity requires DC power (bat-teries or external DC power).
Refuel/Defuel Control Panel Door . . . . . . . . . . . . OPEN
Control Panel Switches . . . . . . . . . . . . . . . . . . OFF
Fuel Filler Adapter . . . . . . . . CONNECT FUELING HOSE
Control Panel POWER Switch . . . . . . . . . . . . . . . ON
POWER ON Light . . . . . . . . . . . . . . ILLUMINATES
VV-OPEN Lights . . . . . . . . . . . . . . . . EXTINGUISH
SOV-CL Lights . . . . . . . . . . . . . . . . . ILLUMINATE
Fueling Pressure . . . . . . . . . . . . . . . . . . . 50 ±5 PSI
Do not exceed a supply pressure of 50 ±5 PSI during fueling.
Fuel Manifold . . . . . . . . . . . . . . . . . . PRESSURIZE
Challenger 601 Developed for Training Purposes 6-11July 1995
Servicing
Fueling TestOn S/Ns 3001 to 3066 and 5002 to 5006 withoutSB 601-0217:
VV-OPEN Lights . . . . . . . . . . . . . . . . ILLUMINATE
VV-OPEN Lights remain illuminated until the fueling man-ifold is depressurized.
On S/Ns 5001, 5007 and subsequent; S/Ns withSB 601-0217:
VV-OPEN Lights . . . . . . . . REMAIN EXTINGUISHED
MODE Selector Switch . . . . . . . . . . . . . . . . . . TEST
Tank Switches . . . . . . . . . . . . . . . . . . . . . . . FUEL
On aircraft without SB 601-0217:
SOV-CL Lights . . . . . . . . . . . . . . . . . EXTINGUISH
SOV-OP Lights . . . . . . . . . . . . . . . . . ILLUMINATE
After 20 to 30 seconds:
SOV-CL Lights . . . . . . . . . . . . . . . . . ILLUMINATE
SOV-OP Lights . . . . . . . . . . . . . . . . EXTINGUISH
WARNING: During the fuel system test, the SOV-CLlights must illuminate within 30 seconds. If the SOV-CLlights do not illuminate, discontinue fueling until theproblem is corrected.
6-12 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
On S/Ns 5001, 5007 and subsequent; S/Ns withSB 601-0217:
VV-OPEN Lights . . . . . . . . . . . . . . . . ILLUMINATE
SOV-CL Lights . . . . . . . . . . . . . . . . . EXTINGUISH
SOV-OP Lights . . . . . . . . . . . . . . . . . ILLUMINATE
After 20 to 30 seconds:
SOV-CL Lights . . . . . . . . . . . . . . . . . ILLUMINATE
SOV-OP Lights . . . . . . . . . . . . . . . . EXTINGUISH
FuelingWings . . . . . . . . . . . . . . . . . . . . . . . . . . . LEVEL
If the wings are level, select the AUX tank switch to OFF.
If the wings are not level, identify the high wing. Select thelow wing and AUX tank switches to OFF.
On S/Ns 3001 to 3066 and 5002 to 5006 without SB 601-0217:
MODE Selector Switch . . . . . . . . . . . . . . . . . FUEL
L/R Tank SOV-CL Lights . . . . . . . . . . . EXTINGUISH
L/R Tank SOV-OP Lights . . . . . . . . . . . ILLUMINATE
V-V OPEN Lights (3) . . . . . . . REMAIN ILLUMINATED
CAUTION: The auxiliary tank must not be refueledindependently unless the main tanks have been refueledto capacity.
WARNING: If the SOV-CL and VV-OPEN lights do notilluminate, discontinue fueling until problem is corrected.
Challenger 601 Developed for Training Purposes 6-13July 1995
Servicing
On S/Ns 5001, 5007 and subsequent; S/Ns withSB 601-0217:
MODE Selector . . . . . . . . . . . . . . . . . . . . . FUEL
V-V OPEN Lights (3) . . . . . . . . . . . . . EXTINGUISH
L/R Tank SOV-CL Lights . . . . . . . . . . . EXTINGUISH
L/R Tank SOV-OP Lights . . . . . . . . . . . ILLUMINATE
When tanks are full:
L/R Tank SOV-OP Lights . . . . . . . . . . . . EXTINGUISH
L/R Tank SOV-CL Lights . . . . . . . . . . . . . ILLUMINATE
AUX Tank Switch . . . . . . . . . . . . . . . . . . . . . FUEL
AUX Tank SOV-CL Light . . . . . . . . . . . EXTINGUISHES
AUX Tank SOV-OP Light . . . . . . . . . . . . ILLUMINATES
When the tank is full:
AUX Tank SOV-OP Light . . . . . . . . . . . EXTINGUISHES
AUX Tank SOV-CL Light . . . . . . . . . . . . ILLUMINATES
L/R/AUX Tank Switches . . . . . . . . . . . . . . . . . . OFF
NOTE: The forward and aft aux tanks fill faster than thecenter aux tank. This causes a delay in reading fuel quan-tity in the aux tank because the only quantity transmitter isin the center aux tank.
6-14 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
On S/Ns 5135 and subsequent and S/Ns with SB 601-262(Tail Tank)
MODE Selector Switch . . . . . . . . . . . . . . . . . TEST
Tail Tank Fueling Switch . . . . . . . . . . . . . . . . FUEL
VV-OPEN Lights (3) . . . . . . REMAIN EXTINGUISHED
Tail Tank SOV-CL Light . . . . . . . . . . EXTINGUISHES
TAIL TANK SOV-OP Light . . . . . . . . . . ILLUMINATES
After 20 to 30 seconds:
Tail Tank SOV-OP Light . . . . . . . . . . EXTINGUISHES
Tail Tank SOV-CL Light . . . . . . . . . . . ILLUMINATES
MODE Selector Switch . . . . . . . . . . . . . . . . . FUEL
Tail Tank SOV-CL Light . . . . . . . . . . EXTINGUISHES
Tail Tank SOV-OP Light . . . . . . . . . . . ILLUMINATES
When tail Tank fueling is completed:
Tail Tank SOV-OP Light . . . . . . . . . . EXTINGUISHES
Tail Tank SOV-CL Light . . . . . . . . . . . ILLUMINATES
Tail Tank Fueling Switch . . . . . . . . . . . . . . . . . OFF
CAUTION: The tail tank cannot be fueled until the aux-iliary tanks have been filled to capacity.
Challenger 601 Developed for Training Purposes 6-15July 1995
Servicing
When all fueling is completed:
Fueling hose . . . . . . . . . . . . . . . . . . DISCONNECT
On S/Ns 5001, 5007 and subsequent and S/Ns with SB 601-0217:
VV-OPEN Lights . . . . . . . . REMAIN EXTINGUISHED
On S/Ns 3001 to 3066 and 5002 to 5006 without SB 601-0217:
VV-OPEN lights . . . . . . . EXTINGUISH AS PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . .BLEEDS OFF
MODE Selector Switch . . . . . . . . . . . . . . . . . . . OFF
Control Panel POWER Switch . . . . . . . . . . . . . . . OFF
Control Panel Switches . . . . . . . . . . . . . . . . . . OFF
Refuel/Defuel Panel Access Door . . CLOSE AND SECURE
Electrical Power . . . . . . . . . . . . . OFF AS REQUIRED
CAUTION: Remove the nozzle from the single pointadapter before setting the rotary mode selector to OFF toprevent fuel spilling from the vent valve(s).
CAUTION: Ensure that VV-OPEN lights extinguishbefore setting the POWER switch to OFF.
6-16 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Gravity Fueling
Safety Precautions . . . . . . . . . . . . . . . . OBSERVED
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . GROUND
Fuel Supply . . . . . . . . . . . . . . . . . . . . . . GROUND
Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . GROUND
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Fueling . . . . . . . . . . . . . . . FILL TO DESIRED LEVEL
Because of the location of the filler caps, the main tanks can-not be filled to capacity. A source of AC power is required tomonitor fuel level with the cockpit fuel quantity gages.
Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . REMOVE
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . REPLACE
Ground Wires . . . . . . . . . . . . . . . . . . . . . REMOVE
CAUTION: Do not allow nozzle to touch tank bottom.Nozzle may break protective coating; this could causetank skin corrosion. If a screened funnel is used, the noz-zle must be at least one inch shorter than the depth of thetank under the filler cap.
CAUTION: The auxiliary tank must not be refueled unlessthe main tanks have been refueled.
Challenger 601 Developed for Training Purposes 6-17July 1995
Servicing
Suction Defueling
Aircraft Power . . . . . . . . . . . . . . . . . . . . . . . . ON
The fuel quantity gages require AC power for operation.
Refuel/Defuel Access Door . . . . . . . . . . . . . . . OPEN
Open the refuel/defuel access door, then release the controlpanel to allow it to swing forward to the operating position.
Refuel/Defuel Control Panel Switches . . . . . . . . ALL OFF
Pressure Refuel/Defuel Access Door . . . . . . . . . . OPEN
Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . CONNECT
Connect the fuel nozzle to the single point adapter.
POWER Switch . . . . . . . . . . . . . . . . . . . . . . . ON
Turn the control panel POWER switch to ON and verify thatthe POWER and SOV-CL lights illuminate. The VV-OPENlights should remain off.
MODE Switch . . . . . . . . . . . . . . . . . . . . . DEFUEL
CAUTION: To prevent damage to fuel manifold duringrefueling, do not exceed -8 PSI. If this pressure is exceed-ed, the defueling hose may collapse.
CAUTION: On S/N 5135 and subsequent and S/Ns withSB 601-0262 – Fuel Storage – Tail Cone Fuel TankAddition, the tail tank must be defueled before the auxiliarytank can be defueled.
6-18 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Tank Switches . . . . . . . . . . . . . . . . . . . . . . . . DEF
The SOV-CL lights should extinguish; the SOV-OP lightsshould illuminate.
Fuel Nozzle Valve . . . . . . . . . . . . . . . . . . . . OPEN
Defueling . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN
Tank Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn the associated tank switches to OFF when the desiredlevel is reached or the tank is empty. On S/N 5135 and sub-sequent and S/Ns with SB 601-0262, the tail tank shutoffvalve does not close automatically.
Fuel Nozzle Valve . . . . . . . . . . . . . . . . . . . . CLOSE
MODE Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
The SOV-CL lights illuminate; the SOV-OP lights extinguish.
POWER Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
Verify that the POWER light extinguishes.
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . STOW
Aircraft Power . . . . . . . . . . . . . . . . . . . . . . . . OFF
Fuel Nozzle . . . . . . . . . . . . . . . . . . . DISCONNECT
Refuel/Defuel Access Door . . . . . . CLOSE AND SECURE
Challenger 601 Developed for Training Purposes 6-19July 1995
Servicing
Gravity Defueling
Fuel Containers . . . . . . . . . . . . . . . . . IN POSITION
Position an appropriate fuel container under each drainvalve.
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Remove the valve covers and install defueling adapters.
Defueling Adapters . . . . . . . . . . . . . . . . . . . . OPEN
When a container fills, close the adapter. Repeat until thedesired tank is empty.
Defueling Adapters . . . . . . . . . . . . . . . . . . CLOSED
When the tank is empty, close the adapter. Remove adapterand replace drain cover.
WARNING: Ensure that the fueling adapter, fuel contain-ers, and fuel tanks are electrically bonded and grounded.
WARNING: Gravity defueling must be carried out in theopen or in a well ventilated area.
6-20 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Hydraulic SystemsThe No. 1 and No. 2 hydraulic system filler connections, pres-sure gages and charging valves are on the hydraulic servicingpanel in the rear equipment bay. The No. 3 hydraulic systemfiller connection, charging valve, and pressure gage are acces-sible through the right main wheel well.
The two brake system accumulator charging valves and pres-sure gage are on the forward left side of the nosewheel well.
Approved Hydraulic FluidsUse only a synthetic phosphate-ester base fluid. Approvedbrand name fluids include:
■ Chevron Hyjet IV
■ Chevron Hyjet IV A
■ Skydrol LD-4
■ Skydrol 500B-4
Mixing of hydraulic fluid is permitted with no adverse affect onsystem operation.
Reservoir ServicingEach hydraulic system reservoir must be serviced with theassociated system pressurized to 3,000 PSI.
The No. 1 and No. 2 hydraulic system reservoirs should be ser-viced if the fluid level is below 60 +0/-5%. The No. 3 hydraulicsystem reservoir should be serviced when fluid level is below55 +0/-5%. If the systems have been operating continuously forone hour or more, service No. 1 and No. 2 reservoirs to 70%and No. 3 reservoir to 65%.
Challenger 601 Developed for Training Purposes 6-21July 1995
Servicing
Accumulator PreloadsService the accumulators with nitrogen only. The associatedhydraulic system must be depressurized (0 PSI).
Before servicing the accumulators, follow all safety precautionslisted in the Maintenance Manual and Ground Handling andServicing Information manual.
WARNING: Ensure that the nose gear door actuator pin isinstalled before working in the nosewheel well.
CAUTION: Do not use the ailerons to deplete hydraulicsystem pressure. Do not exceed 10 complete cycles whenusing the elevators to deplete hydraulic system pressure.
CAUTION: Before releasing hydraulic system pressure,ensure the main wheels are chocked and landing gearlock pins are installed.
6-22 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Landing GearTiresRefer to the Maintenance Manual, Chapter 12 – Servicing orthe Ground Handling and Servicing Information manual for tirepressures based on aircraft maximum takeoff weight (MTOW).Always follow all servicing precautions. Refer to Tables 6-Eand 6-F for nose wheel and main wheel tire pressures.
Use only nitrogen to inflate tires.
CAUTION: Only B.F. Goodrich high pressure tires P/N031-614 and Goodyear tires P/N 184F23-2 are permittedon nose landing gear of aircraft with a 45,100 lbs (20,457kg) MTOW.
MTOW
LBS KG
On Ground+5%/-0%
PSI kPa
On Jacks+5%/-0%
PSI Kpa
42,100 19,096 147 1,014 141 972
43,100 19,550 151 1,041 145 1,000
44,600 20,230 151 1,041 145 1,000
45,100 20,457 151 1,041 145 1,000
Table 6-E; Nose Wheel Tire Pressures
Challenger 601 Developed for Training Purposes 6-23July 1995
Servicing
MTOW
LBS KG
On Ground+5%/-0%
PSI kPa
On Jacks+5%/-0%
PSI Kpa
32,300 14,651 151 1,014 145 1,000
39,000 17,690 126 869 121 835
42,100 19,096 226 1,558 217 1,496
43,100 19,550 232 1,600 223 1,538
43,100 19,550 199 1,372 191 1,317
44,600 20,230 206 1,420 198 1,365
45,100 20,457 206 1,420 198 1,365
Table 6-F; Main Wheel Tire Pressures
WARNING: All main wheel tires must be either high or lowpressure tires. All four main wheel tires must have thesame part number with the exception of Goodyear tiresP/N 266F43-1 and 266F43-2. Both of these tires are per-mitted to be used on the same landing gear in any config-uration.
1Special operating conditions, refer to Maintenance Manual or Ground Handling andServicing Manual.
2All four main wheel tires must be Goodyear P/N 256K43-2; MTOW must not exceed39,000 lbs (17,690 kg).
3High pressure tires Goodyear P/N 266F43-2 or 266F43-1 or Goodrich P/N 033-659-1.
4Low pressure tires Goodyear P/N 256K43-1 (43,100 lb MTOW only) or 256K43-2 and256K43-3 (up to 45,100 lb MTOW).
6-24 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
CAUTION: Low pressure tires are mandatory for operationon unpaved/gravel runways for aircraft with a MTOW of44,600 or 45,100 lbs, or for aircraft with a tail tank.
CAUTION: All four main wheels must be fitted withGoodyear P/N 256K43-2 tires if there is a requirement toreduce tire pressures below 145 PSI (1,000 kPa).
CAUTION: Only hydraulic fluid conforming to specificationMIL-H-5606 may be used to fill the shock struts.
WARNING: Overfilled and/or overcharged shock strutsmay result in a loss of low speed braking.
StrutsRefer to the Maintenance Manual, Chapter 12 – Servicing orthe Ground Handling and Servicing Information manual for strutinflation procedures and safety precautions. Always service thestrut with nitrogen. If nitrogen is not available, clean, dry com-pressed air may be used.
Refer to the landing gear strut servicing placard for the correctinflation pressure based on strut extension.
Challenger 601 Developed for Training Purposes 6-25July 1995
Aeroshell Turbine Oil 390 Aeroshell Turbine Oil 500
BP Aero Turbine Oil 15 Aeroshell Turbine Oil 555
Brayco 880 Conojet Castrol 580
Brayco 880H Castrol Oil 5000
Castrol 3C Esso/Exxon Turbo Oil 25
Castrol 325 Esso/Exxon Turbo Oil 2380
Esso Turbo Oil 2389 Mobil Jet Oil II
Mobil 254
Royco Turbine Oil 500
Royco Turbine Oil 555
Royco Turbine Oil 899
Stauffer Jet II
Servicing
Table 6-G; Oil Grades – Air Turbine Starter
MIL-L-7808 – Type I MIL-L-23699 – Type II
OilOil GradesRefer to Tables 6-G, 6-H, 6-I, and 6-J for oil grade specifica-tions.
6-26 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Aeroshell Turbine Oil 390 Aeroshell Turbine Oil 390
BP Aero Turbine Oil 15 Esso/Exxon Turbo Oil 2389
Brayco 880 Conojet
Brayco 880H
Castrol 3C
Castrol 325
Esso/Exxon Turbo Oil 2389
Aeroshell Turbine Oil 390 Aeroshell Turbine Oil 500
Esso/Exxon Turbo Oil 2389 Aeroshell Turbine Oil 555
Castrol 580
Castrol Oil 5000
Esso/Exxon Turbo Oil 25
Esso/Exxon Turbo Oil 2380
Mobil Jet Oil II
Mobil 254
Royco Turbine Oil 500
Royco Turbine Oil 555
Stauffer Jet II
Table 6-I; Oil Grades – Integrated Drive Generator (IDG)
MIL-L-7808 – Type I MIL-L-23699 – Type II
Table 6-H; Oil Grades – APU, Generator, andGenerator Adapter
APU Generator/Generator Adapter
Challenger 601 Developed for Training Purposes 6-27July 1995
Servicing
Esso/Exxon Turbo Oil 2389 Aeroshell Turbine Oil 500
Aeroshell Turbine Oil 555
Castrol Oil 5000
Esso/Exxon Turbo Oil 2380
Mobil Jet Oil II
Mobil 254
Table 6-J; Oil Grades – Powerplant*MIL-L-7808 (Type I) oils are limited to use in cold weather conditions where ambienttemperature is between -40 to -54°C (-40 to -65°F) or in emergency conditions whenMIL-I-23699 (Type II) oils are not available.
MIL-L-7808 – Type I* MIL-L-23699 – Type II
CAUTION: Do not mix different specifications of oil.Chemical structure makes them incompatible. If oils aremixed, drain and flush the system and refill with anapproved oil.
6-28 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Air-Driven GeneratorFluid Capacities:
Turbine/Generator Assembly . . . . . . . . . 1.32 US PINTS . . . . . . . . . . . . . . . . . . . . . .625 MILLILITERS
Ejection Jack/Pump Assembly . . . . . . . . 1.54 US PINTS . . . . . . . . . . . . . . . . . . . . . .730 MILLILITERS
Approved hydraulic fluid meeting specification MIL-H-5606includes:
■ Chevron Hyjet IV
■ Chevron Hyjet IV A
■ Skydrol 500 B-4
■ Skydrol LD-4.
CAUTION: Inadvertent deployment of the ADG couldcause serious injury. When working on a stowed ADG, iso-late all ADG electrical circuits. Ensure all personnel in thevicinity of the aircraft stand clear of the ADG deploymentarc. Personnel not involved in service of the ADG mustremain clear of flight compartment. Ensure that the ADGground safety pin is installed.
Challenger 601 Developed for Training Purposes 6-29July 1995
Servicing
Air Turbine Starter
Auxiliary Power UnitAPU Oil Tank . . . . . . . . . . . . . . . . . 5.00 U.S. PINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.37 LITERS
APU Generator/Generator Adapter . . . . . 3.59 U.S. PINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.7 LITERS
APU Oil LevelAPU Access Panel . . . . . . . . . . . . . . . . . . REMOVE
APU Oil Level . . . . . . . . . . . . . . . . . . . . . . CHECK
Oil Filler Cap . . . . . . REMOVE/WIPE CLEAN/REINSTALL
Oil Level . . . . . . 0.2 INCHES (0.5 CM) ABOVE ADD LINE
Oil . . . . . . . . . . . . . . . ADD UNTIL ABOVE ADD LINE
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . REPLACE
Access Panel . . . . . . . . . . . . . . . . . . . . . REPLACE
CAUTION: Do not mix different specifications of oil.Chemical structure makes them incompatible. If oils aremixed, drain and flush the system and refill with anapproved oil.
CAUTION: Do not mix different specifications of oil.Chemical structure makes them incompatible. If oils aremixed, drain and flush the system and refill with anapproved oil.
6-30 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Generator Adapter Oil Level
APU Access Panel . . . . . . . . . . . . . . . . . . REMOVE
Filler Plug/Dipstick . . . . . . . . . . . . . . . . . . REMOVE
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Normal oil level should be above the dipstick ADD line.
Oil . . . . . . . . . . ADD UNTIL VISIBLE IN FILLER NECK
Filler Plug/Dipstick . . . . . . . . . . . . . . . . . . REPLACE
CAUTION: Exercise caution to prevent injury from hot oilwhen checking APU generator adapter oil level immedi-ately after APU use.
CAUTION: The generator/generator adapter must beremoved for overhaul if oil color is abnormally dark or oillevel is high. These indicate contamination and impendinginternal failure.
Challenger 601 Developed for Training Purposes 6-31July 1995
Servicing
EngineOil Level Check/Refill
Engine Cowl . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the upper translating and core cowls to gain access tothe oil tank.
Cap/Dipstick . . . . . . . . . . . . REMOVE/CHECK LEVEL
If oil level is below the ADD mark, slowly add oil until oil levelis between the 1 QT and 2 QT marks.
If tank contents are very low or oil pressure has beenfluctuating:
■ check for external oil leakage or filter contamination
■ clean oil filter element
■ fill oil tank and record quantity added
■ perform ground engine run; note oil pressure and temper-ature
■ check oil level and filter condition immediately after engineshutdown.
If oil does not register on dipstick, add oil as required. Motorengine, check oil level, and add oil as required.
CAUTION: Examine oil quantity between 15 to 30 minutesafter you stop the engine, or in less than 5 minutes after adry motor run. If you do not do this, the quantity indicationis incorrect and you will fill the engine with too much oil,which can cause engine damage.
6-32 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
If oil level is above overflow mark after motoring the engine,remove excess oil, motor engine for 30 seconds, then recheckoil level. Repeat this process until oil level remains stable.
Cap/Dipstick . . . . . . . . . . . . . . . . . . . . . REPLACE
After replacing cap, wipe off excess oil.
Engine Cowls . . . . . . . . . . . . . CLOSE AND SECURE
Oil Replenishment SystemRear Equipment Bay Door . . . . . . . . . . . . . . . . OPEN
Replenishment Tank . . . . . . . . . CHECK LEVEL/REFILL
Oil Level Control Panel . . . . . . . . . . . . . . LIGHTS OFF
Oil Level Control Panel Switch . . . . . . . . . . . . . . . ON
ON, LH FULL, and RH FULL lights illuminate.
If the LH FULL and/or RH FULL lights do not illuminate:
PRESS TO TEST Switch . . . . . . . PRESS AND HOLD
Light illuminates for four seconds, then extinguishes.Release the PRESS TO TEST switch.
Manual Selector Valve . . . . . . . . . . . . L ENG/R ENG
As necessary, select L ENG or R ENG for the engine oiltank to be filled.
Manual Selector Valve . . . . . . . . . . . . . . . . . . OFF
Select OFF when the appropriate LH FULL/RH FULL lightilluminates.
Oil Level Control Panel Switch . . . . . . . . . . . . . . OFF
Oil Replenishment Tank . . . . . . . . . . . . . . . . . REFILL
Rear Equipment Bay Door . . . . . . . . . . . . . . . CLOSE
Challenger 601 Developed for Training Purposes 6-33July 1995
Servicing
OxygenAlways refer to the Maintenance Manual, Chapter 12 –Servicing and Chapter 35 – Oxygen for servicing proceduresand precautions. Failure to follow safety precautions can resultin a serious fire, injury, and damage to the aircraft.
The oxygen servicing access door is on right forward nose.
Normal Operating Pressure . . . . . . . . . . . . 1,850 PSIG
Refer to the servicing placard for servicing pressure basedon ambient temperature.
WARNING
■ Ensure that all clothing, hands, tools, fittings, oxygencomponents, and work area are free from oil and greasewhich could cause an explosion if exposed to pure oxy-gen. Remove all traces on or around oxygen equipmentby washing with a castle soap and water solution.
■ Oils, grease, and solvents may spontaneously burn orexplode when in contact with pressurized oxygen.Extreme care must be taken to avoid any contaminationof oxygen system and components.
■ Servicing of the aircraft must be carried out by person-nel familiar with oxygen equipment.
■ Use only MIL-O-27210E aviator’s gaseous breathingoxygen.
■ If oxygen pressure falls below 50 PSI (172 kPa), the oxy-gen cylinder must be sent to an authorized shop forpurging and testing; the oxygen system must be purged.
■ Before servicing oxygen system, ensure aircraft poweris off.
6-34 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Electrical Power . . . . . . . . . . . . . . . . . . . . REMOVE
Oxygen Service Panel . . . . . . . . . . . . . . . . . . OPEN
Oxygen Pressure . . . . . . . . . . . . . . . . . . . . CHECK
Oxygen pressure reading between the cockpit and servicepanel gages must be within 4%.
Filler Valve . . . . REMOVE DUST CAP/INSTALL ADAPTER
Oxygen Supply Unit . . . . . . . . CONNECT TO ADAPTER
Oxygen Supply Unit Valve . . . . . . . . . . OPEN SLOWLY
Do not exceed a 200 PSI (1,379 kPa) pressure rise perminute when charging the system.
Oxygen Supply Unit Valve . . . . . . . . . . . . . . . CLOSE
Oxygen Supply Unit . . . . . . . . SLOWLY REMOVE HOSE . . . . . . . . . . . . . . . . . . . . . .FROM ADAPTER
Charging Adapter . . . . . . REMOVE FROM FILLER VALVE
Crew Oxygen Masks . . . . . . . . . . . ALL IN N POSITION
Oxygen Pressure . . . . . . . . CHECK WITHIN +0/-50 PSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .FROM FULL
Oxygen Service Panel . . . . . . . . . . . . . . . . SECURE
WARNING: A slow oxygen charging rate is essential toavoid overheating and risk of fire.
Challenger 601 Developed for Training Purposes 6-35January 1999
Servicing
ADG DropPreflight
ADG Deploy Cont CB-AUTO (CB E-3, aft bay) . . . CLOSED
In Flight
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
APU Generator . . . . . . . . . . . . . . . . . . . . TEST/OFF
Check for normal volts/frequency; leave OFF.
VHF Comm/NAV/ADF/XPDR . . . . . . . . . . . SELECT #1
#2 systems inoperative during test.
Hyd 1B and 2B Pumps . . . . . . . . . . . . . . . . . . . . ON
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . DOWN
Hyd 3A and 3B Pumps . . . . . . . . . . . . . . . . . . . OFF
Allow pressure to decrease.
Airspeed . . . . . . . . . . . . . MAINTAIN 180 TO 210 KTS
CAUTION: Prior to flight, inspect ADG bay for foreignobjects.
CAUTION: If icing conditions encountered while ADG isonly source of electrical power, wing anti-icing must beoperated in standby mode.
CAE SimuFlite
6-36 Developed for Training Purposes Challenger 601January 1999
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°
Altitude . . . . . . . . . . . . . . . 10,000 MSL AND BELOW
AC Metering Selector Switch . . . . . . . . . . . . . . . ADG
Volts and Hz both read zero (0).
ADG Deploy Cont CB (B156) . . . . . . . . . . . . . . . PULL
ADG Man Deploy Handle . . . . . PULL FOR 1 SEC/STOW
Within 3 to 5 seconds, verify:■ ADG AC Volts – 105 to 125V■ ADG Hz – 380 to 420 Hz
GEN 1 and 2 Switches . . . . . . . . . . OFF INDIVIDUALLY
Check following illuminate:
■ GEN 1 OFF
■ GEN 2 OFF
■ MAIN BUS 1 OFF (AC and DC)
■ MAIN BUS 2 OFF (AC and DC)
■ ESS TRU 2 OFF
■ AC ESS BUS ALTN
CABIN PRESSURIZATION . . . . . . . . . . AS REQUIRED
On -3A aircraft, 10th stage bleed air SOVs close when poweris removed. Normal control is lost with cabin altitude slowlyincreasing. Emergency pressurization may be used ifdesired.
WARNING: If ADG fails to deliver required power, immedi-ately reset GEN 1 and 2 switches to ON, stow ADGmanual deploy handle, and press PWR TXFR OVERRIDEto restore normal power.
Challenger 601 Developed for Training Purposes 6-37January 1999
Servicing
Pitch Trim Channel 2 . . . . . . . . . . . . . . . . . ENGAGE
Channel 1 does not operate on ADG power. Power interrup-tion momentarily fails Channel 2.
AC and DC Buses . . . . . . . . . . . . . . CHECK POWER■ 28V DC ESS powered if any ONE indicates power:
– VHF NAV 1
– ADF 1
– Transponder 1
– Pilot’s EFIS– Copilot’s Clock
■ 115V AC ESS bus powered if any ONE indicates power:
– IRU 1
– L AOA Vane Heater
– L Pitot Heater
■ 26V AC ESS bus powered if any ONE indicates power:
– Pilot’s EFIS
– Pilot’s Altimeter
– Pilot’s Mach/Airspeed Indicator
– Pilot’s VSI
■ Battery bus powered if any ONE indicates power:
– Standby Horizon
– VHF Comm 1
With ADG Supplied Power:
Pitch Trim . . . . . . . . VERIFY CORRECT OPERATION
Hydraulic System 3 Pressure . . . . . 3,000 PSI (STABLE)
Landing Gear . . . . . . . . . . . . . CYCLE/THEN RAISE
Verify System 3 pressure remains above 1,500 PSI duringgear cycling.
6-38 Developed for Training Purposes Challenger 601January 1999
CAE SimuFlite
Generator 1 and 2 Switches . . . . . . . . . . . . . . . . . ON
Verify following extinguish:■ GEN 1 OFF
■ GEN 2 OFF
■ MAIN BUS 1 OFF (AC and DC)■ MAIN BUS 2 OFF (AC and DC)
ADG Manual Deploy Handle . . . . . . CONFIRM STOWED
PWR TXFR OVERRIDE Button . . . . . . . . . . . . PRESS
Verify normal power restored when following extinguish:■ ESS TRU 2 OFF■ AC ESS BUS ALTN
Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . RESET
Hydraulic 3A and 3B Pumps . . . . ON/3,000 PSI (STABLE)
ADG Deploy Control CB (CB B156) . . . . . . . . . . CLOSE
ADG Drop Checklist . . . . . . . . . . . . . . . . COMPLETE
CAUTION: Check must be complete and normal electricalpower restored prior to commencing final landingapproach.
CAUTION: When landing with ADG deployed, minimizedeceleration to prevent damage to ADG from swinging for-ward during braking.
Emergency InformationTable of ContentsThe ABCs of Emergency CPR . . . . . . . . . . . . . . 7-3
Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Emergency Equipment Record . . . . . . . . . . . . . 7-6
Emergency Exits . . . . . . . . . . . . . . . . . . . . . . 7-7
Challenger 601 Developed for Training Purposes 7-1July 1995
CAE SimuFlite
Airway
Breathing
CirculationReproduced with permission. © MedAire, Inc.
7-2 Developed for Training Purposes Challenger 601July 1995
Emergency Information
The ABCs of Emergency CPREstablish victim’s unresponsivness.
Gently shake victim and shout, “Are you all right?”
AIRWAY■ Open airway: lift chin, tilt head. (With neck injury, lift chin but
do not tilt head.)■ Look for chest movement.■ Listen for sound of breathing.■ Feel for breath on your cheek.
BREATHING■ Head tilt position – pinch victim’s nose shut while lifting chin
with your other hand.■ Give two full breaths while maintaining airtight seal with your
mouth over victim’s mouth.
Note: A pocket mask can be used instead, but proper headposition and air-tight seal must be maintained.
CIRCULATION■ Locate carotid artery pulse; hold 10 seconds. If no pulse:■ Begin external chest compressions by locating hand position
two fingers above notch and placing heal of hand on breast-bone.
■ Perform 15 compressions of 11/2 to 2 inches at a rate of 80to 100 compressions per minute. (Count, “One and two andthree and …,” etc.) Come up smoothly, keeping hand contactwith victim’s chest at all times.
■ Repeat the cycle of two breaths, 15 compressions until victim’spulse and breathing return. If only the pulse is present, con-tinue rescue breathing until medical assistance is available.
Reproduced with permission. © MedAire, Inc.
Challenger 601 Developed for Training Purposes 7-3July 1995
Heart AttackSignals■ Pressure, squeezing, fullness, or pain in center of chest
behind breastbone.
■ Sweating
■ Nausea
■ Shortness of breath
■ Feeling of weakness
Actions for Survival■ Recognize signals
■ Stop activity and lie or sit down
■ Provide oxygen if available
■ If signals persist greater than two minutes, get victim tomedical assistance
Reproduced with permission. © MedAire, Inc.
CAE SimuFlite
7-4 Developed for Training Purposes Challenger 601July 1995
Emergency Information
ChokingIf victim can cough or speak:■ encourage continued coughing
■ provide oxygen if available.
If victim cannot cough or speak■ perform Heimlich maneuver (abdominal thrusts):
1. stand behind victim; wrap arms around victim’s waist
2. place fist of one hand (knuckles up) in upper abdomen*
3. grasp fist with opposite hand
4. press fist into upper abdomen* with quick, inward andupward thrusts
5. perform maneuver until foreign body is expelled
■ provide supplemental oxygen if available.
*If victim is pregnant or obese, perform chest thrusts insteadof abdominal thrusts.
Reproduced with permission. © MedAire, Inc.
Challenger 601 Developed for Training Purposes 7-5July 1995
7-6 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Emergency Equipment RecordEmergencyEquipment
LocationDate LastServiced
First Aid Kit
Fire Extinguisher(s)
Fire Axe
Life Raft
Life Vests
TherapeuticOxygen
OverwaterSurvival Kit
Other:
Challenger 601 Developed for Training Purposes 7-7July 1995
Emergency ExitsAll Challenger aircraft have an emergency exit over the rightwing. An optional emergency exit can be installed over the leftwing. The overwing emergency exits are identical and can beopened from inside or outside the cabin. The door opensinward and is heavy. Take care when removing the door into thecabin not to block the exit.
To open an overwing emergency exit from inside the aircraft:
1. Support door using lower hand grip and upper latch handle.
2. Pull upper latch handle and tilt upper section of door inboard.
3. Lift door out of bottom hook and pin fittings.
To open an overwing emergency exit from outside the aircraft:
1. Press external push plate.
2. From inside cabin, support door at lower hand grip andupper latch handle.
3. Tilt upper section of door inboard and lift door out of bottomhood and pin fiitings.
Emergency Information
CAUTION: Ensure that removed emergency exit door isnot left unsupported causing damage to seal, skin edges,or acrylic window.
WARNING: To prevent injury to personnel or damage toequipment, the emergency exit door must be supportedfrom inside whenever unlatched externally.
7-8 Developed for Training Purposes Challenger 601July 1995
CAE SimuFlite
Conversion TablesTable of ContentsDistance Conversion . . . . . . . . . . . . . . . . . . . . 8-3
Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Statute Miles/Kilometers/Nautical Miles . . . . . . . . . . 8-4
Kilometers/Nautical Miles/Statute Miles . . . . . . . . . . 8-5
Weight Conversion . . . . . . . . . . . . . . . . . . . . . 8-6
Fuel Weight to Volume Conversion . . . . . . . . . . . 8-7
Volume Conversion . . . . . . . . . . . . . . . . . . . . . 8-8
Temperature Conversion . . . . . . . . . . . . . . . . . . 8-9
International Standard Atmosphere (ISA) . . . . . . . 8-10
Altimeter Setting Conversion . . . . . . . . . . . . . . 8-11
Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . 8-12
Challenger 601 Developed for Training Purposes 8-1July 1995
CAE SimuFlite
8-2 Developed for Training Purposes Challenger 601July 1995
Distance ConversionMeters/Feet
Challenger 601 Developed for Training Purposes 8-3July 1995
Conversion Tables
.3048 1 3.2908
.61 2 6.58
1.22 4 13.16
1.52 5 16.45
2.13 7 23.04
2.44 8 26.33
3.1 10 32.9
6.1 20 65.8
12.2 40 131.6
15.2 50 165.5
21.3 70 230.4
24.4 80 263.3
31 100 329
61 200 658
122 400 1316
152 500 1645
213 700 2304
244 800 2633
274 900 2962
Meters FeetFeet Meters
.91 3 9.87
1.83 6 19.74
2.74 9 29.62
9.1 30 98.7
18.3 60 197.4
296.29027.4
91 300 987
183 600 1974
32911000305
CAE SimuFlite
Statute Miles/Kilometers/Nautical Miles
8-4 Developed for Training Purposes Challenger 601July 1995
.62137 1 .53996
1.24 2 1.08
2.49 4 2.16
3.11 5 2.70
4.35 7 3.78
4.97 8 4.32
6.21 10 5.40
12.43 20 10.80
24.85 40 21.60
31.07 50 27.00
43.50 70 37.80
49.71 80 43.20
62.14 100 54.00
124.27 200 107.99
248.55 400 215.98
310.69 500 269.98
434.96 700 377.97
497.10 800 431.97
559.23 900 485.96
Statute Miles Kilometers Nautical Miles
1.86 3 1.62
3.73 6 3.24
5.59 9 4.86
18.64 30 16.20
37.28 60 32.40
55.92 90 48.60
161.99300186.41
372.82 600 323.98
539.961000621.37
Kilometers/Nautical Miles/Statute Miles
Challenger 601 Developed for Training Purposes 8-5July 1995
Conversion Tables
1.8520 1 1.1508
3.70 2 2.30
7.41 4 4.60
9.26 5 5.75
12.96 7 8.06
14.82 8 9.21
18.52 10 11.51
37.04 20 23.02
74.08 40 46.03
92.60 50 57.54
129.64 70 80.56
148.16 80 92.06
185.20 100 115.08
370.40 200 230.16
740.80 400 460.32
926.00 500 575.40
1296.40 700 805.56
1481.60 800 920.64
1666.80 900 1035.72
Kilometers Nautical Miles Statute Miles
5.56 3 3.45
11.11 6 6.90
16.67 9 10.36
55.56 30 34.52
111.12 60 69.05
90 103.57166.68
555.60 300 345.24
690.486001111.20
1852.00 1000 1150.80
CAE SimuFlite
Weight ConversionLbs/Kilograms
8-6 Developed for Training Purposes Challenger 601July 1995
2.2046 1 .4536
4.40 2 .91
8.82 4 1.81
11.02 5 2.27
15.43 7 3.18
17.64 8 3.63
22.0 10 4.5
44.1 20 9.1
88.2 40 18.1
110.2 50 22.7
154.3 70 31.8
176.4 80 36.3
220 100 45
441 200 91
882 400 181
1102 500 227
1543 700 318
1764 800 363
1984 900 408
Lbs Kgs Lbs Kgs
6.61 3 1.36
13.23 6 2.72
19.84 9 4.08
66.1 30 13.6
132.3 60 27.2
198.4 90 40.8
661 300 136
1323 600 272
2205 1000 454
Fuel Weight to Volume ConversionU.S. Gal/Lbs; Liter/Lbs; Liter/Kg
TURBINE FUEL Volume/Weight(up to 5 lbs variation per 100 gallons due to fuel grade and temperature)
.15 1 6.7 .57 1 1.8 1.25 1 .8
.30 2 13.4 1.14 2 3.6 2.50 2 1.6
.60 4 26.8 2.28 4 7.2 5.00 4 3.2
.75 5 33.5 2.85 5 9.0 6.25 5 4.0
1.05 7 46.9 3.99 7 12.6 8.75 7 5.6
1.20 8 53.6 4.56 8 14.4 10.00 8 6.4
1.5 10 67 5.7 10 18 12.5 10 8
3.0 20 134 11.4 20 36 25.0 20 16
6.0 40 268 22.8 40 72 50.0 40 32
7.5 50 335 28.5 50 90 62.5 50 40
10.5 70 469 39.9 70 126 87.5 70 56
12.0 80 536 45.6 80 144 100.0 80 64
15 100 670 57 100 180 125 100 80
30 200 1340 114 200 360 250 200 160
60 400 2680 228 400 720 500 400 320
75 500 3350 285 500 900 625 500 400
105 700 4690 399 700 1260 875 700 560
120 800 5360 456 800 1440 1000 800 640
135 900 6030 513 900 1620 1125 900 720
U.S. U.S.Gal Lbs Gal Lbs Ltr Lbs Ltr Lbs Ltr Kg Ltr Kg
Challenger 601 Developed for Training Purposes 8-7July 1995
Conversion Tables
.45 3 20.1 1.71 3 5.4 3.75 3 2.4
.90 6 40.2 3.42 6 10.8 7.50 6 4.8
1.35 9 60.3 5.13 9 16.2 11.25 9 7.2
4.5 30 201 17.1 30 54 37.5 30 24
9.0 60 402 34.2 60 108 75.0 60 48
13.5 90 603 51.3 90 162 113.5 90 72
45 300 2010 171 300 540 375 300 240
90 600 4020 342 600 1080 750 600 480
150 1000 6700 570 1000 1800 1250 1000 800
Volume ConversionImp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr
8-8 Developed for Training Purposes Challenger 601July 1995
.83267 1 1.2010 .26418 1 3.7853 .21997 1 4.54601.67 2 2.40 .52 2 7.57 0.44 2 9.09
3.33 4 4.80 1.06 4 15.14 0.88 4 18.18
4.16 5 6.01 1.32 5 18.92 1.10 5 23.73
5.83 7 8.41 1.85 7 26.50 1.54 7 31.82
6.66 8 9.61 2.11 8 30.28 1.76 8 36.37
8.3 10 12.0 2.6 10 37.9 2.2 10 45.6
16.7 20 24.0 5.3 20 75.7 4.4 20 91.0
33.3 40 48.0 10.6 40 151.4 8.8 40 181.8
41.6 50 60.1 13.2 50 189.2 11.0 50 227.3
58.3 70 84.1 18.5 70 265.0 15.4 70 318.2
66.6 80 96.1 21.1 80 302.8 17.6 80 363.7
83 100 120 26.4 100 379 22 100 455
167 200 240 53 200 757 44 200 909
333 400 480 106 400 1514 88 400 1818
416 500 601 132 500 1893 110 500 2273
583 700 841 185 700 2650 154 700 3182
666 800 961 211 800 3028 176 800 3637
749 900 1081 238 900 3407 198 900 4091
Imp U.S. Imp U.S. U.S. U.S. Imp ImpGal Gal Gal Gal Gal Ltr Gal Ltr Gal Ltr Gal Ltr
2.49 3 3.60 .79 3 11.35 0.66 3 13.64
5.00 6 7.21 1.59 6 22.71 1.32 6 27.28
7.49 9 10.81 2.38 9 34.07 1.98 9 40.91
24.9 30 36.0 7.9 30 113.5 6.6 30 136.4
50.0 60 72.1 15.9 60 227.1 13.2 60 272.8
74.9 90 108.1 23.8 90 340.7 19.8 90 409.1
249 300 360 79 300 1136 66 300 1364
500 600 721 159 600 2271 132 600 2728
833 1000 1201 264 1000 3785 220 1000 4546
CAE SimuFlite
Temperature ConversionCelsius/Fahrenheit
Challenger 601 Developed for Training Purposes 8-9July 1995
Conversion Tables
-54 -65 -32 -26 -10 14
-53 -63
-51 -60
-31 -24
-29 -20
-50 -58
-48 -54
-47 -53
-45 -49
-44 -47
-23 - 9
-22 - 8
-42 -44
-41 -42
-20 - 4
-19 - 2
2 36
3 37
24 75
25 77
46 115
47 117
-28 -18
-26 -15
-25 -13
- 1 30
0 32
- 4 25
- 3 27
21 70
22 72
18 64
19 66
43 109
44 111
40 104
41 106
- 9 16
- 6 21
12 54
13 55
15 59
16 61
34 93
35 95
37 99
38 100
˚C ˚F ˚C ˚F ˚C ˚F ˚C ˚F ˚C ˚F
-39 -38 -17 1 5 41 27 81 49 120
-38 -36 -16 - 3 6 43 28 82 50 122
-36 -33
-35 -31
-14 - 7
-13 - 9
8 46
9 48
30 86
31 88
52 126
53 127
-34 -29 -12 -10 10 50 32 90 54 129
- 7 19
36 9714 57- 8 18-30 -22-52 -62
39 10217 63- 5 23-27 -17-49 -56
42 10820 68- 2 28-24 -11-46 -51
45 11323 731 34-21 - 6-43 -45
48 11826 794 39-18 0-40 -40
51 12429 847 45-15 - 5-37 -35
55 13133 9111 52-11 -12-33 -27
CAE SimuFlite
International StandardAtmosphere (ISA)Altitude/Temperature
8-10 Developed for Training Purposes Challenger 601July 1995
S.L. 15.0 11,000 -6.8 22,000 -28.5 33,000 -50.3
Altitude ISA(ft) (˚C)
Altitude ISA(ft) (˚C)
Altitude ISA(ft) (˚C)
Altitude ISA(ft) (˚C)
1,000 13.0 12,000 -8.8 23,000 -30.5
3,000 9.1 14,000 -12.7 25,000 -34.5
4,000 7.1 15,000 -14.7 26,000 -36.5 37,000 -56.5
5,000 5.1 16,000 -16.7 27,000 -38.4 38,000 -56.5
7,000 1.1 18,000 -20.6 29,000 -42.4 40,000 -56.5
8,000 -0.8 19,000 -22.6 30,000 -44.4 41,000 -56.5
9,000 -2.8 20,000 -24.6 31,000 -46.3 42,000 -56.5
34,000 -52.3
36,000 -56.2
2,000 11.0 13,000 -10.7 24,000 -32.5 35,000 -54.2
6,000 3.1 17,000 -18.7 28,000 -40.4 39,000 -56.5
10,000 -4.8 21,000 -26.6 32,000 -48.3 43,000 -56.5
Alt
imet
er S
etti
ng
Co
nve
rsio
nH
ecto
pas
cals
or
Mill
ibar
s/In
ches
of
Mer
cury
1 he
ctop
asca
l = 1
mill
ibar
= 0
.029
53 in
ch o
f m
ercu
ry
Co
nve
rsio
n T
able
s
Ch
alle
ng
er 6
01D
evel
oped
for
Tra
inin
g P
urpo
ses
July
199
58-
11
880
25.9
926
.02
890
26.2
826
.31
26.0
5
26.3
4
26.0
7
26.3
7
26.1
026
.13
26.1
626
.19
910
26.8
726
.90
26.9
326
.96
26.9
927
.02
920
27.1
727
.20
27.2
327
.26
27.2
927
.32
27.3
427
.37
940
27.7
627
.79
950
28.0
528
.08
27.8
2
28.1
1
27.8
5
28.1
4
27.8
827
.91
27.9
427
.96
28.1
728
.20
970
28.6
428
.67
28.7
028
.73
28.7
628
.79
980
28.9
428
.97
29.0
029
.03
29.0
629
.09
29.1
229
.15
1000
29.5
329
.56
1010
29.8
329
.85
29.5
9
29.8
8
29.6
2
29.9
1
29.6
529
.68
29.7
129
.74
29.9
429
.97
1030
30.4
230
.45
30.4
730
.50
30.5
330
.56
1040
30.7
130
.74
30.7
730
.80
30.8
330
.86
30.8
930
.92
27.1
1
27.4
027
.43
27.9
9
28.2
9
28.0
2
28.3
2
28.8
828
.91
29.1
829
.21
29.7
7
30.0
6
29.8
0
30.0
9
30.6
530
.68
30.9
530
.98
27.1
4
26.2
226
.25
28.8
2
28.2
3
27.0
5
30.0
0
30.5
9
27.0
8
28.2
6
28.8
5
30.0
3
30.6
2
Hec
top
asca
ls0
12
34
56
7o
r M
illib
ars
Inch
es o
f M
ercu
ry8
9
26.4
026
.43
26.5
226
.55
26.4
626
.49
26.8
426
.81
26.7
826
.75
26.7
226
.70
26.6
726
.64
26.6
126
.58
900
27.7
327
.70
27.6
727
.64
27.6
127
.58
27.5
527
.52
27.4
927
.46
930
28.6
128
.58
28.5
628
.53
28.5
028
.47
28.4
428
.41
28.3
828
.35
960
29.5
029
.47
29.4
429
.41
29.3
829
.35
29.3
229
.29
29.2
629
.23
990
30.3
930
.36
30.3
330
.30
30.2
730
.24
30.2
130
.18
30.1
530
.12
1020
31.2
731
.24
31.2
131
.18
31.1
531
.12
31.1
031
.07
31.0
431
.01
1050
8-14
Ch
alle
ng
er 6
01
CA
E S
imu
Flit
e
Cab
in A
ltit
ud
e45 40 35 30 25 20 15 10
05
1015
2025
CA
BIN
ALT
ITU
DE
100
0 F
T
109
8
7
6
5
4
3
2
1
0
AIRPLANE ALTITUDE 1000 FT
DIFFERENTIA
L PRESSURE P
SI
Dev
elop
ed f
or T
rain
ing
Pur
pose
sJu
ly 1
995