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not covered by VOR/DME, it is recommended that the airplane position be confirmed by ATC
after 3 hours.
AR Certified Airplanes
15. GROUND OPERATIONS IN HIGH WIND CONDITIONS
In the event that the airplane is parked and sustains winds or gust loads in excess of
27 meters/second, an inspection and functional check of the aileron, elevator and rudder
power control units is required.
LIMITATIONS
Systems Limitations
Vol. 1 02−08−3
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
AR Certified Airplanes
16. OPERATIONS FROM GRAVEL RUNWAYS
Operations from gravel runways are prohibited.
LIMITATIONS
Systems Limitations
Vol. 1 02−08−4
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
1. FLIGHT MANAGEMENT SYSTEM
The flight management system (FMS) must be operated in accordance with the latest edition of
the following;
• Airplane Flight Manual, and
• Flight Management System FMS–6000 Pilot’s Guide, part number 523–08007938–001117 or
later applicable revision.
The FMS is approved for use only with the SCID 832–4117–094 (no SAR) or SCID
832–4117–095 (with SAR) software program versions or later applicable revisions.
FMS database information must be verified as being current. Waypoints must be checked for
accuracy prior to use.
Use of pilot defined FMS approaches, in instrument meteorological conditions, is prohibited.
The FMS must not be used for navigation unless it is receiving suitable navigation information
from the following sources;
• One VOR/DME, or
• Two DMEs, or
• One inertial reference system (IRS), or
• GPS, if GPS is the only available sensor. Use of FMS for navigation is not approved unless
the Collins prediction program 832–3443–008, or later applicable version, has been run.
Airplane operation must not be predicated upon performance data; ETE/ETA and fuel remaining.
FMS flight plans must be identical when conducting dual FMS approach operations.
Use of FMS instrument approaches past the Final Approach Fix is prohibited, unless APPR is
annunciated on the PFD.
CAUTION
Errors to VNAV defined paths may occur because of coding errors in
the navigation data base and because of altimetry errors. The actual
VNAV path may deviate significantly below the intended VNAV path in
very cold temperatures, unless an approved temperature compensation
function (if equipped) is used to correct for non-standard temperatures.
Database coding of VNAV altitudes for approach waypoints may result
in VNAV paths continuing below Minimum Descent Altitude (MDA),
Decision Altitude (DA), or Decision Height (DH), or ending at an altitude
too high to continue a safe descent to landing. VNAV paths (often
called pseudo-glide paths) are not equivalent to an ILS glideslope.
Position along an approach must be verified prior to commencement of
VNAV descent, as displayed by the FMS. The required visual reference
must be obtained prior to commencing descent below published MDAs,
DAs, or DHs.
Use of VNAV vertical guidance for a V-MDA type approach between the final approach fix and
the missed approach fix is prohibited.
The FMS, with inputs from GPS, may only be used for approach guidance if the reference
coordinate data system for the instrument approach is WGS–84 or NAD–83.
LIMITATIONS
Navigation Systems Limitations
Vol. 1 02−09−1
REV 1, Dec 21/06
CL−605 Flight Crew Operating Manual
PSP 605−6
1. FLIGHT MANAGEMENT SYSTEM (CONT'D)
The FMS thrust setting data is the primary means of information, provided two air data computers
are available.
The FMS V speed data is the primary means of information, provided two flight management
computers are available.
AR Certified Airplanes
The FMS V speed data is advisory only.
The following performance database, part number 815–9079–001, must be verified to be current
and valid.
The following V speed database, part number 815-9174-001, must be verified to be current and
valid.
On FAA Certified Airplanes incorporating SB 605–34–007:
The following V speed database, part number 815–9082–001, must be verified to be current and
valid.
The FMS does not reduce available runway lengths for runways with displaced thresholds. When
using FMS approach performance data for a runway with a displaced threshold, the pilot must
manually enter the RWY LENGTH value with the actual available landing distance from a
published chart.
When RWY LENGTH is manually entered, the FMS does not compute headwind/crosswind;
　
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