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Category II Operations 07−08−01−22
SUPPLEMENT 8
Operation With Airplane Systems Inoperative
07−08−00−2
REV 71, Oct 31/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
Page
1. GENERAL
This supplement is applicable only when used in conjunction with a Minimum Equipment List
approved by the appropriate authority.
The data in this supplement provides limitations, procedures and performance corrections to be
applied when dispatching with some specific airplane systems inoperative.
These data complement or supersede data contained in the basic Airplane Flight Manual. This
supplement must therefore be used in conjunction with the basic Airplane Flight Manual.
The effect of this supplement on the basic Airplane Flight Manual is given in paragraphs
(2) to (7).
2. INTRODUCTION
The general information in Chapter 1 is applicable.
3. LIMITATIONS
The limitations in Chapter 2 are applicable, except per MMEL or as modified by the following:
A. Hydraulic AC Motor Pump Inoperative
APR must be selected off, when dispatching with one hydraulic AC motor pump (1B or 2B)
inoperative.
4. EMERGENCY PROCEDURES
The emergency procedures in Chapter 3 are applicable.
5. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable.
6. ABNORMAL PROCEDURES
The abnormal procedures in Chapter 5 are applicable.
7. PERFORMANCE
The performance data in Chapter 6 are applicable, except as modified by the following:
A. Ground Spoilers Inoperative
With the ground spoilers inoperative:
Take-off distance for dry or wet runways Multiply by a factor of 1.08 (8%)
Landing distance and landing field length Multiply by a factor of 1.14 (14%)
NOTE
No correction to the take-off decision speed (V1) is required.
SUPPLEMENT 8
Operation With Airplane Systems Inoperative
07−08−01−1
REV 71, Oct 31/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
7. PERFORMANCE (CONT'D)
B. Cowl Anti-Ice Pressure Relief Blow-Off Valve Inoperative
If cowl or wing and cowl anti-ice is on with one cowl anti-ice pressure relief blow-off valve
failed open:
• Use cowl and wing anti-ice thrust settings (N1), and reduce as follows:
Thrust settings (N1) Subtract 1.4%
NOTE
N1 thrust setting reduction is applicable to both engines.
• Use cowl and wing anti-ice performance, and adjust as follows:
Take-off distance for dry or wet runways Multiply by a factor of 1.14 (14%)
Obstacle clearance reference climb gradient Subtract 1.5%
Final segment and enroute climb gradient (gross) Subtract 1.4%
Approach climb gradient Subtract 1.5%
Landing climb gradient Subtract 3.0%
Take-off weight limited by climb requirements Multiply by a factor of 0.95 (–5%)
Landing weight limited by climb requirements Multiply by a factor of 0.95 (–5%)
NOTE
No correction to the take-off decision speed (V1) is required.
C. Nose Wheel Steering Inoperative
With nose wheel steering inoperative:
Take-off distance Multiply by a factor of 1.02 (2%)
NOTE
1. The maximum crosswind component for take-off and landing is
20 knots.
2. Take-off and landing is not permitted on contaminated runways.
3. Excessive use of asymmetric braking may lead to fusible plug
release or failure.
D. Flap Power Drive Unit Inoperative
With flaps operating at half speed:
• Reduce the maximum landing weight as follows:
Landing weight limited by climb requirements Reduce by 3,500 lb
• Increase the acceleration distance as follows:
Net take-off flight path Increase by 4,000 ft
SUPPLEMENT 8
Operation With Airplane Systems Inoperative
07−08−01−2
REV 71, Oct 31/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
7. PERFORMANCE (CONT'D)
E. Anti-Skid Inoperative
CAUTION
Extreme caution is required during braking to avoid tire damage or
blowout. Maximize use of reverse thrust.
With anti-skid inoperative:
Take-off distance for dry or wet runways Multiply by a factor of 1.90 (90%)
Decision speed (V1) – 17 KIAS
Landing distance and landing field length Multiply by a factor of 1.95 (95%)
NOTE
1. Corrected V1 may not be less than V1MCG .
2. Take-off and landing is not permitted on contaminated runways.
3. Reduced thrust take-off is not permitted.
The maximum take-off weight limited by brake energy is determined from Figure 07−08−1.
A brake cooling time of 50 minutes must be observed between a landing or a low energy
rejected take-off and a subsequent take-off.
　
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