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caution messages come on during test.
(c) NOSE STEER switch ...................................Check selected to ARMED.
NOTE
When the nose wheel steering system is armed in flight, the tiller
should be centered.
(11) THRUST REVERSER, L and R
switches................................................................Select to ARMED.
Check the following:
• L and R REV ARMED
advisory messages on.
• L and R REV UNSAFE
caution messages out.
• L and R REV UNLOCKED
caution messages out.
CAUTION
Do not arm thrust reverser if L (R) REV UNSAFE caution message is
displayed.
(12) Flaps............................................................ As required Check that the flap indications
are displayed as selected.
NORMAL PROCEDURES
Approach and Landing
Vol. 1 04−08−14
REV 71, Oct 31/07
CL−604 Operating Manual
PSP 604−6
1. APPROACH AND LANDING (CONT'D)
I. Go-Around Procedure
The following procedures are recommended in the event of a missed approach or any other
situation which would necessitate making a go-around maneuver, with the airplane in the
landing configuration. It is assumed that the flight instruments, radios and navigation aids
have been previously set-up for the missed approach.
An all engine go-around maneuver after touchdown during a normal landing is entirely the
prerogative of the pilot to employ if conditions are not conducive for a full-stop landing.
CAUTION
A go-around maneuver should NOT be attempted after the
thrust reversers have been deployed.
NOTE
The minimum fuel quantity for go-around is 230 kg (500 lb) per
wing tank (with the airplane level), with a maximum airplane
climb attitude of 10° nose up.
From a gear-down, flaps 45 degrees approach; At the MAP, DH, DA or during circling,
and a decision to go-around was made:
(1) Thrust levers.....................................................Advance to the pre-determined
go-around N1 setting, while
simultaneously pressing the
Take-Off/Go-Around (TOGA)
switch.
(2) Flaps.............................................................20 degrees
(3) Airplane ............................................................... Rotate smoothly, at a speed of not
less than VREF.
(4) Pitch attitude.........................................................Adjust to achieve a speed of not less
than V2 + 10 KIAS as the flaps
are retracted to 20°.
When a positive rate of climb has been achieved:
(5) LDG GEAR lever ...................................................... Set to UP.
NOTE
When a turn is required in the missed approach procedure, wait for the
landing gear to retract fully before commencing the turn.
At flaps retraction speed (not below V2 + 20 KIAS):
(6) Flaps......................................................................... Set to 0.
(7) Normal climb-out procedures ...................... Accomplish
NORMAL PROCEDURES
Approach and Landing
Vol. 1 04−08−15
REV 77, Oct 20/09
CL−604 Operating Manual
PSP 604−6
1. APPROACH AND LANDING (CONT'D)
J. Touch-and-Go Landing Procedure
Touch-and-go landing maneuvers are only intended for use during flight training, primarily for
approach and landing practice, and should not be utilized as part of the normal take-off and
landing procedures.
NOTE
1. For touch-and-go landings, GROUND SPOILERS switch
may be left at AUTO.
2. The landing gear may be left extended throughout the whole
exercise, if required for brake cooling.
When stabilized at the downwind leg:
(1) V speeds ..................................................... Recompute and set the speed bugs
accordingly.
K. Full Stop Landing Procedure
The procedures outlined below are done simultaneously or in quick succession, as the
situation requires.
Approach through 50 feet height point at VREF (Refer to the Airplane Flight Manual; Chapter
6; PERFORMANCE – LANDING PERFORMANCE) on stabilized glide slope of 3 degrees,
with landing gear down and flaps at 45 degrees.
Thrust reversers may be used after touchdown to supplement the use of wheel brakes. At
airports where runway structural repair or debris is known to exist, use thrust reversers with
extreme caution to preclude the possibility of foreign object damage (FOD) from occurring.
With thrust reversers deployed, a nose-up pitching tendency will occur at high power settings
in the reverse range, particularly at aft centre of gravity light weights. This tendency is
controllable with elevator and may be minimized by ensuring that nose wheel touchdown is
　
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