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armed.
LANDING
1. Landing is not recommended unless both thrust reversers are operational.
2. Landing is not recommended following a system failure (e.g. anti-skid, spoilers, etc.)
that would adversely affect the landing distance (Refer to Chapter 5; ABNORMAL
PROCEDURES ).
SUPPLEMENTARY PROCEDURES
Operation on Contaminated Runways
Vol. 1 06−13−2
REV 75, Feb 17/09
CL−604 Operating Manual
PSP 604−6
4. HYDROPLANING
Hydroplaning can occur on runways contaminated with standing water or slush, and results when
hydrodynamic lift forces generated between the tires and the contaminant are sufficient to lift the
tires and airplane clear of the runway surface. In this condition, the tires are no longer capable of
providing directional control or effective braking.
Hydroplaning does not normally occur in water depths of less than 5 millimeters (1/5 inch),
although under some conditions the minimum depth may be as low as 2.5 millimeters (1/10 inch).
Once hydroplaning has commenced, it can be sustained over areas where the water depth is
less than that required to initiate hydroplaning, and at speeds lower than that required for
initiation.
Initiation of hydroplaning is calculated to be at the following ground speeds (KTS):
CONTAMINANT
TIRE PRESSURE
(PSI)
HYDROPLANING SPEED
(KTS)
Standing Water
(δ = 1.00)
MAIN: 184 122
NOSE: 155 112
Slush
(δ = 0.85)
MAIN: 184 132
NOSE: 155 122
Wet Snow
(δ = 0.50)
MAIN: 184 173
NOSE: 155 158
Dry Snow
(δ = 0.20)
MAIN: 184 273
NOSE: 155 251
NOTE
• Tire pressures are determined with the airplane on the ground.
• δ= specific gravity of contaminant.
• Hydroplaning speed = 9 (tire pressure/δ)½
5. TAKE-OFF
Runway contamination, in the form of standing water, slush, snow and ice, has a negative impact
on the accelerate-stop distance and the ground run portions of the take-off run and take-off
distance values. Under these conditions, corrections have to be applied to the take-off speeds
and distances, which would consequently affect take-off performance values.
Take-off field length is the greater of the distance required to accelerate to the critical engine
failure recognition speed (V1) and then come to a full stop, or the distance required to accelerate
to V1 and then continue acceleration with an engine failed to a height of 35 feet above the runway
surface. Braking coefficients used during the braking phase of a rejected take-off are based on
analysis. APR must be operational and armed for take-off.
The take-off procedures mentioned in the Cold Weather Operation supplement in this chapter
may be used, as applicable.
For the appropriate take-off data and take-off performance, refer to Chapter 6; PERFORMANCE
of the Airplane Flight Manual.
SUPPLEMENTARY PROCEDURES
Operation on Contaminated Runways
Vol. 1 06−13−3
REV 68, Apr 16/07
CL−604 Operating Manual
PSP 604−6
6. LANDING
Landing on an icy runway is not recommended. If landing is unavoidable under such conditions, it
is recommended that reverse thrust be used as soon as possible after touchdown. For dry
runways, the most effective means of stopping the airplane are the brakes. However, for icing
conditions and contaminated runway operations, the thrust reversers were found to be the most
effective deceleration device.
DO NOT try to offset a poor runway braking condition by landing short. It is equally important not
to land long. However, landing short can have far more serious consequences than overrunning
the far end of the runway at low speed. The desired touchdown point is always about 1,000 feet
from the approach end of the runway.
Maintain close control over approach speeds, and maintain the recommended speed for the
existing condition. The recommended wind additives (1/2 prevailing wind plus gust factor, to a
maximum of 20 KIAS) should provide adequate safety margins for both the approach and the
landing roll. Control the glide slope path to accomplish a touchdown on the desired touchdown
point. Fly the airplane firmly toward the runway, keeping the aim point even if it the approach
speed will be overshot. If an unsatisfactory approach will result in a touchdown far down the
runway, go around and make another approach.
CAUTION
Once the airplane has been landed and the deceleration effort
commenced, attempting a go-around is not recommended.
If the wing anti-ice system is inoperative, and large ice formations remain on the wing leading
edge, 30 knots must be added to the reference speed to maintain normal handling characteristics
　
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