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2. PRE-FLIGHT PREPARATION
NOTE
During airplane operations when the flight compartment and cabin
temperatures are above 30°C (86°F), the air-conditioning packs or the low
pressure ground conditioned air supply must be operating in order to
maintain display temperatures within a range that prevents a display
shutdown.
The importance of keeping the interior of the airplane as cool as possible cannot be
overemphasized. All entrances and access doors to the airplane should be kept closed as
much as possible, and the cargo bay door should not be left open any longer than is
necessary. Every effort to reduce the heat being generated in the flight compartment while
the airplane is on the ground should be made.
The flight crew should see to it that the following procedures are performed:
(1) APU Bleed air pressure........................................Check
(2) APU LCV ............................................................... Open
Then:
(3) 10TH STAGE, ISOL valve........................... As required
(4) 10th Stage Bleed air.................................................. Off
(5) L and/or R PACK (s)..................................................On
• Both air-conditioning packs should be used for maximum cooling, if possible.
• For single pack usage, position ISOL Valve as required:
• For left pack, 10TH STAGE ISOL valve.........Close
• For right pack, 10TH STAGE ISOL valve ......Open
(6) CKPT and CABIN Temperature
controls.................................................................COLD
(7) WSHLD Heat............................................... Check OFF
(8) Weather Radar .......................................................... Off
(9) Non-essential avionics equipment............................. Off
(10) All air outlets and gaspers ..................................... Open
(11) Cabin gaspers ....................................................... Open
(12) Window shades ...................................................Closed
• On the sun-exposed side of the passenger cabin.
SUPPLEMENTARY PROCEDURES
Hot Weather Operation
Vol. 1 06−14−1
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
4. TAXI-OUT AND TAKE-OFF
A. Taxi-Out
Operation in areas of high ambient temperatures may cause brake temperature limits to be
exceeded. This condition would lead to the fusible plug(s) melting, resulting in the deflation of
the tire(s) involved. When operating on runways and taxiways exposed to high temperatures,
considerations for brake cooling should always be taken into account. These areas usually
maintain temperatures well above the ambient, therefore, excessive use and riding of brakes
should be avoided. Braking should be done to a minimum so as to allow the airplane to
accelerate, then brake to a very slow taxi speed, and release the brakes completely.
Reverse thrust may be used, at the pilot’s discretion, to control the taxiing speed of the
airplane without the use of braking. The use of single (or both) reverse thrust should be
considered when operating under the following conditions:
• High ambient temperatures
• Heavy braking after landing
• Downslope taxi
• Tailwinds
• Light gross weight
• Any combination of the above.
The application of reverse thrust should be done with caution, taking into account the surface
condition of the movement area. The use of thrust reversers during taxi on airports with
contaminated runways and taxiways (i.e. dirt, dust, loose debris, etc.) is not recommended.
B. Take-Off
High ambient temperatures in combination with short runways or high elevation airports could
cause substantial penalties on airplane performance. These penalties should be taken into
account early in the pre-flight preparation and the limiting effects to the payload which can be
carried, seriously considered. The use of alternate take-off procedures (e.g. Zero-Bleeds
Take-off, etc.) may be necessary under such conditions. Review the various airplane,
powerplant and fuel temperature limitations in the applicable sections of the Airplane Flight
Manual. Use the longest runway available, if possible.
5. LANDING
A. Landing
The landing phase of flight during high ambient temperature conditions is not as demanding
as with cold weather operations. It should be noted, however, that runway conditions,
particularly at the touchdown area, could be slick due to the heavy deposits of rubber and oil
which have melted. The occurrence of hydroplaning is not remote, and the procedures
mentioned in the ‘Landing’ portion of the “Operation on Contaminated Runways” supplement
　
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