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in this chapter can be used.
This condition also holds true at the opposite approach area at the end of the runway in use,
therefore, slow down to a manageable speed before turning off from the runway, to preclude
skidding and departing from the intended path.
Always opt for the longest runway available for landing, if possible.
SUPPLEMENTARY PROCEDURES
Hot Weather Operation
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REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
5. LANDING (CONT'D)
B. Brake Cooling
For quick turnaround operations, bear in mind that the energy absorbed by the brakes
following each landing is accumulative. This could prove detrimental and may cause
considerable delays at stops, if it results in overheating of the brakes and the possible melting
of the wheel fusible plug(s) resulting in the deflation of the tire(s) involved.
The brake cooling times established in the Airplane Flight Manual, Chapter 6;
PERFORMANCE – TURN-AROUND TIME – Cooling of Wheels, Brakes and Tires, should be
adhered to.
Every effort to maintain cool brakes should be attempted. Early extension of the landing gear
prior to the approach is recommended. Additional in-flight cooling for every segment of the
route should be sufficient enough to cool the brakes and the tires before landing.
The recommended deceleration technique after landing should be adhered to. Excessive
braking should be avoided, and the thrust reversers should be used to their full advantage.
SUPPLEMENTARY PROCEDURES
Hot Weather Operation
Vol. 1 06−14−3
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
SUPPLEMENTARY PROCEDURES
Hot Weather Operation
Vol. 1 06−14−4
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
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1. GENERAL
Flight through known turbulence should be avoided as much as possible. During cruise, areas
with known severe turbulence should be overflown or circumnavigated, if possible. In the
departure or approach area, when severe turbulence or thunderstorms have been reported or
observed, this may entail a delay of the take-off or the approach. If flight through turbulence is
unavoidable, the following procedures are recommended and should be observed, as applicable.
2. TURBULENCE PENETRATION
Before entering an area of known turbulence, secure all loose equipment in the flight
compartment. Shoulder harnesses should be worn by both flight crew, and checked for security.
The recommended procedures for flight in turbulence are as follows:
1. AUTOPILOT
• The autopilot may be used when flying through turbulence, and in most cases can
be regarded as the primary means of aircraft control in turbulence. To engage the
autopilot in the turbulence mode, select the turbulence (TURB) switch on the flight
control panel (FCP). In the turbulence mode, the autopilot gains are reduced to
compensate for, and provide a smoother flight during, turbulent conditions. When
the autopilot is used, guard the AP/SP DISC button on the control wheel to permit
immediate disengagement should the need arise.
2. AIRSPEED
• The best airspeed and flight configuration to use in severe turbulence is that which
affords the best overall protection from inadvertent stall and high speed buffet while
retaining structural integrity. Most turbulence encounters at high altitude are not
severe and do not require an airspeed reduction. DO NOT fly less than the
minimum maneuvering speed for the existing flight condition. The maximum
recommended airspeed for turbulence penetration is 280 KIAS or 0.75M, whichever
is less. (For maneuvering speeds, refer to the Airplane Flight Manual).
• Severe gusts or drafts will cause large and often rapid variations in IAS. Do not
“chase” the airspeed in order to maintain the recommended speed.
3. ALTITUDE
• Large altitude variations are possible in severe gusts or drafts, but do not “chase”
altitude. Allow it to vary (provided there is adequate terrain clearance), that is,
sacrifice altitude in order to maintain the desired attitude.
4. ATTITUDE
• If the airplane is flown manually, hold wings level and desired pitch attitude using
the flight director as the primary instrument. In extreme drafts, large attitude
changes may occur. Do not make sudden large control inputs when making
corrections; instead, use moderate inputs to resist changes in attitude. After
establishing the trim setting for penetration, do not change stabilizer trim.
5. ENGINE
• Adjust thrust to maintain the recommended turbulence penetration airspeed as
　
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