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REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
3. LANDING FIELD LENGTH AND SPEED (CONT'D)
DFM0607_003 LFL604_HA_RC_10MAY96
PERFORMANCE
Landing Performance
06−07−7
REV 66, Feb 01/07
Landing Field Length and Landing Speed, Flaps 45°
Figure 06−07−2
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
4. MAXIMUM PERMISSIBLE QUICK TURN-AROUND LANDING WEIGHT
Figure 06−07−3 provides the maximum permissible quick turn-around landing weights for
varying conditions of airport pressure altitude, ambient temperature, wind and runway slope.
After landing at a weight exceeding the quick turn-around landing weight, a minimum waiting time
of 50 minutes must be observed, followed by an inspection of the wheels, brakes, tires, and
landing gear in accordance with the Airplane Maintenance Manual.
After landing at a weight equal to or less than the quick turn-around landing weight, a brake
cooling time, determined in accordance with the method described in TURN−AROUND TIME –
Cooling of Wheels, Brakes and Tires in this chapter, must be observed before take-off.
Associated Conditions:
Ambient temperature = 10°C
Airport pressure altitude = 10,000 feet
Wind = 10 knots, tailwind
Runway slope = +2%
The example in Figure 06−07−3 shows that for the above associated conditions, the maximum
quick turn-around landing weight is 16,100 kg (35,494 lb).
PERFORMANCE
Landing Performance
06−07−8
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
4. MAXIMUM PERMISSIBLE QUICK TURN-AROUND LANDING WEIGHT (CONT'D)
DFM0607_004 QCK604_HA_JP_25MAY96
PERFORMANCE
Landing Performance
06−07−9
REV 66, Feb 01/07
Maximum Permissible Quick Turn-Around Landing Weight
Figure 06−07−3
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
PERFORMANCE
Landing Performance
06−07−10
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
THIS PAGE INTENTIONALLY LEFT BLANK
1. COOLING OF WHEELS, BRAKES AND TIRES
Brake cooling times derived from Figure 06−08−3, must be observed between a landing or a
low energy rejected take-off (RTO) and a subsequent take-off, to ensure that brake energy or
brake temperature limits are not exceeded during the next take-off or in the event that the next
take-off is rejected. The cooling times provided in Figure 06−08−3 apply only to single
landing/take-off turn-around.
It is assumed that the airplane is operated in the approved take-off or landing configuration.
A. Use of Brake Cooling Charts
Brake cooling times are obtained from Figure 06−08−3, after the landing (or previous RTO)
brake energy and the required RTO brake energy for the subsequent take-off have been
determined.
Landing brake energy is determined from Figure 06−08−1. When establishing the landing
brake energy, a braking speed equal to the indicated airspeed (KIAS) at the time the wheel
brakes were first applied, must be used.
The required RTO brake energy for the subsequent take-off is determined from
Figure 06−08−2, using the V1 speed appropriate for the take-off condition.
Figure 06−08−2 can also be used to determine the brake energy absorbed during a previous
RTO. In this case, the indicated airspeed (KIAS) at the time the wheel brakes were first
applied must be used instead of the V1 speed.
B. Repeated Turn-Around Operations
For repeated turn-around operations, such as multi-segment flights or crew training,
additional in-flight cooling may be required to avoid progressive temperature build-up of heat
in the wheels, brakes and tires.
A ten minute in-flight cooling period with the landing gear extended prior to landing on the
second and subsequent turn-around, will allow the turn-around times to be used on a
repeated basis.
NOTE
In-flight cooling does not replace the ground cooling requirements specified
in Figure 06−08−3, but is additional cooling required for multiple
turn-around operations.
C. Systems Malfunction
If a brake or anti-skid system malfunction occurs during landing or RTO, or a landing is
conducted at reduced flap angles, the brake energy expended derived from Figure 06−08−1
or Figure 06−08−2 (as appropriate) may be increased by a factor of up to two.
A minimum turn-around time of 50 minutes must be observed to ensure that the fusible plug
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