曝光台 注意防骗
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(Refer to Chapter 5; ABNORMAL PROCEDURES – ICE AND RAIN PROTECTION).
A. Crosswind Landings
A slippery runway and a crosswind are obviously a bad combination. When landing on a wet
runway, a 25 knot crosswind is generally considered maximum. If the runway is known to be
slippery (snow or ice covered), a crosswind component of 15 knots should be the maximum.
In crosswind conditions, the crosswind crab angle should be maintained for as long as
possible, until prior to touchdown. Aim for the centerline or slightly on the upwind side, and
avoid touching down on the downwind side of the runway, because of the possibility of the
airplane weathervaning towards the wind after touchdown, and drifting toward the downwind
side of the runway.
B. Touchdown
After touchdown, the early employment of all means of decelerating the airplane (particularly
the thrust reversers) cannot be overemphasized. The use of rudder pedals for steering at high
speeds is recommended, and use the nosewheel steering tiller with great care. Apply a slight
forward pressure on the control column, to increase main gear loading and improve
directional control.
SUPPLEMENTARY PROCEDURES
Operation on Contaminated Runways
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REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
6. LANDING (CONT'D)
If the airplane starts to skid or drift gradually, it may be necessary to move the thrust levers
out of reverse thrust, and to go to forward idle thrust to recover the centerline. It may also be
necessary to reduce the brake pressure, to regain control and re-establish alignment with the
centerline. For additional procedures and techniques during the landing roll, refer to the
applicable procedures mentioned in the Cold Weather Operations supplement in this chapter.
NOTE
Pilots should seat themselves so as to ensure that they can achieve
maximum braking with full rudder pedal deflection in either direction.
C. Use of Reverse Thrust
The intensity and duration of reverse thrust used at low speeds should be minimized. Using
reverse thrust at low speeds, on snow and ice covered runways, can cause foreign object
damage (FOD) to engines, increase the possibility of loss of forward visibility due to
“whiteout”, as well as increase the possibility of ice build-up on the wing and empennage
sections, which could cause considerable delays specially during quick turn-around
schedules.
It should be realized, however, that maximum reverse thrust may be used up to a full stop
during emergency situations, or if the safety of the airplane will be jeopardized.
The use of reverse thrust during crosswind conditions may aggravate possible directional
control problems encountered during such conditions. If the airplane is allowed to
weathervane into the wind, the reverse thrust side force component will add to the crosswind
component, drifting the airplane towards the downwind side of the runway at a faster rate
than normal. To correct the situation, it will be necessary to reduce the reverse thrust to
reverse idle and release the brakes. In extreme conditions, it may even be necessary to move
the thrust levers out of reverse thrust and to go to forward idle thrust. Use rudder, steering
and differential braking, as required, to prevent overcorrecting past the runway centerline.
When re-established on the runway centreline, reapply steady brakes and reverse thrust, as
required, to stop the airplane.
Do not attempt to turn off from a slippery runway until the speed is reduced to a safe level, to
prevent skidding. Anticipate low friction when approaching the touchdown zone at the far end
of the runway. The touchdown zone may be very slippery when wet, due to heavy rubber and
oil deposits.
For the corrected landing distance and performance data, refer to Chapter 6;
PERFORMANCE – LANDING PERFORMANCE of the Airplane Flight Manual.
SUPPLEMENTARY PROCEDURES
Operation on Contaminated Runways
Vol. 1 06−13−5
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
SUPPLEMENTARY PROCEDURES
Operation on Contaminated Runways
Vol. 1 06−13−6
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
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1. GENERAL
Extremely high temperature conditions present problems to airplane operations of a different
nature than those associated with cold weather operations. The main concerns focus primarily on
passenger and crew comfort, and the significant decrease in airplane performance which high
ground temperatures can effect. The following recommended procedures have been provided to
supplement the normal operating procedures, and should be observed, as applicable.
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