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• Anticipate wing anti-icing requirements during descent. This may require increased
thrust settings and associated lower rate of descent. Descent planning should be
adjusted accordingly.
• Flaps should not be extended in icing conditions except as required. However, if flaps
are deployed in icing conditions for extended periods or in severe icing, light to moderate
buffet may be encountered. No handling difficulties will result and normal landing flaps
can be used. If the buffet is alleviated by reducing the flap setting, a landing in this
configuration may be made at the discretion of the pilot. Refer to Chapter 5; ABNORMAL
PROCEDURES – FLIGHT CONTROLS, Flaps Failure, for factors to be applied to
approach speed and landing distance.
• If holding for extended periods in severe icing and handling difficulties result, i.e.
excessive tailplane angle required to trim, landing may be made at a reduced flap setting
at the discretion of the pilot. Refer to Chapter 5; ABNORMAL PROCEDURES – FLIGHT
CONTROLS, Flaps Failure, for factors to be applied to approach speed and landing
distance.
• Ensure all engine bleed and runway condition penalties have been considered in
landing/go-around performance calculations.
• Avoid holding in icing conditions for longer than is necessary.
• Ensure that the cleared runway width available is sufficient.
• Take note of Pilot Reports (PIREPs) on braking conditions.
The maximum depths of runway contaminants covering an appreciable part of the
runway are:
• Standing water is more than 12.7 millimeters (0.50 inch).
• Slush is more than 12.7 millimeters (0.50 inch).
• Wet snow is more than 25.4 millimeters (1.00 inch).
• Dry snow is more than 61.0 millimeters (2.40 inch).
A diversion should be considered:
• During extreme weather conditions (i.e. freezing rain).
• When braking action is reported to be poor.
• When crosswind component exceeds 15 knots, and the runway is slippery.
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−31
REV 77, Oct 20/09
CL−604 Operating Manual
PSP 604−6
8. PHASE OF FLIGHT PROCEDURES (CONT'D)
G. Landing
Considerations:
• Carry out a positive touchdown to ensure initial wheel spin up and breakout of frozen
brakes, if icing accumulation on the wheels and brakes is suspected.
• Lower the nose wheel immediately.
• Anticipate skidding and hydroplaning to occur, and be prepared to make the necessary
corrections.
• Deploy spoilers and use maximum reverse thrust as soon as possible after touchdown.
Thrust reversers are most effective at high speed. Maximum reverse thrust may be used
to a complete stop in case of an emergency situation.
• If a loss of directional control occurs, reduce reverse thrust to idle reverse and, if
necessary, return the engines to forward idle thrust to return to the centerline. Regain the
centerline with nosewheel steering, rudder and/or differential braking.
• DO NOT pump the brakes, as this will only diminish braking effectiveness. Apply brakes
normally with steadily increasing pressure, allowing the anti-skid system to modulate
brake pressures to obtain maximum braking.
H. Taxi-In and Parking
Considerations:
• DO NOT retract the flaps to less than 20° if the landing occurred on a contaminated
runway, to avoid possible damage to the structure and mechanism by frozen slush
and/or snow.
• A ground crew check should be performed, and flap retraction completed, when the
ground crew has confirmed that there is no significant amount of ice, slush or snow in
the flap mechanism.
• Anticipate the movement areas may be slippery, and the use of reverse thrust may be
necessary to stop the airplane.
• If able, park on a clear or sanded spot.
• Park into wind, if possible.
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−32
REV 77, Oct 20/09
CL−604 Operating Manual
PSP 604−6
8. PHASE OF FLIGHT PROCEDURES (CONT'D)
I. Securing the Airplane
Considerations
• In addition to the normal procedures for securing the airplane, the flight crew must
ensure that ground personnel provide for special servicing of the airplane, especially for
prolonged or overnight stops.
• The APU may be operated, and air-conditioning packs used, to provide for heating of the
airplane interior and essential compartments, to preclude freezing of the battery or water
containers.
At airports where normal support is not available, the flight crew should make certain that the
　
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