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recommended:
(1) Thrust ................................................................ Reduce
• If altitude permits, engine thrust should be reduced to idle to maximize the engine
stall margin and lower the ITT. This action would also reduce the build-up of volcanic
material on the turbine vanes.
(2) Engine and wing anti-ice ................................... Activate
SUPPLEMENTARY PROCEDURES
Operation in Volcanic Ash/Dust
Vol. 1 06−16−1
REV 66, Feb 01/07
▼
CL−604 Operating Manual
PSP 604−6
4. CORRECTIVE ACTIONS (CONT'D)
• This action will increase bleed air extraction from the engines and further improve the
engine stall margin.
(3) ITT ......................................................................Monitor
• Closely monitor the ITT and ensure that the limits are not exceeded.
If the ITT should still increase even though the engine thrust is at idle:
(4) Affected engine ..............................................Shutdown
• If it becomes necessary to shutdown an engine to prevent exceeding ITT limits,
restart engine once it has cooled down.
• If the engine fails to start, repeated attempts should be made immediately.
(Adhere to starter cranking limits as per Airplane Flight Manual).
NOTE
A successful start may not be possible until the airplane is clear
of the volcanic ash/dust, and the airspeed and altitude is within
the airstart envelope. Take note that engines can be very slow
to accelerate to idle at high altitude, and this could be
interpreted as a failure to start, or as an engine malfunction.
After exiting the area of volcanic ash/dust cloud and the engine(s) restarted, restore systems
to normal operation. Inform ATC of the encounter.
SUPPLEMENTARY PROCEDURES
Operation in Volcanic Ash/Dust
Vol. 1 06−16−2
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
1. GENERAL
Windshear is a weather phenomenon of sudden windspeed and/or direction changes over a short
distance. The “downburst” is the most dangerous type of windshear, and recent studies have
confirmed the existence of a more hazardous yet smaller-scale form of downburst, known as
“microburst”.
Microbursts are characterized by sudden intense downdrafts, which spread outwards from the
downflow centre upon reaching the surface, causing both vertical and horizontal wind shear
activity. It varies in size, sometimes extending to about 1 mile (1.6 km) in diameter at 2,000 feet
AGL, and ranges typically from 1 to 2 1/2 miles (1.6 to 4 km) horizontally. The vertical winds
could be as high as 6,000 feet per minute, with horizontal winds running up to approximately 45
knots at the surface.
The duration of microbursts, from the initial downburst to dissipation, seldom exceeds 15
minutes, with the maximum intensity winds lasting for about 2 to 4 minutes. Multiple microbursts
have been known to occur in the same general area, and tend to take a line structure such that
the downburst activity could last for an hour, or even longer. Once microburst activity starts, be
prepared for further windshear encounters, because they can occur in groups.
2. DETECTION
There is no established method in predicting or forecasting when and where windshear can
occur. There are certain conditions, however, that the flight crew can look for, which would
indicate the possible existence of windshear along the flight path, such as:
1. Thunderstorms accompanied by heavy rain (where the air is very humid).
2. The presence of ‘virga’ (rain that evaporates before reaching the ground, usually in drier
air).
3. Frontal activity.
4. Low level jetstream.
5. A combination of the following conditions:
• Extreme variations in wind speed and/or direction in a relatively short time span.
• Evidence of a gust front, such as blowing dust over the airport surface.
• Surface temperatures higher than 30°C (86°F).
• Dew point spread of 4°C (7.2°F) or more.
It has also been known that strong microbursts can sometimes occur without precipitation and
even during sunny weather conditions. Windshear can also be caused by strong surface winds in
the vicinity of small hills or large buildings, and by sea breeze fronts.
Additionally, the following procedures are recommended to allow for the detection of possible
windshear activity:
1. Be aware of windshear PIREPs.
2. Determine the presence of thunderstorm cells in the approach or take-off areas of the
airport, using the weather radar.
3. Use the Low Level Windshear Alerting System (LLWAS), if available.
　
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