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7. Expect slower than normal thrust reverser spool-up times.
8. Apply brakes at lower ground speeds (runway length permitting) to
avoid excessive brake energy absorption.
END
Quick Reference Handbook
NORMAL PROCEDURES REVISION 7
Page NG - 10 May 30/02
Cold Weather Altimeter Setting Procedures AFM 2-08-100
EXTREME CAUTION SHOULD BE EXERCISED WHEN FLYING IN
PROXIMITY TO OBSTRUCTIONS OR TERRAIN IN LOW TEMPERATURES.
This is especially true in extremely cold temperatures
that cause a large differential between the Standard Day temperature
and actual temperature. This circumstance can cause serious errors
that result in the airplane being significantly lower than the indicated
altitude.
Temperature has an effect on the accuracy of altimeters and your altitude.
The crucial values to consider are standard temperature versus
the ambient (at altitude) temperature. It is this “difference” that causes
the error in indicated altitude. When the air is warmer than standard,
you are higher than your altimeter indicates. Subsequently, when the
air is colder than standard you are lower than indicated. It is the
magnitude of this “difference” that determines the magnitude of the
error. When flying into a cooler air mass while maintaining a constant
indicated altitude, you are losing true altitude. However, flying into a
cooler air mass does not necessarily mean you will be lower than
indicated if the difference is still on the plus side. For example, while
flying at 10,000 feet (where STANDARD temperature is –5 degrees
Celsius (C)), the outside air temperature cools from +5 degrees C to 0
degrees C, the temperature will nevertheless cause the airplane to be
HIGHER than indicated. It is the extreme “cold” difference that
normally would be of concern to the pilot. Also, when flying in cold
conditions over mountainous country, the pilot should exercise caution
in flight planning both in regard to route and altitude to ensure
adequate enroute and terminal area terrain clearance.
The following table derived from ICAO formulas indicates how much
error can exist when the temperature is extremely cold. To use the
table, find the reported temperature in the left column, then read
across the top row to locate the height above the airport/reporting station
(i.e., subtract the airport/reporting elevation from the intended
flight altitude). The intersection of the column and row is how much
lower the airplane may actually be as a result of the possible cold
temperature induced error.
The possible result of the above example should be obvious, particularly
if operating at the minimum altitude or when conducting an instrument
approach. When operating in extreme cold temperatures,
pilots may wish to compensate for the reduction in terrain clearance
by adding a cold temperature correction.
Continued on next page →
Quick Reference Handbook
REVISION 7 NORMAL PROCEDURES
May 30/02 Page NG -11
Cold Weather Altimeter Setting Procedures, ctd… AFM 2-08-100
Temp Height Above Airport (Feet)
(°C) 200 300 400 500 600 700 800
+10 10 10 10 10 20 20 20
0 20 20 30 30 40 40 50
-10 20 30 40 50 60 70 80
-20 30 50 60 70 90 100 120
-30 40 60 80 100 120 130 150
-40 50 80 100 120 150 170 190
-50 60 90 120 150 180 210 240
Temp Height Above Airport (Feet)
°C 900 1000 1500 2000 3000 4000 500
+10 20 20 30 40 60 80 90
0 50 60 90 120 170 230 280
-10 90 100 150 200 290 390 490
-20 130 140 210 280 420 570 710
-30 170 190 280 380 570 760 950
-40 220 240 360 480 720 970 1210
-50 270 300 450 590 890 1190 1500
END
Use Of The Rudder In Flight AFM 2-08-110
Flight crews should use caution when operating the rudder in flight.
The rudder limiter design protects the vertical fin of prolonged maximum
rudder inputs in a single direction only. If the rudder is deflected
to maximum deflection then suddenly reversed to the maximum deflection
in the opposite direction, the vertical fin can be overstressed.
Additionally, the vertical fin can be overstressed by a pilot “walking”
the rudder either abruptly or in small increments in tune with the yaw
response. The issue is magnified at high speed.
There are 3 rules of thumb to follow when using the rudder in flight:
1. Maximum deflection of the rudder in a single direction may be
used to control the airplane when needed such as in the case of
an engine failure at takeoff. Do not return the rudder past neutral
when completing the maneuver.
Continued on next page →
Quick Reference Handbook
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