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GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 2
NORMAL
PROCEDURES
2-56 FAA APPROVED
11 October 2001
2-08-100: Cold Weather Altimeter Setting Procedures:
1. 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.
2. 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.
3. 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.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 2
NORMAL
PROCEDURES
FAA APPROVED 2-57
11 October 2001
ICAO COLD TEMPERATURE ERROR TABLE
Height Above Airport in Feet
R
E 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
P
O +10 10 10 10 10 20 20 20 20 20 30 40 60 80 90
R
T 0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
E
D -10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
T -20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
E
M -30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
P
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
°C
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
4. 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.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 2
NORMAL
PROCEDURES
2-58 FAA APPROVED
30 May 2002
2-08-110: Use Of The Rudder In Flight:
Flight crews should use caution when operating the rudder in flight. The rudder limiter design
protects the vertical fin for 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 three 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.
2. Do not walk the rudder in tune with the yaw response either with abrupt or smooth inputs.
3. If you follow the above two rules and continue to fly the airplane within the published
envelope using normal airmanship, you will not overstress the airplane.
　
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