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feet, the air temperature is –32°C. Alternatively, at an altitude of 29,000 feet and an air
temperature of –32°C, the atmosphere is ISA + 10°C.
Also given by Figure 06−01−1 is a conversion of temperature from °C to °F, or vice-versa.
Example:
59°F is equivalent to 15°C.
PERFORMANCE
General
06−01−2
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
2. CONVERSION DATA (CONT'D)
DFM0601_001
PERFORMANCE
General
06−01−3
REV 66, Feb 01/07
Temperature Conversion
Figure 06−01−1
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
2. CONVERSION DATA (CONT'D)
B. Wind Component
A chart to convert wind velocity into a headwind or tailwind component is shown on
Figure 06−01−2.
Example:
Figure 06−01−2 shows that for a wind velocity of 40 kt at an angle of 60 degrees to the
runway centreline, the wind component parallel to the runway (headwind) is 20 knots, with
a crosswind velocity of 34.5 knots.
PERFORMANCE
General
06−01−4
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
2. CONVERSION DATA (CONT'D)
DFM0601_002 CHP1−02−17APR92
PERFORMANCE
General
06−01−5
REV 66, Feb 01/07
Wind Component
Figure 06−01−2
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
3. CALIBRATION
The position error corrections for airspeed and altitude for varying airplane speeds and altitudes,
in both the landing gear extended and retracted configurations are shown on Figures 06–01–3
through 06–01–8.
Position error correction variation with airplane weight is negligible. All figures assume instrument
error to be zero.
Position error corrections to altitude, airspeed and Mach number for the flaps-up configuration,
are negligible for the primary flight displays.
The displayed static air temperature (SAT) is unreliable on the ground since the TAT probe gives
inaccurate readings when the airplane is static or at low forward speed. In flight, the difference
between OAT and indicated SAT is negligible.
Ground airspeed position errors for flaps 20° are negligible.
A. Airspeed Position Error Correction – Primary Flight Display
Figure 06−01−3 provides the airspeed position error correction for varying conditions of flap
settings and indicated airspeed, for the primary flight display.
Example:
Indicated airspeed (IAS) = 180 KIAS
Flaps setting = 20°
Position correction (ΔV) = –0.7 knot
Calibrated airspeed (CAS) = IAS + ΔV
= 180 + (–0.7)
= 179.3 KCAS
PERFORMANCE
General
06−01−6
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
3. CALIBRATION (CONT'D)
DFM0601_003 CHP1−07−22JUN95
PERFORMANCE
General
06−01−7
REV 66, Feb 01/07
Airspeed Position Error Correction − Primary Flight Display
Figure 06−01−3
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
3. CALIBRATION (CONT'D)
B. Altitude Position Error Correction – Primary Flight Display
Figure 06−01−4 provides the altitude position error correction for varying conditions of flap
settings and indicated airspeed, for the primary flight display.
Example:
Indicated altitude (HI) = 1,500 feet
Indicated airspeed (IAS) = 180 KIAS
Flaps setting = 20°
Position correction (ΔH) = –11 feet
True pressure altitude (HP) =HI + ΔH
= 1500 + (–11)
= 1,489 feet
PERFORMANCE
General
06−01−8
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
3. CALIBRATION (CONT'D)
DFM0601_004 CHP1−08−22JUN95
PERFORMANCE
General
06−01−9
REV 66, Feb 01/07
Altitude Position Error Correction − Primary Flight Display
Figure 06−01−4
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
3. CALIBRATION (CONT'D)
C. Airspeed Position Error Correction – Standby Airspeed Indicator (Flaps Up)
Figure 06−01−5 provides the airspeed position error correction for varying conditions of
indicated airspeed and indicated pressure altitude, for the standby airspeed indicator.
　
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