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altimeters to achieve field elevation.
OPERATING MANUAL
03-08-00 EXPANDED NORMAL PROCEDURES
Page 4
May 30/02
Revision 7
(2) Perform Takeoff Initialization and verify Takeoff Data to be correct.
(3) On Display Controller, manually ″box″ takeoff speeds.
(4) Set QNH in BARO CORR window of Cabin Pressure Selector
Panel.
(5) Set altimeters to QFE for takeoff.
(6) During TAXI checklist, verify that DFRN PRESS does not exceed
0.30 PSID.
(7) Select TERRAIN INHIBIT to ON if EGPWS equipped and Software
Level is -104 -104.
B. Climb:
(1) When clear of traffic pattern, select AUTO Vspeeds on Display
Controller.
(2) At Transition Altitude, select appropriate altimeter setting (29.92/
1013).
(3) Select TERRAIN INHIBIT to OFF.
C. Approach:
(1) Set QFE altimeter setting when directed by ATC.
(2) Set QNH in BARO CORR window of Cabin Pressure Selector
Panel.
(3) Set actual Landing Field Elevation in LANDING window of Cabin
Pressure Selector Panel.
(4) Set desired rate in RATE window of Cabin Pressure Selector Panel.
(5) Select TERRAIN INHIBIT to ON if EGPWS equipped and Software
Level is -104 -104.
(6) Verify DFRN PRESS is less than 0.30 PSID prior to landing.
03-08-90: RNAV Approach Procedures
1. Published Approach................................................................................REVIEW
2. Approach ......................................SELECT FROM DATABASE AND ACTIVATE
3. MDA or RAD ALT Value.....SET TO PUBLISHED DA OR REFERENCE RADIO
ALTITUDE VALUE
WHEN CLEARED FOR THE APPROACH:
4. Guidance Panel...............................................................................................SET
A. LNAV Mode (and VNAV Mode, If Desired)........................................ARM
B. Altitude Preselector .............SET TO TOUCHDOWN ELEVATION ZONE
When cleared for the approach, arm the LNAV mode (and VNAV mode if
VNAV guidance is desired for the approach) on the guidance panel. Set the
Altitude Preselector to the Touchdown Elevation Zone to ensure
continuous vertical guidance to the runway.
WHEN WITHIN 2 MILES OF THE FAF (FINAL APPROACH FIX):
5. FMS Approach Light / FMS Approach Message .........VERIFY ILLUMINATED
When within 2 miles of the FAF, the FMS Approach light / FMS Approach message
will illuminate. This is clearance to continue the approach to the published DA. If
the FMS Approach light / FMS Approach message does not illuminate, the
approach shall be abandoned.
OPERATING MANUAL
EXPANDED NORMAL PROCEDURES 03-08-00
Page 5
May 30/02
Revision 7
WHEN RUNWAY IS IN SIGHT:
6. Autopilot / Autothrottle ..........................DISCONNECT AND LAND AIRPLANE
When runway is in sight, disconnect autopilot/autothrottle and land the airplane. If
runway is not in sight at the DA or MDA (as appropriate), execute the published
missed approach.
03-08-100: Cold Weather Altimeter Setting Procedures
1. General:
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 Effects On Altimeter / Altitude Accuracy:
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
　
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