altimeter setting
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altimeter setting
Many airlines are now setting the altimeter from QNH to QNE when cleared to climb above the TA while in doc 8168 it is specified that it should be done at the transition altitude.
I was reviewing Doc 8168 and i haven't even found the allowance were you could set from QNE to QNH when cleared to an altitude in descent. Now in 8168, it says to change to QNH when passing through the transition altitude ?
As there been any change lately on this ?
thanks
I was reviewing Doc 8168 and i haven't even found the allowance were you could set from QNE to QNH when cleared to an altitude in descent. Now in 8168, it says to change to QNH when passing through the transition altitude ?
As there been any change lately on this ?
thanks
Well yes, below the TA you set the altimeter sub-scale to QNH, above it you set the sub-scale (or push the button) so that the altimeter reads QNE.
But we all know what the OP meant.
But we all know what the OP meant.
I always thought QNE was used when landing at an airport with 1013.25 (ie SPS) set. Specifically, the QNE was the 'height' shown when the aircraft was on the threshold. I'm not sure that QNE refers to all heights read from an altimeter set to the SPS.
ie, with a sea level pressure of 1013.25 and a 'perfect' atmosphere, the QNE of a threshold 500ft above msl would be 500ft. If you were flying downwind in the circuit 1000ft above the threshold your altimeter would be reading 1500ft, but that is not the QNE.
Standing-by to be corrected!
ie, with a sea level pressure of 1013.25 and a 'perfect' atmosphere, the QNE of a threshold 500ft above msl would be 500ft. If you were flying downwind in the circuit 1000ft above the threshold your altimeter would be reading 1500ft, but that is not the QNE.
Standing-by to be corrected!
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I'd agree with that definition. It goes to prove it's a pointless and potentially confusing term which imho has no place in modern aviation. It most certainly does not mean a pressure setting of standard which it's often mistakenly used as.
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For the other guys, QNE is the old Q code that was use before stating standard. And it has nothing to do with QFE!
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Further, from PANS OPS
2.4.3 References to vertical positioning after approach clearance
After approach clearance has been issued and the descent to land is begun, the vertical positioning of an aircraft above the transition level may be by reference to altitudes (QNH) provided that level flight above the transition altitude is not indicated or anticipated.
2.4.3 References to vertical positioning after approach clearance
After approach clearance has been issued and the descent to land is begun, the vertical positioning of an aircraft above the transition level may be by reference to altitudes (QNH) provided that level flight above the transition altitude is not indicated or anticipated.
In practice, every UK operator for whom I have flown has used the following SOP (or very close to it), which works worldwide, guards against forgetfulness and distraction and seems to satisfy ATC. At least, I have never heard ATC complain, nor have I reported the wrong level/altitude in the climb or descent:
On take-off, all three altimeters set to QNH.
(If cleared to a FL as part of the initial clearance, set STD on Nos 1 and 2 when above accel alt.)
When cleared to a FL, set STD on Nos 1 and 2.^
When above T. Alt and MSA, set STD on the stby.
Before top of descent, set QNH on the stby.
When cleared to an altitude, set QNH on Nos 1 and 2.*
Contingencies:
^Climbing, if required to level off at an intermediate altitude below T. Alt., set QNH on Nos 1 and 2.
If required to report passing a certain altitude, refer to the stby.
*Descent, if required to level off at an intermediate FL above T. Lvl, set STD on Nos 1 and 2.
If required to report passing a certain FL, set the stby to STD and refer to that.
For QFE operations, use a derived QNH.
On take-off, all three altimeters set to QNH.
(If cleared to a FL as part of the initial clearance, set STD on Nos 1 and 2 when above accel alt.)
When cleared to a FL, set STD on Nos 1 and 2.^
When above T. Alt and MSA, set STD on the stby.
Before top of descent, set QNH on the stby.
When cleared to an altitude, set QNH on Nos 1 and 2.*
Contingencies:
^Climbing, if required to level off at an intermediate altitude below T. Alt., set QNH on Nos 1 and 2.
If required to report passing a certain altitude, refer to the stby.
*Descent, if required to level off at an intermediate FL above T. Lvl, set STD on Nos 1 and 2.
If required to report passing a certain FL, set the stby to STD and refer to that.
For QFE operations, use a derived QNH.
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I've done both ways, flying for different operators.
I prefer the method of setting the altimeter to QNH/STD immediately after getting the clearance to altitude/FL.
The biggest benefit is that it makes it less probable to forget to change the setting, which can easily happen when waiting for TA/TL - which is something that can kill you, or easily cause a traffic conflict (had done a circle-to-land at 400ft agl myself due to forgetting to set the QNH)
I think this outweighs any potential problems of using the other method, i.e. setting the altimeter at TA/TL. Anyway, with modern jets climbing/descending at 3-4000ft/min, accurate altitude reading during climb/descent is not practical...
I prefer the method of setting the altimeter to QNH/STD immediately after getting the clearance to altitude/FL.
The biggest benefit is that it makes it less probable to forget to change the setting, which can easily happen when waiting for TA/TL - which is something that can kill you, or easily cause a traffic conflict (had done a circle-to-land at 400ft agl myself due to forgetting to set the QNH)
I think this outweighs any potential problems of using the other method, i.e. setting the altimeter at TA/TL. Anyway, with modern jets climbing/descending at 3-4000ft/min, accurate altitude reading during climb/descent is not practical...
Check Airman: This could be because most of the Transition Altitudes in europe are quite low (ie. 5,000ft for example ) unlike the US standard of 18,000ft.
With the low TAs and high climb rates of jet aircraft, especially at low altitudes, make this a preferred SOP.
With the low TAs and high climb rates of jet aircraft, especially at low altitudes, make this a preferred SOP.
In other words, why would one be QNE and not the other ?
AFAIK, because QNE refers to the reading on the altimeter when it is on the threshold of the runway in question. So: it is not an altimeter setting like QNH or QFE; nor is it the reading of the altimeter with 1013.2hPa/29.92inHg set (that is 'Pressure Altitude'); rather, it is specific to a runway threshold and enables a pilot to add the desired circuit or procedural height, thus yielding the desired altitude at the time.
I think?
I think?
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It's a complete waste of time and of no use whatsoever. Delete it from your aviation vocabulary and you'll be better off! My initial comment regarding it was to highlight the misunderstanding of what it is when the OP used QNE instead of standard or 1013.25 or whatever else you'd like to call it. As an industry we love to over complicate things and have a ridiculous amount of abbreviations and acronyms, in most cases we're our own worst enemy!
Yes, I agree but it's interesting from a historical viewpoint. With the modern digital altimeters that we have now, the QNE procedure should never be required.
I think it has its origins in that cases of abnormally low or high atmospheric pressure prevents one being able to set the QNH on the older mechanical altimeters as they would run out of settings below about 950mb and above about 1030mb.
So, the QNE would be transmitted to the aircraft, the pilot would set 1013/29.92 and then add appropriate amounts to the runway elevation to derive the procedural altitudes to be flown.
I think it has its origins in that cases of abnormally low or high atmospheric pressure prevents one being able to set the QNH on the older mechanical altimeters as they would run out of settings below about 950mb and above about 1030mb.
So, the QNE would be transmitted to the aircraft, the pilot would set 1013/29.92 and then add appropriate amounts to the runway elevation to derive the procedural altitudes to be flown.
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This could be because most of the Transition Altitudes in europe are quite low (ie. 5,000ft for example ) unlike the US standard of 18,000ft.
With the low TAs and high climb rates of jet aircraft, especially at low altitudes, make this a preferred SOP.
With the low TAs and high climb rates of jet aircraft, especially at low altitudes, make this a preferred SOP.
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Out of interest, for those of you who change the altimeters prior to TA/TL, how do you deal with "at or above" or "at or below" requirements on charted arrivals and departures?
I'm just interested as this is completely foreign to me, but obviously SOP in other parts of the world.
I'm just interested as this is completely foreign to me, but obviously SOP in other parts of the world.
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how do you deal with "at or above" or "at or below" requirements on charted arrivals and departures?
On departure it is left on QNH until above TA / MSA (which ever is higher) and is set to QNH before descent on arrival. The AP Altimeter reference is set early to the controlling setting (QNH or STD) (to avoid potential ALT BUST).