Originally Posted by SparkyBoy
I'm being instructed to use QNH on take off and QFE on landing, this makes sense to me because it's handy to know where 0ft is when your approaching a r/w.
Sparky
Hi SparkyBoy,
Now you've seen most of the QFE/QNH debate. I've used several systems.
- RAF Strike & Training Commands. Take-off and land on QFE. Worked fine but rarely (Instrument Rating Tests only in 12 years) had to make ILS approach (where, as someone pointed out earlier, a missed approach almost invariably involves a climb to an altitude (QNH)). We normally stayed with a radar contoller who 'talked' us down and nursed us through a missed approach so we never had to worry about forgetting alimeter setting.
- Civil Airline. Take-off and land on QFE. I was happy using system but saw many alt-busts on sim checks when pilots (myself included) forgot to reset to QNH on missed approach.
- Civil Airline. Take-off QNH and land QFE (the way your instructor suggests). I don't like this system at all. Landing on QFE 'conditions' pilots to see 0ft indicated. These same pilots, with heavy workload after take-off (one-eng inop or windshear encounter for example), tend to 'forget' the elevation of the airfield they've just departed and I've witnessed several (LOFT Sim) controlled flight into terrain (CFIT) events, probably for that reason.
- Civil Airline. Take-off and land on QNH. Worked ok for me and never heard any complaints from other pilots. Still confusion occasionally after take-off but less than in last system. Approaches down to CAT I precision use QNH Decision Altitudes. CAT II or lower use RAD ALT Decision Heights but the pressure altimeters remain on airfield QNH (ready for the missed approach).
Obviously you must use the system you're taught and later the one you prefer, or the one your Company SOP dictates. Just be aware that there are pitfalls as well as advantages to the various methods. Happy flying.
rts