Royal Air Force - DA or DH?
Join Date: Oct 2022
Location: Yorkshire
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This old debate is likely to finally be resolved. With the rollout of Military PBN (GNSS) in the UK we will finally make the move to QNH. It wouldn't make sense to mix QFE for Conventional Procedures with QNH for PBN.
I would think using QFE causes issues with coupled aircraft, when changing the subscale whilst coupled to ALT? This happened in the North Sea in the 2000s when new technology helicopters arrived, and was the final decider for one operator to abandon its use. The alternative is convoluted SOPs.
As an aside - Mil ATCOs are not allowed, or taught, to use speed control as a tool when establishing an arrival sequence. Therefore, the 'cockpit checks - report complete" is frequently used as a very coarse technique to get arrivals towards some sort of commonality in approach speeds to maintain a sequence.
I would think using QFE causes issues with coupled aircraft, when changing the subscale whilst coupled to ALT? This happened in the North Sea in the 2000s when new technology helicopters arrived, and was the final decider for one operator to abandon its use.
Now some AFCSs in ALT will try to climb or descend the ac if the sub-scale is changed (certainly some Bombardier ac will), while others remain level regardless. That all said, the sub-scale would normally only be changed when descending or climbing to a new Alt, Ht or FL, ie not when intending to remain level.
Well potentially the same issue when changing between QNH and Std; not unique to using QFE.
Now some AFCSs in ALT will try to climb or descend the ac if the sub-scale is changed (certainly some Bombardier ac will), while others remain level regardless. That all said, the sub-scale would normally only be changed when descending or climbing to a new Alt, Ht or FL, ie not when intending to remain level.
Now some AFCSs in ALT will try to climb or descend the ac if the sub-scale is changed (certainly some Bombardier ac will), while others remain level regardless. That all said, the sub-scale would normally only be changed when descending or climbing to a new Alt, Ht or FL, ie not when intending to remain level.
Now some AFCSs in ALT will try to climb or descend the ac if the sub-scale is changed (certainly some Bombardier ac will), while others remain level regardless. That all said, the sub-scale would normally only be changed when descending or climbing to a new Alt, Ht or FL, ie not when intending to remain level.
It wouldn't take a convoluted SOP to decouple ALT or V/S, change the pressure setting and then recouple.
Although someone might actually have to fly the aircraft briefly................
Although someone might actually have to fly the aircraft briefly................
It wouldn't take a convoluted SOP to decouple ALT or V/S, change the pressure setting and then recouple.
Waddo RNP T&G to join necessitates a change to QFE in the upwind turn, you then level downwind at 1000ft QFE - simple!
Few occasions one may stay ‘level’ is perhaps on a handover between MATZs: “Set Conningsby QFE, adjust to 2500ft”
"Mildly" Eccentric Stardriver
Although someone might actually have to fly the aircraft briefly.
Nooo!!!
Shock, horror. You mean actual hand-flying? I don't think that's taught anymore.
Nooo!!!
Shock, horror. You mean actual hand-flying? I don't think that's taught anymore.
Maybe not 18,000 but Common Transition Altitude (CTA) is on the cards, getting rid of RPS. Problem is the EU; I think the UK CAA are pretty much agreed but as usual, the EU countries are dragging their heels about agreeing what it will eventually become.
