When does a pilot set QFE
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When does a pilot set QFE
Does anybody know when a pilot sets his altimeter to QFE during the approach and landing, as well as when to set QNE after Takeoff departure if flying in places like Russia or China where such procedures are in force.
When leaving the transition level, just like the changeover to QNH. In Russia, the normal transition level is 1500m QNE. Same on departure, when cleared above 1500m, changeover at or below 1500m. ATC will prompt you by adding "on standard" when cleared to a flight level.
GF
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When leaving the transition level, just like the changeover to QNH.
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Serious question:
Do any airlines actually operate using QFE these days?
Surely as all the EGPWS systems and terrain databases are referenced to QNH, then QFE (certainly in Western airlines) must be very few and far between.
Do any airlines actually operate using QFE these days?
Surely as all the EGPWS systems and terrain databases are referenced to QNH, then QFE (certainly in Western airlines) must be very few and far between.
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Ryanair
Ryanair setting QFE.............are you sure?
As said above setting QFE on the B738 will result in EGPWS problems.
( the RAF don't have anything modern enough to have EGPWS so its not a problem for them )
As said above setting QFE on the B738 will result in EGPWS problems.
( the RAF don't have anything modern enough to have EGPWS so its not a problem for them )
Death Cruiser Flight Crew
Ryanair landing on QFE
This may go back to when Ryanair started with Britannia Airways' ex 737-200s. The first officer's instruments were non-ADC suck/blow and the pick-off for the cabin pressure was off that altimeter. It led to the captain landing with QNH set and the first officer on QFE, if I remember correctly.
Surely they're not still doing that, are they?
Surely they're not still doing that, are they?
This may go back to when Ryanair started with Britannia Airways' ex 737-200s.
But I speak to dozens of Ryanair pilots every day, and they all use QNH now.
DaH
Ok, what do you do when the initial clearance is to 600m QFE? Yes, once airborne you will be quickly recleared above transition, but you must be ready to level on QFE.
GF
Ok, what do you do when the initial clearance is to 600m QFE? Yes, once airborne you will be quickly recleared above transition, but you must be ready to level on QFE.
GF
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Some operators (Air UK) used to land in QFE in the UK and take off on QNH. I do not defend the system which is an RAF throwback. As for 600m...I do not think I ever received a clearance in meters and also never a clearance expressed in QFE.
Last edited by Der absolute Hammer; 8th Mar 2010 at 04:40.
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Only half a speed-brake
2. Add delta P[elev] to QFE to obtain QFH, crosscheck with METAR (QNH) or ATIS/ATC. The importance of this cannot be overestimated.
3. Set QNH.
4. Use coversion tables provided on charts to work out proper altitude in feet that corresponds to instructed height in meters.
Lenghty? Prehaps. Complicated, no.
FD (the un-real)
Some military airfields around the world use QFE, and some of my companys' destinations are combined civ/mil and require the ise of QFE - in metres. We set the QNH and make the adjustment when setting the alt on the ACP. If we have a second standby Altimeter in metres, we set the QFE on that.
Only half a speed-brake
That is the easiest way, true. But some hulls do not have metric altimeter fitted, or metric option for AP interface. My present type does have such features an we use it for metric FLs. Below TL, if QFE would be entered in lieu of QNH, Auto press, TCAS ! (on some) and EGPWS are affected and need to be turned off. While MEL relief is possible for TCAS and EGPWS that are otherwise mandatory equipment for us, the conclusion is that deselecting a completely functional system just because you are not keen to develop and train proper procedures is beyond legal scope. Sure it is down to operator to evaluate which method best suits the fleet, destinations, frequency, and experience level.
Yours,
FD (the un-real)
Yours,
FD (the un-real)
Death Cruiser Flight Crew
BOAC's VC10s had altimeters with little handles which extended from the baro setting knob, so that the QFE could be wound off quickly when landing at Nairobi or Johannesburg, for example.
Following the 747 'ground prox' incident at Nairobi, they became a QNH airline. This was following a previous incident with a Comet when the wheels actually touched the game park and trundled along through the grass for a short distance.
Following the 747 'ground prox' incident at Nairobi, they became a QNH airline. This was following a previous incident with a Comet when the wheels actually touched the game park and trundled along through the grass for a short distance.