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I treat the transition altitude and and thrust reduction altitude just like i used to on electro mechanical aircraft, i memorize it. the children of magenta approach is to wait for the PFD to flash, for me thats to late. they always end up reducing thrust at 1500’ instead instead of 1000’ takes them 500’ to reduce thrust. On departure there should be awareness of TA which typically reflects the highest grid mora within that state. |
Thread creep I know but,IMHO,Worth thinking about flap problem whilst cleaning up. Sure,you can't account for every problem whilst operating the aircraft in every phase of flight.However,when things start to go wrong,and you are no longer going to climb to that FL,I like to have a setting that agrees with where I am.. One less thing to cock up! My previous airline SOP stated that if cleared to FL in predeparture clearance,to not set STD until Flaps retracted, for that very reason. However,as soon as we were cleared to FL in the air,they still seemed to set STD,regardless of where the flaps were. Same in descent,states side..FL340, cleared to 16,000..Perfectly legal to set QNH ,but how often is the descent clearance amended,and how tired are we in that descent if it's the end of a transatlantic flight. MD83FO,I'm with you.. |
TA which typically reflects the highest grid mora within that state |
Originally Posted by sierra_mike
(Post 10476739)
not necessarily the case in EASA land
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Our SOP is to set the altimeter setting passing the transition level. Very simple. Surprised at some of the SOPs being mentioned - just adds complexity to a very simple concept. |
Same in descent,states side..FL340, cleared to 16,000..Perfectly legal to set QNH ,but how often is the descent clearance amended,and how tired are we in that descent if it's the end of a transatlantic flight. ICAO PANS-OPS1 requires that the altimeter pressure setting should be changed to the new reference when crossing the transition altitude/level. 7.2. Some national authorities stipulate that, when an aircraft has been cleared to climb from an altitude to a flight level, vertical position will be reported in terms of flight level unless intermediate altitude reports have been specifically requested by ATC. Similarly when a pilot is descending from a flight level to an altitude the pilot will change to the aerodrome QNH unless further flight level vacating reports have been requested by ATC, in which case the QNH will be set following the final flight level vacating report. https://www.skybrary.aero/bookshelf/books/142.pdf |
Originally Posted by Max Angle
(Post 10475930)
As I said in the post above you will not trigger climb mode by setting STD before the ACC altitude, the FMGS will reference QNH altitude below the TA that has been entered in the take-off perf. page.
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Our SOP is plain and simple.
Climbing and 1000ft below transition, we announce "1000 to Standard". Descending and 1000ft below transition, we announce "1000 to Standard". Set standard/altimeter setting when passing the transition altitude. In US, of course it's 18000ft. The announcements gives us a bit of added situational awareness. |
So your level bust mitigation strategy is to wait until transition before setting standard ?? How does that work on a light weight aircraft on a low QNH day when you are cleared to the first flight level (1000ft above TA). Wait for transition and wait for the ATC report that’s filed when you press STD and see you are already above the cleared level ! Come on guys TEM. Good luck in places like Amsterdam. |
How does that work on a light weight aircraft on a low QNH day when you are cleared to the first flight level (1000ft above TA). Wait for transition and wait for the ATC report that’s filed when you press STD and see you are already above the cleared level ! would it be a clever idea to reduce your vertical speed before switching in that example...maybe yes :E |
How does it know what the QNH altitude is? Does it go off what’s backset in the baro ref window, |
Originally Posted by 8che
(Post 10477018)
So your level bust mitigation strategy is to wait until transition before setting standard ?? How does that work on a light weight aircraft on a low QNH day when you are cleared to the first flight level (1000ft above TA). Wait for transition and wait for the ATC report that’s filed when you press STD and see you are already above the cleared level ! Come on guys TEM. Good luck in places like Amsterdam. I've heard talk about simplifying it to a single level for years now. What could possibly be so difficult? Look at the highest terrain in the region, and set it a few thousand feet above that. |
Originally Posted by Check Airman
(Post 10477724)
I hesitate to say that in the US, our system is better, but it's certainly simpler, and thus less prone to error.
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Originally Posted by Check Airman
(Post 10477724)
Yes it is. In Europe and some other parts of the world, TA can vary, and is quite low. I hesitate to say that in the US, our system is better, but it's certainly simpler, and thus less prone to error.
I've heard talk about simplifying it to a single level for years now. What could possibly be so difficult? Look at the highest terrain in the region, and set it a few thousand feet above that. I know you have to set local QNH the for lower level flights in the USA, but the differences between area altimeter settings are most often a lot smaller than between QNH and QNE. |
Originally Posted by Check Airman
(Post 10477724)
I've heard talk about simplifying it to a single level for years now. What could possibly be so difficult?
And you think getting a unified TA would be easy? |
Originally Posted by FlyingStone
(Post 10478624)
We can't even convince ATC to use English language only for safety reasons in many places, including airports with 400k+ movements a year.
And you think getting a unified TA would be easy? Towards a Common Transition Altitude |
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