Argg I specifically didn't want to go into this can of worms! (see the
original post). IFR approach plates (at least in the US, where QFE
isn't used) give all approach altitudes in QHN, hence the need for an
accurate and recent altimeter setting. VFR pattern altitudes are often
given AGL, but they are pretty consistent: 1000', 1500' for jets,
perhaps 800' for gliders, etc. It really doesn't require a calculator
in the cockpit to figure out what number to put behind the needle on
the altimeter to be at the right altitude in the pattern. And it is a
lot easier to figure out the proper pattern altitude than to go through
the hassle of getting the QFE setting - assuming the airfield you are
landing at is low enough. It's a moot point in the US - ask tower for
a QFE setting and all you will get is "huh, say again?".

I understand in Europe it is common to have two altimeters in power
planes so that one can be set to QFE. Makes sense for instrument/low
vis approaches (pre-radar altimeter), if the "system" is setup for it
(QFE available from tower, appropriate approach plates, proper training
etc). Is this a correct assumption?

As far as going metric in aviation, sorry but I absolutely disagree -
metric units just don't work as well in aviation as feet/knots/NM,
IMHO. Metric altimeters are an abomination! And since almost all the
big boys (general aviation, airlines and military) use feet/knots/NMs,
everybody should. There is nothing sacred about the meter, after all -
any arbitrary unit will do if it is used consistently and satisfies the
needs of the users. Not that I expect any agreement on this point from
my European friends!

And the nice thing about nautical miles is that it is extremely easy to
get a quick distance measurement off a sectional chart by using the
nearest latitude scale - regardless of heading. Especially when the
kilometer scale is buried under the folds of the chart (or is on the
piece that got torn off to make the chart small enought to use in an
LS6's cockpit!)

My pet peeve in the US is that we usually fly in feet/knots, but set
tasks and give XC speeds in statute miles/MPH, then use kilometers for
badge and OLC flights. Absurd!

Seriously, it's interesting that the responses to the original topic of
this thread have not included any real defenders of using QFE in
gliders, just some reasons (excuses?) why it is done. Cmon, let's hear
it from you guys who are teaching it to your students!

Cheers,

Kirk
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