Altimeter 3066

ATC computer converts the pressure altitude with local altimeter
setting. If ATC knows everyone is using 3100 as their altimeter setting
(can be by regulation in high pressure 31" situation, such as in
Canada), the computer can do similar converson, so the IFR separation
would not be unaffected.

Wade Hasbrouck wrote:


I thought the Mode C transponder reports Pressure Altitude and is basically
fixed at 29.92?

"M" wrote in message
oups.com...



I can hardly see how it should affect VFR flights.

Well pattern altitudes might be one problem. How about easterly/westerly
odd/even +500 altitudes?

John Severyn
@KLVK

So everybody fly their pattern 100 ft higher than normal. Big deal.

As long as everyone all max out their Kollsman's window at 3100 in the
same vacinity, even/odd +500 altitude would be just fine. You still
have the same vertical separation. Plus, VFR is see and avoid.
even/odd +500 altitude doesn't really do much separation when someone
flying magnetic course 001 converge with someone flying course magnetic
179, all legally at odd+500 VFR altitude and only 2 degree off from a
head-on.


J. Severyn wrote:
"M" wrote in message
oups.com...



I can hardly see how it should affect VFR flights.

Well pattern altitudes might be one problem. How about easterly/westerly
odd/even +500 altitudes?

John Severyn
@KLVK

J. Severyn wrote:
"M" wrote in message
oups.com...


I can hardly see how it should affect VFR flights.


Well pattern altitudes might be one problem. How about easterly/westerly
odd/even +500 altitudes?

So you're a couple hundred feet off, that's no big deal. As for pattern
altitudes I always use 1000 agl, plus or minus depending on how I round
the field elevation.

M wrote:
BTW, FAR 91.144 restricts flight operations when barometric pressure
exceeds 31 inch mercury. Any idea why? (note this restriction applies
to VFR traffic a well).

The "why" is that the altimeter setting range on most altimeters doesn't
go past 31.00". Does anyone have an example of a NOTAM under 91.144?
(how restrictive is it).

The rules that apply in Canada are a bit more explicit:
http://www.tc.gc.ca/CivilAviation/pu...12-1.htm#12-12

Basically it says
- for enroute, set the altimeter to 31"
- for IFR approaches, set the altimeter to the actual altimeter setting
if able, otherwise set it to 31" and adjust the altitude minima (add
100' and 1/4 SM per 0.1" above 31.00")
- aerodromes which cannot report the actual altimeter setting are
restricted to VFR.
-"For aircraft operating VFR, no additional restrictions apply; however,
extra diligence in flight planning and in operating in these conditions
is essential. "

And it may not be a perfect solution, but GPS altitude
readout may be independent of baro altitude.



"Fred G. Black" wrote in message
...
|M wrote:
| BTW, FAR 91.144 restricts flight operations when
barometric pressure
| exceeds 31 inch mercury. Any idea why? (note this
restriction applies
| to VFR traffic a well).
|
| The "why" is that the altimeter setting range on most
altimeters doesn't
| go past 31.00". Does anyone have an example of a NOTAM
under 91.144?
| (how restrictive is it).
|
| The rules that apply in Canada are a bit more explicit:
|
http://www.tc.gc.ca/CivilAviation/pu...12-1.htm#12-12
|
| Basically it says
| - for enroute, set the altimeter to 31"
| - for IFR approaches, set the altimeter to the actual
altimeter setting
| if able, otherwise set it to 31" and adjust the altitude
minima (add
| 100' and 1/4 SM per 0.1" above 31.00")
| - aerodromes which cannot report the actual altimeter
setting are
| restricted to VFR.
| -"For aircraft operating VFR, no additional restrictions
apply; however,
| extra diligence in flight planning and in operating in
these conditions
| is essential. "

Heck,,, get out and go flying. The wings love the thick air and the
motor really LOVES it too.

M wrote:
A very high pressure settled in Pacific NW:

KPSC 020453Z 31006KT 6SM BR BKN007 BKN075 M07/M08 A3066 RMK AO2
SLP389 T10671078

That's the highest that I've ever remember seeing.

I always thought that the NW seems to have larger pressure swings
(probably more so in Alaska). We can go from 2960 to 3060 in about two
days.

wrote:
Heck,,, get out and go flying. The wings love the thick air and the
motor really LOVES it too.

The engine will produce more power with denser air, but
atomization of the fuel suffers in the cold and consumption can go up.
Condensation in the engine is much more pronounced in the cold, too,
and corrosion starts to set in if the thing isn't run until the oil's
hot enough to get rid of it. Here in Alberta the engine simply won't
get hot at -25°C; it'll barely get warm, and we've had some hassles
with corroded cylinders on the coldest engines.

Dan

Using carh heat on the ground, with a carb temp gauge can
improve extreme cold weather performance. And the use of
baffles on oil coolers and cylinders is very important.



wrote in message
ups.com...

wrote:
Heck,,, get out and go flying. The wings love the thick
air and the
motor really LOVES it too.

The engine will produce more power with denser air,
but
atomization of the fuel suffers in the cold and consumption
can go up.
Condensation in the engine is much more pronounced in the
cold, too,
and corrosion starts to set in if the thing isn't run until
the oil's
hot enough to get rid of it. Here in Alberta the engine
simply won't
get hot at -25°C; it'll barely get warm, and we've had some
hassles
with corroded cylinders on the coldest engines.

Dan

Jim Macklin wrote:

Using carh heat on the ground,

In cruise flight carb heat should be set to give a carb temp of approx
45-50F.