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#101
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Altimeter Question
"Stefan" wrote in message
... JGalban via AviationKB.com schrieb: Understood about the flight levels, but how does one set QFE on an altimeter on a high altitude airport? Most altimeters I've seen don't have a sufficient range in the Kollsman window to set anything above 3,000 ft. or so. If you can't, then you can't, simple as that. If you run out of kollsman range (be it QFE or QNH on some extreme weather), then ask for the QNE, that's what it is for. I think the question was simpler than that. The Kollsman setting is not the local atmospheric pressure. You're running out of Kollsman setting because your just cranking the Kollsman down while sitting at a low altitude airport. The Kollsman setting is the calculated value such that your altimeter reads zero feet at mean sea level. A high altitude airport is going to have a setting within the same range. {Totally a United States perspective. Forgive me if you have some completely different technique for measuring your altitude above the planet} -- ------------------------------- Travis Lake N3094P PWK |
#102
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Altimeter Question
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#103
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Altimeter Question
BillJ wrote in news:BPkOj.317$v91.2063
@eagle.america.net: Bertie the Bunyip wrote: WingFlaps wrote in news:cba00260-0bfd-4ac5- 8b46- : On Apr 18, 3:04 am, Bertie the Bunyip wrote: I wasnt aware you dont use the QNH term in the States. So what do you call the number you dial up to make the altimeter read airport elevation? They don't use any of the Q codes in the US. QNH is one of the few still in use around the rest of the world, the rest are pretty much archaich. How come the US doesn't adopt ICAO? I thought it had to -isn't that what ICAO is all about? They have Nukes and won't be told anything. AFAIK, they're the only place left that uses in/hg, and the weather reporting format is also unique. ATC phrasology is also peculiar to the US. Actually, there are a lot of anomolies around the world. Eastern Europe and Russia doggedly cling to using windspeed in Meters/second and have reluctantly accepted using feet for altitude, though there are still a lot of published platform altitudes of something like "2746 feet" The Brits still have some oddball notions and can't understand why the rest of the world doesn't want to do it their way and the middle east is pretty much close your eyes and ask Allah for guidance. Semicircular rules are different alsmot everywhere. Theyr'e qudrantal in the UK, in fact. In Sweden it's N/S instead of E/W because that's the way most of the traffic goes. Spain is the same. Africa doesn't have any rules at al as far as I can tell, though it's ostensibly ICAO Haven't been to China yet, but it's gotta be interesting too. Bertie Florida is north/south also Not if you're flying to Pensacola form Jax. Bertie |
#104
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Altimeter Question
Hi,
In article , Bertie the wrote: I'm more of a frying pan than a kettle. And you'll notice i have not excluded americans in this thread. Glad to hear it! I can't remember precisely what he said, but the jist of the conversation is there and it's pretty much the way it happened. I don;'t even know the format off th etop of my head, but he probabyl did it right. The format for a PAN is the same as for a Mayday. The book I have uses NAAN IPPA as the reminder: Name of station addresses Aircraft callsign Aircraft type Nature of emergency Intentions Position (alitude, heading etc.) Pilot qualifications (bit pointless if you ask me, but I guess it might be useful to know you've got no Instrument rating) Any other info Pretty slim. I've never even used the Mayday and I've had several emerencies and just declared an emergency and got everything I needed. I think I'd ony use a Mayday to cut through heavy radio traffic if it was neccesary. As I understand it that's the primary reason for a standardised word, that it enables you to cut through all the other traffic and everyone else knows to shut up. Andy |
#105
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Altimeter Question
Hi,
In article , wrote: The format is defined as it improves accurarcy and rate of info transfer. The pilot qualification is not part of the mayday for that reason. Strangely I was not taught the "mayday relay" format in PPL but it is used in boating and elsewhere. Haven't got the book in front of me, but I thought one of the 'P' in IPPA was the pilot qualifications. I'll have to check, gotta do my R/T practical soon. A relayed Mayday is likely to be on there too, from memory the call is: Mayday mayday mayday, G-ABCD have intercepted Mayday from G-WXYZ, I say again, G-WXYZ. The rest of the call is as per the standard Mayday. Andy |
#106
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Altimeter Question
Andy Hawkins wrote in
: Hi, In article , Bertie the wrote: I'm more of a frying pan than a kettle. And you'll notice i have not excluded americans in this thread. Glad to hear it! I can't remember precisely what he said, but the jist of the conversation is there and it's pretty much the way it happened. I don;'t even know the format off th etop of my head, but he probabyl did it right. The format for a PAN is the same as for a Mayday. The book I have uses NAAN IPPA as the reminder: Name of station addresses Aircraft callsign Aircraft type Nature of emergency Intentions Position (alitude, heading etc.) Pilot qualifications (bit pointless if you ask me, but I guess it might be useful to know you've got no Instrument rating) Any other info Pretty slim. I've never even used the Mayday and I've had several emerencies and just declared an emergency and got everything I needed. I think I'd ony use a Mayday to cut through heavy radio traffic if it was neccesary. As I understand it that's the primary reason for a standardised word, that it enables you to cut through all the other traffic and everyone else knows to shut up. And a PAN just doesn't in most of the world. Also, you're standard format is only after you have th e controller's attention. He couldn't get that, that's the problem, and he wasted minutes with a sick pax trying to push the correct format down this guys throat. A Mayday or "I'm declaring an emergency" would have done that. Most of the other sutff in that is pretty useless as its part of normal comms anyway. What you need to do is simplay say "mayday and you're call sign. the guy you're talking to already knows who he is and chances are good you've forgotten anyway if you're that excited. Then you quickly tell him what you're problem is and what you are going to do and what you want from him and he will give it to you. There's no extra charge for making a Mayday call as opposed to a Pan. I did a BA course years ago and they were advocating downgrading your mayday to a Pan in the case of, say, an engine fire. Once you have the fire out, you're not in a Mayday situation anymore since the airplane is not in any immediate danger. Screw that. If I've had an engine fire and I think it's out I'm still going to want to put the airplane down ASAP and I'm not going to be too concerned with ATC's problems. They're big boys and can apportion attention between my airplane and the others in the area. I wouldn't be thanked at the subsequent inquiry for not taking advantage of everything at my disposal. Bertie |
#107
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Altimeter Question
Hi,
In article , Bertie the wrote: As I understand it that's the primary reason for a standardised word, that it enables you to cut through all the other traffic and everyone else knows to shut up. And a PAN just doesn't in most of the world. Ok. Well, that should be addressed in either removing PAN from the ICAO specs or by ensuring that all controllers know about it. Agree with all you say about the 'standard' format. In the case of a real emergency I think all that'll be on my mind is a quick summary of the issue so that someone is aware of it, and then I'll be concentrating on sorting it (particularly if the big whirly thing in front of me isn't whirling any more). One of my instructors (a very experienced RAF pilot) actually advocated making the mayday call and then switching the radio off in the case of an engine failure, as otherwise the military unit we'd likely be talking to would probably want all sorts of other information, and my attention could best be spent dealing with the problem at hand. Andy |
#108
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Altimeter Question
Andy Hawkins wrote in
: Hi, In article , Bertie the wrote: As I understand it that's the primary reason for a standardised word, that it enables you to cut through all the other traffic and everyone else knows to shut up. And a PAN just doesn't in most of the world. Ok. Well, that should be addressed in either removing PAN from the ICAO specs or by ensuring that all controllers know about it. Well, i'm sure the German controller had been taught about it, but it's just never used these days. That guy was the one and only PAN call I've ever heard, and I've heard dozens of emergencies over the years. An additional problem is accents and the confusion they can cause when a phrase that isn't used all the time is used. I was told years ago by s chief pilot I worked for never to use a PAN call for exactly the reason that guy in Germany shouldn't have.. Agree with all you say about the 'standard' format. In the case of a real emergency I think all that'll be on my mind is a quick summary of the issue so that someone is aware of it, and then I'll be concentrating on sorting it (particularly if the big whirly thing in front of me isn't whirling any more). Yeah, fly the airplane first. If you have time to discuss things with ATC, fine, if you don't, you don't! They understand that you're loaded up when you make the emergency. Their job from that point is to reduce your load in any way they can. One of my instructors (a very experienced RAF pilot) actually advocated making the mayday call and then switching the radio off in the case of an engine failure, as otherwise the military unit we'd likely be talking to would probably want all sorts of other information, and my attention could best be spent dealing with the problem at hand. Well, I think I'd leave th eradio on myself! At least you can tell em where you've gone down. |
#109
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Altimeter Question
On Apr 20, 4:49*am, Andy Hawkins wrote:
Hi, In article , * * * * * wrote: The format is defined as it improves accurarcy and rate of info transfer. The pilot qualification is not part of the mayday for that reason. Strangely I was not taught the "mayday relay" format in PPL but it is used in boating and elsewhere. Haven't got the book in front of me, but I thought one of the 'P' in IPPA was the pilot qualifications. I'll have to check, gotta do my R/T practical soon. A relayed Mayday is likely to be on there too, from memory the call is: Mayday mayday mayday, G-ABCD have intercepted Mayday from G-WXYZ, I say again, G-WXYZ. Nope, your memeory is quite confused. "I say again" sounds like Hollywood R/T. Cheers |
#110
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Altimeter Question
On Apr 20, 5:34*am, Andy Hawkins wrote:
One of my instructors (a very experienced RAF pilot) actually advocated making the mayday call and then switching the radio off in the case of an engine failure, as otherwise the military unit we'd likely be talking to would probably want all sorts of other information, and my attention could best be spent dealing with the problem at hand. That would be very dumb. Suppose their question was "Where are you?" Just rememeber flying the plane always comes first. Cheers |
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