Altimeter Setting Procedures ICAO Flashcards
Where no transition altitude has been established for the area, aircraft in the en-route phase shall be -
flown at a flight level.
The adequacy of terrain clearance during any phase of a flight may be maintained in any of several ways, depending upon the facilities available in a particular area. The recommended methods in the order of preference are:
1) the use of current ___ reports from an adequate network of ___ reporting stations;
2) the use of such QNH reports as are available, combined with other meteorological information such as forecast lowest mean sea level pressure for the route or portions thereof; and
3) where relevant current information is __ available, the use of values of the lowest altitudes or flight levels, derived from climatological ___.
g) During the approach to land, terrain clearance may be determined by using:
1) the ___ altimeter setting (giving altitude); or
2) under specified circumstances (see Chapter 2, 2.4.2 and Chapter 3, 3.5.4), a QFE setting (giving height above the QFE datum).
The adequacy of terrain clearance during any phase of a flight may be maintained in any of several ways, depending upon the facilities available in a particular area. The recommended methods in the order of preference are:
1) the use of current QNH reports from an adequate network of QNH reporting stations;
2) the use of such QNH reports as are available, combined with other meteorological information such as forecast lowest mean sea level pressure for the route or portions thereof; and
3) where relevant current information is not available, the use of values of the lowest altitudes or flight levels, derived from climatological data.
g) During the approach to land, terrain clearance may be determined by using:
1) the QNH altimeter setting (giving altitude); or
2) under specified circumstances (see Chapter 2, 2.4.2 and Chapter 3, 3.5.4), a QFE setting (giving height above the QFE datum).
A QNH altimeter setting shall be made available to aircraft in -
taxi clearances prior to take-off.
APPROACH AND LANDING:
- 4.1 The ___ altimeter setting shall be made available to aircraft in _______ clearances and in clearances to enter the traffic ____.
- 4.2 A ___ altimeter setting, clearly identified as such, should be made available in approach and landing clearances. This should be available on ______ or on a regular basis, in accordance with local arrangements.
- 4.1 The QNH altimeter setting shall be made available to aircraft in approach clearances and in clearances to enter the traffic circuit.
- 4.2 A QFE altimeter setting, clearly identified as such, should be made available in approach and landing clearances. This should be available on request or on a regular basis, in accordance with local arrangements.
References to vertical positioning after approach clearance:
After approach clearance has been issued and the descent to land is begun, the vertical positioning of an aircraft above the transition ____ may be by reference to altitudes (QNH) provided that ___ flight above the transition altitude is not indicated or anticipated.
Note.— This applies primarily to turbine engine aircraft for which an uninterrupted descent from a high altitude is desirable and to aerodromes equipped to control such aircraft by reference to altitudes throughout the descent.
After approach clearance has been issued and the descent to land is begun, the vertical positioning of an aircraft above the transition level may be by reference to altitudes (QNH) provided that level flight above the transition altitude is not indicated or anticipated.
PROCEDURES FOR OPERATORS AND PILOTS:
FLIGHT PLANNING:
The levels at which a flight is to be conducted shall be specified in a flight plan:
a) as flight levels if the flight is to be conducted at or above the transition level (or the lowest usable flight level, if applicable); and
b) as altitudes if the flight is to be conducted at or below the transition altitude.
3.1.2 The altitudes or flight levels selected for flight:
a) should ensure adequate terrain clearance at all points along the route;
b) should satisfy air traffic control requirements; and
c) should be compatible with the table of cruising levels in Appendix 3 to Annex 2, if relevant.
Note 1.— The information required to determine the lowest altitude or flight level which ensures adequate terrain clearance may be obtained from the appropriate services unit (e.g. aeronautical information, air traffic or meteorological).
Note 2.— The choice of altitudes or flight levels depends upon how ________ their vertical position relative to the terrain can be estimated. This in turn depends upon the type of meteorological information available. A lower altitude or flight level may be used with confidence when its position is based on current information which is relevant to the particular route to be flown and when it is known that amendments to this information will be available in flight. See 3.4.2, “Terrain clearance”. A higher altitude or flight level will be used when based on information less ______ to the particular route to be flown and the time of the flight. The latter type of information may be provided in chart or table form and may be applicable to a large area and any period of time.
Note 3.— Flights over level terrain may often be conducted at one altitude or flight level. On the other hand, flights over mountainous terrain may require several changes in altitudes or flight levels to account for changes in the elevation of the terrain. The use of several altitudes or flight levels may also be required to comply with air traffic services requirements.
a) should ensure adequate terrain clearance at all points along the route;
b) should satisfy air traffic control requirements; and
c) should be compatible with the table of cruising levels in Appendix 3 to Annex 2, if relevant.
Note 1.— The information required to determine the lowest altitude or flight level which ensures adequate terrain clearance may be obtained from the appropriate services unit (e.g. aeronautical information, air traffic or meteorological).
Note 2.— The choice of altitudes or flight levels depends upon how accurately their vertical position relative to the terrain can be estimated. This in turn depends upon the type of meteorological information available. A lower altitude or flight level may be used with confidence when its position is based on current information which is relevant to the particular route to be flown and when it is known that amendments to this information will be available in flight. See 3.4.2, “Terrain clearance”. A higher altitude or flight level will be used when based on information less relevant to the particular route to be flown and the time of the flight. The latter type of information may be provided in chart or table form and may be applicable to a large area and any period of time.
Note 3.— Flights over level terrain may often be conducted at one altitude or flight level. On the other hand, flights over mountainous terrain may require several changes in altitudes or flight levels to account for changes in the elevation of the terrain. The use of several altitudes or flight levels may also be required to comply with air traffic services requirements.
PRE-FLIGHT OPERATIONAL TEST:
QNH setting(Same applies for QFE):
- With the aircraft at a known elevation on the aerodrome, set the altimeter pressure scale to the current ___ setting.
- Vibrate the instrument by ______ unless mechanical vibration is provided.
A serviceable altimeter indicates the elevation of the point selected, plus the height of the altimeter above this point, within a tolerance of:
a) +/- __ft for altimeters with a test range of 0 to __ 000ft
b) +/- __ft for altimeters with a test range of 0 to __ 000ft
Note 1.— If the altimeter does not indicate the reference elevation or height exactly but is within the specified tolerances, no adjustment of this indication should be made at any stage of a flight. Also, any error which was within tolerance on the ground should be ignored by the pilot during flight.
Note 2.— The tolerance of 20 m or 60 ft for altimeters with a test range of 0 to 9 000 m (0 to 30 000 ft) is considered acceptable for aerodromes having elevations up to 1 100 m (3 500 ft) (Standard atmospheric pressure). Table III-1-3-1 indicates the permissible range for aerodromes at different elevations when the atmospheric pressure at an aerodrome is lower than the standard, i.e. when the QNH setting is as low as 950 hPa.
Note 3.— The tolerance of 25 m or 80 ft for altimeters with a test range of 0 to 15000 m (0 to 50000 ft) is considered acceptable for aerodromes having elevations up to 1 100 m (3 500 ft) (Standard atmospheric pressure). Table III-1-3-2 indicates the permissible range for aerodromes at different elevations when the atmospheric pressure at an aerodrome is lower than the standard, i.e. when the QNH setting is as low as 950 hPa.
- With the aircraft at a known elevation on the aerodrome, set the altimeter pressure scale to the current QNH setting.
- Vibrate the instrument by tapping unless mechanical vibration is provided.
A serviceable altimeter indicates the elevation of the point selected, plus the height of the altimeter above this point, within a tolerance of:
a) +/- 60ft for altimeters with a test range of 0 to 30 000ft
b) +/- 80ft for altimeters with a test range of 0 to 50 000ft
TAKE-OFF AND CLIMB:
3.3.1 Before taking off, ___ altimeter shall be set on the latest ___ altimeter setting for the aerodrome.
3.3.1 Before taking off, one altimeter shall be set on the latest QNH altimeter setting for the aerodrome.
ALTIMETER CORRECTIONS:
Pilot’s responsibility:
The pilot-in-command is responsible for the safety of the operation and the safety of the aeroplane and of all persons on board during flight time (Annex 6, 4.5.1). This includes responsibility for ______ clearance, except when an __ flight is being ______ by ____.
The pilot-in-command is responsible for the safety of the operation and the safety of the aeroplane and of all persons on board during flight time (Annex 6, 4.5.1). This includes responsibility for obstacle clearance, except when an IFR flight is being vectored by radar.
