lage QNH
- Onderwerp starter FL100
- Startdatum
Brakes Released
New member
close your eyes and pray
Flying_pizza_service
New member
En bij hoge? Meen me te herinneren dat de 737 tot 1050 kan. Kijkend naar de huidige druk op EHAM zie ik het misschien nog gebeuren een dezer dagen.
Q
qzqsd
Guest
Tja klote als je gevraagd wordt om een altitude te vliegen....
Of gewoon de zo laag mogelijk selecteerbare QNH (Inches) vliegen en het verschil maal 30ft van je geklaarde hoogte aftrekken. Verder voor de OM check RA alt + elevation en een DH van 200ft selecteren.
Of gewoon de zo laag mogelijk selecteerbare QNH (Inches) vliegen en het verschil maal 30ft van je geklaarde hoogte aftrekken. Verder voor de OM check RA alt + elevation en een DH van 200ft selecteren.
Count Blah
New member
Sorry voor de typo. Het was 28.35 inches. De kerel waar ik mee vloog had het wel eens op 28.05 gezien. Goeie ideeen allemaal maar hoe zit het met de temperatuur en hoogtecorrectie ook alweer. Het was minus 7 dus je zit lager bij de grond dan de hoogtemeter aangeeft. Kan iemand het ergens in de boeken vinden wat te doen als de druk te laag voor de altimeter wordt?
Ik heb in ieder geval een witte kerst!!!
Ik heb in ieder geval een witte kerst!!!
Count Blah
New member
Heb een beetje lopen snuffelen in de FAR/AIM, mocht wel weer hij was erg stoffig aan het worden.
FAA gaat uit van minimum 28.00 en 31.00 als regions van je altimeter.
mocht een van deze waardes overschreden worden, valt het volgende te lezen.
2. When the barometric pressure exceeds 31.00 inches Hg. The following procedures will be placed in effect by NOTAM defining the geographic area affected:
(a) For all aircraft. Set 31.00 inches for en route operations below 18,000 feet MSL. Maintain this setting until beyond the affected area or until reaching final approach segment. At the beginning of the final approach segment, the current altimeter setting will be set, if possible. If not possible, 31.00 inches will remain set throughout the approach. Aircraft on departure or missed approach will set 31.00 inches prior to reaching any mandatory/crossing altitude or 1,500 feet AGL, whichever is lower. (Air traffic control will issue actual altimeter settings and advise pilots to set 31.00 inches in their altimeters for en route operations below 18,000 feet MSL in affected areas.)
(b) During preflight, barometric altimeters shall be checked for normal operation to the extent possible.
(c) For aircraft with the capability of setting the current altimeter setting and operating into airports with the capability of measuring the current altimeter setting, no additional restrictions apply.
(d) For aircraft operating VFR, there are no additional restrictions, however, extra diligence in flight planning and in operating in these conditions is essential.
(e) Airports unable to accurately measure barometric pressures above 31.00 inches of Hg. will report the barometric pressure as "missing" or "in excess of 31.00 inches of Hg." Flight operations to and from those airports are restricted to VFR weather conditions.
(f) For aircraft operating IFR and unable to set the current altimeter setting, the following restrictions apply:
(1) To determine the suitability of departure alternate airports, destination airports, and destination alternate airports, increase ceiling requirements by 100 feet and visibility requirements by 1/4 statute mile for each 1/10 of an inch of Hg., or any portion thereof, over 31.00 inches. These adjusted values are then applied in accordance with the requirements of the applicable operating regulations and operations specifications.
EXAMPLE-
Destination altimeter is 31.28 inches, ILS DH 250 feet (200-1/2). When flight planning, add 300-3/4 to the weather requirements which would become 500-11/4.
(2) On approach, 31.00 inches will remain set. Decision height (DH) or minimum descent altitude shall be deemed to have been reached when the published altitude is displayed on the altimeter.
NOTE-
Although visibility is normally the limiting factor on an approach, pilots should be aware that when reaching DH the aircraft will be higher than indicated. Using the example above the aircraft would be approximately 300 feet higher.
(3) These restrictions do not apply to authorized Category II and III ILS operations nor do they apply to certificate holders using approved QFE altimetry systems.
(g) The FAA Regional Flight Standards Division Manager of the affected area is authorized to approve temporary waivers to permit emergency resupply or emergency medical service operation.
7-2-5. Low Barometric Pressure
When abnormally low barometric pressure conditions occur (below 28.00), flight operations by aircraft unable to set the actual altimeter setting are not recommended.
NOTE-
The true altitude of the aircraft is lower than the indicated altitude if the pilot is unable to set the actual altimeter setting.
En ik heb dit gevonden op een Australische website.
QNE: common usage accepts QNE as the ISA Standard Pressure setting of 1013.2 hPa. However another definition of QNE is the 'altitude displayed on the altimeter at touchdown with 1013 set on the altimeter sub-scale'. Also referred to as the 'landing altimeter setting'.
Within the latter meaning the term is only likely to be used when an extremely low QNH is outside an aircraft's altimeter sub-scale range, and the pilot requests aerodrome QNE from air traffic services. In Australia, such extreme atmospheric conditions are only likely to occur near the core of a tropical depression/cyclone and as QNE is not listed in the ICAO “Procedures for Air Navigation Services" air traffic services would not provide QNE on request.
However QNE can be calculated by deducting the QNH from 1013, multiplying the result by 27 [the appropriate pressure lapse rate per hPa] and adding the airfield elevation.
For example: QNH 960 hPa, airfield elevation 500 feet, pressure setting 1013.
QNE = 1013 –960 = 53 × 27 = 1431 + 500 =1931 feet [the reading at touchdown].
FAA gaat uit van minimum 28.00 en 31.00 als regions van je altimeter.
mocht een van deze waardes overschreden worden, valt het volgende te lezen.
2. When the barometric pressure exceeds 31.00 inches Hg. The following procedures will be placed in effect by NOTAM defining the geographic area affected:
(a) For all aircraft. Set 31.00 inches for en route operations below 18,000 feet MSL. Maintain this setting until beyond the affected area or until reaching final approach segment. At the beginning of the final approach segment, the current altimeter setting will be set, if possible. If not possible, 31.00 inches will remain set throughout the approach. Aircraft on departure or missed approach will set 31.00 inches prior to reaching any mandatory/crossing altitude or 1,500 feet AGL, whichever is lower. (Air traffic control will issue actual altimeter settings and advise pilots to set 31.00 inches in their altimeters for en route operations below 18,000 feet MSL in affected areas.)
(b) During preflight, barometric altimeters shall be checked for normal operation to the extent possible.
(c) For aircraft with the capability of setting the current altimeter setting and operating into airports with the capability of measuring the current altimeter setting, no additional restrictions apply.
(d) For aircraft operating VFR, there are no additional restrictions, however, extra diligence in flight planning and in operating in these conditions is essential.
(e) Airports unable to accurately measure barometric pressures above 31.00 inches of Hg. will report the barometric pressure as "missing" or "in excess of 31.00 inches of Hg." Flight operations to and from those airports are restricted to VFR weather conditions.
(f) For aircraft operating IFR and unable to set the current altimeter setting, the following restrictions apply:
(1) To determine the suitability of departure alternate airports, destination airports, and destination alternate airports, increase ceiling requirements by 100 feet and visibility requirements by 1/4 statute mile for each 1/10 of an inch of Hg., or any portion thereof, over 31.00 inches. These adjusted values are then applied in accordance with the requirements of the applicable operating regulations and operations specifications.
EXAMPLE-
Destination altimeter is 31.28 inches, ILS DH 250 feet (200-1/2). When flight planning, add 300-3/4 to the weather requirements which would become 500-11/4.
(2) On approach, 31.00 inches will remain set. Decision height (DH) or minimum descent altitude shall be deemed to have been reached when the published altitude is displayed on the altimeter.
NOTE-
Although visibility is normally the limiting factor on an approach, pilots should be aware that when reaching DH the aircraft will be higher than indicated. Using the example above the aircraft would be approximately 300 feet higher.
(3) These restrictions do not apply to authorized Category II and III ILS operations nor do they apply to certificate holders using approved QFE altimetry systems.
(g) The FAA Regional Flight Standards Division Manager of the affected area is authorized to approve temporary waivers to permit emergency resupply or emergency medical service operation.
7-2-5. Low Barometric Pressure
When abnormally low barometric pressure conditions occur (below 28.00), flight operations by aircraft unable to set the actual altimeter setting are not recommended.
NOTE-
The true altitude of the aircraft is lower than the indicated altitude if the pilot is unable to set the actual altimeter setting.
En ik heb dit gevonden op een Australische website.
QNE: common usage accepts QNE as the ISA Standard Pressure setting of 1013.2 hPa. However another definition of QNE is the 'altitude displayed on the altimeter at touchdown with 1013 set on the altimeter sub-scale'. Also referred to as the 'landing altimeter setting'.
Within the latter meaning the term is only likely to be used when an extremely low QNH is outside an aircraft's altimeter sub-scale range, and the pilot requests aerodrome QNE from air traffic services. In Australia, such extreme atmospheric conditions are only likely to occur near the core of a tropical depression/cyclone and as QNE is not listed in the ICAO “Procedures for Air Navigation Services" air traffic services would not provide QNE on request.
However QNE can be calculated by deducting the QNH from 1013, multiplying the result by 27 [the appropriate pressure lapse rate per hPa] and adding the airfield elevation.
For example: QNH 960 hPa, airfield elevation 500 feet, pressure setting 1013.
QNE = 1013 –960 = 53 × 27 = 1431 + 500 =1931 feet [the reading at touchdown].
X
XDgb14
Guest
Kollsman Window is instelbaar van 950hPa t/m 1050 hPa.
G
Guest
Guest
Kan het zijn dat de vrouwen meer zin hebben bij een hoge QNH?????
Wat ik de laatste dagen mee heb gemaakt is niet normaal.
Wat ik de laatste dagen mee heb gemaakt is niet normaal.
Afgezien van de "ezelsbruggetjes" die al gegeven zijn:
Temperatuur:
Voor elke graad C beneden standaard, voeg 4 ft toe per 1000 voet aan je minimale hoogte (of trek het van je actuele hoogte af om je echte vlieghoogte te weten)
Druk:
Wanneer de druk lager is dan standaard (1013,2hPa), voeg 27 (30 om het makkelijk te maken) voet per 1 hPa toe aan je minimale hoogte (of trek het van je actuele hoogte af om je echte vlieghoogte te weten)
Dat komt omdat de hoge druk al je rimpels en andere oneffenheden, plus eventuele bierbuiken en zwembandjes naar binnen drukt, waardoor ze niet meer zo opvallen.
Koning Lucht
Well-known member
offtopic: 737 heb jij nooit last van hoge druk?
flyingviking
Member
O ja, wat dan??????????????????????????
unXpected
New member
Zelfde als: From low to high look at the sky :grijns: