Altimeter Question

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.

Stefan wrote in
:

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.


No, it isn't


Bertie

Barry schrieb:

6-3-1 c. The initial communication, and if considered necessary, any
subsequent transmissions by an aircraft in distress should begin with the
signal MAYDAY, preferably repeated three times.

And here's an example how it may sound in real life:
http://www.youtube.com/watch?v=9KhZwsYtNDE

Stefan wrote in
:

Barry schrieb:

6-3-1 c. The initial communication, and if considered necessary, any
subsequent transmissions by an aircraft in distress should begin with
the signal MAYDAY, preferably repeated three times.

And here's an example how it may sound in real life:
http://www.youtube.com/watch?v=9KhZwsYtNDE


That's an example of how it does sound in real life...



Bertie

Stefan schrieb:
Barry schrieb:

6-3-1 c. The initial communication, and if considered necessary, any
subsequent transmissions by an aircraft in distress should begin with
the signal MAYDAY, preferably repeated three times.

And here's an example how it may sound in real life:
http://www.youtube.com/watch?v=9KhZwsYtNDE

And BTW, at 2:20 you hear the QNH thing.

In rec.aviation.student Mark Hansen wrote:
On 04/18/08 08:38, Michael Ash wrote:
In rec.aviation.student Andy Hawkins wrote:
The PAN actually sounds to me like a good idea, but as I always say I'm
still a lowly stude! Being able to differentiate between a Mayday (basically
aircraft in imminent danger) and PAN (something that needs priority but
nothing that will endanger the aircraft in short order) seems like a good
idea to me.

Given the rarity of emergency calls, it seems like the important thing is
to make the emergency known in a simple and easy fashion first, then work
out the details later on as they're needed. The distinction is useful, but
I think that it's not worth putting extra workload on the pilot to figure
out just what degree his emergency is in his moment of crisis.

If the pilot is in a moment of crisis, then an emergency should be declared.
PAN is used when it is not at that level.

Is the imminent demise of one of your passengers not considered a moment
of crisis, or was this guy using the wrong signal?

I know that if one of my passengers started croaking in mid-flight, I'm
going to be getting on the ground in a rapid fashion and telling people to
clear out of my way and call emergency services, not arguing with people
over radio terminology.

--
Michael Ash
Rogue Amoeba Software

On 04/18/08 13:35, Michael Ash wrote:
In rec.aviation.student Mark Hansen wrote:
On 04/18/08 08:38, Michael Ash wrote:
In rec.aviation.student Andy Hawkins wrote:
The PAN actually sounds to me like a good idea, but as I always say I'm
still a lowly stude! Being able to differentiate between a Mayday (basically
aircraft in imminent danger) and PAN (something that needs priority but
nothing that will endanger the aircraft in short order) seems like a good
idea to me.

Given the rarity of emergency calls, it seems like the important thing is
to make the emergency known in a simple and easy fashion first, then work
out the details later on as they're needed. The distinction is useful, but
I think that it's not worth putting extra workload on the pilot to figure
out just what degree his emergency is in his moment of crisis.

If the pilot is in a moment of crisis, then an emergency should be declared.
PAN is used when it is not at that level.

Is the imminent demise of one of your passengers not considered a moment
of crisis, or was this guy using the wrong signal?

Your concerned seemed to be that the pilot may be too overloaded to have
to think about whether he should use MAYDAY or PAN. My comment is that
if he is in such a state, he should just use MAYDAY.


I know that if one of my passengers started croaking in mid-flight, I'm
going to be getting on the ground in a rapid fashion and telling people to
clear out of my way and call emergency services, not arguing with people
over radio terminology.

Of course. I wasn't suggesting otherwise.


--
Mark Hansen, PP-ASEL, Instrument Airplane, USUA Ultralight Pilot
Cal Aggie Flying Farmers
Sacramento, CA

In rec.aviation.student Mark Hansen wrote:
On 04/18/08 13:35, Michael Ash wrote:
Is the imminent demise of one of your passengers not considered a moment
of crisis, or was this guy using the wrong signal?

Your concerned seemed to be that the pilot may be too overloaded to have
to think about whether he should use MAYDAY or PAN. My comment is that
if he is in such a state, he should just use MAYDAY.

Well, I'm concerned that the decision adds to the load. There will always
be borderline cases. It seems to me that it would be better to have a
universal "I'm in trouble, pay attention to me now" call and leave the
distinctions for followup communications.

I know that if one of my passengers started croaking in mid-flight, I'm
going to be getting on the ground in a rapid fashion and telling people to
clear out of my way and call emergency services, not arguing with people
over radio terminology.

Of course. I wasn't suggesting otherwise.

Very good then!

--
Michael Ash
Rogue Amoeba Software

On Apr 19, 1:13*am, Andy Hawkins wrote:


That's my current bug-bear actually. The only exam I've got left to do
(apart from the Skills test) is the R/T practical. On this, unless you're
word perfect on the Mayday call you've failed, but what are the odds of a
controller ignoring your mayday because you forgot (for example) your pilot
qualifications in the mayday call?



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.

Cheers

On 04/18/08 14:12, Michael Ash wrote:
In rec.aviation.student Mark Hansen wrote:
On 04/18/08 13:35, Michael Ash wrote:
Is the imminent demise of one of your passengers not considered a moment
of crisis, or was this guy using the wrong signal?

Your concerned seemed to be that the pilot may be too overloaded to have
to think about whether he should use MAYDAY or PAN. My comment is that
if he is in such a state, he should just use MAYDAY.

Well, I'm concerned that the decision adds to the load. There will always
be borderline cases. It seems to me that it would be better to have a
universal "I'm in trouble, pay attention to me now" call and leave the
distinctions for followup communications.

There is. It is called MAYDAY. That was my point. If you're not sure
what to use, use MAYDAY.

However, a sick passenger that needs to get on the ground as soon as
possible is less of an emergency than an engine fire, or a loss of
control authority.

However, if you don't want to try to think about the difference, just
use MAYDAY.



--
Mark Hansen, PP-ASEL, Instrument Airplane, USUA Ultralight Pilot
Cal Aggie Flying Farmers
Sacramento, CA