18.4.

2019

Chapter - 9

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An altimeter is an instrument which

measures pressure and causes a needle to
move across a dial. The dial is calibrated in
accordance with the ICAO International
Standard Atmosphere so that all altimeters
will read the same altitude for the same
pressure.

In addition, altimeters have a means of

adjusting the needle setting to take changes
in the surface atmospheric pressure into
account.

In section A, the pressure at the

airfield, which is at sea level, is 1010
hPa. The altimeter reads zero feet.

In section B, the pressure at the airfield

has fallen to 1000 hPa and the
altimeter, rather than showing a
decrease in pressure, shows an
increase in- I height.
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When we fly to an area of lower pressure, these

pressure lines will dip, consequently our true altitude
will decrease.

Conversely when flying into a region of higher
pressure, the pressure lines will rise and our true
altitude will increase.
HIGHER PRESSURE;
TRUE ALTITUDE > INDICATED
ALTITUDE

LOWER PRESSURE;
TRUE ALTITUDE < INDICATED
ALTITUDE

HIGH TO LOW, LOOK OUT BELOW...!

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Varying temperatures within the atmosphere have

significant effects on the pressure and the shape of
the pressure lines.

Cold air will tend to compact and lower pressure lines

whilst warm air will expand and raise pressure lines.

COLDER THAN ISA;

TRUE ALTITUDE < INDICATED
ALTITUDE

WARMER THAN ISA;

TRUE ALTITUDE > INDICATED
ALTITUDE

HOT TO COLD, DON’T BE BOLD

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For changing pressure, the altimeter can be reset

to take account of the fall in pressure.
Consequently, if the altimeter is reset when the
pressure changes, the altimeter will read
correctly.

We may, by altering the altimeter subscale
setting, set
◦ QFE,
◦ QNH or
◦ SPS

for use when we fly to ensure more accurate
readings.

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The pressure measured at the aerodrome datum.

With QFE set on the altimeter, the altimeter will read
zero when the aircraft is on the surface of the
aerodrome.

When airborne, with QFE set, the altimeter reads the
approximate height above the aerodrome.

QFE is always rounded down to the nearest
hectopascal.

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QFE converted to mean sea level using the ISA.

With QNH set the altimeter will read aerodrome
elevation when on the surface of the aerodrome.

When airborne it will read the approximate altitude of
the aircraft.

QNH is always rounded down to the nearest integer.

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If the standard pressure of 1013 hPa is set on the altimeter, the

instrument will read what is known as pressure altitude height in the
Standard Atmosphere.

This is the altimeter setting used when flying above the transition
altitude.

Flight Level
◦ Surface of constant atmospheric pressure measured from the 1013 hPa datum used
for vertical separation by specified pressure intervals (usually 500 or 1000 ft). Flight
Level is measured in hundreds of feet. e.g. FL350 = 35 000 ft.

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Apart from instrument errors, there are two errors of

interest meteorologically. They are:

Barometric Error –
◦ Errors caused by setting a pressure on the subscale other
than the correct one.
◦ For calculations a height of 27 ft per hPa is used in all the
meteorology syllabus altimetry questions to determine the
difference between indicated and true height/altitude.

Temperature error –
◦ The altimeter is calibrated in accordance with the ICAO ISA.
If the temperature is other than that in the ISA, the
altimeter will be in error.
◦ Corrected altitude is calculated by using a navigational
computer, or a correction table.
◦ HI-LO-HI will still apply.

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Any deviation from ISA will result in erroneous readings, except that the
altimeter will read the correct elevation of the airfield regardless of
temperature when the aircraft is on the ground with QNH set.

When temperatures are lower than ISA an aircraft’s true altitude will be
lower than the altimeter reading.

The error is proportional to the difference between actual and ISA

temperature, and the vertical distance of the aircraft above the altimeter
setting datum.

The height correction is 4 feet per degree Celsius deviation from ISA per
1000 feet.

Note: the calculation must be made over the indicated height difference
from the datum for the pressure setting.

ERROR = Indicated altitude/1000 × ISA deviation × 4

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Example:
xample:
◦ When making an approach to an aerodrome at mean sea
level in Siberia in January the decision height is 200 ft.
What is the true height when the indicated height is 200
ft if the temperature is -50°
50°C?

◦ Error = 4×
4×(-65) × 0.2 = -52 ft

◦ Hence the true height is 148 ft!

◦ This is clearly unacceptable so when carrying out an

aerodrome or runway approach in temperatures colder
than standard the indicated decision height/altitude or
minimum descent height/altitude must be increased.

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With temperatures colder than standard consideration must be

given to the effect of temperature on terrain clearance.

Example:
xample:

A flight is planned at FL180 over Mont Blanc (elevation 15 782
ft). The mean sea level pressure is 983 hPa, from an aerodrome
at mean sea level, and the temperature of the air up to the
summit is 25°C colder than ISA. Determine the true altitude of
the aircraft at Mont Blanc and hence the terrain clearance.

The indicated altitude is 18 000 ft above the 1013 hPa datum;
the height correction for the 30 hPa pressure difference is:
◦ 30 × 27 = 810 feet so the corrected altitude is 17 190 ft.
◦ The height correction for the temperature deviation from ISA is:
◦ 4 × (- 25) × 18 = -1800 ft
◦ Hence the true altitude of
the aircraft is 15 390 ft.
◦ But Mont Blanc is 15 872 ft
◦ So if we do not do something
about it we will hit the
mountain.

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Minimum safe flight level is the minimum

indicated pressure altitude (using SPS 1013 hPa)
that will ensure the aircraft is not lower than the
safety altitude for each section of the route.

When route planning we must ensure that on all
sections of the route the selected flight level is at
or above the safety altitude for that section. This
means that we have to take account of both
expected minimum pressure (QNH) and minimum
temperature for each section of the route.

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Example:
◦ On a section of a route the safety altitude is 8300 ft, the forecast
QNH is 983 hPa and the temperature is ISA -30°, determine the
minimum safe flight level for that section of the route.
◦ The correction for pressure difference is 30 × 27 = 810 ft, giving
a minimum indicated pressure altitude of 9110 ft. The
temperature correction is 4 × (-30) × 9 = -1080 ft so the
minimum indicated pressure altitude required is 10 190 ft.
◦ This is now rounded up to 10 500 ft (FL105) or 11 000 ft (FL110)
dependent of the status of the flight and the type of airspace
through which the flight is to be made.

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Transition Altitude
◦ The altitude at or below which the vertical position
of an aircraft is controlled by reference to altitude
(QNH).

Transition Level
◦ The lowest flight level (1013) available for use
above the transition altitude.

Transition Layer
◦ The airspace between the transition altitude and the
transition level.

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