Altimeter Cold Temperature Corrections - [Pilot Actions]
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- Опубликовано: 13 июн 2024
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You need to apply these Altimeter Cold Temperature corrections every time the temperature is 0 degrees or below.
Pilots do this because the Altimeter is prone to temperature error since it is calibrated using the standard atmosphere as a reference.
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Disclaimer:
THIS VIDEO IS FOR ENTERTAINMENT PURPOSES ONLY.
NOT FOR REAL-LIFE OPERATIONS.
PLEASE REFER TO THE OFFICIAL MANUAL AND DOCUMENTATION.
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time stamps
00:00 Intro
00:54 How Does the Altimeter calculate your altitude
04:40 Altimeter Temperature Error
06:32 Application of Temperature corrections
10:02 Air Traffic Controller and Altimeter Temperature Correction
10:32 Which Altitudes Should You correct by the Temperature?
Fantastic, Gabriel!!! Outstanding explanation of a critical concept. I've been flying mostly hot places for over 15 years, and just took a job in the Rocky Mountains where I'll be flying over cold bumpy places. I needed this refresher and it was perfect. On behalf of my crew, my pax and myself -thanks so much!
Thank you. Your diagrams really helped clarify this principle for me, which I have been struggling to understand
Thank you for helping me understand the “why.” From what I understand now, the Altimeter is calibrated to read a difference of X feet for each HPA or “mg. Cold temperature indicates a higher reading because each level of HPA or “mg is not calibrated to the temperature change. The altimeter shows you pass through more HPA/mg” levels than you actually do, thus showing higher than actual altitude. AWESOME EXPLANATION CAPTAIN!
You are very welcome!!
MAMMA MIAA!! This accent is killing me! Thank you for tha information by the waya..!
I'll need to rewatch this to wrap my head around some fundamental concepts. Thank you for making this video.
You are very welcome!!
Cleared to Volbi, descent 2300ft temperature correction (OAT +5 deg), Cleared ils 17 approach.
Davvero bel video!!
Grandeee!! Temperature corrected by whom? 🤣 Ciao Fede!!
That’s the best explanation of it i’ve ever seen! Many thanks for that video.
You are very welcome
Very informative videos mate. Muchas Gracias .. keep making new ones please.
You are very welcome!! I'm working on many videos!! Stay tuned!!
Great presentation. Thanks. Always appreciate your videos.
You are very welcome!
Excellent video, and I really like your enthusiasm when you explain it
Many thanks for your great support!
Great explanation Captain! Thanks
You are very welcome!
Man thanks a lot you mad my day we’ll explain thanks agine
You are very welcome!
I love your videos thank you❤
You are very welcome!
Great video captain!! I'm going to forward to some friend pilots, so they can remember these principles about temperature and altitude. Here where I fly, temperatures are always above ISA, opposite from the video. These days it was ISA+22. Thats why, during an ILS based on GNSS RNAV, using VNAV, even whe crossing the IF at minimum crossing altitude, turning for the LOC/GS (and FAF), we are higher than the G/S! Our true altitude is higher than indicated, and the ILS is just there independently from temperature. We always have to make an intervention to capture the G/S from above. And there is nothing we can do, there is no correction for hot temperature, and the procedure was constructed so the IF altitude would be the G/S altitude at that point. Only thing that is possible is to keep that on mind and anticipate: be at correct speed, use of flaps, speedbrake and etc. It happens in a lot of procedures here in Brazil, specially because 75% of the time we are not radar vectored for a approach: we fly the RNAV STAR and go for the procedure in use. In RNAV approaches, the hot temperature always lead us to be slightly higher than PAPI indication. If you want to check: ILS Z RWY15 at SBGL is a good example.
Thanks!!
You are very welcome!! We have the same here in summer!! Great comment!
I can't wrap my head around why colder air would cause you to be low. It seems like it would be opposite. At each alt the air would be more dense so you'd have to climb to find the same pressure as in the heat.
The thing is that the air is more dense thus the space between each isobars is smaller... And the altimeter follows the isobars...
Great one...
Thank you for this video
You are very welcome!!
Hi Captain great video. Have a great day
I wish you a great day!! Thanks for your support
@@PILOTCLIMB I would love to have you as a training Captain
Excellent explanation by far....so if the airport elevation was higher than SL we add this to the top row value in the table? Say the elevation is 3000 and temp was -10?
Thanks for your support!! Yes you enter only the height on the top of the correction table
thanks capt great work my question is cant th ADCs use the OAT sensers to calculate correct altitude before its sent to the PFD and other users.
You are very welcome! Most probably some aircraft models have this feature.. on the b737 and a320 we still apply these corrections
Thanks for thoses informations.
But the standard ISA does not continualy decrese 27ft/1hPa but more and more with altitude i think.
In real life yes, the difference in feet between each Hpa increases.
Hi. Real life scenario qn here pls.
IF you’re assigned a specific runway, are you going to make corrections for all SID/STAR, MCP window and constantly inform ATC of your correction?
Everytime they give you a climb, descend altitude you go make correction and inform them of the corrections….
Then what if they change your RW again? Now you have to recalculate and key in the legs page again? What if the temperature is not -10 but -13 degrees?
You going to interpolate and calculate the numbers to key into every single concerned waypoint? What if other pilots in other aircraft interpolated a different number from you that they also keyed into the FMC legs page? What if the ATIS now reports -14 or -12 instead of your adjusted -13? Calculate, interpolate and key in again? Looks like constant calculation, interpolation, keying into legs page and constantly informing ATC is a lot of work aye… which also opens up room for wrong calculation/error… or should we all just request vectors to skip all this… What if it’s… -1 degree? You really gonna calculate for that? Sorry I’m just really curious at real life scenario at what line pilots do.
In case of a change you need to correct the altitudes again. Even if aviation is a dynamic world it doesn't change so much especially during the approach..
thanks captain ,the other question is what is the standard artmospheric temperature for the 27feet for the 1 hpa .
You are very welcome!!
Check out this video: ruclips.net/video/dicULSq9d0s/видео.html
will do ,thanks capt.
Hello Gabriele.
Regarding Minimum Altitudes for Departure and Engine Failure Proced it would be nice to see another video about that topic.
I also want to ask if corrections need to be applied during very hot temperature.
For example 35 C to 50 C.
Is the table that you used only for 737 or for all aircraft types?
You are very welcome!! I'll make another video about that.
The table is the standard ICAO table.
With high temperature some operators apply the corrections some don't.
Thank you Gabriele.
Also with High Temperature correction, it would be nice to see a short video about that.
For example in GMFO during summer, it can be up to 47 C.
That is extremly hot. Ryanair, Transavia France, TUI Belgium fly very often to GMFO.
hi capt, sometimes when we do the Non-ils app, the altitude we fly the procedure and the MOCA chart depicted (which is shadow part),they are so close for example only 16meters, shall we do the temp correction when the temperature above 0 degress,because if we dont do we may fly under the MOCA which is prohibited,thank you
Usually we don't correct for more than 0 deg temperatures, if you are on the procedure you are clear of obstacles.
Hello Captain. What about temp corrections during RNP approaches? Best regards
Hi, I'll make a separate video about that! Stay tuned
@@PILOTCLIMB Great to hear that!
Hello Captain,
I have a few questions
1)
So if the platform altitude has to be 3290 instead of 3000, do I have to put the 3290 as altitude constraint into the legs page where the waypoint is, where I have to intercept the G/S?
I mean do I have to enter 3290 next to DAVID as alt constraint?
2)
If I have on the STAR a wapoint constraint of FL220 or above, what correction value do I have to take?
3)
Do I have to use temperature corrections also for Departure?
4)
You said that altitude instructions during radar vectors are already corrected.
But what is when you get shortcuts?
Thank you for answering.
Thanks for watching!
1) correct
2) We usually correct altitudes below MSA unless otherwise requested,
3) Some operators corrects all the minimum altitudes of the departure some only the engine failure procedure,
4) On radard vectors the controller will keep you separated from the terrain even dueing a short cut (however the captain has the final terrain separation responsibility).
Good topic explanation, but in the correction chart with a temperature of -10, the DH of 200 AGL is 20 feet, but the same DA of 2,191 MSL minimums is more than 200 feet, according to your 5,000 feet MSL example. Both MSL altitudes have a lot more isobars layers than the the DH AGL height, thus I don't think you can correct DH AGL with a MSL correction chart. At decision your Radar Altimeter shows a normal 200 feet AGL, but your altimeter should show corrected close to 2,400 feet MSL. Your thoughts please; thanks for sharing.
Nice to see you here again !! The table is used using the heights, the possible error you mentioned is taken into account..
@@PILOTCLIMB Ok, thanks; also good to see you back, thanks for your response.
Ohh! long time no see....Pilot climb!!
Request to keep uploading videos regularly.
Love your Aviation Videos.
🇮🇳 🇮🇳
Thanks for your great support!! I'll restart making videos regularly.
About the table Captain....you mentioned the height AAL. So if say the aerodrome is 4000 feet. Am I correct by saying you take the altitude in the table and add that first to 4000? Then apply the correction to the result?
Hi, i hope you are well!! If the elevation of the airport is 4000, you have to take the Altitude restriction subtract the 4000 and then check in the table what is the correction that is required.. once you know the correction value you add that to the restriction..
@@PILOTCLIMB I see Captain Sorry but can u give just an example using numerical values? Much appreciated
@@flightdeckq400pilot4if the airport is at 1000 ft and the alt restriction at platform altitude is 4000 ft, you have to subtract 1000 ft to the 4000 ft from the alt restriction at platform altitude: 3000 ft. Then you go to the table and search the correction at 3000 ft which is 170 ft at 0 degrees temperature for example. Then you add 170ft to the 4000 ft and gives you 4170 ft as corrected altitude for the alt restriction at platform altitude. You have to correct the MSA alt, and each one below MSA, enter them corrected at the FMC and inform ATC about it. I hope it helps you, it was a little bit confusing for me as well, this is what I understand. Cheers