In Poland the Transition Altitude is always 6500 ft and the Transition level is usually FL80 but if the QNH drops to 995 or below at ANY of the controlled airports, then the whole FIR assumes FL90 as the TL.
Interesting video I always wondered about the AT the transition altitude what do you do but as you said you stay on local QNH. I think the knowledge of the specific transition altitude differing in uk/Europe/etc is what’s causes issues. It’s fair the Airbus flashes a warning for this, Im not sure this warning is due to the MCDU setting ? for trans Alt. Oh god ISA calcs are associated pain 😢
Exactly, stay on QNH if you are flying exactly at the transition altitude. The flashing QNH on the PFD is controlled by the transition altitude and transition level settings on the TAKEOFF and APPROACH pages in the FMS respectively.
I’m guessing having a transition level of for example FL65 is also an advantage in that you don’t level off at that level. You’re usually either FL70 or 6000ft
That's certainly another advantage! Though for pilots it doesn't really make a difference. If ATC tells you to level off at FLxxx, you maintain STD pressure, if they clear you to ALTITUDExxxx, you change to local.
I am a bit confused as to when to switch over when descending on the approach, as when ATC gives you the local QHN and gives you an altitude (above the transition level stated in the charts), is that an instruction from ATC for you to go over to local QHN or just information?
In many countries, like in the UK, you can set QNE as soon as you are cleared to a FL. In others, you must only set QNE only when passing the TA. Same applies for TL and QNH. Some airlines have this policy too. I believe this is due to the high FL some countries have. Up to FL180. Which, I imagine could cause traffic conflicts if you set the QNE/QNH well before. Despite that, however, the normal procedure is to set it as soon as the ATC gives you the instructions, either QNH or QNE. Be aware however, if you wait for the TA, and the difference between the QNE and QNH is too high, it could make the altimeter "jump" up or down. To prevent this, set it at least 1.000 feet before the TA
I know us Americans love to do our own thing, but I get why all all US states and territories use a standard transition altitude/level. It's hard enough to get pilots to listen to the ATIS past the identifier, can you imagine if they snuck a transition level in there? Yes, we American pilots are lazy 😂
It’s a good idea for an entire country to use a standardised transition altitude. Especially a place like the US where a huge amount of pilots fly domestically only
Departing from airports in the UK like Heathrow or Gatwick is very confusing to me. The constraint altitude for most departures is 6000 feet and the transition level is 6000 feet. And some departure legs are very long. When do you go to standard barometric pressure in these cases? Do I stay on the barometric pressure settings for the local airport and ignore the flashing QNH setting on the PFD until I climb above 6000 feet? For some QNH settings close to standard pressure, it does not matter. But if the local barometric pressure is low or very high, it is a difference of several hundred feet.
You go to STD when you climb ABOVE the altitudes, into the flight levels. At my old operator we used to change the transition altitude from eg. 6000 into 6001 to avoid, amongst others, the flashing.
There’s a question I forgot to ask. If your chart says trans level by ATC is there anyway to find out online what the current real world figure is or do have to use a generic figure from some historical setting
So, roughly... EU: when destination local baro pressure > 1013.2, then TL = TA + 1000. And when destination local baro pressure < 1013.2, then TL = TA + 2000. For USA TA/TL: always 18.000. UK chaps: something funny with 500ft increments. Again, roughly. So without the temp adjustments. Correct?
@@kevo31415 Thanks for this extra info, I like it. Still, I'm wondering now how you Americans handle relatively short flights, that (probably) do not exceed 18.000ft/FL180. Do pilots have to continuously adjust their baro setting via ATC in this case? Or do you mostly fly above 18.000ft to prevent this? I mean, if the correction of the baro setting is forgotten just only once, by just one airplane..it could potentially be disastrous..?
@@Jalapeno2107 Yes. Generally for aircraft under FL180 each controller will tell them at least once the altimeter setting at a location relatively close to the aircraft. First communication with any aircraft under FL180 is often ", , "
@@Jalapeno2107 Anytime you initially contact a new ATC unit anywhere when operating IFR on local baro/altimeter/QNH would be something like "Timbuktu control, Alpha Bravo Charlie, ten thousand, one-zero-one-three". If on a SID/STAR you might add something like "....ten thousand, ACMEE one-alpha, one-zero-one-three". If VFR you might go "Timbuktu control, Alpha Bravo Charlie, type flying broomstick, 2 POB (POB=persons on board), tracking Hogwarts VFR, ten thousand, one-zero-one-three." If landing at Hogwarts airport you'd add "....ten thousand, with Hogwarts Alpha (=Hogwarts airport ATIS information Alpha), one-zero-one-three" at the end. It's a lot to say but it becomes a breeze once you're experienced. Most ATC have radar so you don't need to say your position. But if you're in, say, the middle of Africa where there's no radar, or you're in mountainous terrain where radar beams can't pass through, and ATC relies on procedural separation only, then you say your position and ETA to your next IFR flight plan waypoint, or VFR reporting point or a well known local feature (e.g. town, popular beach etc.), or VFR destination if close by. And ATC will usually reply "Timbuktu control, copied, Hogwarts Valley QNH one-zero-one-four." Often they give you the local area QNH, not the airport QNH. And you reply "one-zero-one-four, Alpha Bravo Charlie", and adjust your altimeter.
As a European simulator pilot, I love flying in the USA because you always just know 18000ft is Transition Altitude. So simple. However there are some things the USA does so very wrong, for example pressure in 'how much arbitrary distance mercury moves up a nondescript column', or naming SIDs the same thing no matter which runway you're departing from, but that one detail with transition altitude/level is great.
In Poland the Transition Altitude is always 6500 ft and the Transition level is usually FL80 but if the QNH drops to 995 or below at ANY of the controlled airports, then the whole FIR assumes FL90 as the TL.
'Roger, contact Houston control' hahaha
If only it was like that
The first video I have found that explains FL AND ALT clearly. Thank you excellent.
Thanks 🎉 You really take these videos to new levels, heights & altitudes. (Bad dad joke?😂) Keep up the awesome content!
Hey, maybe I've missed something, but are still planning to release your 777 E-book? Or has it been released already?
I was wondering the same thing. Thanks!
me too… will be a 1st day buyer
Great video🎉. Could you make one about flying in RVSM: requirements and operations?
Cheers!
Interesting video I always wondered about the AT the transition altitude what do you do but as you said you stay on local QNH. I think the knowledge of the specific transition altitude differing in uk/Europe/etc is what’s causes issues. It’s fair the Airbus flashes a warning for this, Im not sure this warning is due to the MCDU setting ? for trans Alt. Oh god ISA calcs are associated pain 😢
Exactly, stay on QNH if you are flying exactly at the transition altitude.
The flashing QNH on the PFD is controlled by the transition altitude and transition level settings on the TAKEOFF and APPROACH pages in the FMS respectively.
I’m guessing having a transition level of for example FL65 is also an advantage in that you don’t level off at that level. You’re usually either FL70 or 6000ft
That's certainly another advantage! Though for pilots it doesn't really make a difference. If ATC tells you to level off at FLxxx, you maintain STD pressure, if they clear you to ALTITUDExxxx, you change to local.
I am a bit confused as to when to switch over when descending on the approach, as when ATC gives you the local QHN and gives you an altitude (above the transition level stated in the charts), is that an instruction from ATC for you to go over to local QHN or just information?
In many countries, like in the UK, you can set QNE as soon as you are cleared to a FL. In others, you must only set QNE only when passing the TA. Same applies for TL and QNH. Some airlines have this policy too.
I believe this is due to the high FL some countries have. Up to FL180. Which, I imagine could cause traffic conflicts if you set the QNE/QNH well before.
Despite that, however, the normal procedure is to set it as soon as the ATC gives you the instructions, either QNH or QNE.
Be aware however, if you wait for the TA, and the difference between the QNE and QNH is too high, it could make the altimeter "jump" up or down. To prevent this, set it at least 1.000 feet before the TA
I know us Americans love to do our own thing, but I get why all all US states and territories use a standard transition altitude/level. It's hard enough to get pilots to listen to the ATIS past the identifier, can you imagine if they snuck a transition level in there? Yes, we American pilots are lazy 😂
It’s a good idea for an entire country to use a standardised transition altitude. Especially a place like the US where a huge amount of pilots fly domestically only
@@iaexo Kinda, pressures can vary wildly though. One reason why we have a low transition in Europe
Departing from airports in the UK like Heathrow or Gatwick is very confusing to me. The constraint altitude for most departures is 6000 feet and the transition level is 6000 feet. And some departure legs are very long. When do you go to standard barometric pressure in these cases? Do I stay on the barometric pressure settings for the local airport and ignore the flashing QNH setting on the PFD until I climb above 6000 feet? For some QNH settings close to standard pressure, it does not matter. But if the local barometric pressure is low or very high, it is a difference of several hundred feet.
You go to STD when you climb ABOVE the altitudes, into the flight levels.
At my old operator we used to change the transition altitude from eg. 6000 into 6001 to avoid, amongst others, the flashing.
I think the transponder always uses STD altitude? on ALT
So, in relation to cold weather conditions it means that you are flying to low at an approach. Is that negligible or could that be a threat?
Might as well contact houston control 🤣🤣
There’s a question I forgot to ask. If your chart says trans level by ATC is there anyway to find out online what the current real world figure is or do have to use a generic figure from some historical setting
For some airports the real life ATIS is available online, but without ATC online you'll have to calculate it yourself.
I've started using Say Intentions AI and the ATIS supplied by them tends to give a Transition Level for the airport you are departing or arriving at.
The space shuttle hasn't been flying for a while, maybe you meant SpaceX?
So, roughly... EU: when destination local baro pressure > 1013.2, then TL = TA + 1000. And when destination local baro pressure < 1013.2, then TL = TA + 2000. For USA TA/TL: always 18.000. UK chaps: something funny with 500ft increments. Again, roughly. So without the temp adjustments. Correct?
As an aside, in America we accommodate for TL=TA + 2000 by not using FL180 if the altimeter is < 29.92 (local baro pressure < 1013.2)
@@kevo31415 Thanks for this extra info, I like it. Still, I'm wondering now how you Americans handle relatively short flights, that (probably) do not exceed 18.000ft/FL180. Do pilots have to continuously adjust their baro setting via ATC in this case? Or do you mostly fly above 18.000ft to prevent this? I mean, if the correction of the baro setting is forgotten just only once, by just one airplane..it could potentially be disastrous..?
@@Jalapeno2107 Yes. Generally for aircraft under FL180 each controller will tell them at least once the altimeter setting at a location relatively close to the aircraft. First communication with any aircraft under FL180 is often ", , "
@@kevo31415 I understand now. Thanks again for these insights. 😎👍
@@Jalapeno2107 Anytime you initially contact a new ATC unit anywhere when operating IFR on local baro/altimeter/QNH would be something like "Timbuktu control, Alpha Bravo Charlie, ten thousand, one-zero-one-three". If on a SID/STAR you might add something like "....ten thousand, ACMEE one-alpha, one-zero-one-three".
If VFR you might go "Timbuktu control, Alpha Bravo Charlie, type flying broomstick, 2 POB (POB=persons on board), tracking Hogwarts VFR, ten thousand, one-zero-one-three." If landing at Hogwarts airport you'd add "....ten thousand, with Hogwarts Alpha (=Hogwarts airport ATIS information Alpha), one-zero-one-three" at the end. It's a lot to say but it becomes a breeze once you're experienced.
Most ATC have radar so you don't need to say your position. But if you're in, say, the middle of Africa where there's no radar, or you're in mountainous terrain where radar beams can't pass through, and ATC relies on procedural separation only, then you say your position and ETA to your next IFR flight plan waypoint, or VFR reporting point or a well known local feature (e.g. town, popular beach etc.), or VFR destination if close by.
And ATC will usually reply "Timbuktu control, copied, Hogwarts Valley QNH one-zero-one-four." Often they give you the local area QNH, not the airport QNH.
And you reply "one-zero-one-four, Alpha Bravo Charlie", and adjust your altimeter.
I never got this wrong, i don't know who you talking about.
Bro jus doing his normal procedures
🤪 Europe is too complicated again.
As a European simulator pilot, I love flying in the USA because you always just know 18000ft is Transition Altitude. So simple.
However there are some things the USA does so very wrong, for example pressure in 'how much arbitrary distance mercury moves up a nondescript column', or naming SIDs the same thing no matter which runway you're departing from, but that one detail with transition altitude/level is great.
You cant say that when it takes 2 minutes just for an ifr clearance in the us