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Flight Service Station briefers also adhere to this practice. However,
this procedure is not mandatory.
■ Destination weather [reported altimeter] 28.83. Prior to initial
descent, the Second Officer received and put the ATIS information
on the landing bug card, except the altimeter was written as
29.83... The Captain started [a] go-around at the same time the
Tower reported they had a low altitude alert warning from us...
ATC does use the term low/low after low altimeter settings. At
what setting it is required, I don’t know, but I feel any time it is
below 29.00, it should be used.
Again, there is no requirement for controllers to notify pilots of
unusually low barometric conditions, although many controllers
elect to do so. The phrasing “low/low” is a technique used by
some controllers to emphasize a particularly low altimeter setting,
but pilots shouldn’t count on hearing it.
■ We departed [airport] where the local altimeter setting was
28.84... About 15 minutes after reaching cruise altitude—
FL410—the copilot noticed we had set 28.92 rather than 29.92 at
FL180. We reset the altimeter...and descended to FL410... In over
30 years of flying, this may have been the tenth time that I’ve had
an altimeter setting below 29.00. We are careful in setting the
hundredths portion (—.92) of the altimeter, but need to consider
the total setting (29.92). It can jump up and bite you occasionally.
This Captain recognizes the bottom line: it is the flight crew’s
responsibility to ensure correct setting of the altimeter, and to
maintain good cockpit communication to catch any errors.
His story also illustrates why it’s important for pilots to note
significant changes in barometric pressure readings during
preflight checks of weather along an intended flight route:
■ Southeast bound [on airway] at 17,000 feet indicated
altitude, controller reported my altitude encoder indicated
16,000 feet on the readout. I had departed VFR and picked
up my IFR clearance at about 4,000 feet... I had set the
barometric pressure as provided by Center when clearance
was provided. I was approaching a cold front which was
lying north to south over Lake Michigan. The controller
asked if I had a backup encoder. I said no, and asked for an
altimeter setting. The setting provided was 1 inch lower than
the previous provided setting (about 100 nm earlier). I reset
my altimeter... After the reset my altimeter now indicated
16,000 feet... The problem was evidently a very steep pressure
gradient behind an approaching the [cold] front...
A Toss–and a Catch
Altimeter setting mishaps are more often due to human
performance fluctuations than the barometric variety.
Here’s what happened to a flight crew that forgot to “wipe
the slate clean”:
■ The engineer threw the ATIS up onto the center console (or
perhaps he handed it up to me and I put it there). The
altimeter on the ATIS called for 30.17 When we set this in up
front and ran the approach check, the sharp engineer
remembered that he had copied down 29.67 and brought this
to our attention. We had turned the ATIS sheet face up
rather than the arrival ATIS which he had copied on the
[back]. Weather at our destination was 300 feet, and the
difference in altimeter settings between 30.17 and 29.67 was
500 feet. Had this not have been caught by the engineer or
later through ATC, the results might have been disastrous.
This could be the result of having the company departure/
arrival ATIS on the same sheet...
ASRS Recently Issued Alerts On...
A BA-41 emergency due to improper fairing repair
Recurring inflight airframe vibrations on the Airbus 320
HF frequency congestion between Singapore and Taipei
BA-31 loss of control attributed to B-757 wake turbulence
Concerns about new ATC departure sequencing equipment
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
January 1995 Report Intake
Air Carrier Pilots 1949
General Aviation Pilots 582
Controllers 56
Cabin/Mechanics/Military/Other 17
TOTAL 2604
“Practice in Little Things, Proceed to Greater”
Springtime usually brings an increase in flight activities,
and with it, the challenge to instructors of supervising many
small but vital cockpit details.
how neglect of small matters led to significant consequences.
■ My student
words and “make believe”
physical actions with visual
verification of knobs and
　
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