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an altimeter setting below 29.00
inches. Ultimately, the proposal was
not adopted. In explaining the decision,
the FAA stated in part: “The low
altimeter issue has been determined to be
geographically specific. A Regional or facility
directive would be most effective in
this case. The [automated ATC systems]
can be adapted…to alert the air traffic
control personnel to emphasize an unusual
situation.”
Summary
So, Wherever in the World you fly,
avoid Feeling Pressured by a Barometer
Surprise or the One-Eight-Zero
Blues. Weather or Not you pass your
Bar Exam, learn ATC’s Role before you
reach The Far Side.
Obtain frequent and appropriate
weather reports throughout the flight.
Listen carefully to the complete ATIS
or ATC altimeter-setting broadcast,
and confirm the information with
other crewmembers. _
FL180 is the altitude at or above which,
in North America, all aircraft altimeters
should be set at 29.92, and below which
they should be set to the current barometric
pressure of the nearest reporting
station. Extreme barometric pressure is
only one of the causes reporters cited for
the altimeter-missetting incidents that
occurred during a climb or descent
through this altitude. A frequently reported
cause was distraction by other
cockpit tasks. Other causes noted by
ASRS analysts were failure to follow procedures
and lack of Crew Resource Management
(CRM) skills.
All three of the following report excerpts
indicate a lack of CRM, and a resultant
failure to maintain an adequate division
of labor among the cockpit crew. In the
first report, numerous distractions inside
and outside the cockpit, combined with
an apparently uncompleted checklist,
led to a relatively minor altitude deviation:
Thanks, eh?
Many of the reports used in this article were provided by ASRS’s sister
agency in Canada, the Canadian Aviation Safety Reporting Program
(CASRP). Our thanks to Les East of the CASRP for helping us find so many useful
incident records.
The CASRP incident reports may be identified by their combined letters and numbers
(A80C0079), while ASRS incident reports use only numbers (#290458).
Transitioning Through FL180
a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a
10 Issue Number 9
-“Reported weather was thunderstorms
and hail. We were on a heading and
altitude…that kept us parallel to a line of
thunderstorms. After level-off at FL290,
[the Center Controller] called us 500 feet
high. In all the confusion…we neglected to
reset altimeters at FL180. The problem
arose…during a high workload period of
time, a period of moderate turbulence,
lightning nearby, working with airborne
radar to determine our safest flight path,
and communicating constantly with the
Controller.” (#107888)
The next reporter likewise experienced
high workload and multiple distractions,
including a minor mechanical malfunction.
-“Descending through approximately
23,000 feet and while navigating an area
of precipitation and thunderstorms, both
air conditioning packs failed. …as we
worked on the pressurization problem…we
were assigned 11,000 feet. As we leveled,
ATC asked our altitude because he saw us
at approximately 10,500 feet. Then we
noticed that two of our altimeters were still
set at 29.92 with the [actual] pressure at
29.42. Our workload was obviously heavy,
but we should not have missed this basic
procedure.” (#265215)
Again, appropriate division of cockpit
tasks (one pilot to fly the aircraft, the
other to handle the malfunction), and
adherence to procedure (the checklist)
probably would have caught this mistake
before ATC did. At the very worst,
left unnoticed, this incident had the
makings of a repeat of other distractionrelated
accidents.
Another distraction, in the form of food,
was the undoing of the next reporter:
-“Just before we began descent, the flight
attendant brought up dinner for both of us
at the same time. Started descent as we
started eating. Because of distraction, we
failed to reset altimeters at 18,000 feet.
Descended to 17,000 feet with wrong altimeter
setting. Received TA of traffic at
16,000 feet.” (#295619)
Many air carriers have established policies
that forbid the Captain and First Officer
eating meals at the same time.
Transitioning Elsewhere
Beyond the North American continent,
　
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