For a proper short field, one should line up and hold the brakes using all available runway. Allow the engines to spool up to T/O thrust before releasing the breaks.A "rolling takeoff" isn't a wise choice for shorter runways.

For some mountain flying that's all you can do. Head opposite direction of the takeoff run and apply full power while you are rounding the threshold and you are usually 30 knots where you normally would be just getting underway.

What is special about 18,000 ft that it should be applied world-wide? As far as I am aware no other countries (except Canada) use such a large value. The lowest transition altitude in the UK is 3,000 ft

Yes but that's the thing, you have to check on the TA/TL for every airport you go to. In the US you don't. I suppose the problem is the lack of weather information around the world. The US has pretty comprehensive coverage of the whole continent, so local QNH is easy to determine. Can't do that in mose places in the world so flight levels are safer from a colision point of view.

Yes but that's the thing, you have to check on the TA/TL for every airport you go to. In the US you don't. I suppose the problem is the lack of weather information around the world. The US has pretty comprehensive coverage of the whole continent, so local QNH is easy to determine. Can't do that in mose places in the world so flight levels are safer from a colision point of view.

Below the Tranasition Altitude pilots need to check QNH regularly while in flight and reset their altimeters accordingly. In the UK there are several Altimeter Setting Region. Transition Altitde is fixed and shown on the charts.

Edited January 12, 201214 yr by mgh

Below the Tranasition Altitude pilots need to check QNH regularly while in flight and reset their altimeters accordingly. In the UK there are several Altimeter Setting Region. Transition Altitde is fixed and shown on the charts.

That's what I said?

For some mountain flying that's all you can do. Head opposite direction of the takeoff run and apply full power while you are rounding the threshold and you are usually 30 knots where you normally would be just getting underway.

I wasn't going to cover every situation, Chris. :(

I wanna chime in. :) First lemme clarify my pink card expired back in 1995, and I haven't controlled on VATSIM in a while, so don't shoot me if my info is old. LOLRolling takeoff, either ATC wanted him out of the way ASAP, or it was a dead slow day and the controller was watching him taxi. In that case, he told him "FedEx1234, Wind xxx at xx, runway xx cleared for takeoff." Immediate part isn't needed unless he REALLY needs it NOW. But as a pilot, if you're cleared you gun it. No waiting, because yes you will make the ATC angry. :)Transition altitude in US is FL180. NOT 18,000; and the FL180 will change depending on the pressure. It's up to ATC to know what it is at the time....and on descending clearances through it, example "United1234, descend and maintain 10,000, altimeter at xxx (closest station) 29.92." Or, "Lifter17 heavy, decend on the xxxxx arrival, cross xxx at 10,00, xxx altimeter 29.92." The pilot then sets his altimeter to THAT pressure on the decent, so that ATC sees ALL the aircraft correctly on his end. It also ensures when we are only using 1,000' vertically that we actually HAVE 1,000' :)Hope that isn't all old info, but it was how I was taught....feels good to talk about it again actually. lol

1. Transition altitude is 18,000 feet. Transition level is FL180. You cannot give a transition altitude as a flight level. That is an oxymoron. When you climb, you change to 29.92 climbing through the transition altitude. When you descend you change your altimeter to the local setting through the transition level.2. What altimeter setting you have dialed into your altimeter makes no difference to what atc sees. The encoding altimeter in your transponder is permanently set to transmit your pressure altitude at a 29.92 setting. Atc dials in the current altimeter setting on their end to adjust the displayed altitude. It is important that we not adjust the altimeter until passing through the transition in case atc gives a last second instruction to level off before crossing the transition.

Edited January 13, 201214 yr by KevinAu

Transition level is the lowest Flight Level available for use above the Transition Altitude. For a Transition Altitude of 3,000 ft theTransition Level can vary between FL25 and FL50 depending on QNH

Mountains. Except for the Himalayas, there should be few terrain considerations above that altitude.

Assuming that 18,000ft were the TL in Europe then pilots would constantly be having to change the QNH which in turn would no doubt lead to many accidents. The reason why the TL is lower is because of the weather!!!! Obviously where there is high ground such as the Alps then the local TL is higher!!vololiberista

Huh? That makes no sense!! We have flat lands and mountainous lands here in the US and when below 18000 we just keep it adjusted to a nearby station at all times either by being told what the setting is by atc or listening to a nearby atis if not with a controller!! What you said makes no sense!! The reason to have a low TA/TL is for convenience!!! It relieves more people from having to adjust their altimeters constantly!! The only safety aspect that can be gained is that more aircraft would be on the same altimeter setting, providing more consistent altitude separation for more of the flying population!!!!!!

Edited January 13, 201214 yr by KevinAu

Transition level is the lowest Flight Level available for use above the Transition Altitude. For a Transition Altitude of 3,000 ft theTransition Level can vary between FL25 and FL50 depending on QNH

Why would you ever have a TL that is below a TA? That can put two airplanes, if one was near the floor of the level and one at top of the altitude, potentially at the same altitude while thinking they were at different altitudes.

Edited January 13, 201214 yr by KevinAu

The only safety aspect that can be gained is that more aircraft would be on the same altimeter setting, providing more consistent altitude separation for more of the flying population!!!!!!

And therefore, massively increasing the safety margin!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!vololiberista

And therefore, massively increasing the safety margin!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!vololiberista

And having nothing to do with the weather!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$&$$$$$$$$$$$$$$$&&&&&&&&&&&&&&&&@@@@@@@@@@@@@@@@@@@¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

And having nothing to do with the weather!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$&$$$$$$$$$$$$$$$&&&&&&&&&&&&&&&&@@@@@@@@@@@@@@@@@@@¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

In Europe "because of the weather!!! one would be changing the QNH every minute or two. Clear an unsafe practice for the majority of European air traffic. It's about time NA came into line with "THE REST OF THE WORLD!!!!!"vololiberista

Really? I didn't know Europe is known for such extreme wind gradients. I thought Chicago was the one and only Windy City.The issue is whether to standardize anything or not to standardize anything at all. If you standardize a procedure such as altimeter setting throughout the world, you have to take into account that not all the world is as flat or as close to sea level as London, England. If you don't standardize and tailor the procedure to fit each little hundred square mile province, then that provides a set of hazards in its own right, the most significant of which is that you will have many different ways of doing something every few miles and inevitably, many more people will do it wrong and allow unpredictable outcomes.