Pitot-Static Flight Instruments – Altimeter Part Four

in Flight Instruments

Altimeter Operation

There are two means by which the altimeter pointers can be moved. The first is a change in air pressure, while the other is an adjustment to the barometric scale. When the aircraft climbs or descends, changing pressure within the altimeter case expands or contracts the aneroid barometer. This movement is transmitted through mechanical linkage to rotate the pointers.


A decrease in pressure causes the altimeter to indicate an increase in altitude, and an increase in pressure causes the altimeter to indicate a decrease in altitude. Accordingly, if the aircraft is sitting on the ground with a pressure level of 29.98 “Hg and the pressure level changes to 29.68 “Hg, the altimeter would show an increase of approximately 300 feet in altitude. This pressure change is most noticeable when the aircraft is left parked overnight. As the pressure falls, the altimeter interprets this as a climb. The altimeter indicates an altitude above the actual field elevation. If the barometric pressure setting is reset to the current altimeter setting of 29.68 “Hg, then the field elevation is again indicated on the altimeter.

This pressure change is not as easily noticed in flight since aircraft fly specific altitudes. The aircraft steadily decreases true altitude while the altimeter is held constant through pilot action as discussed in the previous section.

Knowing the aircraft’s altitude is vitally important to a pilot. The pilot must be sure that the aircraft is flying high enough to clear the highest terrain or obstruction along the intended route. It is especially important to have accurate altitude information when visibility is restricted. To clear obstructions, the pilot must constantly be aware of the altitude of the aircraft and the elevation of the surrounding terrain. To reduce the possibility of a midair collision, it is essential to maintain altitude in accordance with air traffic rules.

Types of Altitude

Altitude in itself is a relevant term only when it is specifically stated to which type of altitude a pilot is referring to. Normally when the term altitude is used, it is referring to altitude above sea level since this is the altitude which is used to depict obstacles and airspace, as well as to separate air traffic.

Altitude is vertical distance above some point or level used as a reference. There are as many kinds of altitude as there are reference levels from which altitude is measured, and each may be used for specific reasons. Pilots are mainly concerned with five types of altitudes:

  1. Indicated altitude—read directly from the altimeter (uncorrected) when it is set to the current altimeter setting.
  2. True altitude—the vertical distance of the aircraft above sea level—the actual altitude. It is often expressed as feet above mean sea level (MSL). Airport, terrain, and obstacle elevations on aeronautical charts are true altitudes.
  3. Absolute altitude—the vertical distance of an aircraft above the terrain, or above ground level (AGL).
  4. Pressure altitude—the altitude indicated when the altimeter setting window (barometric scale) is adjusted to 29.92 “Hg. This is the altitude above the standard datum plane, which is a theoretical plane where air pressure (corrected to 15 °C) equals 29.92” Hg. Pressure altitude is used to compute density altitude, true altitude, true airspeed (TAS), and other performance data.
  5. Density altitude—pressure altitude corrected for variations from standard temperature. When conditions are standard, pressure altitude and density altitude are the same. If the temperature is above standard, the density altitude is higher than pressure altitude. If the temperature is below standard, the density altitude is lower than pressure altitude. This is an important altitude because it is directly related to the aircraft’s performance.

A pilot must understand how the performance of the aircraft is directly related to the density of the air. The density of the air affects how much power a naturally aspirated engine produces, as well as how efficient the airfoils are. If there are fewer air molecules (lower pressure) to accelerate through the propeller, the acceleration to rotation speed is longer and thus produces a longer takeoff roll, which translates to a decrease in performance.

As an example, consider an airport with a field elevation of 5,048 feet MSL where the standard temperature is 5 °C. Under these conditions, pressure altitude and density altitude are the same—5,048 feet. If the temperature changes to 30 °C, the density altitude increases to 7,855 feet. This means an aircraft would perform on takeoff as though the field elevation were 7,855 feet at standard temperature. Conversely, a temperature of –25 °C would result in a density altitude of 1,232 feet. An aircraft would perform much better under these conditions.

Instrument Check

Prior to each flight, a pilot should examine the altimeter for proper indications in order to verify its validity. To determine the condition of an altimeter, set the barometric scale to the current reported altimeter setting transmitted by the local automated flight service station (AFSS) or any other reliable source, such as ATIS, AWOS, or ASOS. The altimeter pointers should indicate the surveyed field elevation of the airport. If the indication is off more than 75 feet from the surveyed field elevation, the instrument should be referred to a certificated instrument repair station for recalibration.