B747-400
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 200; Flight Crew Total 8000; Flight Crew Type 800
Distraction; Human-Machine Interface; Situational Awareness
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Aircraft; Airspace Structure; Human Factors; Procedure
On arrival into the Delhi; India area; we were given gradual descent levels from our cruise flight level. Having previously obtained the ATIS via ACARS; we observed that the current transition level was 55; and we programmed the aircraft VNAV page to reflect the transition level.We were vectored off our airway and were turned northbound for sequencing with other traffic. During this time; we were given vectors; speed restrictions; and various lower flight levels. As the flying pilot; I was using the FLCH mode to accomplish the small step downs we were being given. The final level we were given prior to being given a vector to join the final approach course was FL70. We joined the final approach course at FL70 and were cleared for the ILS at that altitude. The glide slope slowly [dropped] to meet the aircraft; and the pitch mode changed to 'G/S' at glide slope capture. Given our flight level; this was naturally some distance from touchdown at the time.All proceeded normally...ATC gave us one or two more speed restrictions; but to all in the cockpit (Captain; First Officer; Relief Pilot; flight mechanic) this seemed a normal (for Delhi; anyway) approach.Passing 1;000 FT; the EGPWS function called out 'ONE THOUSAND.' The required callout in our cockpit by the non-flying pilot is also 'one thousand.' This callout can occur at a different time than the EGPWS callout; since we are referencing a rising line next to the altimeter (1;000 FT above field elevation) and the aircraft's automation is referencing 1;000 FT radar altitude. Upon this callout; I noticed that the barometric '1;000 FT' line was quite a ways away from our present altitude. This is not uncommon; since there is almost always some difference between 1;000 FT AGL (radar altitude) and 1;000 FT above field elevation. However; I noticed that there was quite a difference this time. I made no mention of this though. The same thing happened at 500 FT with the 'FIVE HUNDRED' EGPWS callout. We were VFR...I viewed this as more of a curiosity than anything.It was not until after touchdown and rollout that we noticed an amber boxed 'STD' under our altimeter tapes. We had both not changed our altimeters to the local altimeter setting and were still set to 1013 hPa. Having joined the approach at FL70 and achieved glide slope capture at that altitude; we had missed setting our altimeters at the transition level of 55. Not only that; the aircraft did not alert us that we hadn't set our altimeters (normally it would do so if we had passed the transition level by 300 FT or more); since we had glide slope capture prior to the transition level.This seems to be a type of situation that can occur when relying on automation...no matter how benign an occurrence. Prior to EFIS aircraft; pilots always kept things like the transition level in the back of their minds; ready to change the altimeter at the appropriate time. I have found that; in a plane with EFIS; I am waiting for that amber boxed 'STD' to remind me that I have already passed the transition level; rather than proactively remembering the transition level itself. This is complacency and it affected everyone in the cockpit at the same time this time. This was a relatively nice VFR experience with 'no harm no foul' this time; but could be a real 'gotcha' of the Boeing automation during marginal weather; at night; with high terrain all around. Couple this with a long flight and a potentially fatigued crew and things might not be as benign as this time.
When a B747-400 passed through the 'FL55 transition level' after having captured the glide slope on a lengthy final to VIDP the flight crew failed to note the passage and landed with QNE vice QNH altimetry still active.