I’m contemplating that that under high vertical acceleration (such as the maximum limit of 2.5g for commercial airplanes), that hydrostatic atmospheric pressure wouldn’t be a complete model. Wikipedia states for atmospheric pressure:
In most circumstances atmospheric pressure is closely approximated by the hydrostatic pressure caused by the weight of air above the measurement point.
The derivation of the Barometric formula presumes hydrostatic pressure:
And assuming that all pressure is hydrostatic:
It appears to me that without correction for the g-forces, a vertically accelerating barometric altimeter could potentially indicate uncorrected altitudes which are lower or higher (depending on the design of the altimeter) than true altitude even if all other factors had been corrected.
Is this a correct understanding and do Air Data Computers (ADC) described below make these corrections? If yes, can anyone provide an approximate formula or mathematical model for altitudes near ground level?
Another Aviation Stackexchange answer states:
However, altitude is also used for the purpose of traffic separation, and for this purpose, neither QNH or QNE is corrected. This might sound counter-intuitive, but as long as your altimeter is showing the same error as any conflicting traffic, you can be safely separated, therefore: The altitude shown on the altimeter is not corrected at all (except by calibration for possible aerodynamic interference, such as compressibility, venturi-effects etc).
In technically sophisticated aircraft, barometric altitude input is used for vertical navigation. Since vertical navigation is concerned with the true altitude of the aircraft, the aircrafts Air Data Computer (ADC) will calculated a true altitude based on information available to it (either through sensors, or through pilot input). The true altitude is however, as stated, not shown on the pilots primary flight instruments.