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On Sat, 25 Mar 2006 22:36:59 GMT, Jose
wrote: Let's see: I'm uncomfortable doing unusual attitude recovery in IMC. The For practice I think it's an unnecessary added risk and really adds nothing that you can't do under the hood. accident record shows this to be probably the top killer of IR pilots. I'm not so sure about that, but I don't know. I think this is a simpleminded use of statistics, and suggest (avec caveat) that an examination of -why- it is the top killer (if in fact it is; I don't know this) would be called for. I speculate: 1: the unusual attitude came as a surprise, Many things can come as surprises, but the only way an unusual attitude should come as a surprise is either extreme turbulence, or lack of attention. On one of my early flights as a student in IMC, I ended up in an unusual attitude. ( I let the bank in a descending turn get too steep and away we went) The instructor never said a word. He just sat there and waited for me to recover which I did. Certainly he would have taken over had things (or I) appeared to be coming unglued, but it was little different than a VFR recovery. You do have to learn that both the DG and AI are quite likely to be unreliable during and for a little while after an unusual attitude recovery. 2: it came as a result of an instrument failure (such as vacuum) and Vacuum failures can catch even experienced pilots as the AI very slooooly rolls over and plays dead. Slow enough that the pilot has a tendency to follow it unless his/her instrument scan catches it right away. You'd think it'd be easy to catch, but if you are bouncing around with the resultant erratic instruments bounces as well, the failure may be pronounced before the differences in the scan become pronounced enough to spot. Still, although it may result in the necessity of an unusual attitude recovery, with altitude it should be relatively easy. subsequent lack of partial panel chops, That is important. 3: it came about single pilot It should not be much of a problem for a *proficient* pilot. Notice I didn't say current. 4: the pilot was not sharp at recovery (or even IMC skills) and/or Which was my case. 5: it came about with a low ceiling, allowing no room for VFR recovery. We had lots of altitude. Practicing unusual attitude recovery, deliberately, in IMC, with a high ceiling, and with a CFII, would address all of these conditions except instrument failure. That last condition could be addressed by checking the gauges prior to each entry. Actually... that is probably a no. It is quite easy to cause the gyros to tumble in an unusual attitude, or recovery. You don't have to roll much beyond 60 degrees for that to happen. I've been 90 degreed by the weather quite a few times and it usually takes the AI and DG a bit to recover. I always figure an unusual attitude recovery IMC or under the hood is going to be partial panel as those are the only instruments at that time I really trust even if my scan does tell me they all agree. Actually =doing= the maneuvers, even a this way, does entail some risk, but the benefit is increased IFR sharpness and skills, which translates into overall safer IFR flying. Most of this can be done under the hood with an instructor, or safety pilot who is intimately familiar with the airplane and its requirements and is probably a lot safer. I'd not want to be doing unusual attitude recovery in IMC unless I was very proficient and I tend to be pretty laid back and am very familiar with my plane and just how far it can go before complaining or trying to bite back.. I really don't see much of an advantage to actually doing stalls and unusual attitude recovery in IMC compared to under the hood. Besides if the worst does happen and your screw up under the hood there should be someone in the right seat who can help. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com Jose |
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