The Instrument you can live without

Stefan wrote:
Matt Whiting wrote:

That is the main flaw with partial panel practice. You know the gyro
has failed. In a real failure, you may well not notice the failure
until it is too late.


You will know it pretty eimdiately, *if* you are not too lazy to
permanently do the cross checks. Cross check possibility is the reason
why you have all those "useless" instruments like VSI and turn coordinator.

OK, you obviously have no, or very little, experience flying single
pilot IFR. There are times when things get very busy and the cross
checks don't occur at nearly the frequency you might desire. And subtle
failures can be hard to detect in the early stages.

Matt

Matt Whiting wrote:

OK, you obviously have no, or very little, experience flying single
pilot IFR. There are times when things get very busy and the cross
checks don't occur at nearly the frequency you might desire.

Little. Anyway, if you can't do the cross checks, then you're not safe.
If single pilot IFR means that the workload is too high to regularly do
the cross checks, then it's debatable whether single pilot IFR in IMC
should be allowed at all.

Stefan

Stefan wrote:

Matt Whiting wrote:

OK, you obviously have no, or very little, experience flying single
pilot IFR. There are times when things get very busy and the cross
checks don't occur at nearly the frequency you might desire.


Little. Anyway, if you can't do the cross checks, then you're not safe.
If single pilot IFR means that the workload is too high to regularly do
the cross checks, then it's debatable whether single pilot IFR in IMC
should be allowed at all.

You can do cross checks, just not every 20 seconds, and maybe not every
60 seconds during certain phases of the flight. You prioritize your
tasks based on needs to be done and the probability that something will
go wrong. Losing the vacuum or losing oil pressure or having all of the
fuel leak out are low probability events so you don't check them every
10 seconds. You need to check your heading and altitude very frequently
when nearing the MDA or DH on an approach, but you don't check nearly as
frequently during cruise.

You have the typical attitude of someone who has read about instrument
flying, but hasn't done any.


Matt

Matt Whiting wrote:

You have the typical attitude of someone who has read about instrument
flying, but hasn't done any.

I have, but mainly in gliders. Different priorities there and no approaches.

Stefan