I give up, after many, many years!

wrote:


While I would love to say it's my piloting skills, it really starts
with the quality training I received from the get go. I just took my
training to heart.

Might be helpful to you to go up with another instructor who is more
experienced at confusing your rear-end sensations while under the hood
with failed instruments. You might change your mind about how dependable
they are. The change in those sensations might give you some information
in the initial instant of change, but after that they are more likely to
confuse you to death. I would suggest that if you are doing a proper
instrument scan you shouldn't need any physical sensations, except for
being able to see the instruments.

Seems to me that, in an effort to pummel the idiot MX, people are
getting too hot under the collar and backing themselves into corners.

On May 18, 2:08*pm, romeomike wrote:

The change in those sensations might give you some information
in the initial instant of change, but after that they are more likely to
confuse you to death.

And this is the entire point I am trying to drive across. The absence
of a sensation is more important then no sensation in an IMC
environment.

I am not talking about unusual attitudes as it would be too late then,
as obviously if you get yourself in an unusual attitude situation, you
were ignoring signs WELL BEFORE that happens. I am talking VERY
SUBTLE changes that you have to be acutely aware of before it
exasperates into an unusual attitude situation which INCLUDES scanning
all instruments AND feeling results of power adjustments..

Nowhere am I saying it's a primary decision making process, but if you
make an input such as add power, you should feel something in the seat
of your pants. If you reduce power, you should feel a negative G type
feeling. If you don't, something is radically wrong. It is a TOOL
for verifying instrumentation as demonstrated in my Friday
situation..

You can't tell me that if you are on an ILS approach and you find
yourself sliding below glideslope that by adding power you don't feel
it in the seat of your pants AND find that comforting.

Add power and then don't get that seat of the pants feeling, you best
start looking at instruments, trim settings or more importantly OUT
the WINDOW for icing.

If you don't feel it, then you really are missing one of the finer
tools of flying as IFR flying is not all gauges. All gauge flying
can be done on a desktop MSFS. Knock yourself out on that, but that
doesn't give you the leans, nor any physiological sensations for
control input which is vital to feel in addition to scanning the
instruments..

AGAIN, it's a tool to supplement and VERIFY what your eyes do indeed
see, not a replacement.

All of my postings are toward IA pilots, not VFR pilots. VFR pilots
won't have the skills to work a partial panel situation as quickly as
a IA pilot and if a VFR pilot finds them in IMC AND a partial panel
situation, then they really are having a bad day.

IA pilots with a vacuum failure, it is a nuisance but not a life
endangering situation PROVIDING they use all their training resources
and of course the remainder of the airplane systems are still fully
functional.

wrote:


If you don't feel it, then you really are missing one of the finer
tools of flying as IFR flying is not all gauges. All gauge flying

Well, of course you're going to feel all kinds of stuff while flying
instruments: turbulence, control inputs, power setting
changes...whatever, but IMHO they are just as likely to bite you as save
you. A good scan is what saves your butt, of both primary and secondary
instruments. At least that's my experience with single and multi engine
solo IFR. But there are many here with a lot more experience than either
of us. I keep wondering where they are. Probably got tired of the
endless name calling. :-(