Pilot meets controller.... Videos

On Feb 2, 10:06*pm, "Flaps_50!" wrote:
I was assigned a 150 heading. Approach said, 21A I said 150 heading,
it appears you are going SW. I thought WTF, how did I miss that, my DG
says 150. Look at my back up, and crap, something amiss! I apologies
profusely explained that I was having DG problems. I ended up using
GPS tracking for my heading along with Ipad for situational awareness
on the sectional. Transponder dropped off ATC scope 3 times while in
Bravo.

I was taught to always check the DG against the compass everytime you
use it to set heading. The DG can drift due to precession *-especially
after start up.

Nice of you to make someone's day like that -I can tell you enjoyed it
immensely.

Cheers

Gotta check pretty often, have had vac pump failures in actual IMC --
don't want to chase a spinning down gyro

On Feb 3, 10:58*am, a wrote:
On Feb 2, 10:06*pm, "Flaps_50!" wrote:



I was assigned a 150 heading. Approach said, 21A I said 150 heading,
it appears you are going SW. I thought WTF, how did I miss that, my DG
says 150. Look at my back up, and crap, something amiss! I apologies
profusely explained that I was having DG problems. I ended up using
GPS tracking for my heading along with Ipad for situational awareness
on the sectional. Transponder dropped off ATC scope 3 times while in
Bravo.

I was taught to always check the DG against the compass everytime you
use it to set heading. The DG can drift due to precession *-especially
after start up.

Nice of you to make someone's day like that -I can tell you enjoyed it
immensely.

Cheers

Gotta check pretty often, have had vac pump failures in actual IMC --
don't want to chase a spinning down gyro

It may be just bad luck, I doubt I spend 25% of the time in actual
IMCs, but have had two vac pump and one alternator failure in actual
(but soft IFR approaches) IMC

On Feb 3, 12:02*pm, a wrote:

Gotta check pretty often, have had vac pump failures in actual IMC --
don't want to chase a spinning down gyro

It may be just bad luck, I doubt I spend 25% of the time in actual
IMCs, but have had two vac pump and one alternator failure in actual
(but soft IFR approaches) IMC

I've had one fail in IMC, but it wasn't the pump, but the vacuum pump
regulator that failed in IMC in my prior Sundowner. Caused my AI to
display an extreme pitch up on a climb because it was pegged opposite
of failure. My ASI idicated a steady 90 knots with a steady RPM so I
knew something was wrong with AI right away.

I advised ATC that I was going to use GPS ground track for headings.
I then reverted to my partial panel skills ignoring vacuum system
instrumentation. Turned out DG wasn't affected but I wasn't leaving
anything to trust it.

On VFR flights other then checking the DG accuracy when I lined up on
the runway, until now, I never crossed checked it at the end of the
turn as I had assumed it worked if it worked on the ground (runup
normally would catch this as well as last minute check on runway
before blast off).

As you can see what assume does. DG was iffy in performance
(digressing by 10 degrees) but didn't misbehave that much on my turns.

I tend to be more lax on instrument scans (CROSS CHECKING) on VFR
flights only because my eyes need to be outside the window! So even
if this happened tomorrow, realistically I don't think I would have
caught this mistake.

Hi,

In article ,
wrote:
I tend to be more lax on instrument scans (CROSS CHECKING) on VFR
flights only because my eyes need to be outside the window! So even
if this happened tomorrow, realistically I don't think I would have
caught this mistake.

Part of the normal routines we're taught is 'FREDA'

Fuel (quantity remaining, switch tanks if necessary)
Radio (on the correct frequency, any calls required)
Engine (Ts and Ps, altimeter and suction, carb heat check)
DI (check it's aligned, realign if necessary)
Altimeter (correct pressure setting, and you're at the correct altitude)

We're taught to do these checks every 15 minutes or so, and I'd probably add
one in immediately before any turn at a waypoint.

This is in the UK, are things different in the US?

Andy

I tend to be more lax on instrument scans (CROSS CHECKING) on VFR
flights only because my eyes need to be outside the window! *So even
if this happened tomorrow, realistically I don't think I would have
caught this mistake.

I think being near line of sight while looking forward is exactly why
the compass is in on top of the panel in sight of the windshield...
I've yet to fly a plane where it's not there...

Cheers

"Flaps_50!" wrote:

I think being near line of sight while looking forward is exactly why
the compass is in on top of the panel in sight of the windshield...
I've yet to fly a plane where it's not there...


I believe it's up on the glareshield to minimize magnetic interference from
the other instruments and the aircraft structure.

Mike

On Feb 4, 5:23*am, "Flaps_50!" wrote:

I've yet to fly a plane where it's not there...

Then you never been in my Sundowner as it was NOT on top of the
panel.....

On Feb 5, 8:32*am, " wrote:
On Feb 4, 5:23*am, "Flaps_50!" wrote:

I've yet to fly a plane where it's not there...

Then you never been in my Sundowner as it was NOT on top of the
panel.....

Where is it in a sundowner? But it was there in the 172 you flew?

On Feb 5, 3:53*am, "Flaps_50!" wrote:
On Feb 5, 8:32*am, " wrote:

On Feb 4, 5:23*am, "Flaps_50!" wrote:

I've yet to fly a plane where it's not there...

Then you never been in my Sundowner as it was NOT on top of the
panel.....

Where is it in a sundowner? But it was there in *the 172 you flew?

It was a vertical card compass that hung from the top of the wind
screen. Yes it was on the panel of the Cessna.