It actually happened today!! Vacuum failure in IMC.

Departed Asheville NC today into IMC enroute to Columbia SC. Well into
IMC and about 6500 MSL the DG started to slowly just start rotating and
the AI started to lean over. Backup vacuum-no help. I couldn't
believe this was happening in IMC; I only fly it about 5% of the time.
Columbia was just a bit above minimums. I was not prepared to try an
ILS with no operative DG, and most of the GPS approaches at CAE want a
WAAS capable GPS, which my G430 isn't.
Bit the bullet and dialed 7700 and declared an emergency. Asheville
approach offered a no-gyro radar directed approach back into AV which I
declined, since the mountainous terrain was not an attractive option in
this situation, at least to me (even though I live in Montana). They
gave me vectors to Charlotte, at my request, since it had similar
weather, but friendlier terrain. As I was descended into CLT I saw a
huge hole and an airport just below. Told CLT approach I saw an
airport and could descend visually to it, and since I seem to have read
somewhere that it is best just to get on the ground ASAP in this type
of situation, said that I just wanted to land there. They gave me the
name and ID of the airport (Shelby NC), and I landed without incident.
Lessons learned:

1. Keep up on your partial panel skills. Do not underestimate the
utility of the turn coordinator (or needle/ball).
2. Carry something to cover the failed instruments; they will distract
you. (Fortunately, I had covers.)
3. An STEC A/P which runs on the TC, rather than the vacuum
instruments, is the way to go.
4. If you have a good a/p and coupled GPS, they can fill in very well.
5. Don't be afraid to declare an emergency, and accept their help.
ATC at CAE, Greer (sp?) approach, and CLT approach were ultra
professional and very helpful.

I'm not a highly experienced instr pilot, but stuck with what I've been
trained to do, kept cool (I hope/think), and "dealt with it".
Now, for the paperwork.

skym wrote:
Departed Asheville NC today into IMC enroute to Columbia SC. Well into
IMC and about 6500 MSL the DG started to slowly just start rotating and
the AI started to lean over. Backup vacuum-no help. I couldn't
believe this was happening in IMC; I only fly it about 5% of the time.
Columbia was just a bit above minimums. I was not prepared to try an
ILS with no operative DG, and most of the GPS approaches at CAE want a
WAAS capable GPS, which my G430 isn't.
Bit the bullet and dialed 7700 and declared an emergency. Asheville
approach offered a no-gyro radar directed approach back into AV which I
declined, since the mountainous terrain was not an attractive option in
this situation, at least to me (even though I live in Montana). They
gave me vectors to Charlotte, at my request, since it had similar
weather, but friendlier terrain. As I was descended into CLT I saw a
huge hole and an airport just below. Told CLT approach I saw an
airport and could descend visually to it, and since I seem to have read
somewhere that it is best just to get on the ground ASAP in this type
of situation, said that I just wanted to land there. They gave me the
name and ID of the airport (Shelby NC), and I landed without incident.
Lessons learned:

1. Keep up on your partial panel skills. Do not underestimate the
utility of the turn coordinator (or needle/ball).
2. Carry something to cover the failed instruments; they will distract
you. (Fortunately, I had covers.)
3. An STEC A/P which runs on the TC, rather than the vacuum
instruments, is the way to go.
4. If you have a good a/p and coupled GPS, they can fill in very well.
5. Don't be afraid to declare an emergency, and accept their help.
ATC at CAE, Greer (sp?) approach, and CLT approach were ultra
professional and very helpful.

I'm not a highly experienced instr pilot, but stuck with what I've been
trained to do, kept cool (I hope/think), and "dealt with it".

That is the way to handle it.


Now, for the paperwork.

You messed your pants? :-)


Matt

On 6 Oct 2005 17:26:21 -0700, "skym" wrote:

Departed Asheville NC today into IMC enroute to Columbia SC. Well into
IMC and about 6500 MSL the DG started to slowly just start rotating and
the AI started to lean over. Backup vacuum-no help.

Good job on keeping it right side up and getting it down safely.

Once the mechanic has looked it over, let us know the cause of the
failure.

On 6 Oct 2005 17:26:21 -0700, "skym" wrote:

Departed Asheville NC today into IMC enroute to Columbia SC. Well into
IMC and about 6500 MSL the DG started to slowly just start rotating and
the AI started to lean over. Backup vacuum-no help. I couldn't
believe this was happening in IMC; I only fly it about 5% of the time.
Columbia was just a bit above minimums. I was not prepared to try an
ILS with no operative DG, and most of the GPS approaches at CAE want a
WAAS capable GPS, which my G430 isn't.
Bit the bullet and dialed 7700 and declared an emergency. Asheville
approach offered a no-gyro radar directed approach back into AV which I
declined, since the mountainous terrain was not an attractive option in
this situation, at least to me (even though I live in Montana). They
gave me vectors to Charlotte, at my request, since it had similar
weather, but friendlier terrain. As I was descended into CLT I saw a
huge hole and an airport just below. Told CLT approach I saw an
airport and could descend visually to it, and since I seem to have read
somewhere that it is best just to get on the ground ASAP in this type
of situation, said that I just wanted to land there. They gave me the
name and ID of the airport (Shelby NC), and I landed without incident.
Lessons learned:

1. Keep up on your partial panel skills. Do not underestimate the
utility of the turn coordinator (or needle/ball).
2. Carry something to cover the failed instruments; they will distract
you. (Fortunately, I had covers.)
3. An STEC A/P which runs on the TC, rather than the vacuum
instruments, is the way to go.
4. If you have a good a/p and coupled GPS, they can fill in very well.
5. Don't be afraid to declare an emergency, and accept their help.
ATC at CAE, Greer (sp?) approach, and CLT approach were ultra
professional and very helpful.

I'm not a highly experienced instr pilot, but stuck with what I've been
trained to do, kept cool (I hope/think), and "dealt with it".
Now, for the paperwork.

You said that the backup vacuum was no help -- please elaborate. Was
it inop, or was there not enough vaccum to spin the DG and AI back up?
Did you reduce the throttle setting to increase the engine vacuum?

Lots of us have an alternate vacumm system installed, and would like
some insight into why yours did not help you out.

J.

Way to go. Yes definitely avoid mountain approaches if in doubt. I
don't even do them unless I have practiced them. Find VFR and land
there, that is the best option and you did it. Congrats.

Good job recognizing the failure. Many (even CFI's) don't until unusual
attitude is added to the mix.

I would add to the lessons:

BU vacuum is only as good as the last time you tested it. You do test it,
right?
Obviously, if the instrument (dg/AI ) failed, having a BU air is useless.
That's why I'm looking at the Mid-Continent Sporty's electric AI replacement
T/C.

Pay the bucks to get the idiot lights added to the panel, if you don't have
them. I have red lights for low pressure/vacuum, voltage, etc. Nice to
have.

3. An STEC A/P which runs on the TC, rather than the vacuum
instruments, is the way to go.
4. If you have a good a/p and coupled GPS, they can fill in very well.

Keep in mind that even George w/ bail on you if the vacuum/pressure goes.
(S-Tec aside)

Point for my research: As the KFC200 AP serves as a wing leveler in FD
(flight director) mode. Does it (FD) still work when the A/I fails (as it
is air) or does the AP automatically disconnect?

most of the GPS approaches at CAE want a
WAAS capable GPS, which my G430 isn't.

What? This I did not know. I need to check this out. (Have 530, no WAAS,
waiting like everyone else)
--

Thx Again, {|;-)

Victor J. (Jim) Osborne, Jr.

"skym" wrote in message
ups.com...

Departed Asheville NC today into IMC enroute to Columbia SC. Well into
IMC and about 6500 MSL the DG started to slowly just start rotating and
the AI started to lean over. Backup vacuum-no help. I couldn't
believe this was happening in IMC; I only fly it about 5% of the time.
Columbia was just a bit above minimums. I was not prepared to try an
ILS with no operative DG, and most of the GPS approaches at CAE want a
WAAS capable GPS, which my G430 isn't.
Bit the bullet and dialed 7700 and declared an emergency. Asheville
approach offered a no-gyro radar directed approach back into AV which I
declined, since the mountainous terrain was not an attractive option in
this situation, at least to me (even though I live in Montana). They
gave me vectors to Charlotte, at my request, since it had similar
weather, but friendlier terrain. As I was descended into CLT I saw a
huge hole and an airport just below. Told CLT approach I saw an
airport and could descend visually to it, and since I seem to have read
somewhere that it is best just to get on the ground ASAP in this type
of situation, said that I just wanted to land there. They gave me the
name and ID of the airport (Shelby NC), and I landed without incident.
Lessons learned:

1. Keep up on your partial panel skills. Do not underestimate the
utility of the turn coordinator (or needle/ball).
2. Carry something to cover the failed instruments; they will distract
you. (Fortunately, I had covers.)
3. An STEC A/P which runs on the TC, rather than the vacuum
instruments, is the way to go.
4. If you have a good a/p and coupled GPS, they can fill in very well.
5. Don't be afraid to declare an emergency, and accept their help.
ATC at CAE, Greer (sp?) approach, and CLT approach were ultra
professional and very helpful.

I'm not a highly experienced instr pilot, but stuck with what I've been
trained to do, kept cool (I hope/think), and "dealt with it".
Now, for the paperwork.

In article ,
says...


You said that the backup vacuum was no help -- please elaborate. Was
it inop, or was there not enough vaccum to spin the DG and AI back up?
Did you reduce the throttle setting to increase the engine vacuum?

Lots of us have an alternate vacumm system installed, and would like
some insight into why yours did not help you out.



I'm curious about that too. Like to know why that was a non-starter,
before taking comfort in something that's not going to help when you need
it.

Otherwise - congrats. I'd have been scared - like to think I would have
had your presence of mind.

G Faris

Skym,

Well done!

Now, for the paperwork.


What paperwork??? Don't tell me you still believe in that myth about
paperwork having to be filled out after declaring an emergency. I
wondered about your phrase "bit the bullett", too. There's nothing to
bite. Just declare away!

--
Thomas Borchert (EDDH)

Nope. Actually I felt calmer than I would have expected. It helped
that I had just taken off and had 4 hrs of fuel on board.

... most of the GPS approaches at CAE want a
WAAS capable GPS, which my G430 isn't.

All four of the RNAV (GPS) approaches at CAE are flyable without WAAS. Having
WAAS would provide an electronic glideslope and allow you to use the lower
LNAV/VNAV or LPV minimums (which are all higher than the ILS minimums).
However, your choices to divert to someplace closer, and then land visually
when you had the chance, definitely seem to me like the right way to go in
this situation.

Barry