So there I was...

The habit pattern of following the Flight Director probably overcame

Oh.. you got one of them things. I just have a black and blue ball with
lines on it.

Jose
--
He who laughs, lasts.
for Email, make the obvious change in the address.

"Jose" wrote in message t...
The habit pattern of following the Flight Director probably overcame

Oh.. you got one of them things. I just have a black and blue ball with
lines on it.

Jose
--

Yep, *one* of them things is correct.
My copilot's side has a "black and blue ball with lines on it". :-)
I can tell you, Flight Directors are very much nicer.

I can tell you, Flight Directors are very much nicer.

Nah, they take the fun out of instrument flying.

Jose
--
He who laughs, lasts.
for Email, make the obvious change in the address.

Not really.


"Jose" wrote in message
. net...
| I can tell you, Flight Directors are very much nicer.
|
| Nah, they take the fun out of instrument flying.
|
| Jose
| --
| He who laughs, lasts.
| for Email, make the obvious change in the address.

On Fri, 29 Dec 2006 10:34:54 -0500, Jose
wrote:

Even when you are real proficient at partial panel for some reason you
end up hading a difficult time ignoring that AI laying over on it's
side and your sense of balance gets attuned to the darn thing.

That's what I've been told, and it may be different in a real airplane.
However, I was quite surprised that in the sim, I did not get any of
that. I found it trivial to ignore it. However, I did find myself
steering to the dead DG. What are other pilot's experiences with a
visible failed AI in a (non-motion) sim, and in a real airplane?

It's probably due to three things, maybe more. One is the sense of
motion, but I think the much higher work load, and much higher mental
workload really make the difference. When under real pressure we tend
to revert to training and only a few hundred hours of following the AI
followed by an unexpected change to Partial panel leaves the pilot
with some conditioning that is extremely difficult to ignore.

Jose
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Fri, 29 Dec 2006 21:39:19 GMT, Bonehenge
wrote:

On Fri, 29 Dec 2006 14:47:47 -0500, Jose
wrote:

I wholeheartedly agree. I just found it odd that, in myself, the DG was
harder to ignore than the AI.

The DG is very hard to ignore, even when you realize you forgot to set
it on the ground.

Or so I've heard... G
Yah, That call from ATC asking if you forgot to set your DG is kinda
embarresing...or so I've heard. :-))
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

mbremer216 wrote:
On my way to visit relatives for X-mas. Flying from Northwest Indiana to
Savannah, GA in a Cherokee 180. Itching to put my recently earned IFR
ticket to work. Climbed out of my home field on Christmas Eve after the
risk of freezing fog had thawed. Up through a light cloud level at 2500 for
my first fuel stop at KLEX. Solid layer 2000 thick and an ILS down to 900'
and 5 miles - magic! Stop to fill the plane's tanks and empty mine.
Cleared through the layer and over the mountains. The cloud layer slipped
away behind me and nothing but clear sky and the mountains ahead. ATC
cleared to climb to 9000 for terrain and radar coverage.

Passing through 7500. Southeast bound past the London VOR. A whiff of oil
smell in the cockpit that passed as quickly as it came. Then, the suction
needle drops from it's usual 5.0 to nothing at all. What a revolting
development! Being in VFR conditions, a diversion to KTRI for help.

Mechanic confirmed that the vac pump had given up the ghost. Seized tighter
than dicks hat band. By now it was getting toward dark so continuing on
with a replacement didn't seem very attractive. Got it fixed the next day,
but freezing conditions and nasty winds kept us holed up in a motel room in
Kingsport, TN for Christmas. Nothing like Doritos and Snausages for
Christmas dinner while I explained to my wife how it's not the destination
but the trip that counts.

She said that I should enjoy my new vacuum pump for Christmas!!!

Mike

I wonder if there's a Christmas curse on vacuum pumps? Mine failed going
to St. Louis from Raleigh 2 days after Christmas (Although Christmas was
worse, the next day was still pretty icy. The Raleigh recorded weather told
of a Bonanza pilot with heavy rime ice, couldn't hold altitude, diverted
to Nashville.) Mine also failed VMC and when I reported the failure to ATC
they were sympathetic and passed the info on to each controller I encountered.
Mechanic in St. Louis was able to find a new pump and get it replaced in
an hour. What a pleasant outcome. Yes, I used post-it notes.

--
Don Poitras

When under real pressure we tend
to revert to training and only a few hundred hours of following the AI

Maybe then it's because I don't usually follow the AI. I use the TC,
altimeter, and DG as primary. Just a thought.

Jose
--
He who laughs, lasts.
for Email, make the obvious change in the address.

(Don Poitras) wrote in
:


I wonder if there's a Christmas curse on vacuum pumps?

Or at least a holiday curse. I just lost one flying a Cessna 207 on New
Years Eve. (yesterday). VFR though, so no big deal, but even VFR, it still
drove me bonkers every time I glanced down.

On Tue, 02 Jan 2007 05:09:25 -0000, Jackal24 wrote:

(Don Poitras) wrote in
:


I wonder if there's a Christmas curse on vacuum pumps?

Or at least a holiday curse. I just lost one flying a Cessna 207 on New
Years Eve. (yesterday). VFR though, so no big deal, but even VFR, it still
drove me bonkers every time I glanced down.

Un-nerving isn't it. I had an AI fail on take off no less. Now that
would have been scary had I been taking off into minimums.
Fortunately, like you I was VFR at the time.

Roger (Wet pumps for ever)Halstead
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com