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ILS approach and VOR Alpha Approach video
Knocked out a couple of approaches today in IMC conditions. Was cut
short due to a vacuum system problem (note, not the pump). Ceilings 1500 at KJAN and 1400 on my approach into KMBO. http://www.youtube.com/watch?v=RCvDb3mCAf8 Just after entering the clouds, saw my attitude indicator show an extraordinary pitch up. Quick scan of my airspeed and VSI did not confirm. Since I was IMC decided to continue approach and just work my partial panel skills. Turning back wasn't an option. In the full scheme of things, no big deal. Camera was placed on glare shield for the outside view since I didn't have a passenger It would have been nice to capture the instrumentation discrepancies if anything for others to see it happen under real conditions .but somebody had to man the shop and reaching for the camera myself was not an option in IMC.. After settling in, just contacted approach and advised them I didn't have a vacuum system, and would use ground track for my heading directions. When asked my intentions, I said to continue my ILS approach into KJAN and then VOR Alpha back to Madison with vectors. I had in my mind if it was too much work, just would do a full stop at KJAN. ATC asked if I needed any assistance and I declined as everything really was under control. Used my VSI as my "attitude indicator" figuring if it was level, airplane was level. If it pointed down, then I figured my nose was pointed down, and vice versa for pitch up. While I could have used the TC for bank information, I found it much easier in my scan just to use the ground track on the Garminm 430. If it changed, I figured the plane was banking. Problem I think (still getting this checked into) is the vacuum regulator as my vacuum gauge was reading 6 out of possible high of 7. Time will tell... Allen |
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ILS approach and VOR Alpha Approach video
On May 17, 7:08*am, BillJ wrote:
Maybe a collapsed hose? All lines were checked as I experienced this anomaly in VFR conditions, and it "went away" so we figured like you, a crimped hose somewhere in the lines became un-crimped when things were poked around. This happened about 6 flights ago, so I really thought it was fixed. |
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ILS approach and VOR Alpha Approach video
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ILS approach and VOR Alpha Approach video
On May 19, 12:51 pm, Ross wrote:
wrote: snip Used my VSI as my "attitude indicator" figuring if it was level, airplane was level. If it pointed down, then I figured my nose was pointed down, and vice versa for pitch up. snip Allen Why wouldn't you use airspeed or altitude for pitch? It responds faster. -- When you are trying to maintain constant altitude (or constant anything) a differential instrument is better than an absolute instrument. Although the VSI does have a lag, for small changes it should not be big factor. |
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ILS approach and VOR Alpha Approach video
Andrew Sarangan wrote:
On May 19, 12:51 pm, Ross wrote: wrote: snip Used my VSI as my "attitude indicator" figuring if it was level, airplane was level. If it pointed down, then I figured my nose was pointed down, and vice versa for pitch up. snip Allen Why wouldn't you use airspeed or altitude for pitch? It responds faster. -- When you are trying to maintain constant altitude (or constant anything) a differential instrument is better than an absolute instrument. Although the VSI does have a lag, for small changes it should not be big factor. Why is a differential instrument better? If I wanted to know if I was level I would look at my altimeter. If I stay at 6000' I am level. If my airspeed is faster then I am going down or slower then I am going up. Now that I think about it airspeed might be better, since turbulence could be bouncing me up and down and I could be chasing that. -- Regards, Ross C-172F 180HP KSWI |
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ILS approach and VOR Alpha Approach video
On May 19, 11:51*am, Ross wrote:
Why wouldn't you use airspeed or altitude for pitch? It responds faster. Not a matter of response I was looking for, but for me, being the position of the needle being "level" visually was a cue that I was level flight. If it pointed down visually, I would visually see the nose of the plane down, and vice versa for climbs. I just found it visually easier to interpret the attitude of the plane using the VSI needle. Of course, like you said airspeed will give you pitch information as well as the RPM of the engine to even expand further (good consideration for icing situations in my head anyway). As Ross pointed out altimeter would also work, as after all an assigned altitude is just that, straight and level, if it's going down your descending and so on but VISUALLY, the VSI gave me a better picture of my airplane attitude (pitch) In my simple mind it worked well anyway :-))) |
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ILS approach and VOR Alpha Approach video
I just found it visually easier to interpret the attitude of the plane
using the VSI needle. If you're doing this in IMC, I hope you have an IVSI. Hilton |
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ILS approach and VOR Alpha Approach video
On May 21, 1:58*am, "Hilton" wrote:
If you're doing this in IMC, I hope you have an IVSI. No...... For those that don't know what IVSI is, as I had to look it up, the IVSI means Instant Vertical Speed Indicater in the above. The VSI was only a "visual aide" to help verify the trends of my other gauges. Once I was straight and level, the altimeter was my primary and VSI was secondary, but a visual to show I was indeed level (thus me calling my "attitude indicator"). Any change to the sound of my engine would prompt me to look at the altimeter first and then my VSI, and if the VSI was pointed up, then it was easier to see I was trending up which meant I was pitched up. (just gave me a better visual) which of course make me make appropriate trim settings or control input changes. Again, my simple ways of dealing with an unusual problem, may not work for others, but my outcome was of such it worked for me. Just a tool in my took kit I found fit for my needs. |
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ILS approach and VOR Alpha Approach video
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