It actually happened today!! Vacuum failure in IMC.

If you're already talking to ATC just tell the controllr what the
problem is, no need to change the transponder. Doesn't matter what
airspace you are in.



skym wrote:
It is my understanding that 7700 is what we are supposed to dial into
the xpdr when we declare an emergency. I was in controlled airspace.
Does that make a difference?

Thanks to both. Didn't know that. Hope I don't ever need it again!!

I don't remember if the a/p was on but I think it was. I know that may
seem weird, but the whole thing was so unexpected (naturally), that I
just focused on acting and my memory is . If it was on, the a/p would
have been on nav mode rather than hdg mode since I had been given a
clearance to a VOR, "then as filed", so I would have dialed in the VOR
freq and set the a/p to it.
Eventually, after getting some no-gyro vectors using the t/c and timed
turns on the compass, and alt instructions, I set up the GPS to CLT and
set the a/p to it. At that point I began to breathe easier.

skym wrote:

Thanks to both. Didn't know that. Hope I don't ever need it again!!

You did nothing wrong by squawking 7700. Better to error on the
conservative side, and that is what you did.

Also, the 7700 squawk really wakes up the system to work in your behalf.
;-)

On Sun, 09 Oct 2005 18:12:28 -0700, wrote:

Also, the 7700 squawk really wakes up the system to work in your behalf.
;-)

This is an understatement. 7700 will light up ATC systems.

The one time I squawked 7700 on an in-flight cylinder failure to L31
(Covington-St Tamminy LA), I contacted 121.5 and squawked 7700.

Once I got transferred to New Orleans apporach, they couldn't give me a
standard squawk code to change to fast enough.

As others said, no fuss no muss afterwards. All New Orleans approach asked
for of me was to contact FSS to advise I was safe on the ground. Never
heard a thing afterwards.

I shared my experiences with rec.aviation.student. Original post can be
found at
http://groups.google.com/group/rec.a...c3724728?tvc=1

Allen

"skym" wrote in message
ups.com...
It is my understanding that 7700 is what we are supposed to dial into
the xpdr when we declare an emergency. I was in controlled airspace.
Does that make a difference?

Yes - it lights you up distinctly (a different colour, I believe) on the
radar screen. So although the controller would see you no matter what code
you were transmitting, if you switch to an emergency code (7700, 7600, 7500,
etc) the equipment makes you more prominent and so lightens his workload a
little.

D.

David Cartwright wrote:
"skym" wrote in message
ups.com...

It is my understanding that 7700 is what we are supposed to dial into
the xpdr when we declare an emergency. I was in controlled airspace.
Does that make a difference?


Yes - it lights you up distinctly (a different colour, I believe) on the
radar screen. So although the controller would see you no matter what code
you were transmitting, if you switch to an emergency code (7700, 7600, 7500,
etc) the equipment makes you more prominent and so lightens his workload a
little.

That's funny. Completely wrong, but funny.

As for flying the GPS rather than the ILS into CLT, I've been so
indoctrinated into flying headings rather than "chasing the needle" on
an ILS that I had to rule that out.

I agree with flying a GPS approach instead of an ILS when partial panel - it's
much easier to fly because the needle doesn't get more and more sensitive as
you continue. Another factor to consider is that with only the magnetic
compass it's easier to hold an east or west heading than north or south. So,
for example, at CAE, I'd ask for the GPS 11 or 29 instead of 5 or 23.

Barry

A Lieberman wrote:
On Sun, 09 Oct 2005 18:12:28 -0700, wrote:


Also, the 7700 squawk really wakes up the system to work in your behalf.
;-)


This is an understatement. 7700 will light up ATC systems.

But if you are already squawking and talking, what is the point of using
7700?


Matt

Barry wrote:

As for flying the GPS rather than the ILS into CLT, I've been so
indoctrinated into flying headings rather than "chasing the needle" on
an ILS that I had to rule that out.


I agree with flying a GPS approach instead of an ILS when partial panel - it's
much easier to fly because the needle doesn't get more and more sensitive as
you continue. Another factor to consider is that with only the magnetic
compass it's easier to hold an east or west heading than north or south. So,
for example, at CAE, I'd ask for the GPS 11 or 29 instead of 5 or 23.

I'd fly an ILS over a GPS any day if I was PP. I WOULD use the GPS to
give me a better indication of the heading as opposed to the compass,
but why give up the lower minimums and greater accuracy offered by an
ILS, especially when the chips are already down a little.


Matt