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#1
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Reading the whiskey compass
When you're flying partial panel, to what precision do you read the
mag compass? To the nearest 5 degrees? Estimate to the nearest degree? How long do you go between readings and rely only on timed turns? For that matter, do you ever try to apply values from the correction card? In IMC or even VMC? -- Ben Jackson http://www.ben.com/ |
#2
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Unless you are flying in unnaturally calm conditions, precision with the wet
compass is hard to come by. IMHO compass turns should be eliminated from instrument training and timed turns emphasized. In my experience, few pilots pay any attention to the compass correction card, probably because the cards themselves are usually out of date. Bob Gardner "Ben Jackson" wrote in message news:3wZ_b.54783$Xp.264494@attbi_s54... When you're flying partial panel, to what precision do you read the mag compass? To the nearest 5 degrees? Estimate to the nearest degree? How long do you go between readings and rely only on timed turns? For that matter, do you ever try to apply values from the correction card? In IMC or even VMC? -- Ben Jackson http://www.ben.com/ |
#3
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Bob
I guess I have a different opinion. I have no trouble using the compass even in light turbulence. Moderate turbulence is a different matter. Perhaps this is because the airplanes at my FBO have bad DGs that need to be reset every 5 minutes, and we just got used to reading the compass in bumpy air. Regarding timed turns, they will only get you to the approximate heading. For example, even if you are only 5% off from a standard rate turn (which is hard to tell on the TC), you will be about 10 degrees off after a 180-turn. In order to fine tune that heading, one needs to know about compass errors. I've seen students zig zag their way along a north heading because they didn't understand how to compensate for the banking errors. I do agree that the correction card is often overlooked because the card is out of date or the numbers are simply impossible to read. However, most of the correction cards I've seen are rarely more than 2 degrees off, which is well within the tolerance for flying approaches. "Bob Gardner" wrote in message news:WR5%b.56390$Xp.268321@attbi_s54... Unless you are flying in unnaturally calm conditions, precision with the wet compass is hard to come by. IMHO compass turns should be eliminated from instrument training and timed turns emphasized. In my experience, few pilots pay any attention to the compass correction card, probably because the cards themselves are usually out of date. Bob Gardner "Ben Jackson" wrote in message news:3wZ_b.54783$Xp.264494@attbi_s54... When you're flying partial panel, to what precision do you read the mag compass? To the nearest 5 degrees? Estimate to the nearest degree? How long do you go between readings and rely only on timed turns? For that matter, do you ever try to apply values from the correction card? In IMC or even VMC? -- Ben Jackson http://www.ben.com/ |
#4
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For example, even if you are only 5% off from a standard rate turn (which is hard to tell on the TC), you will be about 10 degrees off after a 180-turn. In order to fine tune that heading, one needs to know about compass errors. No, you do another timed turn. It will be shorter, and (in the above example) you'll only be off by half a degree. That's plenty good. Jose -- (for Email, make the obvious changes in my address) |
#5
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The wet compass will only give you an approximate heading as well.
This is the scenario I use against compass turns: You are flying at night, in turbulence, in the clouds, picking up ice, and your vacuum instruments fail. Your kids are crying, your wife is bombarding you with questions, and the mag compass looks like a washing machine. Would you use a compass turn or a timed turn? If your answer was a timed turn, then you are guilty of suiting the procedure to the situation, which doesn't pay off too well in an emergency. (I tried to put that scenario into the Instrument Flying Handbook, but it didn't get past the FAA editors.) Bob Gardner "Andrew Sarangan" wrote in message om... Bob I guess I have a different opinion. I have no trouble using the compass even in light turbulence. Moderate turbulence is a different matter. Perhaps this is because the airplanes at my FBO have bad DGs that need to be reset every 5 minutes, and we just got used to reading the compass in bumpy air. Regarding timed turns, they will only get you to the approximate heading. For example, even if you are only 5% off from a standard rate turn (which is hard to tell on the TC), you will be about 10 degrees off after a 180-turn. In order to fine tune that heading, one needs to know about compass errors. I've seen students zig zag their way along a north heading because they didn't understand how to compensate for the banking errors. I do agree that the correction card is often overlooked because the card is out of date or the numbers are simply impossible to read. However, most of the correction cards I've seen are rarely more than 2 degrees off, which is well within the tolerance for flying approaches. "Bob Gardner" wrote in message news:WR5%b.56390$Xp.268321@attbi_s54... Unless you are flying in unnaturally calm conditions, precision with the wet compass is hard to come by. IMHO compass turns should be eliminated from instrument training and timed turns emphasized. In my experience, few pilots pay any attention to the compass correction card, probably because the cards themselves are usually out of date. Bob Gardner "Ben Jackson" wrote in message news:3wZ_b.54783$Xp.264494@attbi_s54... When you're flying partial panel, to what precision do you read the mag compass? To the nearest 5 degrees? Estimate to the nearest degree? How long do you go between readings and rely only on timed turns? For that matter, do you ever try to apply values from the correction card? In IMC or even VMC? -- Ben Jackson http://www.ben.com/ |
#6
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If your answer was a timed turn, then you are guilty of suiting the procedure to the situation, which doesn't pay off too well in an emergency. Isn't that the whole point - to suit the procedure to the situation? Jose -- (for Email, make the obvious changes in my address) |
#7
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Everybody to their own taste, as the lady said when she kissed the cow. In a
real emergency, pilots should not have to sort through a laundry list of possible procedures to find the one that fits...they should learn a procedure that works in all situations and train for that. In the instant case, absent failure of the turn coordinator, timed turns always work. Bob Gardner "Teacherjh" wrote in message ... If your answer was a timed turn, then you are guilty of suiting the procedure to the situation, which doesn't pay off too well in an emergency. Isn't that the whole point - to suit the procedure to the situation? Jose -- (for Email, make the obvious changes in my address) |
#8
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I guess I have a different opinion. I have no trouble using the
compass even in light turbulence. Moderate turbulence is a different matter. Perhaps this is because the airplanes at my FBO have bad DGs that need to be reset every 5 minutes, and we just got used to reading the compass in bumpy air. Regarding timed turns, they will only get you to the approximate heading. For example, even if you are only 5% off from a standard rate turn (which is hard to tell on the TC), you will be about 10 degrees off after a 180-turn. In order to fine tune that heading, one needs to know about compass errors. I've seen students zig zag their way along a north heading because they didn't understand how to compensate for the banking errors. I fly and teach partial panel using timed turns for a heading change of 60 degrees (20 seconds) or less, and the compass for longer turns. In both cases, but especially with the compass, you can expect to fine tune the heading with a second timed turn. One big mistake I see with both timed and compass turns is that the pilot looks at the compass too soon after the turn. I teach my students that after they begin the roll out, based on either time or compass lead/lag, they should ignore the compass completely for the next few seconds. The main priority after roll out is to stabilize the airplane using the turn coordinator and VSI. After that, check the altimeter, then go back to the TC and VSI. This allows you to verify that pitch is OK, and also gives the compass the time it needs to settle down. Students who "zig zag their way along a north heading" do so not because they fail to compensate for compass errors, but because they don't give the compass time to settle down after turning. One item on the Instrument Rating Practical Test Standards that's often overlooked is the turn coordinator calibration (Area IV, Task E4). People who've never done this should try it sometime. You might be surprised at how far off the instrument can be. I have one other comment, not directly relevant to the compass question. All pilots should be careful to use the correct descriptions of turbulence given in the AIM (para.7-1-23). Moderate turbulence is pretty bad: "Unsecured objects are dislodged." In my experience a lot of GA pilots report Moderate turbulence when it's really just Light ("Unsecured objects are displaced slightly"). I usually keep my kneeboard loose on my lap, not strapped down. If it doesn't leave my lap, the turbulence is no worse than Light. Barry |
#9
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"Barry" wrote in message ...
One item on the Instrument Rating Practical Test Standards that's often overlooked is the turn coordinator calibration (Area IV, Task E4). People who've never done this should try it sometime. You might be surprised at how far off the instrument can be. Very true. I have seen TC that were indicating standard rate when it took a lot longer than 1 min to complete a 180 turn. In another case, I've seen a TC that did not move beyond standard rate. I could be at 2x standard rate but still showing 1x standard rate on the TC. |
#10
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