You're pretty sure?
I'm pretty sure that you're wrong.
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You're pretty sure?
Of course, best to follow the regs and not depart but a situation could arise anyways with a dual failure after takeoff.Meatservo wrote: ↑Thu May 02, 2019 9:26 am It's all very well to boast of your prowess at recognizing and correcting unusual attitudes with your turn&bank indicator, but the distracting presence of a dead horizon rolling around like Sammy Davis jr's left eye, maybe an unusual attitude to start things off, I don't know, sounds shitty. I was stuck in thick forest-fire smoke in a beaver many years ago, and the D.G. stopped working. The horizon, turn and bank, everything else worked fine, but that damn D.G. slowly turning this way and that, and not turning when I was trying to turn, contributed to a powerful vertigo that I had trouble with. I had nothing to cover it with. Nowhere near as debilitating as a horizon going tits-up, which has also happened to me and is really no fun.
I think thats spot onIt's all very well to boast of your prowess at recognizing and correcting unusual attitudes with your turn&bank indicator, but the distracting presence of a dead horizon rolling around like Sammy Davis jr's left eye, maybe an unusual attitude to start things off, I don't know, sounds shitty. I was stuck in thick forest-fire smoke in a beaver many years ago, and the D.G. stopped working. The horizon, turn and bank, everything else worked fine, but that damn D.G. slowly turning this way and that, and not turning when I was trying to turn, contributed to a powerful vertigo that I had trouble with. I had nothing to cover it with.
1) I had an AHRS topple on me twice in about 2000 flight hours in a G1000 Kingair. So it does happen. And that one happened a couple of time on that specific tail with other coworkers, so much that Garmin had to get their engineers to find what was causing the issue - which I believe could have been due to the blower system causing some kind of magnetic interference - once it got fixed I believed it was reliable.flyingnorm wrote: ↑Tue Apr 28, 2020 9:52 pm This accident sequence has me asking some questions.
1. What are real world failure rates for G1000 or similar flight decks? Not talking about a bug or incorrect setting but rather loss of adhrs.
2. Do you find the company culture shifting when a certain piece of equipment is so unreliable that its always broke?
daedalusx wrote: ↑Sun May 17, 2020 11:27 pm1) I had an AHRS topple on me twice in about 2000 flight hours in a G1000 Kingair. So it does happen. And that one happened a couple of time on that specific tail with other coworkers, so much that Garmin had to get their engineers to find what was causing the issue - which I believe could have been due to the blower system causing some kind of magnetic interference - once it got fixed I believed it was reliable.flyingnorm wrote: ↑Tue Apr 28, 2020 9:52 pm This accident sequence has me asking some questions.
1. What are real world failure rates for G1000 or similar flight decks? Not talking about a bug or incorrect setting but rather loss of adhrs.
2. Do you find the company culture shifting when a certain piece of equipment is so unreliable that its always broke?
Also had a AHRS topple on me on the DH8 300 coming in YYC on the STAR - as well as a few times on the ground.
2) Worked at Tindi. Safety culture was pretty good for a northern operator, training was good too. But a lot of guys can put pressure on themselves to get the job done and of course management sure would rather have a driver who ‘get er done’ than the one who tries everything to not go - no one wants to be the guy that leaves 50 lbs of payload behind because he couldn’t find a way to make the number works on the OFP. The problem when you start making your own rules is you don’t know what you don’t know - especially if you’re a green new capt. Some guys don’t want to rock the boat.
That being said, when I was there, I’ve never been pressured to go, by anyone there. Also the Kingair AMEs were solid guys.
At the end of the day, there is indirect pressure to go when you work up north - not sure if it’ll ever change. Especially now in this current economic climate but ultimately, it’s your duty as a Capt to use your judgment and have the courage to stand behind your call to snag an item, book off if you’re sick, refuse to push the WX, take a spray if you need to, etc etc. And as a first officer, it’s your job to speak up.