corethatthermal wrote: ↑Sat Dec 14, 2019 10:35 am
My simple old Garmin 296 has a page with the 6 pack on it,,,, can get you on the ground with a pitot-static failure , however there are slight delays! Who is practicing imc with a simple instrument like this? Why hasn't there been a simple and inexpensive solution for a more advanced GPS based full ( back-up ) panel for smaller A/C ? Oh I know and you know too!
There are lots of eloquent, low-cost solutions that will save your bacon.
There are suction mount ADS-B receivers that will Bluetooth your phone, PDA, etc. That, with a ForeFlight and other apps can give you attitude as well as nearing info combines with navigation. It’s enough to get you out of cloud and in the clear.
pelmet wrote: ↑Sat Dec 14, 2019 7:46 am
I’m not sure. Do many light aircraft certified for known ice have heated static ports.
It's one of the required items to be certified for flight into known ice.
Maybe the regulations have changed but I owned a Canadian registered Cessna P210 that was equipped with the Known Icing Kit. It did not have heated static ports nor were they available. The kit included a electrically-heated stall vane, a nonremovable anti-ice hot plate on the pilot's side windscreen, a second vacuum pump, a heavy duty alternator, electrically heated propeller boots, an ice-light embedded in the fuselage to illuminate the pilot's-side wing leading edge and vacuum-pump-operated boots on the wings and on the horizontal/vertical stabilizers.
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Last edited by RVR1200 on Sun Dec 15, 2019 8:42 am, edited 1 time in total.
Jean-Pierre wrote: ↑Sat Dec 14, 2019 9:18 am
Guys a pitot static instrument failure or blockage is not going to bring down an airplane like this because the pilot can just switch to attitude+power. A gyro instrument failure is much harder to deal with.
Sure, if the pilot knows about it. There is at least one case of a pitot static blockage bringing down an airliner.
Jean-Pierre wrote: ↑Sat Dec 14, 2019 9:18 am
Guys a pitot static instrument failure or blockage is not going to bring down an airplane like this because the pilot can just switch to attitude+power. A gyro instrument failure is much harder to deal with.
Sure, if the pilot knows about it. There is at least one case of a pitot static blockage bringing down an airliner.
In that case (Birgenair), it was the Captain’s static air source that was plugged by a mud wasp encampment. Had they flown by the FO’s instruments instead of the Captain’s, they should have been fine.
Jean-Pierre wrote: ↑Sat Dec 14, 2019 9:18 am
Guys a pitot static instrument failure or blockage is not going to bring down an airplane like this because the pilot can just switch to attitude+power. A gyro instrument failure is much harder to deal with.
Sure, if the pilot knows about it. There is at least one case of a pitot static blockage bringing down an airliner.
That would be my view as well. It is much better to prevent it icing over than to allow yourself to enter a period of undetected instrument error, then, when contemplating something might not be right, decide there is a problem with "the equipment", and then tell ATC you have a problem and try and analyze what it is. If you have a heated port, and its working, that issue never arises.
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Good judgment comes from experience. Experience often comes from bad judgment.
Jean-Pierre wrote: ↑Sat Dec 14, 2019 9:18 am
Guys a pitot static instrument failure or blockage is not going to bring down an airplane like this because the pilot can just switch to attitude+power. A gyro instrument failure is much harder to deal with.
Sure, if the pilot knows about it. There is at least one case of a pitot static blockage bringing down an airliner.
In that case (Birgenair), it was the Captain’s static air source that was plugged by a mud wasp encampment. Had they flown by the FO’s instruments instead of the Captain’s, they should have been fine.
But they didn't. Therein lies the problem with instrument failure: Trying to eliminate the false data and fly on the relevant data.
It could have been a number of things, though. The autopilot at that stage wouldn't have helped. If they came from Cabo all in that one day, fatigue and weather as well.
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Good judgment comes from experience. Experience often comes from bad judgment.
Some years ago, a lear was making an approach and the pilots did not reset the altimeter.
Flew into the ocean. All killed.
Sometimes it just simple things. I can imagine being on an approach and suddenly the ground appears very close when your altimeter is telling you there should be hundreds of feet between you and it. It is dark. There is high terrain. Hard pull up and a 180. Call and say you have an instrument issue (which is sorta true). In cloud, turn gets steeper, in the climb and you are still a bit shook from seeing the ground appear real close in the cloud. The turn steepens....And that’s all she wrote
A static port blockage will really play havoc with the autopilot.
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Accident speculation:
Those that post don’t know. Those that know don’t post
Well if we had the altimeter setting for naniamo at the time of the crash, we could figure out what the altimeter might have been reading, had it been left at 29.98 on the descent thru 18000 feet, mind you , a pilot would have been reminded a whole bunch of times ( handoffs, descent clearance, approach clearance etc)along the approach to reset it.
ooops
I have never been that high in a plane unless someone else was flying it. i seem to recall you are supposed to do something at 18000 desending.... 29.92? sheepishly....
A lot of flight instructors have very little actual IFR experience. I know when I did my instrument rating they wouldn't fly in IMC. If he was relying on the autopilot and it failed having to suddenly hand fly and manage the approach could have been overwhelming.
I would highly suspect ice induced tailplane stall when flaps selected coming on to the LOC at CYCD, there was freezing drizzle in the VTA that day from about 6000-SFC, there appears to be a history of issues with these aircraft in icing conditions.
It had been flying at FL250 [-35C]for about 3 hours, prior to entering the precip........
