Furthermore, our initial flight training only reinforces this problem even more: During initial instrument training an instructor simulates a partial panel scan by covering the attitude indicator. Light aircraft generally dont have reliable warning systems to get the attention of the pilot and warn of the possibility of a failing instrument. The initial lack of recognition of conflicting instrument indication is problematic in GA. A slow deterioration may lead to sluggish or incorrect readings which may trap a pilot who is not constantly cross-checking all instruments-including the vacuum or pressure gauge. The NTSB states that, A complete pneumatic system loss is noticeable immediately on the gauge or within minutes by incorrect gyro readings. A review of available NTSB accident data from 1983 to 2000 revealed that vacuum pump/system failures either caused, or were factors in, 30 accidents, resulting in 65 fatalities. Pilots of light GA airplanes are trained to put such vigilance and trust in the primary attitude instruments that a malfunction can quickly lead to loss of control. The NTSB determined that the factors in the accidents probable cause included a sheared coupling on the vacuum pump, the pilot/owners failure to ensure the coupling was changed per the manufacturers recommendations, a lack of regulatory requirement to ensure compliance with the manufacturers recommendations, and a lack of regulatory requirement to ensure installation of a suitable backup system. Like most light general aviation airplanes, the PA-32 was equipped with a vacuum-driven artificial horizon and heading indicator. The wreckage path was 1900 feet in length, clearly demonstrating an in-flight break-up from overstressing the aircraft. After a series of altitude excursions, the airplane then made a descending right turn with rates of descent up to approximately 16,000 fpm. The pilot was instructed to change frequencies after he checked in with the next sector, no further transmissions were heard. ("Camera" being the transponder.) On the roll, it's "airspeed alive" and "engine gauges in the green" callouts.On September 3, 2000, a Piper PA-32R-301 was headed southwest near South Kingstown, R.I., level at 8000 feet in IMC. I also do a GUMPS, 5T's, and "Lights, Camera, Action" for takeoff after briefing the takeoff. I memorized it because if I pull out a checklist at that point, I seem to always drift high. I recite this when I'm done actually doing it to make sure I didn't miss anything. Trim, Time, Lights, Pump, Power, Mixture, Compass, Cowl flaps. My cruise checklist isn't so much a memory device as an "I already have it memorized anyway" type of thing. Identify (switch Nav# on audio panel, verify correct Morse ID)Ĭom radios (Center/Approach on #1, Tower on standby or Tower/CTAF on #2)Ĭallouts for the approach: Localizer alive, Glideslope alive, 500, 200, and 100 feet for each descent, and DH/MAP.Īnd, of course, the 5 T's. Position (Where am I? What am I doing next?) ("Podunk Traffic, N12345 going around" or "Muni Tower, N12345 missed") Switches (landing light, etc.) and Seat BeltsĬlimb it, (Full power, carb heat off, pitch up)Ĭall it. What memory devices do y'all use in the air? The discussion of "GUMPS" in the complex thread got me thinking about this again.
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