Aero-Tips!

A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") It's part of what makes aviation so exciting for all of us... just when you think you've seen it all, along comes a scenario you've never imagined.

Aero-News has called upon the expertise of Thomas P. Turner (pictured right), master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators, and as representatives of the flying community. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.

It is our unabashed goal that "Aero-Tips" will help our readers become better, safer pilots -- as well as introducing our ground-bound readers to the concepts and principles that keep those strange aluminum-and-composite contraptions in the air... and allow them to soar magnificently through it.

Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network. Suggestions for future Aero-Tips are always welcome, as are additions or discussion of each day's tips. Remember... when it comes to being good pilots, we're all in this together.

Aero-Tips 01.02.06

The most critical survival aspect of flying partial panel is identifying a failed instrument in the first place.  So how can we make this confusing yet life-saving diagnosis?

Eliminating the confusion factor

If you’re unable to determine which instrument(s) has/have failed do these steps ONE AT A TIME until you’ve determined which instrument(s) have failed:

1. Check instrument air (vacuum) and electrical (ammeter, loadmeter) indications
2. Look for warning flags on any flight instruments

If you’re still uncertain:

1. Hold what appears to be wings and pitch level, and note all instrument indications
2. Keeping wings level, make a small pitch up (~2? up) and verify proper altimeter, VSI and airspeed indications
3. Return pitch to level, then make a small bank to the right (~5?; a right bank resists spiral entry while a left bank adds to the tendency because of propeller torque with most U.S. engines) and verify proper attitude, heading, and turn coordinator/turn-and-bank indications.  Remember magnetic compass lead/lag errors when using the mag compass as a crosscheck in a turn

Using this exercise you can safely and methodically compare instrument indications and determine which (if any) has failed. If back-up systems can’t return the dead instrument to service, cover it up to avoid distraction. (Hint: I use Post-It™ notes, which I keep in my shirt pocket in case of an instrument failure). Only now can you fly “partial panel” the way most of us are taught.

Aero-Tip of the Day:  Know what powers which flight instruments, continually look for instrument contradictions and inconsistencies, and have a plan for identifying failed instruments.

FMI: Aero-Tips