仪表等级飞行员理论培训stage1-106 INSTRUMENT FAILURE.ppt

PRINCIPLES OF INSTRUMENT FLIGHT Attitude Instrument Flying COPING WITH INSTRUMENT FAILURE PITCH BANK POWER CHANGE STRAIGHT LEVEL What’s Wrong Now? If the Attitude Indicator is conflicted, suspect the Heading Indicator also… be sure to verify. Attitude Indicator Failure No fix for a vacuum powered AI failure Cover it with something to avoid distraction Fly the airplane Some newer models have “OFF” flags Heading Indicator Failure Can be quite subtle Habitually check with mag compass every 15 minutes. Hints of failure: trouble tracking VOR/GPS courses unexpected results If in doubt, check with TC/SRTurn, and compass Partial Panel Flying What do you have? Altimeter Airspeed Indicator Turn Coordinator VSI Magnetic Compass Piece of Cake! Straight-and-Level (PP) Still have altimeter as primary But instantaneous pitch indications are gone. Be gentle. The lag requires patience for response watch the rate of change taking place Straight-and-Level (PP) Without the HI: Mag compass and TC for heading Average readings on compass card Correct on course by way of timed SRTs 10° off course: 3 second SRT Turns (PP) Trim your airplane well, then turn. Use magnetic compass TC Increase your scan rate. Pitch is maintained by: altimeter VSI airspeed indicator Avoid over-controlling Compass Turns Remember northerly turning error? Lead or lag by approximate latitude For east/west rollout, not a factor For in-betweens, use a fraction Don’t fixate on mag compass during rollout Give it time to settle Scan the other supporting instruments Timed Turns This is the most accurate way to turn to a specific heading without the HI. Clock, not mag compass, determines rollout TC accuracy check with 90° turn for 30 seconds adjust until proper TC needle width found Climbs Descents (PP) Straight: Slow the airplane to a reasonable climb or descent speed Accurately set power, but don’t fixate on RPM Turns: closely monitor TC, or you could lose it in a diving spiral Pitot-Static Failures Figure 2-