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Posted on 4/21/20 at 11:46 pm to Tuscaloosa
quote:
I had a complete electrical failure while flying when I was instructing. Know what I did? I navigated with my iPad via ForeFlight, called tower from my cellphone - connected via Bluetooth to my headset - and received a landing clearance. Technology has changed the game for the bette
Back in the day I had a electrical failure right after take off, a cell phone would have been great, we just circled until the tower flashed us with the green light. Bought a handheld Nav/com after that episode. I always feared a vacuum failure and having to actually fly on instruments with a partial panel, today’s glass panels have got to more reliable than vacuum pumps and mechanical gyros.
Posted on 4/21/20 at 11:53 pm to EA6B
quote:
Back in the day I had a electrical failure right after take off, a cell phone would have been great, we just circled until the tower flashed us with the green light. Bought a handheld Nav/com after that episode. I always feared a vacuum failure and having to actually fly on instruments with a partial panel, today’s glass panels have got to more reliable than vacuum pumps and mechanical gyros.
They’re still required to know light gun signals, for that very scenario! That’s a great story. I did my initial training in an old six pack with a couple VOR receivers and a broken GPS unit. I also did a portion of my time building in a 1976 C150 with original instruments. The rest of my flying as a student and commercially have been with a glass cockpit. You’re right - there’s a world of difference. I’ve come to appreciate both types of flying for different reasons, but will always prefer a glass panel for the reasons you mentioned above.
This post was edited on 4/21/20 at 11:54 pm
Posted on 4/22/20 at 12:12 am to Tuscaloosa
I’ve had PFD, MFD, and alternator failures inflight but my hairiest situation was my first solo flight, I’ll never forget it (who doesn’t). I was in the pattern at a class Charlie airport on a Saturday and this weekend warrior comes in with a radio issue and somehow jams the entire tower frequency. This guy is not only jamming the tower but trying to call the tower on his cell and all you can intermediary hear is tower yelling at him.
So I just continue my downwind for 3 or so miles, it’s my first solo I don’t know what to do. Tower finally gets back on with all of us and is trying to sort us out. They knew it was my first solo and they kind of stroke my ego and set me up for a nice and easy 3.5 mile final on a picture perfect Saturday.
It’s been all downhill from there.
So I just continue my downwind for 3 or so miles, it’s my first solo I don’t know what to do. Tower finally gets back on with all of us and is trying to sort us out. They knew it was my first solo and they kind of stroke my ego and set me up for a nice and easy 3.5 mile final on a picture perfect Saturday.
It’s been all downhill from there.
Posted on 4/22/20 at 6:25 am to EA6B
quote:
The glass panel avionics must be amazing to fly behinds. I quit flying a long time ago, I have never flown a plane with any type of GPS aid, or moving maps, had LORAN C in one planes was as high tech as I ever got. It was usually paper charts, VOR dialed up on the NAV/COM and a wrist watch.
The G1000 is the only glass I’ve flown outside of the AH-64’s system. It is insanely good. If you got behind one and see the tools at your fingertips you would be amazed. Flying instrument approaches is stupidly easy.
Posted on 4/22/20 at 6:28 am to Tuscaloosa
quote:
Agree to disagree here.
PFD fails? Pull out the iPad or other electronic flight bag. iPad fails? Pull out the Smartphone. The likelihood of all 3 of the above failing in the same flight? A statistical impossibility.
Dude you probably could fly an approach solely on Foreflights synthetic vision.
Posted on 4/22/20 at 6:38 am to Tuscaloosa
quote:
They’re still required to know light gun signals, for that very scenario!
LOL I didn’t know shite for light gun signals about 8 years into my Army flying career. I’ve told the story here before...
quote:
A couple of years ago I’m doing my APART (Annual Proficiency and Readiness Test) and we are doing the instrument portion of the checkride. I’m used to flying the AH-64E with it’s tricked out (comparatively in Army terms) IFR package, but at this particular unit I’m flying OH-58C’s with the most basic steam gauges known to man.
My flight plan is from KBYS to KONT to shoot the ILS there, stop get gas, and then go to KDAG for the VOR. As I’m being vectored to final at KONT I’m getting instructed by ATC to fly max forward airspeed which with doors off I was already doing at 110KIAS. Needless to say I was holding up traffic.
Anyways on final for the ILS, my VHF radio shits the bed. I switch to UHF and still nothing. I go to the FM frequency and nothing. All the avionics are out I pull circuit breakers and reset, still nothing. I continue the approach and terminate to a 5ft hover at the departure end of the runway. After about 5-10 seconds I look at the tower and they are flashing light gun signals. My IP (CFI in civilian world) looks at me and says, “Do you know wtf they are saying?” I look at him and say I have no clue. He laughs and says, “Good I don’t know either!” I just depart at the next taxiway and taxi to the FBO.
About 15 minutes later I get a call on my cellphone from the very upset tower for holding up SWA traffic...
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