Anybody can response, please:
Quote:
Originally Posted by JamesNoBrakes
When those of us that learned in a 6 pack think back to our training, it's hard for us to comprehend, because a back-up attitude indicator, ANYWHERE in the cockpit, would have been a godsend compared to the effective-attitude indicator of combining the turn-rate indicator with the altimeter and re-directing your 90% scan to those two instruments.
This is interesting because someone in one of my threads did bring up a very good point.
He pointed out that you can still have backup instruments in the form of Glass that combines Attitude, Airspeed, Vertical Speed, Slip and even DG - in a smaller, more compact all-in-one type of indicator. So, of the PFD goes out, the backup All-In-One runs off its dedicated inputs - effectively removing the need for multiple conventional backup instruments and cleaning up the panel at the same time.
How do you feel about this?
I'm still dealing with this exact same question in many respects and I still don't know how to configure my Private and Instrument Training platform, which will be some kind of SEL airplane.
Also, wouldn't the "Scanning" requirements be dramatically cut using Composite Glass Instruments where multiple indicators are co-located in the same piece of Glass? Doesn't that help, not hurt?
Quote:
Originally Posted by JamesNoBrakes
It's also just as much about inputting and maintaining control inputs as it is "scanning". What I've seen over and over again when the "glass-trained" instrument pilot is given 6-pack instrument failures (and even without failures) is they tend to "bounce" their scan around randomly or try to spend an equal time on each instrument. When you get to the advanced level, where you should end up in either cockpit-setup, you move your eyes to the place they should go for whatever it is you are doing. You "know" that you can estimate and bank on the AI so you set your estimates then check back with your supporting instruments like your altimeter/vsi and turn rate or heading. You know if you are turning for a while, you don't have to look at the heading right away, or that if nothing has changed there's no need to scan certain instruments nearly as frequently, the longer you look away from attitude, the worse it gets.
This is very interesting as well.
To your point about Instrument Failures and subsequent scanning problems you've encountered in Pilot (I assume you are an Instructor), I just watched a video where for the very first time I heard all Instruments being categorized as being either:
- Pitch Instruments
- Bank Instruments
- Power Instruments
The video defined them as:
Pitch Instruments
Attitude Indicator
Altimeter
Airspeed Indicator
Vertical Speed Indicator
Bank Instruments
Attitude Indicator
Turn & Bank Indicator
Heading Indicator
Power Instruments
Tachometer
Airspeed Indicator
Using the color codes I include here, a failure in the Attitude Indicator seems to have the least effect numerically speaking. A failure in the Airspeed Indicator seems to have the second least effect numerically speaking. However, losing the Attitude Indicator leaves three
(3) other Pitch Indications and two
(2) Bank Indications. Losing the Airspeed Indicator leaves three
(3) Pitch Indications and one
(1) Power Indication. Losing the Altimeter or Vertical Speed Indicator leaves three
(3) Pitch Indications respectively. Losing Turn & Bank Indicator or Heading Indicator leaves one
(1) Bank Indication. Finally, losing the Tachometer leave one
(1) Power Indication.
Correct me if I'm wrong, but if I reprint those results using highlights this way:
Using the color codes I include here, a failure in the Attitude Indicator seems to have the biggest effect numerically speaking. A failure in the Airspeed Indicator seems to have the second biggest effect numerically speaking. However, losing the Attitude Indicator leaves three (3) other Pitch Indications and two (2) Bank Indications. Losing the Airspeed Indicator leaves three (3) Pitch Indications and one (1) Power Indication. Losing the Altimeter or Vertical Speed Indicator leaves three (3) Pitch Indications respectively. Losing Turn & Bank Indicator or Heading Indicator leaves one (1) Bank Indication. Finally, losing the Tachometer leave one (1) Power Indication.
Suddenly, I note an interesting pattern. There is one failure scenario that leaves two (2) cross-check back-up indications. There are three failure scenarios that leave three (3) cross-check back-up indications. And, there are three failure scenarios that leave just one (1) cross-check back-up indication.
This seems to make the most "at-risk" scenarios related to instruments governing indications about
Power and
Bank. All others have two or more cross-check back-ups. Ergo, losing both
Airspeed Indicator and
Tachometer, at least according to this, would seem to be one of the worst kinds of composite failure scenarios given the resultant cross-checks that would remain available for
Power - none!
Pitch, seems to be covered quite well in failure scenarios. However, losing Turn & Bank, Heading Indicator plus Attitude Indicator, you lose all Bank Indications - excluding what you can see out the window. These maximum extension grand failure scenarios go on and shows that multiple instrument failures of the wrong kind could be troubling in terms of cross-check back-ups.
So, based on my analysis (if it is correct), which cockpit is best for Failure Scenario Recovery: Glass or Conventional?
Where did my analysis go wrong, please?