Jason Schappert, the force behind MZeroA.com, just posted a video, “My Favorite Checkride Question.”
He notes: “I get the benefit of sitting in on a lot of checkrides. When you sit in as many as I do you start to see common themes despite the tests being administered by different DPEs (Designated Pilot Examiners).
The question: “You’re recovering from an unusual attitude. What is the first instrument you’re going to look at?”
THE WINDOW,… of course!
Forty years ago I was with a flight school owner in Van Nuys, CA, and we walked through the back of a crowded PPL class …….. the instructor says to the class “What makes an airplane fly?” The class is stunned, frozen. My friend says ……… “Money!”
The instructor asks the class ……. “What keeps an airplane flying?”, and my friend says ……… “More money!”
They are my favorite checkride questions ……..
The AI is primary for me with confirmation coming from the other instruments. The assimilation of data from the other instruments is never going to be as quick as that coming from the AI which is essentially instantaneous. Round dials or “steam gauges” otherwise referred to in this digital age as analog instruments lend themselves to faster assimilation of flight data and situational awareness than do the digital presentations.
Paul:
As I remember from “too many years ago”, the reason we went to the “Nose High – Decreasing Airspeed/Nose Low – Increasing Airspeed” model was that the attitude indicator itself may have been the culprit that got you into trouble in the first place.
Upon noting the increasing/decreasing trend in speed, the AI was checked, and if in agreement with the perception of events, was then used in the recovery. If not in agreement, there was another procedure that used the supporting instruments in the recovery.
John
the AI may have tumbled as well as the DG, I was taught Needle/Ball/Airspeed i.e. level the wings then regain proper airspeed – slowly to avoid overstress the struts
The same arguement can be used for the altimeter, vsi, aoa, etc. that is why they call it a cross check. It’s not the first thing that you check that saves your life. It is rapidly, and correctly assessing all of the info available to you and systematically applying appropriate corrections. If you initiate a recovery based on one instrument, any instrument, who is to say you picked the appropriate, and accurate one
https://www.avweb.com/news/airman/190089-1.html
http://www.cfinotebook.net/notebook/maneuvers-and-procedures/airborne/unusual-attitudes
https://www.skybrary.aero/index.php/Recovery_from_Unusual_Aircraft_Attitudes
http://greggordon.org/flying/CFIIPTSVIHRecovery.htm
You can first tell you are unusual from stick pressure if you were trimmed in flight. After that it makes little difference to reference the Attitude Indicator versus the VSI/Airspeed tape (and ball). Really all should be used.
Having flown so long in aircraft that have non-tumbling attitude indicators, I had forgotten about the “Nose High – Decreasing Airspeed/Nose Low-Increasing Airspeed” scenarios. Used the same method when jet instructing in the last century. (!)
Once the trend has been established, the AI can be referenced to confirm. If it indeed has “calved”, then the other instruments will have to be relied upon for recovery.
I may use this little scenario at our next flying club meeting…
As a retired 28yr DPE all I can say, what a lot of hot air.
Why? I get that you disagree but I think your reason for disagreement might be instructive.
Airspeed
I love this question. This was what was drilled into me during pilot training but have heard many experience pilots contradict this. Great reminder.