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made the CTAF “starting to taxi out” call which would have
alerted the plow crew sooner… When any plow is on the
runway, the plow crew should place a handheld rotating
beacon on the runway at the edge near the takeoff end. This
could be Standard Operating Procedure at all uncontrolled
airports where snow plows operate…
“Mechanics of the Human Mind”
A general aviation pilot rushed to make a VIFNO (Void If
Not Off by) departure time for an IFR flight at night.
Once in the clouds, he suffered a gyro failure and
subsequent disorientation. He reported to ASRS that his
prior instrument and simulator training were unequal to
the “mechanics of the human mind” experienced during
the incident:
I filed an IFR flight plan. I filed and received a void
clearance to depart…less than 10 minutes from the time it
was issued. I quickly preflighted the aircraft, started the
engine, taxied to the runway and performed a fast prop and
mag check. I departed…and called Approach on climbout
and heading 220… While I made radio contact with
Approach, I noticed the attitude indicator showing a bank
in excess of 50 degrees, while the heading indicator
appeared to be spinning. I tried to roll wings level with the
turn coordinator, but found myself losing altitude quickly…
I was able to recover below the cloud deck and asked
Approach for heading and distance to departure airport. I
remained VFR and landed.
I feel several factors led to this:
✔ My accepting a clearance which left me little time to
prepare the aircraft and myself for a flight in night
IMC.
✔ The aircraft was probably running for 5 minutes or so
after sitting outside for 2 days in 40º damp weather.
This didn’t allow enough time for the gyros to
From Our Readers
From time to time readers send us thoughtful
comments on articles we’ve printed in CALLBACK.
We’d like to share several letter excerpts on items
published in the January 2000 issue (#247):
✍ In the article on “Unhappy Landings,” a GA
pilot landed gear-up because he didn’t hear the gear
warning horn sounding in cabin due to a noise
canceling headset. He recommended removing one
earpiece in approach and landing phase. I didn’t
land gear up, but we noticed one day the [gear
warning] horn was audible only in the cabin, not [in
the] headset. We rewired the horn to be heard in the
intercom.
Another reader responded to the “Oxygen
Irregularities” article in the same issue, offering a
refinement on our suggestion that pilots consider
using oxygen tanks with flow indicators:
✍ …Flow indicators, which go from red to green to
show flow, register green at 1 liter/minute… As part
of the regulator assembly attached to the [oxygen]
cylinder, there is usually a gage (often inaccurate)
that registers liters/minute. Often the cylinder is
completely spin up. The attitude and heading gyros are
older units with many years and hours of service.
These will be overhauled….
✔ Partial panel procedures. All my initial and recurrent
partial panel training has been accomplished using
suction cup style covers over the attitude and heading
indicators. In this actual event, I found it difficult to
ignore the erroneous information presented by these
instruments. I found myself overcorrecting and my
instrument scan diminished and was more fixation
than scan. I wish there were an acceptable method of
reducing vacuum to create a realistic partial panel
training environment. This [would] help pilots to
modify their instrument scan and ‘tune out’ the failed
gyros.
✔ I found [that] my thought processes and instrument
scan declined with the seriousness of the situation.
When faced with unusual attitudes [at] 2,000 feet or
less AGL, decision making ability suffers and thought
processes narrow and become focused on one aspect of
the situation instead of analyzing and evaluating the
whole situation… Practicing unusual attitudes under a
hood with an instructor cannot create the fear and
alarm needed to enlighten the pilot on the mechanics of
the human mind….
While our reporter searches for improved training aids for
partial panel operations, he plans to work with an
instructor on gyro failure and other emergencies.
located in a position where reading the gage is
difficult.
The easy solution to the problem of correct flow is to
insert an altitude compensated flow meter in place
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