Trust the instruments!!!!

This is what happens if you don't.

http://www.flightglobal.com/assets/g...x?ItemID=20078


http://www.flightglobal.com/assets/g...x?ItemID=20079


http://www.flightglobal.com/articles/2007/10/29/218958/spanish-737s-low-approach-wrecks-katowice-airport-lighting.html

[Linton]

Have you seen the clip of the China Airlines 737 which over-ran the runway before getting airborne?I believe he had a problem with his ASIs!

[Linton]

Here is the clip:
http://uk.youtube.com/watch?v=21qZPaCRSQI
Rather than looking out of the window at the rapidly approaching end of the runway this crew relied on their defective airspeed indicators.
The aircraft had been at this airfield for quite a while to have a crack in the fuselage repaired!

Originally Posted by Linton

Here is the clip:
http://uk.youtube.com/watch?v=21qZPaCRSQI
Rather than looking out of the window at the rapidly approachin end of the runway this crew relied on their defective airspeed indicators.
The aircraft had been at this airfield for quite a while to have a crack in the fuselage repaired!

Its like the guys who blame their rolling off the TWY because of the AD or Taxi chart. Look out the window jackass, and stop blaming your stupidity/lack of control on a peice of paper!

[XabbaRus]

THat link takes you to some interesting videos.

[Linton]

They all look clean to me!

[Biggles]

The chances to survive an airplane crash these days are smaller than in the WWI era.....hm.....:hmm:

Anyway, sometimes, instruments are wrong, sometimes people are wrong, so try to make a mix, check for yourself, and then, check the instruments, or vice versa.

Originally Posted by Linton

They all look clean to me!

Perhaps that is what is so interesting.

[Oberon]

They fit windows to aircraft cockpits for a reason

[SUBMAN1]

Trusting your instruments is a real good idea, until your attitude indicator screws up for no reason, and you are flying at 20K feet, at midnight, in the soup (clouds). Makes for some hairy flying now doesn't it? It came back on properly in this case, but was cocked ever so slightly to the left for the remainder of the trip which lasted about another hour through decent to touch down. I am not sure a problem was ever found. Probably vacuum or gyro or something.

Not fun.

-S

PS. Goerge (The nickname we gave the autopilot) seemed to always know which way was up, but I was the one in control when the problem happened.

[Chock]

I'll go with trusting your instruments (almost) every time.

I was once on an instructional flight, and the airframe was making a wierd noise as I climbed out away from the field (it turned out to be the DV panel not being properly shut and that had started up a sympathetic vibration on the main panel). I was so busy trying to figure out what was making the vibrating noise, that I let the airspeed drop to very near the stall speed as I climbed out after take off, as I failed to monitor the instruments, until the instructor snapped me out of it and told me to watch the airspeed indicator. Which I then spotted and rapidly shoved the nose down!

That taught me a valuable lesson which I never forgot, the most important thing is to fly the aeroplane, and worry about other stuff afterwards! Nice bit of judgement on the instructor's part, letting me get close enough to the stall to scare me, as it made the lesson stick.

He used to do stuff like that to me all the time, such as sneakily cracking open the spoilers (really slowly so I wouldn't hear them deploy) when I was on landing approach so I'd start undershooting the runway, and leave me to figure out what was wrong before we ended up in a field next to the aerodrome!

Chock

[Linton]

Aviate,Navigate,Communicate.
Use secondary instruments to validate what your primary ones are telling you.

You should try flying a go-around in imc after a total efis failure in direct law in an A320.