Originally Posted by
Rananim
Hmm...pitot-static anomalies are tricky.They arent trained much,they confuse quickly and are highly unforgiving.If the UAS is apparent after liftoff and it affects "both sides",then the last thing you want to do is prolong the flight.Ideally,you discover the anomaly prior to liftoff during the airspeed crosscheck at 80/100 and abort.However,some anomalies arent detectable until after liftoff.If the statics are the problem,then the ASI will read normally on the takeoff roll but in a climb it is measuring ram versus artificially high static pressure which leads to an ASI underread.You are flying faster than indicated.Opposite is true in a descent.If altimeters dont register a climb after liftoff and you get a windshear warning in calm air and/or a stick shaker you need to act quickly and RETURN.You dont fly around with unreliable basic instruments.You have 3 basic enemies in this situation:a)Confusion-your brain must disregard what your instruments are telling you b)Nuisance warnings-overspeed/shaker are highly distracting and you must block them out or disable them c)Time-the longer you expose yourself to the confusion and chaos the more stressed and fatigued you become.
In short if the UAS is detectable near terra firma,land asap.You have radio altimeter up to 2500',you have IVSI,you have IRS GS,you know your attitude/thrust settings for S&L and approach.Never attempt to engage automation as it is fed with the same false data.Stay in the circuit,NO CHECKLIST,fly the plane,ignore ALL warnings except EGPWS and land.
If its "single side" anomaly,you cross check the ASIs and hand over control to the pilot with the good data.You still return but now you have more time to play with,checklists may be done etc.
As Derfred also said, this attitude is incredibly wrong. In the middle of the sky and the middle of the flight envelope is the best place to sort everything out, turn off the nuisance warnings, figure out which instruments are right, and if there aren't any, relearn how to fly the airplane and set yourself up for success. A hair-on-fire whip back around to the runway before you have a handle on any of these things where now you have to fly a much more accurate speed with a small margin to stall, only has disadvantages and no advantages. The "basic enemies" you listed are true, but the best place to combat them is up high. If the situation is such that it's questionable if you're gonna be able to main control at thousands of feet high, on what basis do you think your chances would be better on a tight turn to short final?