Originally Posted by Clandestino
Most important and most often checked information in "blind flying" is attitude. If one cannot read it properly or cannot maintain it properly, the rest of instrument scan is in vain.
Same reply : Attitude is the objective, but 36 ways to reach that goal, how smooth or not you can or want to be is the director of your inputs.
Originally Posted by Clandestino
When pilot is handflying by sole reference to instruments, it is important to keep movement smooth and precise to avoid unnecessary maneuvering that might upset pilot's sense of balance and induce illusions of turning or banking. Pilots who, when without outside visual reference, start flying by their senses instead by their instruments, get far more often killed than not. That is known fact that is with us since there were first instrument flights and no amount of sophistication and automation is able to isolate us from it, as was correctly, in more general terms, predicted by Antoine de Saint-Exupery.
So, as instrument rated pilot, I don't fly by feeling Gs, I fly by reference to my instruments.
flying by own senses is known as
not believing the instruments, this is another matter.
Understand you're pretty close to perfection when flying instruments, never get tired never misjudge your inputs in order to proceed to an attitude change, so never need to adjust the initial input to get things smoother as they are already.
I am impressed I must say, you desserve my hat off really.
Originally Posted by Clandestino
Non, monsieur. You are mistaking the angle of attack and pitch. Pitch is angular difference between aeroplane's longitudinal axis and horizon. Angle of attack. in the most layman's terms, is angular difference between where nose of the aeroplane is pointing and where aeroplane is travelling to through air (velocity vector), measured in aeroplane's vertical plane. So AF447 was traveling at 2.5° cruise AoA and recieved first two stall warning as it was pitching up in turbulence, they were quite short and only transient and stopped promptly. It is also important to understand that stall warning sounds before actual stall takes place. It is certification requirement, purpose of which is for pilots to have enough time to make corrective actions before actual stall takes place.
But are not you the one to teach your FOs how 5 degrees of
pitch magically equal 5 degrees of
AoA when unable to reach higher ?
Originally Posted by Clandestino
Old unreliable airspeed procedure directed pilots to fly 2.5° attitude and power from table. New procedure, valid at time of AF447 final dive, called for setting 5° pitch with climb power for a couple of seconds, while PNF takes out the table of pitch-against-power from QRH and then power and attitude are set accordingly. 2.5° pitch is fine if you know your cruise power by heart. With climb power it would likely result in overspeed.
"A couple of seconds" ... Once again I am impressed how efficient you are.
On my side, to be honnest, it would probably take me a couple of
minutes at night in turbulence and my level of stress ... From 350 I figure soon enough I'll reach 4 and 5 degrees of AoA and that bloody stall warning.
As 99% of my cruise flight time N1 are between noon and 1 o'clock, I figure again that could be a reasonable match to the 2.5 degrees attitude.
You mention the
"old UAS procedure". I'm not aware of it, neither the BEA ... Would you forward me a copy - Do you know the reason for the change ?
"harsh, snobbish and disrespectful" ?
No, what make you think so, actually it must be a delight flying with such the Professional you are - Some are luckier than others - I do appreciate your patience too - BTW I still expect to graduate next year ...
Originally Posted by jcjeant
With ALTER BSPN so we know that at the request of Airbus, the CEV has made a flight in stall conditions when the A330 was found and test pilots have managed to get out last minute ... that by cutting the two reactors!
Do we have their source ?