Al Murdoch, if you are a current 73 driver, a little thinking outside the TRIs box and the cabin alt/diff guage is soooh easy to interpret!
It reads like a clock, 12 o'clock on the ground at sea level airports.
By the time the after T/O checklist is actioned, the "clock" reads 1210 to 1215 with the "minute hand" ALWAYS leading the "hour hand", just like any normal analogue watch/clock.
By 10,000 ft, it reads 1225, by 20,000 ft it reads 1235 and at 30,000 ft it reads 1340ish.
If it doesn't, it is blindingly obvious, especially when the little hand moves faster/further than the big hand.
The same obvious trend, with slightly different "times", will be obvious after takeoff from non-sealevel fields.
In various companies I tried to get the TRIs to try this as a method for teaching new to type trainees, but alas the not-invented-here syndrome ensured this easy unambiguous way of interpreting the 2 pointer instrument was never adopted.
S'not rocket science.
Tee Emm, this is a similar reason for your observations on the lack of pressn checks in the climb. The responsibility rests with the hallowed profession of TRE/TRI/LTC. Why are they not teaching the check and appropriately debriefing their candidates?
Last edited by BARKINGMAD; 20th Jul 2014 at 21:07.
Reason: Added text.