“Some there be that shadow kiss; Such have but a shadow's bliss.”
It is starting to seem as though it is up to Aunt Pru to get the ball rolling on a fell, dark, deep matter of ‘safety’. Before we take a closer look at the ‘in’s and out’s’ of the subject matter there is an overview question; which, perforce must be examined. It stands alone.
Do ‘pilots’ actually need to be capable of ‘flying’ the aircraft?
It is a fair question. One simple question which, if AP pursues the matter will start war drums booming all over the world – but children; answer it we must, before we can proceed down the dark road of total dependence on flight director and magenta line. Recently I flew a visual night approach to an aerodrome well known to me. It had been great fun to play with the clever automatic systems installed in the newly discovered ‘baby’ jet. I hated the ‘disconnection’ I felt once the 'automatics’ took over – but appreciated the ‘ease and convenience’ of it all; until I got bored (at about 500 feet). No matter, ‘tis a new age and one must learn to move with the times – as stated – it was fun to learn about and play with the new toys. However – even at a home base aerodrome a night approach – even in the perfect conditions existing is not a thing to be trifled with. I was distracted and alarmed to discover a ‘magenta’ line predicting my turn onto final. I can see where such a thing may be ‘handy’. I can even see a practical use for the thing, at an unfamiliar field when things are ‘murky’ –but -to demand that I rely on it, every time, all the time, is a total bollocks. Yet there sits the SOP. Despite the fact that by following it I am actually ‘behind’ (well) the aircraft. True fact………
Elegance, situational awareness and a nicely judged turn onto final after a NDB approach was always the hallmark of ‘a good operator’. It was and remains to this day an art form – total absorption into the current situation. Yes; there have been times I remember when a little extra help would have appreciated – but ‘essential’ no; no way known to man. 0300 o’clock – a short on (required) fuel NDB approach into Tenant Creek, during a storm – no Auto pilot – complex engines, basic instruments was our bread and butter: run of the mill stuff we (old school) did it all the time. No more died than we loose today. Ever wonder Why?
This is not a tale I’ve told to many, in fact very, very few – however as we intend to open what is IMO a very unpleasant can of worms; perhaps I should use it as an introduction to where we are going to take this discussion. Big breath – (true) story follows:-
It was, by anyone’s measure a filthy night; storms, icing, turbulence the whole works; it was about 0200 – return leg – Melbourne – Sydney. Big load of freight in the back of a Be 18, sans Auto pilot. (Not that it matters, but the aircraft was deliciously nice to hand fly). Bang - #2 catches fire: Wallop – the pitot static froze over, half an inch of clear ice – everywhere and: no kidding - the AH decided to quit. (all true): Crash – the storm we were skirting got really, really busy. Time to get out of Dodge and find a safe haven, the lightning and hail had decided we were fair game. Using the ‘tilt’ of the standby compass, a descent power setting and my watch, we timed a descent to the nearest VOR approach. Flew that approach – to minima (close as I dared) then opted out. Diverting to another paddock. Eventually, using very ‘BASIC’ instrument flying techniques i.e. ‘emergency’ style we broke visual an the minima, landed in about 25 knots across and ‘evacuated’ at a very sedate pace. RFFS were there (Bless ‘em) the old Flight Service had got ‘em moving; they blew out the last wisps of fire and tried to find the crew. Me? I was easy to spot sat on the fence having a well earned smoke – the ‘kid’ had wandered off (departed), found a bus, went home to his Mum and has never set foot in an aircraft since – his voice has never, ever, dropped the two octaves it obtained when I called for a ‘missed approach” the first – calling ‘standby’ for the second really did some damage.
Get to the point old fool they shout. OK I will. Not for the first time, and hopefully not for the last – basics, common sense, practical instrument flying combined with a decade of not relying on ‘automatics’ had solved my small problems that night, saved us (well that and Lady Luck). All of which leads me to my second question:-
Would the ‘automatics’ have resolved my problems any better?
I am not set ‘agin’ the systems we use today – however. When the going gets tough etc. When the last line of automatic defence has been breached – what is left – but man, machine and whatever the gods may throw – just for sport.
Is a ‘dependence’ on automatics eroding the essential skill required of an ‘instrument’ pilot?
Is a belief that what happens in a simulator occurs in the ‘real’?
There; five questions – Back from leave next week; so time enough for the BRB to draw up the battle lines. BUT – we are going to do this- fair warning.
“Now then, who’s round is it? Last night away – back to the compliance grind soon. Is it all worth it? Of course it is.
It is starting to seem as though it is up to Aunt Pru to get the ball rolling on a fell, dark, deep matter of ‘safety’. Before we take a closer look at the ‘in’s and out’s’ of the subject matter there is an overview question; which, perforce must be examined. It stands alone.
Do ‘pilots’ actually need to be capable of ‘flying’ the aircraft?
It is a fair question. One simple question which, if AP pursues the matter will start war drums booming all over the world – but children; answer it we must, before we can proceed down the dark road of total dependence on flight director and magenta line. Recently I flew a visual night approach to an aerodrome well known to me. It had been great fun to play with the clever automatic systems installed in the newly discovered ‘baby’ jet. I hated the ‘disconnection’ I felt once the 'automatics’ took over – but appreciated the ‘ease and convenience’ of it all; until I got bored (at about 500 feet). No matter, ‘tis a new age and one must learn to move with the times – as stated – it was fun to learn about and play with the new toys. However – even at a home base aerodrome a night approach – even in the perfect conditions existing is not a thing to be trifled with. I was distracted and alarmed to discover a ‘magenta’ line predicting my turn onto final. I can see where such a thing may be ‘handy’. I can even see a practical use for the thing, at an unfamiliar field when things are ‘murky’ –but -to demand that I rely on it, every time, all the time, is a total bollocks. Yet there sits the SOP. Despite the fact that by following it I am actually ‘behind’ (well) the aircraft. True fact………
Elegance, situational awareness and a nicely judged turn onto final after a NDB approach was always the hallmark of ‘a good operator’. It was and remains to this day an art form – total absorption into the current situation. Yes; there have been times I remember when a little extra help would have appreciated – but ‘essential’ no; no way known to man. 0300 o’clock – a short on (required) fuel NDB approach into Tenant Creek, during a storm – no Auto pilot – complex engines, basic instruments was our bread and butter: run of the mill stuff we (old school) did it all the time. No more died than we loose today. Ever wonder Why?
This is not a tale I’ve told to many, in fact very, very few – however as we intend to open what is IMO a very unpleasant can of worms; perhaps I should use it as an introduction to where we are going to take this discussion. Big breath – (true) story follows:-
It was, by anyone’s measure a filthy night; storms, icing, turbulence the whole works; it was about 0200 – return leg – Melbourne – Sydney. Big load of freight in the back of a Be 18, sans Auto pilot. (Not that it matters, but the aircraft was deliciously nice to hand fly). Bang - #2 catches fire: Wallop – the pitot static froze over, half an inch of clear ice – everywhere and: no kidding - the AH decided to quit. (all true): Crash – the storm we were skirting got really, really busy. Time to get out of Dodge and find a safe haven, the lightning and hail had decided we were fair game. Using the ‘tilt’ of the standby compass, a descent power setting and my watch, we timed a descent to the nearest VOR approach. Flew that approach – to minima (close as I dared) then opted out. Diverting to another paddock. Eventually, using very ‘BASIC’ instrument flying techniques i.e. ‘emergency’ style we broke visual an the minima, landed in about 25 knots across and ‘evacuated’ at a very sedate pace. RFFS were there (Bless ‘em) the old Flight Service had got ‘em moving; they blew out the last wisps of fire and tried to find the crew. Me? I was easy to spot sat on the fence having a well earned smoke – the ‘kid’ had wandered off (departed), found a bus, went home to his Mum and has never set foot in an aircraft since – his voice has never, ever, dropped the two octaves it obtained when I called for a ‘missed approach” the first – calling ‘standby’ for the second really did some damage.
Get to the point old fool they shout. OK I will. Not for the first time, and hopefully not for the last – basics, common sense, practical instrument flying combined with a decade of not relying on ‘automatics’ had solved my small problems that night, saved us (well that and Lady Luck). All of which leads me to my second question:-
Would the ‘automatics’ have resolved my problems any better?
I am not set ‘agin’ the systems we use today – however. When the going gets tough etc. When the last line of automatic defence has been breached – what is left – but man, machine and whatever the gods may throw – just for sport.
Is a ‘dependence’ on automatics eroding the essential skill required of an ‘instrument’ pilot?
Is a belief that what happens in a simulator occurs in the ‘real’?
There; five questions – Back from leave next week; so time enough for the BRB to draw up the battle lines. BUT – we are going to do this- fair warning.
“Now then, who’s round is it? Last night away – back to the compliance grind soon. Is it all worth it? Of course it is.