Yep thats it the T and S must be electric and good enough to keep the wings level if you are aware that is where your eyes need be. Depending on height how long does the AI take to wind down and how long would the glide have been?
Peter wrote:
you would need to notice the low vac warning light first.
Not, it the engine quits.
Provocation?? I don’t do such posts.
It’s a statement of pilot workload.
A vacuum AI fails gradually, so you would need to notice the low vac warning light first.
Peter wrote:
With an engine stoppage, the pilot is unlikely to remember to switch on the vacuum pump.
Is that a statement of fact or a provocation?
With an engine stoppage, the pilot is unlikely to remember to switch on the vacuum pump.
I thought to be IFR certified the aircraft had to have an electric backup?
Only the TC is usually elctric. So if the pump fails you will have to fly “partial panel” unless you have an additional electric AI. Many Mooneys have an additional vacuum pump, driven by an electric motor. It’s mounted in the tail cone and has to be switched on manually. One advantage is that the AP keeps working.
I thought to be IFR certified the aircraft had to have an electric backup?
Peter wrote:
It is interesting to note that if you get a total engine stoppage (e.g. a broken crankshaft) then you will lose the vacuum, and any vacuum instrument(s).252’s were equipped with standby electric vacuum pumps, so the gyro instruments would have remained operable.
Peter wrote:
It’s probably not that simple. If it really was an engine stoppage, to end up upside down (as the report states) you would also need
Upside down or not, as the case may be here. IMO in terrain like that it is rather arbitrary how the plain actually ends up. In similar situations, even when there are good places to land, people often end up stalling the aircraft.
The accident aircraft was a Mooney 252.
