This is a take-off on a previous thread that raised concerns about the trust we have in our airplanes. I have a different take:
I have trust in the theory that stuff will happen, things will fail, and non-standard procedures may have to followed. And I better be mentally prepared to deal with it - always.
I have carefully - and often - thought through the what if's. For example:
Engine Problems: The usual suspects - retard throttle, switch tanks, elec boost pump on, check mixture, check ignitions - one Lightspeed, one mag.
Forced Landing: Be constantly aware - pick the best landing option (I regularly fly over the Southern Sierra, so this has become second nature); try to determine wind; I stall at 50 KIAS dirty - regardless of descent speed, plan to touch down at 52. Assume 1 1/2 miles glide per 1000 ft. altitude loss at 90 kts; DO NOT STALL.
Electrical Failure: Electric Bob's Z13/8 architecture gives me an 8 amp backup by throwing two switches; also have batteries in my AFS 4500 and 496 - assume 30 minutes max.
AFS-4500 failure: Know approximate prop and mixture lever positions for various flight regimes; assume conservative 10 gph fuel flow and know fuel remaining in each tank (I stay on one tank until 20 gallons used); Backup Nav: Foreflight on an iPad, SL-30 Nav radio; TruTrak ADI II autopilot and Garmin 496 for probably good enough attitude info; assume oil pressure and CHTs will be good enough until on the ground.
Radio Failure: Backup ICOM in the panel, Sporty's handheld in the navbag.
Airspeed Indicator Failure: Turn on heated pitot tube; A/S displayed on both AFS 4500 and backup steam gage; AOA installed in the 4500; groundspeed readout on the 496; knew the general feel and sound of the plane at various airspeeds - especially near stall.
Have never in 820+hours and 542 flights had to revert to any of this, but just as I trust stuff to fail, I also trust my ability to respond.
I have trust in the theory that stuff will happen, things will fail, and non-standard procedures may have to followed. And I better be mentally prepared to deal with it - always.
I have carefully - and often - thought through the what if's. For example:
Engine Problems: The usual suspects - retard throttle, switch tanks, elec boost pump on, check mixture, check ignitions - one Lightspeed, one mag.
Forced Landing: Be constantly aware - pick the best landing option (I regularly fly over the Southern Sierra, so this has become second nature); try to determine wind; I stall at 50 KIAS dirty - regardless of descent speed, plan to touch down at 52. Assume 1 1/2 miles glide per 1000 ft. altitude loss at 90 kts; DO NOT STALL.
Electrical Failure: Electric Bob's Z13/8 architecture gives me an 8 amp backup by throwing two switches; also have batteries in my AFS 4500 and 496 - assume 30 minutes max.
AFS-4500 failure: Know approximate prop and mixture lever positions for various flight regimes; assume conservative 10 gph fuel flow and know fuel remaining in each tank (I stay on one tank until 20 gallons used); Backup Nav: Foreflight on an iPad, SL-30 Nav radio; TruTrak ADI II autopilot and Garmin 496 for probably good enough attitude info; assume oil pressure and CHTs will be good enough until on the ground.
Radio Failure: Backup ICOM in the panel, Sporty's handheld in the navbag.
Airspeed Indicator Failure: Turn on heated pitot tube; A/S displayed on both AFS 4500 and backup steam gage; AOA installed in the 4500; groundspeed readout on the 496; knew the general feel and sound of the plane at various airspeeds - especially near stall.
Have never in 820+hours and 542 flights had to revert to any of this, but just as I trust stuff to fail, I also trust my ability to respond.