In the reports that I was reading, Chris, the (civilian) pilots had no ratings.
Kudos to you (and your instructor) for having used your initiative to get up
to speed on partial panel.
Pilots in the RAF have always had to learn partial panel and limited panel IF
and it’s part of the Instrument Rating every year. I have 2 black sucker
patches so as to cover both AIs when I have an IF student. For the Tutor, we
have to fly a partial panel recovery but the precision approach is full panel.
When I flew the Hunter, which had no standby horizon, we had to fly a precision
approach on limited panel under the hood. I nearly lost it on mine, but
managed to recover and scraped a pass :-) Using the magnetic compass on
limited panel we flew timed Rate 1 turns — or we just went "no compass no gyro"
and ATC would time the turns for us. I don’t know if the kids are taught such
techniques nowadays in the UK.
Chris
On 3 May 2014, at 14:18, Chris Trask <christrask@xxxxxxxxxxxxx> wrote:
> I have an interesting story to tell about that. When I was getting my
> private pilot's license, my instructor was instrument qualified. He would
> occasionally put me under a hood and teach me the basics. One day while doing
> this he took out a blue plastic cover (later named the Blue Meanie) and put
> it over the artificial horizon and said "Fly it!". It was a rude
> introduction to partial panel instrument flying. He did this more often,
> covering one instrument after another.
>
> When I went into air force UPT, I would occasionally go down to the T-37
> simulators to see if one was not being used. I would get it going and then
> pull the circuit breakers for all of the electrical instruments, simulating
> total electrical failure. The instructor, a senior NCO, found me doing this
> one day. He hopped in and showed me some finer points of partial panel
> flying, such as leading the magnetic compass which would turn in the opposite
> direction when entering or exiting a turn.
>
> The flight instructors got wind of this, and they secretly put up a
> substantial bet that I could not fly a T-37 for real with total electrical
> failure. I was not aware of this, and soon afterwards while we were out
> doing instrument flying all sorts of red failure flags popped up on the
> panel, except for the gyro compass. The instructor, Hal Teelin, told me
> about the bet and had me fly straight and level for one minute. Then changes
> in airspeed. Then the vertical climbs and descents at constant airspeed.
> Then turns to a heading. Since the radios were still on we did a VOR
> approach.
>
> I didn't miss a single beat, and we both won a case of beer.
>
> A week later, two instructors in a T-37 at Laughlin AFB had taken off in
> a T-37, entered the clouds, and immediately had total electrical failure.
> They eventually brought it back, climbing above the clouds and flying north
> to clear weather, and within a week ATC issued a directive that all
> instructors were to receive partial panel tranining.
>
> Everyone was looking over at me that day, and I just sat there and smiled.
>
> I've done this with C-130s, and after flying in the Mediterranean area I
> would fly non-precision approaches (VOR and TACAN) approaches everywhere
> using the RMI as a reference instead of the the HSI as most of the instrument
> approaches in that part of the world (at that time) were NDB, and you got
> very little experience with those here stateside, except in a simulator.
>
--
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