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Airspeed systems failed on US planes
WASHINGTON – On at least a dozen recent flights by U.S. jetliners, malfunctioning equipment made it impossible for pilots to know how fast they were flying, federal investigators have discovered. A similar breakdown is believed to have played a role in the Air France crash into the Atlantic that killed all 228 people aboard in June. (news.yahoo.com) المزيد...
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Well, when in doubt, I push the nose over. Better too much than not enough.
Except in severe turbulence where you need to slow down to avoid bending metal. Best to avoid areas of thunderstorms and not try to penetrate.
@EmeraldRocket: seriously? Maybe that works in Microsoft Flight Simulator with the "real world" airframe stress settings turned off, but in real-world aviation it's a very bad idea.
Go Google "Coffin Corner" for a quick insight as to why airliners cant just "push the nose over". Airliners routinely fly right up there in the Corner, sometimes with only a handful of knots separating mach buffet and aerodynamic buffet. "Push the nose over" in that environment, and Mach Tuck is probably going to make that flight your last.
Even in a GA aircraft, it's not the right answer. If you're stupid enough to penetrate a bad cell in the first place, and your airspeed indication is "in doubt", for some reason, the proper procedure is to set power to a value that will produce a level-flight TAS below Va (and you should know that power setting for your equipment), and fly the attitude indicator until you're out of the cell.
Go Google "Coffin Corner" for a quick insight as to why airliners cant just "push the nose over". Airliners routinely fly right up there in the Corner, sometimes with only a handful of knots separating mach buffet and aerodynamic buffet. "Push the nose over" in that environment, and Mach Tuck is probably going to make that flight your last.
Even in a GA aircraft, it's not the right answer. If you're stupid enough to penetrate a bad cell in the first place, and your airspeed indication is "in doubt", for some reason, the proper procedure is to set power to a value that will produce a level-flight TAS below Va (and you should know that power setting for your equipment), and fly the attitude indicator until you're out of the cell.
