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An Insight into Aircrew Disorientation – an analysis of UK military aircrew disorientation incidents 2018 - 2021 by Tracy Grimshaw, QinetiQ (Airclues Issue 41). Notably "Only four of the 68 incidents reported in the survey [the anonymous Disorientation Incident Survey] had been reported as DASORs through ASIMS". https://lnkd.in/e9UYtYNq #humanfactors #safetyculture #flightsafety #aviationsafety

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Lee Evans

Senior Test Pilot at Leonardo

1y

Be careful to use the correct terminology, the third para down is wrong. I agree that a Lookout - Attitude - Instruments scan/check is paramount when conducting low visibility approaches, as is a Selective Radial Scan of the Attitude Indicator and other instruments during IMC. However, an instrument Cross-Check IS ABSOLUTELY to check that the aircraft instruments are working correctly and giving accurate information to the crew. A few weeks ago I was flying in IMC, when I checked/scanned the AI it was displaying 8 degrees nose-up and a few degrees left wing low, not what I had selected for 120kias S and L. Adopting the correct speed stable/wings level attitude with reference to the AI gave me the 'leans', so I quickly cross-checked with the secondary AI. This was showing nose and right wing low attitudes and the airspeed was now also increasing. I then checked with the stand-by AI which agreed with the secondary. The primary Vertical Gyro was giving incorrect information and was subsequently found to be slowly toppling and U/S. Without Cross-checking the AIs I may have been in big trouble. Always Cross-Check instruments with another source as part of the Top Of Climb/FREDA/post Unusual Attitude recovery checks, especially the AIs.

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