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Thanks to all for your
comments,
One struck me in
particular. Jeff Edwards wrote "use a checklist". I wonder if that
would work? There are numerous scenarios where checklists are not
advisable or productive. Most obvious is during an emergency. The
engine quits - or even acts like it's going to and you definitely do not want to
be referring to a check list. You need to be on automatic mode going
through the emergency steps you've practiced over and over.
So what do you do at the
termination of a hard IFR flight to a busy airport with long runway and several
minutes taxi time after landing? You turn off the runway and switch to
ground control. Are you going to stop and refer to an after landing
checklist before asking for taxi clearance? I doubt it. Maybe Jeff
would but I can't see that happening for many pilots and I would guess that
some controllers would take exception to this activity as well. They
usually want you to get off the apron and on towards the FBO. Maybe you
would try to go through the checklist while taxiiing to the ramp. That
might work, but sometimes is difficult in single pilot operations (my primary
flight mode).
I honestly don't recall
what the temps for auto on and auto off are for the thermister I
purchased. I do recall thinking a lot about that before
ordering. I think I gave it a fairly high (temp) on and off.
That would make sense.
I like the idea of having
it on at all times during flight as suggested by Nathan Kanagy. It could
be programmed for auto on whenever the gear comes up, but what about an
instrument approach where you want the gear to be down at
the IAF? Not good. Maybe actuated by a squat switch would be a
better alternative.
One suggestion was to
have the manual on bypass the auto switch. I question that idea for the
reason that it would introduce more failure points with little benefit.
You now have two switches instead of one. The first serves a purpose - to
simplify and automate a necessary process. The second switch serves only
to get you around a possible failure in the first switch as I understand
it. My approach is to purchase a high quality three position switch and
have a check list item to check all three positions for this and all
other like switches prior to taking the runway.
Regards,
John
Barrett
In a message dated 6/28/2006 4:50:57 P.M. Central Standard Time,
VTAILJEFF@aol.com writes:
Use a checklist.
Jeff, et al,
GULPS is as useful as GUMPS for the after-landing,
runway-exit memory-registered checklist, too.
G - Do I need more now?
U - Don't touch anything that would change their state!
L - Lean for Taxi?
P - Is this more important than the cheap self-serve fuel pump,
depending on stress and pressures at the moment.
S - Are all the switches I used for flight assist (AP, Pitot heat, certain
lights, AOA, defrost, backup battery, essential bus, xpndr mode C, flaps, etc.)
off or normal?
OK, then taxi forward with ATC permission, assuming I haven't hit the
Avionics switch by accident.
Grayhawk
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