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PA28 pilot reported disorientation with standard instrumentation and alternator failure due to unfamiliarity with aircraft.
| Attributes | |
| ACN | 1699435 |
| Time | |
| Date | 201911 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | PA-28 Cherokee/Archer/Dakota/Pillan/Warrior |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Cruise |
| Route In Use | Direct Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Not Flying Single Pilot |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor |
| Experience | Flight Crew Last 90 Days 20 Flight Crew Total 1060 Flight Crew Type 1 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural Clearance Deviation - Track / Heading All Types Flight Deck / Cabin / Aircraft Event Other / Unknown |
Narrative:
The event filed took place after myself and two friends took up my friend's plane up to pick up a part from FBO X. Friend 1 has his ATP and the other CFI. The CFI onboard was working on his double I and wanted further instruction on how to teach IFR. I myself have never flown in the aircraft flown in which the event took place in but the two other pilots on board were checked out and proficient in the aircraft.while on our way back from picking up the part needed for a different aircraft; we saw weather deteriorating along our route back to ZZZ. The CFI on board saw this as a great opportunity to learn more about picking up a pop up IFR; as did me and the other pilot on board. After picking up our IFR flight plan we continued in IMC conditions. I was not proficient in steam nor the plane at the time the event took place; but the hazardous attitude of macho-ness kicked in due to my experience of being a CFI-I and an ATP pilot. Along our way back I suffered from disorientation due to my inability to successfully articulate the steam gauges being used; which led me to deviate from ATC assigned heading by 30 to 50 degrees. Once it was evident that I was disoriented in flight; the CFI took the controls and enabled autopilot to help navigate us back on course. After navigating back on course and on to final; we lost our alternator and squawked 7600 and communicated via hand held radio in order to safely navigate back to the non-movement area and troubleshoot the problem.the biggest lesson that I took from this whole event is that proficiency is important not only to instructing but also when fun flying with friends. Although my friend gave me controls of the aircraft and expected me to know how to fly the aircraft effectively; I was unfamiliar with the plane which led to the event that took place. After this event I know that I must ensure my proficiency in the aircraft being flown is up to standards before taking control of the aircraft again.
Original NASA ASRS Text
Title: PA28 pilot reported disorientation with standard instrumentation and alternator failure due to unfamiliarity with aircraft.
Narrative: The event filed took place after myself and two friends took up my friend's plane up to pick up a part from FBO X. Friend 1 has his ATP and the other CFI. The CFI onboard was working on his double I and wanted further instruction on how to teach IFR. I myself have never flown in the aircraft flown in which the event took place in but the two other pilots on board were checked out and proficient in the aircraft.While on our way back from picking up the part needed for a different aircraft; we saw weather deteriorating along our route back to ZZZ. The CFI on board saw this as a great opportunity to learn more about picking up a pop up IFR; as did me and the other pilot on board. After picking up our IFR flight plan we continued in IMC conditions. I was not proficient in steam nor the plane at the time the event took place; but the hazardous attitude of macho-ness kicked in due to my experience of being a CFI-I and an ATP pilot. Along our way back I suffered from disorientation due to my inability to successfully articulate the steam gauges being used; which led me to deviate from ATC assigned heading by 30 to 50 degrees. Once it was evident that I was disoriented in flight; the CFI took the controls and enabled autopilot to help navigate us back on course. After navigating back on course and on to final; we lost our alternator and squawked 7600 and communicated via hand held radio in order to safely navigate back to the non-movement area and troubleshoot the problem.The biggest lesson that I took from this whole event is that proficiency is important not only to instructing but also when fun flying with friends. Although my friend gave me controls of the aircraft and expected me to know how to fly the aircraft effectively; I was unfamiliar with the plane which led to the event that took place. After this event I know that I must ensure my proficiency in the aircraft being flown is up to standards before taking control of the aircraft again.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.