Gary Drescher wrote:

Fortunately, there are at least five ways for an instrument pilot to
detect that problem before it's too late: 1) double-check the NAV/GPS
switch; 2) observe the flag on the GS; 3) the GS needle should start high
and then come to center when approaching the FAF; 4) even when established
on the GS, a needle that stays perfectly centered at all times should arouse
suspicion; 5) a low-altitude alert should certainly call attention to the
problem.

For the relatively inexperienced or out of practice instrument pilot, high
workload in actual IMC has a way of tricking the mind into seeing or
hearing things that aren't or in your five ways listed above, not seeing or
hearing things that are.

--
Peter


















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