Airliners and HUDs.. As if airliners are in some 60 degree dive bomb pass, or in some offensive knife fight air to air, where there isnāt even one second to take a look down at the panel and scan something lest disaster occurā¦..
Airliners and HUDs.
Right. The HUD is usually installed for low vis ops. Then you have a bunch of āwell since itās thereā scenarios.
United doesn't have them on any 737
Your post made it sound as if it was a blanket 737 requirement
We have airliners with a HUD AND a FLIR...so thereAirliners and HUDs.
I havenāt kept up but was the FLIR credited as causal in saving that incursion in AUS?We have airliners with a HUD AND a FLIR...so there
Donāt they have 3rd axis for autoland rollouts? Seems like one of the issues with the max was a rollout guidance servo, which didnāt effect us or SWA because we donāt have that.
I'm not 100% sure on that one.
Idk, pretty small sample size but all 3 jets Iāve flown your normal N1 on final, configured, should be between 55-60% and doesnāt vary THAT much on weight, wind, or even model. Where it really helps is that situation where youāre hand flying, have the thrust pulled back to slow and configure, and now your IAS is rapidly approaching target as youāre doing the landing check. If you know you can set that ballpark and you youāll be close it just makes life easier. Also in a former life say youāre setting up the big downwind onto 26 in jnu, you know if you set that ballpark when you roll out on final youāll be close enough without a lot of mental math or fiddling with avionics or whateverI'm not opposed to swapping the engine gauges to the PF side if that is what people want. But I'm also not really an N1 reference person. We fly a ton of variants, with greatly differing gross weights. It probably isn't that much mental real estate to memorize a target N1 for each variant at typical landing weight, but I guess I'm just not super great at number remembering like that, nor do I think it really matters. I also come from a place where we don't do any of that, to include computing approach speed (other than trimming on-speed AoA), simply because there are a ton of variables. Tailwind vs headwind dramatically effects your VSI for a 3.0 glideslope for example. We also have very large variations in gross weight at landing that are not entirely predicable, not to mention external configurations that fly differently, hence I think, the lack of what others might perceive as discipline and book knowledge. Gusts are pretty normal at my pilot base/domicile/anywhere north of here, and require some reactive throttle movement outside the range you mention, even outside of true wind shear conditions. I guess that is all to say that my spidey sense for this starts going off anytime I need to make larger throttle movements without having made a corresponding major change in pitch attitude/anything else. Don't really need to reference the N1 gauge for that. Just what my hand is having to do to keep the speed tape in the right place. I'm probably overly simplistic, and maybe even exhibiting bad habits. But that is my take, which at maybe a few hundred hours in type, is super valuable I'm sure
I forget. I only worked there a few months.