Flight Director

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Not supposed to fly in them!
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Probably the simplest answer because you'd be performing your "Standard Recovery Technique" if you encountered windshear or a microburst.

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I figured as much, but do you practice for situations where Doppler doesn't catch the situation, or the problem wx develops very quickly? How quickly can a crew detect the wind shear if the AP is engaged? Does the computer issue an aural warning?
 
The signs are the same as in any airplane, changes in airspeed. Unless, you have auto-throttles, but then you will notice large changes in power. Best way to aviod wind shear and microbursts is visually, don't fly your final under a thunderstorm.
 
Doppler? Nah, that junk doesn't work. The "Super Dooper Doppler Nine Hundred Million Thousand" radar that the local news brags about is useless in aviation -- at least in my own often uneducated opinion!
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The fancy jet I'm learning (757) will do the windshear recovery profile on autopilot below 1500 agl. You just press the Go Around switch and it does it's thing....
 
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The fancy jet I'm learning (757) will do the windshear recovery profile on autopilot below 1500 agl. You just press the Go Around switch and it does it's thing....

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See, you're flying a real jet! I'm flying a gussied-up EFIS DC-9!
 
Doug
On our EFIS we can choose the Lat / Vert bars or the "normal" command bars. I agree HATE the bars ... except I like the vertical command bar ( alone ) while doing steep turns it helps with the pitch.
 
Only time I activate the steering bars on the FD is to make sure they work once a month. Don't like the lag ours have. Plus, they're a little bit of a pain too:

NOTE:

Maximum bank command during during localizer intercept is 30 degrees. If LOC and GS capture occur at the same time, the commanded bank angle will be limited to 15 degrees which may cause a significant LOC overshoot. In this case, disregard command steering and fly the aircraft as required to intercept the LOC.

I'll take the last sentence all the time.
 
<major thread hijack>

DE727UPS--this is a silly question, but how come the 757 is harder/different to land than the 727? because its more automated? I dont mean to sound like an ass, but I was curious, because everybody says the 757 is way more automated.thanks!

</major thread hijack>
 
I can only speak from trying to land the sim. I've tried to fly the 727 sim for 10 years and every time I come in for recurrent...it's a nightmare going from 1800 RVR to touchdown with a crosswind...you just don't get the visual cues and sink rate cues in a sim that you get in real life. Don't try to tell the sim instructor that, though, they tell you it fly's like the plane. My one and only experience in landing the 757 was in the sim...not very real world....though I'm sure it lands great on autoland both in and out of the sim. I think in real life, the 757 won't be any harder to land the the 727. So far, my impressions have been that you don't try to finesse the 757...you slow the sink rate a bit by flaring and let her ride on in. The 727 you could play with a bit to search for that ever elusive greaser..with the 757, you don't do that because of the chance of a tail strike. In the 757, more emphsis is on hitting the touchdown zone on speed at all costs. In the 727, that's what they teach you in school but in real life we were always looking for the greaser....at least I was. Won't do it in the 757.....

I honestly think it will be interesting to see if I can land the 757 better than the autopilot, in time. So far, in the sim, the autopilot has me beat hands down. Tomorrow we do some non-precision approaches, though...I got the autopilot beat every time on one of those as it can only land out of a full ILS.
 
What exactly is a flight disector in laiden terms?
When do you use it, what determines when you use it?

Thanks

Aussie
 
Thanks for all the replies.

This is the longest friggin' post I personally have ever started! Feels good!

Anyway, I noticed a lot of you airline guys HATE those Flight Director horizontal and vertical command bars. May I ask why? I would've thought you would love them because I assume they must reduce your workload quite a lot when hand-flying an ILS approach. Aren't they meant to assist you by taking you straight to the runway when you keep them centred?

Later!
 
My first jet was the 727 with the single cue "V-bars" LOVED IT. Then we got a couple planes with the dual cue, vertical and horizontal bars. HATED IT. Then got hired into an L-1011, with the dual cue veritacl and horizontal bars. HATED IT AGAIN. Thought I was never going to make it through training. But my sim partner (current L-1011 fleet manager, must have about 1 BILLION hours in the TriStar) taught me all about this FD, and now I LOVE IT!!!!!!!!!! Flying the 757 now with the dual cue and STILL LOVE IT!!!!!!! Dual cue is where it is at. You have to remember, don't yank the plane around to center up the bars, especially the bank. It just tells you to add more or less bank angle. It is NOT a repeat of the LOC.
 
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