If the command is stisfied, the horizontal bar goes to the center.Ĭommands "satisfied" is the airplane symbol matching the V bars. Same for the horizontal bar, bar goes down, put the airplane symbol down. If you satisfy the command, the vertical line will go to center. If the vertical bar goes to the left, bank the plane symbol to the left. In the "double cue" display, the vertical bar gives a command left or right. In the "single cue" display, the "v bars" indicate which way to go.Īll you have to do, is to match your airplane symbol into the "v bars". If the plane goes up, it is climbing, or turns (banks). In the middle, there is a symbol representing the aircraft (the wings). Oftentimes the top of display is blue (the sky), bottom is grey (earth).Ī line separates the two (the "horizon"). In the middle of flight instruments, we have an "artificial horizon" Let me try to explain in very simple terms. I do not know your knowledge of aircraft flight instruments. Photo © Ivan Rodriguez - IBERIAN SPOTTERS Look at the Nav Display (ND) and compare manuever being performed with the desired flight path coming out of this holding pattern. The airplane is right where it should be at this point in time. But look at how the flight director bars are centered on the airplane symbol. Here's an example (a little fuzzy) of the airplane making a right turn. And also allowing the pilot watch the performance of the autopilot. The bar(s) will displace left/right or up/down giving the pilot a visual cue to follow the desired vertical and lateral track. Notice how the bars are centered on the airplane symbol and not the horizon. The flight director consists of the two light green bars forming a cross (+) overlaying the airplane symbol on the Primary Flight Display (PFD). Here's a good example of the flight director in straight and level flight. My only happiness is that in all the simulators we use for training, they all have Sperry dual cue displays, so for the training and check rides, we have the most accurate displays. Same thing, I use the "runway" (bottom of ADI) since it is so accurate for localizer tracking. I have noticed that with the Collins "V bars", I constantly cross check with the raw data display ( RH side of ADI) to get a "trend" of the glide slope, before my eyes can see a correction command from the V bars. But if I am tired, I am no longer the type of pilot to impress how sharp I can fly an approach to minimums, I merely select the autopilots for a coupled approach. On the line, as a result, I have a Collins (often, I place my F/D switch off), but I have to admit that when on a long sector and I am tired, flying "formation" with the "V bars" is easier. Right here, my airline has single cue Collins, was probably the preference of the director of operations or chief pilot at the time the airplanes were ordered. Then I flew other airplanes with Collins single cue. With PanAm, we had the Sperry double cue systems.
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