Flight Director Preferences
09-04-2013 | 07:15 AM
#21
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Can someone explain the specifics of dual cue? One of the posts above spoke of it commanding a rate of turn....
Say you are on a 360 heading with the FD in heading mode. You turn the bug to 270, so obviously a left turn.
My understanding is that the vertical bar would just displace to the left until you came to a heading of 270, at which point it would center up... am I incorrect?
Say you are on a 360 heading with the FD in heading mode. You turn the bug to 270, so obviously a left turn.
My understanding is that the vertical bar would just displace to the left until you came to a heading of 270, at which point it would center up... am I incorrect?
09-04-2013 | 07:23 AM
#22
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From: 737 CA
The vertical bar would displace to the left as you said...but as you rolled into a bank it would center back up, so when you reached say 25 degrees it will be centered. As you near your selected heading it will move to the right, causing you to lower the angle of bank to achieve a smooth rollout.
As far as I know, there is no standard bank angle it will shoot for beyond short turns, which would vary from airframe to airframe (and could possibly even be pilot selectable).
As far as I know, there is no standard bank angle it will shoot for beyond short turns, which would vary from airframe to airframe (and could possibly even be pilot selectable).
09-04-2013 | 08:23 AM
#23
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The vertical bar would displace to the left as you said...but as you rolled into a bank it would center back up, so when you reached say 25 degrees it will be centered. As you near your selected heading it will move to the right, causing you to lower the angle of bank to achieve a smooth rollout.
As far as I know, there is no standard bank angle it will shoot for beyond short turns, which would vary from airframe to airframe (and could possibly even be pilot selectable).
As far as I know, there is no standard bank angle it will shoot for beyond short turns, which would vary from airframe to airframe (and could possibly even be pilot selectable).
Is the horizontal pitch bar the same way?
09-04-2013 | 10:38 AM
#24
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From: Ca B737
The following applies to the B737 classic and NG. Another advantage of the dual cue is the ability of turning one off but still using the other. Specifically, I like to climb in CMD CWS mode. That's Command Control Wheel Steering mode. I get to that mode by deselecting VNAV. When I do the horizontal command bar disappears and you are left with a vertical steering bar. In this mode I control airspeed with pitch. This is a very useful mode in turbulent air, mountain wave etc. This mode results in a solid pitch attitude during climb. The -700 can be particularly pitch sensitive. One thing to note, in addition to deselecting VNAV you have to reselect N1 to assure constant max climb power otherwise the engines will maintain MCP speed.
A single cue FD does not have this capability.
A single cue FD does not have this capability.
09-04-2013 | 12:41 PM
#25
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The following applies to the B737 classic and NG. Another advantage of the dual cue is the ability of turning one off but still using the other. Specifically, I like to climb in CMD CWS mode. That's Command Control Wheel Steering mode. I get to that mode by deselecting VNAV. When I do the horizontal command bar disappears and you are left with a vertical steering bar. In this mode I control airspeed with pitch. This is a very useful mode in turbulent air, mountain wave etc. This mode results in a solid pitch attitude during climb. The -700 can be particularly pitch sensitive. One thing to note, in addition to deselecting VNAV you have to reselect N1 to assure constant max climb power otherwise the engines will maintain MCP speed.
A single cue FD does not have this capability.
A single cue FD does not have this capability.
09-04-2013 | 01:31 PM
#26
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From: Ca B737
There's CWS CMD and just plain CWS modes. CWS mode is achieved by pushing the CWS button but that mode is not very useful as it does not provide altitude capture. The CWS CMD mode is achieved by deselecting a vertical or lateral mode. In either case the FD is removed and the autopilot stays on. Pitch and roll are set by the pilot with the control yoke and the autopilot holds them until changed.
09-04-2013 | 03:08 PM
#28
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From: Ca B737
09-05-2013 | 01:16 AM
#29
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Did you have to get a separate type for the 604 apart from the CRJ?
09-05-2013 | 08:02 PM
#30
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From: Baja Vermont
While the SYNC does that, if the A/P is engaged, you can press and hold SYNC, fly the plane manually, release the button and A/P will take over from where you left it. AP will be in amber.
No, it's a different rating, CL60 vs. CL65, never flew the CRJ, just the various Bombardier business jets. 605 is a differences course from the 604, as is the Global Vision from the Global Express with Honeywell.
GF
No, it's a different rating, CL60 vs. CL65, never flew the CRJ, just the various Bombardier business jets. 605 is a differences course from the 604, as is the Global Vision from the Global Express with Honeywell.
GF
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