Airline Pilot Central Forums - Flight Director Preferences

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I think the dual cue is more accurate but the single is more intuitive...I've only flown one plane that had the dual cue and I use it whenever I feel like changing it up.

Quote:

Originally Posted by galaxy flyer (Post 1478293)

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 crap? Wow I'm gonna have to try that tomorrow with the sync button!

I can tell you first hand that the SYNC Button DEFINITELY DOES NOT DO THAT!!!!!
So we are going into OKC. WIth a VERY senior captain.
Literally the conversation...
"Hey cap, this dude on the internet says that if you have the autopilot on and then hold the sync button, you can turn and pitch the plane and when you let go then the AP will hold it."

Capt: "Well you know we have to try it."

AP on, I receive a turning vector with a descent... Grab the SYNC button, bank the airplane, after 20deg heading change get the aileron flag, let go, and the plane snaps back to the bugged heading with a waggling motion.

Don't go try this at home kids, galaxy flyer is wrong!

Quote:

Originally Posted by bonesbrigade (Post 1480998)

He isn't wrong, that's how it works in his airplane and mine, it does not however work that way in the CRJ. The SYNC button in the RJ only SYNCs the flight director to current conditions when hand flying with the flight director.

Quote:

it's a different rating, CL60 vs. CL65, never flew the CRJ,

Bones and his VERY Senior Captain,

Considering I explicitly stated (see above) that I have no CL 65 experience, but experience in the corporate versions with associated ProLine avionics, I would have expected a crew to read the appropriate sections in the FCOM for YOUR specific, if related, type before exploring new ideas with passengers.

One is afraid for the safety of future passengers riding airliners

GF

Quote:

Originally Posted by galaxy flyer (Post 1481065)

My apologies, I didn't mean to sound accusatory... I was just telling a humorous story.

The captain has been on the plane for 10 years, so when i told him what you'd said he definitely wanted to try it.
I know there is a few differences with the CL60 and 65.... just didn't imagine that the same button would do something so different.

Question though, when I tried it, the yoke was difficult to turn against the AP servos... when you do it, or when someone uses the CWS button, does the backdriven yoke become easier to turn?

And it wasn't a revenue flight, it was a ferry flight to MX base. And we aren't graced with BBD FCOMs... we have garbage CFMs that are woefully lacking IMHO.

Yes, the servos are released until the SYNC is released, then A/P takes over using servos again. I'm a bit surprised about that, too.

GF

Quote:

Originally Posted by galaxy flyer (Post 1481123)

Yes, the servos are released until the SYNC is released, then A/P takes over using servos again. I'm a bit surprised about that, too.

GF

That's how I remember it on the later King Airs.

Maybe you guys shouldn't be "trying" things you don't understand. There's a place where you can read all about it. RTFM.

Where are MY donuts???