361–369 of 369 posts
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Multiple crewman have died from multiple preventable errors in multiple incidents. I haven't heard about any firing squads for COs? Normally we Americans are so enthusiastic about severe penalties? Watch-keeping and safe navigation are boring , so officers need extra incentive to pay attention to them!
"Preventable" doesn't mean "preventable by harsher discipline".
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I don't have the same feeling. Different brands have different UI's, and some are as simple as "Press then numbered button for how many minutes of full power cooking you want"
Unless you want more than 10 minutes, then you have to press a different button and then type in the time. Fortunately, there are only something like 20 buttons...a big improvement over a knob and a button that is immediately usable by anyone.
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Most of the colors on that display have a rationale. For example, on the speed tape on the left, the white, green, and yellow colors all map to colors of a standard airspeed indicator. That the course (CRS) is green instantly tells me I'm navigating by a ground-based VOR, not GPS (which would be magenta). Same with the green diamond on the right by the altitude indicator. The waypoints at the top are all GPS-calculat…
yes, thanks for your reply. It's why I asked my question that way (Chesteron's fence etc). Would it be possible to display that same information using a traffic light system? (Red=Immediate action required, Yellow=keep an eye on this, Green decaying to grey=something that changed (eg AP OFF green then turns gray after 10 seconds or so). It would need to be applied with discipline to avoid every single piece of inform…
If you're interested in human factors in aviation, there's a lot of work being done out there in the field. A friend of mine is actually working on an MS in Human Factors at ERAU.
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Most of the colors on that display have a rationale. For example, on the speed tape on the left, the white, green, and yellow colors all map to colors of a standard airspeed indicator. That the course (CRS) is green instantly tells me I'm navigating by a ground-based VOR, not GPS (which would be magenta). Same with the green diamond on the right by the altitude indicator. The waypoints at the top are all GPS-calculat…
Do you have any opinion on the G1000 (and subsequent Garmin flight decks) vs competitors, such as Avidyne Entegra? My feeling has always been that the Garmin UI was somewhat clunky and suboptimal, possibly because they tried to keep it similar to the UI of previous smaller devices (such as the GNS 430); a bit like if the iPhone hadn't come along and we'd still scroll by putting our finger on a little arrow in a scrol…
The GTN650 keeps a bit of the GNS430 feel... and those are, in my opinion, the best parts. I hate scrolling through the alphabet by dragging my finger across the screen. I have a similar disdain for trying to select stuff in-flight on my iPad in ForeFlight.
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Do you have any opinion on the G1000 (and subsequent Garmin flight decks) vs competitors, such as Avidyne Entegra? My feeling has always been that the Garmin UI was somewhat clunky and suboptimal, possibly because they tried to keep it similar to the UI of previous smaller devices (such as the GNS 430); a bit like if the iPhone hadn't come along and we'd still scroll by putting our finger on a little arrow in a scrol…
I think there's some truth to your GNS 530 theory... Pilots are not typically that interested in stylish/modern UIs, and they're not thrilled when a familiar UI changes. There are so many features now that it's a challenge to find room on the PFD. I'm curious, which other UIs do you prefer? What do you think of the G1000 NXi?
Well, I haven't flown other glass cockpits. I just find the G1000 clunky and a bit unintuitive, that's why I was wondering whether there are still viable and possibly better competitors out there.
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Also there is the example of infantry tank. There is the driver who has speed and direction. Then there is the commander who gives orders but apparently has backup system to drive if the driver is incapacitated. A ship just can't have as much obstacles as tank negotiating battlefield.
> the example of infantry tank. There is the driver who has speed and direction. Then there is the commander who gives orders but apparently has backup system to drive The UK's Warrior armoured personnel carrier is an example of what I guess you mean by 'Infantry Tank'. It has a Commander, Gunner and Driver (plus the 'dismounts' - seven guys in the back who get out to fight on their feet). The driver - as the role na…
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> I don't want to take this off on a tangent, but this theory of the AF 447 crash keeps getting repeated online despite the fact that the accident report did not conclude that the UI was a factor. This is incorrect. The BEA report explicitly blames the lack of an AoA display and recommends that an AoA indicator be directly visible to the pilots. The aircraft already has sensors to measure AoA to feed the flight compu…
> The AoA invalidation logic ("mark AoA measurements as invalid if airspeed is less than 60kt") made the stall warning turn off as the stall became even deeper, making diagnosis of the stall more complicated. Worse, the BEA report states that the appropriate (nose down) control input led to the stall warning reactivating (since such an input would increase airspeed above the 60kt threshold -- inherent to a proper sta…
It's made even more confusing by the fact that the usual/sensical pilot approach to guesstimating AoA in an aircraft with a stall warning that is boolean (can only be sounding or quiet, nothing else) is to see where its threshold is. When you're right on the threshold (modulo some hysteresis) where the horn turns on and off, that's your stall angle, and pulling the stick back makes it stall more, pushing it forwards recovers from the stall.
Flipping the sense/polarity of the stall horn's semantics -- the effect of the 60kt invalidation threshold -- certainly contributed to making the upset recovery harder and more confusing.
In an aircraft that has multiple AoA sensors, I (and the BEA concurs) maintain that it is pointlessly cruel and baroque to make the humans try to guess what the AoA value is. AoA is no obscure technical parameter of interest only to avionics engineers, it's amongst the most crucial instrument readings, and it should be presented to pilots right next to their airspeed and attitude indicators.
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Unless you want more than 10 minutes, then you have to press a different button and then type in the time. Fortunately, there are only something like 20 buttons...a big improvement over a knob and a button that is immediately usable by anyone.
What do you cook in the microwave for that long? You could also look at much cheaper brands/models. I find that cheaper products seem to be keeping older UIs and therefor staying more functional