finally i made it by myself with hands:

 

 

Well played. No pic to show it off?

What do you need the PFD for? Landing is accomplished through looking out the window.

 

'cos I hand fly all my landings and quite like the idea of seeing the speed I'm flying and in particular the vertical speed. Just call me an old fashioned kind of guy B)

Just call me an old fashioned kind of guy

 

Old fashioned would be more stick and rudder, and less reliance on the PFD, but I see what you mean. I still don't see the reasoning behind a "landing view," though. I don't hunker down in my Cessna on approach to see the airspeed indicator at all times. I don't "switch my view" if you will, just for landings. All I need to do is glance down from time to time to see how things look, and the default view accommodates that just fine.

there it is(just wanted to get some screenshots)

Looks like you're hunched over the yoke...

click on the PFD to get the pop up.

I use this feature during B747 ILS approaches.

 

Before each flight, I move the pop-out PFD over the VC PFD. While it looks unrealistic, the pop-out more-accurately represents the size (and therefore clarity) of the real PFD on my monitor, while providing ample views of the outside for immersion and spatial orientation. At or slightly above minimums, I close the pop-out and use PAPI/visual cues for the flare and landing.

Here is a good rule of thumb what RW pilots use once the runway is in sight.

 

• 1,000’ Look out 25% of the time.

• 500’ Look out 50% of the time

• 250’ Look out 75% of the time

• 100’ Look out 100% of the time

Here is a good rule of thumb what RW pilots use once the runway is in sight.

 

Who taught you that? I'm not saying it's wrong, but it certainly wasn't something I was taught. My basic instruction was check the instruments to ensure everything is okay, but fly the aircraft. When you get closer in, your vision naturally transitions outside, and your butt becomes your instruments.

When you get closer in, your vision naturally transitions outside, and your butt becomes your instruments.

 

I suspect that is true to a degree Kyle, and even more so in GA, but I'd be surprised if that rule of thumb applies to the same extent when flying tubes...

I suspect that is true to a degree Kyle, and even more so in GA, but I'd be surprised if that rule of thumb applies to the same extent when flying tubes...

 

It's not going to be as obvious in a Cessna as it would be in a 744, but after flying any plane, you get used to the feel of it in the flare. The sight picture, what a particular speed looks like out the window as you near the runway, and all of that the various sensory inputs factor in. Look at any YouTube clip - HUD or not - the pilots' eyes are outside, not on the PFD. If they do look at the PFD, it's a glance at airspeed at the most. I can virtually guarantee the pilot is not looking down at the PFD in the flare.

 

It's like driving a manual transmission car. After driving it a while, you don't bother looking at the tachometer as much as listening to the sound of the engine and feeling the vibration of the gear knob and steering wheel. Same goes for driving a truck.

I agree, of course, but I was never suggesting a pilot only use instruments but more that they are there simply as a reference. As Patrik pointed out, the closer you get to touch down, the less you rely on instruments...

Hi, I like the view, don't own the plane yet, but when so I will for shure use the view. So thank you!

 

I always adjust my viewpoint to get an acceptable view. I can understand the discussion and let me tell you, what I experienced in 44 years of real word flying.

 

I started 10 years old on the right seat, so flying was mainly by the instruments, the panel was to high for me. Than with transition to a Cessna 177, the right side of the panel being lower, view through the front side became an option.

 

After starting career in the airforce I made my private license, now doing landings by my own. Most of the time I used visual reference, flying by the numbers became more in the 1980s a subject in my life.

 

Different instructors, different techniques. Being one year in El Paso I was also trained by military expilots. El Paso having a high density altitude most of the year, Santa Fe being close by even more, a different way of landing, steep approaches, became subject to be save during mountain flying and landings. I had to maintain speed and sink rate with continues scanning the instruments, of course looking out constantly also. One reason was of course the turbulence and the bad behaviour of the plane in high altitude and mountain areas. Speed and sinkrate and flight attitude constantly changing position because of the changes in the air the plane is in needed constantly information about the situation. So the head goes up and down, Instruments, outside, instruments, areal view and again.

 

Eyes are therefore moving with the head up and down, left and right, before and back even, compensating for limited view especially when flying a Cessna 182. Only advantage was the steep approach angle.

 

You can not simulated that in a sim. You would have to shift constantly the viewpoint, when not using trackIR. During the same time I did some 500 ultralight flights, main instrument being a plastic tube for speed indication. Sitting outside so to say looking outside, that was no real difference concerning the subject. Everything, landscape and instruments, were outside, no cockpit, no panel, only aluminium tubes, where the instruments were attached and a seat in the fresh air. So only the eyefocus changed a lot.

 

Twin engine and now glasscockpit transition different at least. Glass cockpit needs direct look to get the numbers for sinkrate, level and speed. Getting it with a glance needs a lot of hours of experience.

 

Testing pilots eye movements in different cockpits showed much more time inside looking in glass cockpits compared to classical instruments.

 

You look always for speed, sinkrate and number, even during the seconds before touch down. Feeling is important, but can be wrong.

 

Then wind, thermals and gusts can especially during the last seconds before touch down ruin everything, on hot summer time in high altitude you can plan it to happen even.

 

So, reacting needs flying using feeling, mind, information and the briefed procedure.

 

Right now I am doing the trainings for my flight instructors license. Nightflying, tomorrow again, even VFR, is pretty much IFR flying.

 

Eyes are on the instruments. Less than 10 Percent are outside view. During the final minute before touchdown, from minimum decision altitude, copilots call "runway in sight" or quick glancing outside when solo in the plane, whatever comes first, everything is done by looking at the instruments to avoid any flightsituation that is not wanted. Runway lights are used of course as a visual reference too but not that much, they give a wrong altitude impression just before touch down. Compared to daylight flying students tend to land the plane into the ground, you are lower than you think. That has to be trained and therefore a precise sink rate is important, speed and level also. You only get that from the instruments, those lights don't tell the same amount of information that you get during daylight flying. So again, head goes up and down, not only the eyes moving up and down. I always find it hard to get a cockpit view, that gets close to the experience in the cockpit.

 

Speaking for me only of course, such a view solution is the step getting it more real. If I count my experience summing up a minute of what I see in the cockpit during landing an outside view in such a corrected way is more real for me. That will be a reason for me to get finally TrackIR or something similar.

 

Manfred

Right now I am doing the trainings for my flight instructors license. Nightflying, tomorrow again, even VFR, is pretty much IFR flying.

 

Eyes are on the instruments. Less than 10 Percent are outside view. During the final minute before touchdown, from minimum decision altitude, copilots call "runway in sight" or quick glancing outside when solo in the plane, whatever comes first, everything is done by looking at the instruments to avoid any flightsituation that is not wanted. Runway lights are used of course as a visual reference too but not that much, they give a wrong altitude impression just before touch down. Compared to daylight flying students tend to land the plane into the ground, you are lower than you think. That has to be trained and therefore a precise sink rate is important, speed and level also. You only get that from the instruments, those lights don't tell the same amount of information that you get during daylight flying. So again, head goes up and down, not only the eyes moving up and down. I always find it hard to get a cockpit view, that gets close to the experience in the cockpit.

 

I know a whole host of people who would disagree with these statements wholeheartedly. Day or night, when you're in visual conditions, your eyes should be primarily up and out. Night adds its challenges, but there's a reason you can still fly at night with only a private pilot's license.

Who taught you that? I'm not saying it's wrong, but it certainly wasn't something I was taught. My basic instruction was check the instruments to ensure everything is okay, but fly the aircraft. When you get closer in, your vision naturally transitions outside, and your butt becomes your instruments.

 

My guess is that you don't fly real 737's? This is what my airline SOP says, and i'm sticking to it.

I do agree with you on flying by the seat of your pants, but i think that applies more to GA and prop flying.

You even fly with the ears in a GA aircraft, at least i did. You'll get RPM sense and airspeed sense from your ears. You won't get anything of that in the 737. We even don't hear the engines up front, i don't anyhow with my ANR headset. So the only way of checking your thrust is via the N1 gauge on the upper DU.

 

And of course you are not looking inside during the flare. As stated above from about 100 feet your focus is 100% outside the window.. And i don't agree with your statement about the youtube videos. They sure do fly by looking at the PFD.

My guess is that you don't fly real 737's? This is what my airline SOP says, and i'm sticking to it.

I do agree with you on flying by the seat of your pants, but i think that applies more to GA and prop flying.

You even fly with the ears in a GA aircraft, at least i did. You'll get RPM sense and airspeed sense from your ears. You won't get anything of that in the 737. We even don't hear the engines up front, i don't anyhow with my ANR headset. So the only way of checking your thrust is via the N1 gauge on the upper DU.

 

Like I said - I wasn't saying it was wrong, so you don't really need to go defending or sticking to anything. I was only curious as to who taught you that.

 

And of course you are not looking inside during the flare. As stated above from about 100 feet your focus is 100% outside the window.. And i don't agree with your statement about the youtube videos. They sure do fly by looking at the PFD.

 

I never said they fly without the PFD. The comment related to watching YouTube videos to see their behavior was related to landing, as this is a thread about landing.