Without getting into too much depth, I'd like some guidance on the use of the HUD.

 

I haven't used it much at all, but want to start learning how to use it. I realize this endeavor is going to lead me down paths that require me to learn about what the differences between CATI, CATII, and CATIII landings are... but I'd like to learn what I should be doing in order to just begin getting accustomed to the HUD.

 

It looks like I should set up the landing as it is in the tutorial... pick the ILS frequency, put it into NAV 1 & NAV2.. and roll the courses on both to the proper runway course. Type in the runway elevation and length into the HUD setup.

 

Then it gets confusing. I am going to guess have the HUD setup in AIII mode? Or is that dependent on the approach type? Where do I find what approach type I am on, and which one is appropriate? Tonights flight I will be coming into Minneapolis, so can someone help me choose what is appropriate for this specific airport?

 

I do not plan on auto landing, if I understand correctly, when I turn off the autopilot (about 1500 ft), will the HUD switch into IMC mode automatically?

 

Should I be in IMC mode to begin with, or should I start in PRI mode?

 

If I start in PRI mode with the above setup, will it revert to IMC mode when I turn off the AP or will it remain in PRI mode?

Thank you in advance, Ill check in later when I'm getting ready to fly (in about 5 hours)

 

 

 

 

pick the ILS frequency, put it into NAV 1 & NAV2

 

Not necessarily. You only need the NAV1 side. Adding NAV 2 simply allows it to automatically jump into CAT III mode.

 

 

 

Then it gets confusing. I am going to guess have the HUD setup in AIII mode? Or is that dependent on the approach type? Where do I find what approach type I am on, and which one is appropriate? Tonights flight I will be coming into Minneapolis, so can someone help me choose what is appropriate for this specific airport?

 

Over complicating it...

 

1. The AIII mode will automatically kick in if you have it set with the NAV 1 and 2 setup you mentioned (that's why the standby mode will show AIII ARM).
2. It's personal preference. I like PRImary.
3. You don't need to match it to anything. They simply have presets to give you relevant info for various approaches.
4. Enter the information for the runway you get assigned. Set the mode you want. If it's visual, give VMC a shot (simply de-cluttered PRI). If it's IFR, give IMC a shot (de-cluttered PRI, but includes nav instrument indications). I'm sure you've already seen PRI and AIII.

 

 

I do not plan on auto landing, if I understand correctly, when I turn off the autopilot (about 1500 ft), will the HUD switch into IMC mode automatically?
 
Should I be in IMC mode to begin with, or should I start in PRI mode?
 
If I start in PRI mode with the above setup, will it revert to IMC mode when I turn off the AP or will it remain in PRI mode?

 

1. Not to my knowledge, no.
2. Should you wear a sweater or a t-shirt today? What best suits the conditions?
3. The only time that it changes automatically, to my knowledge, is when the standby mode is AIII ARM. Pressing the MODE button once will swap the active mode with the standby, otherwise.

There is a lot of information in FCOMv2 chapter starting on page 10.22.1

 

I recommend you browse it to at least become familiar with what is there, you can always go back and study closer once you start using the HGS and have questions. Also, all symbology is there to, which is kind of important.

Thank you, I tend to over complicate things. Excellent info I will look over FCOMv2 10.22.1 and come back if I have more q's. There was a manual online for it too that covered the symbology. I thing my questions might be above what the hud can do and more about the rules of which approach to use and when, such as I have no good concept of what the differences between categories of approaches are. I'll have to research. Folks around here do a very good job dumming it down and that's what helps me the most. Sometimes FCOM assumes you're a pilot with some basic knowledge for which I don't have.

The HGS mimics the PFD for the most part. The different modes just change the various extra features a bit.

But you will notice the layout is the same as the PFD for the most part.

 

 

Thank you, I tend to over complicate things.

 

Many in this hobby do. You're not alone. It's a natural tendency, I think, when things like the 747 can manage to leave the ground...something like that must be complex.

 

Actually, even people in the industry itself over complicate things, though in slightly different ways.

 

 

 

and more about the rules of which approach to use and when

 

There are no rules, really. Even in controller SOPs, you really won't find a "YOU WILL USE THIS APPROACH IN THIS SITUATION - ALWAYS!" In most SOPs any strong language is superseded by something to the effect of "if operationally advantageous, deviations from these procedures may be coordinated on an individual basis." In other words, "the code is more what you'd call 'guidelines' than actual rules. Welcome aboard the TRACON, Mister Dobda."

 

 

 

I think this is a question many people have, but don't have a lot of background for it. Unless you're flying GA into some random field without a bunch of traffic (where the norm is "advise approach choice"), the approach is generally assigned. It's tactically chosen by the traffic management unit (TMU), or controllers. Take JFK for example (surprise! not IAD today!). There are about 30 different approaches that could be assigned going into JFK, but in practice, it really isn't that many. In order to give a better perspective, consider a case where the wind is blowing from 150 at 24 knots, and the ceiling is 1500. Looking at the list of approaches into JFK, there's a visual to 13L/R, a VOR/GPS to 13L/R, an RNAV (GPS) to 13R, and an ILS to 13L (with another CAT II to that runway).

 

There's an ILS. Perfect, right? Well...no.

 

If JFK goes to the 13s, then LGA goes to their 13. This would mean that EWR would go to their 11, but it's too short for a lot of their traffic, so they have to use the 4/22s for normal operations. The ILS to 13 at LGA is going to interfere with 4/22 somehow: either arrivals or departures. What doesn't interfere with EWR at LGA is the ILS to Runway 22, while circling to land on Runway 13 as soon as you get below the clouds. Of course, if you look at that chart, you'll note that the missed approach is essentially runway heading to a fix. This path would cross right through someone's path to JFK's ILS to Runway 13L, and that airspace needs to be protected (read as "cannot be used for both"), so that ILS 22, circle to 13 option is less than ideal. That is, unless we can get JFK's arrivals in some other way...

 

Enter the VOR/GPS to 13L/R.

 

It's basically a navaid-based version of the Parkway Visual approach that sneaks up the Shore Parkway. Since the weather is too low for that charted visual, and the VOR/GPS 13L/R gets us down to 800 - well below the 1500 ceiling - this works out well. The path keeps all of the arrivals to JFK out of the fray of the airports to the west, while also continuing to allow aircraft to land. From here, the puzzle all fits together: EWR uses the 22s, LGA runs the ILS to 22 circling to land on 13, and JFK sneaks traffic up a non-conflicting path via the VOR (or GPS overlay) to land on the 13s.

 

If you want to see that all interact visually, see here, and select EWR: ARR 22L/11, DEP 22R; LGA ARR ILS 22 CIR 13, DEP 13; JFK ARR VOR 13L/R, DEP 13L/R.

(The above is a visualization tool for use in Traffic Management training - thus the TFM Learning site address: traffic flow management learning. Speaking of complex topics...see CTOP. I worked on that project on my last FAA contract. The guy who narrates this gave me my first tour of a TRACON back when I was a controller candidate.)

 

 

 

So, all that to say: it's a tactical decision by the controllers and traffic management to assign approaches that fit the traffic and weather picture. From there, it's managing the outliers (pilots/crews who decline the assigned approach for whatever reason and need to be sequenced in for a different approach).

Kyle, what an elegant and succinct explanation.  Thank you.  While I had a general understanding of most of what you said, that put it all together beautifully.  The FAA training link you provided was also fantastic. I wish they had animated demos like that for all major US airspace facilities.   Really neatly done!

 

Andrew Jones

To bring my earlier points home regarding HGS use:

 

Despite my usual preference for PRI, I think, given the partially visual aspect of the VOR approach - spotting lead in lights (not in the sim unless you have add-on scenery with them), the bay, obstacles, and the runway - I'd probably use IMC mode. This de-clutters the display enough that it wouldn't obstruct you trying to see things in a busy environment, while also including the cues necessary for the instrument portion. You could, of course, switch to VMC mode, but at such a late stage of the flight this should be discouraged to remain head up - the purpose of the display, of course.

 

 

 

Kyle, what an elegant and succinct explanation.  Thank you.  While I had a general understanding of most of what you said, that put it all together beautifully.  The FAA training link you provided was also fantastic. I wish they had animated demos like that for all major US airspace facilities.   Really neatly done!

 

Thanks! Might as well use my ATC/TM knowledge for something. It would be cool to see one for Potomac TRACON, since it's the area I fly in. I think they just chose one of the most complex Metroplexes we have in the States. Everything is "easier" compared to that, though that isn't to say other Metroplexes don't have their own challenges.

Despite my usual preference for PRI, I think, given the partially visual aspect of the VOR approach - spotting lead in lights (not in the sim unless you have add-on scenery with them), the bay, obstacles, and the runway - I'd probably use IMC mode. This de-clutters the display enough that it wouldn't obstruct you trying to see things in a busy environment, while also including the cues necessary for the instrument portion. You could, of course, switch to VMC mode, but at such a late stage of the flight this should be discouraged to remain head up - the purpose of the display, of course.

 

The HUDs in our aircraft are set up a little different that what what is in the sim.  The selectable modes are NP, AI, AII and AIII for non-precision, cat 1,2, and 3 modes.  The display format is always what we see as the primary mode in the PMDG setup, the only thing that changes in the different modes is the flight director source and logic.  You also get some additional information such as the runway overlay in the cat 2 and 3 modes.  We have a declutter button that makes the display look like the AIII display in the PMDG, but it's hardly ever used.  Additionally, all of our interaction with the HUD is done through the CDUs instead of a seperate HUD control panel.

The HUDs in our aircraft are set up a little different that what what is in the sim.  The selectable modes are NP, AI, AII and AIII for non-precision, cat 1,2, and 3 modes.  The display format is always what we see as the primary mode in the PMDG setup, the only thing that changes in the different modes is the flight director source and logic.  You also get some additional information such as the runway overlay in the cat 2 and 3 modes.  We have a declutter button that makes the display look like the AIII display in the PMDG, but it's hardly ever used.  Additionally, all of our interaction with the HUD is done through the CDUs instead of a seperate HUD control panel.

 

Neat. Different software version, or different HUD vendor?

We have two different systems in the fleet which we refer to as HUD 2020, and HGS 4000.  One is made by BAE, I'd have to look up who makes the other one.  They are  slightly different and most of the captains seem to prefer the older system. 

We have two different systems in the fleet which we refer to as HUD 2020, and HGS 4000.  One is made by BAE, I'd have to look up who makes the other one.  They are  slightly different and most of the captains seem to prefer the older system. 

 

HUD 2020 is the BAE one, through mergers and acquisitions. It originated with GEC-Marconi, apparently. HGS 4000 is Rockwell. The NGX is the latter.

Wow, amazing insight on this topic. Great posts above.

As a simmer, patience is required in learning as one typically does not walk into the captains seat of a 737 and fly - which really is what most of us are doing. I have to put a limit as to what I need to know vs what I'd like to know.

What I need to know: various situations call for various approaches, some situations are beyond the pilots control. In short, its a simulation, choose an appropriate approach for the appropriate conditions, and setup the HUD in the mode you prefer. If you have available and choose a Category II or  IIIA approach you can use the AIII approach mode for a few extras on the display.

What I'd like to know: Everything, but lets be real, unless I quit my job and get enrolled in a program I'll never know it all, and even if I do likely nobody knows it all - well except that grizzled old captain who's seen and done it all.

 

Do real life captains always use the HUD if equipped? Or do the old timers scoff at such technology?

 

 

What I need to know: various situations call for various approaches, some situations are beyond the pilots control. In short, its a simulation, choose an appropriate approach for the appropriate conditions, and setup the HUD in the mode you prefer. If you have available and choose a Category II or  IIIA approach you can use the AIII approach mode for a few extras on the display.

 

Yes and no. AIII mode actually takes a significant amount of information off of the display to give you the bare minimum of what you need while allowing you to acquire the runway in the murkiness. Keep in mind that the HGS is used to sidestep the requirement for autoland capability on a CAT III approach for some operators, so runway acquisition is very important.

 

 

 

What I'd like to know: Everything, but lets be real, unless I quit my job and get enrolled in a program I'll never know it all, and even if I do likely nobody knows it all - well except that grizzled old captain who's seen and done it all.

 

You'd be surprised at how much you can pick up just by casually browsing around, getting questions answered, and most of all researching on your own (researching calls on different cognitive functions, which usually lead to better long term storage).

HUD 2020 is the BAE one, through mergers and acquisitions. It originated with GEC-Marconi, apparently. HGS 4000 is Rockwell. The NGX is the latter.

 

We usually just keep it simple and refer to them as "the old HUD" and "the new HUD".

 

I don't know if we are running a different software version or, more likey, that the displays are a user configurable option.