Originally Posted by
sheppey
During a dark night rotation and initial climb I scan the standby ADI as a continual cross check. Maybe it goes back to when artificial horizons could fail and one never forgets those potentially deadly events especially near the ground. Heading up is my preference too, particularly when flying an ILS in crosswinds and I know in which direction to look for the runway at DH.
What are seemingly old fashioned practices to some, are in many cases the product of hard earned experience. Children of the Magenta Line might look at us with pitying glances but that is their problem - not mine
Having started my airline career on the DC-3, I hardly qualify as one of the "Children of the Magenta Line".
Indeed, the operator with whom I spent many years required (not just encouraged) practice and demonstration of flying on raw data, both in the sim. and the aircraft. Indeed, for F/Os, hand flying non-precision approaches in the sim. was mandated.
My point was, prohibiting the effective use of modern instrumentation is not very smart. which is different to maintaining competency.
The air safety outcome statistics are very clear, the situational awareness of having a moving map display, as opposed to "traditional" raw data, cannot be challenged.
It is abundantly clear that such improved situational awareness has greatly reduced GPWS incidents and CFIT losses.
Tootle pip!!
PS: On all the "glass" systems I have flown, if I am flying track up, I still have a drift display which will, effectively, tell me where to look for the runway, and I can choose what raw data I want to overlay on the map, but with disappearing NDB and VOR I have reducing choices.