Lonewolf_50;
IMO you can overlay the basics of the OODA loop to describe the use of an effective instrument scan.
Yes, I see what you meant, and concur with this.
One gets used to the different scan, (as compared to the "T"), very quickly - it's close enough that you can "gestalt" it, by which I mean, see "normal" and not the actual numbers until it varies slightly - it's also more efficient as much of the horizontal and vertical situation is built for you in the PFD and ND respectively, including a superb picture of the energy state of the aircraft.
I have little doubt that the right-side PFD and ND were functioning normally. There are no indications in any of the data that would lead one to conclude otherwise. That said, we don't
know; - but much has already been drawn as "given" elsewhere through secondary evidential chains and there is no reason why such cannot be drawn here. Besides, there is no parallax and we know the left PFD and ND were functioning as was the ISIS horizon which is large and easy to read, (compared to the steam group in older A330's). There could be no doubt as to the pitch attitude of the aircraft and, prior to the stall warning then apogee, the rate of climb.
Also, groundspeed is provided on the top-left corner of the ND, and would have been available during the UAS event as both are IRS-driven. The TAS would not be available and wind information would be "NCD" and presented as three dashes on the ND. In addition, selection of the GPS Groundspeed is part of the UAS Drill.
2 . System Description
A. General
The IR portion is a strapdown inertial system which provides a quality
reference for attitude, heading (true and magnetic), angular rates and
accelerations.
The IR software also computes:
- the inertial position
- the ground velocity
- the baro inertial vertical speed
- the drift angle
- the wind
- the flight path data.
