I was wandering if I could get some opinions on the different Artificial Horizons currently in use aboard current Glass Cockpit Aircraft. As far as I am concerned there are two layout options, The Western setup of the Moving Aircraft (a sort of Outside-In view) compared to the Moving Horizon (Inside-Out Design). I can understand there will be levels of bias here due to which design pilots were first trained to understand, but any opinions will help my research.

Personally, I find HUD's to be exceedingly helpful during flight, the data they can display (Climb/Descent Angle, Altitude, Airspeed e.c.t.) reduces the eye's travel time to and from your outside view compared to glancing down at the Displays to see the same data. What are other people's views on the use of HUD's, do they help with flight or hinder concentration? Do you believe more Data can be placed on a HUD screen in the future? Maybe Warning Text?

Different Aircraft Manufacturers display their 'Warning Systems' differently, the most interesting I found was a Speech Oriented approach (due to the noise within the Cockpit would this really be an effective method...). What are peoples opinions on this 'Speech' Method in comparison to Text or Visual Aid (lighting) Which do you believe to be the more efficient method? Maybe a mix?


There has been some debate on whether Capital or Mixed Text should be used to display Cockpit Warning Data, what are other peoples views on this matter? Which are Pilots more likely to understand quicker to enable a faster response to the problem?

Liam

I only feel competent to talk about your first para

Is that what you intended to write?

All the western aircraft artificial horizons that I have flown have the aircraft symbol fixed in the middle of the display with the horizon bar moving about behind as required to represent the aircraft's roll and pitch attitude.

Regarding text - I think mixed-case text is quicker for people to understand - the brain uses word shapes as well as spelling and context for comprehension.

In the days when I did some ab-initio training I found some chaps coming off certain GA types had trouble with engine failures on the B732 because the style of AH they had used before was different. The roll index and sky pointer they were used to worked in the opposite sense on the 737, which caused problems if their Engine Out technique was to 'stand on the sky pointer'.