Hey - I never said it was MY 135 :p

http://i34.photobucket.com/albums/d1.../Coconutty.jpg

So figure this out.............
 

The AP Upper mode captions in the 155 are ALT above the Airspeed tape and IAS above the Altitude tape which is confusing enough.

In the 135 they are the other way round. I asked the French pilot about this and he muttered something about "certification standards".

Scroll back and look at the pics.

Makes life interesting if you go from one to the other!!

Then again one aircraft is French and the other mostly German.

Methinks it is a small cock up somewhere that could lead to a larger cock up one day!

:=

RVDT - The position of the "upper modes" indicates whether they are engaged on the cyclic or collective channel - collective channel is on the left just like the aircraft! In the 155, L2 and 225 and maybe the 135 (is it 4-axis?) you can have ALT controlled by the cyclic, or by the collective depending on what else is engaged and what your speed is. So its nothing to do with which gauge they are above. I think its more important to know which control is controlling what than to position the display above the gauge. I have never found this confusing.

HC

HC is quite correct. In fact they are not 'above' the tapes, they are in a central block above the ADI. All 4 axis AP helicopters do something similar, though sadly they don't all use the same conventions over which box represents which control: there's the area for confusion!

I was looking for a photo of an EC225 display but could only find this which is a still from a video so its not crisp. This is the Flight/Nav Display which gives you everything you need to fly the aircraft. The other screen is the Nav Display which allows larger display of nav information perhaps from another source. You can couple to either screen (or of course either of the screens on the other side of the cockpit). In the shot we are establishing on the ILS - just settling down coupled to the localiser. ALT.A has just switched to ALT with 1800' being captured and the glidepath is armed.

http://i125.photobucket.com/albums/p...25FNDonILS.jpg

And the heater is on!

212 - Actually no, I think its only the ice detector! EC decided to make all P3 airbleeds including the ice detector bring on that caption (I call it the tumble drier symbol) which is a pity as it means the caption is almost alway there. However perhaps it doesn't matter because you don't have to put the heater off for takeoff and landing anymore - it auto-shuts off if you go OEI.

HC

Helicomparator - quite agree with the lack of confusion over which parts of the upper modes are engaged. The main thing to remember with the 135 is that it's only a 3 axis AP (P/R/Y) so modes are mostly controlled by cyclic. Therefore, with ALT engaged, the collective just controls speed; likewise with IAS hold, collective controls height.
As you can only have two modes of the AP engaged at any one time, you just have to think what you're trying to do!

I am glad that we all find things clear and not confusing. The point is they are transposed from one aircraft to another, that is the dumb bit.

How many Bond operators will go between 332/225 and 135?

Just like temps and pressures are transposed on the instruments if you float between 206/206L and 212/412.

If that all makes sense to you, well I guess it just does.

A few from tonight, not the best quality I know but not bad for handheld with no flash!

CH :cool:

http://i112.photobucket.com/albums/n.../130panel2.jpg

http://i112.photobucket.com/albums/n...0/130panel.jpg

I'm sorry, but I'm have to take this a bit offT (which is quite a feat considering I started the thread), but as I'm not a pilot (not even planks), many things in the aviation world are unclear to me. Here's one of them: Capt Hollywood's pics, which to my knowledge must be of a Colibri, shows a left-seater. Again, to the best of my knowledge, most Colibris are right-seaters. Why does one go against the norm? Given that the Colibri has a CW rotating main rotor, it would have a tendency to hang right skid low in a hover, and this would be "made worse" by having the pilot in the right seat, if he's alone at least, so why is the norm right-seaters in the first place? I'm not trying to revive the "MR/TR moment arm" thread, just give me a pointer to where I can educate myself.

In other news, please keep up the "arguing" over details, I'm learning a lot!

The last pic's are of a 130 which are left hand drive but left hand drive is also and option for the 120. Lateral C of G in the 120 doesn't care if you drive left or right.

D'oh! I even see the sign now that you told me, I wonder why I was so sure it wasn't a 130, I guess I thought it would be more like a 350B3 internally or something like that. Thanks anyway!

RVDT,
you are not listening! They are not transposed between the 155 and the 135. The 135 has a 3 axis AP and the 155 has a 4 axis AP. When the 155 is flown with 3 axes engaged the PFD will mirrror that of the 135 i.e. the ALT will be on the right as it is controlled by the cyclic. When 4 axes are engaged it moves to the left as it then controlled by collective, and the IAS appears on the right as it is controlled by cyclic. Regardless of which axis is controlling the altitude, the means of adjusting it (or V/S or CRHT) is always the collective beep.

The S-92 does the same, except Sikorsky have put the cyclic axis on the left and the collective axis on the right, must be to replicate all those aircraft with the collective on the right and the cyclic on the left:ugh: