Nice to see my photograph being used as a reference :ok:

To add to the previous comments:
The questions I have:
- What does the ALTP stand for (white text top right with 2000 below)?

Yes, it's the Altitude Pre-select. It is selected from the DCP (Display Control Panel) using the inner rotary knob. It is armed using the MSP (Mode Select Panel). From level flight it engages the V/S mode and 750 ft/min climb or 500 ft/min descent. If in a climb or descent already it will use the same values or the current figure - whichever is greater. It can remain armed without a coupled mode being active (if the vertical mode is deselected) and can also be armed with the G/S active/armed. The altitude capture starts with 300 ft to go and an aural alert "Level Off" is given.

- What does the green MIN stand for (to the right of ALTP)?
Set to the Decision Altitude, normally, and gives an aural alert "Minimums, Minimums" when the barometric altitude is passed. The value is also set using the DCP and the bug appears when within 450 ft (I think, or possibly 500 ft). We also set it to MSA in the cruise (IFR).

- What does RA stand for (Green text right from AGL)?

Sets the Radio Altimeter bug. DCP again and when passed the aural alert is "Altitude, Altitude"

- Below there's LTNG, what does this mean (bottom middle)?

Lightning sensor, but you cannot see any returns as no activity. Generates little 'z' type symbols showing lightning when sensed.

Then there's the top:
- P IAS (something to do with the autopilot?)
- R PLOC (no communication?)
- C ALT PG/S (I have no clue)


The entire FW glass cockpit community calls that strip the FMA (Flight Mode Annunciator). Nobody in the RW community - manufacturers or Operators - does. Except BSP;)

In this shot the aircraft is flying a VOR approach using a function called Pseudo ILS. It's just Sikorsky's terminology for LNAV/VNAV, and uses an FMS driven output for azimuth and vertical path guidance. The aircraft is on the final approach - so the pseudo-localiser is coupled (PLOC), and waiting for the pseudo-glideslope to capture (so is coupled to altitude with the P-G/S armed). The VOR raw data can be seen on the blue RBI pointer.

The P-ILS can be used for NDB, VOR and RNP APCH (RNAV) approaches when the FMS database has them in.

I thought P-ILS had something to do with pilsener, I guess I'm wrong :p

Thank you all for the detailed answers. Some of the things I'm not familiar with, since I'm only a VFR pilot. So I will learn a lot about IFR flying with this project :)

Thank you for your picture 212man, its very helpful for developing. Also thank you for your comments about the DCP and the MSP, and the audible warnings.

http://jproc.ca/rrp/rrp3/cyclone_s92_cockpit_b.jpg
The DCP's are to the left and to the right of the clock? And the MSP on the 'top' of the pedestal?

No, the MSPs are left and right of the clock. The DCPs are the second to last items at the top of the pedestal, below the RTUs (Radio Tuning Units)

I see, thank you! I'll post some footage soon.

I've got one more question...

The bottom left '1 Q 2', is this N1%? When I search for turbine Q on Google, I only get hits with turbine Q & A. I'm guessing that you hit the yellow area around 80%? Do you reach the yellow area with normal use? And do you know at which percentage it reaches the red mark?

It's torque and only shown in helicopters and turboprop aeroplanes (I'm ignoring non-aircraft before someone mentions tanks and ships etc!)

Hope thus helps:
http://i202.photobucket.com/albums/a...0a675bf383.jpg

Pm me and I'll share a Dropbox link with the RFM and a training manual from a well known training provider....

Wow! This is really really really helpful! Thank you very much. I'll send you a PM.

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