Authoritative HSI Techniques
Join Date: Mar 2001
Location: I wouldn't know.
Posts: 4,499
Likes: 0
Received 0 Likes
on
0 Posts
Sounds a tad weird. If the magenta line's there why not let the automatics follow it on its own? If it does it correct that is, there was a known bug in one of the 737 FMC updates that calculated and traced incorrect holding patterns which surprised you halfway through straight on the line with the message UNABLE HOLD AIRSPACE.
So crosschecking it with timing and a tuned navaid (if the fix is based on one) is still a mighty good idea.
So crosschecking it with timing and a tuned navaid (if the fix is based on one) is still a mighty good idea.
Join Date: Mar 2005
Location: Uh... Where was I?
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
PBLANK!
Now I remember an excellent, excellent manual that most of the brits here surely know well.
Trevor Thom's Private Pilot Manual has a volume on Instrument Flying and Radio Navigation. It explais it all with lots of graphs.
The best way to use the HSI and RMI is to turn the instrument into a map, like a "mental ND". You can do that if you ignore the little airplane in the middle of the EHSI and think of your airplane as being in the tail of the needle.
Then you have your situation in relation not only with the navaid but with anything else around it (rwy or whatever).
the boeing document I mentioned recommended the same technique
Now I remember an excellent, excellent manual that most of the brits here surely know well.
Trevor Thom's Private Pilot Manual has a volume on Instrument Flying and Radio Navigation. It explais it all with lots of graphs.
The best way to use the HSI and RMI is to turn the instrument into a map, like a "mental ND". You can do that if you ignore the little airplane in the middle of the EHSI and think of your airplane as being in the tail of the needle.
Then you have your situation in relation not only with the navaid but with anything else around it (rwy or whatever).
the boeing document I mentioned recommended the same technique
Guest
Join Date: Apr 2009
Location: On the Beach
Posts: 3,336
Likes: 0
Received 0 Likes
on
0 Posts
A37575:
Most, if not all, modern FMSes have a hold mode where you can construct the required holding pattern then let the automatics fly it with positive course guidance all the way around the circuit.
If not, the magenta line's viability for manual flying depends upon the map scale set. It's far better to use the "OBS" mode (which has various names) and select the inbound holding course so the deviation indicator can be used for the inbound leg of the pattern.
I quite often see pilots flying a holding pattern magenta line by using the heading select mode and carefully running the aircraft along the magenta line like tracing paper and pencil. Is this a valid technique?
Most, if not all, modern FMSes have a hold mode where you can construct the required holding pattern then let the automatics fly it with positive course guidance all the way around the circuit.
If not, the magenta line's viability for manual flying depends upon the map scale set. It's far better to use the "OBS" mode (which has various names) and select the inbound holding course so the deviation indicator can be used for the inbound leg of the pattern.
Thread Starter
Join Date: Oct 2010
Location: California
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the info!
BTW, do you know if the Boeing document is pubished anywhere? I have done a couple of web search and have not been able to find it.
Thanks again!
Phil
BTW, do you know if the Boeing document is pubished anywhere? I have done a couple of web search and have not been able to find it.
Thanks again!
Phil
Join Date: Apr 1999
Location: Canada
Age: 82
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
I agree with all who say set the course you wish to fly. There is an exception and that is when flying a Back Course ILS - then you must set Front Course inbound track in order to avoid the reverse sensing of a back course signal.
Not sure how many Back Course approaches are left (they used to be quite common in Canada) and glass cockpits coupled with "BC" switches have probably rendered this a moot point.
Not sure how many Back Course approaches are left (they used to be quite common in Canada) and glass cockpits coupled with "BC" switches have probably rendered this a moot point.
Join Date: Mar 2005
Location: Uh... Where was I?
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
Sorry.
Probably it is not available in PDF, I had it on paper many years ago. The graphs used the typical HSI and RMIs you could find in any non glass cockpit airliner. It must be an old document. A retired pilot handed it to me.
I can't find it and scan it because it is far away, in my homeland. If I ever find it and have time, I will scan it.
But you can purchase Trevor Thom's Instrument Flying and Radionavigation. It is still published, I think.
Probably it is not available in PDF, I had it on paper many years ago. The graphs used the typical HSI and RMIs you could find in any non glass cockpit airliner. It must be an old document. A retired pilot handed it to me.
I can't find it and scan it because it is far away, in my homeland. If I ever find it and have time, I will scan it.
But you can purchase Trevor Thom's Instrument Flying and Radionavigation. It is still published, I think.
