![]() ![]() Not so much for ultimate control, but for making a change without making too much power change which would upset the trim. DLC is available for quick coarse adjustments. Shouldn't have to, your throttle is going to return to the downwind, on speed thereabouts. I have trouble playing with trim and dlc at the same time.ĭo you still slightly adjust trim when in the groove ? Or only dlc? I keep seeing this in the Hornet, either in the HUD and the MFDs.Įspecially in the MFDs, there's an abysmal quantity of information.Įventually many of the symbols will have to be so little to fit there, that they aren't practical to see/understand at all. That said, a pilot eventually learns to deal with it, but the idea that one is better than another isn't as clear cut as many believe. The HUD in general, was often listed as a design deficiency for instrument flight. TPS grads didn't get access to long schools and lots of sim time when evaluating an aircraft. He mentioned great difficulty in transitioning TPS students to basic instrument flight using the digits on its HUD. We had a TPS grad in our squadron who had flown the Hornet at Pax River. You want useful information displayed, and everything else hidden until needed. ![]() The premise is that massive amounts of information is a good thing. Some of the General Aviation "glass cockpits" are ridiculously cluttered and unintuitive. It had a pointer with a numeric readout in the middle. The F14D ASI info on the HUD actually mimicked a round gauge to some degree. Analog, you just glance and get the picture.ĭigital/tape displays in airliners added trend vectors on the readouts to help with this. Little sags or tiny rates are easy for the eye to discern immediately.Ī digital readout, especially as implemented in a HUD, doesn't provide rate of change information very well, and requires reading, discerning and digesting the meaning of a numeric value. The rate of change of a needle is easy to pick up, as is the position of a needle. It pitched with power, and as I said in the Handling Tips monograph, analog instruments are easier to interpret for pilots in many situations. The module provides excellent feedback, so did the buffet cues in the aircraft. Same for engine indications, that FF tape is muuuch more useful than F-18 digital readout. Additionally, you can understand rates of change with needles much better than with digital readouts. For example, you know where AoA tape should be and where that speed needle should be against scale. It may sound strange, but analog instruments actually help here because you can reference to position of needle/tape against fixed scale. Pitch-power couple is easier to arrest in F-14.Īudio and vibration feedback of F-14 is helping pilot to recreate that physical feedback not felt in armchair. Somehow, handling qualities in landing configuration of F-14 are superior to those of F-18.įor example it will stay in commanded bank angle and F-18 always fights your bank commands - makes fine tuning of lift vector so much easier. I thought flying case I pattern in F-18 is easy, but compared to F-14 it is much more difficult. ![]()
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