Ha!
So we found a case, finally, where Germany is more liberal than the UK!! ;-))
But my checkride was probably not typical
…is more liberal than the UK!! ;-))
Many instructors and examiners in the UK (that I have met) are ex-RAF and/or ex-BA. Everything by the book to the letter. Never met a pilot like that in Germany… The kind of people who will still allow only stopwatch, compass and chart during PPL training.
But my checkride was probably not typical
For Germany they are typical. It is atually LBA policy to encourage the use of anything that is installed in the airplane. If you have an approved GPS installation (no handheld unit or iPad of course) then you are allowed to use it as backup to any other kind of radio navigation.
My IR checkride was in 2002…. not even Steve Jobs knew about the iPad. It was a panel mount IFR GPS of course.
Interesting information!
For Germany they are typical. It is atually LBA policy to encourage the use of anything that is installed in the airplane. If you have an approved GPS installation (no handheld unit or iPad of course) then you are allowed to use it as backup to any other kind of radio navigation.
Great, really nice to hear. Makes me look forward to having a go (again) at my new IR. In Switzerland it is the same, LOFT training with “best use of equipment” as the norm and the abnormals on top of it. Makes a lot of sense to me too.
Here is a real pilot’s flight director
- on a vacuum driven (I did say this was for real pilots only) KI256 
Actually there is a minor concession to the 20th century: the flight director bars are not vacuum operated; they are operated with moving coil meter movements. It’s a masterpiece of 1970s engineering. I have one in the TB20 (it is required to drive the autopilot) and being a true connoiseur I have a spare on the shelf
There is an all-electric version of the KI256 from Castleberry Instruments (which I have on the RHS panel) bit it cannot be used to drive the autopilot, due to STC inapplicability. It is much more modern – it uses miniature DC servo motors to drive the various bits. The designer is a really brilliant bloke who really enjoys his job. Here is the pic, not showing the FD bars unfortunately
I like that “pull for quick erect” knob. It’s like a primer injecting Viagra.
Two of my PPL instructors got female students pregnant, and they didn’t even have the benefit of that. All they had to work with were suggestive comments about the flap lever, and the narrow cockpit. In a PA28, as the CFI once explained to me, with a smile, there was the additional feature of the fuel selector which could not be checked unless the instructor leaned right over the student’s legs.
No, this is a real pilots Flight Director ;-)
This isn’t my screenshot but it comes from the FSLabs ConcordeX Sim which I also use. My take on a FD, is that image shows where the plane should be at, to achieve whatever profile the AP thinks is best for the desired part of the flight. Note that I am looking at the main AI, and it looks like the aircraft is being flown at the right nose up pitch (to achieve the required 250kts initial climb IAS, as shown on the AI) – the other bar above is the pitch index and is not the FD, but should be turning right now to smoothly intercept the VOR radial selected.
[dead image link]
Nope, that (simulated) concorde is flying pretty much straight & level in landing configuration (gear down, nose/visor down) at 3000ft, with the autothrottle engaged to maintain 250kt IAS. It appears to be intercepting the Orly RW 26 ILS (111.75, although the runway track is mis-set at 256, not 255)…
Astonishing pitch for that, isn’t it?
Well, that’s probably close to the stall :-)
