![]() This is then projected onto the combiner glass in front of the pilot's face, which then displays the PFD image. ![]() The image on the HUD is created by a projector that sits just above the pilot's head. By displaying the information from the PFD, the HUD enables us to monitor all the flight parameters whilst simultaneously looking out of the windshield. In other aircraft types, pilots fly by constantly switching their attention between the screens inside and the view outside. ![]() The defining feature of the 787 flight deck, the Head Up Display (HUD), is military technology in civilian clothing. This is the current pressure on the ground and indicates the altitude of the aircraft - its heigh above sea level. Below the altitude indication is the pressure setting, here at 1023 HPA. On the ground here, it shows the aircraft at 100 feet above sea level. The next magenta number is the selected altitude - the one at which the Autopilot will stop at unless told otherwise.īelow the selected altitude is the altimeter scale, which shows how high the aircraft is. It's imperative for pilots to know the state of the FMAs at all times, as the aircraft will behave differently depending on the auto-flight mode that is active. As there are a number of different ways of flying the aircraft depending on what the priority is (speed, altitude profile, lateral guidance, etc.), the FMAs tell us which auto-flight mode is active. In magenta is the speed selected in the glare-shield panel (more on this later) and then across the top are the Flight Mode Annunciations - FMAs. On the ground, it has a minimum value of 30kts. Moving to the left and in a clockwise direction is the airspeed indicator, indicating how fast the wind is moving over the wings, measured in knots. ![]() On the ground, as you would imagine, they are level. Even before the incident, APA had appealed the approval.Starting in the center, the two L shapes on their side represent the wings. The Federal Aviation Administration’s Dallas-based principal operations inspector for American Airlines approved the implementation of the new procedures. “Our commitment to safety is unwavering, which is why we regularly update our Aircraft Operating Manuals to ensure they represent the latest and safest information for our pilots,” American said.Īn American spokeswoman declined to comment for this story, citing the ongoing National Transportation Safety Board investigation of the incident. “Additionally, the approach to familiarizing our pilots has been approved by the FAA. “These updates have been underway since 2021 and have been a coordinated effort with APA’s training committee,” the carrier said in a prepared statement. In implementing, American said: “These changes represent industry best practice and ensure improved crew coordination and consistency across fleet types so that our pilots can easily transition across different aircraft if they choose. Allied Pilots Association, which represents 15,000 American pilots, said the implementation involves an attempt to alter critical procedures through a 35-page bulletin and changes in a 65- page manual rather than through in person training. On January 3rd, American Airlines implemented new cockpit procedures including changes to cockpit communications during critical events including takeoff. “Delta was cleared for takeoff before they switched over.” “They never heard Delta cleared for takeoff,” the source said. A third pilot in the cockpit also could not see the lights.Īt the time of the incident, the pilots had just switched to the tower frequency from the American ground tower. The captain was in fact on his way to another runway. The captain, meanwhile, had to make a left turn and then a right turn to get on the runway, and so did not have sufficient visibility to see stop bar lights on the runway. “She had just read the 35-page bulletin that changes procedures.” Until then, they didn’t know there had been a runway incursion.”Īlthough the first officer was experienced on the Boeing 737, “she was brand new in that airplane,” said the source. “That is when they realized what happened. “The crew didn’t understand the gravity of what occurred until they got to London,” the source said. They called, but it is unclear whether they got through, the source said. After the incident occurred, controllers gave the pilots a number to call. The reason is that they had no knowledge of the seriousness of the incident, the source said. Many have questioned why the American crew did not return to the gate after the incursion.
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