Yes...

I wouldn't consider using it for primary navigation, but it would be a nice situational awareness tool. If I screwed up and inadvertantly flew into IMC conditions it would be a nice tool to provide some assistance while I made 180 turn and got the heck out of the soup.

That said I wouldn't trust it much past the 'hey there's a mountain over there somewhere' level.

Just an added thought.
I just read an August report about a Learjet executing a night LPV GPS approach that broke out of the overcast about 600 feet above minimums, on the glide slope, and within seconds had to do an emergency pull up when trees suddenly appeared in the landing lights 2 miles from the airport. They still hit a pine tree but realized they still had time to land which they did. Good thing too, the left flap was badly damaged and had they done a go around it is possible they would have gotten an asymmetrical flap situation which would have been disastrous. The pilot filed all sorts of reports, the FAA even decided to come have a look.
Two things surprised me. Apparently the GPS approaches are not flight checked like ground based approaches are, and the topographical chart that was used to design the approach had a 5 or 600 ft. error in it. Combined with tall trees that were not shown on the chart and it spelled near disaster. The FAA cancelled all the approaches to that airport pending new designs.
So, back to synthetic vision.
You have to assume the FAA uses some sort of vetting when choosing data to use. The moral to this story being the database in the SV systems could very well be based on those same topo charts.

btw, they took out the top 8 feet of one tree narrowly missing two other taller trees.

I'm pretty sure that all SV, even the certified variety are meant for situational awareness only. That being said there will always be those who try to use it as their primary, Darwin's theory of evolution weeds them out in short order.

Clear Skies,

180jocky

180jocky wrote:I'm pretty sure that all SV, even the certified variety are meant for situational awareness only.

When we got the first generation CAPSTONE equipment installed in our aircraft with the Apollo MX-20 MFD (not synthetic vision), I had a hell of a time NOT incorporating the screen into my instrument scan. In IMC, and even more so in white-out conditions, my eyeballs kept get getting drawn to it and tried to fixate. Drove me nuts, and several times I just pulled out the sticky pads and covered it up because I found myself waaaay behind the airplane with unintended big heading changes (I like using a heading up arc on the display settings). The once a second update rate on the display is way too slow for real time use.

However, once I figured it out, and slowly gained trust that the data programmers didn't cross their zeros and ones, and the GPS data wasn't going to ignore that ridgeline that was actually there, that box was magic. I had approaches into runway ends at all my strips, and the ability to tighten up the CDI to 0.01 mile and draw out a course line made for a localizer approach into all of them. Very cool stuff.

I left AK before the second generation equipment made it that far north, but a buddy of mine in Sitka says it's even better with the Chelton boxes. However, he warns that the box may get you down the the water in a 100 ft overcast, it won't see a 200 ft tall cruise ship right in front of you!

Gump

Obviously....

....all this stuff is great when used properly. In the professional environment I'd fully appreciate the additional information. One of my last check rides in a B-767 was a simulator take off out of Reno NV. The check airman set us up at max gross wt. of 409,000 lbs. which was 35,000 lbs. over legal take off weight on that runway. The check airman wanted to see how we would perform with an overgrossed airplane, difficult departure proceedure and engine failure. My FO was flying. The weather was indefinate ceiling and 1,000 ft. visual range.The departure required flying a specific path to avoid mountains until enough altitude was gained to climb over the ridges. The left engine was failed just after V-1. The copilot over rotated, got slow and the overgrossed airplane would only climb about 200 fpm. As a result we headed down the mountain valley toward rising terrian.

At such a slow climb rate.....the standard departure proceedure was going to send us into the rocks. Fortunately the terrian warning installed gave us an artificial picture of the area and of course verbal warnings. Tracking the terrian depicted I gave the FO headings based upon the display. We cleared several peaks by less than 50 feet, the terrian warning screaming and our screen covered with red and orange. We continued weaving down the canyon barely flying. I started dumping fuel. After 2 or 3 minutes with weight reducing he gained enough speed to begin a 500 fpm climb which was gradually increasing. Eventually we cleared the ridges and landed above max landing weight, operating on one engine. The synthetic display of terrian saved our bacon. Could have happened in the real world.

And yes. After the FO's effort the check airman had me fly the same senario. I nailed the climb speed and that wonderful ole overgrossed Boeing climbed out safely following the standard departure proceedure. It always pays to fly second...after the other poor bastard has blazed the trail!

My original response to the question was answered regarding my personal airplane and personal flying.When asked ..... would you want this in "your plane"? answer depends on what one means by "your plane"...thank you Bill Clinton(my hero)


Bob

I'm curious has anybody ever flown with FLIR (forward looking infrared) camera? While it's not synthetic vision but real time I just wonder how reliable it is.

Clear Skies,

180jocky

Zzz wrote:Remember this guy?

This guy should have his PPL revoked.


I have it on my tablet with FlightPrep. I don't use it. When I fly IFR it is just like I was taught. Scan scan scan on certified gauges.

Cheers

That's what happens when you trust, but don't verify.

Gump

OregonMaule wrote:

Zzz wrote:Remember this guy?

This guy should have his PPL revoked.

I have it on my tablet with FlightPrep. I don't use it. When I fly IFR it is just like I was taught. Scan scan scan on certified gauges.

Cheers

Interesting how you hear laughter in the background as the person is videoing the damage. I'd be kicking the pilots ass for almost killing me!!