Multifunction display (MFD) orientation is a topic of ongoing discussion among pilots, with varying techniques often observed at the user level. It’s a humbling experience when pilots can learn from each other’s preferred methods. Whether it’s for a visual flight rules (VFR) cross-country flight during the day or a tactical flight using night vision goggles (NVGs), opinions differ on the optimal way to orient an MFD. So, what is the best approach to MFD orientation? A recent experience provided some valuable insights into this question.
As the pilot in command for a flight combining a day instrument flight rule (IFR) currency flight with NVG time-on-target training for the return, I was paired with another pilot. My background was primarily civilian aviation, supplemented by flight school and a single Army deployment. My fellow pilot, also a pilot in command, had exclusively Army aviation experience. This presented a perfect opportunity to discuss diverse operational techniques.
The beauty of flight planning is that regulations like Army Regulation 95-1, DOD FLIP, local standard operating procedures, and checklists minimize the influence of personal preferences. It wasn’t until the run-up checks that a point of discussion arose. While going through the checklist, I announced, “Set up MFDs, flight director, and FMS for the mission.” I noticed that while both of our MFDs were set to the same map scale, mine was oriented north up, and his was heading up. Finally, a difference to explore! I inquired why he preferred a heading-up orientation. His response was simply, “That’s just how I’ve always done it.” He then asked why I used north up. My answer mirrored his: “I guess that’s how I have always done it as well.”
Neither of us had a strong, reasoned justification for our chosen MFD orientation. The rest of the run-up, taxi, and takeoff proceeded without further technique discussions. It was during the en route phase that I was able to illustrate a potential advantage of my preferred method.
During a quieter period of the flight, I decided to initiate some questions about the navigation chart we were using. I began with basic queries like, “What type of airspace are we in?” and “What kind of VOR are we flying towards?” Then, I asked, “What frequency would we use to contact the nearest flight service station?” A pause ensued, followed by a slow, descending, left-hand turn. I didn’t realize the extent of the descent until air traffic control contacted us, asking, “Army 12345, say altitude?” I immediately took control, initiated a climb back to our assigned altitude, and responded to ATC.
Turning to my co-pilot, who was clearly embarrassed, I asked, “What happened?” He apologized, stating he hadn’t noticed his actions. My immediate thought was spatial disorientation. Maintaining control, I repeated my question: “What frequency would we use to contact the closest flight service station?”
Observing him from the corner of my eye, I saw my co-pilot tilting his head dramatically to read the frequency on the chart. It became clear that he had inadvertently manipulated the flight controls while contorting his head to read the chart. This was the ideal moment to advocate for my north-up MFD orientation, suggesting it would allow for easier chart reading. He agreed, and we continued the flight without further incident.
Alt text: Pilot in command in cockpit demonstrating multifunction display usage for flight navigation, emphasizing importance of cockpit resource management and flight safety.
After refueling at the airfield, we commenced our return leg, focusing on NVG time-on-target training. We had a pre-programmed flight plan with time markers along our route and dog houses for practicing time-on-target maneuvers. This time, I was at the controls, and both MFDs were set to north up.
Initially, everything progressed smoothly as we headed north, and my co-pilot called out times to the next air control point. We then executed a turn to the west to avoid a designated area. As I glanced down to check the time to the next ACP from the dog house on the MFD, my co-pilot announced, “Why are you climbing to the right?” I had inadvertently initiated a climbing right-hand turn while turning my head sideways to interpret the dog house information. The realization dawned on both of us simultaneously: the dog houses, oriented to heading, were not easily readable in this flight mode with the chart set to north up. We quickly switched our map orientation back to heading up. He then seized the opportunity to emphasize the importance of being able to readily interpret displayed information.
Alt text: Close-up of cockpit multifunction display showing flight route and navigation data, illustrating technology used in aviation and pilot training programs.
Ultimately, neither situation resulted in catastrophic consequences, but without effective crew coordination, both incidents could have escalated into serious problems. We concluded the flight successfully, each having learned a valuable lesson: “It’s what I’ve always done” is not a sufficient justification and may not always be the optimal approach. I now understand the importance of adapting MFD orientation to different flight modes to ensure mission safety and effectiveness. This experience underscores the value of continuous learning and adaptability in aviation, highlighting that even experienced pilots can benefit from re-evaluating established techniques and considering alternative methods for enhanced flight operations. While there may not be one definitive “best” education program specifically titled “car-mfd-edu” in the context of this aviation scenario, the continuous learning and adaptation demonstrated here are crucial components of any effective pilot education and training program focused on mastering cockpit technologies like multifunction displays.
