PHAK 2-30

landing phase, one realm of flight that still does not involve programming a computer to execute. Another 15 percent of all GA accidents occurs during takeoff and initial climb. An advanced avionics safety issue identified by the FAA concerns pilots who apparently develop an unwarranted over-reliance in their avionics and the aircraft, believing that the equipment will compensate for pilot shortcomings. Related to the over-reliance is the role of ADM, which is probably the most significant factor in the GA accident record of high performance aircraft used for cross-country flight. The FAA advanced avionics aircraft safety study found that poor decision-making seems to afflict new advanced avionics pilots at a rate higher than that of GA as a whole. The review of advanced avionics accidents cited in this study shows the majority are not caused by something directly related to the aircraft, but by the pilot’s lack of experience and a chain of poor decisions. One consistent theme in many of the fatal accidents is continued VFR flight into IMC. Thus, pilot skills for normal and emergency operations hinge not only on mechanical manipulation of the stick and rudder, but also include the mental mastery of the EFD. Three key flight management skills are needed to fly the advanced avionics safely: information, automation, and risk. Information Management For the newly transitioning pilot, the PFD, MFD, and GPS/ VHF navigator screens seem to offer too much information presented in colorful menus and submenus. In fact, the pilot may be drowning in information but unable to find a specific piece of information. It might be helpful to remember these systems are similar to computers that store some folders on a desktop and some within a hierarchy. The first critical information management skill for flying with advanced avionics is to understand the system at a conceptual level. Remembering how the system is organized helps the pilot manage the available information. It is important to understanding that learning knob-and-dial procedures is not enough. Learning more about how advanced avionics systems work leads to better memory for procedures and allows pilots to solve problems they have not seen before. There are also limits to understanding. It is generally impossible to understand all of the behaviors of a complex avionics system. Knowing to expect surprises and to continually learn new things is more effective than attempting to memorize mechanical manipulation of the knobs. Simulation software and books on the specific system used are of great value. The second critical information management skill is stop, look, and read. Pilots new to advanced avionics often become fixated on the knobs and try to memorize each and every sequence of button pushes, pulls, and turns. A far better strategy for accessing and managing the information available in advanced avionics computers is to stop, look, and read. Reading before pushing, pulling, or twisting can often save a pilot some trouble. Once behind the display screens on an advanced avionics aircraft, the pilot’s goal is to meter, manage, and prioritize the information flow to accomplish specific tasks. Certificated flight instructors (CFIs), as well as pilots transitioning to advanced avionics, will find it helpful to corral the information flow. This is possible through such tactics as configuring the aspects of the PFD and MFD screens according to personal preferences. For example, most systems offer map orientation options that include “north up,” “track up,” “DTK” (desired track up), and “heading up.” Another tactic is to decide, when possible, how much (or how little) information to display. Pilots can also tailor the information displayed to suit the needs of a specific flight. Information flow can also be managed for a specific operation. The pilot has the ability to prioritize information for a timely display of exactly the information needed for any given flight operation. Examples of managing information display for a specific operation include: • Program map scale settings for en route versus terminal area operation. • Utilize the terrain awareness page on the MFD for a night or IMC flight in or near the mountains. • Use the nearest airports inset on the PFD at night or over inhospitable terrain. • Program the weather datalink set to show echoes and METAR status flags. Enhanced Situational Awareness An advanced avionics aircraft offers increased safety with enhanced situational awareness. Although aircraft flight manuals (AFM) explicitly prohibit using the moving map, topography, terrain awareness, traffic, and weather datalink displays as the primary data source, these tools nonetheless give the pilot unprecedented information for enhanced situational awareness. Without a well-planned information management strategy, these tools also make it easy for an unwary pilot to slide into the complacent role of passenger in command. Consider the pilot whose navigational information management strategy consists solely of following the magenta line on the moving map. He or she can easily fly into geographic or regulatory disaster, if the straight-line GPS