CFIWORKSHOP

Technology TransitionsTechnology Transitions – – Training in Training in Modern AircraftModern Aircraft

FAA Safety CenterFAA Safety Center

Lakeland-Linder Regional AirportLakeland, Florida

MAY 07, 2005

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General Aviation - TAAGeneral Aviation - TAA Program CatalystProgram Catalyst

• Technological advancements in the future General Aviation (GA) population present NEW CHALLENGES to pilots at all levels. My goal is that the information presented here-in will perk your interest regarding the direction of future general aviation.

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General Aviation - TAAGeneral Aviation - TAA Program Catalyst, cont’dProgram Catalyst, cont’d

• My goal is that the information provides additional insight into our current, as well as future, responsibilities and challenges conducting training and preparation for practical tests in the evolving new generation (Modern) GA aircraft. The inherent challenges associated with the rapid technological advancements necessitate thorough training and testing.

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General Aviation - TAAGeneral Aviation - TAA The Bottom LineThe Bottom Line

“We are in an unprecedented segment of change in general aviation. In ten years, anyone who learns to fly will use ‘the screen’ not the ‘dials’ - so how do we safely get from where we are today to where we are going?”

Paul A. Craig, Gold Seal MEI, CFII

Technology Transitions – up and down

01/10/2005

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General Aviation - TAAGeneral Aviation - TAA Screen vs. DialScreen vs. Dial

Technically Advanced Aircraft Avionics Panel

Analog Instruments / Dial (Steam) gages

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General Aviation - TAAGeneral Aviation - TAA System PreviewSystem Preview

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General Aviation - TAAGeneral Aviation - TAA Program OutlineProgram Outline

• Review the definition of Modern Aircraft in the context of the current Instrument Rating PTS (FAA-S-8081-4D)

• Identify pertinent enhancements to the PTS and how they coincide with examining in GA Modern Aircraft

• Review components / systems terminology associated with the Modern Aircraft avionics systems

• Provide a top level view of the systems design & inherent pilot management requirements

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General Aviation - TAAGeneral Aviation - TAA Program Outline, Cont’dProgram Outline, Cont’d

• Address limitations associated with the state-of-the-art technology being discussed

• Present system failure scenarios relevant to the Modern Aircraft integration

• Note subtle differences between two of the key competing

advanced technology avionics systems

• Discuss practical test considerations / scenarios associated with the GA Modern Aircraft

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General Aviation - TAAGeneral Aviation - TAA

Technical Definition of Modern AircraftTechnical Definition of Modern Aircraft

TAA - Aircraft equipped with a minimum of an IFR- certified GPS Navigation system with a moving map display

incorporating an integrated autopilot

May have multi-functional displays depicting flight planning parameters / constants, multiple check lists, detailed engine parameters, approach procedures, weather, traffic, terrain graphics

Pilot - Interfaces with one or more processors to aviate, navigate and communicate

Reference: GA TAA FAA-Industry Safety Study, August 22, 2003

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General Aviation - TAAGeneral Aviation - TAA Modern AircraftModern Aircraft

General AviationGeneral Aviation

Technically Advanced Aircraft

(TAA)(TAA)

F-117 B-2

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General Aviation - TAAGeneral Aviation - TAA Modern AircraftModern Aircraft

Cirrus SR22

Mooney Ovation2 GX

Cessna 182T

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INSTRUMENT RATINGPractical Test Standards for

AIRPLANE

FAA-S-8081-4D

Effective Date: October 1, 2004

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General Aviation - TAAGeneral Aviation - TAA EnhancementsEnhancements made to FAA-S-8081-4D

• The Plan of Action is more thoroughly explained to include the reference to use of scenarios

• The use of GPS for navigation and approaches has been clarified and the requirement for a GPS approach has been added

• Testing in Modern Aircraft with electronic flight instrument displays has been addressed

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General Aviation - TAAGeneral Aviation - TAA EnhancementsEnhancements made to FAA-S-8081-4D, cont’d

• The use of autopilot and flight management during testing has been addressed

• The need for testing in Single-Pilot Resource Management has been addressed and clarified

• The body of the PTS has been updated to include electronic flight instrument displays, flight management systems (FMS), GPS, and autopilot usage

Note: These represent 6 of the 13 enhancements noted in the PTS

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General Aviation - TAAGeneral Aviation - TAA Competing PanelsCompeting Panels

Garmin 1000Cessna 182

Cirrus SR-22 Avidyne FlightMax EX-Series

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General Aviation - TAAGeneral Aviation - TAA Global Positioning Satellite NavigationGlobal Positioning Satellite Navigation

Global Positioning Satellites (GPS)

Represents latest method in high accuracy navigation

Incorporates constellation of 24 satellites orbiting the earth

GPS receivers capture microwave band radio signals. The difference in signal arrival times are processed to triangulate the receivers position (at least 4 satellites)

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General Aviation - TAAGeneral Aviation - TAA Global Positioning Satellite Navigation, cont’dGlobal Positioning Satellite Navigation, cont’d

Magnetometer

Solid State Electronic compass comprised of several sensors that measure the earth’s magnetic field intensity

Combined sensor inputs are processed to calculate heading relative to sensor orientations

Complements GPS receivers providing more precise and instantaneous headings

Quick updating of electronic maps

Should GPS signals become blocked, the compass updates and system speed information can provide temporary

backup in navigation

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General Aviation - TAAGeneral Aviation - TAA GPS Steer (GPSS)GPS Steer (GPSS)

• GPS position / flight plan known

• Digital output stream contains roll and steering information

• Autopilot will instantly intercept proper bearing to next waypoint (active flight plan)

• Aircraft pointed less than 180 degrees of the next fix

• Most GPS systems include a 429 data stream bus which outputs:

•roll steering commands for enroute navigation•GPS overlays for holding patterns•DME ARC’s•approach transitions•procedure turns•approaches•published and missed approach maneuvers

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General Aviation - TAAGeneral Aviation - TAA Attitude Heading Reference System Attitude Heading Reference System

3 Axis Solid State Gyro and Accelerometer System

AHRS

• Solid-state attitude and heading reference system

• Features high performance solid-state MEMS gyros and accelerometers

• Algorithms determine stabilized roll, pitch, and heading angles in static and dynamic conditions

• Provides continuous On-line gyro bias calibration

• Superior reliability to standard gyros

• Comprehensive BIT monitors all sensors and internal electronics continuously during operation and sends a system status update in every output message

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General Aviation - TAAGeneral Aviation - TAA Primary Flight DisplayPrimary Flight Display

Avidyne FlightMax EntegraPrimary Flight Display (PFDPFD)

Replaces:• Attitude Indicator• Heading Indicator, dir. gyro• Altimeter• Airspeed Indicator• Vertical Speed Indicator• CDI - VOR / LOC / GS• Altitude Pre-select / Alerter• OAT / Clock Indicator

Main Bus 2Essential BusPitotStaticOAT Sensor /Magnetometer

STEC System 55XAP / FD

#1 GNS-430 GPS

#2 GNS-430 GPSMFDMFD

Cirrus SR22

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General Aviation - TAAGeneral Aviation - TAA Practical Test in Modern AircraftPractical Test in Modern Aircraft

Emphasis on Attitude Instrument Flying and Emergency Instrument ProceduresFAA-S-8081-4D, pg’s 14 & 15

The FAA is concerned about numerous fatal accidents involving spatial disorientation of instrumented-rated pilots who have attempted to control and maneuver their aircraft in IMC with inoperative primary flight instruments (gyroscopic heading and/or attitude indicators) or loss of the primary electronic flight instruments display

AREA OF OPERATION IV: FLIGHT BY REFERENCE TO INSTRUMENTS

• Requires evaluation of basic instrument flight maneuvers under both full-panel and references to backup primary instruments / electronic flight displays

• The FAA has stressed that it is imperative for instrument pilots to acquire and maintain adequate instrument skills and that they be capable of performing instrument flight with the use of the backup systems installed in the aircraft

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General Aviation - TAAGeneral Aviation - TAA GPS EmphasisGPS Emphasis

The use of GPS for navigation and approaches has been clarified and the requirement for a GPS approach has been added

• If the practical test is conducted in an aircraft that has an operable and properly installed GPS, the applicant must demonstrate GPS approach proficiency when requestedAircraft and Equipment for the Practical Test, FAA-S-8081-4D, pg 8

• The Instrument Practical Test Standards place emphasis on and require the demonstration of a non-precision instrument approach without the use of the primary flight instruments or electronic flight instrument displaysEmphasis on Attitude Instrument Flying and Emergency Instrument ProceduresFAA-S-8081-4D, pg 15

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General Aviation - TAAGeneral Aviation - TAA GPS Emphasis, cont’dGPS Emphasis, cont’d

The use of GPS for navigation and approaches has been clarified and the requirement for a GPS approach has been addedVI. INSTRUMENT APPROACH PROCEDURES, TASK A, NONPRECISION APPROACH (NPA)

• The applicant must accomplish at least two nonprecision approaches (one of which must include a procedure turn or, in the case of an RNAV approach, a Terminal Arrival Area (TAA procedure) in simulated or actual weather conditions

• At least one approach must be flown without the use of the autopilot and without assistance of radar vectors

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General Aviation - TAAGeneral Aviation - TAA GPS Emphasis, cont’dGPS Emphasis, cont’d

The body of the PTS has been updated to include electronic flight instrument displays, flight management systems, GPS, and autopilot usageAircraft and Equipment for the Practical Test, FAA-S-8081-4D, pg’s 7 & 8

• The abnormal or emergency procedure for loss of the electronic flight instrument display appropriate to the aircraft will be evaluated in the Loss of Primary Instruments Task

• The loss of the primary flight instrument display must be tailored to failures that would normally be encountered in the aircraft

• If the aircraft is capable, total failure of the electronic flight instrument display, or a supporting component, with access only to the standby flight instruments or backup display shall be evaluated

• The applicant is expected to utilize an autopilot and/or flight management system (FMS), if properly installed, during the instrument practical test to assist in the management of the aircraft

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General Aviation - TAAGeneral Aviation - TAA Single Pilot EmphasisSingle Pilot Emphasis

The need for testing in Single-Pilot Resource Management has been addressed and clarifiedFAA-S-8081-4D, pg 13

“Refers to the effective use of ALL available resources: human resources, hardware, and information.”

• Human resourcesAircraft Operators / Owners / FBO / Weather Briefer / Alternate Weather Sources Maintenance PersonnelAir Traffic ControllersAircraft Manufacturers Website (Software updates / limitations)

• HardwareAvionics Systems IntegrationAutopilot Integration / UtilizationMFD opportunities/ Situational Awareness / Weather Download Interlinks / Traffic Depictions / System ParametersPFD Capability, Aircraft Management

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General Aviation - TAAGeneral Aviation - TAA

Primary Flight Display Avidyne Entegra-SeriesPrimary Flight Display Avidyne Entegra-Series

Airspeed Tape

Color coded for Vso, Vfe, Vs, Vno, Vne

Altitude TapeAltitude Pre-select Bug

ADI

VSI +/- 2000 fpm

+/- 4000 fpm

Wind Indicator

Pitch Ladder

Mag Hdg

HSI

Hdg Ratehalf / std

Compass roseHeading bug

CDI Bearing Pointer

Nav Cntrls

VDIHDISolid magenta bug – coupled to active mode of Autopilot

Turn Coordinator

Trend Bar

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General Aviation - TAAGeneral Aviation - TAA MFD MP MFD MP

Avidyne EX-SeriesAvidyne EX-Series

Aircraft Position

Flight Plan

Weather

Airspace / Airports

Moving Map background

Airways / Navigational Aides

Inland / Coastal Water Bodies

Traffic

Lightning

Magnetic Heading

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General Aviation - TAAGeneral Aviation - TAA MFD EPMFD EP

Avidyne EX-SeriesAvidyne EX-Series

Engine Parameters

OAT

EGT CHT

Electrical Status

Fuel Mgmt

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General Aviation - TAAGeneral Aviation - TAA Cirrus SR22Cirrus SR22 Electrical Power & Distribution Diagram

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General Aviation - TAAGeneral Aviation - TAA C182 Garmin 1000C182 Garmin 1000 Electrical Power & Dist. Diagram

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General Aviation - TAAGeneral Aviation - TAA AD – AHRS FailuresAD – AHRS Failures

• PFD detects loss of Air Data - (X) replaces affected indicator – monitor mechanical back-up instrumentsIf failure occurs while in IMC – Exit IMC

• PFD detects loss of Attitude Data - (X) replaces affected indicator - mechanical back-up instrumentActivate Autopilot GPSS ModeActivate Autopilot Altitude HoldIf failure occurs while in IMC – Exit IMC

Note: Any power interruption to the PFD will result in loss of attitude information until it can be reinitialized

Avidyne FlightMax Entegra

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General Aviation - TAAGeneral Aviation - TAA ADAHRS FailureADAHRS Failure

AHRS Failure

Garmin 1000 System

AD Failure

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General Aviation - TAAGeneral Aviation - TAA Back-up InstrumentsBack-up Instruments

Cessna 182 Garmin 1000

Reversionary Mode

Cirrus SR22 Avidyne

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General Aviation - TAAGeneral Aviation - TAA PFD LimitationsPFD Limitations

• Adherence to approved sensor installations (POH Supplements)

• PFD Pilots guide P/N 600-00081-000, Rev 3 or later must be available to the pilot during all flight operations

• Flight under IFR is not permitted with the PFD or any standby indicator including magnetic compass inoperative

• AP coupled approaches must be discontinued if CD exceeds 50%. The approach should only be continued by hand-flying the aircraft

• Back course approaches are prohibited (1)

(1) – New software has been released permitting BC approaches

Avidyne

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General Aviation - TAAGeneral Aviation - TAA MFD LimitationsMFD Limitations

• Adherence to approved sensor installations (POH Supplements)

• Use of Map page during IFR flight requires an IFR approved GPS receiver installation operated in accordance with applicable limitations

• EX-series Pilots Guide P/N 600-00072-000, Rev 03 or later must be available to the pilot during all flight operations

• Moving map display must not be used as primary navigation instrument. Visual advisory / supplemental information to CDI course deviation & GPS navigator

Avidyne

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General Aviation - TAAGeneral Aviation - TAA MFD Limitations, cont’dMFD Limitations, cont’d

• Under no circumstances should the Map page Terrain representations be used as a basis for terrain avoidance (CFIT)

• Electronic Checklist pages are for supplementary purposes only / must not be used as the primary set of onboard checklists

• Traffic information on Map page display aid to visually acquiring traffic / No maneuvers should be made based solely on a traffic advisory

Avidyne

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General Aviation - TAAGeneral Aviation - TAA Autopilot EmphasisAutopilot Emphasis

The use of autopilot and flight management during testing has been addressedAircraft and Equipment Required for the Practical Test (pg 7, FAA-S-8081-4D)

The applicant is expected to utilize an autopilot and/or FMS if properly installed.

The examiner is expected to test the applicants knowledge of the systems that are installed

during both oral and flight portions of the practical test.

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General Aviation - TAAGeneral Aviation - TAA Autopilot Emphasis, cont’dAutopilot Emphasis, cont’d

Cirrus SR22 – S -TEC SYSTEM 55X Autopilot w/Altitude Selector / Alerter

• AP operation prohibited above 185 KIAS (Normal 70 -178 KIAS)

• Flaps must be set to 50% for AP operation in Alt Hold Mode below 95 KIAS

• Flap deflection is limited to 50% during AP operation

• Limitations associated with ILS GS & LOC intercept, capture and tracking

• The S-TEC System 55X POH, P/N 87109 dated 8 November 2000 or later must be available to the pilot while in flight

• The applicant will be required to demonstrate the use of the autopilot and/or FMS during one of the nonprecision approaches

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General Aviation - TAAGeneral Aviation - TAA Plan Of Action ScenariosPlan Of Action Scenarios

The Plan of Action is more thoroughly explained to include the reference to use of

scenarios

• Power Distribution Design / Inherent Back-up Provisions

• Ramification of either GPS 1 or GPS 2 failure

• System anomalies leading to Air Data (AD) failure

• System anomalies leading to ADAHRS (Air Data Attitude Heading Reference System) failure

• Autopilot Integration / System Limitations

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General Aviation - TAAGeneral Aviation - TAA Simulating G1000 Failures during Practical TestSimulating G1000 Failures during Practical Test

Failure to simulate Examiner action Applicant action

Loss of AHRS and ADC *

(simulates loss of all primary flight instrumentation)

Pull AHRS and ADC circuit breakers

Control the aircraft by reference to the backup attitude, altitude and airspeed indicators, engage the autopilot if it is rate based and has its own gyro source in roll mode

Loss of AHRS (attitude and heading)

Pull AHRS circuit breaker

Control the aircraft by reference to the backup attitude indicator, engage the autopilot if it is rate based and has its own gyro source in roll mode

*Note: When the ADC is failed, pressure altitude data is no longer available to the transponder. This will result in the transponder only being capable of Mode A (no altitude reporting) capability. Therefore, failing the ADC should be avoided in Class B and C airspace or within the Mode C veil of Class B airspace, without the required coordination with the appropriate air traffic control facility.

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General Aviation - TAAGeneral Aviation - TAA Simulating G1000 Failures during Practical Test, cont’dSimulating G1000 Failures during Practical Test, cont’d

Failure to simulate Examiner action Applicant action

Loss of ADC (airspeed, altitude, and vertical speed*

Pull ADC circuit breaker

Control the aircraft by reference to PFD attitude presentation and the backup airspeed and altitude indicators (engage the autopilot in roll, HDG, or NAV mode)

Loss of PFD Pull PFD circuit breakers Note: this action will not allow the tuning of the COM1 NAV1 radio, COM2 must be tuned to the proper frequency in use

Control the aircraft by reference to the MFD in reversionary mode (this mode also removes all moving map presentations)

*Note: When the ADC is failed, pressure altitude data is no longer available to the transponder. This will result in the transponder only being capable of Mode A (no altitude reporting) capability. Therefore, failing the ADC should be avoided in Class B and C airspace or within the Mode C veil of Class B airspace, without the required coordination with the appropriate air traffic control facility.

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General Aviation - TAAGeneral Aviation - TAA Practical Test ObservationsPractical Test Observations

• Inconsistency in airspeed management / stabilized approach

• An over reliance on the MFD map page noted

• A methodical / systematic flow of managing the systems

• Stellar approaches noted when utilizing back-up instruments

• Poor performance noted utilizing back-up instruments

• Varying degrees of capability managing the over-all Systems

• Significantly higher work load without autopilot

• Lack of knowledge regarding limitations of autopilot

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General Aviation - TAAGeneral Aviation - TAA FAA Team Findings - RecommendationsFAA Team Findings - Recommendations

• The predominate TAA-system-specific finding is that the steps required to call up information and program an approach in IFR-certified GPS navigators are numerous, and during high work load situations they can distract from the primary duty of flying the aircraft

• The traditional GA training system has inadequate methods, does not specifically include training to exploit the additional safety opportunities of new technologies or to operate within the limitations of these technologies, and does not include training on how to make accurate flight risk assessments and manage flight risk properly

• Avoid Over-Estimating TAA capabilities; Understand inherent TAA Limitations; Understand Coupled Autopilot and Aircraft Limitations

Reference: GA TAA FAA-Industry Safety Study, August 22, 2003

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General Aviation - TAAGeneral Aviation - TAA InstructorsInstructors

• The new TAA are not only comprised of state-of-the-art electronics, multiple processors, screens and sophisticated systems to manage, they can also represent significant advancements in airframe construction, aerodynamic enhancements and safety features

• The intervention strategies to enhance SAFETY:– Training System Methods– TAA Opportunities Training– TAA Systems Limitations Training– RISK Assessment and management

Reference: GA TAA FAA-Industry Safety Study, pg7, August 22, 2003

• Our responsibilities as instructors, moving forward in the TAA aircraft, present a series of NEW TESTS and CHALLENGES. The APPLICANT relies on You and I to ensure that they have received the appropriate training, (The Bottom Line)

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General Aviation - TAAGeneral Aviation - TAA Round Dials?Round Dials?

by Capt Elizabeth Ortiz376th Air Expeditionary Wing Public Affairs02/06/03 - OPERATION ENDURING FREEDOM (AFPN) -

... the global War on terrorism continues, … female fliers in combat missions over Afghanistan.  Early on Jan 31, a KC-135 Stratotanker took off from Ganci Air Base, Kyrgyzstan, carrying more than 180,000 pounds of fuel and an all-female crew -- both pilots, a navigator and a boom operator.

Can Glass-Only pilots Can Glass-Only pilots fly Round Dials?fly Round Dials?

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General Aviation - TAAGeneral Aviation - TAA

Thank YOU