CFI WORKSHOP Technology Transitions – Training in Modern Aircraft FAA Safety Center Lakeland-Linder Regional Airport Lakeland, Florida MAY 07, 2005

General Aviation - TAA Program 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.

General Aviation - TAA Program 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.

General Aviation - TAA The 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

General Aviation - TAA Screen vs. Dial Technically Advanced Aircraft Avionics Panel Analog Instruments / Dial (Steam) gages

General Aviation - TAA System Preview

General Aviation - TAA Program 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

General Aviation - TAA Program 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

General Aviation - TAA Technical 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

General Aviation - TAA Modern Aircraft B-2 General Aviation Technically Advanced Aircraft (TAA)

General Aviation - TAA Modern Aircraft Mooney Ovation2 GX Cirrus SR22 Cessna 182T

INSTRUMENT RATING Practical Test Standards for AIRPLANE FAA-S-8081-4D Effective Date: October 1, 2004

General Aviation - TAA Enhancements 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

General Aviation - TAA Enhancements 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

General Aviation - TAA Competing Panels Cirrus SR-22 Avidyne FlightMax EX-Series Cessna 182 Garmin 1000

General Aviation - TAA Global 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)

General Aviation - TAA Global 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

General Aviation - TAA 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

General Aviation - TAA Attitude Heading Reference System 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 3 Axis Solid State Gyro and Accelerometer System AHRS Comprehensive BIT monitors all sensors and internal electronics continuously during operation and sends a system status update in every output message

General Aviation - TAA Primary Flight Display Main Bus 2 Essential Bus Pitot Static OAT Sensor / Magnetometer Avidyne FlightMax Entegra Primary Flight Display (PFD) Replaces: Attitude Indicator Heading Indicator, dir. gyro Altimeter Airspeed Indicator Vertical Speed Indicator CDI - VOR / LOC / GS Altitude Pre-select / Alerter OAT / Clock Indicator Cirrus SR22 STEC System 55X AP / FD #1 GNS-430 GPS MFD #2 GNS-430 GPS

General Aviation - TAA Practical Test in Modern Aircraft Emphasis on Attitude Instrument Flying and Emergency Instrument Procedures FAA-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

General Aviation - TAA GPS 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 requested Aircraft 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 displays Emphasis on Attitude Instrument Flying and Emergency Instrument Procedures FAA-S-8081-4D, pg 15

General Aviation - TAA GPS Emphasis, cont’d The use of GPS for navigation and approaches has been clarified and the requirement for a GPS approach has been added VI. 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

General Aviation - TAA GPS Emphasis, cont’d The body of the PTS has been updated to include electronic flight instrument displays, flight management systems, GPS, and autopilot usage Aircraft 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

General Aviation - TAA Single Pilot Emphasis The need for testing in Single-Pilot Resource Management has been addressed and clarified FAA-S-8081-4D, pg 13 “Refers to the effective use of ALL available resources: human resources, hardware, and information.” Human resources Aircraft Operators / Owners / FBO / Weather Briefer / Alternate Weather Sources Maintenance Personnel Air Traffic Controllers Aircraft Manufacturers Website (Software updates / limitations) Hardware Avionics Systems Integration Autopilot Integration / Utilization MFD opportunities/ Situational Awareness / Weather Download Interlinks / Traffic Depictions / System Parameters PFD Capability, Aircraft Management

General Aviation - TAA Primary Flight Display Avidyne Entegra-Series Pitch Ladder Turn Coordinator Solid magenta bug – coupled to active mode of Autopilot ADI HDI VDI Airspeed Tape Color coded for Vso, Vfe, Vs, Vno, Vne VSI +/- 2000 fpm +/- 4000 fpm Mag Hdg Trend Bar Hdg Rate half / std Altitude Tape Altitude Pre-select Bug Nav Cntrls Wind Indicator CDI Bearing Pointer HSI Compass rose Heading bug

General Aviation - TAA MFD MP Flight Plan Avidyne EX-Series Magnetic Heading Weather Traffic Airspace / Airports Lightning Airways / Navigational Aides Inland / Coastal Water Bodies Moving Map background Aircraft Position

General Aviation - TAA MFD EP Avidyne EX-Series Engine Parameters OAT Electrical Status Fuel Mgmt EGT CHT

General Aviation - TAA Cirrus SR22 Electrical Power & Distribution Diagram

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

General Aviation - TAA AD – AHRS Failures Avidyne FlightMax Entegra PFD detects loss of Air Data - (X) replaces affected indicator – monitor mechanical back-up instruments If failure occurs while in IMC – Exit IMC PFD detects loss of Attitude Data - (X) replaces affected indicator - mechanical back-up instrument Activate Autopilot GPSS Mode Activate Autopilot Altitude Hold Note: Any power interruption to the PFD will result in loss of attitude information until it can be reinitialized

General Aviation - TAA ADAHRS Failure AD Failure Garmin 1000 System

General Aviation - TAA Back-up Instruments Cessna 182 Garmin 1000 Reversionary Mode Cirrus SR22 Avidyne

General Aviation - TAA PFD Limitations Avidyne 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

General Aviation - TAA MFD Limitations Avidyne 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

General Aviation - TAA MFD Limitations, cont’d Avidyne 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

General Aviation - TAA Autopilot Emphasis The use of autopilot and flight management during testing has been addressed Aircraft 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.

General Aviation - TAA Autopilot 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

General Aviation - TAA Plan 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

General Aviation - TAA Simulating 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.

General Aviation - TAA Simulating 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.

General Aviation - TAA Practical 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

General Aviation - TAA FAA 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

General Aviation - TAA Instructors 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)

General Aviation - TAA Round Dials? ... 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. by Capt Elizabeth Ortiz 376th Air Expeditionary Wing Public Affairs 02/06/03 - OPERATION ENDURING FREEDOM (AFPN) - Can Glass-Only pilots fly Round Dials?

General Aviation - TAA Thank YOU