FAASTeam CFI Workshop #2

FAASTeam CFI Workshop #2
Module #2, Core Topics #3 and #4: Technically Advanced Aircraft GPS Navigation Use this presentation combined with the appropriate approved TCO lesson plans. The presentation of each Core Topic, including the test and review, should be planned at :50 minutes maximum, or as required, with a :10 minute break between the presentation of Core Topic #3 and Core Topic #4.

Module #2 – Core Topic #3, Technically Advanced Aircraft ~ Are all of your students registered at FAASafety.gov? Remind the Instructors of the value to their students of being registered. The goal of this presentation is to familiarize the attendees with what they should know before they attempt to instruct in TAA. We do not intend or have time to provide in-depth training on the subject.

Objectives: What is a Technically Advanced Aircraft (TAA)? Information management challenges Automated cockpit scenarios Transition from the standard six flight instrument display Risk assessment and mitigation techniques in TAA These topics will be discussed in the presentation

A Technically Advanced Aircraft is equipped with GPS navigation and has a moving map display. A TAA is not necessarily made of composite materials. A TAA is not necessarily equipped with an autopilot or flight guidance system A Technically Advanced Aircraft could very possibly be older than you! You may find yourself providing instruction in an aircraft that you did not realize is a TAA. Be prepared.

FAASTeam CFI Workshop #2 The transition from old to new
Airspeed Altitude Attitude DG/HSI Vertical Speed Identify similarities and differences, point out that the required instrument scan is not the same. Mention that there are stand-by or primary flight instruments to supplement the Cathode Ray Tube (CRT) display.

An aircraft may be fitted with equipment that will transform it into a TAA. Point out the Air Data Computer (ADC), the Attitude Heading Reference System (AHRS), the wing located Magnetometer (sometimes called Flux-Gate in the past), and the Engine/Airframe interface (engine operational parameters, control positions, etc.) GDU, GMU, GDC, GEA, GDL, GRS, GIA, and GTX are Garmin component identifiers and not significant.

Advanced flight display and guidance technology systems require management ~ There is so much more information available The additional information may be selected for display via various methods The introduction of cockpit automation creates new unexpected situational awareness challenges The potential for distraction due to information and automation management is increased. The loss of situational awareness is a danger for pilots of all experience levels. Any other factors to consider?

How do these statements relate to TAA? Situational Awareness (SA) refers to the degree of accuracy by which one's perception of his current environment mirrors reality. Situational Awareness is the ability to identify, process, and comprehend the critical elements of information about what is happening to the team with regards to the mission. More simply, it’s knowing what is going on around you. Discussion

The necessity for a new look at situational awareness becomes apparent the first time you hear; “Why is it doing that?” in a TAA cockpit during flight! Every one who has flown TAA equipment has said or at least heard this.

How does Situational Awareness in a TAA compare to a traditional airplane? What new skills are needed? Ask the attendees, facilitate conversation.

Situational Awareness in a TAA may include GPS Navigation-MFD Autopilot Weather Traffic Terrain ADS-B Stand-by flight instruments must be referenced to ensure SA A scan is still necessary, always include the stand-by, primary instruments frequently.

TAA training scenarios must continue to stress the importance of Situational Awareness related to; The aircraft position Terrain Weather Traffic Potential runway incursion Fuel and operational factors Personal health, required rest, and distractions Do not forget the good procedures and habits we’ve learned. The comfort level associated with TAA can be misleading.

PFDs by Avidyne, Garmin, and Chelton limit the need to scan. TAA Instructors and DPEs must be familiar with how pilots process information. These displays tell us more or less the same things. In each case consideration must be given to how the information formulates an understanding of what the airplane is doing in our minds.

Mention the levels of learning, rote vs. correlation. The Chelton system is an example of the need to correlate, understand the depicted trend to know what will happen next. This concept is necessary with TAA.

Typical Installation BE-200 or BE-1900D? with Collins EFIS (Electronic Flight Information System) PFD (Primary Flight Display) and MFD (Multifunction Flight Display) the center is an additional MFD. Note the stand-by “steam gages”

Some additional considerations for TAA operation are; As with any navigation system based upon stored information, that information must be current An owner or pilot may be authorized to update the onboard data when done in compliance with CFR The operation of aircraft with specific items out of service may be authorized by the appropriate Operations Manual and Regulations. Primarily the GPS data base. It must be logged in the aircraft records when completed

Top – Diamond, bottom – Mustang and Stand-by back-up instruments

Technically Advanced Aircraft designed for General Aviation typically; Are constructed with composite materials, Have single or multi-engine constant speed propeller or turbo-jet power plants, Have highly efficient, thin, non-swept-wings that may exhibit high-performance handling characteristics, Are equipped with GPS navigation with LNAV and VNAV capabilities, autopilot, and PDF, MFD, with moving map displays Examples are newly manufactured TAAs such as Diamond, Cirrus, Mustang, etc.

Examples – VLJ, Garmin, Chelton, Mustang interior

Module #2, Core Topic #3 Questions? Comments? Ideas? Quiz time ~ You may need to “rain check” or defer to a SME if one is available. This can not be a comprehensive initial TAA course due to the time available.

1. A General Aviation TAA aircraft may combine; a. advanced cockpit automation system for IFR/VFR flight operations. b. automated engine and system management c. integrated auto flight/autopilot systems d. all of the above. 2. Light Technically Advanced Aircraft have non-swept, high performance wings that may exhibit different flight characteristics. These differences must be considered during TAA transition or initial training. a. True b. False Each attendee should grade his own answer sheet correcting to 100% (All should have attained at least 70%)

3. Pilots of TAA aircraft need to monitor their “primary” flight instruments (occasionally or constantly ??) to maintain their situational awareness and ensure that the attitude and position of the aircraft are according to the flight plan. 4. Can I as a pilot update the Navigation Data Base in the aircraft? 5. Is there a way to operate a Technically Advanced Aircraft if something is inoperative? Note each score (minimum 70% on the Sign In Sheet that you will keep for your files) The attendees should keep their answer sheets in their CFI renewal file)

6. Please define “Technically Advanced Aircraft.” 7. If I buy a Technically Advanced Aircraft or modify my aircraft to be Technically Advanced, what special inspections are required, if any? Answers follow ~ The attendees should keep their answer sheets for now, they will use the same sheet for the continuation of the Module #2 test that will follow the next core topic. The tests will be graded following the completion of the test on GPS.

1. A General Aviation TAA aircraft may combine; a. advanced cockpit automation system for IFR/VFR flight operations. b. automated engine and system management c. integrated auto flight/autopilot systems d. all of the above. d. All of the above – FITS Training and Support CD 2. Light Technically Advanced Aircraft have non-swept, high performance wings that may exhibit different flight characteristics. These differences must be considered during TAA transition or initial training. a. True b. False a. True - FITS training and support CD Each attendee should grade his own answer sheet correcting to 100% (All should have attained at least 70%)

3. Pilots of TAA aircraft need to monitor their “primary” flight instruments (occasionally or constantly ??) to maintain their situational awareness and ensure that the attitude and position of the aircraft are according to the flight plan. Constantly, ref. G1000 Glass Cockpit Handbook; Max Trescott author 4. Can I as a pilot update the Navigation Data Base in the aircraft? Yes as long as the provisions in CFR Appendix A I tem 32 are followed and it is properly documented in the maintenance records 5. Is there a way to operate a Technically Advanced Aircraft if something is inoperative? Generally, yes, but it would depend on what is not working. Ref 14 CFR Note each score (minimum 70% on the Sign In Sheet that you will keep for your files) The attendees should keep their answer sheets in their CFI renewal file)

6. Please define “Technically Advanced Aircraft.” An aircraft equipped with a GPS Navigator with a moving map, plus any additional systems - FAA.Gov, page on FAA/Industry Training Standards (FITS) 7. If I buy a Technically Advanced Aircraft or modify my aircraft to be Technically Advanced, what special inspections are required, if any? Each owner operator of any aircraft must have that aircraft inspected as prescribed in subpart E of Part 91of the FARs. - FAR 91, (a). The attendees should keep their answer sheets for now, they will use the same sheet for the continuation of the Module #2 test that will follow the next core topic. The tests will be graded following the completion of the test on GPS.

Take a Break! Allow not more than 10 minutes now and a longer break at the completion of the next core topic

Module #2 – Core Topic #4, GPS Navigation ~ Excerpts from: “Garmin GNS 530 Training Program” by Joe Foresto “AIM, Section 1, Chapter ” and, “Flying With GPS” by Hobie Tomlinson, FLR Objectives: Review GPS components, basic capabilities, and limitations. Discuss the benefit of fundamental navigation knowledge as a basis for the use of GPS. Identify the operational requirements of GPS receivers commonly found in GA aircraft. Joe Foresto is an FAA ASI and has produced a training program for Garmin, Hobie is a FAASTeam Lead Representative, Designated Pilot Examiner, and retired TWA Captain and Training Officer with more than 33,000 hours. He lives in Vermont and currently is the Safety Officer and an active 14 CFR Part 135 captain.

GPS navigation makes possible a direct routing to any point within the range of an aircraft. It does not; however, relieve the pilot of responsibility to maintain adequate terrain separation as well as to be knowledgeable about the types of airspace through which the proposed direct routing will pass, especially TFRs. We all have an operational knowledge of GPS this segment should be a review as well as a guide for instructors as to what students may need to know as a basis for GPS navigation.

The Limitations of the various types of GPS receivers should be clearly understood by the pilot to avoid navigational errors. It is never wise to depend on any single, “sole source” for information in an aircraft, including navigation information. VFR GPS navigation should be part of a navigation solution that includes VOR, pilotage and even dead (deduced) reckoning. Emphasize the importance of basic navigational skills needed to re-enforce the use of GPS as well as a means to navigate in the event of system failures or limitations.

The Critical Concerns in the VFR use of GPS navigation are as follows: RAIM Capability (Receiver Autonomous Integrity Monitoring) Antenna Location Database Currency Handheld and yoke mounted GPS receivers may not be used for IFR operations Only authorized equipment that has been installed in an approved manner may be used for IFR. RAIM is always a factor for navigation regardless of the type of flight plan. (IFR or VFR)

RAIM Capability is not provided in hand-held GPS receivers, or in many panel mounted VFR- only GPS receivers. Thus no warning would be provided to the pilot for the loss of the required number of satellites (5) in view or the development of a position error. Because no alert would be provided to the pilot in these critical instances where the navigation solution has deteriorated, an undetected navigation error could occur. When using these types of GPS receivers, a systematic cross-check with other navigation types is required to identify this failure and prevent a serious navigation error from occurring! Hand held and other GPS installations not authorized for IFR don’t necessarily provide RAIM information. For VFR navigation it is advisable to cross check with other navigational aids such as VOR.

RAIM Confirmation is Required for IFR Navigation Note: After initialization the GPS will have position information related to bearing and distance or Lat/Long – RAIM verifies reliability. Various indications of acceptable RAIM

Some GPS Navigation terms are as follows: RNP ~ Required Navigation Performance is the navigation accuracy required for that phase of flight expressed in distance from “on course.” ANP ~ Actual Navigation Position is the navigation accuracy being currently provided by the GPS receiver expressed in distance from “on course.” DTK ~ Desired Track is the magnetic course to the active waypoint. This information is “good to know” but not worthy of any extended conversation at this time. Defer to after the core topic presentations if necessary.

TRK ~ Track is the magnetic course currently being flown. BRG ~ Bearing is the compass direction from the aircraft present position to the active waypoint. XTK ~ Cross Track is the distance the aircraft is off the Desired Track to the right or left. DIS ~ Distance is the nautical miles from the aircraft present position (PP) to the active waypoint. As with the previous slide.

The General Requirements for using GPS navigation under IFR are as follows: The GPS Navigation equipment must be approved. The aircraft must be equipped with an approved and operational alternate navigation system. Procedures for loss of RAIM capability must be established. GPS operation must comply with the FAA-approved AFM or AFM supplement. The flight plan should use the appropriate special equipment suffix. GPS NOTAMS must be reviewed. Commercial operators must comply with their operations specifications. If your Workshop includes Instrument Instructors you may want to spend additional time as available on IFR GPS requirements. If you wish continued training and discussion may follow at the conclusion of the this Core Topic as the Elective Topic.

An Approved and Operational Alternate Navigation means appropriate to the flight must be installed in the aircraft when using GPS navigation equipment under IFR. The differences to consider for GPS navigation dependant upon your flight conditions and GPS type/installation.

The Appropriate Special Equipment Suffix should be used when filing IFR flight plans. Aircraft navigating by approved IFR GPS equipment are considered to be area navigation (RNAV) aircraft and are identified to ATC controllers by their special equipment suffix. These are as follows: E for FMS with both DME/DME and IRU (Inertial Reference Unit) position updating. F for FMS with only DME/DME position updating. G for GNSS (Global Navigation Satellite System), including GPS or WAAS (Wide Area Augmentation System) with enroute and terminal capability R for RNP (Required Navigation Performance) aircraft which meet the RNP type prescribed for the routes, route segments and area concerned. Q for R with RVSM (Reduced Vertical Separation Minimums) approval. Again, dependant on your attendees but of some interest to all.

Wide Area Augmentation System (WAAS) Improves the accuracy, integrity and availability of GPS signals while lowering cost. WAAS will cover a more extensive service area than traditional ground-based navigation aids. WAAS allows pilots to use an airport which has only a GPS approach as an alternate airport provided it has weather reporting. Of interest to all, again many are familiar with WAAS because even hand held and automobile GPS units are mostly WAAS enabled.

The U.S. WAAS network is currently comprised of 25 WRSs (Wide-area ground Reference Stations), 2 WMSs (Wide-area Master Station) and 4 GUSs (Ground Uplink Station). The fact that ground based control and link stations must be operational (not necessarily co-located with an approach) for this level of GPS accuracy is the point to make here.

GPS Master Control Stations which may also be WAAS links. There are WAAS ground reference stations in addition to those depicted here as stated in a previous slide.

GPS/WAAS operation must be conducted in accordance with the FAA-approved aircraft flight manual (AFM) and flight manual supplements which will state the level of approach procedure that the receiver supports. IFR approved WAAS receivers support all GPS-only operations as long as lateral capability at the appropriate level is functional. WAAS provides integrity by monitoring both GPS and WAAS satellites. GPS/WAAS equipment which has a FDE (Fault Detection and Exclusion) prediction program is capable of supporting oceanic and remote operations. There considerations such as the particular aircraft’s flight manual (AFM) and or pilot’s operational handbook (POH) to consider for GPS navigation during IFR flight.

Prior to GPS/WAAS IFR operation, the pilot must review appropriate NOTAMs (Notices to Airmen) and aeronautical information. The FAA provides NOTAMs to advise pilots of the status of WAAS and the level of service available. Air carrier and commercial operators must meet the appropriate provisions of their approved operations specifications. Consideration must be given to the GPS/WAAS system status prior to IFR or commercial navigation when these navigational facilities are planned for use.

Area Navigation (RNAV) and Required Navigation Performance (RNP). RNAV is a system of navigation which permits an aircraft to operate on any desired flight path within the limits of the installed on-board equipment capability. We are familiar with RNAV as a function of VOR navigational enhancement there are some additional factors to consider with the introduction of GPS capabilities.

Required Navigation Performance (RNP) is a statement of the level of navigation accuracy necessary for operation within a defined airspace. RNAV equipment certified for use in RNP airspace must have the ability to monitor its achieved navigation accuracy and display to the pilot whether the required navigation performance is (or is not) being met. Continued RNAV requirements and specifics again, good to know for most, more in depth for Instrument Instructors as time permits. You may wish to defer to another entire meeting or at least later in your workshop after the completion of the required core topic presentations.

RNAV Operations demand strict pilot awareness and maintenance of the procedure centerline. This requires pilots to have a working knowledge of their on-board navigation systems as well as an understanding of the following items: Waypoints RNAV Leg Types Navigation Issues Flight Management System (FMS) Continue to the next slide ………

Fly-by waypoints are depicted by a 4-pointed star and are used when the aircraft is to begin the turn to the next course prior to reaching the waypoint separating the two route segments. This is called turn anticipation and prevents overshooting the next course centerline. We all use waypoints and need to understand the differences identified here and in the next slide.

Fly-over waypoints are depicted by a 4-pointed star within a circle. These are used when terrain, obstructions or other considerations do not allow turn anticipation. In this instance the aircraft must over-fly the waypoint before initiating the turn and will overshoot the next course centerline. The turn is then followed through to an intercept heading which will allow the aircraft to return to the next course centerline. Waypoint differences explained.

The GPS setup procedures should include at least the following items: Verify the GPS navigator has a current data-base Load the IFR clearance into the GPS navigator as the active flight plan and verify the routing More ~ Go through the set up procedures. For TAA equipment it is advisable to follow manufacturer’s and initialization checklists with consideration for the necessary information provided by various electronic components. These “steps” set up may vary with types of aircraft and navigational equipment. Continued on the next slide ………….

Load any SIDs and STARs only from the data-base Load and activate the expected approach only from the data-base Verify the accuracy of SIDs, STARs, and Approaches with current charts Activate as required Remember, the GPS receiver may require several minutes To initialize. The initialization time may vary but typically aircraft movement is not allowed during the initialization process and the time required may be dependant upon the aircraft location and the current GPS satellite constellation.

Just a real nice picture! Breath – enjoy!

Module #2, Core Topic #4 Questions? Comments? Ideas? Quiz time ~ As before, this can’t be a comprehensive training period, we are here to review and suggest areas where instructors may want to be well informed. If more conversation or questions prevail defer to later or a future meeting oriented to these subjects. The attendees should use the same answer sheets for this core topic as they used for the previous test.

8. A GPS may require several minutes to initialize. a. True b. False 9. A hand-held GPS or yoke mounted GPS receiver is authorized for IFR flight. 10. True or False; The GPS “always” has position information available, either bearing and distance to VORs/airports, or Lat/Lon coordinates, although it may not be accurate. Answers follow ~ Make sure everyone has finished then go on to the next slides to provide the correct answers for the attendees to self correct their answer sheets.

8. A GPS may require several minutes to initialize. a. True b. False a. True - Pilot’s Handbook of Aeronautical Knowledge 9. A hand-held GPS or yoke mounted GPS receiver is authorized for IFR flight. b. False - Pilot’s Handbook of Aeronautical Knowledge 10. True or False; The GPS always has position information available, either bearing and distance to VORs/airports, or Lat/Lon coordinates, although it may not be accurate. True; ref. Pilots Guide to Avionics (Aircraft Electronics Assoc.) 2004. Make note of the scores prior to the self correction to 100%, the attendees are required to make a minimum grade of 70%. The attendees will keep the answer sheet for this Module, both core topics, in their CFI renewal file. Enter each attendee’s total test score for Module # 2 (questions 1 through 10) on the attendance sheet that you will keep for your files

Be sure to have your attendance record validated!
This Completes CFI Workshop Module #2 Be sure to have your attendance record validated! Remind the attendees that their attendance record must be certified by an authorized facilitator for them to be credited for attendance. They must keep the attendance record in a safe place, it is the only record of their attendance. Ask for suggestions of any kind, especially what they would like to have presented as “elective” topics.

FAASTeam CFI Workshop #2

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