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

2. 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.

3. 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.

4. 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

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

6. General Aviation - TAA System Preview

7. General Aviation - TAA Program Outline
Review the definition of Modern Aircraft in the context of the current Instrument Rating PTS (FAA-S D)
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

8. 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

9. 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

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

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

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

13. 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

14. 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

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

16. 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)

17. 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

18. 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

19. 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

20. 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

21. General Aviation - TAA Practical Test in Modern Aircraft
Emphasis on Attitude Instrument Flying and Emergency Instrument Procedures
FAA-S D, 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

22. 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 D, 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 D, pg 15

23. 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

24. 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 D, 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

25. General Aviation - TAA Single Pilot Emphasis
The need for testing in Single-Pilot Resource Management has been addressed and clarified
FAA-S D, 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

26. 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
+/ fpm
+/ 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

27. 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

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

29. General Aviation - TAA Cirrus SR22 Electrical Power & Distribution Diagram

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

31. 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

32. General Aviation - TAA ADAHRS Failure
AD Failure
Garmin 1000 System

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

34. General Aviation - TAA PFD Limitations
Avidyne
Adherence to approved sensor installations (POH Supplements)
PFD Pilots guide P/N , 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

35. 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 , 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

36. 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

37. 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 D)
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.

38. 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 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 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

39. 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

40. 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.

41. 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.

42. 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

43. 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

44. 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)

45. 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?

46. General Aviation - TAA
Thank YOU