FAASTeam CFI Workshop #2

1. FAASTeam CFI Workshop #2 Module #2, Core Topics #3 and #4: • Technically Advanced Aircraft • GPS Navigation

2. FAASTeam CFI Workshop #2 Module #2 – Core Topic #3, Technically Advanced Aircraft ~ Are all of your students registered at FAASafety.gov?

3. FAASTeam CFI Workshop #2 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

4. FAASTeam CFI Workshop #2 A Technically Advanced Aircraft is equipped with GPS navigation and has a moving map display. A TAA is not necessarilymade 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!

5. Altitude Airspeed Attitude Vertical Speed DG/HSI FAASTeam CFI Workshop #2The transition from old to new

6. FAASTeam CFI Workshop #2

7. FAASTeam CFI Workshop #2 • 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.

8. FAASTeam CFI Workshop #2 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.

9. FAASTeam CFI Workshop #2 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!

10. FAASTeam CFI Workshop #2 • How does Situational Awareness in a TAA compare to a traditional airplane? • What new skills are needed?

11. FAASTeam CFI Workshop #2 • 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

12. FAASTeam CFI Workshop #2 • 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

13. FAASTeam CFI Workshop #2 PFDs by Avidyne, Garmin, and Chelton limit the need to scan. TAA Instructors and DPEs must be familiar with how pilots process information.

14. FAASTeam CFI Workshop #2

15. FAASTeam CFI Workshop #2 Typical Installation

16. FAASTeam CFI Workshop #2 • 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 43.13. • The operation of aircraft with specific items out of service may be authorized by the appropriate Operations Manual and Regulations.

18. FAASTeam CFI Workshop #2 • 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

19. FAASTeam CFI Workshop #2

20. FAASTeam CFI Workshop #2 Module #2, Core Topic #3 Questions? Comments? Ideas? Quiz time ~

21. FAASTeam CFI Workshop #2 1. A General Aviation TAA aircraft maycombine; 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

22. FAASTeam CFI Workshop #2 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?

23. FAASTeam CFI Workshop #2 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 ~

24. FAASTeam CFI Workshop #2 1. A General Aviation TAA aircraft maycombine; 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

25. FAASTeam CFI Workshop #2 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 43.13 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 91.213

26. FAASTeam CFI Workshop #2 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, 91.405 (a).

27. FAASTeam CFI Workshop #2 Take a Break!

28. FAASTeam CFI Workshop #2 Module #2 – Core Topic #4, GPS Navigation ~ Excerpts from: “Garmin GNS 530 Training Program” by Joe Foresto “AIM, Section 1, Chapter 1-1-19” 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.

29. FAASTeam CFI Workshop #2 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.

30. FAASTeam CFI Workshop #2 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.

31. FAASTeam CFI Workshop #2 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

32. FAASTeam CFI Workshop #2 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!

33. FAASTeam CFI Workshop #2 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.

34. FAASTeam CFI Workshop #2 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.

35. FAASTeam CFI Workshop #2 • 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.

36. FAASTeam CFI Workshop #2 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.

37. FAASTeam CFI Workshop #2 An Approved and Operational Alternate Navigation means appropriate to the flight must be installed in the aircraft when using GPS navigation equipment under IFR.

38. FAASTeam CFI Workshop #2 The Appropriate Special Equipment Suffixshould 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.

39. FAASTeam CFI Workshop #2 Wide Area Augmentation System (WAAS) • Improves the accuracy, integrity and availability of GPS signals while lowering cost. • WAAS will cover a more extensive servicearea 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.

40. FAASTeam CFI Workshop #2 • 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).

41. FAASTeam CFI Workshop #2

42. FAASTeam CFI Workshop #2 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.

43. FAASTeam CFI Workshop #2 • 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.

44. FAASTeam CFI Workshop #2 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.

45. FAASTeam CFI Workshop #2 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.

46. FAASTeam CFI Workshop #2 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)

47. FAASTeam CFI Workshop #2 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.

48. FAASTeam CFI Workshop #2 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.

49. FAASTeam CFI Workshop #2 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 ~

50. FAASTeam CFI Workshop #2 • 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.