Aeronautical Decision-Making

landing phase, one realm of flight that still does not involve fixated on the knobs and try to memorize each and every programming a computer to execute. Another 15 percent sequence of button pushes, pulls, and turns. A far better of all GA accidents occurs during takeoff and initial climb. strategy for accessing and managing the information available in advanced avionics computers is to stop, look, and read. An advanced avionics safety issue identified by the FAA Reading before pushing, pulling, or twisting can often save concerns pilots who apparently develop an unwarranted a pilot some trouble. over-reliance in their avionics and the aircraft, believing that the equipment will compensate for pilot shortcomings. Once behind the display screens on an advanced avionics Related to the over-reliance is the role of ADM, which is aircraft, the pilot’s goal is to meter, manage, and prioritize probably the most significant factor in the GA accident record the information flow to accomplish specific tasks. of high performance aircraft used for cross-country flight. Certificated flight instructors (CFIs), as well as pilots The FAA advanced avionics aircraft safety study found that transitioning to advanced avionics, will find it helpful to poor decision-making seems to afflict new advanced avionics corral the information flow. This is possible through such pilots at a rate higher than that of GA as a whole. The review tactics as configuring the aspects of the PFD and MFD of advanced avionics accidents cited in this study shows the screens according to personal preferences. For example, majority are not caused by something directly related to the most systems offer map orientation options that include aircraft, but by the pilot’s lack of experience and a chain of “north up,” “track up,” “DTK” (desired track up), and poor decisions. One consistent theme in many of the fatal “heading up.” Another tactic is to decide, when possible, accidents is continued VFR flight into IMC. how much (or how little) information to display. Pilots can also tailor the information displayed to suit the needs of a Thus, pilot skills for normal and emergency operations hinge specific flight. not only on mechanical manipulation of the stick and rudder, but also include the mental mastery of the EFD. Three key Information flow can also be managed for a specific flight management skills are needed to fly the advanced operation. The pilot has the ability to prioritize information avionics safely: information, automation, and risk. for a timely display of exactly the information needed for any given flight operation. Examples of managing information Information Management display for a specific operation include: For the newly transitioning pilot, the PFD, MFD, and GPS/ • Program map scale settings for en route versus VHF navigator screens seem to offer too much information terminal area operation. presented in colorful menus and submenus. In fact, the pilot • Utilize the terrain awareness page on the MFD for a may be drowning in information but unable to find a specific night or IMC flight in or near the mountains. piece of information. It might be helpful to remember these systems are similar to computers that store some folders on • Use the nearest airports inset on the PFD at night or a desktop and some within a hierarchy. over inhospitable terrain. • Program the weather datalink set to show echoes and The first critical information management skill for flying with METAR status flags. advanced avionics is to understand the system at a conceptual level. Remembering how the system is organized helps the Enhanced Situational Awareness pilot manage the available information. It is important to An advanced avionics aircraft offers increased safety with understanding that learning knob-and-dial procedures is not enhanced situational awareness. Although aircraft flight enough. Learning more about how advanced avionics systems manuals (AFM) explicitly prohibit using the moving map, work leads to better memory for procedures and allows pilots topography, terrain awareness, traffic, and weather datalink to solve problems they have not seen before. displays as the primary data source, these tools nonetheless give the pilot unprecedented information for enhanced There are also limits to understanding. It is generally impossible situational awareness. Without a well-planned information to understand all of the behaviors of a complex avionics management strategy, these tools also make it easy for an system. Knowing to expect surprises and to continually learn unwary pilot to slide into the complacent role of passenger new things is more effective than attempting to memorize in command. mechanical manipulation of the knobs. Simulation software and books on the specific system used are of great value. Consider the pilot whose navigational information management strategy consists solely of following the The second critical information management skill is stop, magenta line on the moving map. He or she can easily fly look, and read. Pilots new to advanced avionics often become into geographic or regulatory disaster, if the straight-line GPS 2-30