Flight Training - May 2020 - 44

JARGON
Primary flight display
You may hear pilots refer to the traditional flight instruments, arranged in two rows of three on the panel, as the
"six pack." A primary flight display integrates the information from these important instruments-airspeed indicator, altimeter, vertical speed indicator, attitude indicator, heading indicator, and turn coordinator-and much more
in one electronic display. In addition to being more reliable than legacy instruments, many PFDs offer additional
features such as synthetic vision, overlaid flight path markers, and even "highway in the sky" guidance.

Multifunction display
As the name implies, multifunction displays combine several capabilities into one screen. Moving maps, traffic and
weather information, engine information, backup flight instruments, and more can be presented on this digital
display, which can greatly simplify navigation and improve situational awareness once pilots learn to use them.

Autopilot
Need a break during a high-workload phase of flight? While you're briefing an instrument approach or troubleshooting a problem, an autopilot can be the steady hand at the yoke. Depending on the system and the mode you
select, an autopilot might hold a heading or altitude, track a course, or even return the airplane to straight-andlevel flight with the push of a button. Autopilots are an increasingly important workload-management tool as pilots
move up in aircraft speed, size, and complexity.

Technically advanced airplane
Put them all together, and you get a technically advanced airplane. A TAA has a primary flight display, multifunction display, and two-axis autopilot integrated with the navigation and heading guidance system. Because of a
recent rule change, TAAs may be used to fulfill some of the training requirements for a commercial pilot certificate.

Now, the Bonanza pilot simply presses the "Takeoff/Go
Around" button, advances the throttle, and engages the autopilot. The GPS does the navigation and the autopilot levels off at
a preset altitude. When the airplane arrives at the holding fix, it
enters the holding pattern automatically. There, the pilot gets a
big-picture view of the weather throughout the region and can
tell at a glance if other airports have higher ceilings.
Avionics technology also blurs the distinction between precision
and nonprecision approaches. For decades, only ILS approaches
contained vertical guidance-and they were the gold standard for
instrument approaches with the lowest decision heights.
Now, modern WAAS GPS navigators are capable of providing
vertical guidance in the form of an "advisory" glideslope that
looks and acts much like an ILS for nonprecision approaches.
The pilot simply follows the lateral and vertical guidance down
to the published minimum descent altitude.
Instrument checkrides are governed by the FAA airman
certification standards (ACS), which give examiners the
flexibility to evaluate pilots using a broad range of avionics.
The ACS gives a list of topics to cover, tasks to accomplish,
standards to meet, and-by design-no distinctions between
glass-panel and analog instruments.
44  FLIGHT TRAINING MAY 2020

The ACS requires applicants to discuss gyroscopic
instruments such as gimballed attitude indicators, heading
indicators, and the vacuum instrument system-even if no
such instruments exist in the airplane flown on test day. The
same is true for VOR and DME. The ACS has a provision
to talk about common failure modes of vacuum instruments even though such instruments are sure to become
increasingly rare as they get replaced with far more reliable
avionics.
A decade ago, the conventional wisdom was that pilots
should learn IFR flying the old-school way. They'd master
the fundamentals the same way pilots have for decades,
and they'd be capable of confidently flying in the clouds in
a wide array of airplanes. They could add new technology
after they'd learned the instrument scan and partial-panel
approaches just like their parents (and maybe grandparents).
But glass panels are becoming so prevalent-and they're
so much better and safer-that the conventional wisdom is
changing. Now, the best advice for IFR students is to learn
the way you intend to fly. FT
dave.hirschman@aopa.org



Flight Training - May 2020

Table of Contents for the Digital Edition of Flight Training - May 2020

Contents
Flight Training - May 2020 - Intro
Flight Training - May 2020 - Cover1
Flight Training - May 2020 - Cover2
Flight Training - May 2020 - Contents
Flight Training - May 2020 - 2
Flight Training - May 2020 - 3
Flight Training - May 2020 - 4
Flight Training - May 2020 - 5
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Flight Training - May 2020 - Cover3
Flight Training - May 2020 - Cover4
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