NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
Figure 11-9. The default soft key Menu that is displayed on the
PFD contains a “NRST” (Nearest Airport) soft key. By pressing this
soft key, a text box is opened which will display the nearest 25
airports.
ALERTS
NRST ALERTS TMR/REF
5NM MAP WPT 1200 GND R LCL 16
Figure 11-9. The default soft key menu that is displayed on the PFD contains a “NRST” (Nearest Airport) soft key. Pressing this soft
key opens a text box that displays the nearest 25 airports.
GPS Nearest Airport Function
Procedures for accessing the nearest airport information vary
by the type of display installed in an aircraft. Pilots can obtain
information relative to the nearest airport by using the PFD,
multi-function display (MFD), or the nearest function on the
GPS receiver. The following examples are based on a popular
system. Pilots should become familiar with the operational
characteristics of the equipment to be used.
Nearest Airports Using the PFD
With the advancements in electronic databases, diverting to
alternate airports has become easier. Simply by pressing a soft
key on the PFD, pilots can access information for up to 25 of
the nearest airports that meet the criteria set in the systems
configuration page. [Figure 11-9] Pilots are able to specify
what airports are acceptable for their aircraft requirements
based on landing surface and length of runway.
When the text box opens, the flashing cursor is located over
the nearest airport that meets the criteria set in the auxiliary
setup page as shown in Figure 11-10. Scrolling through the
25 airports is accomplished by turning the outer FMS knob,
which is located on the lower right corner of the display
screen. Turning the FMS knob clockwise moves the blinking
cursor to the next closest airport. By continuing to turn the
knob, the pilot is able to scroll through all 25 nearest airports.
Each airport box contains the information illustrated in
1. When the clearance limit is a fix from which an
approach begins, commence descent or descent
and approach as close as possible to the expect-
further-clearance time if one has been received. If an
expect-further-clearance time has not been received,
commence descent or descent and approach as close as
possible to the estimated time of arrival as calculated
from the filed or amended (with ATC) estimated time
en route.
2. If the clearance limit is not a fix from which an
approach begins, leave the clearance limit at the
expect-further-clearance time if one has been received.
If no expect-further-clearance time has been received,
leave the clearance limit upon arrival over it, and
proceed to a fix from which an approach begins and
commence descent or descent and approach as close as
possible to the estimated time of arrival as calculated
from the filed or amended (with ATC) estimated time
en route. [Figure 11-8]
While following these procedures, set the transponder to
code 7600, and use all means possible to reestablish two-way
radio communication with ATC. This includes monitoring
navigational aids (NAVAIDs), attempting radio contact with
other aircraft, and attempting contact with a nearby flight
service station (FSS).
Figure 11-11. Information on the Nearest Airport Page.
Airport identifier
Best approach available
Airport symbol
Distance to the airport
from present position
Longest runway available
Communication frequency and type
Figure 11-11. Information shown on the nearest airport page.
Figure 11-12. Additional Information for Specific Airport.
Airport identifier
Airport symbol
Closest city
Name of the airport
Type of airport
Field elevation
Geographic region
Fuel available
Lat/long coordinates
Figure 11-12. Information shown on the additional information
page that will aid the pilot in making a more informed decision
about which airport to choose when diverting.
ALERTS
Figure 11-10. KGNV would be flashing
Flashing
Figure 11-10. An enlargement of the box shown in the lower right
of Figure 11-9. Note that KGNV would be flashing.
Nearest Airports Using the MFD
A second way to determine the nearest airport is by
referencing the NRST Page Group located on the MFD. This
method provides additional information to the pilot; however,
it may require additional steps to view. [Figure 11-13]
Navigating the MFD Page Groups
Most display systems are designed for ease of navigation
through the different screens on the MFD. Notice the
various page groups in the lower right corner of the MFD
screen. Navigation through these four page groups is
accomplished by turning the outer FMS knob clockwise.
[Figure 11-14]
Within each page group are specific pages that provide
additional information pertaining to that specific group. Once
the desired page group and page is selected, the MFD remains
in that configuration until the page is changed or the CLR
button is depressed for more than 2 seconds. Holding the CLR
button returns the display to the default moving map page.
Nearest Airport Page Group
The nearest airport page contains specific areas of interest
for the airport selected. [Figure 11-15] The pilot is furnished
information regarding runways, frequencies, and types of
approaches available.
Nearest Airports Page Soft Keys
Figure 11-16 illustrates four specific soft keys that allow
the pilot to access independent windows of the airport page.
Selection of each of these windows can also be accomplished
by utilizing the MENU hard key.
Figure 11-11, which the pilot can utilize to determine which
airport best suits their individual needs.
Additional Information for a Specific Airport
In addition to the information that is presented on the first
screen, the pilot can view additional information as shown in
Figure 11-12 by highlighting the airport identifier and then
pressing the enter key.
From this menu or the previous default nearest airport screen,
the pilot is able to activate the Direct-To function, which
provides a direct GPS course to the airport. In addition,
the pilot can auto-tune communication frequencies by
highlighting the appropriate frequency and then pressing
the enter key. The frequency is placed in the stand-by box
of either COM1 or COM2, whichever frequency has the
cyan box around it.
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
Figure 11-13. Nearest Airports Using the MFD.
ALERTS MAP DCLTR
MAP - NA VIGA TION MAP
Figure 11-13. The MFD is another means of viewing the nearest airports.
ALERTS DCLTR
Figure 11-14. Navigating The MFD Page Groups.
Figure 11-14. Page groups. As the FMS outer knob is rotated, the
current page group is indicated by highlighting the specific group
indicator. Notice that the MAP page group is highlighted.
The soft keys and functions are as follows: Scroll through
each section with the cursor, then press enter to accept the
selection.
1. APT. Allows the user access to scroll through the
25 nearest airports. The white arrow indicates which
airport is selected. The INFORMATION window
is slaved to the white arrow. The INFORMATION
window decodes the airport identifier. Scroll through
the 25 airports by turning the outer FMS knob.
2. RNWY. Moves the cursor into the Runways section
and allows the user to scroll through the available
runways at a specific airport that is selected in
conjunction with the APT soft key. A green arrow
indicates additional runways to view.
3. FREQ. Moves the cursor into the Frequencies section
and allows the pilot to highlight and auto-tune the
frequency into the selected standby box.
4. APR. Moves the cursor into the Approach section and
allows the pilot to review approaches and load them
into the flight plan. When the APR soft key is selected,
an additional soft key appears. The LD APR (Load
Approach) soft key must be pressed once the desired
instrument approach procedure has been highlighted.
Once the soft key is pressed, the screen changes to the
PROC Page Group. From this page, the pilot is able to
choose the desired approach, the transition, and choose
the option to activate the approach or just load it into
the flight plan.
Situational Awareness
Situational awareness is not simply a mental picture of
aircraft location; rather, it is an overall assessment of each
element of the environment and how it affects a flight. On
one end of the situational awareness spectrum is a pilot who
RNWY
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
Figure 11-15. Nearest Airport Page Group.
ALERTS MAP APT FREQ APR
NRST - NEAREST AIRPORTS
Figure 11-15. The page group of nearest airports has been selected.
is knowledgeable of every aspect of the flight; consequently,
this pilot’s decision-making is proactive. With good
situational awareness, this pilot is able to make decisions
well ahead of time and evaluate several different options.
On the other end of the situational awareness spectrum is a
pilot who is missing important pieces of the puzzle: “I knew
exactly where I was when I ran out of fuel.” Consequently,
this pilot’s decision-making is reactive. With poor situational
awareness, a pilot lacks a vision of future events and is forced
to make decisions quickly, often with limited options.
During a typical IFR flight, a pilot operates at varying levels
of situational awareness. For example, a pilot may be cruising
to his or her destination with a high level of situational
awareness when ATC issues an unexpected standard terminal
arrival route (STAR). Since the pilot was not expecting the
STAR and is not familiar with it, situational awareness is
lowered. However, after becoming familiar with the STAR
and resuming normal navigation, the pilot returns to a higher
level of situational awareness.
Factors that reduce situational awareness include: distractions,
unusual or unexpected events, complacency, high workload,
unfamiliar situations, and inoperative equipment. In some
situations, a loss of situational awareness may be beyond a
pilot’s control. For example, a pneumatic system failure and
associated loss of the attitude and heading indicators could
cause a pilot to find his or her aircraft in an unusual attitude.
In this situation, established procedures must be used to
regain situational awareness.
Pilots should be alert to a loss of situational awareness
anytime they are in a reactive mindset. To regain situational
awareness, reassess the situation and seek additional
information from other sources, such as the navigation
instruments or ATC.
Traffic Avoidance
EFDs have the capability of displaying transponder-equipped
aircraft on the MFD, as well as the inset map on the PFD.
However, due to the limitations of the systems, not all traffic
is displayed. Some traffic information service (TIS) units
display only eight intruding targets within the service volume.
The normal service volume has altitude limitations of 3,500
feet below the aircraft to 3,500 feet above the aircraft. The
lateral limitation is 7 NM. [Figure 11-17] Pilots unfamiliar
with the limitations of the system may rely on the aural
warnings to alert them to approaching traffic.
In addition to an outside visual scan of traffic, a pilot should
incorporate any traffic information electronically displayed,
such as TIS. This innovation in traffic alerting reinforces and
adds synergy to the ability to see and avoid. However, it is
an aid and not a replacement for the responsibilities of the
RNWY
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
ALERTS MAP APT FREQ APR
NRST - NEAREST AIRPORTS
APT RNWY
APT RNWY APR FREQ
The white arrow
indicates which
airport is selected.
D Airport Runway Frequency Approach
Figure 11-16. The four soft keys at the bottom of the MFD are airport (A), runway (B), frequency (C), and approach (D).
RNWY
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _°T TRK 360°T
ALERTS MAP APT FREQ APR
NRST - NEAREST AIRPORTS
FREQAPT RNWY
Green arrow indicates
additional runways to view.
Figure 11-16b. RNWY – Moves the cursor into the Runways area
and allows the user access to scroll through the available runways
at a specific airport that is selected in conjunction with the APT
soft key.
RNWY
NAV1 108.00 113.00
NAV2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _° TRK 360°
ALERTS MAP APT FREQ APR
RNWY FREQ APR
Figure 11-16c. FREQ – Moves the cursor into the Frequencies
section and allows the pilot to highlight and auto-tune the
frequency into the selected stand-by box.
Standby box
C NRST - NEAREST AIRPORTS
RNWY
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
ALERTS MAP APT FREQ APR
NRST - NEAREST AIRPORTS
RNWY
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _°T TRK 360°T
M BUS E
39.3 VOLTS 0.0
M BATT E
0.0 AMPS 0.0
ELECTRICAL
61.9
10.0
27.4
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
GS 0KT XTK 0.00NM ETE 02:58 ESA 2600FT
WPT - APPROACH LOADING
NORTH UP
FREQ APR
5NM
From this page, the pilot is able to choose the desired
approach, transition, and choose the option to activate
the approach or just load it into the flight plan.
Figure 11-17. The area surrounding the aircraft for coverage
using TIS .
3,500'
3,500'
7 NMI
Figure 11-17. The area surrounding the aircraft for coverage
using TIS.
MODE
MAP WPT AUX NRST
VOLTS 28.1
SATZ AMPS 0
RUDDER TRIM
L R
ELECTRICAL
61.9
10.0
27.4
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
Figure 11-18. Aircrafts MFD when using TIS.
ALERTS
MAP - TRAFFIC MAP
TRAFFIC MODE
OPERA TE
FLAPS
ELEV
TRIM
UP
DN T A OFF SCALE
HDG UP
12NM
6NM
+05 +05
-03
Figure 11-18. A typical display on aircraft MFD when using TIS.
pilot. Systems such as TIS provide a visual representation
of nearby traffic and displays a symbol on the moving map
display with relative information about altitude, vertical
trends, and direction of flight. [Figure 11-18]
It is important to remember that most systems display only a
specific maximum number of targets allowed. Therefore, it
does not mean that the targets displayed are the only aircraft
in the vicinity. The system displays only the closest aircraft.
In addition, the system does not display aircraft that are not
equipped with transponders. The display may not show any
aircraft; however, a Piper Cub with no transponder could be
flying in the area. TIS coverage can be sporadic and is not
available in some areas of the United States. Traffic advisory
software is to be utilized only for increased situational
awareness and not the sole means of traffic avoidance. There is
no substitute for a good visual scan of the surrounding sky.
The following shorthand system is recommended by the
Federal Aviation Administration (FAA). Applicants for the
instrument rating may use any shorthand system, in any
language, which ensures accurate compliance with air traffic
control (ATC) instructions. No shorthand system is required
by regulation and no knowledge of shorthand is required for
the FAA Knowledge Test; however, because of the vital need
for reliable communication between the pilot and controller,
clearance information should be unmistakably clear.
The following symbols and contractions represent words
and phrases frequently used in clearances. Most are used
regularly by ATC personnel. By practicing this shorthand,
omitting the parenthetical words, you will be able to copy
long clearances as fast as they are read.
Example: CAF RH RV V18 40 SQ 0700 DPC 120.4
Cleared as filed, maintain runway heading for radar vector
to Victor 18, climb to 4,000, squawk 0700, departure control
frequency is 120.4.
Words and Phrases Shorthand
Above ..........................................................................ABV
Above (Altitude, Hundreds of Feet) ............................... 70
Adjust speed to 250 knots ......................................... 250 K
Advise .........................................................................ADZ
After (Passing) ..................................................................<
Airway (Designation) ................................................... V26
Airport .............................................................................. A
Alternate Instructions ...................................................... ( )
Altitude 6,000–17,000 .............................................60-170
And ...................................................................................&
Approach ........................................................................AP
Approach Control ........................................................ APC
Area Navigation .......................................................RNAV
Arriving ..............................................................................
At..................................................................................... @
At or Above ....................................................................
At or Below ....................................................................
(ATC) Advises ...............................................................CA
(ATC) Clears or Cleared .................................................. C
(ATC) Requests .............................................................CR
Appendix A
Back Course ...................................................................BC
Bearing ...........................................................................BR
Before (Reaching, Passing) ...............................................>
Below .......................................................................... BLO
Below (Altitude, Hundreds of Feet) ................................ 70
Center .......................................................................... CTR
Clearance Void if Not Off By (Time) .............................v<
Cleared as Filed ........................................................... CAF
Cleared to Airport ............................................................ A
Cleared to Climb/Descend at Pilot’s Discretion ............PD
Cleared to Cross ............................................................... X
Cleared to Depart From the Fix ....................................... D
Cleared to the Fix ..............................................................F
Cleared to Hold and Instructions Issued .......................... H
Cleared to Land .................................................................L
Cleared to the Outer Marker ............................................ O
Climb to (Altitude, Hundreds of Feet) ........................... 70
Contact Approach ..........................................................CT
Contact (Denver) Approach Control ............................(den
Contact (Denver) Center ............................................(DEN
Course ..........................................................................CRS
Cross ................................................................................ X
Cruise .............................................................................
Delay Indefinite ............................................................ DLI
Depart (Direction, if Specified) ................................ T ( )
Departure Control ....................................................... DPC
Descend To (Altitude, Hundreds of Feet) ...................... 70
Direct ..............................................................................DR
Direction (Bound)
Eastbound ...................................................................EB
Westbound .................................................................WB
Northbound .................................................................NB
Southbound ................................................................. SB
Inbound ........................................................................ IB
Outbound ....................................................................OB
DME Fix (Mile) ............................................................
Each ................................................................................EA
Enter Control Area .......................................................
Estimated Time of Arrival .......................................... ETA
Expect ............................................................................EX
Expect-Further-Clearance ............................................EFC
Clearance Shorthand
Fan Marker .................................................................... FM
Final ..................................................................................F
Final Approach ...............................................................FA
Flight Level .................................................................... FL
Flight Planned Route....................................................FPR
For Further Clearance ..................................................FFC
For Further Headings ...................................................FFH
From .............................................................................. FM
Ground ....................................................................... GND
GPS Approach .............................................................GPS
Heading ...................................................................... HDG
Hold (Direction) .......................................................... H-W
Holding Pattern ............................................................
ILS Approach ................................................................ ILS
Increase Speed 30 Knots ...........................................+30 K
Initial Approach .................................................................I
Instrument Departure Procedure ....................................DP
Intersection .................................................................... XN
Join or Intercept Airway/Jet Route/Track or Course ........
Left Turn After Takeoff ...................................................
Locator Outer Marker ................................................ LOM
Magnetic ..........................................................................M
Maintain ........................................................................
Maintain VFR Conditions On Top ............................. VFR
Middle Compass Locator .............................................. ML
Middle Marker .............................................................MM
Missed Approach ..........................................................MA
Nondirectional Beacon Approach ...............................NDB
Out of (Leave) Control Area ........................................
Outer Marker .................................................................OM
Over (Station) ..............................................................OKC
On Course ......................................................................OC
Precision Approach Radar .......................................... PAR
Procedure Turn ............................................................... PT
Radar Vector ..................................................................RV
Radial (080° Radial) .................................................. 080R
Reduce Speed 20 Knots .............................................-20 K
Remain This Frequency ...............................................RTF
Remain Well to Left Side .............................................. LS
Remain Well to Right Side ............................................ RS
Report Crossing .............................................................RX
Report Departing ............................................................RD
Report Leaving ...............................................................RL
Report on Course .....................................................R-CRS
Report Over ....................................................................RO
Report Passing ............................................................... RP
Report Reaching .............................................................RR
Report Starting Procedure Turn .................................RSPT
Reverse Course ..............................................................RC
Right Turn After Takeoff .................................................
Runway Heading ............................................................RH
Runway (Number) .....................................................RY18
Squawk ...........................................................................SQ
Standby .....................................................................STBY
Straight-in Approach ........................................................SI
Surveillance Radar Approach ..................................... ASR
Takeoff (Direction) ...................................................T N
Tower ................................................................................Z
Turn Left ........................................................................ TL
Turn Right ......................................................................TR
Until .................................................................................../
Until Advised (By) ........................................................ UA
Until Further Advised ................................................. UFA
VFR Conditions On Top ..............................................OTP
Via ................................................................................VIA
Victor (Airway Number) .............................................. V14
Visual Approach ........................................................... VA
VOR ..............................................................................
VOR Approach ..............................................................VR
VORTAC ......................................................................
While in Control Area ..................................................