FAA Safety Briefing — November/December 2017

FAA Safety Briefing is the FAA safety policy voice of non-commercial general aviation.

The November/December 2017 “Sim City” issue of FAA Safety Briefing explores the exciting world of flight simulation technology and its evolving impact on aviation safety.

Feature articles focus on the many flight simulation options now available to pilots, as well as how simulation can improve efficiency, efficacy, and overall flight safety.

Features

7 In Celebration of Simulation Improving Flight Safety One Byte at a Time by Susan Parson 9 The A to Z of ATDs Sorting the Lot of Flight Simulation Devices by Tom Hoffmann 14 Link Trainer to Desktop to Redbird The Evolving Role of Flight Simulation by William E. Dubois

18 Navigation Know-How Using Simulation to Try It Before You Fly It 7

by Susan Parson 20 Do You Suffer from Push-to-Talk Phobia? Improve Your Aviation Communication with Virtual Reality by Jennifer Caron 23 A Virtual Plan for the Real World How Simulation Can Help You Mitigate Risk by James Williams 26 The Future is Now Flight Standards Service Realigns by John Duncan

Departments

1 Jumpseat – an executive policy perspective 2 ATIS – GA news and current events 5 Aeromedical Advisory – a checkup on all things aeromedical 17 Checklist – FAA resources and safety reminders 28 Nuts, Bolts, and Electrons – GA maintenance issues 29 Angle of Attack – GA safety strategies 30 Vertically Speaking – safety issues for rotorcraft pilots 31 Flight Forum – letters from the Safety Briefing mailbag 32 Postflight – an editor’s perspective Inside back cover FAA Faces – FAA employee profile

JOHN DUNC A N E X ECU T I V E DIREC TOR, F L IGH T S TA NDA RDS SER V ICE

Jumpseat

The Leading Edge

During this year’s EAA AirVenture in Oshkosh, Final Five I marked the milestone of more than 50 years since The Remora System prevailed, but the rest of my first solo. I made that flight in a very basic air - the final five also presented concept technologies plane. I still like flying that way in my Titan Tornado relevant to this issue’s focus area: LSA, but just a glance around the grounds of events Second prize winner Andy Meyer’s Aural Cuing like AirVenture illustrates how much the aviation System seeks to prevent loss of control events by training world has changed. Even the most basic using a small box to provide aural cues that, as the airplane might have some fairly sophisticated avion - name suggests, change as the aircraft approaches ics. In addition, flyers now have access to equally attitudes that could lead to loss of control. The Aural sophisticated training tools and technologies. As the Cuing System works from a small box that can be magazine team discusses in this “Sim City” issue of mounted anywhere in an aircraft.

FAA Safety Briefing , these include a variety of simula - The Solar Pilot Guard developed by ex-astronaut tion and “augmented reality” options that, if used Mike Foale got third place. Using a wing-mounted correctly, can accelerate the overall training and device, the Solar Pilot Guard sends differential pres - learning process — especially the acquisition of criti - sure measurements to a neural network processor cal skills like risk management.

specifically programmed to the aircraft type. This form of artificial intelligence “understands” the air - Augmented Reality craft’s energy states and gives the human pilot voice Effective risk management requires situational cues to help prevent loss of control.

awareness and, thanks to the winners of the 2017 Fourth place went to the Buzz Ball concept tech - EAA Founder’s Innovation Prize competition, GA nology developed by Ethan Brodsky. In this concept, pilots may soon have access to a terrific new aug - the pilot gets tactile (buzzing) seat feedback from mented reality (AR) tool. (If you’re not yet familiar a sensor and processor package that can identify with that term, AR uses technology to superimpose uncoordinated flight. The Buzz Ball gives left or right a computer-generated image on the user’s view seat feedback to prompt correct pilot action.

of the real world, thus creating a composite — or Though more traditional in approach, fifth place “augmented reality” — image.) A team comprised winner Henry Vos’ How Not to Fly proposal would of northern Virginia high school students Thomas modify the airspeed indicator display to help the Baron, Justin Zhou, and Max Lord developed an pilot avoid flying in the caution (yellow arc) or red AR technology concept that uses a wing-mounted (never exceed) regimes.

sensor pod to transmit airspeed and angle of attack on a head-mounted display. Called the “Remora We All Win System,” this display enables the pilot to continu - It was a privilege to see these innovative tech - ously monitor these important values at all times, nologies and meet some of the final five inventors at and without looking at the panel during critical AirVenture. While they are all deserving winners, I phases of flight.

have to conclude that such developments — as well Remora started as a high school class project, as those still to come through this competition and building from Thomas Baron’s experience as a stu - the new part 23 regulations — make us all winners in dent pilot with precise airspeed standards instilled the safety realm. Congratulations to this year’s win - by his ex-Navy pilot father. With advice from last ners for their leading edge contributions to aviation year’s EAA Founder’s Innovation Prize winner, the safety.ch developments — as well as those still to Remora System team made their first visit to Osh - come through this competition and the new part 23 kosh as one of five finalists selected from more than regulations — make us all winners in the safety realm.

70 submissions. Each team in the finals had ten min - Congratulations to this year’s winners for their leading utes to present its concept to a distinguished panel edge contributions to aviation safety.

of judges, who followed up with five minutes of chal - lenging questions.

November/December 2017 FAA Safety Briefing 1

ATIS AV I AT ION NE WS ROUNDUP

reasons for their decisions, will identify whether VFR ‘Not Recommended’ Research Underway there are ways to make the VNR statement more FAA’s weather technology in the cockpit objective and thus enhance its safety benefits.

researchers are currently evaluating Visual Flight Also, as part of the move to self-assisted flight Rules (VFR) not recommended — or VNR for short services, understanding how each group arrived at — in order to make the statement more effective for the VNR decision may enable automation to better pilots. The VNR statement is an advisory that flight support VNR decisions and deter pilots from flying service station specialists use during weather brief - into risky conditions in the future.

ings when the forecast includes weather phenomena that may prevent visual flight conditions.

The goal is to make VNR more objective, descrip - tive, and standardized to provide pilots with justifica - tion for the statement. According to a recent AOPA survey, 68 percent of pilots believe it would be helpful to receive a VNR statement with a web briefing.

The objectives of this study are to determine: • How a pilot and specialist assess the VNR status; • How a VNR statement from a specialist affects a pilot’s decision; and, NTSB Forum: Runway Incursion Safety • How the provision of the flight category (see Issues, Prevention, and Mitigation chart) affects a pilot’s decision.

There are over 50 million IFR/VFR takeoffs and The test plan involves pilots, meteorological landings every year in the National Airspace System experts, and weather briefing specialists. The subject (NAS). For the most part, each is conducted with the matter experts will establish the correct responses high level of safety and efficiency that has become to a series of adverse weather scenarios using basic synonymous with operations in the NAS. Every once weather information, and present it to the test group.

in a while, however, those operations can creep a Participants will then use a checklist to select items little bit too close to one another and possibly that contributed to their flight category decision. If interfere with the safe execution of a flight or land - VNR, participants will indicate how confident they ing. When this happens on the ground, it is typically are of their decision using a scale of low, medium, or the result of a runway incursion (RI), which is the high. The specialist and pilot decisions, along with incorrect presence of an aircraft, vehicle, or person CATEGORY CEILING VISIBILITY Visual Flight Rules greater than 3,000 feet AGL and greater than 5 miles VFR (green sky symbol) Marginal Visual Flight Rules 1,000 to 3,000 feet AGL and/or 3 to 5 miles MVFR (blue sky symbol) Instrument Flight Rules 500 to below 1,000 feet AGL and/or 1 mile to less than 3 miles IFR (red sky symbol) Low Instrument Flight Rules below 500 feet AGL and/or less than 1 mile LIFR (magenta sky symbol) Explanation of VFR/IFR flight category conditions 2 FAA Safety Briefing November/December 2017 on the protected area of a surface designated for the reducing costs for the aviation industry.

landing and takeoff of aircraft. With these performance-based standards, the After trending steadily downwards throughout FAA delivers on its promise to implement forward- the early 2000s, the yearly RI rate has gone stagnant looking, flexible rules that encourage innovation.

with the NAS averaging around 2,000 RIs a year, Specifically, the new 14 CFR part 23 revolutionizes over the last six years. Sixty-eight percent of all RIs standards for airplanes weighing 19,000 pounds or are pilot deviations and of those, 80 percent involve less and with 19 or fewer passenger seats by replac - GA aircraft. In order to remain proactive and gain ing prescriptive requirements with performance- insight into why progress has slowed, the NTSB held based standards coupled with consensus-based an informal forum in last September. The forum compliance methods for specific designs and tech - was specifically designed to discuss the underly - nologies. The rule also adds new certification stan - ing issues surrounding runway incursions. Subject dards to address GA loss of control accidents and matter experts from the FAA, AOPA, the Air Line in-flight icing conditions.

Pilots Association International (ALPA), individual The new part 23 also promotes regulatory har - airline Aviation Safety Action Program (ASAP) man - monization among the FAA’s foreign partners. This agers, EUROCONTROL, NASA, and various interna - harmonization may help minimize certification costs tional airports authorities were brought together to for airplane and engine manufacturers, and opera - exchange ideas and establish new collaborations. tors of affected equipment, who want to certify their For more information and to view a recorded products for the global market.

webcast of the forum, check out ntsb.gov/news/ events/Pages/2017-ri-FRM.aspx. Content will be Safety Alert Highlights Incorrect Airport Sur - held in an archive for up to three months post forum.

face Approach and Landings On August 18, the FAA issued a Safety Alert for New Certification Rule for Small Airplanes Operators (SAFO) that highlights the importance of Becomes Effective employing best practices for successful approaches The final rule overhauling airworthiness stan - and landings to the correct airport and runway. The dards for general aviation (GA) airplanes officially SAFO referenced an incident that occurred last July went into effect on August 30. This rule is expected at San Francisco International Airport where a com - to enable faster installation of innovative, safety- mercial airliner mistakenly lined up for approach enhancing technologies into small airplanes, while on a taxiway and overflew other airliners that were

Safety Enhancement Topics

November: Engine Maintenance & Performance December: FADEC Understanding the scope and safety benefits of Understanding the benefits of equipping with a Flight Data Monitoring (FDM) tools. Full Authority Digital Engine Control.

Please visit www.faa.gov/news/safety_briefing for more information on these and other topics.

FAA Safety Briefing 3 November/December 2017 awaiting takeoff clearance. Although SAFO 17010 addresses some mitigations specific to air carrier flight crews, there are several key takeaways for GA pilots as well.

The SAFO covers five main focus areas to help U.S. Department you improve safety: keeping a stabilized approach, of Transportation proper use of technology, crew resource manage - Federal Aviation ment, utilizing all available resources, and being Administration ready for a go-around. The SAFO stresses pilots review airport diagrams and Notices to Airmen ISSN: 1057-9648 FAA Safety Briefing (NOTAMs) as well as use approach navigational aids November/December 2017 under both VMC and IMC conditions. To view the Volume 57/Number 6 SAFO, go to go.usa.gov/xRFn5.

Elaine L. Chao Secretary of Transportation Michael P. Huerta Administrator Ali Bahrami Associate Administrator for Aviation Safety NTSB Does Not Recommend Flying on Empty John Duncan Executive Director, Flight Standards Service Better fuel management by aviators could pre - Susan Parson Editor Tom Hoffmann Managing Editor vent an average of 50 GA accidents a year, according James Williams Associate Editor / Photo Editor to the NTSB’s safety alert, ‘Flying on Empty,’ issued Jennifer Caron Assistant Editor last August. Within the category of fuel-related acci - Paul Cianciolo Assistant Editor Alan Wallace Art Director dents, fuel exhaustion and fuel starvation continue Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, pro - to be leading causes. From 2011 to 2015, an average motes aviation safety by discussing current technical, regulatory, and procedural of more than 50 accidents per year occurred due to aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or infor - fuel management issues. Fuel exhaustion (running mational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy out of gas) accounted for 56 percent of fuel-related of those involved.

accidents while fuel starvation (where gas is present, The FAA does not officially endorse any goods, services, materials, or products of but doesn’t reach the engine) was responsible for 35 manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective percent of these accidents.

owners. All rights reserved.

Running out of fuel or starving an engine of fuel The Office of Management and Budget has approved the use of public funds for printing FAA Safety Briefing .

are highly preventable. An overwhelming majority of NTSB investigations of fuel management accidents CONTACT INFORMATION (95 percent) cited personnel issues such as use of The magazine is available on the Internet at: equipment, planning, or experience in the type of http://www.faa.gov/news/safety_briefing aircraft being flown as causal or contributing to Comments or questions should be directed to the staff by: fuel exhaustion or starvation accidents. Equipment ● ● Emailing: SafetyBriefing@faa.gov issues contributed to just five percent of fuel man - ● ● Writing: Editor, FAA Safety Briefing , Federal Aviation Administration, agement accidents.

AFS-920, 800 Independence Avenue, SW, Washington, DC 20591 The NTSB safety alert, available at ● ● Calling: (202) 267-1100 1.usagov/2xS5yCP, highlights several investigations ● ● relating to fuel exhaustion and starvation and offers Twitter: @FAASafetyBrief several preventive measures pilots can take.

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4 FAA Safety Briefing November/December 2017

MICH A E L BE R R Y, M .D.

F EDE R A L A IR SURGEON

Aeromedical Advisory

The Limits of Simulation

In these pages, we explain the virtues and would be virtually impossible.

limitations of simulator training. Simulators are This issue leads to problem two, novelty. In order profoundly valuable when it comes to training and to best test the brain’s executive functions, you need certificating airmen for flying abilities. So why don’t novel scenarios. Anyone who has experienced more we allow them for the assessment of neurocognitive than a few simulator checks would probably agree impairments that can accompany conditions like that the scenarios presented in the simulator are traumatic brain injury, stroke, Transient Ischemic not exactly novel. Even assuming we could create a Attack (TIA), ADHD/ADD, substance abuse/depen - novel simulator check, we would then need to collect dence, and depression/SSRI medication use? That normative data regarding each scenario. The novelty question and many other neurology policy ques - of the scenario would likely be short lived, because tions prompted a meeting of the FAA’s neurologist pilots quickly get “the gouge” consultants to review and update the FAA’s medical and test validity would soon Even the best multi-million dollar certification policy regarding many neurologic con - evaporate. There are other issues simulators are still poor instruments to ditions. Participants also pondered whether brain that also disqualify simulators for measure subtle cognitive impairment imaging and a neurological clinical exam, along with medical evaluation, but these are in a pilot.

a simulator evaluation, would be sufficient to detect two of the most difficult ones.

significant neurocognitive deficits.

What Does Work?

In both cases, the answer was no.

As Dr. Front noted, research has clearly identi - Why Sims Don’t Work fied the neurocognitive functions most closely It’s not that we don’t see the value of simulators. aligned with flight performance. During the 1980s, It’s just that even the best multi-million dollar simu - the FAA contracted for the development of a special - lators are still poor instruments to measure subtle ized test to measure these functions. The result was cognitive impairment in a pilot. One of our experts, CogScreen-Aeromedical Edition (CogScreen-AE), a Chris Front, Psy.D., is an aerospace clinical psychol - computer-administered test that assesses elements ogist and GA pilot who has examined this issue. The such as attention, memory, visual-perceptual func - research is quite clear that specific functions of the tions, sequencing functions, logical problem solving/ brain are critical to pilot performance. These include executive functions, psychomotor speed and coor - perceptual-motor abilities, spatial abilities, process - dination, and simultaneous information processing ing speed, and in particular, “executive functions” abilities. CogScreen-AE is also “normed” on pilots such as logical and flexible problem-solving, atten - (large commercial airline, and regional carrier) tional skills, working memory, sequencing abilities, rather than the general population.

and so forth. These factors are very predictive of pilot In testing against Flight Data Recorder (FDR) performance in general and in determining what, if data overseas (where the laws allow such research), any, deficits exist in an individual airman. CogScreen-AE was determined to be highly predic - So how do flight simulators do in isolating and tive of airline pilot performance. It has also been testing executive functions? Not well, and the prob - shown to be highly effective in detecting neurocog - lems can’t be solved by simply improving simulator nitive deficits that could impact flight safety. In 2013, fidelity. The first, and largest, problem is data. In the FAA added GA pilot normative data (meaning order to have a valid test, we need what’s called that individual performance can also be measured normative data. Normative data is used to show against that of other GA pilots).

what performance to expect from the population so While simulation is an exceptional tool for train - we have a measuring stick against which to evaluate ing purposes, the bottom line is that neuropsycho - the people we are testing. To determine whether logical assessment that includes CogScreen-AE is a there is a deficit, you must first define what a far better tool for determining a pilot’s Aeromedical normal reading is. To have a valid simulator test for fitness status.

a neurocognitive deficit, therefore, we would need normative data for every simulator we would want to use. Compiling and maintaining such a database November/December 2017 FAA Safety Briefing 5 6 FAA Safety Briefing November/December 2017

S U S A N PA R S O N

I N C E L E B R A T I O N

O F S I M U L A T I O N

Improving Flight Safety One Byte at a Time

Photo by Tom Hoffmann n his 2008 book, “ Outliers: The Story of Success," Here’s the overview: author Malcolm Gladwell posits that one thing Certification

I high achievers in any field have in common is

Air carrier pilots have long been able to use adherence to the so-called 10,000-hour rule. Based sophisticated full-motion simulators for training, on a study by Florida State University professor certification, and checking in commercial airliners of Anders Ericsson, this “rule” holds that success in all sizes. Indeed, many passengers might be aston - a given activity is based not so much on talent, but ished to know that they are flying — safely — during rather on lots of practice.

a fully-qualified pilot’s first It would be wonderful if we could all log 10,000 time at the controls of the real Today’s simulation technologies provide hours of actual flight time, but that’s probably not airplane.

feasible for those who fly for recreation or personal a myriad of low-cost opportunities — That level of simulation transportation. However much we might want everything from smartphone apps to capability and credit is not to, most GA pilots have neither the time nor the motion-capable training devices — for GA yet available to pilots training resources for that level of activity.

pilots and mechanics to strengthen their for certification in typical GA Enter the simulation option.

knowledge and skills.

aircraft. Still, today’s aviation The air carrier world’s long and well-docu - training devices (ATDs) offer many opportunities to mented use of simulation for training and checking learn basic and advanced skills and earn log-able clearly demonstrates both the benefits and the value time in an effective and cost-efficient way.

of this approach. Fortunately for all of us, today’s simulation technologies provide a myriad of low- Aviation cost opportunities — everything from smartphone In both the VFR and IFR operating environ - apps to motion-capable training devices — for GA ments, aviation is very procedure-oriented. Whether pilots and mechanics to strengthen their knowledge for learning the basic skills and procedures you need and skills.

to master for a new airplane or simply getting more To that end, we devote this “Sim City” issue of practice with those you already use, simulation tech - the FAA Safety Briefing magazine to raising aware - nologies can help you maintain and even enhance ness of the range of simulation options, and explain - your ability to aviate — that is, maintain precise con - ing how you can use them to enhance both training trol of attitude, altitude, and airspeed.

and the “in real life” flying you do after certification.

November/December 2017 FAA Safety Briefing 7 maintaining the procedures and skills needed to suc - Navigation cessfully handle inflight emergencies. Using simula - With an ever-expanding range of airborne navi - tion for risk management — i.e., identifying hazards, gation technologies, handheld and desktop simula - assessing the level of risk, and developing mitigation tion products can help you safely learn both the measures — can also help you prevent actual emer - mechanical “knobology” and the content organiza - gencies.

tional scheme of your major moving map navigator.

In addition to the many real benefits it offers, We’ll also take a look at how simulation can allow simulation can be downright fun: it lets you experi - you to practice flying planned routes and procedures ence events you can’t feasibly or safely do in the long before you line up on the departure runway.

actual airplane, and it keeps you immersed in our Communication collective favorite subject regardless of weather or While it may be an exaggeration to say that aircraft availability.

pilots fear the microphone more than anything else, So join us in this journey through Sim City.

the jargon-rich chatter and patter of aviation can Read on!

be intimidating not only to newcomers, but also to veteran pilots unaccustomed to the rapid-fire pace of ATC communication. Happily, pilots can use a number of simulation options both to master the Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of fundamentals and foster fluency in “AviationSpeak.” FAA Safety Briefing. She is an active general aviation pilot and flight instructor.

Mitigation NAVIGATE Perhaps the best-known use of simulation technologies is in safely acquiring, perfecting, and

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8 FAA Safety Briefing

CERTIFICATE Photo by Tom Hoffmann

Sorting the Lot of Flight

Simulation Devices

B Y T O M H O F F M A N N hether you’re a baby-boomer aviator or a years. In addition to providing some welcome flex - millennial pilot-in-training, chances are ibility on training allowances towards certification, W you’ve spent some quality time at flight level revisions have introduced us to a new and more “0” learning how to be a better pilot. I’m referring to logical lexicon for categorizing these flight training flight simulation devices which, from the very dawn devices.

of aviation, have been instrumental in helping pilots While the news is generally good for those hone their flying skills, practice the impracticable, seeking to rely more on their aircraft’s “electronic and attain an intimate familiarity with their aircraft twin” for gaining experience and training credit; the — all without the high costs or risks associated with options, features, and corresponding limitations for flying. The benefits are undeniable, which is why the these ground trainers do require some attention to FAA is working to help more airmen benefit from this ensure you’re getting the most out of what they can safety enhancing technology. Look no further than offer. The following are some tips to help you navi - the FAA’s revised regulations on the topic in recent gate the world of “Sim City.” FAA Safety Briefing 9 November/December 2017 fixed wing devices, while Level 7 applies to helicop - Simulation Classification ters. Incidentally, Levels 1 through 3 apply to older The FAA categorizes aviation ground trainers devices that are either no longer supported, grand - into three main categories: full flight simulators , fathered, or were recategorized elsewhere (some flight training devices , and aviation training devices .

become ATDs, which we’ll cover next).

This article will focus on the latter category, as Please note that Full Flight Simulators and they are the most directly applicable to the general FTDs (collectively called Flight Simulation Training aviation training environment. However, having a Devices – FSTDs) come under the guidance, evalu - general understanding of the former two categories ation, and approval of the FAA’s National Simulator is also important to have a more complete picture of Program (NSP) in Atlanta and are regulated under 14 the role of flight simulation training, especially if you CFR part 60, Flight Simulation Training Device Initial plan to pursue more advanced training or have your and Continuing Qualification and Use . For more on eye on getting a type rating.

the NSP, see the article “Better than Real” on page 20 of the Sep/Oct 2011 issue of FAA Safety Briefing at FFS: We’ll start first with the heavy hitters: flight go.usa.gov/xRt5g.

simulators — or more accurately — full flight simula - tors (FFS). These more capable (and more expen - The Next Generation of ATDs sive) training devices are required to have motion That brings us to our final category, the Aviation and visual capabilities. FFSs are sub-categorized into Training Device or ATD, which is by far the most four levels, A through D, with Level D being the most common option for GA flight training. In 2008, the sophisticated and having the most requirements, FAA adopted Advisory Circular (AC) 61-136, FAA including six degrees of motion and realistic cockpit Approval of Aviation Training Devices and Their Use sounds. All levels of FFSs are objectively evaluated for Training and Experience , which helped reclas - against airplane specific validation data (typically sify and redefine standards for what were previ - aircraft flight test data) to ensure that the FFS’s aero - ously Level 1-3 FTDs and personal computer ATDs dynamics, flight controls characteristics, and ground (PCATDs). The AC did so by introducing two new handling characteristics represent a specific make, terms, the Basic ATD (BATD) and the Advanced ATD model, and series of aircraft. An FFS is often a “type” (AATD), along with providing corresponding perfor - specific platform. It’s because of this that pilots can mance standards and user guidelines. The AC also use a FFS to earn a type-rating without flying the describes that policy and approvals for ATDs resides actual aircraft. Many FAA-approved part 142 train - with the FAA’s General Aviation and Commercial ing centers use FFSs to train professional pilots for Division and provides a clear outline of how these type ratings and to deliver the recurrency training devices are to be evaluated and approved.

required by regulation and insurance companies.

BATD: But let’s start by first understanding the dif - FTD: The next category is flight training devices, or ference between BATDs and AATDs. Though similar FTDs. These devices are designed to represent a spe - to a PCATD, a BATD generally has more enhanced cific aircraft configuration and, depending upon the hardware and software features that allow the FAA FTD’s qualification level, may include an enclosed to authorize it for certain training and proficiency cockpit and realistic visual references. They are not “credits.” These credits are limited to private pilot always motion capable, but are sophisticated enough certification as well as instrument rating and currency to provide training in preparation for commercial and airline transport pilot certificates, as well as other ratings. You can find specifics on these allow - ances in figure 1, page 12.

FTDs are very popular with aviation-oriented universities and colleges. The airline industry also uses these devices extensively to train new hires or provide for upgrades (First Officer to Captain) and transition training (e.g., B-737 to B-747 aircraft), or for recurrency training. FTDs are sub-categorized into Levels 4 through 7. Levels 4, 5, and 6 apply to Basic Aviation Training Device (BATD) 10 FAA Safety Briefing November/December 2017 requirements. However, please note that a BATD horsepower needed to While the news is generally good for those cannot be use for an Instrument Proficiency Check meet these demands.

wanting to rely more on their aircraft’s (IPC). (See figure 1 for details on credit allowances) Appendix 2 of the now revised AC 61-136A con - AATD: As its name “electronic twin” for gaining experience tains all of the specific design criteria needed for implies, you’ll notice and training credit, the options, features, a BATD to be approved for use. For example, with that there are higher and corresponding limitations for these regard to airplane control requirements, BATDs standards for Advanced ground trainers do require some attention to must include: ATDs, along with ensure you’re getting the most out of what design criteria that • A self-centering displacement yoke or control they can offer.

call for a more realistic stick that allows continuous adjustment of aircraft look-and-feel.

pitch and bank.

First off, an AATD must meet all BATD-approval • Self-centering rudder pedals that allow criteria, as well as incorporate additional features continuous adjustment of yaw and and systems fidelity that significantly exceed that corresponding reaction in heading and roll.

of a BATD. Among those provisions include incor - • Throttle or power control(s) that allows porating ergonomics “representative” of a category continuous movement from idle to full-power and class of aircraft flight deck, a GPS system with settings and corresponding changes in pitch moving map display, a two-axis autopilot (if stan - and yaw, as applicable.

dard equipment), an independent visual system • Mixture/condition, propeller, and throttle/ capable of rendering realistic VFR and IFR condi - power control(s) as applicable to the aircraft tions, a separate instructor station, and the ability represented.

to simulate all emergency procedures that have a checklist in the POH or flight manual.

• Controls for certain items that are applicable to the category and class of aircraft represented, like wing and cowl flaps, gear handle, pitch trim, etc.

In addition, pilots must be able to see, feel, and operate the controls for all the previously mentioned equipment in the same manner as they would in the actual aircraft, including the switches and indicators on the instrument panel. Control input responses must also be similar to real-life and are not allowed to appear to lag in any way. If the BATD is using elec - tronic displays, it must render images that are clearly Advanced Aviation Training Device (AATD) legible and don’t appear to jump or lag relative to a AC 61-136A contains a complete list of the control input.

additional criteria for an approved AATD. These In a nutshell, then, all displays and controls in enhanced features allow the FAA to authorize an the BATD must reflect the dynamic behavior of an AATD for training and proficiency “credits” toward actual aircraft. For example, if you change the flap the private pilot, commercial, flight instructor, and setting, or the cyclic control, the appropriate changes airline transport pilot (ATP) certificate, as well as the in flight dynamics must be registered and reflected instrument rating and instrument proficiency check.

on all of the applicable displays and indicators in (See figure 1 for details on credit allowances) the BATD similar to how that actual aircraft would respond. Even the aircraft performance parameters Approved for Use (e.g., cruise speed, stall speed, max climb rate, etc.,) It’s important to note that before a pilot can use must be comparable to the representative aircraft.

an ATD for flight training credit, specific to a certifi - It may seem like a tall order to meet these require - cate or rating, the device must first be issued an FAA ments, but the good news is that today’s high-end letter of authorization (LOA). LOAs are valid for five and relatively low-cost computer options are usu - years and specify the amount of credit a pilot may ally more than capable of providing the processing earn for training and experience requirements. This FAA Safety Briefing 11 November/December 2017

Figure 1 - Simulation Training Allowance Chart

Simulation Training Allowance Chart

BATD AATD FTD

FFS

Basic Advanced Flight Allowances Full Flight Aviation Aviation Training Under Simulator Training Training Device 14 CFR Device Device Maximum Credit for Minimum Requirements Part 61 2.5 hrs 2.5 hrs 2.5 hrs 2.5 hrs Private Pilot Certificate Part 141 5.25 hrs 5.25 hrs 7 hrs 7 hrs Part 61 10 hrs 20 hrs 20 hrs 20 hrs Instrument Rating Part 141 8.75 hrs 14 hrs 14 hrs 17.5 hrs Part 61 20 hrs 20 hrs 20 hrs 20 hrs Combined Private Pilot Certificate & Instrument Rating Part 141 17.5 hrs 17.5 hrs 17.5 hrs 24.5 hrs Part 61 50 hrs 50 hrs 50 hrs Commercial Pilot Certificate Part 141 24 hrs 24 hrs 36 hrs Part 61 Flight Instructor Certificate Part 141 1.25 hrs 1.25 hrs 2.5 hrs Part 61 Instrument Flight Instructor Certificate Part 141 0.75 hrs 0.75 hrs 1.5 hrs Part 61 25 hrs 25 hrs 25 hrs Airline Transport Pilot Certificate Part 141 6.25 hrs 6.25 hrs 12.5 hrs NOTES: 1. This chart excludes training center allowances under 14 CFR part 142.

2. The hours specified in the chart for 14 CFR part 141 pilot schools have been converted from percentages relative to the minimum experience requirements specified in the regulations.

3. Some ATD allowances are provided as part of the required letter of authorization (LOA). See 14 CFR section 61.4 (c).

is important because the regulations do not specifi - site operational evaluation of the device. If the ATD cally address airplane ATD allowances for all pilot passes, the FAA will issue the LOA and an approved certification requirements. The LOA will provide for QAG to the manufacturer. If a manufacturer later this. (See 14 CFR section 61.4 (c)) modifies an approved ATD, a revised QAG must be To receive this LOA, all ATDs must go through resubmitted for approval.

a rigorous approval process. It starts with develop - Regulatory Relief ing what’s known as an approved Qualification and Recognizing that technology continues to evolve Approval Guide or QAG. This QAG document serves and improve, the FAA is constantly on the lookout for as the basis for approval and includes a detailed ways to permit increased usage of ATDs in GA pilot description of all components, functions, capabilities, training. Just last year a regulation change increased and possible configurations for the training device.

the maximum time that may be credited in an ATD A manufacturer requesting an ATD approval toward experience requirements for an instrument will send this QAG along with a request letter to the rating under part 61 (20 hours for AATD and 10 for FAA. If both are found acceptable and pass an initial BATD) and provided an allowance of 25 percent and audit, the FAA will then schedule and conduct an on- 12 FAA Safety Briefing November/December 2017 40 percent of creditable time for BATDs and AATDs and other difficult maneuvers that are risky to respectively toward an instrument rating under part accomplish in the aircraft. Additionally, when a stu - 141. This revision also eliminated the need to wear a dent is struggling with a particular concept or task, view-limiting device when logging instrument time in flight instructors in an ATD have the unique ability to an ATD. hit the pause button, reset the trainer for the proce - With another new rulemaking effort in the works, dure or task, and provide extra guidance and encour - expected in December 2017, the FAA proposes to agement which is difficult to do in the confines of a allow pilots to accomplish instrument currency pilot noisy, crowded, and busy aircraft.” time in a FFS, FTD, or ATD without an instructor The Future of Flight Simulation present to verify the time, as well as allow ATD time As with all things in aviation, change is inevi - to accomplish instrument currency requirements to table, and the ATD arena is hardly an exception be identical to the tasks and requirements described to that rule. “One of the features I’m most excited for an aircraft, FFS, or FTD. Currently, pilots using about — and which has shown significant improve - an ATD to accomplish IFR experience (currency) ment in recent years — is with cockpit visuals,” says requirements must perform additional tasks and must Bernard. “The visuals in today’s ATDs have never log three hours of time in addition to performing six been so good. They really put you in the zone of approaches, holds, and intercepts within the previous actually flying in the aircraft.” two months before a flight as required under 14 CFR Another up-and-coming area for ATD and section 61.57 (c)(3). To see the proposed rule, go to FSTD technology is virtual reality, boasting much go.usa.gov/xRt5Q.

broader visuals and 3-D imaging. Evidence of VR’s “These changes are designed to help pilots save growing popularity can be found at events like time and money, as well as take advantage of the FlightSimCon, which at this year’s convention in unique training opportunities ATDs can offer,” says Hartford, Conn., touted several trainers using VR Marcel Bernard, an FAA aviation safety inspector with goggles. While integrating VR technology into an the General Aviation and Commercial Division and approved ATD is still a ways off, its potential is the ATD National Program Manager. But Bernard extremely exciting for the industry.

is quick to point out that there is no prohibition on Whether you’re an aviation novice, or experi - additional use of these devices for training. “What few enced veteran, here’s the bottom line: Using aviation people realize is that although the maximum hours training devices is effective, efficient, and provides credited towards your certificate total is fixed, logging pilots and instructors with a superior learning and additional hours may in fact assist you with being training environment. But more importantly, these more prepared for the aircraft portion of your training, instruments are proving themselves to be true cata - and potentially allow you to finish closer to the actual lysts for a safer NAS.

minimum flight hours specified in the regulations for If you have questions on ATD regulations, policy, a particular certificate or rating.” or guidance, or if you seek to incorporate an ATD into To help illustrate this point, let’s say you need 35 your flight training program, please read AC 61-136A hours of flight training under a part 141 school to get and, as needed, contact your local Flight Standards a private pilot certificate. You can get credit for 5.25 of Office for further assistance.

those 35 hours in a BATD. But let’s say you go beyond that. Maybe you even log 35 hours in the BATD. That might seem like a lot, but that extra time in a lower cost ground trainer may actually help you stay on Tom Hoffmann is the managing editor of FAA Safety Briefing. He is a target with the remaining 29.75 flight hours required.

commercial pilot and holds an A&P certificate.

So even if you wound up having 35 hours of aircraft time and 35 hours of BATD time, that’s still way less total flight time (and cost) than what the average stu - Learn More dent pilot acquires while pursuing a private certificate FAA Advisory Circular 61-136A — which is about 75 hours.

go.usa.gov/xnx4P “Let’s not forget the advantages of using an ATD,” adds Bernard. “You can still ‘fly’ when the Final Rule for ATD Credit for Pilot Certification weather is bad, and practice emergency procedures go.usa.gov/xnx4d FAA Safety Briefing 13 November/December 2017

W I L L I A M E . D U B O I S AVIATE Photo by Tom Hoffmann

The Evolving Role of Flight Simulation

ear up. I ease the yoke back and flick my eyes an old ATC 810, in a classroom at Aims Community across the panel. All good. My left hand is College. In those days, flight simulators weren’t much G wrapped around the yoke, my right is curled compared to what we have today — no movement, no around the throttles. I love twins. The runway drops simulated view outside the frosted windows — but the away beneath me and I soar across the far threshold. box-like 810, as well as a squadron of desktop simula - 100 feet up … 200 feet … 300 … BAM! The yoke snaps tors arranged on long tables in front of folding chairs, up. The artificial horizon spins. The plane cartwheels helped my classmates and me become aviators more right. Red lights flash, dials spin. I’ve lost an engine! I safely, and more cheaply, than if we’d been learning wrestle the yoke to the left, grappling with the plane, all of our lessons in real airplanes.

fighting the asymmetry of drag and thrust. I franti - And that’s exactly what Ed Link was thinking cally scan the gauges. Too low. Too slow. No time to in 1927 when he invented the world’s first practical try to restart. But I am not putting this thing down in flight simulator.

the trees! The yoke is heavy, seven tons of concrete.

Beginnings My arm is straining to hold it. Pain ripples though In his early 20s, Link got bitten by the aviation my shoulder. Trim! I spin the solid metal wheel at my bug but faced a problem as old as aviation, one that knee. The altimeter is spinning down. I’m running continues to this day: His aspirations were greater out of sky … than his wallet. Recognizing his problem wasn’t That was back in 1983. I saved the plane, limping unique, he saw a business opportunity. Working it up into the pattern and back around for a landing.

part-time in the basement of his father’s piano and The only injury a pulled muscle in my chest from organ factory he began to build what he called a Pilot fighting the heavy controls.

Trainer.

And during those frantic, terrifying minutes I The result was something that resembled a completely forgot I was in a flight simulator. Yep. I stubby-winged toy airplane on a moving stand.

was sitting on the ground the whole time, enclosed in Powered by an electric pump and organ bellows, the 14 FAA Safety Briefing November/December 2017 truncated airplane would pitch up and down and The World War II version of the trainer was no bank from side to side in response to control inputs, carnival ride; it was a full-fledged flight simulator.

mimicking the movement of a real airplane. Link’s Driven by multiple sets of air-driven bellows assem - invention was far from being a success. He sold more blies, the simulator rotated on all three axes, and Pilot Trainers to amusement parks as coin-operated could simulate pre-stall buffeting, spins, and even carnival rides than he did to flight schools as aviation landing gear over speeds. A separate instructor’s training devices. desk served to control the simulator and recorded But the next generation of Ed Link’s Pilot Trainer the student’s success over an aviation chart.

would change the world. So sophisticated was the trainer, and so large was In 1933 Link added a hood and an instrument its impact, that in the summer of 2000, it was recog - panel to his trainer, transforming it from a device nized as a Historic Mechanical Engineering Landmark that taught basic movements to a machine for safe, by the American Society of Mechanical Engineers, affordable instrument flight training — and a new who noted it was “among the first mechanical devices industry was born. used to simulate actual processes.” Link’s first big sale, for six trainers, was to the Link sold more than 10,000 simulators during U.S. Army Air Corps in 1934. The Corps had taken World War II. Following the war, over the air mail in the wake of a contract-award Link’s company continued to make Still, the table top simulator taught scandal — called the Air Mail fiasco in the press simulators for the military, includ - me, and thousands of other trainee of the day — but the Corps was ill-equipped to do ing devices for high-performance pilots, the basics of instrument flight so. The Army Air Corps was a daylight, fair weather aircraft, and they even built the safely and economically — which has outfit at the time. In 78 days of carrying the mail, lunar lander simulator for the always been the purpose of a flight the Corps suffered 66 major accidents, and lost 13 Apollo missions to the moon.

simulator since that first one was crewmembers. The brass knew they had to get up to Link is still in the simulator biz speed with instrument flight and the Link trainer was today as a division of L3 Technolo - cobbled together in the basement of the just the ticket. gies, making a portable helicopter the Link Piano and Organ Company.

In the years that followed, Link’s simulator busi - simulator for the army that fits into ness grew, but the Link Trainer wouldn’t come fully two 53-foot tractor-trailers. But its products never into its own until it went to war. gained traction with the general aviation market.

That void would be filled by a whole different kind of World War II flight simulator.

Called the “blue box” by servicemen in World When Simulators Stopped Moving War II, the iconic ANT-18 Link Trainer was used to develop the instrument flying skills of over half a In the 1970s and 80s, ATC Flight Simulator Com - million allied servicemen. Ironically, it also helped pany filled community colleges and flight schools train many of the Japanese pilots who attacked Pearl with the iconic table top ATC-610 and 710 general Harbor: Ed Link’s second customer, back in 1935, aviation simulators to teach instrument flight skills to was the Japanese Imperial Navy. new pilots, and to help existing pilots stay proficient on their instrument skills.

These flight simulators looked like instrument panels that had been surgically removed from well- equipped general aviation trainers and wrapped in plastic cases. While they looked airplane-like — fea - turing the classic six pack, navigation instruments, Photo by Tom Hoffmann radios and transponders with adjustable knobs, engine monitoring instruments, throttle-mixture-prop controls, and even working mag switches — and were more precise than any simulator that came before, they certainly didn’t feel airplane-like. I can still remember sitting in a folding chair “flying” one. The optional rudder pedals on the floor kept sliding away from my feet. The humming and flickering florescent lights above reminded me that I was very much NOT This WWII model Link Trainer was dubbed the “Pilot Maker.” November/December 2017 FAA Safety Briefing 15 like real airplanes. Students feel a simulated atmo - sphere alive with bumps and jolts in a plane-like machine that moves like the real thing: Redbirds boast 50-degress of pitch, 60-degrees of yaw, and 40-degress of roll.

Even without a war, Redbird took the world by storm. With 1,200 of their simulators in place glob - ally, they strengthen and improve aviation skills. The company produces many FAA approved aviation training devices (ATDs) with an available motion system, ranging from the compact MX2 to the cockpit-specific AMS. They also make a full motion helicopter simulator and a specially engineered Photo by Tom Hoffmann crosswind trainer that slides back and forth on rails, and banks left and right to help pilots master the in an airplane. And, of course, it didn’t move.

tricky stick and rudder skills needed for crosswind Simulators had lost the link.

landings in strong winds where initial training would Still, the table top simulator taught me, and be dangerous. The Xwind, as it’s called, simulates thousands of other trainee pilots, the basics of crosswinds up to 30 knots. And turbulence. And instrument flight safely and economically — which wind shear.

has always been the purpose of a flight simulator Full Circle since that first one was cobbled together in the base - Over the course of seven decades, the flight ment of the Link Piano and Organ Company.

simulator has come full circle. First it moved. Then Like the Link company, ATC is still in busi - it was frozen but made more realistic in other ways.

ness today. They sell newer versions of their classic Then it was thawed out again, free to move and now products, now with sophisticated digital imagery for more realistic than ever. It has evolved from bellows a simulated view of the outside environments — as to high-end electronics. From a windowless box to a well as retrofits for their old products — but their view that rivals the real thing.

simulators are still motionless.

At each step in this evolution simulators have In 2006 a new company called Redbird burst helped aviators improve their skills economically onto the scene with a full motion enclosed simulator and in complete safety. Well … I guess I should say for far less than the price of a typical GA training air - in near complete safety. After all, I did manage to craft. The Link was back, and better than ever.

hurt myself in a simulator once-upon-a-time. But In some ways, the modern Redbird fulfills Ed at least I didn’t crash the simulated plane that day, Link’s original vision. Like the simulators of the last nor have I crashed a real plane in the three decades seven decades, it is an instrument training platform.

since. That’s in part, I think, thanks to my simulator But it is so much more. With a worldwide terrain training. Training which let me hone my skills on the database and 200-degree visuals, student pilots edge of disaster — something we simply can’t do in can practice turns-about-a-point over a highway real airplanes.

intersection just as easily as they can practice a GPS At least not without risking much more than a approach. But most importantly, Redbirds move pulled muscle.

William E. Dubois is an aviation writer, world speed record holder, and National Champion air racer. He teaches Rusty Pilot seminars for AOPA and blogs his personal flying adventures at www.PlaneTales.net.

Redbird’s Xwind Trainer simulates turbulence, wind shear, and crosswinds up to 30 knots.

16 FAA Safety Briefing November/December 2017

Checklist

SUS A N PA R SON

ATDs in the ACS

If you have ever used the Practical Test Stan - or crewmember function; and (c) its representation dards (PTS) to train, teach, or evaluate in connection of the aircraft. To accomplish the requisite FSTD with certification activities, you might recall that the qualifications, the FAA’s National Simulator Pro - PTS for certain qualifications includes an Appen - gram (NSP) qualifies them as Level A-D FFSs and dix called “Task vs. Simulation Device Credit.” In Level 4‒7 FTDs.

addition to some basic instructions, this Appendix In general, FSTDs are used in the air carrier world includes a chart that describes which Flight Areas or for training that is type specific. The FAA permits of Operation/Tasks qualify for simulation credit and use of an FSTD for completion of the practical test specifies the required flight simulation device level. only when it is accomplished in accordance with an Now take a look at the Airman Certification FAA approved curriculum or training program.

Standards (ACS), which have replaced the PTS for Use of Aviation Training Devices the private pilot and commercial pilot certificates Now let’s look at devices you are more likely to and the instrument rating for the airplane category.

see in the GA training environment. 14 CFR section In these documents, as well as in future PTS-to-ACS 61.4(c) states that the Administrator may approve a conversions, the chart is no more. Instead, you will device other than an FFS or FTD for specific purposes.

find that Appendix 8 (standard across all ACS docu - Under this authority, the FAA’s General Aviation ments) offers a detailed text explanation of using and Commercial Division approves aviation training flight simulation training devices (FSTDs) and Avia - devices (ATD) by issuing a letter of authorization tion Training Devices (ATDs) for pilot certification (LOA) to an ATD manufacturer. The LOA, which is for airplane single-engine, multiengine land and sea.

valid for five years, approves an ATD as a basic avia - Why the change? Simply stated, the FAA realized tion training device (BATD) or an advanced aviation that the PTS-style chart approach is a good example training device (AATD). The LOA also specifies the of providing information, but it wasn’t sufficient to amount of credit a pilot may take for training and fully address the issues at play in using FSTDs and/ experience acquired in the device. Any pilot using or ATDs in training, testing, and checking events.

ATD time to meet experience or certification require - When reviewing the ACS to determine the task ments should retain a copy of the LOA.

and standards that pilot applicants must accom - For the definitions, please read Advisory Circu - plish, there is no substitute for reading the entire lar (AC) 61-136A, FAA Approval of Aviation Training document to ensure that you fully understand the Devices and Their Use for Training and Experience .

requirements and limitations when using FSTDs AC 61-136A also provides information and guidance and/or ATDs. We cover this topic in detail elsewhere for the required function, performance, and effective in this issue, but here’s a quick overview of the infor - use of ATDs for pilot training and aeronautical expe - mation you’ll find in ACS Appendix 8.

rience (including currency). Please note, however, Use of Flight Simulator Training Devices that ATDs cannot be used for practical tests or to According to 14 CFR part 60, a Flight Simulator meet minimum experience or training requirements Training Device is either a full flight simulator (FFS) for an aircraft type rating.

or a Flight Training Device (FTD). This rule provides specific definitions for FFS and FTD, and prescribes the initial and continuing qualification and use of all Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of FSTDs used for meeting training, evaluation, or flight FAA Safety Briefing. She is an active general aviation pilot and flight instructor.

experience requirements for flight crewmember cer - tification or qualification.

Another regulation, 14 CFR section 61.4, states Learn More that each FFS and FTD used for training and credit Airman Certification Standards for any training, testing, or checking requirement faa.gov/training_testing/testing/acs/ must be qualified and approved by the FAA for three things: (a) the training, testing, and checking FAA Advisory Circular 61-136A go.usa.gov/xnx4d for which it is used; (b) each maneuver, procedure, November/December 2017 FAA Safety Briefing 17

S U S A N PA R S O N NAVIGATE NAVIGATE

NAVIGATION KNOW-HOW

Using Simulation to Try It Before You Fly It

n the early spring of 1992, my flight instructor sent advanced aviation training device (AATD) (see “The me out to my favorite airplane in the flight school’s A-Z of ATDs” in this issue for more on this topic) and I Cessna 152 fleet to conduct my first solo cross- “fly” the route you’ve planned. You can generally use country flight. With a carefully-reviewed flight plan this option with or without an instructor. Since visuals and freshly-endorsed logbook clutched in admittedly for navigation orientation and practice are only part of shaky hands, off I went. Nerves led to an early loss of the picture (so to speak), some AATDs can really offer positional awareness. More baldly stated, I got lost. a tiedown-to-tiedown simulation experience.

For a few minutes, I struggled to match the ter - If you don’t have access to this kind of AATD or rain I saw below to my carefully marked sectional you simply don’t need that much, online options chart. I struggled even more as I tried to use the still offer a lot more than I had in preparing for that plane’s single VOR indicator to pinpoint my position first solo cross-country. Once you plot your route in with cross-radials from two VOR beacons. In a mer - one of the many capable aviation apps available for cifully short time that felt a lot longer than it really desktops, smart phones, and/or tablets, you can add was, I settled my nerves, engaged my brain, and layers (e.g., satellite view), zoom in, and scroll along figured it out. the magenta line to pre-fly your route. If you spot A few years later, my instructor silently watched some terrain feature or obstacle you would rather me work my way through the three-leg instrument avoid, popular flight planning apps let you use your cross-country flight I needed to meet aeronautical fingertips to adjust the route. If, on the other hand, experience requirements for the instrument rating. you are actively looking for a particular feature on We flew the entire trip in instrument meteorologi - the ground, your simulated reconnaissance flight cal conditions (IMC) and, with GPS still unknown can help you figure out how to spot it more quickly outside the military, I used VOR and ADF to navigate from the sky.

and to fly the no-kidding instrument approach pro - When I was first learning to fly, preflight plan - cedures needed for every landing. ning included making an airport chart that included I carefully prepared for those and many other a hand-drawn sketch of the runway(s) and taxiways, trips in terms of the available tools and techniques, FBO location, and important notes made from what but today’s simulation technologies make that plan - we then called the Airport/Facility Directory (now ning seem positively primitive. So in our celebration known as the Chart Supplement). A good friend of of simulation, let’s take a look at how modern navi - mine was well known in the student pilot commu - gation simulation can help you try it before you fly it. nity for the quality and outrageously exquisite detail of his airport diagrams.

Visual Flight Rules To get smarter about the airports to be used on The most obvious way to use simulation for a trip, flight planning apps certainly provide their VFR navigation is to find a flight school that has an “vital statistics” and other basic information. To 18 FAA Safety Briefing November/December 2017 really get the picture, though, I like using Google generally more effective than just reading the operat - Earth to explore the airport and its surroundings. ing manual.

Where available, the 2D and 3D options provide Having spent many hours with a variety of com - lots of situational awareness — and it’s just down - puter-based equipment simulators, I can personally right fun to “flightsee” with your fingertips. While attest to their efficacy. To get the most from this kind working on this article, for example, I have greatly of simulation, either work from the exercises the enjoyed navigating over and around favorite airports manufacturer’s manual suggests, or use your own and aerial routes. With several, I set up a practice flight plan to master all the basic data entry and con - “descent” right down to the runway by using my fin - tent management skills necessary for IFR navigation.

gertips to gradually advance and zoom in. Once you have mastered the basics of your boxes, It’s safe to say we’ve come a long way from the simulation provides a time-and cost-effective way for days of hand-drawn airport diagrams. you to learn (or practice) both the fundamental prin - ciples of IFR navigation and approach procedures, Instrument Flight Rules and to master the mechanical procedures required My instrument training in the mid-1990s began to execute them with your onboard navigational with what now seems like stone-age simulation: devices. Before you fly, use simulation devices or apps hours and hours of using a desktop “simulator” — to ensure you know how to enter, edit, and navigate more properly known as a basic aviation training the following instrument proce - device, or BATD. BATDs themselves have come a dures: long way in the last quarter century, but even the one Since instrument flying is all about • IFR flight plan I used was highly effective as a procedures trainer.

procedures — both the scanning and • SIDs and STARs Since instrument flying is all about procedures — flight management procedures used to both the scanning and flight management proce - • All types of instrument aviate and the navigation procedures dures used to aviate and the navigation procedures approach procedures (e.g., essential to IFR operation — simulation essential to IFR operation — simulation is a funda - RNAV(GPS) to LPV, LP, is a fundamental part of most IFR mental part of most IFR training programs. and LNAV minima; ILS, training programs.

Whether you use a more capable ATD or any of VOR, VOR/DME) the many apps available for desktops, smartphones, • Holding patterns (both published and and tablets, here are two important ways that appro - randomly assigned) priate use of simulation can enhance your IFR navi - Familiarity with the airport environment is per - gation skills.

haps even more important in IFR flying than in VFR First is mastery of onboard navigation devices, operation, so the kind of simulated Google Earth both handheld and installed equipment. Fully reconnaissance flight described earlier is a good idea understanding both the “knobology” (i.e., the for IFR trips as well. In addition to “flying” the final mechanical operating scheme) and the content approach and landing with your fingertips, map the organizational scheme of your navigation equipment missed approach point and the missed approach is important for any kind of flying, but it is absolutely procedure on your favorite flight planning app and, as critical to safe instrument flying. Reading the manual described in the VFR section, add layers that let you is always an option, but the desktop- or tablet-based see terrain and obstacles. Use the 2D and 3D options navigation simulators most manufacturers offer for in the Google Earth app to zoom in even further, and their products are usually more engaging — and thus make sure you know exactly where terrain and obsta - cles lie in relation to the MAP route you expect to fly.

Knowledge is Key You can never know too much about the places you’ll fly from, over, around, and to; nor can you ever know enough about the procedures and tools you’ll use to navigate to those spots. So make the most of navigation simulation, and always try it before you fly it.

Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of FAA Safety Briefing. She is an active general aviation pilot and flight instructor.

Photo by Tom Hoffmann November/December 2017 FAA Safety Briefing 19

COMMUNICATE J E N N I F E R C A R O N Content disclaimer: Products and services mentioned in this article, and/or external, non-FAA links within, do not constitute official endorsement on behalf of the FAA.

Do You

o you get nervous or intimidated when talking on the radio or with air traffic control? Don’t

Suffer from

D worry. You’re not alone. Just the sheer amount

of information you receive from ATC to get an initial clearance can be overwhelming, let alone having

Push-to-Talk

to comprehend what the fast-talking controller just said, and then attempt to read back what you “think” you just heard.

Fortunately, thanks to virtual reality, there are

Phobia?

online, real-time, controller-to-pilot platforms and software programs that can help you train for avia -

Improve Your Aviation

tion radio communications — all in the comfort of your home.

Communication with

In this article, we’ll take a look at three virtual reality platforms that you can use in concert with

Virtual Reality

your home computer or desktop flight simulator, to practice and sharpen your aviation communication skills.

The best part is that the skills you master in your virtual aircraft will easily transfer to your real-life cockpit as well.

First, let’s talk about the “push-to-talk phobia.” “Say Again? … Over” It’s a fact that both student pilots and seasoned aviators have at one time or another experienced what I like to call the “Say What?” syndrome. That’s the “huh??” moment that occurs when you can’t understand the fast-flowing stream of non-stop aviation lingo blaring from your radio. If you’re not familiar with how ATC communicates, it can be very intimidating and downright nerve-wracking to push that thumb down and speak those two humbling words, “Say again?” Do not be shy about making that request! It is critical for safety. Remember that ATC is working to maintain aircraft separation and keep everyone safe.

Controllers would much rather have you request a repeat transmission to clarify the instructions than have you act on the basis of what you think you heard. They want you to get it right.

“What’s Our Vector, Victor?” So how do you learn to “speak ATC” and over - come your fear?

Learning the language of aviation is not unlike learning a foreign language, or any other new skill.

November/December 2017 20 FAA Safety Briefing At first you’ll be hesitant, but the best way to Pilot-to-controller communication is performed overcome your hesitation is through knowledge, using voice-over-IP (VOIP), or by text message. Con - training, practice, and still more practice. The trollers and pilots interact real time as you file flight longer you practice hearing and speaking your new plans, fly to real-life airports, and perform flight fol - aviation language, the more fluent you will become, lowing operations. You can learn and practice your and the more confident you will be when speaking aviation phraseology, detect any problem areas that on the radio. need work, make mistakes, and recover knowing that you’re “flying” on the ground without repercussions.

“Tower, Request Taxi” The network also features virtual pilot and controller When you first start learning to fly, you learn training online.

the phonetic alphabet, phraseology, and then you VATSIM provides an opportunity for students, train and practice radio communications with your experienced pilots, and those returning to the instructor. Some instructors make it a priority for cockpit to practice in a fun, non-intimidating envi - students to spend some flight time at a towered field ronment to increase proficiency and sharpen radio to practice ATC communications during flight, or to communication skills. VASTIM can be found online view first-hand operations inside the tower.

at vatsim.net.

But that’s not your only option these days.

Redbird Whether you’re a student looking for more practice or a certificated pilot who normally operates from You may be familiar with Redbird’s flight simula - a non-towered airport, simulation offers a low-cost tors, available at aviation schools and flight training way to build your aviation communication skills. providers. But did you know that Redbird also makes simulators you can use at home?

“We Have Clearance, Clarence” The Redbird TD simulator is a table top device Today’s pilots have the opportunity to use a that you can use to practice your push-to-talk skills range of simulation tools to learn and practice radio from home. The TD operates Redbird’s optional and ATC communication skills under surprisingly Parrot software that simulates realistic conditions. Desktop computer programs are controller-to-pilot interaction.

The skills you pick up in your virtual not typically FAA-approved, but the skills you can Using voice recognition, Parrot aircraft will easily transfer to your acquire and improve via “sim city” practice readily learns your voice and speech pat - real-life cockpit.

transfer to “real life” flying.

terns, and also responds to your Let’s take a look at three simulation options commands.

for communication.

As you perform your flight simulations, Parrot is self-aware, meaning that it knows at all times where VATSIM your aircraft is located, what type of conditions exist First up is VATSIM, or Virtual Air Traffic Simula - during your flight, and which ATIS to read out based tion Network. VATSIM is an online simulation plat - on the parameters you’ve chosen for your flight or form that hosts, at no cost, an international network location. The Redbird TD performs as a self-directed, of virtual pilots and controllers so you can practice real-time air traffic controller, deciding what instruc - your “avgeek speak.” Real people from around the tions, clearances, vectors, etc. you will need for guid - world simulate flights with thousands of other users ance during your simulated flight.

in the real-time airspace, all while using their home Redbird provides even the most novice pilot computer. Users download and install VATSIM’s with an interactive, non-threatening environment to pilot software to connect up with their home flight practice radio proficiency. Visit redbirdflight.com for simulator software.

more details.

The VATSIM network presents a flight environ - ment that’s as close to reality as possible without PilotEdge being in the actual cockpit. Here, users simulate real Next up in the genre of simulation tools is air traffic procedures and radio phraseology using PilotEdge. This is a software program that connects any type of aircraft, airframe, or panel. You can either your computer-based, flight simulator software to fly as a pilot using flight simulation software, or PilotEdge’s voice and data network. With a member - direct traffic as a controller.

ship plan, serious pilots can practice a wide range of aviation operations such as IFR and VFR flight, November/December 2017 FAA Safety Briefing 21

EQUIP NOW!

ATC-initiated holds, transitions through multiple airspace, and emergency procedures.

faa.gov/go/equipadsb

PilotEdge takes each user’s aircraft type, posi - tion, heading, etc., uploads it to the servers, and shares that information with the simulators of other virtual pilots nearby. The result is an interactive,

DON’T

real-time display of a shared virtual airspace. You’ll see each other’s aircraft and have the chance to com - municate with other pilots on your frequency.

GET

PilotEdge guarantees ATC coverage and inter - action with live, real air traffic controllers (either active-duty FAA air traffic controllers, retired con -

LEFT IN THE

trollers, or enthusiasts) as towered airports are fully staffed and CTAF frequencies are supported at non- towered airports. PilotEdge welcomes pilots who take their flying seriously; but if you misinterpret a call, or read back your clearance incorrectly, live

HANGAR

controllers will help you to correct it. If you don’t have a strong grasp on ATC communications, Pilot - Edge features training and workshops as well that can help improve your aviation lexicon. Visit pilot - edge.net for more details.

By January 1, 2020, you must be

“Tower, Request Landing”

equipped with ADS-B Out to

Whichever simulation tool you decide to fly, all are realistic, fun, and interactive. Most important, fly in most controlled airspace.

though, they provide a non-threatening way to learn, stay sharp, and improve your ability to communicate with professionalism, confidence, and skill.

Simulator use can push the fear out of push-

Experience a new level of

to-talk, and help you practice your way into long- term success in the real world, the next time you situational awareness: key the mic.

G Weather G TFRs

G Traffic G NOTAMs

Jennifer Caron is an assistant editor for FAA Safety Briefing. She is a certi - fied technical writer-editor, and is currently pursuing a Sport Pilot Certificate.

See and be seen.

Learn More Aeronautical Information Manual's Pilot/Controller

#ADSB

Glossary faa.gov/air_traffic/publications/media/pcg.pdf FAA Safety Team (FAASTeam) Radio Communications

FOR MORE INFO VISIT

Phraseology and Techniques

faa.gov/go/equipadsb

go.usa.gov/xRFvk AIM – correct phraseology faa.gov/air_traffic/publications/media/aim.pdf

EQUIP NOW!

faa.gov/go/equipadsb

MITIGATE

A Virtu al Pl an for the Real World

How Simulation Can Help You Mitigate Risk

J A M E S W I L I A M S n the early years of aviation, flying was truly dan - Psychologists have a term for these kinds of gerous. Even routine training carried significant highly drilled tasks. “We call them ‘overlearned’ I risk. It was 1929 when we first started to see the skills,” says Dr. Chris Front, an aerospace clinical psy - use of simulation to gain experience without risk - chologist with the FAA’s Office of Aerospace Medicine.

ing injury or death. The first real step taken toward “These tasks are practiced to the point of mastery.

what we would recognize as a simulator was the Link Overlearned skills tend to be maintained under stress Trainer. This device allowed pilots to learn instru - because they have become ment skills without experiencing the risks that were automatic. So, overlearned skills In a nutshell, simulators allow us to involved in early IFR flying. From these beginnings, reduce the mental workload practice dealing with dangerous or simulation has advanced to the truly amazing tech - during a high stress situation difficult situations without exposure nology we see today. But the concept is constant: and improve the odds of suc - to the risk that would normally gain experience without the risk. cessfully executing the correct accompany them.

procedures. That’s what makes How It Works the drilling of those tasks so In a nutshell, simulators allow us to practice useful as preparation for an actual emergency. Addi - dealing with dangerous or difficult situations without tionally, overlearned skills tend to be retained during exposure to the risk that would normally accompany the early stages of cognitive decline such as demen - them. These include engine-out landings, partial tia,” Dr. Front explains.

panel in IMC, and critical malfunctions. In the real Getting on the Right Level world, we have to place restrictions on these maneu - vers to ensure safety. In the simulator, we don’t have Fidelity is the term used to describe how close to worry about that. Bungled that ILS? No problem. to real something is. In the case of flight simulation Just a few key strokes put you back at the Initial technology, there are different categories of fidelity Approach Fix to try again. In real life, you would have to consider: physical, visual, and what we might call to execute the missed approach and wait for ATC to modeling. The physical fidelity has to do with how work you back into the sequence. While there’s value closely the actual device conforms to the aircraft. In in practicing such maneuvers, simulating the task can a perfect world, the controls, switches, and layout reduce the amount of time spent learning the basics. would look and feel identical to the real world coun - Photo Copyright Flight Safety Internation An example of a high fidelity full flight simulator.

FAA Safety Briefing 23 November/December 2017 terpart. The fidelity of the visuals is especially impor - avionics box is probably a good place to start. With tant, because vision is the most powerful sense and this setup, you are both overlearning the desired skill because it directly impacts how immersive the simu - and reducing the novelty of potential mistakes. Both lation will be. Modeling is a term that conveys how reduce the mental processing required during any well the simulation handles the aircraft’s character in future encounter.

the virtual world, i.e., does it fly like the real aircraft? Another good use for low fidelity is in learning The combination of these factors lead to an overall basic procedures. When my father was working on level of fidelity, which basically dictates how “real” the his instrument rating in the early 90s, the instruc - experience is. Which level of fidelity works best for the tor would bring this odd box to our house. It was task at hand? essentially an instrument panel with a yoke and The snap answer is usually “well, the best one throttle controls that he set up on the dining room I can get my hands on.” But that’s not really the table. It doesn’t get much more low fidelity than case. When I was working on my instrument rating, looking over the glare shield into the china cabinet.

my flight school had two different Flight Training But for learning basic procedures like setting radios, Devices which, in today’s definitions, would be called intercepting and tracking, holding, and following a Advanced Aviation Training Devices (AATD). The generic approach, the simplicity is brilliant. It allows school had an older one and a newer, “better” one. the student to focus on that task and master it before Without fail, all of us preferred the older one. In real - getting in the airplane.

ity, though, the “better” one was pitchier than an early The Power of Hi-Fi round American Idol contestant. As a result, the theo - On the opposite end of the spectrum is the world retically “better” equipment actually offered a worse of full motion simulators with stunning visuals. In training experience in terms of learning the basics of the form used by the airlines, these things are so instrument procedures because it forced the student close to the real thing that we use them for certifica - to spend too much mental energy trying to keep the tion. Although this type of device comes at a hefty aircraft under control, when that energy should have cost, modern technology has helped lower the price been directed to learning how to execute procedures.

of some high fidelity simulators to a point more The Case for the Low Road feasible for GA. Still, they are expensive to buy and The bottom line is that what you need in terms operate when compared to lower fidelity options.

of simulation fidelity depends mainly on the aero - So assuming your time and money are limited, you nautical skill you’re looking to sharpen. If the goal is probably won’t have — or need — unfettered access to better understand your avionics so that you don’t to this level of simulation.

get confused and distracted while reprogramming There are, however, cases — for example, high a route, then a simple software simulation of the stress situational training — where immersion and realism matter. Shooting an approach to minimums in a heavy rain storm is beyond reckless, but I’m willing to bet more than a few pilots out there have made a series of unfortunate decisions and found themselves left with that being the best of bad options. I know I have. The experience sapped every bit of mental bandwidth I had. I remember the other pilot who was working the radios asking if I had seen something off Photo by James Williams the side of the runway after touchdown. I hadn’t. It’s a quirk of visual processing that as the brain overloads, you will literally not see things that your brain decides aren’t important. The best way to improve your per - formance in such a situation is to practice. In this type of high stress training scenario, higher fidelity is better.

The Wide Middle Ground This is an example of the primitive pre-ATD devices that For most people, a middle ground level of fidel - were used for instrument training. Technology has rendered ity is sufficient. The key is to figure out what tasks them obsolete with dramatic improvement in PC simulation.

24 FAA Safety Briefing November/December 2017 hours in an AATD with an instructor. The AATD would probably be a better return on investment.

Now that we know just how many options we have, we can look at how to best use them. This will be different for every pilot. A good place to start is with an instructor. Having an instructor put you through the paces in an AATD is a great way to figure out your baseline, and decide which tasks you should prioritize.

Once you have that information, you can make a plan. You can set monthly goals. Maybe you need to work on your non-precision approaches (NPAs). Set a goal to do 50 NPAs this month on your computer at home when you have spare time. Next month pick a Photo by Tom Hoffmann different task. Rotate through the things you need to improve. Then go back to your instructor six months you want to work on. A good example of the middle or a year later and see how you’re doing.

ground is computer flight simulation for airport You can also do more specific familiarization. During my training days, I would work. Maybe a week before a practice cross-country flights on my trusty copy of There is no one right answer when planned trip you can “fly” to your X-Plane (we were an X-Plane family, not a Microsoft it comes down to which method destination virtually, practice any Flight Simulator family). My clunky CRT monitor approaches you might encounter, of flight simulation technology and joystick weren’t particularly good analogues for and even vary the weather condi - is optimal. It will always be an my Piper Cadet , but the fidelity was good enough tions. This activity gives you more for me to learn what the sight lines looked like as I amalgam of what skill you are experience, even if it’s in a virtual approached the airports I’d never been to before.

working on, whether you are world.

Given the advances since then in both computer training or testing, what options are Both a continuous skill graphics and mapping/imaging data, the benefit available, and the opportunity cost of improvement plan and specific would be even better.

each option.

trip training are far more practical The key in the middle ground would be to select in the virtual world. You can fly the fidelity that best suits the task. For my famil - to any airport in the world with a few mouse clicks iarization flight mentioned above, visuals may be in simulation. You can give yourself more training the most important. But for practicing instrument opportunities in less time, whether it’s at home, at a procedures, modeling is more important because flight school, or in an AATD. You could easily do four you’ll want to have as close to a real reaction as pos - or five approaches in simulation in the same time sible. Besides, the gray inside of a cloud looks the that it might take to do one or two in the real world.

same in sparkling 4K as it does in dull SVGA. If you While real world experience is still the gold stan - want to practice emergency procedures, the physical dard, simulation is a great tool to let you make the elements are important so that you practice in a way best of the time you do get to train in the real world.

that translates to your aircraft and with less concern We all have limited time and money for training so it about the modeling or visuals.

only makes sense that we should optimize it as much And the Verdict is … as possible to mitigate the risks of learning in Mother There is no one right answer when it comes down Nature’s less forgiving environment.

to which method of flight simulation technology is optimal. It will always be an amalgam of what skill you are working on, whether you are training or testing, what options are available, and the opportunity cost of James Williams is FAA Safety Briefing’s associate editor and photo editor.

each option. Provided you’re able to access one, a full He is also a pilot and ground instructor.

motion high fidelity sim might work really well. But one hour in that sim might cost the same as ten-plus FAA Safety Briefing 25 November/December 2017

THE FUTURE

IS NOW

J O H N D U N C A N

ou might remember seeing references to the and sharing experience.

“Future of Flight Standards” in previous issues With our less-tangible but absolutely critical Y of this magazine, as well as in recent news arti - culture changes well underway, we were finally in a cles. I am happy to report that the future is here: On position to benefit from the structural realignment.

August 20, Flight Standards transitioned its manage - The intent of the shift to functional organization is ment structure from the traditional geography-based to increase efficiency, eliminate multiple interfaces, regional structure to a functional structure. The new and integrate surveillance activities.

functional structure aligns our leadership in four You can probably see how our cultural and areas: Air Carrier Safety Assurance, General Aviation structural changes are mutually reinforcing, and Safety Assurance, Safety Standards, and Founda - how both aspects of the transition contribute to a tional Business. Flight Standards Service with greater accountability, Let me get this point across right away: our better use of resources, and change readiness. So structural realignment should be completely trans - the change we do want you to notice is what we have parent to you. We have “erased” the geographic already been hearing from some of our industry boundaries and aligned our reporting and manage - stakeholders. From my vantage point, the conversa - ment practices according to function, but you will tion with industry has changed for the better. Our not see any structural change to the local FAA offices stakeholders are noticing that we are responding who serve you today. in a different way, with a greater amount of service, What you should see, though, is continuing and with better care and quality. I hope and expect improvement in how those offices operate. As I have that your experiences with Flight Standards will be said many times to our employees, our structural similar.

changes are important, and they are the most visible I also hope and expect that you will also see us part of our Future of Flight Standards transition. But continue to improve. You’ve probably heard it said structural change won’t do much for us without the that “the future is now.” What that means to me — essential cultural changes at both the individual and and for the FAA Flight Standards Service as a healthy organizational levels. For several years now, we have organization — is that the future is the result of what been stressing the importance of interdependence, we do right now. So I want to see us get better still critical thinking, and consistency in our workforce, at practicing our new cultural norms, and creating a and these behavioral attributes and competencies Flight Standards Service that is truly agile, efficient, are now embedded in each Flight Standards Service and consistent in our service to you. We owe you employee’s work requirements. At the organizational that, and we are ready to deliver.

level, the ongoing culture change includes training

managers in the competencies of change manage -

ment, and the "coach approach" to leadership, which

is about helping employees by expanding awareness

John Duncan is the Executive Director of the FAA Flight Standards Service.

26 FAA Safety Briefing November/December 2017

Flight Standards Service AFX-1 Execu ti ve Director AFX-2A AFX-2B Deputy Execu ti ve Directors Founda ti onal Business O ffi ce Air Carrier Safety Assurance O ffi ce General Avia ti on Safety Assurance O ffi ce Safety Standards O ffi ce AFC-1 Director AFG-1 Director AFB-1 Director AFS-1 Director AFC-2A AFC-2B AFG-2A AFG-2B AFB-2A AFB-2B AFS-2A AFS-2B Deputy Directors Deputy Directors Deputy Directors Deputy Directors General Avia ti on A Division Aircra ft Evalua ti on Division Air Carrier A Division Business Standards Division 135 10 or More (AFG-100) (AFS-100) (AFC-100) (AFB-100) Division Manager Division Manager Division Manager Division Manager General Avia ti on B Division Air Transporta ti on Division Resource Management A Air Carrier B Division 135 9 or Less (AFG-200) (AFS-200) Division (AFB-200) (AFC-200) Division Manager Division Manager Division Manager Division Manager General Avia ti on C Division Aircra ft Maintenance Division Resource Management B Air Carrier C Division 135 9 or Less (AFG-300) (AFS-300) Division (AFB-300) (AFC-300) Division Manager Division Manager Division Manager Division Manager General Avia ti on D Division General Avia ti on & Commercial Safety Risk Management 135 9 or Less (AFG-400) Air Carrier D Division Division (AFS-800) Division (AFB-400) Division Manager (AFC-400) Division Manager Division Manager Division Manager General Avia ti on E Division Safety Analysis & Promo ti on Workforce Development 135 9 or Less (AFG-500) Air Carrier E Division Division (AFS-900) Division (AFB-500) Division Manager (AFC-500) Division Manager Division Manager Division Manager General Avia ti on F Division Interna ti onal Program Division Civil Avia ti on Registry Air Agency (AFG-600) (AFS-50) Air Carrier F Division Division (AFB-700) Division Manager Division Manager (AFC-600) Division Manager Division Manager General Avia ti on G Division Flight Technologies & Air Agency (AFG-700) Procedures Division (AFS-400) Division Manager Division Manager General Avia ti on H Division Regulatory Support Division Air Agency (AFG-800) (AFS-600) Division Manager Division Manager

Learn More

The Realignment Toolkit: The Realignment Toolkit is designed to provide a one stop shopping point for information on realign - ment. Our intent is to provide as much information as possible to everyone.

go.usa.gov/xRsC3

New Flight Standards Service Websites: The Flight Standards Service websites have been updated to provide additional information. We offer both internal and external versions that provide links to the functional area offices.

go.usa.gov/xRsCa

Rapid Response Team: The Rapid Response Team (RRT) responds quickly to any issues that arise from realignment. These could include: information technology access issues, routing/coordination, roles and responsibilities, work stoppages, appli - cant issues, etc. To contact the RRT, you have the following options:

E mail: FlightStandardsRRT@faa.gov

Telephone number: 888-283-8944.

Note: All modes of communication with the RRT are monitored 8:00 a.m. - 8:00 p.m. Eastern Time Zone.

InFO 17010, Federal Aviation Administration’s (FAA) Flight Standards Service Reorganization

go.usa.gov/xRsC2

FAA Safety Briefing 27 November/December 2017

JE NNIF E R C A R ON

Nuts, Bolts, and Electrons

Is There An App For That?

Augmented Reality in GA Maintenance Training

As the enabling technology continues its fast increased comprehension and retention. As noted pace of development, Augmented Reality (AR) is earlier, AR allows trainees to work individually, focus - making its way into aviation maintenance training. ing on any key problem areas, or at their own pace, AR is a technology that overlays computer-generated but it also enables multiple students to work as a team images, graphics, or sound on top of your view of the — just as they will do in real-world operations.

real world. Using wearables, holograms, or hand- So what’s happening now? The FAA’s Partner - held screens to display virtual images, it “augments,” ship to Enhance General Aviation Safety, Acces - or adds to, the object you’re looking at. sibility, and Sustainability (PEGASAS) works with AR glasses, for instance, allow you to see labels university partners to research enhancements to GA or instructions pop up into view, while your eyes safety, accessibility, and sustainability. Among those travel over each part of a real aircraft engine that’s partners is Western Michigan University’s College of right in front of you. Aviation. WMU Associate Professor Lori J. Brown, a Some industry and military facilities are already research investigator for PEGASAS, specifically works using AR to train technicians in the maintenance, on the use of augmented reality in technical driven repair, and overhaul of heavy metal and military training, wearables in the cockpit, and classroom- aircraft, so it’s only a matter of time before we see an virtual training. Her work also contributes to Phase increase of similar activity in GA. III of the PEGASAS research, which is sponsored and Here’s why. In a world with growing demand funded by the FAA NextGen Weather Technology in for skilled aircraft mechanics, the appropriate use the Cockpit (WTIC) Program.

of AR could facilitate speedier training that is also Stay tuned for a future PEGASAS-themed cost-effective. AR, also known as simulation-based FAA Safety Briefing that will provide updates on training, can reduce the cost of hands-on training, this technology.

increase comprehension and retention, and enable When multiple students to work in teams, or individually at Although simulation-based maintenance train - their own pace.

ing is at present more prevalent with the airlines and What, Who, Where larger training providers, some aviation maintenance AR is also very cool. Technicians can explore training schools are already applying AR to educate the aircraft as a real object combined with virtual their students.

captions or helpful user manuals that materialize as These schools are regulated by the FAA under you walk around the aircraft or dive under the hood. 14 CFR part 147, the regulations that govern the Wearing AR glasses, or using hand-held screens, curriculum and operations of FAA-certificated AMT multiple trainees can work together or individually schools. Part 147 does not prohibit or require the to learn about each component, inspect parts, or use of AR. It defines the curriculum, but the schools troubleshoot repair scenarios. have the liberty to decide how training platforms are It gets better. A technician in training can open presented to their students.

up a brake assembly, for example, and reference The FAA is currently working to amend part 147.

detailed, interactive manuals and information sheets Proposed changes are intended to facilitate training for each part and process. On-demand video and that better meets the changing needs of the aviation 3-D graphics can be superimposed over any part or industry — so don’t be surprised to see increasing component to simulate what a technician would see use of AR in GA maintenance training.

in the real world. Information is easily accessible, eliminating the need for bulky print manuals or information sheets.

Since these user-friendly systems allow train - Jennifer Caron is an assistant editor for FAA Safety Briefing. She is a certi - ees to learn in a realistic environment, they are fied technical writer-editor, and is pursuing a Sport Pilot Certificate.

more engaged, and thus more likely to benefit from 28 FAA Safety Briefing November/December 2017

PAUL CI A NCIOL O

Angle of Attack

Simulating Your Drone Flight

In this issue, we are focusing on flight simula - If you’re flying under 14 CFR part 107, the “five- tion and training aids that can help pilots maintain mile from an airport” rule doesn’t apply to you; proficiency and improve skills without the need to instead, you can fly in Class G airspace or get prior be in the air — the benefits of which are obvious. authorization from ATC to fly in controlled airspace.

What may not be so obvious is that operators of Using a more robust third-party app like AirMap unmanned aircraft systems (UAS), or drones, can or Kittyhawk or a software also benefit from flight simulation. While you may platform like DroneDeploy or Flight simulation can help drone be tempted to take a quadcopter right out of the box Skyward will aid in simulat - pilots with preflight planning as well and launch, there are many things to consider that ing your drone flight before as with practical aspects of flying may prevent you from losing your drone in a tree, your takeoff. You’ll also want these highly capable machines.

violating an FAA regulation, or worse yet, creating a to plan your flight well in hazard to others flying around in the same airspace. advance so that you have time Flight simulation can help drone pilots with preflight to get an airspace authorization, if needed.

planning as well as with practical aspects of flying When it comes to operating any aircraft, there’s these highly capable machines. no such thing as too much preparation. Planning Proper preflight planning is the cornerstone to and simulating your drone flight before it leaves the safe flying. In addition to the obvious need to check ground will help you make informed decisions about the weather and ensure that your equipment is when and where to fly and will keep the NAS safe working properly, all pilots should do contingency and accessible to everyone.

planning in case things go wrong. A good practice is what manned pilots call “chair flying,” which means just what it sounds like. Sit in a chair and imagine scenarios — like a mechanical failure or lost link — and then run through the steps of what actions you would take. Hold the controller and practice what inputs you’ll make. Get familiar with the software and explore ways to pre-program commands or way - points in advance. Another good idea is to practice flying on a drone simulator. There are dozens avail - able online for free that will let you simulate weather conditions, landscapes, and scenarios, like how your drone will respond in various situations or how to manipulate the camera. These are good skills to hone while your drone is still on the ground!

Another key component to safe flying is knowing where you are, and using a simulator beforehand can help you plan appropriately. The airspace can be busy and complex and the rules vary for different types of operations. For example, if you are a hobby - FAA's B4UFLY App 3rd Party AirMap App ist operating under 14 CFR part 101, you’ll need to notify all airports within five miles of your flight. The FAA’s B4UFLY app, which is geared for hobbyists, is a great way to see which airports you’ll need to notify.

Paul Cianciolo is an associate editor and the social media lead for FAA You may be surprised how many airports there are Safety Briefing. He is a U.S. Air Force veteran, and a rated aircrew member out there — including helipads. The B4UFLY app will and public affairs officer with Civil Air Patrol.

also show you other location-specific information, like temporary flight restrictions and national parks where UAS are not allowed to fly.

November/December 2017 FAA Safety Briefing 29 FAA Safety Briefing 29

Vertically Speaking

JIM CIC C ONE

Flight Training on the Ground

As pilots, we love carving out time from our busy briefing, thus facilitating a safe go/no go decision. The lives to jump into the cockpit, fire up the engine and best part is that it’s all performed safely on the ground.

take off, especially us helicopter pilots. However, there After flying a simulator, you may even find yourself are days when getting into a helicopter may not be an compelled to start training towards a helicopter option due to bad weather, aircraft availability, main - instrument rating. For those pilots who already hold tenance, or some other show-stopper that prevents us an instrument-helicopter rating, this is an excellent from scratching that flying itch. So what are you to do? way to chip off the rust and become proficient and When you can’t get in an aircraft, you may want to current. Additional information on instrument flight consider getting into a flight simulator. It’s a good way can be found in the Instrument Flying Handbook , to continue learning and reinforce your piloting skills. FAA-H-8083-15B, specifically, Chapter 8, “Helicopter When comparing the cost of most helicopter rental Attitude Instrument Flying.” fees, flight simulators or aviation training devices are Not all flight schools may have a flight simulation a lot less expensive to operate. Most of these training trainer, but because ATDs are becoming more popu - devices are aircraft make and model specific, which lar (and affordable) in the GA community, it would provides pilots the opportunity to become more be advantageous to seek out one that does. So take familiar with specific cockpit layouts and advanced advantage of some flight time in an ATD. They’re easy avionics. You can perform takeoffs and landings, to operate, affordable, fun to fly, and your aviation turns, autorotations, and emergency drills all without skills will improve making you a better and safer pilot.

undue risk. Many flight instructors prefer scheduling Stay safe and keep learning.

time in these training devices because they can be paused mid-flight to discuss key learning points. Even if you’re not working towards a rating, consider get - ting into a simulator with an authorized flight instruc - Jim Ciccone is an aviation safety inspector with the General Aviation and tor and run through some flight scenarios.

Commercial Division. He is also an Airline Transport Pilot, and a Certificated Another huge benefit for using flight simulation Flight Instructor in multi-engine land airplanes, as well as helicopters, with applies to helicopter pilots without an instrument 25 years of flying in the Long Island and New York City airspace.

rating, as it can provide a unique opportunity to avoid the traps associated with continued flight into dete - riorating weather conditions. A firsthand look into how easy it is to lose visual reference with the horizon, the ground, as well as maintain positive control in a helicopter is a true eye-opener. Many flight simula - tion devices can be programmed to start out VFR and then slowly deteriorate into IMC conditions. This allows flight instructors to take a realistic approach to demonstrating the effects Photo courtesy of ELITE Simulation Solutions of unintentional flight into IMC, and the proficiency required to safely control a helicopter by reference to flight instruments. Because not all helicopters have flight instruments that can sufficiently support posi - tive attitude control, these training sessions reinforce the need to conduct a thor - ough preflight and weather Robinson R22 ATD 30 FAA Safety Briefing November/December 2017

Flight Forum

Hi Richard, thank you for your questions. There Who Verifies Your Simulator Training?

is no specific FAA requirement for periodic inspection Dear Sir or Madam, in the Fight Forum section of your ADS-B equipment beyond adherence to of the Nov/Dec 2016 issue of Safety Briefing, the your manufacturer’s Instructions for Continued writer (Hal) asked several questions regarding the Airworthiness, e.g., for 1090ES equipment, some required logbook endorsements of an authorized manufacturer’s may require testing of ADS-B instructor when using a simulator for flight experi - functionality during 24-month transponder inspection ence. In the second paragraph, Hal asks: Why do the and testing per 91.413. See page 24 of the July August regulations require the signature of an authorized 2016 issue of FAA Safety Briefing instructor to verify instrument flight experience in (www.faa.gov/news/safety_briefing/2016/media/ a flight simulator when the signature of a properly JulAug2016.pdf) for the article, Mandate Myth rated safety pilot will suffice for the same opera - Busting for ADS-B 2020 Equipage Requirements, for tions in a real airplane? I didn't see anything in your additional information.

response that addressed his question. I very much The easiest and best way to verify proper look forward to reading that future issue because I would love to learn the logic behind these regula - operation of your ADS-B Out equipment is to request a Public ADS-B Performance Report (PAPR) tions. I enjoy reading every issue of Safety Briefing periodically to verify continued compliance of 91.227 - keep up the great work!

performance requirements. This can be accomplished — Rick following any flight within FAA ADS-B coverage and Hi Rick, thank you for your email, and we are does not require a specific flight profile or operation pleased to hear that you enjoy the magazine! The within rule airspace defined in 91.225.

FAA is currently proposing to remove the requirement that a flight instructor be present to verify instrument Facebook Comment of the Month experience (what we describe as instrument currency) Had a Garmin GTX345 installed 6 when using an aviation training device (ATD). Here’s months ago. Absolutely love having it on board. I fly a link to the Notice of Proposed Rulemaking (NPRM) in a heavy traffic area, and I really like seeing all the that shows the complete list of rule proposals and traffic out there.

details — go.usa.gov/xRJ3B.

— Gene The NPRM also includes a proposal to align the Hi Gene, thanks for sharing the see and avoid use of ATDs with the allowances prescribed for aircraft, benefits you’ve experienced from your ADS-B install full flight simulators, and flight training devices specific — it certainly is a great addition to a GA pilot’s to instrument currency requirements. The final rule is situational awareness arsenal.

projected to publish in December 2017. I recommend that you occasionally check go.usa.gov/xRJ3K, or reginfo.gov, to get an update on the status of this rule project.

FAA Safety Briefing welcomes comments.

Is My ADS-B Out Really Working?

We may edit letters for style and/or length.

My ADS-B out has been installed for several If we have more than one letter on a topic, months now AND thank you for the $500 rebate — it we select a representative letter to publish.

really helped! I just finished reading the Mar/Apr Because of publishing schedule, responses FAA Safety Briefing (online .PDF) and I searched but may not appear for several issues. While did not find the answers to my questions: we do not print anonymous letters, we will (1 ) Is there a periodic requirement to check my withhold names or send personal replies upon ADS-B out on my experimental GA aircraft? If so, request. If you have a concern with an immediate FAA operational issue, how often and how is it accomplished?

contact your local Flight Standards District Office or air traffic facility. Send (2) Should I check it using the existing PAPR letters to: Editor, FAA Safety Briefing, AFS-921, 55 M Street, SE, Washington, system like I did initially? Or can I just radio contact DC 20003-3522, or e-mail SafetyBriefing@faa.gov.

the tower for a quick-check?

— Richard November/December 2017 FAA Safety Briefing 31

Postflight SUS A N PA R SON

Get Real

Maximizing Simulated Training for IRL Flying

Throughout this “Sim City” issue of FAA Safety simulation can accelerate your training for a new Briefing , we’ve explored the many ways you can use certificate, rating, or endorsement. If you are looking simulation tools and techniques in certification, avi - to improve your proficiency — a goal we all should ation, navigation, communication, and mitigation of have — pick up a copy of the applicable Airman risk. Discussion of transferring simulated experience Certification Standards (ACS) and make a list of the to “In Real Life” (IRL) flying is inherent in the treat - tasks and maneuvers you most want to improve.

ment of each topic, but here are a few overarching Work with your instructor to make a scenario-based tips for ensuring that you get the greatest benefit. plan that might have you simulate the flight to a spe - cific airport you want to visit. If you are an instruc - Bring Your A Game tor, use some of the task-specific risk management Professional airline pilots treat flights in the elements to help build or enhance the pilot’s critical simulator just as if they had a planeload of passen - thinking skills.

gers in the back. Those of us in Execute the Plan GA should do no less. Unless you are using a smartphone We have all heard the “practice makes perfect” Always approach simulated flight activities or tablet flight simulation cliché. Practice, both IRL and simulated, makes a with the same attitude you apply to flying a game for sheer entertain - proficient (if not quite perfect) pilot, but only if you real airplane with your family on board.

ment, always approach your pay attention, learn from your mistakes, and resolve simulated flight activities with the same attitude you to do better every time you fly. Putting A-game effort apply to flying a real airplane with your family on into intensive simulator work on the specific “areas board. for improvement” in your plan will produce demon - strable IRL benefits.

Set a Goal Reflect and Reset Simulation costs a lot less than the real airplane, but if you are using some level of Aviation Train - Getting better requires you to understand where ing Device (ATD) and working with an instructor, you fell short, why it happened, and how you can fix you’ll still need to hand over a credit card when it. Simulation helps by giving you the on-the-spot, you’re done. Get the most for your money, and from in-the-moment ability to pause and ponder those the experience, by knowing what you are trying points. For example: (1) Replay the flight in your to accomplish. Greater precision and disciplined mind, taking note of what you did well and what you adherence to procedures should be a goal on every need to improve; (2) Reconstruct the maneuvers flight, but take a moment to write down specific where you made mistakes, considering what you goals for each session. To do that, here are two ques - could have done differently; (3) Reflect on the most tions you might ask yourself: important lesson(s) you just learned; and (4) Reset (a) What aspect of your flying do you most need and redirect those lessons to your next flight.

to improve? A final observation: as we head into the winter (b) What do you most want to achieve through season, airplanes in the colder parts of the country your aviation activities? head for hangar hibernation. Thanks to the wonders The answers can guide the development of an of simulation technology, you don’t have to let your ongoing “aeronautical health plan” for pilot profi - piloting skills hibernate as well. Sim City awaits!

ciency and skill development.

Make a Plan Next, make a personal piloting proficiency plan Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of that you can use in both “real life” flying and the time F AA Safety Briefing . She is an active general aviation pilot and flight instructor.

you spend in simulated flight. As discussed already, 32 FAA Safety Briefing November/December 2017

PAU L C I A N C I O L O

FAA Faces

Marcel Bernard

Aviation Training Device (ATD) National Program Manager, Airmen Training and Certification Branch Aviation Safety “Some of the more prominent work we do Inspector Marcel includes revising the Practical Test Standards (PTS) Bernard is a Maryland for pilot applicants and implementing the new native who grew up Airman Certification Standards (ACS), approving in the flight path of and overseeing Flight Instructor Refresher Courses Andrews Air Force (FIRCs), approving ATDs, managing and updating Base. His proximity to policy and guidance for aviation safety inspectors in this hotbed of avia - the field, as well as the approving institutions that tion activity fostered certify graduates for an airline transport pilot certifi - an early appreciation cate with reduced aeronautical experience,” explains and love for flying. Marcel. “There is also a tremendous amount of activ - Recognizing his pas - ity to facilitate safe UAS operations and remote pilot sion, Marcel’s mom gave him a $100 gift certificate certification.” for flying lessons while he was in high school. Marcel was instrumental in developing the pro - “The very next day I went right to Freeway posed rulemaking for ATD regulatory relief, currently Airport for my first flight lesson!” explains Marcel. “I under review. The proposed changes would provide was immediately hooked. And I kept taking as many regulatory relief in several areas, to include allow - lessons as my limited budget would allow.” ing Sport Pilot training credit for higher certificates, After high school, Marcel went to Embry Riddle allowing the use of technically advanced aircraft to Aeronautical University in Daytona Beach, Florida, meet Commercial Pilot experience requirements, and graduated with a bachelor’s degree in aeronauti - and providing additional ATD credit allowances.

cal science. He moved back to Maryland and worked Marcel recommends that prospective student as a flight instructor at several schools, eventually pilots look for a flight school with an experienced winding up at Freeway Airport. chief instructor, professional flight instructors whose “I spent 23 years flight instructing there, and availability suits their schedule, and whose curricu - nine of those years as the chief instructor,” he notes. lum uses simulators as a required part of the training “I also worked part time for a tech firm during some program.

of those years, flying employees around the northeast “The biggest challenge I see is to change the corridor in a Bonanza A36.” culture of flight schools and flight instructors by As a chief instructor, Marcel became very famil - making the use of flight simulation a standard part of iar with the Baltimore Flight Standards District Office the curriculum for flight training,” he said. “There is a (FSDO) while facilitating the airport’s 14 CFR part lot of emphasis on getting flight time and getting that 141 pilot school certificate. These contacts eventually airline job, and not enough on providing comprehen - led him to apply for a job with the FAA and, in 2011, sive flight training. Why not get it right in the simula - he became an inspector with the FAA’s General Avia - tor first? The time and money that can be saved using tion and Commercial Division in Washington, D.C. simulation, along with the value of practicing normal Marcel’s current responsibilities include evaluat - and emergency procedures in advance, can contrib - ing and approving Aviation Training Devices (ATDs), ute significantly to pilot proficiency and safety.” serving as the team lead for ATD-related FAA rule - making projects, and supporting part 141 pilot school Paul Cianciolo is an assistant editor and the social media lead for FAA policy under the division’s Airmen Certification and Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member Training Branch. The branch is responsible for the and public affairs officer with Civil Air Patrol.

certification and training of pilots, ground instruc - tors, and flight instructors, and pilot schools under 14 CFR parts 61 and 141. The branch helps develop and implement regulations, training standards, policies, and procedures.

U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

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Look Who’s Reading

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Best-selling saxophonist

and pilot Kenny G “notes”

the importance of general

aviation safety. That’s why

he reads FAA Safety

Briefing magazine.