NBAA Automated Flight Deck Training Guidelines

Home , Autothrottle, Flight deck, Flight management system, Flight plan, V speeds, Yaw damper

Published by the National Business Aviation Association, Inc. Table of Contents

1. Introduction ...... 1 1.1.Background ...... 1 1.2.Scope ...... 1 1.3. Prerequisite Knowledge ...... 2 1.4.Definitions ...... 2 1.5. Acronyms and Abbreviations ...... 2 2. Management of Automation ...... 4 2.1.Levels of Automation ...... 4 2.2. Automation Management Training Objectives ...... 4 3. Component Training Requirements ...... 5 3.1. System Architecture ...... 5 3.2.Electronic Display System ...... 5 3.2.1. Display Units 3.2.2. Display/Reversionary Controllers 3.2.3.Engine Indicating and Crew Alerting System 3.3.Flight Guidance System ...... 5 3.3.1. Flight Guidance Control Panel 3.3.2. Flight Director 3.3.3. Autopilot 3.3.4. Yaw Damper 3.3.5. Pitch Trim 3.4.Flight Management System ...... 6 3.4.1. Control Display Unit Operation 3.4.2. Power-up 3.4.2.1. Tests 3.4.2.2. Navigation Database 3.4.2.3.Date and Time 3.4.2.4. Software Version 3.4.3. Initialization 3.4.3.1. Position 3.4.3.2. Performance 3.4.3.3. Takeoff and Landing Data 3.4.4. Flight Planning 3.4.4.1. Entry and Modification 3.4.4.2. Departure/Arrivals 3.4.4.3. Approach 3.4.4.3.1. Missed Approach 3.4.4.4. Alternate Destination 3.4.5. Holding Patterns 3.4.6. Direct-To 3.4.7. Position Sensors 3.4.8. Radio Tuning 3.4.9.Lateral Navigation

NBAA Automated Flight Deck Training Guidelines i 3.4.10. Vertical Navigation 3.4.11. Speed Commands 3.4.12. Pilot Defined Waypoints 3.4.13. Intercepts 3.4.14. Performance 3.4.15. Dual/Triple FMS Operations 3.4.16. Flight Status Pages 3.4.17. Lateral Offsets 3.4.18. ARINC 424 3.4.19. FMS Messages 3.5. Sensors ...... 12 3.5.1. Air Data Computer 3.5.2. Vertical Gyro/Directional Gyro or Attitude and Heading Reference System 3.5.3. Inertial Reference System 3.5.4. Very High Frequency Omni Range/Distance Measuring Equipment 3.5.5. Global Positioning System 3.5.5.1. Receiver Autonomous Integrity Monitoring 3.6. Weather Radar 3.7. Ground Proximity Warning System /Terrain Awareness and Warning System ...... 13 3.8. Radio Altimeter ...... 13 3.9. Traffic Alert and Collision Avoidance System ...... 14 3.10. Heads Up Display ...... 14 3.11. Autothrottles ...... 14 3.12. Airborne Windshear Alerting System ...... 14 3.13. Radio/Audio Controllers ...... 14 4. Automation Tasks by Phase of Flight ...... 15 4.1. Ground Operations ...... 15 4.2. Takeoff/Departure/Climb ...... 15 4.3. Cruise ...... 15 4.4.Descent ...... 16 4.5. Approach/Landing ...... 16 4.6. Missed Approach/Alternate Destination ...... 16

Acknowledgements The National Business Aviation Association expresses gratitude to the members of the NBAA FMS/Charting Subcommittee for the creation of these guidelines. Cover Photo: Honeywell Primus 2000 Integrated Avionics Flight Control System for the Citation X

NBAA Automated Flight Deck Training Guidelines ii nology Aircraft Safety Survey Report,”June 1998, 1. Introduction p.23).Nearly 60 percent of the professional pilots that were surveyed in this report stated that they would like more “hands-on” avionics and FMS training (in either a dedicated FMS trainer or fixed-base simula- tor).A smaller percentage suggested that a more in- This document provides National Business Aviation depth tr ain ing progr am on autom ated systems , Ass oc i ation , Inc. ( N BAA) recommended tr ain ing automation philosophy and flight guidance mode guidelines for aircraft with automated flight decks. characteristics would have improved their training. The document presents a training outline that repre- Part of the challenge in developing any avionics train- sents the minimum curriculum necessary to satisfy ing program is defining what should be taught and an automated flight deck instructional program. how competency should be measu red. Cu rrently These tr ain ing guidelines do not mand ate how there exists no consensus within the aviation com- advanced flight deck training is to be implemented. munity (airline,charter,business and private) on how Each training provider must determine the most much avionics training is enough, or for that matter, effective and efficient method to meet the objectives how much is too much. Therefore, a need exists to presented in this document. establish training guidelines for aircraft with automated flight decks. For the purposes of this document, an automated flight deck is defined as an integrated avionics system To address this need, NBAA’s Airspace/Air Traffic consisting of at least a flight management system Committee formed an FMS/Charting Subcommittee (FMS), flight guidance control system (FGCS) and in 1997. Its charter focuses on issues related to FMS electronic display system (EDS). Training guidelines and autom ated fli ght deck s . The FMS/Charting also are provided for other advanced avionics,such as Subcommittee provides a forum for the exchange of autothrottle, terrain awareness and warning system information by corporate pilots, airline pilots, certifi- (TAWS), heads up display (HUD), etc. cation authorities, training companies and avionics m anuf actu rers . The Subcomm it tee de veloped th is 1.1. Background document to address issues identified during their Previous philosophies of flight training emphasized efforts to improve training and enhance safety. manually controlling the aircraft. This has given way 1.2. Scope to a philosophy that stresses effective use of automation to control flight path and aircraft energy.Despite This document is applicable to training programs for this new emphasis, a 1996 report by the FAA Human aircraft with integrated avionics systems standard Factors Team identified vulnerabilities in pilot man- from the aircraft manufacturer. The training objec- agement of autom ation and situ ation awareness . tives are designed for an initial course of instruction It went on to recommend that operators provide ( i . e. , ori ginal airc r aft type or tr ansition tr ain ing ) guidance on the selection and appropriate use of rather than a recurrent training program. autom ation . In addition , oper ators were urged to The avionics training devices, including simulators, examine training to ensure that pilots would begin are assumed to replicate the avionics in the aircraft. line operations with sufficient skills for managing While this document provides training objectives for advanced flight decks. many components of an automated flight deck, it is On this same topic, the Australian Department of acknowledged that not all components will be stan- Transport and Regional Development, Bureau of Air dard equipment on all aircraft. Safety Investigation found that traditional training Industry - accepted term inology, abbre vi ations and methods“do not adopt a holistic approach to consol- acronyms have been used throughout.It is recognized idating,or developing,a pilot’s knowledge and under- that an airc r aft manuf actu rer may use dif ferent st anding of airc r aft oper ation .” ( “Advanced Tech- acronyms, abbreviations, or trade names to describe

NBAA Automated Flight Deck Training Guidelines 1 certain components. It may be desirable to substitute some flight function (otherwise performed by the the manufacturer’s terminology in specific curricula. pilot) to a machine or piece of avionics equipment. Various levels of automation are said to exist accord- As technology advances, new devices will be intro- ing to the extent that these systems are used in flight. duced. For example, the air data/inertial reference system (ADIRS) combines the ADC and IRS func- An automated flight deck consists of an integrated tions into a single unit. The pertinent sections of this avionics system including a flight management sys- document (ADC and IRS) remain applicable. tem (FMS), a flight guidance control system (i.e., flight director and autopilot), and an electronic dis- Procedures and equipment unique to international play system (EDS). It may also include autothrottles, operations (e.g., RVSM, MNPS, etc.) are not covered terrain awareness and warning system (TAWS) and in this document. heads up display (HUD). 1.3. Prerequisite Knowledge The term situational awareness is defined as the inter- These guidelines assume prerequisite knowledge and pretation of electronic,tactile and other cues to deter- skill in the following areas: mine current position, condition,or situation relative 1. Basic IFR procedures to the total environment. 2. Weather radar The term mode awareness is situational awareness 3. Theory and principle of crew resource specific to automation functions. The opposite of management (CRM) mode awareness is often called mode confusion. 1.4. Definitions 1.5.Acronyms and Abbreviations The term proficiency in this document is defined as Some common industry-accepted acronyms are pro- the ability to accurately perform the task within a rea- vided below. sonable amount of time. The outcome of the task is never seriously in doubt. ACARS – ARINC Communication Addressing and Reporting System The term objective in this document is defined as spe- ADC – Air Data Computer cific skill or knowledge that is to be demonstrated. AFISTM – Airborne Flight Information SystemTM The term shall is used to indicate a training objective AFM – Aircraft Flight Manual that must be understood by the pilot upon comple- AHRS –Attitude and Heading Reference System tion of training. These subject areas are considered to AP – Autopilot be essential in nature and thus, must be included in ARINC – Aeronautical Radio Incorporated the training program. Proficiency in these areas will ATC – Air Traffic Control be evaluated, either by a knowledge examination ATIS – Automatic Terminal Information Service (oral and/or written) or during the course of flight BITE – Built-In Test Equipment training. CAS – Crew Alerting System or Calibrated Airspeed CAT II – Category II The term should is used to indicate a training objec- CCD – Cursor Control Device tive that would supplement avionics training if dis- CDI – Course Deviation Indicator cussed or taught. These subject areas are considered CDU – Control/Display Unit to be non-essential in nature and do not need to be CRM – Crew Resource Management included in the training program.Proficiency in these DA – Decision Altitude areas does not need to be evaluated. DH – Decision Height DME – Distance Measuring Equipment The term automation refers to any system of auto- DU – Display Unit mated guidance and/or control that is capable of EADI – Electronic Attitude Director Indicator altering (either directly or indirectly) the aircraft’s ECL – Electronic Checklist flight path or energy state. It implies the allocation of EDS – Electronic Display System

NBAA Automated Flight Deck Training Guidelines 2 EFIS – Electronic Flight Instrument System PBD – Place/Bearing/Distance EHSI – Electronic Horizontal Situation Indicator PBPB – Place/Bearing/Place/Bearing EICAS – Engine Indicating and Crew Alerting PCMCIA – Personal Computer Memory Card System International Association ETA – Estimated Time of Arrival PFD – Primary Flight Display ETE – Estimated Time Enroute PRM – Precision Runway Monitor FAA – Federal Aviation Administration PSN – Procedure Specified Navaid FAF – Final Approach Fix QFE – Altimeter setting referenced to airport field FD – Flight Director elevation FDE – Fault Detection and Exclusion RA – Resolution Advisory FGCS – Flight Guidance Control System RAIM – Receiver Autonomous Integrity Monitoring FGS – Flight Guidance System RVSM – Reduced Vertical Separation Minima FL – Flight Level SOP – Standard Operating Procedure FMS – Flight Management System STAR – Standard Terminal Arrival GA – Go-Around SW – Southwest GPS – Global Positioning System TA – Traffic Advisory GPWS – Ground Proximity Warning System TAA – Terminal Arrival Area HF – High Frequency TAS – True Airspeed HUD – Heads Up Display TAWS – Terrain Awareness and Warning System IFR – Instrument Flight Rules TCAS – Traffic Alert and Collision Avoidance System ILS – Instrument Landing System TOC – Top Of Climb IRS – Inertial Reference System TOD – Top Of Descent ISA – International Standard Atmosphere TOLD – Takeoff and Landing Data LNAV – Lateral Navigation V1 – Takeoff Decision Speed MAP – Missed Approach Point VDI – Vertical Deviation Indicator MCDU – Multifunctional Control/Display Unit VFLCH – VNAV Flight Level Change MDA – Minimum Descent Altitude VG/DG – Vertical Gyro/Directional Gyro MFD – Multifunctional Display VMO/MMO – Maximum Operating Limit Speed MNPS – Minimum Navigation Performance VNAV – Vertical Navigation Specification VOR – Very High Frequency Omni Range NAV – Navigation Display VPATH – VNAVVertical Path NBAA – National Business Aviation Association VTA – Vertical Track Alert NDB – Navigation Database WGS 84 – World Geodetic System 1984 NOTAM – Notice to Airmen WX – Weather

NBAA Automated Flight Deck Training Guidelines 3 Level 3 – Use of flight director,autopilot,autothrottles 2. Management (if installed). The pilot is flying the aircraft through the flight guidance system and autopilot. This can be of Automation referred to as tactical use of automation. Situational awareness can be comprom is ed if at least one crewmember is not tasked with the responsibility of monitoring the aircraft’s flight path. Level 4 – Use of flight director,autopilot,autothrottles Automated flight decks facilitate improved course (if installed), plus FMS vertical and lateral path guid- guidance and aircraft performance by accomplishing ance. The pilot is flying the aircraft using LNAV/ many tasks previously performed manually. The tra- VNAV.This mode can be considered as strategic use ditional communication interface between pilots has of automation. Situational awareness can be compro- been modified by adding automation. mised if at least one crewmember is not tasked with Flightcrews operating automated flight decks must the responsibility of monitoring the aircraft’s flight fully understand and be able to manage all levels of path. automation and establish standard automation con- 2.2.Automation Management figurations for various phases of flight. Improper understanding of the various levels of automation Training Objectives and or automation management can lead to mode The following objectives shall be understood and confusion or loss of situational awareness. demonstrated: High levels of skill in crew resource management are 1. Crew briefing of the automation plan for each required to manage automated systems effectively. phase of flight.The automation plan may Therefore, training must include automation man- include lateral and/or vertical mode to be agement, mode awareness procedures and the dan- used, navigation source, use of autopilot,etc. gers of mode confusion. 2. Selections of appropriate levels of automation for each task (i.e., going to a higher or lower 2.1. Levels of Automation level) in order to maintain a comfortable workload distribution and situational aware- For the purpose of this document, it is useful to ness for the flightcrew. describe aircraft operations in terms of four levels of 3. FMS operation and cross check procedures. automation. The FMS operation is accomplished accurately Level 1 – raw data, no automation at all. The pilot is without requiring excessive time. hand-flying the aircraft without the use of the aircraft 4. Flight guidance operation and cross check flight guidance system. Pilots should revert to this procedures (e.g.,FD/AP,displays, autothrot- mode of operation when unsure of the status of nav- tles, etc.). This shall include mode awareness igation or flight guidance system (mode confusion) procedures (e.g., verbalization of flight guid- or when they are rushed. This mode also is useful ance mode selections and status, annuncia- during terminal operations when a last minute run- tion’s, etc.). way change is issued and traffic awareness may be 5. Selection and configuration of aircraft compromised if one or both pilots go“head down”to displays for phase of flight. make flight guidance system changes. Level 2 – Use of flight director and autothrottle (if installed). The pilot is hand-flying the aircraft using the flight director. Level 2 automation is typically used during takeoff and initial departure.

NBAA Automated Flight Deck Training Guidelines 4 ▲ Multifunctional Display (MFD) 3. Component ▲ Display Unit (DU) ▲ Engine Indicating and Crew Alerting System Training (EICAS) Requirements ▲ Electronic Checklist (ECL). Objectives that shall be understood: 1. Interpretation of each display (e.g., color, symbology, etc.). 2. Identification of failures modes (e.g., loss of airspeed, loss of altitude, loss of display, This section contains training objectives for each comparison monitors, etc.). component of the automated flight deck. The materi- al in this section provides a foundation for the cre- 3.2.2. Display/Reversionary Controllers ation of integrated system training objectives presented in Section 4 of this document. Display controllers allow pilots to control the presen- tation. In the case of hardware failure (e.g., display 3.1. System Architecture units,symbol generators,navigation sources,etc.) the reversionary controllers allow backup display config- Automated flight decks require the passing of digital urations and information source selections to mini- and analog data between components. The method mize the loss of function. used to interface the components represents the system architecture. Objectives that shall be understood: 1. The operation and intended function of each Objectives that shall be understood: button, knob and annunciation. 1. The physical components that make up the automated flight deck (e.g., symbol generator, 3.2.3. Engine Indicating and Crew fault warning computer,etc.) and how they are Alerting System interfaced via data buses. 2. Operational consequences associated with the The engine indicating and crew alerting system failures of data buses and/or components that (EICAS) is the central location for electronic presen- may occur inflight. t ation of engine par ameters , warn ings , cautions , advisories and system status messages. The display 3.2. Electronic Display System conventions and reversionary capabilities often are very different from traditional mechanical system An electronic display system (EDS), with inputs from displays. other systems, provides map, weather displays, airborne traffic and collision avoidance alerts (TCAS/ Objectives that shall be understood: GPWS), and engine and/or aircraft systems indica- 1. The display conventions used by the EICAS tions and or system schematics. (e.g., color philosophy,failure indications, 3.2.1. Display Units etc.). 2. The operation of the CAS (e.g., inhibiting, Display units (DUs) are the visual interface between scrolling and clearing of messages and the pilots and the automated flight and navigation master/warn indications, etc.). systems, and in some cases, aircraft systems. These displays may be known as: 3.3. Flight Guidance System ▲ Primary Flight Display (PFD) Flight guidance and auto-flight systems allow the ▲ Navigation Display (NAV) crew to select guidance modes. ▲ Electronic Attitude Director Indicator (EADI) ▲ Electronic Horizontal Situation Indicator (EHSI)

NBAA Automated Flight Deck Training Guidelines 5 3.3.1. Flight Guidance Control Panel Objectives that shall be understood: 1. How to manually engage and disengage pitch The flight guidance control panel is the pilot’s inter- trim. If applicable, the conditions for automat- face to the flight director and autopilot. ic pitch trim engagement. Objectives that shall be understood: 2. Failure modes and operating limitations. 1. The operation and intended function of each 3. The operation of Mach trim (if applicable). button, knob and annunciation. Included shall be failure modes and operating limitations. 3.3.2. Flight Director 3.4. Flight Management System The flight director computes and displays the necessary pitch and roll commands to achieve the desired The primary purpose of a flight management system flight path. (FMS) is to manage navigation sensors to produce a composite position. Using this position, along with Objectives that shall be understood: flight planning capabilities, the FMS can perform 1. Selection, deselection and confirmation of all navigation and guidance tasks. In addition, some flight director modes and submodes. This FMSs provide performance predictions for the flight. includes armed and captured annunciations displayed on the EDS associated with each 3.4.1. Control Display Unit Operation flight director mode. The control display unit (CDU) is the pilot’s interface 2. Failure modes of the flight director and opera- to the FMS. In this document, the term CDU also tional consequences associated with each fail- applies to a system that uses a multi-functional con- ure mode. trol display unit (MCDU). 3.3.3.Autopilot Objectives that shall be understood: The autopilot interfaces to servos that move the air- 1. The operation and function of line select keys, craft control surfaces. function keys and annunciators. 2. The display conventions used by the CDU Objectives that shall be understood: (e.g., color philosophy,inverse video, pilot 1. How to engage and disengage the AP. required input versus optional input, etc.). 2. Hazards of providing manual input with AP engaged. 3.4.2. Power-up 3.3.4.Yaw Damper 3.4.2.1. Tests The yaw damper trims and adjusts the yaw axis of the Built-in test equipment (BITE) normally is incorpo- aircraft. rated into electronic equipment for self monitoring during power-up and operation. Objectives that shall be understood: 1. How to engage and disengage the yaw damper Objectives that shall be understood: manually.If applicable, the conditions for 1. How to verify that power-up tests are per- automatic yaw damper engagement. formed correctly by the FMS. Only the tests 2. Failure modes and the operating limitations. visible to the pilot need be understood. 2. The required action by the pilot should the 3.3.5. Pitch Trim power-up tests fail. The pitch trim system is used by the crew, the autopi- 3.4.2.2. Navigation Database lot and the mach trim system to maintain longitudi- nal control authority. The navigation database (NDB) contains navaids,air- ways, departure/arrival procedures, approach procedures, airports and runways.

NBAA Automated Flight Deck Training Guidelines 6 Objectives that shall be understood: 2. The different methods possible for initializa- 1. How to verify or select (if applicable) the tion (e.g., named waypoint, latitude/longitude, current navigation database within the FMS. etc.). 2. Operating limitations of using an expired navigation database. Objectives that should be understood: 3. Navigation charts, supplemented by NOTAMs, 1. The effects of initializing the FMS and IRS supercede the electronic navigation database. to an incorrect position. 2. The effects of FMS restarts on the FMS Objectives that should be understood: position while the aircraft is inflight. 1. How to perform a navigation database update 3.4.3.2. Performance (e.g., disks,PCMCIA card, etc). 2. The frequency of the updates (e.g.,every 28 Performance initialization is necessary for accurate days). performance predictions. 3. The source of the navigation database update (e.g.,FMS manufacturer, a third party,etc.). Objectives that shall be understood: 1. How to initialize the performance functions. 3.4.2.3. Date and Time 2. The required entries for the performance Date is used to determine NDB effectivity cycle.Time functions. is used in actual and estimated position reporting 3. Operating limitations associated with the and planning. performance function (e.g.,VNAV availability when performance is not initialized,advisory Objectives that shall be understood: information, etc.). 1. How to verify or correct (if applicable) 4. The different performance options available the date and time of the FMS. (if applicable). Objectives that should be understood: 3.4.3.3. Takeoff and Landing Data 1. The source of the FMS date and time (e.g., The takeoff and landing data (TOLD) function is the directly from GPS, aircraft master clock, etc.). automatic computation of takeoff/landing V-speeds 2. The effects of incorrect date and time (e.g., and performance data (if applicable). RAIM predictions, ETE/ETA, etc.). 3.4.2.4. Software Version Objectives that shall be understood: 1. How to initialize the TOLD function. The software version defines the capabilities of the 2. The required entries for the TOLD function. FMS. 3. Operating limitations (e.g., advisory information). Objectives that shall be understood: 4. How to make adjustments to takeoff and land- 1. How to verify the software version. ing data, if applicable (e.g.,V1 min or max, 2. Operating limitations associated with the balanced field length, etc.). installed software version. 3.4.4. Flight Planning 3.4.3. Initialization 3.4.4.1. Entry and Modification 3.4.3.1. Position A flight plan is a series of waypoints that define an The initialization of the FMS position is based upon intended route of flight. Each waypoint in the flight pilot selections and entries. plan may be def ined later ally and vertically. The Objectives that shall be understood: course between two waypoints in the flight plan is 1. How to initialize the FMS position (and IRS called a flight plan leg. if applicable).

NBAA Automated Flight Deck Training Guidelines 7 Objectives that shall be understood: 3.4.4.3.Approach 1. How to name a flight plan. 2. Different methods of creating an active flight Approach procedures are contained in the navigation plan (e.g.,manual entry, recall from memory, database. Pilots must be able to insert these proce- AFISTM,etc.). dures efficiently into active flight plans and ensure 3. How to store, copy and activate a flight plan. that the electronic procedures are accurate and clear- 4. How to add a waypoint to the flight plan. ly understood before commencing the approach. 5. How to delete a waypoint from the flight plan. Objectives that shall be understood: 6. How to create pilot defined waypoints. 1. How to select, activate and remove an 7. How to change the TO waypoint. approach procedure,course reversal, and 8. How to change the FROM waypoint. transition. 9. How to change the destination. 2. How to select a different approach/runway 10.How to recognize and remove discontinuities once it is activated. from the active flight plan. 3. How to review procedure turns,holding 11.How to enter an airway. pattern course reversals, teardrop and DME 12.How to clear the active flight plan. arcs on the FMS and EDS. Included also is 13.How to determine and select the correct how the FMS flys these terminal procedures. waypoint from those that have a common 4. How to compare the electronic approach to identifier in the navigation database. the printed approach (e.g., overfly waypoints, 14.How to close the flight plan. left or right turns, discontinuity, altitude 3.4.4.2. Departure/Arrivals restrictions, vertical angles, etc). 5. How to read ARINC 424 leg types associated Departure/arrival procedures are contained in the with approach procedures (e.g., waypoints navigation database. Pilots must be able to insert that are presented on the FMS but not on the these procedures efficiently into active flight plans paper chart). and ensure that the electronic procedures are accu- 6. Background information on WGS 84 and the rate and clearly understood before commencing the effects of flying approaches not charted in procedures. WGS 84. 7. Annunciation requirements for approaches Objectives that shall be understood: (e.g., RAIM, approach, etc.). 1. How to select, activate, modify and remove 8. AFM limitations on approaches that can be a departure/arrival procedure. legally flown by the FMS (e.g., VOR, GPS, etc.). 2. How to select a different departure/arrival 9. How to use VNAV to fly approaches where the once it is activated. MAP is the runway threshold, past the runway 3. How to compare the electronic departure/ threshold and prior to the runway. arrival to the printed departure/arrival 10.Understand the difference between MDA and procedure (e.g., overfly waypoints, left or DA for VNAV approach operations. right turns, discontinuity, altitude constraints, 11.How to use the altitude preselector during an speed restrictions, etc). approach properly. 4. How to read ARINC 424 leg types associated 12.How to determine the FAF and MAP for an with these departure/arrival procedures (e.g., approach on the FMS CDU and EDS. waypoints that are presented on the FMS but 13.Implications/risk of modifying an approach not on the paper chart). after it has been activated (e.g., deviating from Objectives that should be understood: the published final approach path, obstacle 1. Non-standard (“Special”) departure/arrival clearances, not entering approach mode, etc.). (e.g., private procedures, procedures requiring 14.Confirming/updating the active waypoint/leg special authorization,etc). during radar vectoring.

NBAA Automated Flight Deck Training Guidelines 8 Objectives that should be understood: procedures.Once activated in the flight plan,the FMS 1. Non-standard (“Special”) approaches (e.g., can enter, fly and exit a holding pattern. private procedures, procedures requiring special authorization, etc). Objectives that shall be understood: 1. How to define, modify, activate and verify 3.4.4.3.1. Missed Approach a holding pattern in the active flight plan. 2. FMS defaults for holding patterns (e.g., speed, A miss ed approach procedu re is ass oc i ated with leg time/distance, etc.). every approach procedure contained in the naviga- 3. How to delete a holding pattern once it has tion database.It is extracted from the NDB when the been activated and placed into the active flight approach procedure is selected and activated. plan. Objectives that shall be understood: 4. How to exit a holding pattern once it is active 1. How to append the missed approach proce- (e.g., automatically during course reversal, dure to the active flight plan during a go- manually selected,etc). around (GA). Objectives that should be understood: 2. How to reengage LNAV and if applicable, 1. System limitations with regard to activating VNAV during the missed approach. and modifying a holding pattern (e.g., too 3. How to compare the electronic missed close to the waypoint, modifications to the approach to the printed missed approach pattern while in the hold, unable to activate (e.g., overfly waypoints, left or right turns, a holding pattern on a waypoint while it is altitude constraints, holding pattern, etc). being laterally sequenced,etc.). 4. How to read ARINC 424 leg types associated with missed approach procedures (e.g., way- 3.4.6. Direct-To points that are presented on the FMS but not on the paper chart). Direct-to is the ability to proceed directly to a loca- 5. How to use the altitude preselector properly tion from the current aircraft position. during a missed approach. Objectives that shall be understood: 6. Implications of prematurely activating the 1. How to perform a lateral direct-to to way- missed approach procedure on the FMS (e.g., points in the active flight plan. not entering approach mode, horizontal and 2. How to perform lateral direct-to to waypoints vertical deviation scaling, transition to the not in the active flight plan. missed approach prior to completing the 3. If applicable, how to undo a lateral direct-to approach, etc.). (i.e., direct-to recovery). 3.4.4.4.Alternate Destination Objectives that should be understood: The alternate destination and its associated flight 1. The relationship in sequence/timing between plan provide contingency routing in cases where it is performing a lateral direct-to and engaging not possible to continue to the destination. LNAV (if not already engaged) to avoid unde- sired S-turns. Objectives that shall be understood: 1. How to enter, change, or remove an alternate 3.4.7. Position Sensors destination for the active flight plan. Position sensors provide position and velocity infor- 2. How to activate the flight plan to the alternate mation required by the FMS to navigate the aircraft. destination. 3.4.5. Holding Patterns Objectives that shall be understood: 1. The types of sensors interfaced to the FMS. Holding pat terns can be def ined by the pilot or 2. How to access, interpret and operate the CDU ex tr acted from the navi gation dat abase with pages associated with the position sensors.

NBAA Automated Flight Deck Training Guidelines 9 3. How to remove or reselect a sensor from the Objectives that should be understood: navigation solution (if applicable). 1. The bank authority limit for LNAV. 4. The blending or weighting logic of sensors 2. If applicable, pilot authority for controlling the used to compute the FMS position. amount of bank used by LNAV during course 5. Any phase of flight operating limitations for transitions. a sensor (e.g.,IRS is approved for sole means 3. How the FMS laterally sequences waypoints. oceanic operations, but not for sole means approach operations). 3.4.10.Vertical Navigation Objectives that should be understood: Vertical navigation (VNAV) is the function in the 1. The sensor priority logic (e.g.,FMS 1 uses FMS that sends commands to the flight guidance sensor 1,FMS 2 uses sensor 2, etc.) computer to steer the aircraft vertically. 3.4.8.Radio Tuning Objectives that shall be understood: 1. How to engage and disengage VNAV and Some FMSs are capable of tuning radios. confirm the associated annunciations displayed on the EDS. Objectives that shall be understood: 2. The VNAV submodes supported by the FMS 1. If applicable, tuning modes associated with (e.g.,VFLCH,VPATH, etc). a radio (e.g., auto, remote,manual, etc.). 3. Operating limitations for VNAV (e.g.,may not Objectives that should be understood: be approved for some approach type,VPATH 1. How to access and operate the radio tuning angle limits,QFE, cold temperature,holding page of the FMS (if applicable). This includes patterns, remote altimeter settings, etc.). effects on the active and preset function. 4. Annunications associated with vertical track 2. Familiarity with failure indications (e.g., the alerts (VTA) and when they will occur (e.g., radio not tuning the request frequency, no 60 seconds prior to TOD,etc.). valid data from the radio,etc.). 5. How to enter, modify and delete waypoint altitude constraints into the active flight plan. 3.4.9. Lateral Navigation This includes AT,AT AND ABOVE,AT AND BELOW altitude constraints. Lateral navigation (LNAV) is the function in the FMS 6. How the FMS flys AT OR ABOVE and AT OR that sends commands to the flight guidance comput- BELOW constraints (e.g.,fly through windows er to steer the aircraft laterally. or treat AT OR ABOVE as AT constraints). Objectives that shall be understood: 7. How to perform an altitude crossing restric- 1. How to arm LNAV and confirm the associated tion using VNAV (e.g.,“Cross 20 miles SW of annunciations displayed on the EDS. Buckeye VOR at FL230”). 2. Annunciations for LNAV capture and lateral 8. How to enter, delete and modify a vertical track alerts (e.g.,30 seconds prior to angle in the active flight plan. sequence, turn anticipation distance, etc.). 9. If applicable, any initialization requirements 3. Operating limitations for LNAV (e.g., not for VNAV (e.g., performance initialization, approved to fly holding patterns, approaches, etc.). bank authority,etc.). 10.The operational relationship of the altitude 4. Conditions that result in automatic discon- preselector and VNAV. nects for LNAV (e.g., heading legs associated 11.Speed protection modes provided by VNAV with procedures,a discontinuity,etc.). This (e.g.,VMO/MMO). This shall include how includes annunications displayed on the EDS VNAV will react when airspeed limitations are and required actions by the pilot. encountered (e.g., pulling the aircraft off the 5. The CDI scaling for phase s of fli g ht (e. g. ,h i gher descent path, etc.). se nsitivity for approach versus enr oute opera - tions, linear versus angular de vi ations, etc.) .

NBAA Automated Flight Deck Training Guidelines 10 12.How to use VNAV to fly approaches where the Objectives that should be understood: MAP is the runway threshold, past the runway 1. If applicable, the use of EDS joystick/cursor threshold and prior to the runway. control device (CCD) for the creation of pilot 13.The hazards of using VNAV below the MDA or defined waypoints. DA (e.g.,while it provides guidance it does not provide obstacle protection). 3.4.13. Intercepts 14.How to perform vertical direct-tos to a way- The intercept function provides the ability to inter- point and when to use the vertical direct-to. cept a desired radial or course. Objectives that should be understood: Objectives that shall be understood: 1. How the FMS vertically sequences waypoints 1. How to fly a heading or course to intercept (e.g., altitude constraints for waypoints are another course (e.g.,final approach course, met when the aircraft is at the bisector of the airway, etc.). waypoint). 2. How to change the FROM waypoint to facili- 2. The vertical deviation indicator (VDI) scaling tate an intercept. for phases of flights. 3.4.14. Performance 3.4.11. Speed Commands The FMS performance function is based on entries Some FMS provide the ability to define speed com- made by the pilot and input from aircraft systems. m ands for dif ferent phas es of f li ght (e. g. , climb, Some FMSs provide advanced aircraft performance cruise, descent, etc.). The speed command may be computational capability. controlled either automatically or manually. Objectives that shall be understood: Objectives that shall be understood: 1. How to access performance data from the 1. The different speed command modes (e.g., FMS. automatic, manual, speed intervention). This 2. Operating limitations associated with the per- shall include how to determine the active formance function (e.g., advisory informa- mode and how to switch modes (if permit- tion) . ted). 2. How to enter, modify and delete a waypoint Objectives that should be understood: speed constraint. 1. If applicable,FMS advanced performance fea- tures. Objectives that should be understood: 1. The criteria used by the FMS to transition 3.4.15. Dual/Triple FMS Operations between speed commands (e.g., transitioning Many aircraft are equipped with multiple FMS sys- from a climb speed command to a cruise tems that may or may not be able to communicate speed command, etc.). with each other. 2. How the FMS provides speed protection (e.g., placard speeds, speed/altitude limits,etc.). Objectives that shall be understood: This should include how the protection and 1. The different communication modes between annunciation provided for each VNAV mode FMSs (e.g., dual,crossfill, sync, triplex, warm possible. spare, etc). 3.4.12. Pilot Defined Waypoints 2. The criteria associated for the system to operate in each mode. Pilot defined waypoints are waypoints that do not 3. Any annunciations associated with a change exist in the navigation database. in operating mode. 4. If applicable, how to switch in third FMS Objectives that shall be understood: following failure of FMS 1 or 2. 1. How to create, edit and delete the diff erent types of pilot defi ned waypoints (e.g . PB D , PB P B ,etc) .

NBAA Automated Flight Deck Training Guidelines 11 3.4.16. Flight Status Pages 2. ADC instrument indications. 3. ADC failure recognition and reversionary The FMS is capable of displaying a large amount mode selection. of flight status information. 4. The effects of cold weather on barometric Objectives that shall be understood: altitude. 1. How to access flight status information (e.g., Objectives that should be understood: TOC and TOD, winds, etc.). 1. How to access ADC information via the FMS 3.4.17. Lateral Offsets (if applicable). A lateral offset is the ability to fly parallel to the active 3.5.2.Vertical Gyro/Directional Gyro or course line at a fixed, pilot defined offset distance. Attitude and Heading Reference System Objectives that shall be understood: The vertical gyro/directional gyro (VG/DG) or atti- 1. How to enter, modify and delete a lateral tude and heading reference system (AHRS) provide offset. attitude and magnetic heading information to the 2. Operating limitations on the use of lateral flightcrew. offsets (e.g., automatic canceling, not allowed Objectives that shall be understood: for terminal procedures,etc.). 1. The operation and intended function of each 3.4.18.ARINC 424 button, knob and/or annunciation associated with the VG/DG or AHRS. AR I N C 424 provides a sta nda rd for preparing and stor- 2. Power-up procedures (if applicable). ing the electroni c navig ation data base use d by the FMS. 3. Failure recognition and reversionary mode Objectives that shall be understood: selection. 1. Familiarity with the purpose and use 4. Latitude operational limitations of sensor. of ARINC 424 data by the FMS. 3.5.3. Inertial Reference System 2. ARINC 424 naming conventions for waypoints. The inertial reference system (IRS) provides attitude and heading information to the flightcrew. In addi- 3.4.19.FMS Messages tion, the IRS provides position (latitude and longi- The FMS provides advisory and alerting information tude), velocity,true and magnetic heading and accel- to the operator by means of annunciators or CDU text erations. messages. Objectives that shall be understood: Objectives that shall be understood: 1. The operation and intended function of each 1. Different types of FMS messages and button, knob and/or annunciation associated annunciations. with the IRS controller. 2. How to access and clear FMS messages. 2. Alignment procedures and indications associated with a correct or incorrect alignment. 3.5. Sensors This includes ramifications of not aligning the IRS to the aircraft present position and 3.5.1.Air Data Computer moving the aircraft during the alignment process.This also includes quick download The air data computer (ADC) provides atmospheric align procedures. data to the flightcrew and the avionics. This consists 3. Failure recognition and reversionary mode of altitudes (pressu re and barometric ) , airspeeds selection. (TAS,CAS, Mach), vertical speed, ISA deviation, etc. 4. Power down procedures (e.g., turn off at mode Objectives that shall be understood: controller, IRS battery discharge, etc.). 1. ADC test (if applicable).

NBAA Automated Flight Deck Training Guidelines 12 Objectives that should be understood: 5. Operating limitations on the loss or 1. Position and velocity drift characteristics of exceedance of RAIM (e.g., loss of RAIM an IRS. Included should be the effects of during GPS approaches, etc.). excessive IRS drift on the FMS position. 2. End of flight IRS position accuracy check. 3.6.Weather Radar 3. The effects of high latitude operations (e.g., Weather radar is used to avoid hazardous weather. true versus magnetic references,IRS operation, etc.). Objectives that shall be understood: 1. The operation and intended function of each 3.5.4.Very High Frequency Omni Range/ button, knob and/or annunciation associated Distance Measuring Equipment with the weather radar controller. 2. How weather radar is integrated into the EDS VHF omni-directional range (VOR) provides relative and all display options available. position to a navaid. Distance measuring equipment 3. Limitations on the operational use of the (DME) provides slant range distance to a navaid. weather radar (e.g., turn off while refueling, Objectives that shall be understood: do not use near ground personnel, etc.). 1. Tuning and identification of ground stations. 3.7. Ground Proximity Warning 2. How to select and display VOR/DME data on the EDS. System /Terrain Awareness and 3. Failure recognition and reversionary mode Warning System selection. Ground proximity warning system (GPWS) is a reac- 3.5.5. Global Positioning System tive system that blends radio altimeter inputs with The global position ing system (GPS) navi gation ILS glideslope and discrete signals from gear and flap receiver derives aircraft position from a constellation systems in order to provide warnings of impending of global positioning satellites. The GPS receiver con- collision with terrain.Terrain awareness and warning tinuously evaluates this information for integrity and system (TAWS) provides the functionality of GPWS accuracy. with look ahead capability by displaying terrain on the EDS. Objectives that shall be understood: 1. The general operating principles. Objectives that shall be understood: 2. The GPS NOTAM system. 1. Warnings and required response for safe 3. Failure annunciations. flight (e.g.,“sink rate”,“pull up”, etc.). This 4. Opera ting limit a tions on the usa ge of GPS (e.g. , includes call-outs that may occur during fa ilur e of se nso r dur ing GPS approaches, etc.) . normal operations. 2. How to perform an escape maneuver. 3.5.5.1. Receiver Autonomous Integrity 3. How TAWS is integrated into the EDS and Monitoring options that can be controlled by the pilot. 4. Limitations on the operational use of Receiver autonomous integrity monitoring (RAIM) is GPWS/TAWS (e.g.,WGS 84,QFE, etc.). an onboard means of verifying GPS integrity. Objectives that shall be understood: 3.8. Radio Altimeter 1. The concept and function of receiver The radio altimeter measures height above ground. autonomous integrity monitoring. 2. Current versus Predictive RAIM. Objectives that shall be understood: 3. Fault detection and exclusion (FDE) 1. EDS symbology. 4. Failure annunciations associated with loss 2. How to test the radio altimeter if required. or exceedance of RAIM limits.

NBAA Automated Flight Deck Training Guidelines 13 3. Operating limitations associated with the loss 3. Operating limitations on the use of autothrot- of the radio altimeter (e.g.,unable to perform tles (e.g.,minimum engagement altitude, CAT II approaches,MEL, etc. ). etc.). 4. The interaction that exists between flight 3.9. Traffic Alert and Collision director/autopilot modes and the autothrottle Avoidance System (e.g., for airspeed descents the autothrottle sets the throttles to flight idle, etc.). The tr af f ic alert and collision avoid ance system (TCAS) provides traffic advisories (TA) and resolu- 3.12.Airborne Windshear Alerting tion advisories (RA). System Objectives that shall be understood: A device or system which identifies the presence of 1. The operation and intended function of each windshear once the windshear is encountered. Some button, knob and/or annunciation associated systems also may provide guidance information to with the TCAS controller. the pilot. 2. Differences and significance of TCAS warnings (i.e., TA or RA). Objectives that shall be understood: 3. How to perform a RA maneuver and ATC 1. Warnings and required response for safe flight issues with RA maneuver. (i.e., escape maneuver). 4. Operating limitations associated with TCAS 2. How windshear is integrated into the EDS. (e.g.,ILS PRM,RVSM, etc.) 3. Limitations on the operational use of windshear. 3.10. Heads Up Display 3.13. Radio/Audio Controllers The heads up display (HUD) displays flight guidance information onto a combiner glass mounted in front Radio/audio controllers provide for control of radio of the pilot. and audio. Objectives that shall be understood: Objectives that shall be understood: 1. The operation and intended function of each 1. The operation and intended function of each button, knob and/or annunciation associated button, knob and/or annunciation associated with the HUD controller. with the radio/audio controller. 2. Special CRM issues associated with HUD operations. 3. How to interpret what is displayed (i.e., symbology, etc.). 4. Operating limitations associated with HUD (e.g.,CAT II/III, runway requirements, etc.). 3.11.Autothrottles The autothrottle system provides speed or power control. Objectives that shall be understood: 1. The operation and intended function of each button, knob and/or annunciation associated with the autothrottles. 2. Operating modes of the autothrottles and how the modes are annunciated on the EDS.

NBAA Automated Flight Deck Training Guidelines 14 b. Selection of departure runway,departure 4. Automation Tasks procedure,route of flight (per clearance). c. Comparison of the electronic departure by Phase of Flight to the printed departure procedure (e.g., overfly waypoints, left or right turns, discontinuity, altitude constraints, speed restrictions, etc). d. Configuration and verification of takeoff This section provides automation tasks required to be data (e.g.Vspeeds, runway required, etc.). u nderstood and demonstr ated for each phase of 3. Position sensor management. flight.The training program shall provide“hands-on” a. Tuning of departure navaids, if applicable. practice using the avionics systems in realistic opera- b. GPS RAIM check (e.g., destination,alter- tional flight scenarios (operationally-oriented train- nate) for GPS approaches. ing ) . Various procedu r al tasks will be performed c. Quick download align procedures (if appli- using the automated systems during all normal phas- cable). es of flight operations (i.e., pre-flight, takeoff, climb, 4. Crew briefings. This shall include automation cruise, descent, approach and landing). All the tasks plan for the takeoff and departure (e.g., later- will be performed to proficiency upon completion of al/vertical/autothrottle modes during the initial training. takeoff/departure phases, route of flight, altitude restrictions, speed limits,emergency The level of automation used for each phase of flight return, etc.). will vary depending upon SOP, aircraft equipment, 5. Reconfiguration of the FMS for runway and environmental conditions,operation to be performed departure changes. and other factors . The tr ain ing progr am should include all these factors and allow the pilot to choose Objectives that should be understood: the appropriate level of automation. It also should 1. Non-standard (“Special”) departures (e.g., allow pilots to perform normal and abnormal check- private procedures, procedures requiring spe- list procedures as they apply to avionics-related sys- cial authorization,IRS quick align, etc). tems.It is assumed CRM is employed for all phases of 4.2. Takeoff/Departure/Climb flight and thus is not specified for each phase of flight. This phase of flight is limited to changes required immediately after takeoff as the aircraft transitions 4.1. Ground Operations from takeoff to departure and enroute navigation. This phase includes all operations from equipment Objectives that shall be understood and demonstra ted: power-up and self-test through the before-takeoff 1. Selection of flight guidance modes and dis- checklist procedures.All initialization and configura- plays for takeoff and departure (e.g.,selecting tion for the initial phases of flight are included. FD modes, navigation sources, TAWS,WX Objectives that shall be understood and demonstra ted: radar, TCAS,HUD, autothrottles, etc.). 1. Configuration of flight guidance modes and 2. Modification of FMS active flight plan to meet displays (e.g.,selecting FD modes, navigation revised ATC clearances (e.g., deleting alti- sources, TAWS,WX radar, TCAS,HUD,etc.). tude/speed constraints, lateral path, etc.). 2. Initialization of the FMS and creation of an 4.3. Cruise active flight plan for the route of flight. This includes: The level cruise phase consists mainly of monitoring a. Use of datalink (e.g.,AFISTM,ACARS, etc.) the flight and responding to external requirements to obtain ATIS and clearance, as applicable. imposed by ATC and/or weather conditions.

NBAA Automated Flight Deck Training Guidelines 15 Objectives that shall be understood and demonstra ted: 4.5.Approach/Landing 1. Selection of flight guidance modes and displays for cruise (e.g.,selecting FD modes, This phase of flight contains the transition to termi- navigation sources, TAWS,WX radar, TCAS, nal and approach operations. The aircraft is config- autothrottles, etc.). ured and procedures are briefed. Flight duties are 2. Modification of FMS active flight plan to meet centered on ATC compliance and final approach con- revised ATC clearances (e.g., direct-to, inter- figuration, execution and monitoring. cepts, holds, etc.). Objectives that shall be understood and demonstra ted: 3. Monitor performance status (e.g., fuel, obtain 1. Selection of flight guidance modes and dis- weather, ETA, etc.). plays for approach/landing (e.g.,selecting FD 4.4. Descent modes, navigation sources,TAWS,WX radar, TCAS,HUD,autothrottles, etc.). This phase is the transition from cruise flight to the 2. Modification of FMS active flight plan to meet descent. In addition, preparation for the arrival and revised ATC clearances (e.g., deleting alti- approach phases normally is conducted during the tude/speed constraints, lateral path, updating descent.Landing conditions, procedure selection and active flight plan during radar vectors, etc.). review and approach phase briefings normally are 3. How to fly non-localizer based approaches completed during this phase of flight. using LNAV/VNAV (e.g., course reversals, published approach transitions, TAAs, Objectives that shall be understood and demonstra ted: required use of the flight director for GPS 1. Selection of flight guidance modes and approaches, tuning of the Procedure Specified displays for descent (e.g.,selecting FD modes, Navaid (PSN) and/or missed approach navaid, navigation sources, TAWS,WX radar, TCAS, proper use of altitude preselector, approach autothrottles, etc.). mode annunciations, location of TOD, appro- 2. Initialization of the FMS for arrival phase. priate minimums,use of VNAV guidance This includes: below the MDA,etc.). a. Use of datalink (e.g.,AFISTM,ACARS, etc.) 4. How to fly localizer based approaches (e.g., to obtain ATIS, as applicable. transition from FMS to localizer guidance, b. Selection of approach runway, approach, proper use of altitude preselector, backcourse, arrival procedure (per clearance). appropriate minimums, etc.). c. Comparison of the electronic arrival/ 5. Appropriate use of MDA or DA(H) for an approach/missed approach procedure approach. to the printed procedure (e.g., overfly waypoints,left or right turns,discontinuity, 4.6. Missed Approach/Alternate altitude constraints, speed restrictions, missed approach hold,etc). Destination d. Confirmation of landing data (e.g. The missed approach phase of flight extends from the Vspeeds, runway required, etc.). decision to execute the missed approach until the e. GPS RAIM check (e.g., destination, alter- missed approach procedure is terminated. The alternate) for GPS approaches. nate destination phase of flight starts when the deci- 3. Crew briefings. This shall include automation sion is made to proceed to an alternate destination. plan for the arrival/approach/missed approach (e.g., lateral/vertical/autothrottle Objectives that shall be understood and demonstra ted: modes, route of flight, altitude restrictions, 1. Selection of flight guidance modes and dis- speed limits,missed approach holding plays for missed approach (e.g.,selecting FD pattern, etc.). modes, navigation sources,autothrottles, etc.). 4. Reconfiguration of the FMS for runway and 2. Use of LNAV/VNAV to fly a missed approach arrival changes. (e.g., published missed approach procedure, proper use of altitude preselector, etc.).

NBAA Automated Flight Deck Training Guidelines 16 3. Modification of FMS active flight plan to 5. Modification of the FMS active flight plan meet revised ATC clearances (e.g., deleting to divert to alternate destination.This altitude/speed constraints,lateral path, includes: updating active flight plan during radar a. Use of datalink (e.g.,AFISTM,ACARS, etc.) vectors, holding pattern changes,etc.). to obtain ATIS, as applicable. 4. Initialization of the FMS for another b. Selection of approach runway,approach, approach. This includes: arrival procedure (per clearance). a. Selection of approach runway, approach, c. Comparison of the electronic arrival/ arrival procedure (per clearance). approach/missed approach procedure b. Comparison of the electronic to the printed procedure (e.g.,overfly arrival/approach/missed approach proce- waypoints, left or right turns,discontinuity, dure to the printed procedure (e.g.,overfly altitude constraints,speed restrictions, waypoints,left or right turns,discontinuity, missed approach hold,etc). altitude constraints,speed restrictions, d. Confirmation of landing data (e.g. missed approach hold,etc). Vspeeds, runway required, etc.). c. Confirmation of landing data (e.g. e. RAIM checks for GPS approaches Vspeeds, runway required, etc.). (if applicable). d. RAIM checks for GPS approaches (if applicable).

NBAA Automated Flight Deck Training Guidelines 17