Appendix; Considerations On Using The Garmin Integrated Flight Deck To Enhance The Aeronautical Decision Making (Adm) Process And Single-Pilot Resource Management (Srm) - Garmin G1000 Manual

CONSIDERATIONS ON USING THE GARMIN INTEGRATED FLIGHT
DECK TO ENHANCE THE AERONAUTICAL DECISION MAKING (ADM)
PROCESS AND SINGLE-PILOT RESOURCE MANAGEMENT (SRM)
The Garmin Integrated Flight Deck has brought a number of improvements in cockpit
technology to General Aviation (GA) aircraft. These improvements range from longer life and
greater reliability of the primary instruments to a simplified pilot interface. With the addition of
new technologies, the GIFD System is capable of providing the pilot with a wider variety of
information about the flight environment, thereby leading to greater situational awareness and
reduced pilot workload. The GIFD System allows the pilot to focus on aeronautical decision
making (ADM) and single-pilot resource management (SRM).
The majority of GA flight operations are single-pilot operations. The single-pilot, IFR, cross-
country flight is often regarded as one of the most challenging flight operations. The need to
communicate and navigate while relying solely on aircraft instruments makes the single-pilot
cockpit a busy and stressful environment.
effectively can prove life threatening, understanding and using all the tools available in the
cockpit is key to overcoming the challenges presented by single-pilot IFR flights.
AUTOMATIC FLIGHT CONTROL
The autopilot is a fundamental tool that is often overlooked in the current aviation training
environment. As an SRM tool, no other piece of avionics is as valuable in reducing pilot
workload as the autopilot. Pilots should routinely practice using the autopilot and gain a full
understanding of their particular system. Using the autopilot allows the pilot to focus on other
flight management tasks such as route deviation planning and general aircraft system monitoring
without reaching a point of sensory overload.
In the case of system failures or emergencies, the autopilot relieves the pilot of the workload of
manually flying the aircraft and thus allows the problem to be addressed. It is important to note
that many GA aircraft are equipped with a rate-based autopilot that receives roll inputs from an
electric turn-coordinator. In aircraft equipped with a vacuum-driven attitude indicator, failure of
the vacuum pump should prompt the pilot to immediately change to a partial panel scan and to
engage the autopilot in at least a roll and pitch mode. In aircraft equipped with a GPS coupled
to the autopilot, the pilot should activate GPS direct-to navigation to the nearest suitable airport,
then place the autopilot in navigation mode to fly straight to the airport. In either case, the
autopilot reduces pilot workload by helping to ensure that the wings remain level and that
standard-rate turns are used.
The GIFD System will interface with third-party, rate-based autopilots as well as with the
Garmin GFC 700 Automatic Flight Control System (AFCS).
autopilots are linked to a remote-mounted rate-based gyro independent of the GIFD System;
therefore, the above-mentioned methodology still applies if attitude information is lost. Indeed,
using the autopilot in roll-control or navigation mode at the point of attitude failure allows the
pilot to maintain control of the aircraft while taking appropriate emergency actions. Again, the
use of the autopilot reduces pilot workload and should allow the pilot to better manage the
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Appendix

Since the inability to manage these demands
GIFD Pilot's Training Guide
Third-party manufactured
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