1.4. Definitions
The term proficiency in this document is defined as the ability to accurately perform the task within a rea-sonable amount of time. The outcome of the task is never seriously in doubt.
The term objective in this document is defined as spe-cific skill or knowledge that is to be demonstrated.
The term shall is used to indicate a training objective that must be understood by the pilot upon comple-tion of training. These subject areas are considered to be essential in nature and thus, must be included in the training program. Proficiency in these areas will be evaluated, either by a knowledge examination (oral and/or written) or during the course of flight training.
The term should is used to indicate a training objec-tive that would supplement avionics training if dis-cussed or taught. These subject areas are considered to be non-essential in nature and do not need to be included in the training program. Proficiency in these areas does not need to be evaluated.
The term automation refers to any system of auto-mated guidance and/or control that is capable of altering (either directly or indirectly) the aircraft’s flight path or energy state. It implies the allocation of some flight function (otherwise performed by the pilot) to a machine or piece of avionics equipment. Various levels of automation are said to exist accord-ing to the extent that these systems are used in flight.
An automated flight deck consists of an integrated avionics system including a flight management sys-tem (FMS), a flight guidance control system (i.e., flight director and autopilot), and an electronic d is-play system (EDS). It may also include autothrottles, terrain awareness and warning system (TAWS) and heads up display (HUD).
The term situational awareness is defined as the inter-pretation of electronic, tactile and other cues to deter-mine current position, condition, or situation relative to the total environment.
The term mode awareness is situational awareness specific to automation functions. The opposite of mode awareness is often called mode confusion.
1.5. Acronyms and Abbreviations
Some common industry-accepted acronyms are pro-vided below.
ACARS – ARINC Communication Addressing and
Reporting System ADC – Air Data Computer AFISTM – Airborne Flight Information SystemTM AFM – Aircraft Flight Manual AHRS – Attitude and Heading Reference System AP – Autopilot ARINC – Aeronautical Radio Incorporated ATC – Air Traffic Control ATIS – Automatic Terminal Information Service BITE – Built-In Test Equipment CAS – Crew Alerting System or Calibrated Airspeed CAT II – Category II CCD – Cursor Control Device CDI – Course Deviation Indicator CDU – Control/Display Unit CRM – Crew Resource Management DA – Decision Altitude DH – Decision Height DME – Distance Measuring Equipment DU – Display Unit EADI – Electronic Attitude Director Indicator ECL – Electronic Checklist EDS – Electronic Display System EFIS – Electronic Flight Instrument System
EHSI – Electronic Horizontal Situation Indicator
EICAS – Engine Indicating and Crew Alerting System
ETA – Estimated Time of Arrival
ETE – Estimated Time Enroute
FAA – Federal Aviation Administration
FAF – Final Approach Fix
FD – Flight Director
FDE – Fault Detection and Exclusion
FGCS – Flight Guidance Control System
FGS – Flight Guidance System
FL – Flight Level
FMS – Flight Management System
GA – Go-Around
GPS – Global Positioning System
GPWS – Ground Proximity Warning System
HF – High Frequency
HUD – Heads Up Display
IFR – Instrument Flight Rules
ILS – Instrument Landing System
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