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Although such tools offer numerous safety and operational advantages, it should be noted that increased technical ca-pabilities often tempt pilots to operate outside of their personal (or even legal) limits. The availability of GPS and moving map systems, coupled with traffic and near real-time weather information in the cockpit, may lead pilots to believe they are protected from the dangers inherent to “scud running,” or otherwise operating in marginal weather conditions. While advanced cockpit technologies may mitigate certain risks, it is by no means a substitute for sound ADM. The challenge is this: How should a pilot use this new information in flight to improve the safety of flight operations? The answer to this question lies in how well the pilot understands the information, its limitations and how best to integrate this data into the ADM process.
Items such as TIS provide a strong aid to locating traffic in a VFR environment, yet they should not be a substitute for “see and avoid” technique. A pilot who receives a TIS Traffic Alert should visually identify the other traffic and react ac-cordingly. Waiting until the last minute to use this data then scanning for traffic may very well prove too late depending on the closure rate. Instead, the pilot should monitor the TIS data continuously in an effort to visually acquire traffic at the maximum distance.
With readily available data link weather, which provides NEXRAD weather images similar to those found on the Inter-net, pilots now have greater weather awareness in the cockpit. While data link weather is a powerful new tool, it is not a direct replacement for airborne weather radar. Data link weather is not real-time information and is not detailed enough for a pilot to use in an attempt to penetrate a thunderstorm. Instead, we start to pick up a common thread from the above discussion of TIS: The information is not for last minute use; it should be monitored and it is a planning tool. NEXRAD weather does allow the pilot to develop an idea of the scope of a storm that is not available from airborne weather radar.
NEXRAD weather data, coupled with the METAR reporting capability of most systems, is best used for in-flight plan-ning and deviation strategy development. By continuously monitoring the weather situation in the cockpit, the pilot can make better choices about diverting to other airports and/or changing the route of flight. As the pilot becomes more famil-iar with the system(s) and is able to correlate the data presentation with the actual weather environment more accurately, NEXRAD will come to enhance his or her decision making process and further the safety of flight.
GNS 530/430 Home Study 8 (cont.)
Last but not least, the use of GPS (particularly that of mapping units) opens up new worlds of possibility in maintain-ing situational awareness and in helping to reduce the navigational workload when deviating from an established flight plan. Many pilots focus on the need to enter a waypoint first before they deviate. In reality, pilots should refer to the map display when possible and commence a turn-away from the dangerous situation (eg. thunderstorm) while notifying ATC of the change of heading. When the workload decreases and safety of continued flight is ensured, they should then start to focus on resuming navigation to the destination and entering the needed waypoints. It is also important to note that pilots should consider having a back-up or secondary means to navigate or communicate in the event of a primary equipment failure.
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Garmin GNS 530/430 Sample Training Syllabus and Flight Lessons for Use by Flight Schools & Flying Clubs(6)
