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decisions well ahead of time and evaluate several different
options. On the other end of the SA spectrum is a pilot who
is missing important pieces of the puzzle: “I knew exactly
where I was when I ran out of fuel.” Consequently, this
pilot’s decision-making is reactive. With poor SA, a pilot
11-12
Figure 11-15. The page group of nearest airports has been selected.
lacks a vision of future events and is forced to make decisions
quickly, often with limited options.
During a typical IFR flight, a pilot operates at varying levels
of SA. For example, a pilot may be cruising to his or her
destination with a high level of SA when ATC issues an
unexpected standard terminal arrival route (STAR). Since the
pilot was not expecting the STAR and is not familiar with it,
SA is lowered. However, after becoming familiar with the
STAR and resuming normal navigation, the pilot returns to
a higher level of SA.
Factors that reduce SA include: distractions, unusual or
unexpected events, complacency, high workload, unfamiliar
situations, and inoperative equipment. In some situations, a
loss of SA may be beyond a pilot’s control. For example, a
pneumatic system failure and associated loss of the attitude
and heading indicators could cause a pilot to find his or her
aircraft in an unusual attitude. In this situation, established
procedures must be used to regain SA.
Pilots should be alert to a loss of SA anytime they are in a
reactive mindset. To regain SA, reassess the situation and
seek additional information from other sources, such as the
navigation instruments or ATC.
Traffic Avoidance
Electronic flight displays have the capability of displaying
transponder-equipped aircraft on the MFD as well as the
inset map on the PFD. However, due to the limitations of the
systems, not all traffic is displayed. Some TIS units display
only eight intruding targets within the service volume. The
normal service volume has altitude limitations of 3,500 feet
below the aircraft to 3,500 feet above the aircraft. The lateral
limitation is 7 NM. [Figure 11-17] Pilots unfamiliar with the
limitations of the system may rely on the aural warnings to
alert them to approaching traffic.
In addition to an outside visual scan of traffic, a pilot should
incorporate any Traffic Information electronically displayed
such as TIS. This innovation in traffic alerting reinforces and
adds synergy to the ability to see and avoid. However, it is
an aid and not a replacement for the responsibilities of the
pilot. Systems such as TIS provide a visual representation
of nearby traffic and displays a symbol on the moving map
display with relative information about altitude, vertical
trends, and direction of flight. [Figure 11-18]
It is important to remember that most systems display only a
specific maximum number of targets allowed. Therefore, it
11-13
Figure 11-16. The four soft keys at the bottom of the MFD are airport (A), runway (B), frequency (C), and approach (D).
11-14
Figure 11-17. The Area Surrounding the Aircraft for Coverage
Using TIS.
Figure 11-18. A Typical Display on Aircraft MFD When Using TIS.
does not mean that the targets displayed are the only aircraft
in the vicinity. The system displays only the closest aircraft.
In addition, the system does not display aircraft that are not
equipped with transponders. The display may not show any
aircraft; however, a Piper Cub with no transponder could be
flying in the area. TIS coverage can be sporadic and is not
available in some areas of the United States. Traffic advisory
software is to be utilized only for increased situational
awareness and not the sole means of traffic avoidance. There is
no substitute for a good visual scan of the surrounding sky.
A-1
The following shorthand system is recommended by the
Federal Aviation Administration (FAA). Applicants for the
instrument rating may use any shorthand system, in any
language, which ensures accurate compliance with air traffic
control (ATC) instructions. No shorthand system is required
by regulation and no knowledge of shorthand is required for
the FAA Knowledge Test; however, because of the vital need
for reliable communication between the pilot and controller,
clearance information should be unmistakably clear.
The following symbols and contractions represent words
and phrases frequently used in clearances. Most are used
regularly by ATC personnel. By practicing this shorthand,
omitting the parenthetical words, you will be able to copy
long clearances as fast as they are read.
Example: CAF RH RV V18 40 SQ 0700 DPC 120.4
　
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