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Level 4 – Use of flight director, autopilot, autothrottles (if installed), plus FMS vertical and lateral path guid-ance. The pilot is flying the aircraft using LNAV/ VNAV. This mode can be considered as strategic use of automation. Situational awareness can be compro-mised if at least one crewmember is not tasked with the responsibility of monitoring the aircraft’s flight path.

2.2. Automation Management Training Objectives
The following objectives shall be understood and demonstrated:
1.
Crew briefing of the automation plan for each phase of flight. The automation plan may include lateral and/or vertical mode to be used, navigation source, use of autopilot, etc.

2.
Selections of appropriate levels of automation for each task (i.e., going to a higher or lower level) in order to maintain a comfortable workload distribution and situational aware-ness for the flightcrew.

3.
FMS operation and cross check procedures. The FMS operation is accomplished accurately without requiring excessive time.

4.
Flight guidance operation and cross check procedures (e.g.,FD/AP, displays, autothrot-tles, etc.). This shall include mode awareness procedures (e.g., verbalization of flight guid-ance mode selections and status, annuncia-tion’s, etc.).

5.
Selection and configuration of aircraft
displays for phase of flight.

 

 

3. Component Training Requirements
This section contains training objectives for each component of the automated flight deck. The materi-al in this section provides a foundation for the cre-ation of integrated system training objectives pre-sented in Section 4 of this document.
3.1. System Architecture
Automated flight decks require the passing of digital and analog data between components. The method used to interface the components represents the sys-tem architecture.
Objectives that shall be understood:
1.
The physical components that make up the automated flight deck (e.g., symbol generator, fault warning computer, etc.) and how they are interfaced via data buses.

2.
Operational consequences associated with the failures of data buses and/or components that may occur inflight.

 

3.2. Electronic Display System
An electronic display system (EDS), with inputs from other systems, provides map, weather displays, air-borne traffic and collision avoidance alerts (TCAS/ GPWS), and engine and/or aircraft systems indica-tions and or system schematics.
3.2.1. Display Units
Display units (DUs) are the visual interface between the pilots and the automated flight and navigation systems, and in some cases, aircraft systems. These displays may be known as:
▲  
Primary Flight Display (PFD)

▲  
Navigation Display (NAV)

▲  
Electronic Attitude Director Indicator (EADI)

▲  
Electronic Horizontal Situation Indicator
(EHSI)

 

▲  
Multifunctional Display (MFD)

▲  
Display Unit (DU)

▲  
Engine Indicating and Crew Alerting System (EICAS)

▲  
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, comparison monitors, etc.).

 

3.2.2. Display/Reversionary Controllers
Display controllers allow pilots to control the presen-tation. In the case of hardware failure (e.g., display units, symbol generators, navigation sources, etc.) the reversionary controllers allow backup display config-urations and information source selections to mini-mize the loss of function.
Objectives that shall be understood:
1. The operation and intended function of each button, knob and annunciation.
　
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