New AC for ATDs

FAA has published AC 61-136B, FAA Approval of Aviation Training Devices and Their Use for Training and Experience, an update to the previous edition of the advisory circular.

I wrote about the earlier update to this AC in 2013, here. See also New IFR Currency Rules and Other Changes to 14 CFR Part 61.

The Foundation from one-G, an AATD based on the C172, is among the newest FAA-approved ATDs.

This AC provides information and guidance for Aviation Training Device (ATD) manufacturers seeking Federal Aviation Administration (FAA) approval of a basic aviation training device (BATD) or advanced aviation training device (AATD)…

This AC also provides information and guidance for those persons who intend to use a BATD or AATD for activities involving pilot training and experience, other than for practical tests, aircraft-type-specific training, or an aircraft type rating.

For most pilots, flight schools, and flight instructors, the most relevant section is Appendix D, Training Content and Logging Provisions, which includes a syllabus for integrated training using ATDs.

That appendix also clarifies how pilots and CFI should log time when using ATDs.

Logging Training Time and Experience. Authorized instructors utilizing an FAA-approved ATD for airmen training, pilot time, and experience requirements are required to log the time as dual instruction and as basic aviation training device (BATD) or advanced aviation training device (AATD) time appropriately. Any columns that reference flight time should remain blank when logging ATD time. ATD time can only be logged as Instruction Received (Dual), Instrument Time, or Total Time as reflected on the pilot time section of FAA Form 8710-1, Airman Certificate and/or Rating Application. Simulated instrument time can be logged in an ATD, but only during the time when the visual component of the training session is configured for instrument meteorological conditions (IMC) and the pilot is maintaining control solely by reference to the flight instruments. Logging time in this fashion will allow a pilot to credit this time towards the aeronautical experience and instrument experience requirements as specified in part 61 or part 141. It is required under § 61.51(b)(1)(iv) that the type and identification of the ATD be included when logging pilot time as described in the letter of authorization (LOA)….

Note: There are no restrictions on the amount of training accomplished and logged in training devices. However, the regulatory limitations on maximum credit allowed for the minimum pilot certification requirements are specified by parts 61 and 141 and in the LOA. No approvals or authorizations are provided for aircraft type ratings using ATDs.

FAA Plans for FSS Modernization

FAA wants to overhaul the way it provides preflight briefings and related services to general aviation users. The agency has published a request for proposals for providers interested in offering services now available primarily through Leidos (via telephone at 1-800-wxbrief and the web at www.1800wxbrief.com) and via apps, such as ForeFlight, Garmin Pilot, FltPlan.com, FlyQ, and others.

AOPA has a summary of the proposal on its website, here. The key background document is the FAA Future Flight Services (FFS) Strategic Plan (PDF). For more information about this shift, see Declining Demand for FSS Services at BruceAir.

The FAA Future Flight Services (FFS) Strategic Plan notes that pilots are rapidly adopting tablet, mobile, and web-based services for flight planning and related tasks:

Over the last decade, Flight Service users are trending towards self-assisted service delivery methods as technology improves and industry-provided services become more widely available. Voice services constitute a small percentage of transactions and a majority of the cost to the FAA, while automated services constitute the majority of transactions.

The FAA’s Future Flight Services Program (FFSP) vision is to transform and modernize the delivery of flight services over a 15-year period. The FAA believes that costs can be reduced by focusing on changing user behavior and migrating to automated, self-assisted service delivery models, while still maintaining quality of service and safety. Through FFSP, the FAA seeks to create a long-term contract vehicle and establish a relationship with the Service Provider, industry and user groups to better position the agency to take advantage of user behavior changes and improved technology.

Together, government and industry will work to realize three strategic goals:

1. Reduce the FAA cost to provide flight services, with a target reduction over 65%

2. Encourage the use of technology, industry best practices, and authoritative flight data accessed through the System-Wide Information Management (SWIM) Program to improve efficiency and quality of service delivery

3. Facilitate and gain stakeholder acceptance of changes in Flight Service delivery

The FAA is confident that a collaborative relationship among Flight Service users and stakeholders, the Flight Service Provider and the FAA will be the foundation for successful delivery of improved flight services at a price that fits within the FAA’s budget and at a level of safety and quality of service that meets or exceeds what is delivered today…

3.1 USER TRENDS TOWARDS AUTOMATION
The last decade has seen a steady increase in the use of self-service applications to the point that automated transactions outnumber human-assisted calls by 3 to 1 and 90% of flight plans are filed using automated means. The degree to which pilots rely on automation on the ground and in the cockpit runs the gamut from historic aircraft with little or no avionics to sophisticated flight planning software and electronic flight bags for high-end users.

A table in the strategic plan offers more details.

The strategic plan doesn’t provide specific proposals about how FSS services will change in the near future, but you can read additional background at the FSS page at the FAA website.

Use of GPS on Conventional Approaches (Update)

Users of Garmin GTN and GNS navigators may now use the GPS CDI as an alternate means of guidance along the final approach course of a VOR or NDB approach, provided they monitor the ground-based navaid to ensure that they’re tracking the proper final approach course. Previous editions of the AFM supplement for GTN and GNS avionics required you to display the VOR CDI on your HSI or PFD even if you could monitor the ground-based navaid on a separate CDI or by using a bearing pointer.

Note that you must still display the VOR/LOC (“green needles”) CDI to fly the final approach segment of an approach based on a localizer or any other type of navaid except a VOR or NDB.

For more information about setting the CDI while flying approaches, see
Setting the CDI on a Conventional Approach (The “Kill Switch”). For general background, see Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes

The updated language in the AFM supplement for the GTN and GNS series (see below) synchronizes the limitations in the AFM supplement with a 2016 update to AIM 1−2−3. Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes (see Use of IFR GPS on Conventional Approaches).

In March 2020, Garmin also updated the AFM supplements for the GNS 530W and GNS 430W to reflect this change. See the 190-00357-03_g version of that document, available at the Garmin website.

The change came with a recent update to the system software for the GTN line of GPS navigators (more information about the new features at BruceAir here).

The new software brings a significant change to the language in the approved Airplane Flight Manual Supplement for the GTN boxes (the PDF of the new AFM supplement for the GTN 750 is available here).

Section 2.10 Instrument Approaches in that AFM supplement now notes the following:

…c) The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the IAP chart. Navigating the final approach segment (that segment from the final approach fix to the missed approach point) of an ILS, LOC, LOC-BC, LDA, SDF, MLS, VOR, TACAN approach, or any other type of approach not approved for GPS, is not authorized with GPS navigation guidance. GPS guidance can only be used for approach procedures with GPS or RNAV in the procedure title. When using the Garmin LOC/GS receivers to fly the final approach segment, LOC/GS navigation data must be selected and presented on the CDI of the pilot flying. When using the VOR or ADF receiver to fly the final approach segment of a VOR or NDB approach, GPS may be the selected navigation source so long as the VOR or NDB station is operational and the signal is monitored for final approach segment alignment. [Emphasis added]

A test of the new software in the free Garmin PC-based trainer indicates that the message warning the pilot to switch the CDI from GPS to VOR has also been removed. The following captures show the VOR-A approach at Paine Field (KPAE) north of Seattle flown with the CDI with GPS selected. Note the cyan bearing pointer behind the magenta GPS CDI.