course goes through high terrain or prohibited airspace, or if  the moving map display fails.  for proper operation, and promptly take appropriate action if  the system does not perform as expected.  A good strategy for maintaining situational awareness  information management should include practices that help  ensure that awareness is enhanced, not diminished, by the use  of automation. Two basic procedures are to always double- check the system and verbal callouts. At a minimum, ensure  the presentation makes sense. Was the correct destination fed  into the navigation system? Callouts—even for single-pilot  operations—are an excellent way to maintain situational  awareness, as well as manage information.  For example, at the most basic level, managing the autopilot  means knowing at all times which modes are engaged  and which modes are armed to engage. The pilot needs to  verify that armed functions (e.g., navigation tracking or  altitude capture) engage at the appropriate time. Automation  management is another good place to practice the callout  technique, especially after arming the system to make a  change in course or altitude.  Other ways to maintain situational awareness include:  In advanced avionics aircraft, proper automation management  also requires a thorough understanding of how the autopilot  interacts with the other systems. For example, with some  autopilots, changing the navigation source on the e-HSI from  GPS to LOC or VOR while the autopilot is engaged in NAV  (course tracking mode) causes the autopilot’s NAV mode to  disengage. The autopilot’s lateral control will default to ROL  (wing level) until the pilot takes action to reengage the NAV  mode to track the desired navigation source.  Risk management is the last of the three flight management  skills needed for mastery of the glass flight deck aircraft. The  enhanced situational awareness and automation capabilities  offered by a glass flight deck airplane vastly expand its safety  and utility, especially for personal transportation use. At the  same time, there is some risk that lighter workloads could  lead to complacency.  Humans are characteristically poor monitors of automated  systems. When asked to passively monitor an automated  system for faults, abnormalities, or other infrequent events,  humans perform poorly. The more reliable the system, the  poorer the human performance. For example, the pilot only  monitors a backup alert system, rather than the situation  that the alert system is designed to safeguard. It is a paradox  of automation that technically advanced avionics can both  increase and decrease pilot awareness.  It is important to remember that EFDs do not replace basic  flight knowledge and skills. They are a tool for improving  flight safety. Risk increases when the pilot believes the gadgets  compensate for lack of skill and knowledge. It is especially  important to recognize there are limits to what the electronic  systems in any light GA aircraft can do. Being PIC requires  sound ADM, which sometimes means saying “no” to a flight.  Risk is also increased when the pilot fails to monitor the  systems. By failing to monitor the systems and failing to  check the results of the processes, the pilot becomes detached  Advanced avionics offer multiple levels of automation, from  strictly manual flight to highly automated flight. No one level  of automation is appropriate for all flight situations, but in  order to avoid potentially dangerous distractions when flying  with advanced avionics, the pilot must know how to manage  the course deviation indicator (CDI), the navigation source,  and the autopilot. It is important for a pilot to know the  peculiarities of the particular automated system being used.  This ensures the pilot knows what to expect, how to monitor  2-31  Risk Management  Automation Management  • Perform verification check of all programming. Before  departure, check all information programmed while  on the ground.  •  Check the flight routing. Before departure, ensure all  routing matches the planned flight route. Enter the  planned route and legs, to include headings and leg  length, on a paper log. Use this log to evaluate what  has been programmed. If the two do not match, do not  assume the computer data is correct, double check the  computer entry.  • Verify waypoints.  •  Make use of all onboard navigation equipment. For  example, use VOR to back up GPS and vice versa.  • Match the use of the automated system with pilot  proficiency. Stay within personal limitations.  • Plan a realistic flight route to maintain situational  awareness. For example, although the onboard  equipment allows a direct flight from Denver,  Colorado, to Destin, Florida, the likelihood of  rerouting around Eglin Air Force Base’s airspace is  high.  • Be ready to verify computer data entries. For example,  incorrect keystrokes could lead to loss of situational  awareness because the pilot may not recognize errors  made during a high workload period. 