RNWY  NAV1108.00 113.00 NAV2108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$______$_{ DIS }$__._ $_{NM DTK }$___$_{° TRK 360°}$ ALERTS  MAP  APT  FREQ  APR  NRST-NEARESTAIRPORTS Figure 11-15. Figure 11-15. The page group of nearest airports has been selected. is knowledgeable of every aspect of the flight; consequently,  this pilot’s decision-making is proactive. With good  situational awareness, this pilot is able to make decisions  well ahead of time and evaluate several different options.  On the other end of the situational awareness 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 situational  awareness, a pilot 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 situational awareness. For example, a pilot may be cruising  to his or her destination with a high level of situational  awareness when ATC issues an unexpected standard terminal  arrival route (STAR). Since the pilot was not expecting the  STAR and is not familiar with it, situational awareness is  lowered. However, after becoming familiar with the STAR  and resuming normal navigation, the pilot returns to a higher  level of situational awareness. Factors that reduce situational awareness include: distractions,  unusual or unexpected events, complacency, high workload,  unfamiliar situations, and inoperative equipment. In some  situations, a loss of situational awareness may be beyond a  pilot’s control. For example, a pneumatic system failure and  associated loss of the attitude and heading indicators could  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  EFDs 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 traffic information service (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.  Pilots should be alert to a loss of situational awareness  anytime they are in a reactive mindset. To regain situational  awareness, reassess the situation and seek additional  information from other sources, such as the navigation  instruments or ATC. cause a pilot to find his or her aircraft in an unusual attitude.  In this situation, established procedures must be used to  regain situational awareness. Traffic Avoidance 11-12