landing phase, one realm of flight that still does not involve  programming a computer to execute. Another 15 percent  of all GA accidents occurs during takeoff and initial climb.  fixated on the knobs and try to memorize each and every  sequence of button pushes, pulls, and turns. A far better  strategy for accessing and managing the information available  in advanced avionics computers is to stop, look, and read.  Reading before pushing, pulling, or twisting can often save  a pilot some trouble.  An advanced avionics safety issue identified by the FAA  concerns pilots who apparently develop an unwarranted  over-reliance in their avionics and the aircraft, believing  that the equipment will compensate for pilot shortcomings.  Related to the over-reliance is the role of ADM, which is  probably the most significant factor in the GA accident record  of high performance aircraft used for cross-country flight.  The FAA advanced avionics aircraft safety study found that  poor decision-making seems to afflict new advanced avionics  pilots at a rate higher than that of GA as a whole. The review  of advanced avionics accidents cited in this study shows the  majority are not caused by something directly related to the  aircraft, but by the pilot’s lack of experience and a chain of  poor decisions. One consistent theme in many of the fatal  accidents is continued VFR flight into IMC.  Once behind the display screens on an advanced avionics  aircraft, the pilot’s goal is to meter, manage, and prioritize  the information flow to accomplish specific tasks.  Certificated flight instructors (CFIs), as well as pilots  transitioning to advanced avionics, will find it helpful to  corral the information flow. This is possible through such  tactics as configuring the aspects of the PFD and MFD  screens according to personal preferences. For example,  most systems offer map orientation options that include  “north up,” “track up,” “DTK” (desired track up), and  “heading up.” Another tactic is to decide, when possible,  how much (or how little) information to display. Pilots can  also tailor the information displayed to suit the needs of a  specific flight.  Thus, pilot skills for normal and emergency operations hinge  not only on mechanical manipulation of the stick and rudder,  but also include the mental mastery of the EFD. Three key  flight management skills are needed to fly the advanced  avionics safely: information, automation, and risk.  Information flow can also be managed for a specific  operation. The pilot has the ability to prioritize information  for a timely display of exactly the information needed for any  given flight operation. Examples of managing information  display for a specific operation include:  For the newly transitioning pilot, the PFD, MFD, and GPS/  VHF navigator screens seem to offer too much information  presented in colorful menus and submenus. In fact, the pilot  may be drowning in information but unable to find a specific  piece of information. It might be helpful to remember these  systems are similar to computers that store some folders on  a desktop and some within a hierarchy.  The first critical information management skill for flying with  advanced avionics is to understand the system at a conceptual  level. Remembering how the system is organized helps the  pilot manage the available information. It is important to  understanding that learning knob-and-dial procedures is not  enough. Learning more about how advanced avionics systems  work leads to better memory for procedures and allows pilots  to solve problems they have not seen before.  There are also limits to understanding. It is generally impossible  to understand all of the behaviors of a complex avionics  system. Knowing to expect surprises and to continually learn  new things is more effective than attempting to memorize  mechanical manipulation of the knobs. Simulation software  and books on the specific system used are of great value.  The second critical information management skill is stop,  look, and read. Pilots new to advanced avionics often become  An advanced avionics aircraft offers increased safety with  enhanced situational awareness. Although aircraft flight  manuals (AFM) explicitly prohibit using the moving map,  topography, terrain awareness, traffic, and weather datalink  displays as the primary data source, these tools nonetheless  give the pilot unprecedented information for enhanced  situational awareness. Without a well-planned information  management strategy, these tools also make it easy for an  unwary pilot to slide into the complacent role of passenger  in command.  Consider the pilot whose navigational information  management strategy consists solely of following the  magenta line on the moving map. He or she can easily fly  into geographic or regulatory disaster, if the straight-line GPS  Enhanced Situational Awareness  Information Management  2-30  • Program map scale settings for en route versus  terminal area operation.  •  Utilize the terrain awareness page on the MFD for a  night or IMC flight in or near the mountains.  •  Use the nearest airports inset on the PFD at night or  over inhospitable terrain.  •  Program the weather datalink set to show echoes and  METAR status flags. 