There are also limits to understanding. It is 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. Humans are characteristically poor monitors of automated  systems. When passively monitoring an automated system  for faults, abnormalities, or other infrequent events, humans  perform poorly. The more reliable the system is, the worse  the human performance becomes. For example, the pilot  monitors only 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 pilot  in command (PIC) requires sound ADM, which sometimes  means saying “no” to a flight.  The second critical information management skill is to sense  what is going on. Pilots new to advanced avionics often  become 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. Once in front of the display screens on an advanced avionics  aircraft, the pilot must 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,” “desired track  (DTK) 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.  For the GA pilot transitioning to automated systems, it is  helpful to note that all human activity involving technical  devices entails some element of risk. Knowledge, experience,  and flight requirements tilt the odds in favor of safe and  successful flights. The advanced avionics aircraft offers  many new capabilities and simplifies the basic flying tasks,  but only if the pilot is properly trained and all the equipment  is working properly.  Pilot management of risk is improved with practice and  consistent use of basic and practical risk management tools.  Information flow can also be managed for a specific  operation. The pilot has the ability to prioritize information  for a timely display of exact information needed for any given  flight operation. Examples of managing information display  for a specific operation include: The advantages of automation are offset by its limitations.  Accident data are used to explain enhanced situational  awareness. Risk management is the last of the three flight management  skills needed for mastery of the advanced avionics aircraft.  The enhanced situational awareness and automation  capabilities offered by a glass flight deck 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. Chapter Summary Risk Management • Programming map scale settings for en route versus  terminal area operation. • Utilizing the terrain awareness page on the MFD for  a night or IMC flight in or near the mountains. • Using the nearest airports inset on the PFD at night  or over inhospitable terrain. • Programming the weather datalink set to show echoes  and METAR status flags. 7-10