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altitude hold, are lost.
The following picture series represents how important this
technology is in increasing situational awareness, and how
critical it is in improving safety.
Figure 5-72 shows the unusual attitude protection with
valid AHRS and air data computer (ADC) inputs. The
bright red chevrons pointing down to the horizon indicate
a nose-high unusual attitude that can be easily recognized
and corrected.
NOTE: The red chevrons point back to the level pitch attitude.
The trend indicators show where the airspeed and altitude will
be in 6 seconds. The trend indicator on the heading indicator
shows which direction the aircraft is turning. The slip/skid
indicator clearly shows if the aircraft is coordinated. This
information helps the pilot determine which type of unusual
attitude the aircraft has taken.
Now look at Figure 5-73. The display shows the same
airspeed as the picture above; however, the AHRS unit has
failed. The altimeter and the VSI tape are the only clear
indications that the aircraft is in a nose-high attitude. The
one key instrument that is no longer present is the slip/skid
indicator. There is not a standby turn coordinator installed
in the aircraft for the pilot to reference.
The magnetic compass indicates a heading is being
maintained; however, it is not as useful as a turn coordinator
or slip/skid indicator.
5-57
Figure 5-71. Aircraft Rolled Past 60°.
Figure 5-72. Unusual Attitude Protection With Valid AHRS.
5-58
Figure 5-73. AHRS Unit Failed.
Figure 5-74 depicts an AHRS and ADC failure. In this failure
scenario, there are no indications of the aircraft’s attitude. The
manufacturer recommends turning on the autopilot which is
simply a wing leveler.
With a failure of the primary instrumentation on the PFD, the
only references available are the stand-by instruments. The
standby instrumentation consists of an analog ASI, attitude
indicator, altimeter, and magnetic compass. There is no
standby turn coordinator installed.
In extreme nose-high or nose-low pitch attitudes, as well
as high bank angles, the analog attitude indicator has the
potential to tumble, rendering it unusable.
Autopilot Usage
The autopilot is equipped with inputs from a turn coordinator
installed behind the MFD screen. This turn coordinator is
installed solely for the use of the autopilot to facilitate the
roll mode. Roll mode, which is simply a wing leveler. This
protection will always be available, barring a failure of the
turn coordinator (to aid the pilot if the aircraft attains an
unusual attitude).
NOTE: The pilot is not able to gain access to the turn
coordinator. This instrument is installed behind the MFD
panel. [Figure 5-75]
Most EFD equipped aircraft are coming from the factory
with autopilots installed. However, the purchaser of the
aircraft can specify if an autopilot is to be installed. Extreme
caution should be utilized when flying an EFD equipped
aircraft without an autopilot in IMC with an AHRS and
ADC failure.
The autopilot should be utilized to reduce workload, which
affords the pilot more time to monitor the flight. Utilization
of the autopilot also decreases the chances of entry into an
unusual attitude.
Flying an EFD equipped aircraft without the use of an
autopilot has been shown to increase workload and decrease
situational awareness for pilots first learning to flying the
new system.
Common Errors Leading to Unusual Attitudes
The following errors have the potential to disrupt a pilot’s
situational awareness and lead to unusual attitudes.
1. Improper trimming techniques. A failure to keep the
aircraft trimmed for level flight at all times can turn
a momentary distraction into an emergency situation
if the pilot stops cross-checking.
2. Poor crew resource management (CRM) skills. Failure
to perform all single-pilot resource management
duties efficiently. A major cause of CRM related
accidents comes from the failure of the pilot to
maintain an organized flight deck. Items that are
being utilized for the flight portion should be neatly
arranged for easy access. A disorganized flight deck
5-59
Figure 5-74. AHRS ADC Failure.
Figure 5-75. This autopilot requires roll information from a turn coordinator.
5-60
can lead to a distraction that causes the pilot to cease
cross-checking the instruments long enough to enter
an unusual attitude.
3. Fixation is displayed when a pilot focuses far too
much attention on one instrument because he or
she perceives something is wrong or a deviation is
　
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