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Runway 13. We saw a Mooney waiting for takeoff and also
thought it was a little strange that he was not talking on
the radio but once again it is not all that uncommon for
uncontrolled airports. Our belief that ZZZ was uncontrolled
was supported by the fact that the GPS showed the airport
as magenta and did not show a Tower frequency. While we
were on high final, the Mooney pulled out onto the runway
for takeoff and we elected to go around. We remained offset
to the west so we could watch the Mooney’s departure path.
At the time we also saw 2 helicopters in the pattern and
then someone came on UNICOM and told us to contact
Tower. This, of course, was heart-stopping news, but we
contacted the Tower and then obtained a phone number for
later contact.
Of course, after any incident, there is much review as to why
this happened and it was a valuable learning experience
for both of us...In this case, we relied on our automation
and the fact that we have always known ZZZ airport to
be uncontrolled. As it turns out, even though we had been
updating our avionics systems and the airplane had in fact
just come out of annual where they updated everything, the
update that shows in startup was prior to the installation
of the Control Tower. We are now in the process of finding
out why, even though the updates appeared to ‘take,’ they
did not. We do carry a set of current charts in the airplane,
however on that particular day, we believed we had all the
relevant information we needed and chose not to pull them
out. In the future, our planning will be more thorough.
Air carrier pilots who fly GA aircraft for personal or
recreational purposes often report to ASRS that partially
automated GA aircraft require a more disciplined
instrument scan. One such pilot, accustomed to the builtin
“protections” of the air carrier Flight Management
System (FMS), experienced an altitude deviation while
monitoring the VNAV page of the GPS.
■ On IFR flight plan, under ATC control, Approach
assigned me a descent from 8,000 feet to 4,000 feet.
Aircraft operated was a Maule M5 equipped with GPS,
which I operate for personal pleasure and business flights.
My full time job is flying air carrier aircraft with FMS.
While descending, I began monitoring the VNAV page
of the GPS since descent was initiated a bit later than
normal. I rarely use this page since its functionality seems
awkward compared to the FMS I use at work. A VMC day
seemed a good time to use it.
There is no altitude alerting system on the M5 and the GPS
will build a profile all the way to the set point, in my case,
338
destination. No protection is provided for intermediate
level-off as in the air carrier aircraft.
I focused mainly on the descent profile, being accustomed
to this on FMS aircraft, and missed my assigned altitude.
Approach queried my altitude when I was at 3,500 feet
(4,000 feet assigned) and I realized I had blown it!
...Most IFR GPSs use a VNAV function that provides
very few protections to this scenario. They are advisory in
nature, but the pilot may be led to focus on them....
Stepping from a technologically advanced aircraft into
a partially advanced aircraft can lead a pilot astray as
he/she loses system protections that have been previously
available.
Distraction By Glass
Cockpit Programming
Modern digital avionics systems have unique operating
techniques and unique functionalities. An unintended
consequence of this complexity is that it may create
“what’s it doing now, what’s it going to do next” scenarios
for unwary pilots, such as this flight instructor and
student.
■ My student and I were flying an Eclipse jet doing
practice approaches. We were holding over the VOR and
commenced the Runway 33 approach with the goal of doing
a circle approach to a missed approach. Inbound towards
the VOR, the student was trying to input the minimum
descent altitude via the FMS keyboard. He had inputted
it correctly so that the aural warning would announce,
‘Approaching minimums’ and ‘Minimums,’ but was trying
to set the MDA into the altitude select window so the
autopilot would level off at the inputted MDA. The current
avionics suite in the EA50 has a feature that when the
navigation page is selected, it returns to the communication
page after 30 seconds automatically.
After the student realized he did not ‘drive’ the MDA up
to the altitude pre-select, he pushed the concentric knob
which would normally drive the minimum altitude to the
　
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