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IRS – Inertial Reference System
ISA – International Standard Atmosphere
LNAV – Lateral Navigation
MAP – Missed Approach Point
MCDU – Multifunctional Control/Display Unit
MDA – Minimum Descent Altitude
MFD – Multifunctional Display
MNPS – Minimum Navigation Performance Specification
NAV – Navigation Display
NBAA – National Business Aviation Association
NDB – Navigation Database
NOTAM – Notice to Airmen PBD – Place/Bearing/Distance
PBPB – Place/Bearing/Place/Bearing
PCMCIA – Personal Computer Memory Card International Association
PFD – Primary Flight Display
PRM – Precision Runway Monitor
PSN – Procedure Specified Navaid
QFE – Altimeter setting referenced to airport field elevation
RA – Resolution Advisory
RAIM – Receiver Autonomous Integrity Monitoring
RVSM – Reduced Vertical Separation Minima
SOP – Standard Operating Procedure
STAR – Standard Terminal Arrival
SW – Southwest
TA – Traffic Advisory
TAA – Terminal Arrival Area
TAS – True Airspeed
TAWS – Terrain Awareness and Warning System
TCAS – Traffic Alert and Collision Avoidance System
TOC – Top Of Climb
TOD – Top Of Descent
TOLD – Takeoff and Landing Data
V1 – Takeoff Decision Speed
VDI – Vertical Deviation Indicator
VFLCH – VNAV Flight Level Change
VG/DG – Vertical Gyro/Directional Gyro
VMO/MMO – Maximum Operating Limit Speed
VNAV – Vertical Navigation
VOR – Very High Frequency Omni Range
VPATH – VNAV Vertical Path
VTA – Vertical Track Alert
WGS 84 – World Geodetic System 1984
WX – Weather

2. Management
of Automation

Automated flight decks facilitate improved course guidance and aircraft performance by accomplishing many tasks previously performed manually. The tra-ditional communication interface between pilots has been modified by adding automation.
Flightcrews operating automated flight decks must fully understand and be able to manage all levels of automation and establish standard automation con-figurations for various phases of flight. Improper understanding of the various levels of automation and or automation management can lead to mode confusion or loss of situational awareness.
High levels of skill in crew resource management are required to manage automated systems effectively. Therefore, training must include automation man-agement, mode awareness procedures and the dan-gers of mode confusion.
2.1. Levels of Automation
For the purpose of this document, it is useful to describe aircraft operations in terms of four levels of automation.
Level 1 – raw data, no automation at all. The pilot is hand-flying the aircraft without the use of the aircraft flight guidance system. Pilots should revert to this mode of operation when unsure of the status of nav-igation or flight guidance system (mode confusion) or when they are rushed. This mode also is useful during terminal operations when a last minute run-way change is issued and traffic awareness may be compromised if one or both pilots go “head down” to make flight guidance system changes.
Level 2 – Use of flight director and autothrottle (if installed). The pilot is hand-flying the aircraft using the flight director. Level 2 automation is typically used during takeoff and initial departure.
Level 3 – Use of flight director, autopilot, autothrottles (if installed). The pilot is flying the aircraft through the flight guidance system and autopilot. This can be referred to as tactical use of automation. Situational awareness can be comprom is ed if at least one crewmember is not tasked with the responsibility of monitoring the aircraft’s flight path.
　
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