trying to get ahead of the learning curve

Over the last couple months, I have been behind the learning curve in a big way. I started a new job in a new domain, and I decided to get my instructors rating. Since I haven't flown for a couple years, I decided to concentrate on my ground instructor rating, then I can go look at flight instructor another time. Two big domains of information cramming stuff into my little brain has been a challenge finding time to explain stuff. (nevermind the holidays and family issues, and all).

The FAA is changing the testing for everyone, and that could be a good thing, but it may not be. As part of the advanced ground instruction (AGI) rating I completed recently, there were two distinct parts. There was the flying instruction, and the fundamentals of instruction (FOI) part. The flying part was relatively easy, since I feel pretty confident in my understanding of the fundamentals of flight. The ground instruction test was pretty easy, and the questions and answers mostly matched the test prep I used.

The FOI was a real challenge. The FOI test is the one the FAA has changed significantly in the last couple of years. The main book for the test is the Aviation Instructors Handbook (FAA-H-8083-9A). It looks a little more colorful than most of the other FAA documents, and seems to have some really good information in it. Lots of learning theory, and psychology presented in a way to help the reader understand how people in general, and pilots in particular learn. Things that may offer help in overcoming difficulty when instructing different individuals.

The FOI test took a left turn from there. There are plenty of really informative good ideas in the book, but the test rather than focusing on those items, decided to test on nuances that may not be applicable. One example of the test, it asked the details of Bloom's Taxonomy of the Cognitive Domain, and not why they matter, or how to apply them. Like in a flight while teaching, I will consider Knowledge, Comprehension, Application, Analysis, Synthesis, and Evaluation, when  dealing with a student about to cross control an aircraft in a base to final turn. As we are spinning into the ground, I will think more about the application of control inputs, and how I should have emphasized them more, without considering the students comprehension.

Other places in the FOI test, they put in three perfectly good answers. I know at least twice in the test, I said to myself, "all of the above". Other places, there were three answers that contradicted the book. A question about the PTS asked what they are for. They are for testing, but the answer choices where all over the place, were they teaching aids (well the book says introduce them in the last three hours, sounds like a teaching aid to me).

I felt like I worked really hard preparing for this test. None of my practice tests since Christmas (when I re-read the book) did I get less than an 82. When I got done with the real test, I knew I didn't do that well and felt my score, if I passed, was just above 70. It was above 70, but not by much.

I guess end of the day, in 3 years when teaching a class no one will ask me if I got a 99 on the test or a 71, I passed, and I will continue to learn, and part of being a professional includes research (that was another question on the test). I shall be a professional.

What will I do with my new knowledge, and skill? I hope to introduce people to the concepts of flying. I want my classes to be broad enough that it will answer peoples questions about how aircraft work, with enough detail to allow the students to pass the private pilot ground school at the end, and give them the tools to do something with their knowledge. I am considering another blog around teaching people to fly.

What do you all want to know?

CPDLC - Texting For Pilots

Texting and driving is against the law. Texting and flying, no problem. 

Ok, we aren't talking about your family  asking you to stop by the grocery store pickup some milk on the way home. On most commercial aircraft there is a text based communications system. This is usually the ACARS system, the Aircraft Communications And Reporting System. This display and keyboard is right there usually in the panel, and encouraged to be used in flight.

The ACARS communications start early in the flight. Most airlines participate in the Pre-Departure Clearance (PDC) program where the pilots get the clearance right from the tower on the ACARS screen. The pilot is required to request the clearance before the flight, and the tower will automatically deliver the clearance to the screen.

The ACARS system is also connected to the aircraft maintenance department. The engine and other parts of the aircraft are connected to the computers that are connected to the ACARS system. When the aircraft is in a certain state, an automated message will be delivered to the ground. Engine status will be delivered when the aircraft is in cruise state, and not accelerating (stable cruise report). On ground time will be delivered when the aircraft has main gear down.

Recently, ICAO has standardized the phraseology and the FAA have started delivering ATC messages to the cockpit. The messaging is called Controller Pilot Data Link Communications (CPDLC).  There are some limitations to these messages, generally they will be standard communications. Things like "turn left heading 240 degrees", or "climb and maintain 360". These are normal mundane type messages that the controllers say everyday over and over. The ATC screen has templates of these standard messages, where the controller only need to enter the heading and altitude.

The messages must be acknowledged, or they will be assumed to not be received. The pilot can acknowledge the message or say unable. The controller has the option of using the voice to find out more, or offer a better different message.

There is a huge misnomer, Air Traffic Controllers don't actually control aircraft. The controllers offer suggestions to pilots. Pilots can always do what is needed to operate the aircraft safely, regardless of what the controllers are telling them to do. Normally following the controllers directions will be the safest thing to do, but there is always the option.

The ICAO 4444 document Procedures for Air Navigation Services Air Traffic Management has a chapter on the CPDLC messaging.

    CHAPTER 14. CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC).

There is another document 9694 Manual of Air Traffic Services Data Link
Applications that has additional guidance. These CPDLC messages have various levels of urgency, and alerts, and are outlined better in these two manuals.

There is a fear that using CPDLC will prevent pilots from eavesdropping on other pilots. There is a possibility that may occur. CPDLC message are addressed to a specific aircraft, and to a specific ATC center. Normally, when ATC is talking (using voice communications) to the aircraft in an area, they talk on the one frequency that all aircraft can hear. The benefit to that is that if aircraft are near each other, and a command will make another pilot question the intention, the eaves dropping pilot can ask for clarity. Sometimes controllers make mistakes, and pilots can ask. If someone is put on the same altitude and opposite course as another aircraft, the pilot not getting the command make question the controller. With CPDLC addressed messages, other aircraft cannot "hear" those commands.

Mostly the CPDLC systems are in use in the oceanic realm. There is quite a bit of separation going on in that area, and communications has been poor over the ocean. In the past, the oceanic communications, has been over HF voice channel. CPDLC has actually improved the performance of the communication over the ocean.

Long term, some CPDLC messaging will be added to the enroute area. Perhaps to a limited extent, the TRACON will start to get some CPDLC messaging.