Gama Publication 12 P23cockpit April 2005 PDF 498cadb978

GAMA PUBLICATION NO.
12
RECOMMENDED PRACTICES AND GUIDELINES

FOR AN INTEGRATED COCKPIT/FLIGHTDECK
IN A
14 CFR PART 23 CERTIFICATED AIRPLANE
THE GAMA-CLASS INTEGRATED COCKPIT / FLIGHTDECK
© Copyright 2004 Version 2.0

General Aviation Manufacturers Association Date: April 5, 2005
Washington, DC
All Rights Reserved
GAMA PUBLICATION #12 - RECOMMENDED PRACTICES AND GUIDELINES FOR AN INTEGRATED COCKPIT /
FLIGHTDECK IN A 14 CFR PART 23 (OR EQUIVALENT) AIRPLANE
TABLE OF CONTENTS ................................................................................................................................................... i

1.0 PURPOSE........................................................................................................................................................... 1
2.0 APPLICABILITY.............................................................................................................................................. 2
3.0 DEFINITIONS ................................................................................................................................................... 2
4.0 BACKGROUND................................................................................................................................................ 3
5.0 AVIATE............................................................................................................................................................. 5
5.1 Display of Instruments Used to Aviate......................................................................................... 5
5.1.1 Display of Airspeed........................................................................................................ 5
5.1.1.1 Airspeed Indicator Format.............................................................................. 5
5.1.1.2 Airspeed Reference Bug................................................................................. 6
5.1.1.3 Airspeed Trend Indicator............................................................................... 6
5.1.2 Display of Altitude………………………………………………………………6
5.1.2.1 Altitude Indicator Format ............................................................................... 6
5.1.2.2 Digital Indication of Altitude…………………………………………..6
5.1.2.3 Altitude Source for Approach Minimums .................................................... 6
5.1.2.4 Altitude-Reference "Bugs" ............................................................................ 7
5.1.2.5 Altitude Trend Indicator................................................................................. 7
5.1.2.6 Altitude Scale ................................................................................................... 7
5.1.3 Display of Attitude ......................................................................................................... 7
5.1.3.1 Airplane Symbol Displayed............................................................................ 7
5.1.3.2 Pitch Ladder and Horizon Line....................................................................... 8
5.1.3.3 Bank Angle Indicator...................................................................................... 8
5.1.4 Display of Heading ......................................................................................................... 8
5.1.4.1 Range of Heading Display.............................................................................. 8
5.1.4.2 Heading Tapes ................................................................................................. 8
5.1.4.3 Location of Heading Display ......................................................................... 8
5.1.4.4 Heading "Bug"................................................................................................. 8
5.1.5 Display of Vertical Speed Indicator.............................................................................. 9
5.1.6 Display of Rate of Turn .................................................................................................. 9
5.2 Control of Aviate Instruments ........................................................................................................ 9
5.2.1 Settings Control ............................................................................................................. 9
6.0 NAVIGATION................................................................................................................................................... 9
6.1 Display of Navigation Information................................................................................................. 9
6.1.1 General ........................................................................................................................... 9
6.1.1.1 Power Up ........................................................................................................... 9
6.1.1.2 Own-Ship Symbol............................................................................................ 9
6.1.1.3 Orientation ........................................................................................................ 9
6.1.2 Primary Navigation Display........................................................................................... 9
6.1.2.1 Minimum Display Capabilities ....................................................................... 9
6.1.3 Display of Navigation Frequency............................................................................... 10
6.1.4 Display of Range........................................................................................................... 10
6.1.5 Display of Overlays ...................................................................................................... 10
6.1.5.1 Consistency of Orientation .......................................................................... 10
6.1.5.2 Symbol............................................................................................................. 11
6.2 Control of Navigation Equipment................................................................................................. 11
6.2.1 Tuning Navigation Equipment.................................................................................... 11
6.2.1.1 Control of Blended Navigation Sources..................................................... 11
6.2.2 Direct-TO Function....................................................................................................... 11
6.2.3 Flight Plan Editing and Activation ............................................................................. 11
6.2.3.1 Airport References......................................................................................... 11
6.2.3.2 Discontinuities ............................................................................................... 11
© Copyright 2004 i Version 2.0

Washington, DC
All Rights Reserved
6.2.3.3 Inserting Data................................................................................................. 11

6.2.3.4 Executing Procedures .................................................................................... 11
6.2.3.5 Selecting Navigation Frequencies............................................................... 12
6.2.3.6 Selecting Primary Navigation Source.......................................................... 12
6.2.3.7 Frequency Control......................................................................................... 12
7.0 "BOX" CONTROL.......................................................................................................................................... 12
7.1 De-Clutter During Unusual Attitudes .......................................................................................... 12
7.2 UNDO Function .......................................................................................................................... 12
7.2.1 Applicability................................................................................................................... 12
7.2.2 UNDO Function Placement.......................................................................................... 13
7.2.3 UNDO Functionality..................................................................................................... 13
7.2.3.1 UNDO Functionality During Flight Plan Waypoint Data Entry ............. 13
7.2.3.2 UNDO Functionality during Direct-To Waypoint Data Entry ................ 13
7.2.3.2 UNDO Functionality While Loading Procedures ..................................... 13
8.0 COMMUNICATION AND AUDIO SYSTEM(S)....................................................................................... 14
8.1 Communication Display ................................................................................................................. 14
8.1.1 Selected Communication Frequency.......................................................................... 14
8.1.1.1 Location of Communication Display........................................................... 14
8.1.1.2 Labels for Communication Displays ........................................................... 14
8.1.1.3 Time-Out of Dual-Use Turning Displays ................................................... 14
8.1.2 Volume and Squelch ..................................................................................................... 14
8.1.3 Display of Audio Functions........................................................................................ 14
8.1.4 Volume and Squelch ..................................................................................................... 14
8.1.5 Primary Communication Radio and Frequency......................................................... 14
8.2 Communication Control.................................................................................................................. 15
8.2.1 Location of Communication Controls ........................................................................ 15
8.2.2 Selecting VHF Communication Frequencies ............................................................. 15
8.2.3 Selecting Other Commu nication Frequencies ........................................................... 15
8.2.5 Control of Audio Functions ........................................................................................ 15
8.2.6 Selecting the Primary Communication Radio ............................................................ 15
9.0 SURVEILLANCE AND SITUATION AWARENESS................................................................................ 15
9.1 Display…………….......................................................................................................................... 15
9.1.1 Transponder................................................................................................................... 15
9.1.1.1 Display of Selected Transponder Code...................................................... 15
9.1.1.2 Indicator of Active Transponder................................................................. 16
9.1.1.3 Indicator of Transponder Reply .................................................................. 16
9.1.1.4 IDENT.............................................................................................................. 16
9.1.2 Display of ADS-B.......................................................................................................... 16
9.1.3 Display of TIS-B............................................................................................................ 16
9.1.4 Synthetic Vision Displays............................................................................................ 16
9.1.5 Enhanced Vision Displays........................................................................................... 16
9.2 Control…………… .......................................................................................................................... 16
9.2.1 Transponder Controls .................................................................................................. 16
9.2.1.1 Selecting Transponder Codes...................................................................... 16
9.2.1.2 Selecting IDENT............................................................................................. 16
9.2.2 Control of ADS-B Functions (Reserved)................................................................... 16
9.2.3 Control TIS-B Functions (Reserved).......................................................................... 16
9.2.4 Control of Synthetic Vision Functions (Reserved).................................................. 16
9.2.5 Control of Enhanced Vision Functions (Reserved)................................................. 17
10.0 AIRPLANE SYSTEMS … 17
10.1 Display of Engine Indications....................................................................................................... 17
10.1.1 Display of Engine Parameters...................................................................................... 17
© Copyright 2004 ii Version 2.0

Washington, DC
All Rights Reserved
10.1.2 Engine Parameter Labels .............................................................................................. 17

10.2 Display of Airplane and Systems Configuration........................................................................ 19
10.2.1 Displaying the State of Airplane Configuation Controls ........................................ 19
10.2.2 Displaying Airplane Systems ...................................................................................... 20
10.2.2.1 Clustering Airplane System.......................................................................... 20
10.2.2.2 Checklist.......................................................................................................... 20
10.2.2.3 Lighting/Display Performance and Brightness ......................................... 20
10.2.2.4 ADC/Air Data................................................................................................. 20
10.2.2.5 AHRS............................................................................................................... 21
10.2.2.6 Identifying Software or Hardware Versions............................................... 21
10.3 Control of Airplane Configuration................................................................................................ 21
10.3.1 Dedicated Airplane Controls ....................................................................................... 21
10.3.2 Lighting Controls .......................................................................................................... 21
11.0 MALFUNCTION, WARNING, AND CAUTION INDICATIONS........................................................... 21
11.1 Crew Alerting system (CAS) ......................................................................................................... 21
11.2 Fuel Quantity Alert ......................................................................................................................... 21
11.3 Additional Voice Warnings........................................................................................................... 22
12.0 STANDBY INSTRUMENTS FOR FLIGHT CONTROL............................................................................ 22
12.1 Standby Instruments ...................................................................................................................... 22
12.1.1 Location.......................................................................................................................... 22
12.1.2 Arrangement .................................................................................................................. 22
12.1.3 Dimensions..................................................................................................................... 22
13.0 REVERSIONARY MODE ….......................................................................................................................... 22
13.1 Definition……….. 22
13.1.1 Display of Reversionary Modes ................................................................................. 22
13.1.2 Control of Reversionary Modes ................................................................................. 23
14.0 USE OF COLORS……. … 23
14.1 Color Coding………........................................................................................................................ 23
14.2 Color Sets……….. 23
15.0 POWER-UP CONFIGURATION………………………………………………………………....23
15.1 Applicability……………………………………………………………………………...23
15.2 Configuration……………………………………………………………………………..24
APPENDIX A
AUTOPILOT…………….. 25
A.1 General.. .......................................................................................................................... 25
A.2 Definitions...................................................................................................................... 25
A.3 System Requirements ................................................................................................... 25
© Copyright 2004 iii Version 2.0

Washington, DC
All Rights Reserved
1.0 PURPOSE
This publication prescribes one means, but not the only means of designing an integrated flightdeck/cockpit for the
applicable airplane (see applicability section below) certificated in accordance with 14 CFR Part 23. Designs that
meet the necessary practices and guidelines (see definitions) for the display and control functions included herein
for an integrated (“all glass”) cockpit or flightdeck may be designated as a “GAMA-Class FlightdeckTM” or a
“GAMA-Class Cockpit TM.
The practices and guidelines described in this publication begin to increase commonality between integrated
flightdeck/cockpit designs in the applicable airplanes. The ultimate goal is that it allows a pilot proficient in flying
under IFR using one manufacturer’s integrated flightdeck/cockpit to make a safe transition into an integrated
electronic flightdeck/cockpit designed by either the same or another manufacturer without “formal” training.
However, it is the FAA’s responsibility to determine if this goal has been achieved.
The primary goal of this publication is encourage standardization for essential or critical functions in new integrated
cockpits/flightdecks and to help ensure a sufficient level of safety when small airplane pilots move frequently
between differing cockpit/flightdecks, especially for pilots who rent their airplane on an hourly basis. FAA has not
required type ratings for these small airplanes, making their advanced capabilities widely available. While training is
not mandatory for every integrated flightdeck design or application, pilots must objectively evaluate their needs and
capabilities in order to safely operate this new generation of airplanes.
Some pilots find they learn faster and develop a deeper understanding of the subject if they voluntarily attend a
structured, more “formal” training program. Training programs for GA integrated cockpit/flightdeck systems are
offered by manufacturers, universities, pilot associations, training facilities and flight schools around the country.
Most instructor pilots will develop training programs specifically tailored to a pilot’s needs or desires. Other pilots
prefer to learn on their own. Both ways of learning can be effective. It is up to each pilot to select his or her
preferred method for maintaining aeronautical knowledge and proficiency.
In any case, the primary goal of this publication (easing transition between integrated cockpit designs) will only be
realized if pilots comply with Federal Aviation Regulations (FARs) requiring them to review the Pilots Operating
Handbook, Airplane Flight Operations Manual, and supplements, before operating any airplane or equipment
installed therein.
This document assumes that pilots will require some training when first transitioning from traditional
flightdeck/cockpit displays, often referred to as “steam gauges” or “round dials”, into cockpits or flightdecks using
integrated electronic displays and controls.
In addition to helping pilots transition between integrated cockpit designs, compliance with this document should
reduce the cost and time incurred by manufacturers as they certify integrated cockpits in 14 CFR Part 23 airplanes.
These new technologies, while improving general aviation aircraft capabilities, require that the FAA accommodate
many new processes and standards. As is usually the case with new technologies, old standards may not even be
relevant, and relevant standards may not exist.
This publication was drafted by a team of industry and FAA individuals well versed in cockpit design. It describes
the elements the FAA expects to see in an integrated cockpit/flight deck if it is to be certified. Because of this work,
a manufacturer that presents a new design to the FAA for certification already knows many of the questions the
FAA will ask, and what answers the FAA will probably expect. If a manufacturer’s product design differs from this
publication, they should be prepared to explain why their system maintains the level of safety envisioned in this
document.
© Copyright 2004 1 Version 2.0

Washington, DC
All Rights Reserved
The result of following the practices and guidelines in this document will be a more efficient and timely certification
process. One where the FAA and manufacturers can focus on certifying leading-edge technologies - not on design
aspects the FAA has already determined is acceptable because the FAA may have already approved it in another
manufacturer’s product.
Both the FAA and manufacturers are constantly searching for designs and technologies that will improve safety and
efficiency. As they are discovered, they become the “norm”, replacing the old. This GAMA publication is therefore
a “living” document, always under review and revision.
2.0 APPLICABILITY
The design practices and guidelines described herein apply to airplanes certificated in accordance with 14 CFR Part
23, and certificated for single-pilot operations in Instrument Meteorological Conditions (IMC). This publication is
applicable to both single and multi-engine airplanes with a maximum gross take-off weight of 12,500 lbs. or less. This
publication does not apply to any rotary-wing aircraft.
If the airplane is equipped with an autopilot or flight director, and the manufacturer desires the “GAMA-Class
FlightdeckTM” or “GAMA-Class Cockpit TM” designation, it must meet the applicable practices and guidelines
presented in Appendix A. However, installation of an autopilot or flight director is not required for the “GAMA-
Class FlightdeckTM” or “GAMA-Class Cockpit TM” designation.
These practices and guidelines do not replace other FAA requirements to carry paper-based Flight Manuals, Pilot
Operating Handbook (POHs), Flight Operations Manual, checklist (if FAA approved), navigation charts, U.S.
Terminal Publications or airport diagrams.
3.0 DEFINITIONS
Integrated Cockpit/Flightdeck. Generally, an integrated cockpit/flightdeck combines a number of flight guidance,

airplane systems, and situational awareness control and display functions onto a minimum number of interdependent
electronic displays. For the purposes of this publication, at a minimum, an integrated cockpit/flightdeck must include
electronic display and control of all primary airplane airspeed, altitude and attitude instruments, and all essential
navigation and communication functions. Integration may also include display and control of airborne surveillance,
airplane systems and engine systems.
Primary Flight Display. A Primary Flight Display (PFD) is a single physical unit that displays all of the following:
altitude, airspeed, airplane direction and flight attitude. Other information may be displayed on the PFD, but this
additional information cannot obstruct any items required on the PFD.
Multi-Function Display. A Multi-Function Display (MFD) is any other electronic physical display unit, other than
the PFD or other dedicated displays, which can be used to display various types of information, including a variety
of required or supplemental information. The items and the location where they are displayed on an MFD may be
selected by the pilot.
GAMA-Class Cockpit/FlightdeckTM. On an applicable airplane, a cockpit/flightdeck design that meets or exceeds all
the necessary practices and guidelines contained in this publication may be designated by GAMA as a “GAMA-
Class Cockpit TM” or a “GAMA-Class FlightdeckTM”. Practices and guidelines that are necessary to achieve these
designations are indicated by the use of the words “must”, “shall” or “will” in this publication. Practices and
guidelines preceded by the word “should”, “can” or “may” are not necessary for the “GAMA-Class Cockpit TM” or
“GAMA-Class FlightdeckTM” designation, but manufacturers are encouraged to comply.

Washington, DC
All Rights Reserved
The primary benefits of complying with the guidance in this Publication are negated if the pilot is required to hold a
type rating. However, adherence to this guidance when designing integrated cockpits/flightdecks for any applicable
airplane certificated in accordance with 14 CFR Part 23 (or equivalent in other countries), will improve the ability of
pilots to make an easier transition between type-rated and non-type rated small airplanes. Accordingly, any 14 CFR
Part 23 airplane that complies with the applicability requirements and design guidance provided in this publication
can be designated as having a “GAMA-Class Cockpit TM” or “GAMA-Class FlightdeckTM .
A“GAMA-Class Cockpit TM” or “GAMA-Class FlightdeckTM designation is awarded for an airplane make, model and
serial number by the General Aviation Manufacturers Association after receiving application from the airplane
manufacturer (or modifier, if applicable). The application must include the following:
1. Attestation that the airplane (or make/model series) has been issued a certificate of airworthiness by a
National Aviation Authority (NAA), and;
2. Airplane make/model designation, serial number, registration number, and;
3. Attestation that the airplane(s) incorporates an Integrated cockpit/flightdeck, as defined herein, and;
3. Attestation that all necessary guidance provided in this publication has been met or exceeded.
Once granted, manufacturers are encouraged to include the “GAMA-Class Cockpit TM” or “GAMA-Class
FlightdeckTM designation in any section of the Flight Operations Manual not requiring approval by the NAA, or in
the Pilots Operating Handbook. These designations may also be incorporated in marketing materials.
Manufacturers and operators may also choose to provide a visual indication, either on the exterior or interior of the
airplane, that the airplane incorporates a “GAMA-Class Cockpit TM” or “GAMA-Class FlightdeckTM. However, such
visual designations must comply with all applicable NAA regulations and guidance.
4.0 BACKGROUND
The recent advent of affordable electronic displays, with dimensions and other characteristics suitable for
installation in small airplanes, offers general aviation avionics and airplane manufacturers more flexibility of
presentation and placement of flightdeck/cockpit instruments and system controls than ever before possible. These
new technologies can provide dramatic improvements in the capabilities of 14 CFR Part 23 certificated airplanes
flown by a single pilot in IMC.
Absent appropriate design guidance, these technologies could lead to a level of cockpit/flightdeck system diversity
that would necessitate flightdeck/cockpit extensive training on a specific flightdeck/cockpit design. This could
occur in airplanes that are otherwise quite similar, and did not require mandatory transition training.
This electronic display technology did not exist when FAA regulations, standards and guidelines applicable to
flightdeck/cockpit designs were first written for 14 CFR Part 23 certificated airplanes. In some cases, existing
guidance allows a level of flexibility in design implementation that different design teams could produce
flightdeck/cockpit layouts t hat are significantly different, yet meet all existing standards for Part 23 flightdeck/cockpit
designs. Pilots could find transitioning between a multiplicity of design implementations, at best, an irritation, and at
worst a safety hazard. This is especially true for pilots who typically fly numerous Part 23 airplane makes or models,
such as pilots who rent airplane on a per-hour basis. . In other cases, existing guidance, often available from many
different sources, is conflicting. Additionally, existing guidance may not be mandatory, thereby allowing many
alternative design choices, all of which could meet FAA certification standards.
As integrated flightdeck/cockpits were first developed for larger airplanes certificated in accordance with 14 CFR Part
25, guidance for such airplane is readily available. In many cases, however, this guidance is simply not applicable or
reasonable for single-pilot flown airplanes certificated under 14 CFR Part 23. Applying part 25, two-crew flightdeck
Washington, DC
All Rights Reserved
standards to these airplanes could dramatically increase cost and complexity and increase workload for a single pilot
The result could drive pilots away from installing new technologies, nullifying any possible safety benefit.
In order to address new part 23 integrated cockpit/flightdeck equipment and installations, the General Aviation
Manufacturers Association assembled a group of flightdeck/cockpit-design experienced individuals from the
government, avionics and airplane manufacturers, and others, to develop this publication. As part 23 is based on
minimal training, one of the goals of this publication was to ensure safe operations are maintained without mandating
additional pilot training under 14 CFR Part 61.31(H). Another goal was to facilitate FAA certification of integrated
flightdecks/cockpits in small airplanes by providing adequate interpretation and reference to existing guidance and
appropriate new guidance.
This publication provides guidance for critical airplane control, communication, navigation, and surveillance
functions. This publication does not require manufacturers to display every function in the same position on all
products. The objective is to provide uncluttered, easily interpreted control and display features providing the
basic information needed to maintain airplane control, navigate and communicate with Air Traffic Control. This
allows manufacturers to offer optional features and encourages innovation.

Washington, DC
All Rights Reserved
5.0 AVIATE – CONTROL OF THE AIRPLANE
5.1 Display of Instruments Used to Aviate
5.1.1 Display of Airspeed
5.1.1.1 Airspeed Indication Format
Airspeed must be indicated by a fixed pointer and moving tape. The tape shall have the following
features:
5.1.1.1.1 White shall be used for the Airspeed scale and the background shall provide
good contrast. [Reference ARP 4102.]
5.1.1.1.2 Tapes shall retain the same color bands (arcs) required by FAR Part 23.
[Reference AC 23.1311- (*)]
5.1.1.1.3 A digital display of airspeed shall be presented in a box with no other

information presented behind the digital value. The use of a transparent or opaque tape
is acceptable, but the tape must be readily distinguishable from the background.
5.1.1.1.4 The range visible on the airspeed tape must be appropriate to airplane
performance; but should be no less than +/- 15 percent of VNE or VMO, as appropriate.
5.1.1.1.5 Large airspeed values must be displayed at the top of the tape display.
5.1.1.1.6 During takeoff, the red arc indication of low speed should not be displayed.
5.1.1.1.7 If Angle of Attack (AOA) is not displayed, speeds for arcs on the airspeed
should be determined from the Pilots operating handbook (POH) or Aircraft Flight
Operations Manual (FOM).
5.1.1.2 Airspeed Reference Bugs
Reference bugs are not required unless the airplane has scheduled performance (weight, altitude,
or temperature limitations). If displayed, reference bugs shall be clear and unambiguous.
5.1.1.3 Airspeed Trend Indicator
5.1.1.4.1 A six second trend indicator for airspeed must be displayed.
5.1.1.4.2 The symbol used for the trend indicator should be in accordance with ARP
4102-7 or MIL SPEC 1787.
5.1.1.4.3 The airspeed trend vector shall be displayed adjacent to the airspeed indicator.
5.1.1.4.4 The trend indicator shall not obscure any numbers or letters on the airspeed
tape.

Washington, DC
All Rights Reserved
5.1.2 Display of Altitude
5.1.2.1 Altitude Indication Format
Altitude shall be indicated by a fixed pointer and moving tape. The altitude scale shall be white
and the background shall provide good contrast. [Reference ARP 4102]
5.1.2.2 Digital Indication of Altitude
A digital display of altitude shall be presented in a box with no other information presented
behind the digital value. The use of a transparent or opaque tape is acceptable, but the tape must
be readily distinguishable from the background.
5.1.2.3 Altitude Source for Approach Minimums
A clearly distinguishable means must be provided for setting and displaying altitude minimums
on barometric altitude instruments, radio altitude instruments, and any other altitudes. If the
airplane is equipped with multiple altitude sensors, the default setting and primary altitude
reference will be barometric. When displayed, the altitude source indication must always be
displayed in the same location on the manufacturer’s product, labeled with the correct
abbreviation(s).
5.1.2.4 Altitude-Reference “Bugs”
5.1.2.4.1 Display of Approach Minima. If displayed, instrument approach minimums

(e.g. DA or MDA) shall be labeled as “Minimums” or “MIN”.
5.1.2.4.2 Annunciation When at Minima. When reaching instrument approach minima

(e.g. DA or MDA), a visual and/or aural annunciation shall be provided.
5.1.2.4.3 Altitude “bug”. Display and control for altitude “bugs” shall be provided,
even in airplanes with no autopilot.
5.1.2.4.4 Altitude Alerting. Altitude alerting functions shall be provided and the
altitude “bug” shall be synchronized with appropriate altitude alerting functions.
5.1.2.4.5 Synchronized Altitude “Bugs”. There shall be a single pre-select altitude value
in the flightdeck/cockpit. There can be multiple altitude pre-select controls; however,
they must all be slaved together. Display of altitude pre-select should be consistent and
integrated across the flight deck.
5.1.2.4.6 Altitude Values. Large altitude values must be displayed at the top of the tape
display.
5.1.2.5 Altitude Trend Indicator
Unless a VSI is located adjacent and to the right of the altimeter, a six-second altitude-trend
indicator must be displayed.

Washington, DC
All Rights Reserved
5.1.2.6 Altitude Scale
5.1.2.6.1 The altitude scale shall provide label indications at the 500 and 1,000 foot
increment, and may include labels in increments of 100 feet. [Reference ARP 4102-7 and
23.1311]
5.1.2.6.2 A digital (rolling drum) indication of altitude, marked 20 foot increments mu st

be displayed. [Reference TSO C10B]
5.1.3 Display of Attitude
5.1.3.1 Airplane Symbol Displayed on the PFD
5.1.3.1.1 The airplane symbol shall be a solid, conventional shape. [Reference ARP
4102-7 items 4 and 88]
5.1.3.1.2 If the airplane is equipped with a flight director, the airplane reference symbol
shall be a wedge with horizontal lines. [Reference ARP 4102-7, item 2, page 10]
5.1.3.2 Pitch Ladder and Horizon Line
5.1.3.2.1 The horizon reference line on the PFD should be not less than 3.25 inches wide
in straight and level flight.
5.1.3.2.2 When the true horizon is no longer displayed, a horizon line representation
must be displayed to provide distinctive demarcation between sky and ground (or the
background).
5.1.3.2.3 The pitch ladder should be caged to the center of the display.
5.1.3.2.4 For use in initiating unusual attitude recovery toward the correct horizon and
altitude within one second of when it is recognized (reference MILSTD 1787C, Appendix
E, Figure 91), some indication of both sky and ground shall always be visible. At pitch
attitudes when the true horizon line would not normally be displayed, some sky or
ground should be indicated on the PFD pitch display (minimum 3/8 in. and maximum of
11.5 percent of the display), and the horizon line should indicate off-scale.
5.1.3.2.5 With the airplane symbol on the horizon line, the range of visible pitch attitude
shall be at least + 25 to -15 degrees, but not to exceed a total pitch range of 50 degrees.
5.1.3.3 Bank Angle Indication
5.1.3.3.1 Bank angle presentations should use a roll pointer; however, roll pointers and
sky-pointers shall not be mixed in the same flightdeck/cockpit.
5.1.3.3.2 Roll scale indices shall be placed at 10, 20, 30, 60, and 90 degrees. An index
may also be placed at 45 degrees.

Washington, DC
All Rights Reserved

Washington, DC
All Rights Reserved
5.1.4 Display of Heading
5.1.4.1 Range of Heading Display
The primary heading indicator shall be an arc or a circle. A minimum of 120 degrees (± 60 degrees)
in front of the airplane shall be visible at all times.
5.1.4.2 Heading Tapes
Tapes shall not be used to display primary heading.
5.1.4.3 Location of Heading Display
The primary heading indication should be located below the indication of attitude.
5.1.4.4 Heading “Bug”
A heading “bug” is required, and if a flight director or autopilot is installed, it shall be integrated
with the heading bug.
5.1.5 Display of Vertical Speed Indication. A Vertical Speed Indicator shall be located near the
altitude indicator, with a minimum full-scale of ± 2,000 feet per minute, commensurate with the performance
of the airplane. [Reference ARP 4102-7]
5.1.6 Display of Rate of Turn. If provided, a rate of turn indicator shall be located adjacent to the
heading indicator.
5.2 Control of Aviate Instruments
5.2.1 Settings. Control for the following functions must be installed and each shall have a dedicated
control, always visible to the pilot in the same location on a supplier’s product. Each control must be
clearly labeled with the correct abbreviation, and should be in proximity to the display.
• Setting the barometric pressure.
• Selecting the desired altitude.
• Selecting the desired heading.
• Selecting the desired course.

Washington, DC
All Rights Reserved
6.0 NAVIGATION
6.1 Display of Navigation Information
6.1.1 General
6.1.1.1 Power Up
At power-up, primary flight information and navigation information will be oriented to either
heading-up or track-up. Preference should be given to the orientation being used at power-
down.
6.1.1.2 Own-Ship Symbol
On a moving map display, the own-ship symbol must be prominent and constantly oriented so as
to indicate the relative direction of flight.
6.1.1.3 Orientation
The orientation for the primary navigation information shall be limited to heading-up or track-up.
The orientation of any secondary navigation information is optional (e.g. Track-up, North-up,
Heading-Up). Unless magnetic heading-up is being used for a display, the selected orientation
for any navigation display shall be continuously indicated.
6.1.2 Primary Navigation Information
6.1.2.1 Minimum Display Capabilities
At a minimum, the primary navigation information must be in the primary field of view and shall
include:
6.1.2.1.1 A Horizontal Situation Indicator (HSI) . The HSI shall be capable of displaying
vertical deviation and a digital distance indication to/from the selected fix. The HSI
should provide arc and/or 360° moving-map modes. (Reference RTCA DO-257)
6.1.2.1.2 ‘TO’ and ‘FROM’ Indication. The TO indication will be situated between the
airplane symbol and the head of the course indicator. The FROM indication will be
situated between the airplane symbol and the tail of the course indicator. The TO/FROM
indication should be visible in both a 360° mode and an arc display.
6.1.2.1.3 Display Status. The approach, terminal, enroute, Course Deviation Indicator
(CDI) scale or RNP status when displayed as prescribed by DO-229C shall be in the same
location on a supplier’s product, labeled with the correct abbreviation. (Reference RTCA
DO-229C)
6.1.2.1.4 Course Deviation Indicator. When CDI scaling value is displayed, it shall be in
nautical miles and the indication shall be adjacent to the CDI.
6.1.2.1.5 Display of Navigation Sources. The navigation source commanding the lateral
deviation bar or bearing indicators shall be labeled in a prominent and unambiguous
Washington, DC
All Rights Reserved
manner and located adjacent to the HSI. This information will be provided to the pilot in
the same location on a supplier’s product, using the correct abbreviations. (Reference
CFR 14 Part 23.1329, 23.1335, 23.1311).
6.1.2.1.5.1 Navigation-Source Labels . If installed, the following labels should

be used to indicate navigation sources:
VOR1, VOR2
ADF1, ADF2
LOC1, LOC2
GPS1, GPS2
FMS1, FMS2
LRN1, LRN2
NAV1, NAV2
6.1.3 Display of Navigation Frequency At initial start up on the ground, when there is no stand-
alone (dedicated) tuning display, the selected frequency of all installed, pilot-tunable navigation sources
will be displayed on the PFD or MFD. The selection of navigation frequencies should be displayed to the
pilot in the same location on a manufacturer’s product in a prominent manner.
6.1.4 Display of Range When applicable, map range should be displayed. The range scale of the
primary navigation display should be displayed to the pilot in the same location on that manufacturer’s
product.
6.1.5 Display of Overlays (Weather, Traffic, Terrain, etc)
6.1.5.1 Consistency of Orientation
All overlay data shall be the same map orientation and range scale as the display upon which it is
placed. (Reference RTCA DO-257A, section 2.2.1.3) Orientation of the presentation on any
display should not change when an overlay is added, unless required by TSO guidance.
A “thumbnail” display is considered a separate display. If there are multiple displays, such as the
above mentioned “thumbnail”, the orientation (e.g. heading up, track-up) must be the same for
each display. Critical information such as traffic or terrain should always be displayed as
“track/heading up” on thumbnail displays.
6.1.5.2 Symbols
Symbols used to depict the location of airports or navigation aids on an overlay must be in the
ICAO symbol set. [Reference RTCA DO-257(*)]
6.2 Control of Navigation Equipment
6.2.1 Tuning Navigation Equipment. If there is no dedicated Navigation control, then the same
single action (always visible in the same location on a manufacturer’s product, labeled with the correct
abbreviation) shall access any Navigation tuning function.
6.2.1.1 Control of Blended Navigation Sources

Washington, DC
All Rights Reserved
Controls for blended navigation sources, such as GPS/WAAS, LORAN, FMS, and INS, should
comply with RTCA DO-229C.
6.2.2 Direct-TO Function This function shall be labeled in accordance with RTCA/DO-229C,
paragraph 2.2.1.1.6.
6.2.3 Flight Plan Editing and Activation This function shall be labeled in accordance with
RTCA/DO-229C, paragraph 2.2.1.1.6.
6.2.3.1 Airport References
All ICAO-referenced airports will be identified by the appropriate four character ICAO code.
When data entry is not done via a keyboard and the pilot is selecting an airport identifier, the unit
will automatically insert the ICAO region identifier (first letter). The pilot may select the default
region as a preference.
6.2.3.2 Discontinuities
Any “break” in a flight plan (routing between waypoints or “leg” not defined) should be labeled a
“discontinuity”. A “gap” in a flight plan is a point where automatic sequencing is suspended
awaiting pilot input.
6.2.3.3 Inserting Data
Any insert function will insert items preceding the point selected.
6.2.3.4 Executing Procedures
Executing a Procedure when it is not already entered in a Flight Plan. [Reference RTCA DO-229C
(2.2.1.1.6]
6.2.3.4.1 Go direct to any fix: The pilot shall be able to go direct to any fix by selecting
“Direct-To”(a single pilot action to select, always visible and displayed in the same
location on the manufacturer’s product), shall provide immediate access to any waypoint
in the database.
6.2.3.4.2 Procedures Function: The pilot will always be able to access the “Procedure”
function (e.g. holding, departure, arrival or approach) with a maximum of two pilot
actions. This function will be labeled “PROC”, and shall always be in the same location
on the same manufacturer’s product. Additional pilot actions may be required to activate
or load the procedure. Implementation of the following functions shall be accessible
through the function labeled “PROC”:
• Departure Procedures (labeled ”DP”)

• Standard Terminal Arrival Routes (labeled “STARS”)
• Holding procedures (labeled “HOLD”).
• Implementation of any instrument approach
6.2.3.4.3 Enroute (airways, jetways, routes etc.)

Washington, DC
All Rights Reserved
Reserved.
6.2.3.4.4 Required Time of Arrival
Reserved.
6.2.3.5 Selecting Navigation Frequencies
If there is no dedicated navigation tuner/controller, then a single action (always visible in the
same location on supplier’s product, labeled with the correct abbreviation) shall access
navigation tuning functions. (See Paragraph 6.1.2.1.5.1 for abbreviations.)
6.2.3.6 Selecting Primary Navigation Source
A readily apparent means shall be available for the pilot to initiate selection of the primary
navigation source. It shall be displayed in the same location on a supplier’s product.
6.2.3.7 Frequency Control (Deselecting VOR, DME)
If the navigation system uses DME/DME area navigation, the system shall provide the capability
to inhibit an individual DME or VOR facility from an automatic selection process. If implemented,
the “DME Hold” function must be clearly identified.
7.0 Other Controls and Functions

7.1 De-clutter During Unusual Attitudes. Without any pilot actions, only altitude, attitude, direction,
airspeed indication, and airspeed trend shall be retained on the PFD during attitudes exceeding 70 degrees of bank or
±30 degrees of pitch. (This requirement is not applicable to airplanes certificated in the aerobatic category.)
7.2 UNDO Function
7.2.1 Applicability An UNDO function should be provided while controlling any navigation or
communication function. Because of the concern that selecting UNDO could inadvertently change an
autopilot or flight mode, an UNDO function will not be provided during control of Aviate functions.
7.2.2 UNDO Function Placement When available, the UNDO function should be located in proximity to
the function to which it applies, visible in the same location on a manufacturer’s product. (However, it need
only be visible on pages where an UNDO function is provided.)
7.2.3 UNDO Functionality
7.2.3.1 UNDO Functionality During Flight Plan Waypoint Data Entry
Selecting UNDO shall provide the following actions during Flight Plan Waypoint Data Entry:
Scenario UNDO action

Washington, DC
All Rights Reserved
During data entry Moves the cursor to the p revious character position in the waypoint
identifier; minimum of 1 backup step shall be provided.
Data entry has been accepted and Stay in the editing mode and in no case changes the current navigation
the navigation state is not status. Restores the cursor to last character of data entry of the waypoint
currently predicated upon that identifier.
waypoint
Data entry has been accepted and Restores the page or context in which the last entry was provided with the
the navigation state is predicated cursor in a state in which data entry or modification may immediately begin
upon that entered data. upon the last entered data. This does not undo the current navigation
state. For example, if a new “direct to” waypoint has been entered,
accepted, and navigation to the new waypoint has begun, UNDO would not
remove or backup to the previous navigation setup.
7.2.3.2 UNDO Functionality During Direct-To Waypoint Data Entry
Selecting UNDO shall provide the following actions during Direct-To Waypoint Data Entry:

During data entry Moves the cursor to the previous character position in the waypoint
identifier.
Data entry has been accepted Restores the page or context in which the Direct-To waypoint identifier was
(Navigation state is predicated entered with the cursor in a state in which data entry may immediately begin.
upon the waypoint identifier This will not undo the current navigation state.
entered)
7.2.3.3 UNDO Functionality While Loading Procedures
Selecting UNDO shall provide the following actions while loading an approach, departure
procedure or STAR:

After the procedure type is selected Restores the cursor to the procedure selection field
After procedure transition is selected Restores the cursor to the procedure transition selection field
After procedure runway is selected Restores the cursor to the procedure runway selection field
After procedure is loaded into flight Restores the page or context in which the last entry was provided.
plan The cursor goes to a state in which data entry or modification may
immediately begin upon the last entered data. This does not undo
the current navigation state.
8.0 COMMUNICATION AND AUDIO SYSTEM(S)

8.1 Communication Display
8.1.1 Selected Communication Frequency (VHF, SATCOM, Datalink, etc.)

Washington, DC
All Rights Reserved
8.1.1.1 Location of Communication Displays
If there is no stand-alone (dedicated) tuning display, the selected frequency of all installed pilot-
tunable communication sources will be displayed at power-up on the PFD or MFD. Display of
communication frequencies should be grouped and located near the center of the instrument
panel. When using “soft keys” or “touch-screens” to select communication frequencies, the
selected communication frequencies should be displayed in a prominent manner in the same
location on a manufacturer’s product.
8.1.1.2 Labels for Communication Displays
Communication displays should be labeled using the abbreviations in SAE ARP-4105.
8.1.1.3 Time-Out of Dual-Use (NAV/COM) Tuning Displays
If a single control is used for navigation and communication tuning, the tuning control shall time-
out to communication-tuning after a maximum of 20 seconds of inactivity.
8.1.2 Deleted
8.1.3 Display of Audio Functions (Including Intercom) The status (selected or not
selected) of all installed audio sources must be displayed with no more than a single pilot action. This
display will always be in the same location on a manufacturer’s product.
8.1.4 Volume and Squelch If there is no stand-alone (dedicated) tuning display, a function shall
be provided to display squelch and volume selections. Volume and Squelch selections shall always be
displayed in the same location on a manufacturer’s product.
8.1.5 Primary Communication Radio and Frequency A means must be provided to indicate
to the pilot the radio and frequency that will be activated the next time the pilot keys the microphone. This
indication must be prominently displayed to the pilot, always in the same location on a manufacturer’s
product.
8.2 Communication Control
8.2.1 Location of Communication Controls If there is no dedicated control for the

communication-tuning function, controls for selecting communication functions, when displayed, will be
adjacent to the group of frequency displays, always in the same location on a manufacturer’s product and
labeled using the abbreviations in SAE ARP-4105.
8.2.2 Selecting VHF Communication Frequencies If there is no dedicated control for the
communication-tuning function, frequency selection for the radio in-use shall require no more than a single
pilot action. (The second pilot action begins changing the frequency.) Frequency selection for the
second VHF communication radio should require no more than two pilot actions.
8.2.3 Selecting Other Communication Frequencies (FM, SATCOM, Datalink, etc.)

If there is no dedicated control for the communication-tuning function, then the same initial action used for
selecting VHF radio tuning shall access all other communication-tuning functions.

Washington, DC
All Rights Reserved
8.2.4 Selecting Volume and Squelch function shall be available to control squelch and volume.
This function shall always be visible in the same location on a manufacturer’s product.
8.2.5 Control of Audio Functions If there is no dedicated audio control panel, then display of the
audio control functions shall be accessed with no more than a single pilot action. These functions will be
displayed in the same location on a manufacturer’s product. As a minimum, audio control functions shall
include:
• Selecting the audio com transceiver at each pilot’s position (It shall not be possible to de-select
required audio warnings.)
• Selecting com channels to transmit by each pilot’s position
• Selecting com channel volume
• Selecting the speaker, headphone, and/or microphone (including oxygen mask) configuration, as
applicable
• Intercom selections, including isolating the pilot from passenger communications on the intercom,
if applicable
8.2.6 Selecting the Communication Radio A function must be provided to the pilot to select
the radio that will be activated the next time the pilot keys the microphone. When displayed, this control
must always be located in the same position on a manufacturer’s product. The pilot shall be able to select
the radio, or a pre-selected frequency, to be used for a transmission with a maximum of one pilot action.
Until changed by the pilot, the selected communication radio and communication frequency shall default
to the last radio and frequency used. This default operation shall include operation after an in-flight power
interruption cycle.
9.0 SURVEILLANCE AND SITUATIONAL AWARENESS

9.1 Display
9.1.1 Transponder
9.1.1.1 Display of Selected Transponder Code
A maximum of one pilot action shall be required to display the selected transponder code. The
selected code shall always be displayed in the same location on the manufacturer’s product. If
there is more than one transponder installed, the code displayed will only be that of the active
transponder.
9.1.1.2 Indication of Active Transponder
If there is more than one transponder installed, the active transponder will be clearly identified
after the pilot changes the transponder code.
9.1.1.3 Indication of Transponder Reply
Each time the transponder replies to an interrogation, an indication shall be immediately visible to
the pilot.
9.1.1.4 IDENT

Washington, DC
All Rights Reserved
When the pilot selects transponder IDENT, an indication to the pilot shall be immediately visible.
This indication shall always be displayed in the same location on the manufacturer’s product
9.1.2 Display of ADS-B (Reserved)
9.1.3 Display of TIS-B (Reserved)
9.1.4 Synthetic Vision Displays (Reserved)
9.1.5 Enhanced Vision Displays (Reserved)
9.2 Control
9.2.1 Transponder Controls
9.2.1.1 Selecting Transponder Codes
If there is no dedicated transponder control, no more than one pilot action shall be required to
access transponder control functions. When displayed, this control shall always be located in
the same location on the manufacturer’s product, labeled with the correct abbreviation. If there is
more than one transponder installed, the transponder being tuned will be clearly identified when
the pilot selects the transponder codes.
9.2.1.2 Selecting IDENT
A single pilot action shall be required to select transponder IDENT. This can be accomplished via
a dedicated separate control.
9.2.2 Control of ADS-B Functions (Reserved)
9.2.3 Control of TIS-B Functions (Reserved)
9.2.4 Control Synthetic Vision Functions (Reserved)
9.2.5 Control of Enhanced Vision Functions (Reserved)
10.0 AIRPLANE SYSTEMS

10.1 Display of Engine Indications
10.1.1 Display of Engine Parameters
During engine start, required engine parameters (as applicable for the engine type) must always be visible
to the pilot. After engine start, and if there is no dedicated display, a maximum of one pilot action shall be
required to display required engine parameters.
10.1.2 Engine Parameter Labels
Washington, DC
All Rights Reserved
When displayed, engine parameters shall always be in the same location on the same manufacturer’s
product. Each parameter should be appropriately labeled along with the parameter’s value and unit of
measure. (Reference AC 23.1311 and AC 23.17) Engine parameters should be labeled according to the table
below:
Acceptable Guidance
Parameters
Labels Source
TSO-C49b
Engine RPM “RPM”
AS 404b
(Reciprocating engines)
ARP 4105b
TSO-C49b
Propeller RPM “RPM” or
AS 404b
Turboprop RPM “NP “
ARP 4105b
“% PWR” or
Percent Power ARP 4105b
“PCT PWR”
TSO-C45a
Manifold Pressure “MP”
AS 8042
TSO-C43c
Exhaust Gas Temperature “EGT” AS 8005
ARP 4105b
TSO-C43c
Cylinder Head Temperature “CHT” AS 8005
ARP 4105b
AS 8005
Carburetor Temperature “CARB TEMP”
ARP 4105b
TSO-C44b
“FF”
Fuel Flow (Each Engine) AS 407b
ARP 4105b
TSO-C55
Fuel Quantity “FUEL QTY” AS 405b
ARP 4105b
Outside Air Temperature “OAT” ARP 4105b
TSO-C47
Oil Pressure “OIL PRESS”
AS 408b
TSO-C43c
Oil Temperature “OIL TEMP”
AS 8005

Washington, DC
All Rights Reserved
Acceptable Guidance
Parameters
Labels Source
Fire Warning “FIRE” None found
Liquid Coolant Level

“COOLANT QTY” None found
(Reciprocating Engines)
TSO-C47
Fuel Pressure “FUEL PRESS” AS 408b
ARP 4105b
Coolant Temperature “COOLANT TEMP” AS 8005
Fuel Low Level Indicator “LOW FUEL” None found
TSO-C47
Oil Low Pressure Warning “LOW OIL PRESS” AS 408b
ARP 4105b
Torque “TORQ” None
Means for Indicating Fuel

“FUEL BYPASS” None
Strainer Contamination
Warning Means for the Oil Strainer Filter “OIL BYPASS” None
Propeller Blade Angle—Beta “BETA” None
Chip Detector “ENG CHIP” None
TSO-C43c
Inlet Turbine Temperature “ITT” AS 8005
ARP 4105b
Gas Generator Speed “N2” None
Fan Speed “N1” None
10.2 Display of Airplane and Systems Configuration

Washington, DC
All Rights Reserved
10.2.1 Displaying the State of Airplane Configuration Controls
Airplane configuration should be depicted using an airplane diagram on a synoptic page. Unless
otherwise prohibited by applicable certification standards displays of airplane configuration will remain
visible until deselected by the pilot. If an airplane diagram is used to depict the state of configuration
controls, the method of display will be in accordance with the following table:
Item Control State Display on Airplane Diagram

Retractable Gear Select Nothing; do not show any landing gear on the airplane diagram
Up
Gear Lever
Retractable Gear Select A distinct ‘in transit’ indication is required
In transit
Gear Lever
Retractable Gear Select A solid green symbol for each retractable gear or landing
Down
Gear Lever device.
A graphical representation of flap position, accompanied by an
Flap Select All
Flap alphanumeric indication of actual flap position. (Consistent
Lever Positions
with nomenclature for the airplane.)
This indication should be clearly labeled “FUEL SELECT” and
Fuel
Fuel Tank All should provide a graphical depiction of the fuel source
Selector
Selection Positions accompanied by text indicating the selected fuel source (e.g.
Control
LEFT, BOTH, RIGHT, etc.)
Throttle or Throttle or Throttle or Power lever position relates directly to engine
All
Power Power power as depicted by the appropriate engine parameter display.
Positions
Control Lever
Mixture Mixture All The Engine EGT or FF indicator is the associated display for
Control Lever Positions mixture settings.
Prop All The engine RPM indicator is the associated display for prop
Prop Lever
Control Positions position.
If complying with Part 23.677 through use of the display, a full
time display of trim position shall be displayed, shall be clearly
labeled, and shall move in the same sense as the trim control.
Trim Trim
Pitch The airplane nose down trim position shall be labeled “DOWN”
Control Switches
or “NOSE DOWN” and the airplane nose up trim position shall
be labeled “UP” or “NOSE UP.” A takeoff trim position or band
must be displayed.
If applicable and complying with Part 23.677 through use of the

display a full time display of trim position shall be displayed,
Trim Trim shall be clearly labeled, and shall move in the same sense as the
Roll
Control Switches trim control (e.g. right for right wing down). The right wing
down trim position shall be labeled “R” and left wing down trim
position shall be labeled “L”.

Washington, DC
All Rights Reserved
Item Control State Display on Airplane Diagram

If applicable, and complying with Part 23.677 through use of the
display, trim position shall be displayed full-time, it shall be
Trim Trim clearly labeled, and shall move in the same sense as the trim
Yaw
Control Switches control (e.g. right for nose right). The airplane nose right trim
position shall be labeled “R” and airplane nose left trim
position shall be labeled “L”.
10.2.2 Displaying Airplane Systems
10.2.2.1 Clustering
Airplane system displays should be clustered with related systems, with no intermixing of other
information. When displayed, the following items should be clustered:
• Aerodynamics – trim, flaps (high lift devices), gear, spoilers, etc.
• Electrical – battery, busses, alternator, primary power status, backup power status, etc.
• Powerplant – RPM, fuel flow, fuel pressure, etc.
10.2.2.2 Checklist
If a checklist (electronic or hardcopy) is provided by a manufacturer for a type of operation it must

contain all warnings and cautions applicable to that type of operation.
10.2.2.3 Lighting/Display Performance and Brightness
At power-on, all displays shall default to an illumination so as to be readable.
10.2.2.4 ADC/Air Data source
When an alternate source of Air Data is driving a PFD, the source shall be indicated and always
visible to the pilot. This indication shall always be located in the same location on a
10.2.2.5 AHRS
When an alternate source of attitude or heading data is driving a PFD, the source shall be
indicated and always visible to the pilot. This indication shall always be located in the same
location on a manufacturer’s product.
10.2.2.6 Identifying Software or Hardware Versions
The system should be able to dis play any software and/or hardware versions, and any
other configuration data that is required by the flight manual supplement. This information
should be displayed at start-up and/or be available to the pilot through a pilot selection
option.
10.3 Control of Airplane Configuration

Washington, DC
All Rights Reserved
10.3.1 Dedicated Airplane Controls

Where installed, the following systems must have a dedicated control, always visible and in the same
location on a manufacturer’s product:
• Gear Selection
• Flap Selection
• Fuel Tank Selection
• Throttle Control
• Mixture Control
• Prop Control
• Electrical System Activation
• Trim Control
• Thrust reversers
• Spoilers/speed brakes
10.3.2 Lighting Controls

A selectable brightness control for each display shall always be available. This control shall always be lin
the same location on a manufacturer’s product. (Reference ARP 4256; AS 8034; AS 7788)
11.0 MALFUNCTION, WARNING, AND CAUTION INDICATIONS

11.1 Crew Alerting System (CAS) A visual enunciation of warnings and cautions should be displayed
within the pilot’s primary field of view, always located in the same position on a manufacturer’s product. Separate
and discrete enunciators for warnings and cautions should be integrated into a single display. If the CAS does not
present required warnings or cautions in the pilot’s primary field of view, a master warning/caution annunciation
(aural and visual, if applicable) shall be provided. Visual indication of master warning/caution shall be located within
the pilot’s primary field of view.
11.2 Fuel Quantity Alert If a low-fuel warning system is installed, the system should provide a low-fuel
enunciation based on approximately 45 minutes of usable fuel remaining at maximum cruise power, or at another time
selected by the pilot. Visual and aural warnings should be annunciated as “Fuel Low”.
11.3 Additional Voice Warnings Discrete voice warnings should provided for conditions the
manufacturer deems to be a possible precursor to an accident or incident. If installed, these voice warnings should
use the t erminology provided in the following table:
System Condition Warning

Retractable Landing Gear Up, or in Transit, at Approx. 300 ft Above Field “Check Gear” or
Gear Elevation and Descending (Reference AC 23.729) “Too Low, Gear”
Fuel Low Level Less Than 45 Minutes of Usable Fuel Remaining “Low Fuel”
Indicator
Altitude Deviation Deviations Greater Than 200 Feet From the Target “Altitude”
Altitude, After Initial Capture
Altitude Pre-select 1,000 Feet Above or Below Target Altitude “Altitude”
Fire Detection Fire “Fire, Fire”
Autopilot Autopilot Disconnected “Autopilot”
Minimums Pilot Selectable MDA or DH Altitude “Minimums”

Washington, DC
All Rights Reserved
Stall Warning Stall Vane or Other Sensor “Stall”
11.4 Indicator Malfunctions A red “X” in place of displayed data is an acceptable means to depict a
failed/loss of data indication.
12.0 STANDBY INSTRUMENTS FOR FLIGHT CONTROL

12.1 Standby Instruments Standby instruments may be required depending on the hazard analysis
requirements in FAR 23.1309.
12.1.1 Location
If required, standby instruments should be located near the display of primary flight information.
12.1.2 Arrangement
If installed, the horizontal arrangement of standby instruments should be (left to right) airspeed, attitude,
and altitude. Vertically (from top to bottom), standby instruments should be arranged as attitude, airspeed,
and altitude.
12.1.3 Dimensions
Individual indicators should be a minimum of 2 inches in diameter, or if combined, a minimum 3 inch display.
13.0 REVERSIONARY MODE

13.1 Definition Reversionary flight displays (also called “composite” or “compacted” modes) are additional
displays that provide a secondary means of displaying primary flight parameters. Depending on the hazard analysis
requirements in 14 CFR Part 23.1309, reversionary flight displays or display modes may be required to display that
information on the PFD (or elsewhere on the panel).
13.1.1 Display of Reversionary Modes
In the event an MFD fails, and required information was displayed on that MFD, a means of displaying the
required information must be provided. This required information may be displayed on the PFD or
elsewhere on the panel. If on the PFD, the format of the displayed information should be as close as
possible to the MFD format. During display of a reversionary mode, the “basic T” arrangement should be
retained in relation to other instruments.
13.1.2 Control of Reversionary Modes
If a reversionary mode is required, a maximum of one pilot action, always visible in the same location on the
same manufacturer’s product, shall be required to activate it.
14.0 USE OF COLORS

14.1 Color Coding Color-coding is the use of color to provide additional information or the context for a display
symbol. No more than six colors, not including white, black, and grey, should be used for symbol color-coding on
any PFD or non-map portions of a MFD. Use of additional colors for other purposes should not detract from the
discrimination of colors used for coding.

Washington, DC
All Rights Reserved
14.2 Color Sets Display of the items in the following tables must conform to the corresponding colors. The
Acceptable Alternatives described below are the only options allowed. (A “Defined Display-Color Philosophy” is a
rationale for using different colors for certain types of items or functions. It is developed by the manufacturer prior
to application for certification and is consistently applied throughout a product’s design.)
Displayed Item Color

Warnings Red
Flight Envelope and System Limits Red
Cautions, Abnormal Sources Amber or Yellow
Earth Tan or Brown
Scales and Associated Figures (Normal State) White
Coupled Flight Guidance Modes Green
Sky Cyan or Blue
ILS Deviation Pointer Magenta
Flight Director Cue Magenta
Fixed Reference Symbols (i.e. Lubber Lines, etc.) White
Current Data, Values (i.e. IAS, ALT, VS) White
Armed Flight Guidance Modes White
Settable Data, Values (i.e. HDG, Course digital value) Green
Pilot Selected References (i.e. bugs) Magenta
CDI Deviation Bar/Scale Green
Current Leg of Active Route/Flight Plan Magenta
Future Leg of Active Route/Flight Plan White
Acceptable Variations
Scales and Associated Figures (With Associated Amber or Yellow
Caution)
Scales and Associated Figures (With Associated Red
Warning)
CDI Deviation Bar White
CDI Deviation Bar Consistent With a Defined Display-Color
Philosophy
ILS Deviation Pointer White
ILS Deviation Pointer Consistent With a Defined Display-Color
Philosophy
Flight Director Magenta (coupled) Green (engaged)
Flight Director Consistent With a Defined Display-Color
Philosophy
Pilot Selected References (i.e. “Bugs”) Consistent With a Defined Display-Color
Philosophy
Settable Data, Values (i.e. HDG, Course Digital Value) White
Settable Data, Values (i.e. HDG, Course Digital Value) Consistent With a Defined Display-Color
Philosophy
Current Leg of Active Route/Flight Plan Consistent With a Defined Display-Color
Philosophy
Future Leg of Active Route/Flight Plan Consistent With a Defined Display-Color
Philosophy
15.0 Power-Up Configuration

Washington, DC
All Rights Reserved
15.1 Applicability. This section defines the configuration of a minimum set of parameters for the
system that shall be set when power is applied. If the system detects the aircraft is airborne, or is unable to
make this determination, the state of these parameters from the last power cycle shall be retained. Any items
not explicitly specified in this section are not required to be set to an explicit state at power-up. Parameters
that are retained at a “last set” value are also not included in the table.
Deviations to this requirement shall be allowed for systems that provide some capability for
saving/restoration of multiple pilot or operator configurations. If the system implements this type of
capability, a method shall be provided to allow setting of the minimum configuration parameters specified in
this section to the specified values of this section as part of the power-up sequence.
The purpose of this feature is to minimize pilot workload during ground-check / takeoff preparations or
especially during flight in the event of a momentary power interruption, thereby eliminating substantial
effort during a potentially high workload phase of flight to provide expected parameters to the flight crew.

Washington, DC
All Rights Reserved
15.2 Configuration. Parameters shall be set to the state as specified below at power up if they are
supported by a cockpit system at all:
Parameter Power-Up State

Airspeed Display Format KIAS
Altitude Alerter Disarmed
Altitude Display Format Feet
Approach Minimums Bug/Alert Disarmed
Distance Display Format Nautical Miles (NM)
Fuel Flow Units Piston Aircraft – Gallons / Hour
Turbine Aircraft – Pounds / Hour
Fuel Quantity Units Piston Aircraft – Gallons
Turbine Aircraft – Pounds
Heading Display Format Magnetic
HSI Format 360-view
Inset/Thumbnail Maps Off
Map Orientation Heading Up
Map Overlays Active Flight Plan Displayed
Note: Other items may also be

enabled for display, but active
flight plan is a minimum
Position Format (Lat/Lon) Degrees Minutes decimal Minutes
format such as <ddd mm.mmm>
Pressure Units Inches Hg
Temperature Units Celsius
Time Format UTC

Washington, DC
All Rights Reserved
APPENDIX A – Autopilot
A.1 General The “GAMA-Class Cockpit TM” The “GAMA-Class FlightdeckTM” airplane should have an
autopilot and flight director installed. If installed, the autopilot and flight director must conform to the guidance in
this Appendix.
A.2 Definitions
A.2.1 Flight Director The function in an automatic flight control system that computes and provides
guidance commands to either the command bars for manual flight control, or to the autopilot for automatic
flight control. The flight director commands provide the required guidance cues, allowing the pilot or the
autopilot to select a heading that will be tracked airplane by the airplane. Examples of Flight Director modes
are Navigation, Vertical Speed, Altitude, Heading, etc. The Flight Director must act through an Autopilot
for automatic control of the airplane flight path to be provided.
A.2.2 Autopilot The function in an automatic flight control system that computes and provides appropriate
commands to servo mechanisms . These mechanisms manipulate the airplane control surfaces such that the
airplane attitude is automatically controlled. Without Flight Director input, an autopilot will only be capable
of controlling the airplane to maintain pitch and/or roll attitudes.
A.2.3 Yaw Damper The function of an automatic flight control system that computes and provides
appropriate commands to a servo mechanism. These mechanisms manipulate the airplane rudder surface so
as to continually maintain the airplane in coordinated flight and to damp en any natural yaw oscillation
tendencies of the airplane.
A.2.4 Engaged The autopilot servo is connected to the airplane flight controls and manipulates the
airplane surfaces.
A.2.5 Mode The operating state of the Flight Director or Autopilot. The mode determines how the airplane
flight path is controlled.
A.2.6 Active Mode The flight director mode that is currently providing guidance.
A.2.7 Armed Mode The flight director mode that has been automatically or manually selected. It will
become the active mode upon satisfaction of the capture conditions for that mode.
A.3 System Requirements
A.3.1 Guidance The Autopilot and Flight Director must comply with 14 CFR Part 23.1309 (or equivalent
if certificated by other Countries) , RTCA DO-178(B) and RTCA DO-254. The Autopilot and Flight Director
shall comply with the requirements of 14 CFR Part 23.1329 and 23.1335, and AC 23-17(*), (or equivalent if
certificated by other countries).
A.3.2 Display of Autopilot Functions
A.3.2.1 Autopilot Engaged
When any portion or axis of the autopilot system is engaged to the airplane flight controls, an
annunciation that the autopilot is engaged must always be displayed in the pilot’s primary field of
view.

Washington, DC
All Rights Reserved
A.3.2.2 Grouping of Mode Displays
When presented on the PFD, annunciation of autopilot modes shall be grouped by vertical and
lateral modes such that the engaged state, lateral mode and vertical mode are always displayed in
the same position on a manufacturers product.
A.3.2.3 Minimum Autopilot Mode
The autopilot must include a “Wings-Level Hold” mode.
A.3.2.4. Additional Autopilot Modes
The Flight Director/Autopilot should include the following modes:

• Roll attitude hold
• Heading hold
• Pitch hold
• Altitude hold
A.3.2.5 Discretionary Modes - Other
Flight Director/Autopilot modes include (but are not limited to):

• Airspeed Hold
• Vertical Speed Hold
• Altitude Capture
• Vertical Navigation
• Lateral Navigation
• Approach
• Flight Path Angle Hold
A.3.2.6 Display of Navigation Source In-Use by the Autopilot/Flight Director.
If the Flight Director or Autopilot can control the airplane’s lateral or vertical flight path by tracking
inputs from a navigation radio, computer, or other system, then the navigation source being used
by the Flight Director/Autopilot for airplane control must be the same navigation source displayed
to the pilot on the Primary Navigation Display, and on any vertical and lateral course deviation
indicators displayed on either the ADI or the Primary Navigation Display. Any indication of
navigation source must always be displayed to the pilot in the same location on the same
A.3.2.7 Display of Flight Director Command Bars and Autopilot Annunciations.
Any time the autopilot is engaged or the flight director is selected, it must be annunciated to the
pilot.
A.3.3 Autopilot Control Functions
A.3.3.1 Engaging the Autopilot
The pilot will access the autopilot-engage function using a dedicated control, always located in the
same position on a manufacturer’s product. This control may also be used to disengage the
autopilot. The pilot must not be able to engage the autopilot using a control placed on the control

Washington, DC
All Rights Reserved
wheel (or stick) or throttles. The autopilot control must have safeguards that prevent inadvertent
engagement.
A.3.3.2 Deleted
A.3.3.3. Disengaging the Autopilot
A3.3.3.1 Pilot Actions to Disengage the Autopilot A maximum of a single pilot action
shall be needed to disengage the autopilot. This shall be a dedicated function, located
on the control wheel or “stick”. The following pilot actions shall also disengage the
autopilot:
• Removing autopilot electrical power, either by selecting “OFF” with the
autopilot master-power function or switch, or by pulling the autopilot circuit
breaker)
• Engaging trim functions on any axis for which the autopilot provides auto-trim.
• Activating the “Go -around” switch or function
A.3.3.3.2. Automatic Autopilot Disengagement
A.3.3.3.2.1. Exception to Automatic Disengagement. The autopilot shall not

automatically disengage if the result will create a hazardously dynamic airplane
response.
A.3.3.3.2.2 Disengaging Below 1.2 Vs . The autopilot shall automatically

disengage any time it has commanded the airplane to fly below 1.2 Vs.
A.3.3.3.2.3 Disengaging When Limits Will Be Exceeded. The autopilot shall

automatically disengage any time it has commanded the airplane in such a
manner that it will the exceed auto-flight rates, acceleration or attitude limits pre-
programmed for that airplane installation.

Washington, DC
All Rights Reserved

Gama Publication 12 P23cockpit April 2005 PDF 498cadb978

Uploaded by

Copyright:

Available Formats

Gama Publication 12 P23cockpit April 2005 PDF 498cadb978

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Gama Publication 12 P23cockpit April 2005 PDF 498cadb978

Uploaded by

Copyright:

Available Formats

GAMA PUBLICATION NO.

RECOMMENDED PRACTICES AND GUIDELINES

THE GAMA-CLASS INTEGRATED COCKPIT / FLIGHTDECK

© Copyright 2004 Version 2.0

TABLE OF CONTENTS ................................................................................................................................................... i

© Copyright 2004 i Version 2.0

6.2.3.3 Inserting Data................................................................................................. 11

© Copyright 2004 ii Version 2.0

10.1.2 Engine Parameter Labels .............................................................................................. 17

© Copyright 2004 iii Version 2.0

© Copyright 2004 1 Version 2.0

Integrated Cockpit/Flightdeck. Generally, an integrated cockpit/flightdeck combines a number of flight guidance,

© Copyright 2004 2 Version 2.0

© Copyright 2004 4 Version 2.0

5.0 AVIATE – CONTROL OF THE AIRPLANE

5.1 Display of Instruments Used to Aviate

5.1.1 Display of Airspeed

5.1.1.1 Airspeed Indication Format

5.1.1.1.3 A digital display of airspeed shall be presented in a box with no other

5.1.1.2 Airspeed Reference Bugs

5.1.1.3 Airspeed Trend Indicator

5.1.1.4.1 A six second trend indicator for airspeed must be displayed.

© Copyright 2004 5 Version 2.0

5.1.2 Display of Altitude

5.1.2.1 Altitude Indication Format

5.1.2.2 Digital Indication of Altitude

5.1.2.3 Altitude Source for Approach Minimums

5.1.2.4 Altitude-Reference “Bugs”

5.1.2.4.1 Display of Approach Minima. If displayed, instrument approach minimums

5.1.2.4.2 Annunciation When at Minima. When reaching instrument approach minima

5.1.2.5 Altitude Trend Indicator

© Copyright 2004 6 Version 2.0

5.1.2.6 Altitude Scale

5.1.2.6.2 A digital (rolling drum) indication of altitude, marked 20 foot increments mu st

5.1.3 Display of Attitude

5.1.3.1 Airplane Symbol Displayed on the PFD

5.1.3.2 Pitch Ladder and Horizon Line

5.1.3.3 Bank Angle Indication

© Copyright 2004 7 Version 2.0

© Copyright 2004 8 Version 2.0

5.1.4 Display of Heading

5.1.4.1 Range of Heading Display

5.1.4.2 Heading Tapes

Tapes shall not be used to display primary heading.

5.1.4.3 Location of Heading Display

5.1.4.4 Heading “Bug”

5.2 Control of Aviate Instruments

• Setting the barometric pressure.

• Selecting the desired altitude.

• Selecting the desired heading.

• Selecting the desired course.

© Copyright 2004 9 Version 2.0

6.1 Display of Navigation Information

6.1.2 Primary Navigation Information

6.1.2.1 Minimum Display Capabilities

6.1.2.1.5.1 Navigation-Source Labels . If installed, the following labels should

6.1.5 Display of Overlays (Weather, Traffic, Terrain, etc)

6.1.5.1 Consistency of Orientation

6.2 Control of Navigation Equipment