Good morning, everyone. Welcome to the 19th annual Congressional Renewable Energy and Energy Efficiency Expo and Policy Forum. We are so glad to have you with us here this morning and to start off our first panel to kick off the nine panels that we will have today where we will hear from all of our exhibitors and special guests and so that we hope you will stay with us throughout the day as well as it as well as attend all of the booths in the adjoining caucus room and see all of the technologies that are on exhibit there and talk to all of the exhibitors. We hope this is a great day, a chance to really learn and have a chance to have dialogue with many many fascinating people, learn a lot and hopefully we can all gain a lot and help move our country forward for a clean energy economy. So to start off this panel which we are calling setting the stage we will first hear from Scott Sklar who is the steering committee chair for the Sustainable Energy Coalition and let me introduce myself also before Scott starts. I am Carol Werner. I'm the executive director of the Environmental and Energy Study Institute and also serve on the steering committee of the Sustainable Energy Coalition with Scott and of course it's the Sustainable Energy Coalition that is sponsoring this expo and forum today with the Senate in-house renewable and efficiency caucuses. Scott. Thank you Carol. I want to start saying that my company blends all the clean energy and energy efficiency technologies all over the world. I have projects on every continent including Antarctica and I teach two interdisciplinary courses at the Georgia Washington University on sustainable energy. So I come here every year for the last 19 years of being grayer and losing a little more hair but my job is to sort of tell you what happened since last year. So the year 2015 we have stats now at the end of 2015 obviously takes a few months to get them. UNEP United Nations Environmental Program with Blue Merge New Energy Finance said that renewable energy broke the 156 gigawatt barrier meaning 156 gigawatts or essentially 156 nuclear power plants worth of renewable energy was added to the global grid. This is the first time ever we have broken 150 gigawatts. That's huge. When I started in this field 40 years ago it was a half a gigawatt so it would be 150 gigawatts is astounding. 2015 was the first time we broke $150 billion of private sector investment globally in renewable energy. $150 billion has been put in by the private sector. If you look at countries they put in almost $800 billion. So we've had almost a trillion dollars worth of investment but it's the private sector investment I want you to really think about. 2015 was the first time that half more than half of all new power generation added on this planet was from renewable energy. In fact 253 gigawatts added of all power 130 gigawatts from renewables excluding large hydro and then after that cold capacity 42 gigawatts oil and gas 40 gigawatts and nuclear 15 gigawatts. So renewables is huge globally in what we call in electric additions to the grid. All clean energy investment. Okay I'm talking about in this case a subset of private sector investment. Venture capital public markets distributed financing and asset finance in 2015 exceeded $285 billion. So that's a subset of traditional financing. And last year this past year 2015 the first time in history and by the way I'm going to tell you something when I start in this field everybody told me you know you can never have an industrialized country totally on renewable energy. The grids just can't handle it. Now of course they were only talking about solar and wind and I want to remind you that geothermal biomass power hydro and marine and waste heat and cogeneration are 24 hour power okay as is concentrating solar power. But they're only talking about wind and solar when they talk about renewables you could never have an entire grid on renewable energy. Well on Sunday May 8 2016 all right this year in Germany the fifth largest economy in the world. All right 90% of the country's total power came from solar, wind, hydropower and biomass. How astounding is that? When I used to say that 40 years ago people would laugh at me up here and I worked in the seventh year in the 70s would laugh at me that that would ever happen. And here it is in my lifetime. So before, maybe, but the papers I've handed out to you that I teach at my GW classes if you take these studies in aggregate what they come to the conclusion is that with technology we have today and the resources we have on this planet today we can meet most or all of our global or US energy needs with a combination and I stress a combination of high value energy efficiency, energy storage and the complete portfolio for new energy. That's what you have that I handed out to you today. So I want you to think about that and the people at this table will give you more detail and vision on this but the point being is we are on a trajectory that is as important as the trajectory of communications, distributed communications by the way that's what cellular is and seamless grids, cell healing grids with cellular and the internet in energy. That's what this transformation is about. So thank you for hearing me. I'm going to have to leave because I am in the big room introducing other speakers but thank you for coming and happy if any of you after you go through this today please feel free to stop by and talk. Thank you. Thanks Scott. And who better to hear from next in terms of studying the stage for the big picture is Roland Risser who is the Deputy Assistant Secretary for Renewable Power at the Office of Energy Efficiency and Renewable Energy at the US Department of Energy. Delighted to have you with us Roland. Thanks. Thanks and I'm happy to be here with you today. I'd love to talk about the EREs that acronym for Energy Efficiency and Renewable Energy so you'll hear me say ERE shorter about their program. You probably know that DOE is the federal agency primarily focused on the next generation of clean energy and that's why it's important that we have a strong role in this specifically for the renewable power programs and those for us are wind, water, solar and geothermal. We're continuously assessing the potential for renewable power in the United States. This includes identifying critical research, looking at development, demonstration and deployment activities to help move this technology forward. To give you an idea of the size of our program I'm going to talk about our budget request. So a budget request is very different in budget but their budget request into FY17. So our largest for the total renewable is about 550 million. Of course the largest program is solar. It's at 240 million. Wind is the second largest at 145. Geothermal is 97 and water which is a growing program is at 69 million. So while our work primarily focuses on research and development many of the challenges to deploying this renewable resource involve way beyond technology solutions. You have to have the market solution and address market barriers. So I'm going to spend some of my time talking about that. So within our programs we work to address these market barriers to deploying renewable power at a commercial scale. They include both technology and non-technology costs and includes things like reliable objective quantitative information to inform decision making. So how do we do this? Well we work with a broad set of stakeholders to quantify the resource potential and to figure out how to remove those barriers to that potential. And those include things like environmental impacts, regulatory issues, human use conflicts, and access to financing for renewable power technologies all in line with the national energy policies and our departmental goals. In solar for example we've made incredible progress over the years. You've heard from Espar about that about two-thirds the remaining cost reduction that we're addressing is not on the technology itself but it's on what we call the soft costs and these are things like permitting and interconnection to the grid. An example of how we're dealing with soft costs includes a project called the national community solar partnership which really is looking to unlock potential for solar power to those who normally would not have access to it. This is our households and businesses that are renters. They don't have adequate roof space and low and moderate income folks that don't have the capital to invest in this upfront. So we're working with stakeholders in the public and private sectors to expand things like community solar and this allows low and moderate income households in particular a pathway to get DOE expertise and national activities to implement programs and projects. This partnership is collaborative between DOE, HUD, the EPA, USDA, and then key representatives from the solar industry, NGOs, and the state and community leaders. So it's a broad brush approach. An early technology example of how we are strategically focused both on the R&D and in reducing market barriers is in the water technology program. So while we're not only focusing on R&D such as funding innovative wave energy devices, we're also investing in addressing environmental siding issues, regulatory issues, financing barriers to allow these to be commercialized. This is particularly important like wave energy or current energy where we don't have a history of putting these in place so there's you don't have a history of how to get the permits done and working with the Department of Interior and others. Another more advanced industry example in the water power office is conventional hydropower. We don't haven't talked a lot about that in the past but you have to understand this industry has been around for a hundred years and the it out currently provides about 7% of the renewable power to the U.S. This is a pretty big number. Electric electricity storage which is a critical element for renewable power which you heard from is such as pump storage is a key element to getting even more renewable power under the grid. The market barriers in this industry are well known but there are still significant challenges to reaching the increase in hydropower in the U.S. We are currently working on a hydropower vision report similar to a wind vision report we released last year that analyzes the potential for hydropower in the United States. Again this is both hydropower on the land and then hydropower on the ocean which is called green hydroponetics and this involved both technology advancements and environmental sustainability. We also have a vision report coming out on our geothermal program called GeoVision and you might have heard of our Sunset 2020 report which now we're working on our Sunset 2030 report which is where we're going with solar for 2030. So even assessing and resource potential can be risky and costly. For example in geothermal we initiated a program called the play farewell analysis in 2014. Now play fairway that's not a golf game this is a term that is brought from the oil and gas industry where they look at information that's available on what's this the surface and subsurface data that lets them know where the highest potential locations are to then go out and do your exploration in the drilling. The costs are in that drilling phase you want to make sure you have the best locations to do that and we would I'd be remiss if I didn't talk about grid modernization this is the only way for us to reach the full potential of renewable power. We recognize that the grid we have today does not have the attributes necessary to meet the demands of the 21st century and beyond including renewable a significant renewable penetration. The current business as usual trajectory for the electric industry will not result in the timely transition to a modernized grid. Innovation in the electricity sector is is inhibited by regulatory market and business model uncertainties. A lot of uncertainty is there and people don't know where to go next and how to move forward. Moreover large investments that we do today will be fully instituted for for years and then they'll be in place for decades after that so everyone's very careful about what investment they're going to make. Our nation is ready to make investment decisions that will create the grid of the future. The federal government recognizes that it is a public good issue and that the federal sector is a unique position to help transition for states industry and other state owners. Through the department's grid modernization initiative we've mapped out a multi-year plan to lead to a coordinated portfolio of activities to help the nation on a cost-effective path for a resilient secure sustainable and reliable grid that is flexible enough to provide the array of emerging services that remain affordable to consumers. These aren't new problems how our offices are trying to think differently about how to solve them. At EERE we're continuously striving to get the right balance between technology and market issues. We focus on solutions that have widespread relevance and where the industry is unlikely to invest on the zone. Thank you very much. Thanks Rowland and and I just want to encourage you all to follow up with Rowland or with other EERE staff in the other room later because there are so many golly gee whiz kinds of stories coming out of EERE in terms of technology advancements let alone this longer term work that is critical to to being done. So now we're going to turn to Dr. Deborah Stein who is the professor of the practice engineering and public policy department and she is also the associate director for policy outreach at the Carnegie Mellon Scott Institute for Energy Innovation and how she gets that on one card beats me. Deborah thank you for being here. Yeah hi and thank you very much it's great to be in DC and I just say that I used to work in Countyville I worked for congratulations service for so many years so some of you have come across a lot of reports I thought I wanted to hear and I was also the White House I was executive director of PCAS I was the president of Countyville and I was a senator from all over the world. So I've been in academia for only about four years now and so therefore you're a part that I'm not a sort of traditional academic and so I'm going to start out with this question. So one thing I have learned in my teaching days is it's best to ask a question rather than provide an answer. So you're the policymaker you're trying to really care about electric computers so what you care about and your ultimate goal is to reduce emissions from your vehicles. So the question is does it matter where your policy goes should it be just a nationwide policy or should it be a policy that maybe varies based on region. So let's say Countyville would say okay let's go for a nationwide policy electric vehicles everywhere wonderful thing. Okay a few of you how many of you think it depends on where that electric vehicle is. Okay well good we have our answer and the answer for that is as many of you probably because it depends on where your electricity comes from if you're in Pennsylvania like I in Pittsburgh then the majority of our energy comes from coal and so that means that when the electric vehicle that's in Pittsburgh it's not from the second to the best benefit compared to one that is in California for example where there's a lot more to learn. Well let's take another example if you're looking at say winter solar columns or are they better located in Pittsburgh or are they better located in the semi-sapwest. How many think Pittsburgh and how many do you think Pittsburgh okay how many do you think the southwest okay the correct answer is Pittsburgh and the reason why is because we've done a study this is a study in the proceedings of the National County Sciences and you find you'll get more air pollution benefits for the same reason by having your solar plan in Pennsylvania Ohio West Virginia which are all coal-based states that in California so I have come to the conclusion that all energy policy is local and I look at the national government for many years I was here for about 20 years and the more work for local level the more I realize that there's a lot that needs to be understood at that level to really have an ultimate long-term impact on the environment. So here's another question for you data centers you guys know about data centers do they use a lot of energy or have they been increasing over time or have they been decreasing over time or have they remained the same so how many think data centers their energy use has been increasing uh as as you know our reliance on IT has increased increasing in energy consumption no decreasing can you not you got you know like my students you got to answer the question thank you how many think it's the same okay a lot of uncertainty here the correct answer we just came out with a study that says that actually the energy use today some of you the centers has remained relatively constant in the past a few years I think I have questions right now so are you supposed to they're talking aggregate or percent area uh at aggregate yes yes exactly aggregate so these are some of the arguments now another I was actually just in Paris at some meetings that were focusing on European energy policy and the focus there was on energy storage and they were talking primarily about what kind of energy storage we're going to have to guess we'll be in on this correct answer and uh but here at Carnegie Mellon we have a kind of this called acronym it is an obvious hybrid battery based on the saltwater battery that is low cost that has gone from laboratory to manufacturing and job creation all of them about 10 years and it provides ability to buy a renewable electricity and energy storage for the grid so we can have renewable electricity but I often find that people just continue to talk about within ion batteries and don't look at the other options that are available the other thing we do at Carnegie Mellon is we run a clean technology prize competition sponsored by EVE or one of eight national regions that cover four states Ohio West Virginia and I was just at our national competition one of our student teams won the national prize and it was for a hybrid truck and rather than focusing on the cannabis you might think instead of focusing on the trailer so as the trailer goes downhill it gathers energy and it goes uphill it uses energy just gathers the body and that Pittsburgh has a lot of hills so that works out pretty well the team that I work with this year is called Gecko Robotics it won the rice competition that it's at Rice University and what it is it's the robot that climbs up the inside of Boilers that's called Boilers for example and it detects when there's faults and so right now about 40 people die every year from doing these inspections and the robot has a better detection at lower cost and then people who just come in and fix you know where those detectors are and that increases the energy efficiency of it I have to say by the way the high line that was happening much earlier that increases truck energy which is about 40 percent this increases efficiency of say coal facilities by about three percent so we have a lot of technologies that are on the market that we're really trying to push into the market place now the challenge we have is what are called non-market factors I talked a little bit about this last year when I was here so non-market factors so you know a technology can work and a technology can have a market I'll give you an example of that Thomas Carr but there can be non-market factors and non-market factors are those that are policies that I've encouraged, encouraged that technology that's in the market like part of the reason I think that at beyond that's the saltwater based battery had this success so it was because the coal technology from California requiring a storage by 2020 but we my class every year we take two or three cases on a real life examples in the region where there are what I call unintentional non-market factors that are making it more challenging for technologies to reach the market place one example of this is we have a company that is buying these trucks and they have difficulty because they produce fuel but somebody else does the trucks and so as a fuel company they can't they have no control of the truck regulations so they have to work with the partners there's a hydropower company that is trying to take existing dams that are owned by the use of our employees in other words for a falling part and wants to renovate them and make money from them everybody's in favor of including our import but nobody can seem to figure out from a congressional standpoint how to fix the legislation so that can't occur to make money so that that investment makes sense so these are the types of things that we work on at the party melon we're just trying to encourage better decision making and and through analysis answering the questions we might have from the policy that's terrific thanks Deborah really appreciate it so we will now turn to Nicole Steele who is the executive director with grid alternatives which is bringing another aspect to thinking about a diverse economy in terms of looking at equity and solar Nicole thank you thank you Carol again my name is Nicole Steele I'm the executive director of grid alternatives mid-atlantic it is our vision to make clean renewable energy accessible to everyone and so for those of you who are unfamiliar with grid alternatives we are a non-profit solar installer soup to nuts full service and we are but we work exclusively in low-income communities and we use a job training model to do the installations themselves so i spoke on a panel here this time last year and we were very very new in the dc region and i think we probably had done about 10 single family installations at that time and i'm happy to report since then we have provided over 200 kilowatts of free solar to homeowners in both dc and baltimore in the past year so we're very proud to be able to continue that service but you know we have to have good local state and federal policies to make that happen so again for those of you who are unfamiliar with the story of grid we started out in california about a decade ago in oakland by two engineers that were seeing that solar was only accessible to sort of like wealthier individuals and so there's this huge market of people that are disproportionately impacted by their utility bills but yet they don't have the access to the benefits of solar at the same time the state of california was creating the sash program and the mash program and so grid became the administrator of the sash program which is the single family solar affordable housing program it's a rebate program that we administer and because of that we became incredibly successful across the state and we have about 10 offices across the state of california that's been implementing low income solar with job trainees for about the last 10 years and we've also been able to expand into the mash program as well which is the multifamily side of things and that's a program that's fully funded through their new cap and trade program so it'll be interesting to see how the funding continues to flow through that program but we have been able to expand our offices in the state of california double and triple in size because of that funding that's being that's being directed into that program because it is so important to make sure that low income individuals do have access to clean energy and also those jobs that come along with it so about five years ago we started to open offices outside of this data california and as you know most states don't have sash and mash programs so all of our affiliate offices look very very different from one another based on policies that are on the ground so our first affiliate office in california or in colorado outside of california was opened because it had a great renewable portfolio standard and we were going to be able to leverage the srex and we were very excited about entering into that market well as soon as we did that the srex market tanked and we had to figure out a whole other approach to bringing solar to low income communities in the state of colorado fortunately colorado was one of the first states to adopt implement community solar on a larger scale and also required a low to moderate income carve out so we've become one of the larger developers in the state of colorado to provide 100 solar to the lmi community in colorado and we were we did open the first 100 lmi community solar array in the country in partnership with grand valley power which is a rural electric cooperative in the state of colorado about a year and a half ago and since then we have now developed a pipeline of 2.9 megawatts of community solar that will come online over the next two years in colorado and uh yeah so that's a huge win in colorado and that'll continue to move forward rapidly and then we opened an office in new york about a year after the colorado office and as you know new york is going to look very different from colorado and uh in california and so we have a great partnership with nice sirta we have some on bill pilot programming happening in the comet territory we're about to launch a really great uh partnership with the connecticut green bank and their multifamily program in the fall and then there's an extract market that can be leveraged in new jersey um so they're they're a strong uh a market but with lots of different types of both state and local level programming happening and then we move down to my office so we're physically located here in washington dc but we cover dc maryland delaware in virginia and we talk a little bit about the carolinas in west virginia and pennsylvania um as you know all of those areas are very different from one another but we have been able to be incredibly successful in dc because there is a solar for all program through their dc sustainable energy utility which provides a rebate for single family low-income homeowners um as you may know dc has the best extract market in the country um in um two weeks ago i think it was the the dc city council passed a 50 rps standard which is incredible and all of the alternative compliance payments that will be coming through that program will go towards low income solar so it is definitely the vision of dc city council and the mayor to make sure that solar is accessible to everyone and that is was unlocked through very specific local policies and dc is a very specific or um special circumstance because it acts like a city state um maryland's a little bit different we've been very active in the city of baltimore and maryland had a pretty good s-rec market and we were able to leverage that and we have third party um financers that we can leverage the federal income tax credit because one of the things um you know i've talking i've been talking a lot about state and local incentives but you know the itc is a huge solar incentive however the community that we serve does not have access to federal income tax credits because they don't have that same tax liability um that other individuals would have and so we as a non-profit also don't have a tax liability so we have to find partners to to leverage that so that's one of the things that we're always like you know that that's a great policy it's a great incentive but it's actually not accessible to everyone and our whole vision is to make sure that this clean energy economy this growing economy is accessible to everyone so i've talked a little bit about how we've been able to open our offices and how we function in these different areas but i haven't really talked about um the job component and why that's so important and so we have an initiative called rise which is realizing an inclusive solar economy where we target the communities that we work with and we work directly with job training organizations to get individuals on the roof that may not otherwise even know what solar is um and these are good well-paying not only jobs but careers and so we can provide that opportunity for an individual to get up on the roof and they don't even have to have ever used a hammer before we'll teach them everything about the solar installation process um and really take them through so that they can demonstrate competency and all the bits and pieces of that process and to connect them to the the growing solar industry so you might know that the solar industry is growing 12 times faster than the rest of the U.S. economy and being located here in the mid-atlantic the stat that came out of the solar foundations jobs report earlier this year was that 90 percent of uh employers in the mid-atlantic think it's either somewhat or very difficult to hire qualified employees in the mid-atlantic and so that's why it's so important to be able to connect individuals to this job and provide that opportunity for job training so I just want to close by saying you know we are a non-profit um and so we don't want to see ourselves as an industry competitor and so a lot of people think of us as you know well you're a solar contractor how does it work and it's like well we work in an area that the industry is may may not go themselves and we are continuously evolving and flexible to make sure that we're providing that value add and filling that gap within the industry and so when we recognize that there are gaps in the industry that's where we will be nimble and fall into place to make sure that we're helping create good local state and federal policies to really fill those niches and thank you thank you


Hello everyone, and welcome. This afternoon's program will be really interesting. We have a presenter who is passionate about safety. Whenever we get in an airplane, we're going to take a risk. And risk management is how we get the joy out of the airplane, we get the joy out of the activity. And the technology that's coming our way is also capable of giving us great pleasure and great joy. But without risk management and without care, it can also be a killer. Buzz Massengill is an FAA safety inspector and he is a fast team program manager here in the southern region. Welcome Mr. Buzz Massengill. Thank you very much Kathleen, I appreciate it. All right, well thank you very much and welcome to Sun and Fun. I hope you're having a good, I hope you're having a safe time here at Sun and Fun and enjoying yourself. There are awful lots going on out here and I know that many of you who fly and just a quick hand set of hands, how many of you all are flying, are actually flying these days? Several of you? How many of you are flying what amounts to a glass cockpit now? Okay, a few of you. How many of you are planning on flying a glass cockpit in the future? Taking lessons or you're looking at it, great. How many of you plan never to get into a glass cockpit if you can help it? Okay, a friend of mine in the FAA years ago said that the day he would learn how to use a computer would be the day that they figured out somehow, jack it up and make it leak oil. Well, I'm afraid that those days have already come and left them behind. Now I can fly like a lot of people and I'm used to the old steam gauges or the round gauges and I actually call them that even though that's what's in use in an awful lot of the aircraft we're flying these days, but I've also had the benefit of going out and getting some experience with the new glass cockpit technology. I've ridden in several aircraft and I know that in the air carrier business if you fly on any of these airliners all the air buses are flying with this stuff and the new versions of some of the Boeing aircraft they're also using this new technology as well. So you're going to see it just about everywhere. Now I can remember, we've already come a long way, how many of you all remember things like the old radio range approaches? Some of you all actually probably flew some of that stuff. So as time has gone on and now you keep flying you've had to adopt to new technology. You've had to make that part of your life. So going on to technically advanced aircraft, technologically advanced aircraft is not going to be as big a transition as you might think. Ask any 13 year old they'll tell you. You remember when 40 hours of flight training used to be the big deal to get you to the point where you were stick and rudder qualified it was mainly a mastery of flight technique. That's really what it was all about. That was what the good old days of flying were all about. Now it's still the same 40 hours to become a private pilot but look at how much more you've actually got to spend time working with in order to become fully aware of what's going on in the world. Now a lot of your time is being spent in doing the mastery of the technique as well as mastering technology. So you've got that added onto your plate.  Some of us actually remember that stuff. So now we've got down to the big audio visual systems with large screen TVs, plasma and all this other sort of thing and this is part of our lives now. Even though new technology could be a challenge to us it's not going to be a biggie to the folks who are coming along. Ask any of the 13 year old kids who've been brought up in the video game generation and they'll tell you what it's all about. It's an awful lot of fun. Well these folks are the future of aviation and they're the ones that are going to kind of lead the way and these are the ones that the technology is built for but I'll tell you what the new aircraft coming along today are also being built to replace the older aircraft so more and more you're going to find this technology out there and you're going to need to take advantage of it if you're going to continue to fly. It's going to have to be that way. I can remember some of the other things that have been going on and if you don't think technology runs your life just think about all the stuff that's computer based, computer oriented and that you're using on a day to day basis. A cell phone. How many of you all got cell phones?  Your VCR. You got a VCR or a DV recorder you probably got one or the other or possibly both. I'm not asking for a show of hands but I wonder how many of you all have taken the time to read the manual so you know exactly how to get whichever program it is you want to see recorded on this thing so you can see it again.  How many of you got those sort of things? Your microwave that you have at the house. The thermostat that you use to control your air conditioning and your heating at the house or your heat pump. Anything that's got a remote, that sort of thing. The dishwasher in the house and the new houses, they're controlled by computers. So is your washing machine. You go down there to Sears and you'll see the state of the art dishwashers and washing machines that'll do just about everything except put the clothes back in your closet for you. Your ATM. I know that those of you all who are working, you're probably doing your payroll, time and attendance reporting, something like that. Using some kind of computer technology. E-filing. Your income tax. Everything is done that way now. Email. Internet. You use that for your shopping, your business. There's almost nobody that's out there that's not using a computer today to do just about the most mundane task around the house. Now, the penalty for not knowing a lot of these things is, in today's parlance, is going to be inconvenience. If you don't know how to use the ATM, you're probably going to be inconvenienced. I keep thinking about a television commercial I saw with a visa where it's, they showed it during football season where the people are going through the line at the fast food place and they're swiping their card and they're getting their food and they're moving through and they've got that repetitive music that's playing and then one person walks up and hands the person cash and all of a sudden everything falls apart at that point, trying to make the point that this is an automated society, fully automated and we need to get with the times. Okay, so you're flying your aircraft. Tell me you can't learn how to fly a technically advanced aircraft. Well, if you've learned how to master some of this other technology, you should be able to walk into and master most of the technically advanced aircraft that are out there. Good news, if you're flying Garmin equipment, for example, I'd like to say that for the most part, if you can fly or operate one Garmin, you can operate most of the rest of them because that's a company that was pretty smart in putting together things that transition from one thing to another. If you're a boater and you have a Garmin GPS in your boat, there's a pretty good chance that you can operate the one that's in your aircraft and vice versa. I've got a little handheld Garmin and it's great. I also fly the Garmin 43530 and now the Garmin 1000 stuff and I'm comfortable or feeling pretty comfortable with most of the applications. Still got a ways to go, however. Now, it only seems like you're going to be starting out from scratch, but you're not really. You get in one of these things, if you go over here to Cessna right next door and have a look at their Cessna 172 or their 182 that's in the yard there and have a good look at it and you think, wow, this is really something. The display in the front panel is really amazing and makes it a completely different airplane. Yes, it is a different airplane from the certification standpoint, but guess what? I've flown them. It's a Cessna 172. 2400 RPM sounds like 2400 RPM. The airplane don't know what's in the panel. It only reacts to who or what is in control. And so that's something you need to know. Funny little game to play when you get up there. See if you can hear the 2400 RPM downwind in the pattern. About 2000 RPM give or take. You can hear that. You don't need this fancy panel in the airplane to tell you how to fly it for the basic VFR stuff. But you will need to master it for some of the other stuff. You still use the same basic air speeds and power settings. You can even still do an awful lot of flying just by looking out the window. That's the good news on all this. All you're faced with is a little bit of a different display on what you've got to look with. Remember the days of the old backward-tump turning compass or heading indicator? Amazing. We've come a long way since then, haven't we? So what is really different? Well, I'll tell you one of the things that really is different and one of the things that's driving the technology and really kind of driving your need to know how to deal with the technology. And that is the complexity we find in aviation. Airspace is a good example. There's more of it. There's more different kinds. Things like these special ADIS and areas up around Washington, DC, you need to know where it is and what's going on with it at all times. So that's a big issue. Weather depiction, weather reporting, you want to have the latest and the greatest. And it's out there. It's available for you. We don't all have weather radar, strike finders, and all this other wonderful stuff in our cockpits, but we do have access through this technology to a lot of really good, not quite real time, but very close to real time weather depictions that you'll find very useful. There are a lot more aircraft out there. Just the volume of traffic in many of these areas, and I know I live here in Florida, a lot of that traffic is out there and you need to know more about it. And this new technology provides you a way of knowing what's going on. So basically to succeed in the future of aviation, we've got to be able to master this new technology. More aircraft are going to be equipped with it, as I said before, and they're going to be replacing the ones of the old days. When they find that they've got avionics in these old airplanes, they're not going to be able to replace it with some of this stuff. And you may not be able to get some of your old radios and things fixed. The pressure's going to be on to move into the better and greater stuff. It's light enough now. It's small enough now. And the prices are coming down to a certain degree. It is even now possible to incorporate this new technology even into the light sport aircraft that are being built out there and being shown over here at Paradise City. I mean, I'd like to see how they're going to be able to build a powered parachute that's going to have an altitude hold capability. That would be real interesting. But I suspect that it's possible. There's almost anything is possible these days. I'll tell you this. I've been through my own transition on all this stuff, and it started out with a Cessna 172 over Embry Riddle. And as an example, here is the course book that they gave us for the Garmin 1000 course. It was an eight day course. And I spent most of the time picking my jaw up off the floor over what was being shown. I go, I'm going to have about as much retention as a chicken wire soup bowl on this. And as soon as I walked out, I did remember a little bit, but it's only because I studied a little bit, I played with it a little bit, and I had a lot of help and a lot of instruction. But the more important thing is I've gone back and I've continued to reinforce what I already know. And that's what you're going to have to do in order to make the program work for you. So what is a technically advanced aircraft? Let's take a look at what a technically advanced aircraft really consists of. Basically, you need to have an autopilot in this thing. Build it with an autopilot, put it together with the GPS, with a moving map display, which basically is all this requirement to make the program work for you. And this will also usually include all the other advanced stuff that goes along with it. A PFD, which is a primary flight display, coupled up together with the multifunction display. So all the stuff that you were used to seeing, for example, in the CESNO 172 that was round gauges, has now been hidden behind the glass. Your engine instruments are behind that. You have to be able to read all this stuff and know what's going on.  Now, believe it or not, some of the big aircraft, like the air buses and everything, instead of giving you just raw numbers, will give you what it looks like, the little dial with the yellow and the green arcs and everything else that go along with that, because that's what we are comfortable with. And if you can have that displayed in the aircraft in the system that you're using, whether it's an avadine or whether it's a garment or whether it's some other system, that gives us a bit of a comfort factor in keeping us up to speed at the same time we're using something that we're familiar with. So the basic differences between what we call the technically advanced aircraft and what I like to think of as the old six-pack aircraft with six basic instruments, here's kind of a side-by-side depiction right here. You can see that the standard instrumentation that you're accustomed to seeing is in place. Couple of advantages. For example, the attitude reference in the new technically advanced aircraft is actually a little bit larger than that old three-inch diameter thing and gives you a little bit more information. You've got a larger display of your turn coordinator, and you've got a larger display of your heading reference. It's a little bit better. And also, you can control the brightness of these displays as well. Pretty decent stuff, all things considered. Several differences, however, that you need to be aware of, for example, between the old and the new aircraft. They really expect you, if they've got the autopilot in there, to know how to use the autopilot. If you've got it installed and you're going to go take a flight check, you better know how to use it, how to set it up. I guarantee you, even if you don't, you're going to be tempted to want to use the thing.  Learn how to use and navigate by way of GPS and learn some of the weaknesses of the system that GPS will bring to you. So there's some of that stuff that you've got to think about. You've got to know that you're going to have a lot of information out there that's all overlaid, whether it's traffic, whether it's terrain, whether it's weather. You've got a lot of stuff. It's a very, very busy cockpit that you've got right there. And you couple that up with some of the other things we'll talk about later on. And you can see how your workload increases tremendously. It's going to require some new skills in order to give you the situational awareness you need in order to operate safely in the environment out there. You're going to have to prioritize what you're actually doing. That was the thing I found most difficult, because things were popping up. And before I knew it, I found myself out there playing whack-a-mole, trying to figure out what's the biggest threat, and also that my view was starting to move inside the cockpit, and I was becoming more of a video gamer, and I was paying less attention to the serious threats which were out there. Well, this is Florida. The biggest threats you got around here are the other air traffic. I had help, but I was constantly behind the aircraft in the early going. A lot of similarities, but there's also each system is different. If you're going to work with a particular system, and you know it, for example me, the Garmin 1000 is where I've been working most frequently, that was basically an upgrade from the other Garmin systems and the other displays so the step up wasn't quite as bad. But if you're going into something like these Cirrus with Avidine systems in them, you've got some learning to do. The other thing you're going to find out is they come with a big old fat service manual or an operations manual. In the case of the Cessnas over here, you're going to find that there is an absolute hard requirement that that manual must be in the aircraft just like the airplane flight manual. That is a requirement under the type certification of that particular airplane. No manual, no fly, plain and simple. Also, there are certain other things that you have to be aware of. For example, you have a standby battery in that thing that powers the system when the engine is off. And you fire up that standby battery and you're going to get that multifunction display going to come up, or I should say the primary flight display is going to come up and it's going to have your engine instruments. That's how you're going to know what your oil pressure is when you start the engine before you get everything wired and turned on. So that's the kind of stuff that you have to be aware of and what all is in the manuals. The troubleshooting, every manual for everything I know, whether it's your TV, whether it's your remotes, whether it's your cell phone, they've got a little section in the back of the manual on troubleshooting. Well, troubleshooting is no big deal except that you're trying to figure out how to do the VCR just before the Super Bowl comes on. And you're not going to be there for it. Wrong time to do it. OK, so you're inconvenienced and you missed the first couple of commercials in the first five minutes while you're figuring it out. Not a big deal there. Trying to figure this stuff out from the big, thick manual when you're up there wishing you were down here is not the way to go. So that's one of the problems that you have with that. So what do we really need in order to get involved with flying a technically advanced aircraft? You need basically to be aware of three key flight management skills. Very simply, you've got to be able to manage the information. You've got to be able to manage the automation. And then, of course, the topper of them all, risk management. You've got to be able to manage the risk that goes along with it. So we'll talk about each of these different things kind of in turn here. Under information management, let me go back up here a second, under information management, you find yourself in a situation where you could be basically information rich but knowledge poor. That's not where you want to be. You want to be in a situation where you know exactly what's going on. Sometimes when you're finding yourself like that, you find yourself drinking from the fire hose. It's just too much information coming at you. And a lot of the good stuff is being mixed in with a clutter. And the stuff that's really important is difficult for you to prioritize. You have this primary flight display that's got your basic instruments. And it's got a lot of stuff overlaid with it. You could have a moving map over on the other side that's got your topography, it's got your weather, it's got your traffic overlaid with it. And sometimes you have some of these things that are duplicated. The Garmin 1000, for example, allows you to put a little inset map over on the primary flight display of what's on the multifunction display for the moving map in a smaller form. Just in case you need the second display of the moving map, it's there for you. So a lot of that stuff. There are menus and submenus. Sometimes things are hidden one page behind another. The Cessna 172, you don't even lean the fuel the old way like you used to.  And maybe if you were sharp, you could hear it now? No. With this thing over here, you now have a lean assist. But it's buried a couple of menus back on the multifunction display. It is slick. It is a nice system. And it will let you feel real good about what you're doing. But the other thing is it tempts you into becoming a little bit of a number cruncher, too. If you're the accountant type that wants to really get into there, you can play games with numbers at the expense of paying attention to the big picture out here. And that's one of the safety problems that you run into. One of the problems is going to be in knowing what you want, especially when you have to obtain the information in the heat of battle. And the heat of battle is out there when it's real busy and you're having to take air traffic instructions and you're having to convert that into action. That's not the time to be sitting there fiddling around with stuff. So this is where you need to be able to know the manual really well.  Most of these have those quick reference cards and the quick checklist and all. Pretty good stuff. I would study and read whenever you get the chance. The night before the flight is not a bad time to have a quick review of what's going on. The day that's beautiful out here where you're going to go out and fly what amounts to a profile almost exactly like the one you're going to need when you do go up north and the bad weather is not bad. A good way to do business. I would say use and take advantage of some of the simulation software that's out there. A lot of DVDs and CDs for the various systems are available that you can use. Here's one for Chilton that will give you an opportunity to go and play with the system. You put it on your computer and you can essentially fly the system. And what you really actually learn out of all that is all the nobology. All the things, all the menus, how to find them. It's just like having the cheat sheet right there. Do it under the safety of your own home and then that way you don't have to put this to the test in the aircraft a little bit later on. I think Garmin will put, it's about $3.95 or something like that. I tell you right now the National Association of Flight Instructors over here and one of the tents just over to the west of us here has an opportunity, if you join them Garmin has got a DVD that they'll give you to go along with the deal to help you get up to speed on all this. If you're going to go check out in any of these aircraft that are for rent, one of the things you'll find is that the rental outfit, the FBO, is going to require you to have some kind of ground training probably with some of the simulation software. So you're further ahead if you go ahead and get that stuff and use it in your own home because now you can basically learn at your own pace and pick up on an awful lot of the good information that that has to go along with you. Some of the other things, there's training going on all over the place. In fact part of the article, part of my presentation today comes right out of FAA Aviation News, a real good source of information. There are two articles in this particular issue that March, April 2007 issue dealing with technically advanced aircraft. So read about it just about anywhere you can get a hold of it. Just about all the trade publications have got something going on the technology that's in their aircraft. And you can read up on all of that. One of the other things I would recommend is FAASafety.gov, a great source of information. And this was a screenshot from just this morning showing that we've got several programs even in the local area. Here's one on transitions to the technically advanced aircraft. Are you ready? This is Thursday, April the 12th. That's already come and gone. But also we've got one coming up on May the 7th over in Portsmouth, New Hampshire. And of course, this is going to be a constant subject at a lot of different safety seminars all over the country. So there's a lot of resources out there on getting involved with flying the technically advanced aircraft. I would caution you, please don't get fixated on the nobology of doing all this stuff because you can get yourself lost. Know the difference between, for example, the hard keys and the soft keys in the displays that you're seeing. The hard keys, for example, are up there on that audio panel. And those are actual switches. Every time you push a particular button, it does a specific function. And the function of that button never changes. Whereas in the case of the soft keys that you see down there at the bottom of the display, those can change depending on the screen that you have up there. And there are the little unmarked buttons below those marks right there where it says inset, PFD, OBS, CDI, applying to particularly different screens. So you have to know what's behind each of those. It was really funny. The first couple of times I flew in the CESDA 172. And they were giving it, say, OK, squawk code, so-and-so. Well, it took me a while to find that you had to use the soft key corresponding to XPDR for transponder. And then once you punched that button, a whole different row of soft keys popped up that had the different numbers at 0 through 7 so that you could set these things and put the numbers in there, or 1 through 0 or all in there. And then you had the key that would allow you to go VFR that would automatically select the code 1,200. So a lot of neat things, but you had to know how to find it. And the first few times of fumbling around through that, I didn't want to have to be up there in the soup trying to change those numbers with these buttons and finding these things if I didn't already know how to do it. So that's some of that other real good stuff. Some of these systems allow you to set in personal preferences into the system. Like, for instance, I don't know how many of y'all like to navigate when you've got the chart in front or you'd like to turn the chart so that the course line that you're going to fly is always pointing up so that you're always flying up the course line or you just leave the map sitting whichever way it is with a course line going whichever way it needs to go. It all depends. People like to do different things when they fly the aircraft. So you've got the ability to change the display to suit whatever it is you like. Maybe you would like to reduce some of the clutter. I don't need to see necessarily all the air traffic or have all the airports displayed if I'm going somewhere. I'd be more interested in seeing the weather, maybe the terrain. And so you can select different preferences that will allow you to do what you need and give you the best and the safest means of using the system. One of the things you should definitely do is establish some procedures as part of your checklist. For example, one of the things that they have on a lot of these systems is a fuel computer.  You need to go into the system and tell the system how much fuel you put on. Now, you've got fuel gauges that will tell you how much is in the tank, but the tanks aren't talking to the computer to tell you actually how much gas you really do have on there. So you have to go set that in there so that now it starts to count down and not only will give you the information, then the case of the Garmin, if you run your map range out, you'll actually see a circle begin to appear that'll show you how far you can go before you run out of gas.  You better believe it will. It'll let you fly it right till the engine quits. So technology's not gonna save you from everything. You might wanna set your flight plan in there as well. Get that set up. Do that while you're sitting in the chocks. Sometimes you can set your flight plan up before you start the engine. Real important little feature if you're paying for this on the Hobbs meter. Set this up before you start the engine and then you can keep it in there and save it and it's ready to go. So think about that. Don't be trying to do the advanced setup stuff while you're sitting at the whole short line. That's not the time to be doing it because you know that as soon as you get to the whole short line, there are gonna be three jets that are gonna pull up behind you and they all have to go right now and the next question is, can you get around that Cessna or something along those lines? The whole idea is have it all set up. If you're using the GPS, also bear in mind too that the GPS is not approved as a primary means of navigation. You know, kinda, we all know that so that when you go to shoot the NDB GPS approach, you're shooting the NDB approach but we know that you're actually using the GPS because it's more accurate but it's not approved for what it's worth. The bottom line there is be the pilot in command of this aircraft, don't be the passenger in command. Don't let this airplane take you someplace that you haven't already been five minutes beforehand. Don't be simply satisfied with, oh okay, as far as I need to go with this is, I'm going to St. Petersburg, PIE, direct enter. You know, there's more to the system. If you're paying for it, learn how to use it. Take advantage of the full throttle experience and learn how to use the system. It'll be to your benefit. As far as situational awareness is concerned, this is pretty basic. Know what needs to look right. If you're on a heading of 240 and the controller tells you, turn right, fly heading 270. Oh, that's pretty straightforward. If you're set up right with your equipment in the aircraft, when you hit things, if it starts to turn left, it's doing something wrong. Something is happening that shouldn't be happening. So you need to double check your setups and make sure that everything is going to do exactly what it's supposed to do. See if what you're looking at makes sense. When you set up your flight plan, these moving maps will trace out the line for you and if it looks right, you should be able to tell. If you look at it on your chart, if you look it on your flight plan that you have written down, yep, that's what I wanted to do. You'll be in good shape. Remember that when you're pushing buttons, every time you make a move and you're pushing a button, you're making an entry of some kind. You have the opportunity with every button push to make another mistake. They say that when you make faster computers, what we do is we're making bigger, faster idiots. And I mean, you can enter the wrong thing inadvertently, not pay attention to what you're doing. And if you enter, what would be the difference between, say, flying to PIB or PIE? Well, one is Pine Belt, Mississippi, and the other one is PIE, St. Petersburg. So when you double check and go like, why is it telling me I've gotta go about 480 miles to get somewhere, 500 miles when really I only need to be flying about 35 miles to get somewhere? So if you don't check this and you take off and you go like, okay, head to my first fix, which is Pine Belt, Mississippi, and the thing immediately turns right, and the heads you start heading northwest, you go, that's not right.  Do call-outs, we call call-outs. Say it out loud to yourself, what it is you're supposed to be doing. If they say, climb and maintain 4,000 feet, and you go and go 4,000, and you punch in 4,000 feet on your altitude arm and hold, and you go, altitude arm, 4,000 feet, and you look at the display and see that it says that it's armed and it's actually taking you up to that. You don't wanna be surprised when you get to 4,000 feet and you're not paying attention and it flies, you're right on through it. The next thing you know, you're getting a call from air traffic saying you're off your altitude. And then when you get on the ground, we want you to call and talk to the tower. Here's the phone number, you don't want that. So do that, make the call-outs. Heading assignments, turn right, heading 270, 270 is set. Believe it or not, this is what the professional flight crews do for the air carriers. They have two pilots up there in these aircraft and air traffic will call them up and say, descend and maintain flight level 260. The guy goes up, one person who's the pilot flying the aircraft makes the heading or the altitude shift in the equipment, points to the equipment and says 260, the other person points to it and says, flight level 260, now everybody's in agreement. The equipment's in agreement with the two people who made the change and made that so. So it's make it so, number two, so it is. The same thing with fixes. When they put in, they say, we're going to select the ILS runway five approach. And they select and say, ILS five approach selected and then they name off all the fixes, final approach fixes, wire E, and so on down to Lakeland, whatever. This assures them that they have done everything and they've done it right and they've entered it properly. If you've used the little hand calculators or if you've used your cell phone, it's easy to make a button push that doesn't go the right way. I like the old idea of flip the phone open and you go hit one thing, call home, say it and it automatically dials the number for you. I like that. You can't do that in these airplanes. They still want you to make all of these entries. Okay. Let's talk about automation management. Automation management, we talked to George, our autopilot. This is what the autopilot control box looks like for the Cessna 172 or all those that are using the KAP 140 system over there, the 182 uses it but this is also hooked into the Garmin G1000. What you're trying to do here is avoid what we call automation surprise.  Well guess what? That is a state of denial. You didn't do it or so you think. The autopilot did it, George did it. Well George is only doing what you told him to do and if it's not doing what you're supposed to do or what it's supposed to do, now you got a decision on your hands. I know what a lot of y'all are thinking because I've done it myself. You're all too quick to reach for the red button which basically disengages the autopilot. Well, if you had done your job in the first place and then double checked what you'd done then you shouldn't get any automation surprises and you don't want any automation surprises for example when they're gonna clear you for the ILS runway 36 right or 36 left in Tampa and you fly through the approach course and you're heading for 36 right because you haven't got much time before you're gonna have a loss of separation between you and another aircraft. So that's a problem. So what you wanna do is not find yourself in a situation where you're the passenger in command riding along with George doing the work. George doesn't do what it's supposed to be doing and the next thing you know when you reach the red button you've gone from being the passenger in command to now being the pilot in command of an aircraft that to you is essentially partial panel and in combat and that's not where you wanna be because at that point you are playing some major serious catch up and you're trying to go and reprogram everything and reset the approach and stuff like that. So you really need to pay attention to what's going on. Know what modes of your autopilot are engaged for example and this is where you wanna use your call outs once again for example I've got heading mode established we're in the approach I expect this thing to capture the localizer and you can look and see that you're looking for the indications. The localizer is armed basically and when the light comes on says it's captured you're looking for the aircraft to turn and intercept the localizer. Everything's going the way it should be going and you're just basically at that point double checking that what you've done except that you're double checking it for real now. So all of those things know what George the autopilot can do for example does your autopilot capture the glide slope from above the glide slope if you have to suddenly roll this thing to a high rate of descent will it capture or will it try to fly through it? What are the limitations on it? What is the angle of bank that this thing uses when it goes into a turn? What are you looking for? When you're doing a GPS approach for example are you aware that for example outside 30 nautical miles from your destination you should have a display that tells you that you are in the enroute mode. Full scale deflection of the CDI for your GPS is five nautical miles. When you get within 30 nautical miles little light comes on it goes from enroute to terminal. Now you're within 30 miles and full scale deflection from your course is now only one nautical mile and if you set up the approach and you're gonna go in and shoot the approach when you get to within two nautical miles of your final approach fix now that full scale deflection is down to three tenths of a mile you're getting much closer sensitivity as you go in there and that's the kind of stuff you need to know and your autopilot's gonna try to fly to those particular standards. Know also how your autopilot interacts with all the other systems and how to fly the aircraft in several different modes. Well now, everybody likes to hand fly the aircraft and you always wanna know how to hand fly the aircraft cause you're probably gonna have to do it.  The ways that I was always taught to fly basically and hand fly was the first thing we didn't use any of that stuff at all and you can do that great VFR you can use all the stuff as sort of a backup and just kinda double check. I mean I can fly from here to Clearwater St. Pete without having to turn anything on really on a clear day you can just about see one place from the other pretty simple stuff. Not a bad idea to know how to hand fly but use the flight director. It's got basically the attitude and it's also got the little director that tells you okay your course line is to the left and it's gonna kinda tell you to turn to the left and it's gonna give you the little indication you need to be turning to the left but it expects you to do it. Autopilot has nothing to do with it. You're on your own flying this thing but the autopilot's not doing so you're flying the flight director and if you don't have your navigation stuff set up you're thinking well I need to turn right to intercept the localizer because there it goes but for some reason you've still got the heading mode on and the thing is telling you keep flying straight ahead go like I'm supposed to be flying the localizer well what are you gonna do?  Now you could fly just the autopilot get up there forget the dog on navigation we're not gonna do navigation mode we'll just do heading hold or we'll do altitude hold maybe or maybe we'll just put this thing in the basic wing level or mode so that you know if you get a little bit of turbulence the thing comes back to wings level it may not hold a heading for you it probably won't hold an altitude for you but you've got the ability to select those things and then you use knob ology you turn the heading bug and the airplane will turn for you to do whatever you need to do just flying basic autopilot at that particular point the full Monty comes in when you decide to hook the flight director into the autopilot and fly all of these things together that's where George is now taking command of the whole thing and you have to be sitting there babysitting George like a hawk and that's the full Monty now you can back out of these things in stages by degrees and do what you need to do going for the red button is going for the whole nine yards that's sinking the ship basically and if you're ready to do that you're on short final the gear is down and you say okay George you've had a great job my turn I've got control then of course you go in your hamburger the landing porpoise at about four or five times you go like geez what did it do that for? you want to watch out for that sort of thing okay so you figure out what works best for you and then you go with that final thing we want to talk about here is the risk management aspect of things enhanced situational awareness and automation capabilities can expand your safety and they can actually help your utility and make you a more efficient pilot they can really do a lot of good things for you and make you the master of situations that are the kind of thing that introduce a lot of complexity into your life it'll help you visualize things that you might not have the ability to do as easily if you're sitting there looking at a paper chart a moving map telling you when you're getting close to the edge of the class B airspace will help you make decisions it'll does that but at the same time i would caution you please don't let it tempt you to shave your safety margins just because you see what you think is hazardous weather and it's very nicely outlined and all doesn't mean that you should say well i can fly that much closer to a thunderstorm remember the old aviation weather thing about twenty five nautical miles from a thunderstorm the safety margins that you had then work just as well now even with all this wonderful stuff it's not a substitute for a good set of eyes it's not a substitute for good judgment even the slightest bit i can tell you from my own experience that having an aircraft with an autopilot with a flight director that has the ability to see traffic with traffic advisory and all it calls out the traffic to you having a co-pilot sitting in the airplane and also being on i a far flight plan with an air traffic controller sitting front of a radar scope tracking my mark across the screen has not kept me from having close calls in the airspace with other aircraft out there the risks are always going to be there no matter what you've got in the airplane whether it's you and the other pilot or just you by yourself or whether it's you coupled up with your autopilot and all this other wonderful equipment that's supposedly working for you the hazards are still out there like i said before do not ever let an aircraft take you someplace that your mind hasn't gotten at least five minutes before then and please don't let allow you to become complacent don't get fat dumb and happy with what george is doing for you because george may have been flying the last two hours worth of great flying and if you haven't got things set up properly you can get that automation surprise and be waking up from a sound sleep a wonderful trip can suddenly become a harrowing experience remember you're still the pilot in command don't become the passenger in command the same good aeronautical decision-making skills that got you this far are the ones that are going to get you beyond and through and into the technologically advanced aircraft of tomorrow they really will you should incorporate the technical advancements into your decision-making skills and make them part of it one of the things that's that's worthwhile is to remember the old risk management checklist and the old personal minimums checklist we taught this before we started getting glass cockpits and it still works just as well now so you go through this and you evaluate your go no go decision on the same basis that you did before bearing in mind that you might have a few more capabilities i always felt a lot better in the good old days when i just had dm e well i thought that was the greatest thing in the world is now it gave me ground speed a great leap forward a lot of things for us have been great leap forward you know a lot of ways for some folks it was probably just having a little piece of glass between them and the bugs that were hitting him in the face that might have been it but nowadays the glass contains all this information the pilot evaluate your own ability the fly you know are you ready to fly you meet the regulatory minimums if you had your three takeoffs and landings all of these kinds of things go into it do you have what you need in order to meet that requirement evaluate that make a go no to go decision on basis of that area evaluate your aircraft this is where the new technology comes in the old aircraft that's day vfr only obviously has its limitations you're certainly not going to make a decision to go fly at night if you don't have the lights on the aircraft operating properly by the same token what are going to be your limitations as far as i far operations course the regulations are that thick as far as that goes but build into that now the new technology and what is your system really doing and don't think for a moment that these new systems as reliable as they are don't have some unreliabilities in them and they will show up from time to time matter of fact the aircraft i was flying recently had a little problem with the heading hold if you wanted to hold a particular heading and if you're given a particular heading you turn the heading bug you had to turn the heading bug exactly twelve degrees to the right of the heading that you wanted so if you want to fly heading two seven zero you had to set it to two eight two that's not a very good situation because now it's forcing you to do a lot more thinking up here i can't just simply go select two seven zero air traffic will call me we'll have a little issue about that this is one of those things you flying a technologically advanced aircraft are going to have to become a little bit of a troubleshooter too if it's not doing what it's supposed to be doing you need to be able to write and describe a very right up for a maintenance professional to handle the situation you need to be able to say well i selected altitude four thousand feet had the proper altimeter setting in there and this thing leveled me off two hundred and fifty feet low and then it slowly crept up to altitude but it took about five minutes for it to actually get there that's a discrepancy somebody can actually do something about because now they go into the higher technology areas and they work on that and they can address the issues you need to be able to say specifically what it needs this is what you're going to do when you buy this equipment and you have installed your aircraft and you get the nice warranty with it be able to properly troubleshoot your equipment that's part of the aircraft side of the house the environment it's the same environment we've been working with for years the weather is still the weather out there you're still going to have to deal with whether you're flying in the in the high terrain stuff like that density altitude is not going away being involved in any kind of stuff whether it's at night whether it's over water the same hazards that are going to be there with a technologically advanced aircraft with the same ones that you were dealing with a long time ago so you've got to evaluate that and then finally guess what this has nothing to do with the technologically advanced aircraft this is the external pressures you got to get homeitis are you in a rush is everything going to be okay are you working real hard at this thing might be working too hard at it and you might find yourself too tempted to take advantage of the technology and sacrifice a little on the side of safety don't do it please don't do it the bottom line here is the technology shouldn't enhance safety and not be a substitute for sound discipline let's face it the technologically advanced aircraft is not going to put gas in your airplane it won't do it it's not going to move the mountaintop that's right in front of you it's not going to do that it's not going to lower your landing gear for you i know their folks will say that it lowers the landing gear for you auto land system you know what i don't care how good it is you know that the pilots of the space shuttle still have to lower the landing gear they have to do that be heck of a deal to be orbiting the earth and come in make a really nice approach in landing in the land gear up but i guarantee you that there is nothing out there that is actually going to prevent somebody from landing with the gear up except the people who make the decision to move the handle in the proper direction and get it where it's supposed to be it won't do that for you it's also not going to move or freeze the other aircraft that's out there on a collision course with you either you can't simply say who screen freeze let's go back this is not a simulation this is the real thing and the real thing is what you see out there and what you manage you have to manage all those conflicts it's not going to apply the brakes for you at the whole short line to tell you you're about to have a runway in courage and it won't do that it also i noticed won't talk for you on the radio either so if you've got problems with that that's another thing you'll have to deal with well with that i pretty much had everything i had to say about this because i'm not going to teach you how to sit here and fly and i'm not going to give you all the specifics of a specific system plain and simple not going to happen you got to go out there and do that yourself so that i'll go ahead and i'll entertain any questions that you might have we got a few a few minutes yes sir we got one down front here hello check check okay we got you uh... why uh... isn't the f-a-a allowing light sport aircraft to have i f r equipment and fly i f r well it's it's more of it's a more a matter of the level of certification i believe for the pilots that if we're going to allow somebody to operate they need to have all the i f r all the i f r skills themselves i snot to say that i don't think that you could probably get an aircraft i don't know if you can get an aircraft certified as a light sport or i f r operations but that was never really built into it and the same thing the ultralight air arena never provided for i f r operations of ultralight in fact they never really really envisioned them being in a situation where they would take advantage of some of the uh... more restrictive airspace they they put a lot of restrictions on all of that i f r pilot now you've got the rating you've got the right to fly a light sport aircraft that is equipped with equipment you're not legal to fly that are that's correct and it doesn't seem to make any sense because it's a safer way of going well it would be safer to operate in the i f r environment if you can do so and i'm not certain exactly what it is i have what it is about the uh... light sport aircraft that is locked that out but it's it's it's something that built into the rules as it stands right now it doesn't allow them in there now i do know that that anybody that any of these there are many aircraft out there that can be operated as a light sport aircraft by somebody who holds only a sport pilot certificate but they are now restricted to those particular privileges as light sport as as sport pilots and even though it's a certificated type aircraft champs and sotabrias and some of those things like that fall into that particular arena but what you're talking about is a is a genuine light sport aircraft i know the technology exists to do that but i'm not sure exactly what the criterion would be in order to get that particular aspect of the rule change remember light sport covers a wide variety of aircraft including things like the powered parachute and the weight shifts and everything else and and i'll be on that i'm at a loss to try and explain it to we can probably even explore that and talk about it on the break any other questions i have one back in the oh i want right here is there a procedure for a complete electrical failure for the system yes actually there is uh... the electrical failure procedure for example for the sesna one seventy two is that you've got a stand-by battery you've got us you've got a you've got a regular battery already plus you have a stand-by battery which when you're working on that will give you the primary flight display and it'll still give you the engine display so you need to have that and that's one of the things that's a required pre-flight item is to to check the condition of the stand-by battery that's already been built into it and that's by regulation as part of the type certification of the airframe i think we have another one here and in nineteen eighty four the f a a uh... came up with a standard steam gauge cockpit arrangement the altimeter goes here the steam of the uh... artificial rising and so on in the dj uh... the question is that there are older aircraft that didn't meet that standard you can now upgrade an older aircraft to a t a a standard because some one of the company's garment now has a glass panel that you can replace all of the steam gauges with so you simply remove all the old gauges and put in the new gave essentially leapfrogged over that standard and and now you have a t a a aircraft if you comply with that is correct all in there so that is basically that is basically correct because you met what amount to the standards for a technically advanced aircraft even though it's into an older airframe a lot of these old thing like beavers and stuff like that in alaska are flying as technically advanced aircraft and even though it's an old round engine and all they're taking full advantage of the technology that exists out there okay thanks for performing that you bet i thought i saw another question right up front here i have more of a comment than a question but it's a dilemma and i wonder how often you uh... are faced with it i get really excited when i hear a good lecture like yours about the technically advanced aircraft i rent airplanes and i don't always fly the same airplane and sometimes i wonder if i should bother learning all this if i can't fly it often i mean it's like flying a multi engineer plane you have to fly it a lot to be proficient in it well you make a good comment and you address the dilemma that we all face with the cost of aviation being what it is the time we spend doing it is uh... at a premium and for that matter the money that we spend is at a premium as well the advantage we have with technically advanced aircraft is and i mentioned it before the the cd's the dvds and things like that there's simulation software out there that's available at a fairly nominal cost that allow you the ability to go out and and fly what amounts to a computer flight in that sense even though you're not physically controlling an aircraft you are controlling the technology and you have a leg up managing some of the issues that come up now it's not going to sit there and throw weather at you at all if you go out you'll find some of these training uh... schools and all do have the ability to introduce some of these other parameters into it and they use that uh... if you're not flying frequently uh... that's going to speak to several other issues as well uh... that are not related to technical advancements i mean things like take off some landings the if our currency and that sort of thing and that's something that has to be balanced into all of this uh... there are provisions to allow for simulation to account for a certain amount of the uh... regulatory currency requirements and there are also other things that you can take advantage of for example our f a a safety dot gov has a lot of things that are going to be coming up on this new a pilot proficiency program and i think industry is going to join in with us on trying to offer some of these things a lot of these are going to be directed toward the technical technically advanced aircraft but i certainly thank you for that compliment anything else well if that's it i certainly hope you enjoy the rest of your stay here at sun and fun fly safely come back and see us again sometime real soon thank you very much