On the Design of Flight-Deck Procedures - Intelligent Systems ...

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APPENDIX 5 - QUESTIONS ASKED DURING JUMPSEAT OBSERVATIONSThe following is a list of questions that were used during our informal discussion with line pilots whileconducting jumpseat observations:1. Are there any cumbersome procedures in your SOP? Which ones? Have you developed aneffective “personalized procedure” to combat them? What is a smooth procedure?2. What is the interaction between procedures and automation? Do you see fewer procedures ormore in an automated aircraft? In what way have procedures changed between the Boeing B-727and the new glass cockpit aircraft? (has the philosophy, spirit, or mind-set changed, or who isresponsible for what?)3. What affects the successful design as well as execution of procedures?4. Are there any differences between procedures you are taught in the training center and those youperform on the line?64
APPENDIX 6 - CATEGORIES OF FACTORS THAT TRIGGER PROCEDURE CHANGEThe following is a list of seventeen categories of events that prompted procedure changes:1. New equipment. Example: TCAS.The introduction of TCAS required the development of procedures for the configuration of theequipment, exercise of options (e.g., TA-only vs. TA/RA mode for takeoff), and then in-flightprocedures in the event of TAs and RAs. Since TCAS was an entirely new development, procedurewriters had to “start from scratch,” as there was no history nor precedent for airborne collision warningdevices.2. New regulation. Example: No-smoking rule in the cabin.Although the no-smoking rule (first for flights under two hours, later extended to flights under sixhours) was aimed at behavior in the passenger cabin, it impacted the cockpit in that the no-smoking lighthad previously been used for various cockpit signals to the cabin personnel. With the enactment of thesmoking regulations, the no-smoking sign was left “on,” and other signals had to be devised.3. Unfavorable experience. Example: High rate of altitude deviation violations.In 1990, USAir was experiencing a high rate of altitude deviations (four FAA-reported cases per month).A thorough study resulted in a procedural intervention whereby the pilot not flying entered the commandaltitude in the alerter, repeated the altitude orally, and keep his or her finger on the knob until the pilotflying repeated the altitude and also touched the alerter. If there was any difference in their callout, thePNF had to resolve it by calling ATC. In the months following the intervention, FAA-reported casesdropped to less than one per month (Glines, 1992).4. New routes. Example: Extended two-engine operations (ETOPS).The use of two-engine transports such as the B-767 and A-310 on long over-water flights demanded thedevelopment of a series of special procedures, even above those required for international flight of threeandfour-engine aircraft. For example, after takeoff, at a certain time into the flight, the aircraft wouldhave to be re-released when it reached the “ETOPS entry point.” Special procedures were also neededfor selection of alternates. (Hughes, 1992; Steenblik, 1991).5. New management. Example: Mergers and acquisitions.In the event of a merger or acquisition (see Section 5.3), the acquiring company typically standardizesthe acquired fleets against their own, by imposing its procedures on the combined fleet. This usuallyresults in considerable retraining for the acquired pilots. Where a new aircraft model is acquired in amerger or acquisition, considerable procedure writing is necessary to bring its procedures intoconformity with those of the acquiring carrier. (Degani and Wiener, 1990, pp. 27-28).6. New ATC procedure. Example: Procedure for LDA approach at San Francisco International(SFO).The current LDA approach to Runway 28R at SFO requires an entire page of explanation (11-3A) in theJeppesen manual to detail all of the procedures. Pilots have asked, “What if I'm set up for somethingelse and I get shifted to the LDA? Am I supposed to take the time to read this page?”7. Labor relations. Example: Power back from gates.In the 1980's airlines began the practice of powering back from the gate. This called for the developmentof a set of cockpit and cockpit-ground communication procedures. The motivation for power-back waslargely to sidestep labor contracts which required that mechanics be used to push the aircraft back.65
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TABLE OF CONTENTSSUMMARY ..........
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1. INTRODUCTIONWhen we try to pick
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Hendrick (1987) states that human f
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influenced by the individual philos
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3. THE FOURTH P: PRACTICES3.1. AN E
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To summarize, the ultimate factor t
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Humor. Humor is closely related to
Page 16 and 17: technical deficiencies, induce work
Page 18 and 19: operations and the philosophy of th
Page 20 and 21: 5.3 MERGERS AND ACQUISITIONSMergers
Page 22 and 23: Figure 7. A Boeing B-757 checklist
Page 24 and 25: e made. Consider, also, the followi
Page 26 and 27: flight operations, the philosophy m
Page 28 and 29: 5.7.3 Technique and PoliciesAny giv
Page 30 and 31: For example, one company constantly
Page 32 and 33: 6. ISSUES IN PROCEDURE DESIGN6.1 CO
Page 34 and 35: solution involves “anchoring” a
Page 36 and 37: On August 19, 1980, a Saudi Arabian
Page 38 and 39: 3. The procedures allow the other a
Page 40 and 41: coordination of tasks between agent
Page 42 and 43: Similarly, it has been a common pra
Page 44 and 45: 7.1.3 Structure of ProceduresAs men
Page 46 and 47: mission simulation (see Wiener et a
Page 48 and 49: felt that this is an efficient tech
Page 50 and 51: esponse. The PF, therefore, can con
Page 52 and 53: 7.5.1 Cross-fleet StandardizationCr
Page 54 and 55: 1. Training department (for both pi
Page 56 and 57: REFERENCESAviation Week and Space T
Page 58 and 59: Perrow, C. (1986). Complex organiza
Page 60 and 61: APPENDICESAppendix 1 - Guidelines f
Page 62 and 63: 14. In managing automated cockpits,
Page 64 and 65: APPENDIX 3 - QUESTIONS ASKED OF FLI
Page 68 and 69: 8. Change in operational environmen
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