Advanced Technology Aircraft Safety Survey Report - Australian ...

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ADVANCED TECHNOLOGY AIRCRAFT SAFETY SURVEY REPORT 26 Communication Thirty-seven per cent of respondents reported that there had been times when the other pilot had not told them something they needed to know for the safe conduct of the flight (see fig. B7.2). A statistically significant difference was observed between the responses of <strong>Australian</strong> and Singaporean pilots (on the basis of nationality). Singaporean pilots were more satisfied with the level of communication than <strong>Australian</strong> pilots. This may reflect differences in cultural traits between Anglo-Europeans and Asian groups (see Hofstede 1980). FIGURE 87.2 There have been times when the other pilot has not told me something I needed to know for the safe conduct of the flight 100% 90% 80% 70% 60% 50% 40% 30% ~ 35.33% 35 .. 17y.- . Strongly Agree Agree Neutral Disagree Strongly Disagree No Response Table B7.2 suggests a trend toward a significant difference (0.07522) between pilots with different first languages. Captains who spoke English as their first language tended to perceive more communication difficulties when compared to captains who spoke an Asian language. The reasons for this difference are not clear; however, the difference in the sample size may have affected the reliability of this result. Table B7.2 'There have been times when the other pilot has not told me something I needed to know for the safe conduct of the flight.' English Asian European Captain 41.5% (261/628) 25.6% (1 1 /43) 52.6% (10/19) First officer 35.5% ( 148/4 17) 36.3% ( 1 2/3 3) -
I CREW RESOURCES MANAGEMENT Crew management Most of the respondents reported that crew management was not a problem on advanced technology aircraft (see fig. B7.3). Thirteen per cent, however, had experienced difficulty with crew management. Table B7.3 presents a breakdown of pilot rank and aircraft flown by those respondents who found CRM to be a problem on advanced technology aircraft. More Airbus pilots (19%) reported a problem than Boeing pilots (12%). Table B7.3 ’Crew management is a problem on advanced technology aircraft.’ Airbus Boeing CaDtain First officer 19.7% 12.9% 18.2% 12.6% FIGURE B7.3 Crew management is a problem on advanced technology aircraft 100% 70% 1 I 60% 50% 40% 30% 20% 10% 0% i __ 59 38% Strongly Agree Agree Neutral Disagree Strongly Disagree No Response The development of automation has also produced instances where the crew have unconsciously relinquished their command responsibilities momentarily to the automated systems. In such situations, pilots have unconsciously become ‘observers’ rather than ‘controllers’. Figure B7.4 (page 22) indicates that 16% of respondents recognised the existence of this phenomenon during flight. Analysis of this result revealed that this phenomenon is apparent across all aircraft types, pilot ranks, age categories and experience levels. 27
Page 1 and 2: Department of Transport and Regiona
Page 3 and 4: CONTENTS CONTENTS ACKNOWLEDGMENTS A
Page 5 and 6: ATC and situational awareness Terra
Page 7 and 8: ACKNOWLEDGMENTS The Bureau of Air S
Page 9: asic automate ations, navigation, s
Page 12 and 13: ADVANCED TECHNOLOGY AIRCRAFT SAFETY
Page 16 and 17: AIR TRAFFIC CONTROL AIR TRAFFIC CON
Page 18 and 19: 70% - 60% - AIR TRAFFIC CONTROL FIG
Page 20 and 21: AIR TRAFFIC CONTROL FIGURE B2.4 The
Page 22 and 23: AIR TRAFFIC CONTROL the responses t
Page 24 and 25: AIR TRAFFIC CONTROL Given direct tr
Page 26 and 27: AIR TRAFFIC CONTROL By nominating s
Page 30 and 31: 9 ADVANCED TECHNOLOGY AIRCRAFT SAFE
Page 40 and 41: GENERAL Introduction This chapter a
Page 42 and 43: FIGURE B9.2 Have you detected any F
Page 44 and 45: accident near Cali, Colombia (12 De
Page 46 and 47: GENERAL It appears that much of the
Page 58 and 59: SITUATIONAL AWARENESS SITUATIONAL A
Page 60 and 61: SITUATIONAL AWARENESS FIGURE B4.1 I
Page 62 and 63: SITUATIONAL. AWARENESS FIGURE B4.4
Page 64 and 65: SYSTEM DESIGN Introduction Research
Page 66 and 67: FIGURE B1.2 It is easy to detect wh
Page 68 and 69: SYSTEMS DESIGN Some reported accide
Page 70 and 71: Table B5.3 'I am sometimes forced t
Page 72 and 73: TRAINING Introduction The introduct
Page 74 and 75: TRAINING The majority of respondent
Page 76 and 77: FIGURE B8.5 My training has prepare
Page 78 and 79: Provision of a FMGS for hands-on tr
Page 80 and 81: TRAINING Im roved tech manuals, e l
Page 82 and 83: TRAINING The depth of training, the
Page 84 and 85:
WORKLOAD WORKLOAD Introduction The
Page 86 and 87:
FIGURE 86.2 In an emergency, automa
Page 88 and 89:
Normal ops automation is very benef
Page 90 and 91:
A COMPARISON WITH PREVIOUS STUDIES
Page 92 and 93:
Page 94 and 95:
Page 96 and 97:
Conclusion Although this comparison
Page 98 and 99:
ADVANCED TECHNOLOGY AIRCRAFT SAFETY
Page 100 and 101:
SUMMARY OF RECOMMENDATIONS SUMMARY
Page 102 and 103:
SUMMARY OF RECOMMENDATIONS 6. MODES
Page 104 and 105:
REFERENCES Aeronautica Civil of the
Page 106 and 107:
SURVEY QUESTIONNAIRE DETAILS e SURV
Page 108 and 109:
AIR TRAFFIC CONTROL Questions 2.1 t
Page 110 and 111:
CREW RESOURCE MANAGEMENT AND SAFETY
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