Advanced Technology Aircraft Safety Survey Report - Australian ...

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ADVANCED TECHNOLOGY AIRCRAFT SAFETY SURVEY REPORT 28 Table B7.4 indicates a relatively even distribution across pilot ranks and aircraft manufac- turers. Table B7.4 ’I sometimes find the automated systems taking over command of the aircraft.’ Cadain First officer Airbus 17.4% 14.8% Boeing 13.7% 18.5% Conclusions Pilots agree that their roles (pilot flying and pilot not flying) are well defined and that crew management is generally not a problem on advanced technology aircraft. There is evidence of ‘passive command’, and while the percentage of pilots who reported this problem is relatively low ( l6%), this phenomenon requires continued monitoring. The topic deserves to be addressed in CRM courses and during conversion/recurrent training. One of the aims of CRM training is to create a cockpit environment where both crew can communicate openly and effectively. The designers of CRM programs have recognised this and attempted to minimise the effects of cross-cockpit gradient (age, pilot rank and cultural differences between crew members) which may inhibit communication. The responses to question 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’) suggest that more effort needs to be put into the improvement of communications between crew. In the absence of historical data we are unable to assess whether technology has specifically aided communication in the cockpit. Recommendation The Bureau of Air <strong>Safety</strong> Investigation recommends that airline operators (R9800028): Employ appropriate methods and examples during initial and refresher CRM training to enhance the transmission of safety information between flight crew members during flight. Such training should stress the consequences of not communicating essential flight safety information.
FLYING SKILLS FLYING SKILLS Introduction The opportunities for pilots to maintain their manual flying skills have decreased significantly since the introduction of advanced technology aircraft; for example, improvements in autopilot and autoland systems, airline policies, and long-haul operations have reduced the opportunities for hand-flying. Some airlines have introduced additional simulator sessions to allow pilots to practise their manual flying skills. This chapter discusses how pilots perceive the effect of automation on their manual flying skills. Skill retention Figure B5.1 indicates that 85% of respondents prefer to hand-fly part of every trip to retain their skills. A statistically significant difference was noted between the responses of captains and first officers, with first officers more likely to prefer to 'hand-fly part of every trip' than captains (see table B5.1). FIGURE B5.1 I prefer to hand-fly part of every trip to keep my skills up 100% 90% - 80% ~ Strongly Agree Agree Neutral Disagree Strongly Disagree No Response Table 85.1 'I prefer to hand-fly part of every trip to keep my skills up.' Airbus Boeing Captain First officer 85% 81% 92% 90% 29
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
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Normal ops automation is very benef
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A COMPARISON WITH PREVIOUS STUDIES
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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
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SUMMARY OF RECOMMENDATIONS 6. MODES
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REFERENCES Aeronautica Civil of the
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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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