Advanced Technology Aircraft Safety Survey Report - Australian ...

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FIGURE B9.2 Have you detected any FMC/FMGS data base errors (waypoint Lat/Long, SID or STAR route/restriction errors etc)? 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% YeS No No Response A majority of pilots have encountered errors in database information including errors in aerodrome information, SID, en-route and STAR data. The final safety net in the process of checking the accuracy of database information currently lies with the pilot who should cross-check electronic data against printed data. Evidence suggests that human performance during such cross-checking tasks deteriorates over time; therefore there is the likelihood that even with the best policy and intentions, this process could be compromised and database errors could be missed by the pilot. Furthermore, pilots have indicated (question B4.1) that they refer to their en-route charts far less on new- technology aircraft than on aircraft without an FMUFMGS. This may further weaken the cross-checking process. This deficiency needs to be addressed by both aircraft manufacturers and regulatory authorities if the goal of a paperless cockpit is to be attained. Using previous accidents and incidents as a training aid Discussion with airline managers revealed that some airlines considered that they effectively used accident and incident information in either initial endorsement training or during CRM refresher courses. Some respondents confirmed that they had discussed accident or incident scenarios during their recurrent/CRM training sessions. However, only 42% of respondents stated that they had ever discussed any advanced technology aircraft accidents or incidents during their conversion training (see fig. B9.3). When asked to list the accidents and incidents which were discussed during conversion training (see table B9.3), respondents listed a total of 28 identifiable accidents or incidents. 35
ADVANCED TECHNOLOGY AIRCRAFT SAFETY SURVEY REPORT 36 Table B9.3 Most commonly listed accidents and incidents discussed during conversion training Category Result Accidents involving Airbus aircraft 20% Bangalore (Airbus) 1 7% Cannot recall details of discussion 9% Nagoya (Airbus) 7% Habshiem (Airbus) 7% Kegworth (Boeing) 6% Strasbourg (Airbus) 6% Other (< 12 responses per category) 28% FIGURE 89.3 Did you discuss any advanced technology aircraft accidents or incidents during your conversion training? 100% Yes No No Response These results tend to confirm that some companies are discussing aircraft accident and incident data during conversion training programs, although more use could be made of the educational value of occurrences. Pilots are generally able to recall events which have been discussed during their training. Approximately 10% of pilots, however, recorded that they only had a vague recollection of accident or incident details, or that they had forgotten the details altogether. It also seems significant that very few pilots recorded the fact that they discussed accident and incident data pertaining to their own company, ‘company incidents-engine failures, hydraulic pump failures and fleet specific information’, as one pilot stated. Another pilot stated that he had only discussed ‘other operators experiences’. Another aspect of these responses is that the accidents and incidents which have been nominated are now reasonably old. While the Nagoya accident, which occurred on 26 April 1994, ranks fourth in discussion topics, only three pilots mentioned discussing the B757
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 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:
A COMPARISON WITH PREVIOUS STUDIES
Page 94 and 95:
A COMPARISON WITH PREVIOUS STUDIES
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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