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Pilot Monitoring vs Pilot Managing
Lex Rock Heemstra – SM Human FactorsQatar Flight Operations Training
PACDEFF, Melbourne, Australia, 2017
Captain Historically
Problem Statement
“The modern airplane is the product of a program of research, development and refinement in detail that no other structure or mechanism has ever matched. The results have been so remarkable that there is always danger of forgetting that these extraordinary craft still have to be operated by men, and that the most important test they have to meet is still that of being operable without imposing unreasonable demands or
unnecessary strains on the flight personnel.”
Edward P. Warner , 1946
President ICAO : 1947-1957
“History repeats itself ….
because nobody listens”
John Lennon
Problems with Monitoring
• “Throughout the flight, pilots are required to monitor many functions, the state of the aircraft, aircraft configuration, flight path and the actions of the other pilot in the cockpit. Thus, the number of opportunities for error is enormous – especially on challenging flights”.
Foreword – A Practical Guide for Improving Flight Path Monitoring – FSF - 2014
• Two major Safeguards – Checklists and Monitoring.
Industry Concern regarding Monitoring
• 2010 – “Checklists and Monitoring in the Cockpit: Why Critical Defenses sometimes fail”. Dismukes, R.K. & Berman, B. NASA
• 2013: RAeS Flight Operations Group – Aircraft Commander in the 21st Century: “Pilot Monitoring – Cultivating a Healthy Unease”
• 2013: CAA Paper 2013/02: “Monitoring Matters - Guidance on the Development of Pilot Monitoring Skills”
• 2014: Flight Safety Foundation: “A practical Guide for Improving Flight Path Monitoring”
Flight Safety Foundation: Practical Guide to Flight Path Monitoring - November 2014
Challenges in Monitoring
• Human Factors:
– The human brain has difficulty with sustained vigilance
– The human brain has quite limited ability to multitask
– Humans are vulnerable to interruptions and distractions
– Humans are vulnerable to cognitive limitations that affect what they notice and do not notice.
Flight Safety Foundation: Practical Guide to Flight Path Monitoring - November 2014
Less Pilot Monitoring Duties ???
FADEC
RAAS
FOQA
FIRE/SMOKE DETECTION
HEADINGTCAS
SPEED
SMART LANDING
FMGC
HEIGHT
ENGINE START
EICAS/ECAM
FUEL MANAGEMENT
CABIN PRESSURISATION
EGPWS
Auto Pilot
Auto Throttle
Flight Director
Airline Accidents and Trend
Source: Flight Safety Foundation
B767
B757
B737-300
A320
A340
B737-400
B737-500
B777-200
B777-300
A340-600
A380
Red)
On Approach
The general PM phase of
flight responsibilities are:
– Checklist reading
– Communications
– Tasks asked for by the
PF
– Monitoring taxiing,
flight path, airspeed,
airplane configuration,
and navigation.
Read the
checklist
“Missed
approach
altitude set”
Monitor
Flight path
“Cabin
crew calls”
“GS”
“Managed
speed”
Pilot Monitoring (PM)Majority of Airlines
Localiser
alive
“LOC”
AP 1+2
LOC blue
GS Blue
Call out
“CHECK” - at
least 9 times
Landing
Lights onFlap
Settings
Arm Speed
Brakes
Confirm
Check
Monitor
Speed
Landing
Gear Down
Landing
Clearance
Frequency
Change
“GS alive”
“GS Star”
Effective Monitoring
0
10
20
30
40
50
60
70
80
90
100
Never Hardly Ever Sometimes Often Very Often
"I have observed the other pilot make errors due to a lack of knowledge /understanding of the automation"
FO's Captains Instructors
Source: Multicultural Airline Automation Questionnaire 2010; N= 306 (Heemstra:2010)
FO’s
Captains
Instructors
BEA Trident AWO Project 1968/9
• Under the auspices of John “Cats Eyes” Cunningham (Hawker Siddeley Test Pilot) and David “Guy” Thomas – developed an AWO procedure for the Trident
– Left Seat – Senior Handling Pilot
– Right Seat – Junior Handling Pilot
– Jump Seat – Commander
• 50 Simulator sessions with positive crews response
• Not implemented – Unions and CAA anti (maybe ahead of it’s time).
Source: Capt John Selwood – former BEA
Effective Monitoring
0
10
20
30
40
50
60
70
80
90
100
5 Yrs 10Yrs 15 Yrs 20 Yrs 25 Yrs 30 Yrs 35 Yrs 40 Yrs
"I have observed the other pilot make errors due to lack of knowledge /understanding of the automation"
Responses based on Years in Aviation
Never Hardly Ever Sometimes Often Very Often
Source: Multicultural Airline Automation Questionnaire 2010; N= 306 (Heemstra:2010)
10,000 hours of "deliberate practice" are needed to become
world-class in any field.Malcolm Gladwell
Gorilla Video Exercises
• Before video – assign pairs – one PF and the other PM.
• Video over:
• PF – 14 X passes
• PM – 14 X passes
• The novelty of the situation draws in both PF and PM
• Who then monitors the big picture?
• Are we training monitoring correctly?.
Perception of Stress by Multinational Pilots
0
20
40
60
80
100
120
140
160
180
200
Age
Perceived Stress by Age
Perceived Stress 10 per. Mov. Avg. (Perceived Stress)
Source: Multinational Airline Stress Questionnaire Jan/Feb 2011: N= 154, Captains = 81, FOs = 73
Perception of Stress by Multinational Pilots
Perceived Stress by Hours (Experience)
0
20
40
60
80
100
120
140
160
180
200
1800
5500
6500
7000
7500
8000
8500
8500
9000
9500
1000
0
1000
0
1000
0
1050
0
1070
0
1100
0
1100
0
1150
0
1200
0
1300
0
1300
0
1400
0
1400
0
1400
0
1500
0
1560
0
1670
0
1750
0
2000
0
2100
0
Flight Hours
Perceived Stress 10 per. Mov. Avg. (Perceived Stress)
Source: Multinational Airline Stress Questionnaire Jan/Feb 2011: N= 154, Captains = 81, FOs = 73
System 1 – Reactive Process (Intuition)
• Unconscious, intuitive & effort free
• Recognises patterns in a fraction of a second
• Automatically produces an adequate solution to the challenges – “jumps to conclusions”
• The Boss of our thoughts
• Most of the time - very good at what is does
• But:
– Works in an oversimplified world,
– Assumes “what you see is all there is”
– Has no doubt whatsoever in its thinking process.
System II – Thinking Process
• Slow, conscious and analytical
• Takes time to analyse in depth
• Required for Problem Solving and Decision Making
• Represents the conscious self that makes choices and decides what to do
System 1: Fast, automatic, frequent, emotional, stereotypic, subconscious
System 2: Slow, effortful, infrequent, logical, calculating, conscious
So what now?
• Several monitoring functions automated
• Most workgroups rearrange existing procedures or set up additional or re-emphasise existing = mental overload
• Pilots: effective monitors at approx 10 000 hrs plus
• Novel distractions will capture attention of both pilots – suspicion/awareness
• Mental workload/stress subject to individual ability
• Cannot apply system I and system II thinking at the same time.
Abnormal/Emergency Events
• Memory Item – conduct as trained.
• All other:
– FO – Pilot Flying: • max automation as available
• Intuitive (System I) – mainly procedural memory
– Capt – Pilot Managing: (use of knowledge & experience)• Slide seat back – enhances big picture
• Engage System II
• Problem Solving & Decision Making
– Once new plan assessed and briefed – conduct landing as per company procedure
Consideration
• Pilot Flying: – Physically flies the aircraft as instructed by the PM
– Responsible for correct & intended flight path
• Pilot Managing:
– Manages the flight path and operation of the aircraft
– Responsible for the safe and efficient operation of the aircraft
– When managing – it is his/her sector
– Takes ownership of the responsibility.
Back to the Future Captain?
Questions
?