Automation Sedation

Before jumping in, pilots should seek out the systems knowledge and thorough training to safely and confidently operate aircraft with these systems. Not understanding completely the capabilities and limitations of an aircraft’s automated systems is like not studying the aircraft systems at all.

Vacuum-driven gyroscopes developed during World War II were replaced with electronics around the onset of the Vietnam War. Since then, solid-state electronics and microprocessors have reached a point where aircraft systems can be linked to navigational aids (navaids) and follow a planned flight path. Traffic alert and collision avoidance systems (TCAS) have been integrated into airline cockpits, allowing the aircraft to take action and avoid potential collisions.

Initially, information exchange between pilots and aircraft occurred through the operation of aircraft controls connected with cables and pulleys, switches, and wheels. Now, in some aircraft, the primary means of information transmission is digital display. In many high-end jets, fly-by-wire mechanisms have replaced cables and pulleys. The weight reduction increased fuel efficiency, but it also created other complications—pilots need more technical expertise in troubleshooting electronics or redundant systems because of the many possible failure scenarios.

Levels of automation can be understood in terms of a pyramid or a ladder. An American Airlines training lecture in 1997 addressing the problem of “children of the magenta line” laid out three levels of the automation hierarchy. The foundation is manual or hand-flying inputs, referencing instrument and visual cues. Level two is reached when the autopilot is engaged. The highest level of automation combines the autopilot with a flight management system. This automation is capable of controlling the aircraft’s flight path for the entire flight. (Some say there is a fourth level of automation, which considers autothrottles separate from the autopilot and fits between autopilot and the flight management system on the hierarchy.) Automation’s key function is to reduce workload. This does not mean that autopilots or flight management systems replace pilots.

Automation isn’t the exclusive realm of large jets; smaller technically advanced aircraft use automation as well. New general aviation aircraft are built with advanced avionics, and upgrades are available for older aircraft. The same principles apply to systems such as the Garmin G1000 as to any flight management system, because information and parameters must be input correctly. When workload is high, people tend to focus on the immediate challenge. This could be maintaining flight parameters or working through a problem. Autopilots can open up a person’s sphere of awareness, enabling more head-up flying. We must always remember that we are pilots, not automation managers. The three priorities are always aviate, navigate, and communicate.

Meet George: What do pilots mean when they say, “Let George fly the airplane”? The origin of this common nickname for the autopilot system is a little murky. Some pilots believe the name came from George DeBeeson, who patented an “automatic airplane control” in 1931. Another theory maintains that the term originated with Royal Air Force pilots during World War II, referring to their airplanes’ “owner,” King George VI.•Do not turn to automation or the autopilot as a resolution for a deteriorating situation. There are exceptions to this, such as in cases where manufacturers have designed upset-recovery autopilot modes.

American Airlines regularly holds seminars for its pilots at the corporation’s flight academy in Dallas. In April 1997, the presenter, an experienced and highly regarded pilot, discussed several valuable lessons for pilots of all skill levels. Pilots rely on automation entirely too much and are not using it appropriately, he said. Instead of automation utilization as a workload reducer, technology was becoming a degrader. This was almost two decades ago. The speaker described a situation in which he was arriving into the Dallas-Fort Worth terminal area, and air traffic control informed the crew to expect a Runway 18R arrival. While the aircraft was set up for an extended downwind, ATC told the crew to change the arrival for Runway 13R. A shallow right turn would set up the aircraft for a 20-mile straight-in for the new runway. The captain decided to reduce the automation level and hand-fly the visual approach. However, the first officer immediately went head-down and started to input the runway change in the flight management system. The captain confessed that the culture of relying on automation created “children of the magenta line”—the aircraft course line on a GPS display.

“Children of the Magenta Line” can be viewed online (http://tinyurl.com/themagentaline) and offers valuable insight for all pilots. The information includes several key takeaways.

•In situations where maintaining the current level of automation could prove dangerous, lowering the level of automation is recommended. Such situations may include engine emergencies, collision avoidance, and systems failure.

•Remain one with the aircraft in a low-altitude environment while maneuvering with autopilot engaged (be the ball).

A common question of What’s George doing now? is a great indicator that the autopilot should be removed from the loop until the pilot is comfortable. One check in the equation is when an aircraft makes a turn, the turn is questioned and confirmed by another source—i.e. the flight plan or chart. Announcing these actions reduces confusion in the slight possibility that an improper mode was selected.

Technology enables awareness, but it also can cause pilots to lose awareness. To help combat the awareness trap, step down a level of automation. If the GPS is driving the autopilot and there’s ambiguity as to what’s happening, go to heading mode. Or if it’s unclear why the auto-pilot is responding a certain way, disconnect it and hand-fly.

Two things frequently happen when pilots are first introduced to an advanced aircraft: First they are intimidated, and after a period of adjustment they grow overconfident. During the initial intimidation, while pilots are learning the system, they may be “reluctant to interfere in the system, even when a malfunction is indicated,” according to the International Civil Aviation Organization. We can combat this by working methodically, ensuring that all procedures are followed and information is diligently input. Overconfidence leads to complacency or boredom. Boredom frequently occurs during low-workload periods—for example, during the cruise portion of the flight. This is the time when a failure may go undetected because of decreased monitoring. When pilots become overconfident and don’t sanity-check their inputs, the information presented can be misunderstood, thus reducing situational awareness.

Training and awareness can fix these concerns. The trend of encouraging student pilots to jump in and start private pilot training in a newer aircraft with advanced technology is not necessarily wise. The focus in private pilot training should be the basic hand-flying skill set, which coincides with the lowest level of the hierarchy. Introducing these systems during advanced certificates (commercial or ATP) ensures that the true focus remains on basic pilot skills. Proper development of good habits and piloting skills are important to career longevity and safety.

 

The same principle holds true for the instrument rating. A solid instrument foundation developed from an instrument scan tied to manual flying during the training process serves a pilot throughout his or her career. Maintaining the basics during preparation for both the private and instrument ratings creates depth and increased confidence in hand-flying skills when systems eventually fail. Establishing clear guidelines for automation utilization will ultimately change the culture. When our new pilots understand the benefits and complications of automation, will skill and safety benefit?

Flying with automated systems greatly benefits pilots by reducing workload and, ultimately, fatigue. A well-rested pilot faced with a challenging landing at the conclusion of a lengthy flight is better suited to performing a safe landing. The trick is knowing system shortfalls and how to sanity-check the information and operational picture that you are provided. Ultimately, awareness is key.

Matthew Bauman is a fixed-wing and rotorcraft pilot who flies for an airline.