01 - tarnowski_e pilot's behaviour in glass cockpits

7/30/2019 01 - Tarnowski_E Pilot's Behaviour in Glass Cockpits

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By Captain Etienne Tarnowski

Operational Liaison Meeting & Training Conference - Beijing 99

For an improved situational awareness


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2Pilots behavior in glass cockpits

Evolution of the instrumentation Evolution of the pilots perception

Evolution of the pilots behavior


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In the early days of the aviation

Numerous dials

Adjacent dials

Independent parameters

Necessary to

operate

navigate

manage


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Example in the early days


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Example of early integration


7/197Pilots behavior in glass cockpits

In the early eighties

Objectives

improve pilot situational awareness

allow safe 2 crew member operation

Means

more accurate / reliable data

more complete / synthetized data

more comprehensive / realistic format

optimized location of the information

data provided when needed



300020

80

AP 11 FD 2A / THR

ALTSPEED APP NAV

310 32 33 34

200

180

160

140

2490

1006

FINALMDA

V/DEV 035

025

QNH

750

S

INTCPT

15 15

10 10

GS 167 TAS 176GPS

FI33L

900

TS3000132KT

APP

255/21

1760

LFBO33L

TS 328

8.5 NM

16:39

Primary Flight Display Navigation Display



Conventional dial cockpit

Pilots had to build up themselves their own

perception of the situation

Advantages

situational awareness created by the pilot himself mental process is an active process using raw data

Disadvantages mental process: not intuitive / not natural

mental process: requires high intellectual workload

mental process: prone to computation / interpretation

error

the error is buried in pilots mind thus difficult to detect



Glass cockpit

Display units provide the pilots with a direct

perception of the situation

Advantages

more realistic / comprehensive displays enhanced situational awareness

pilots mental available for other tasks

Disadvantages

situational awareness process, according to system

built-in logic

tends to favor complacency



Example of reformatted and integrated information

Maneuveringspeed

QNH STD (1013.2 h Pa)

QFE (optional)

PFD



550020

80

AP 11 FD 2

A / THR

DESTHR IDLE NAV

209 21 22 23

280

260

240

2202020

1010

1010

1006

ALTMDA

3000

050

060

QNH

750

530020

80

AP 11 FD 2

A / THR

DESTHR IDLE NAV

209 21 22 23

280

260

240

2202020

1010

1010

1006

ALTMDA

3000

050

055

QNH

750

0913

Example of synthetic information



Get a proper understanding of display rules

Example: ND green solid line

15 15

10 10

TOE

GS 273TAS 262

RED

0.2L

RNAV APP

259/23 14

TOE 144

9.0 NM

16:18

D

T-P

15 15

TOE

10 10

GS 273TAS 264RNAV APP

RED

TS3000132KT

260/22 15

D

TOE 148 11.9 NM

16:06

Intercept not possible Intercept possible



Get a proper understanding of the nature of

a parameter

FPV: intuitive crosswind assessment

30 31 32 33 34

10 10

10 10

20 20



Adapt the PFD scanning to the level of

automation

Scanning depends upon the flying references

selected

if attitude (HDG-V/S) is selected, attitude and

heading are to be scanned

if flight path vector (TRK-FPA) is selected,

FPV and track are to be scanned


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Adapt scanning to auto flight selection

Scanning depends upon AP - FD - ATHR use

302040

00

AP 11 FD 2

A / THR

ALTSPEED APP NAV

3130 32 33 34

200

180

160

140

120

1006

FINALMDA

V/DEV 035

025

QNH

750

F


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Monitor and use the ND according to FMS rules

Ensure that the FMS accuracy is satisfactory

Ensure that the FMS F-PLN is correct:

monitor TO waypoint

Adjust ND range and display modes to flightprogress

Select appropriate complementary information

according to flight progress

In case of any doubt in navigation accuracy

Revert to raw data


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Adopt a positive / active attitude

Monitor the automatisms with the right cues

Periodically cross check FMS accuracy

Periodically monitor ECAM S/D pages

Periodically monitor fuel

Periodically update SEC F-PLN for diversion

purposes

Review ECAM S/D for system analysis prior toacting

Keep ahead for the aircraft


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Realism and comprehensiveness of the

displays must be compensated by activeand positive attitude of the crew and in case

of doubt by reference to airmanship and

common sense

01 - tarnowski_e pilot's behaviour in glass cockpits

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