Cockpit Automation

Cockpit Automation

Cockpit Automation

Automation is the allocation of functions to machines that would otherwise be allocated to humans. The term is also used to refer to the machines that perform those functions. Current cockpit automation includes flight directors, autopilots, auto throttles, flight management systems, and centralized warning and alerting systems (Wilson & Funk, 1998).

The use of automation should never forget that pilot must first monitor the flight parameters and trajectory. If those are not satisfactory, it is imperative to return to the basic and manual control! Airplane Industries, in what is called philosophy Airplane gives a very good introduction to the use of automation: the handle and manual control for the short term, the panel of the autopilot for the medium term FMS and keyboard for the long term. Indeed, the choice of level of automation will depend primarily on the time available to act, knowing that the workload will be lower with a higher level of automation, but only after the programming (Hughes, 1992).

A wise pilot will also choose the level of automation that will provide the highest level of security. This choice is less obvious than the last. However, we can say that at first you do not voluntarily deprive of what manufacturers call the protections. Then we will focus not only personal satisfaction, whether by jogging, changing the distribution of tasks recommended by the operator, or otherwise relying on autopilot when it is not the most appropriate. The pilot will not hesitate to disengage the autopilot if necessary or desirable, but will not hesitate to engage if it makes things easier: failure, turbulence, some unexpected, remembering that it is primarily any tool management workload.

The use of automation also requires a range of expertise specific to each operating: procedures, technical announcements, assignments, and course knowledge. The lack of knowledge of automation is the cause of many accidents. On the other hand, the pilots must remain vigilant and open to the unexpected that failures of automation are difficult to detect, difficult to manage, and the builders did not anticipate all failure modes (Curry, 1985).

Among the challenges of transitioning from small piston, training airplanes to the modern jet fleet is the requirement of learning to use cockpit automation. Airline carriers continue to struggle with training pilots transitioning from the world of general aviation training, or from non-glass cockpit equipped aircraft. Studies of cockpit automation use continue to point to areas in which automation training should be improved. Although the Federal Aviation Regulations (FAR) contain specific aeronautical knowledge and flight experience requirements for other topics such as aerodynamics, weather, regulations, and even other aircraft systems, there are no such requirements for this emerging and critical component of pilot skill. Consequently, it is typically the case that pilots come to initial job training with little or no experience with cockpit automation (Billings, 1991).

The main benefits for pilots, an automated cockpit are:

Decrease in workload.

Reliability and accuracy of the trajectories and ...