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Seat position adjusted and locked in place
A Air vents (location and operation)
All environmental controls (discussed)
Action in case of any passenger discomfort
F Fire extinguisher (location and operation)
E Exit doors (how to secure; how to open)
Emergency evacuation plan
Emergency/survival kit (location and contents)
T Traffic (scanning, spotting, notifying pilot)
Talking, (“sterile flight deck” expectations)
Y Your questions? (Speak up!)
• In addition to the SAFETY list, discuss with passengers whether or not smoking is permitted, flight route altitudes, time en route, destination, weather during flight, expected weather at the destination, controls and what they do, and the general capabilities and limitations of the aircraft.
• Use a sterile flight deck (one that is completely silent with no pilot communication with passengers or by passengers) from the time of departure to the first intermediate altitude and clearance from the local airspace.
• Use a sterile flight deck during arrival from the first radar vector for approach or descent for the approach.
• Keep the passengers informed during times when the workload is low.
• Consider using the passenger in the right seat for simple tasks such as holding the chart. This relieves the pilot of a task. Automation
In the GA community, an automated aircraft is generally comprised of an integrated advanced avionics system consisting of a primary flight display (PFD), a multifunction flight display (MFD) including an instrument-certified Global Positioning System (GPS) with traffic and terrain graphics, and a fully integrated autopilot. This type of aircraft is commonly known as an advanced avionics aircraft. In an advanced avionics aircraft, there are typically two display (computer) screens, PFD (left display screen) and the MFD.
Automation is the single most important advance in aviation technologies. Electronic flight displays (EFDs) have made vast improvements in how information is displayed and what information is available to the pilot. Pilots can access electronic databases that contain all of the information traditionally contained in multiple handbooks, reducing clutter in the flight deck. [Figure 17-18]
Multifunction displays (MFDs) are capable of displaying moving maps that mirror sectional charts. These detailed displays depict all airspace, including Temporary Flight Restrictions (TFRs). MFDs are so descriptive that many pilots fall into the trap of relying solely on the moving maps for navigation. Pilots also draw upon the database to familiarize themselves with departure and destination airport information.
More pilots now rely on electronic databases for flight planning and use automated flight planning tools rather than planning the flight by the traditional methods of laying out charts, drawing the course, identifying navigation points (assuming a VFR flight), and using the POH to figure out the weight and balance and performance charts. Whichever method a pilot chooses to plan a flight, it is important to remember to check and confirm calculations
Although automation has made flying safer, automated systems can make some errors more evident, and sometimes hide other errors or make them less evident. There are concerns about the effect of automation on pilots. In a study published in 1995, the British Airline Pilots Association officially voiced its concern that “Airline pilots increasingly lack ‘basic flying skills’ as a result of reliance on automation.”
This reliance on automation translates into a lack of basic flying skills that may affect the pilot’s ability to cope with an inflight emergency, such as sudden mechanical failure. The worry that pilots are becoming too reliant on automated systems and are not being encouraged or trained to fly manually has grown with the increase in the number of MFD flight decks.
As automated flight decks began entering everyday line operations, instructors and check airmen grew concerned about some of the unanticipated side effects. Despite the promise of reducing human mistakes, the flight managers reported the automation actually created much larger errors at times. In the terminal environment, the workload in an automated flight deck actually seemed higher than in the older analog flight decks. At other times, the automation seemed to lull the flight crews into complacency. Over time, concern surfaced that the manual flying skills of the automated flight
17-26
Figure 16-10.
Electronic Flight instrumentation come in many systems and provides a myriad of information to the pilot.
Figure 17-18. Electronic flight instrumentation comes in many systems and provides a myriad of information to the pilot.
17-27
crews deteriorated due to over-reliance on computers. The flight crew managers said they worried that pilots would have less “stick-and-rudder” proficiency when those skills were needed to manually resume direct control of the aircraft.
　
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