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16 Kamil and Marcia took a hard look at
communications issues as they relate to
General Aviation dual flight training, but don’t neglect
this article just because you are flying an air carrier
aircraft—there is plenty to learn from the experiences
of these GA pilots.
ASRS Services on the Internet 23ASRS’s Web Site saw significant growth
in 1997. New features have been added,
and even more good things are planned for coming
years. Check this out to see what our Internet site can
do for you.
We hope you enjoy this issue of ASRS Directline. _
Charles Drew—ASRS Directline Executive Editor.
ASRS on the World Wide Web
http://olias.arc.nasa.gov/asrs
4 Issue Number 10
1
NASA has recently begun a research
project to study why crews are vulnerable
to these sorts of errors. As part of
this project we reviewed NTSB reports
of accidents attributed to crew error.
We concluded that nearly half of these
accidents involved lapses of attention
associated with interruptions, distractions,
or preoccupation with one task
to the exclusion of another task. We
have also analyzed 107 ASRS reports
involving competing tasks; we present
here some of our conclusions from
this review. The 107 ASRS reports
involved 21 different types of routine
tasks crews neglected at a critical
moment while attending to another
task. Sixty-nine percent of the neglected
tasks involved either failure to
monitor the current status or position
of the aircraft, or failure to monitor
the actions of the pilot who was flying
or taxiing.
Thirty-four different types of competing
activities distracted or preoccupied
the pilots. Ninety percent of
these activities fell into one of four
broad categories: (1) communication
(e.g., discussion among crew or radio
communication), (2) head-down work
(e.g., programming the FMS or reviewing
approach plates), (3) searching for
VMC traffic, or (4) responding to
abnormal situations. We will discuss
examples from each category and
suggest preventive actions crews can
take to reduce their vulnerability to
these and similar situations. Our
suggestions are not perfect fixes, but
we hope they will be useful. It is likely
that research will ultimately provide
more powerful solutions.
by Key Dismukes, Ph.D., NASA Ames Research Center
Grant Young, Ph.D., New Mexico State University
Captain Robert Sumwalt, Battelle2
Managing several tasks concurrently is an everyday part of cockpit operations.
For the most part, crews handle concurrent task demands efficiently,
yet crew preoccupation with one task to the detriment of other
tasks is one of the more common forms of error in the cockpit. Most pilots are familiar
with the December 1972 L-1011 crash that occurred when the crew became
preoccupied with a landing gear light malfunction and failed to notice that someone
had inadvertently bumped off the autopilot. More recently, a DC-9 landed
gear-up…when the crew, preoccupied with an unstabilized approach, failed to
recognize that the gear was not down because they had not switched the hydraulic
pumps to high.
Issue Number 10 5
Task Management
Why do activities as
routine as conversation
sometimes interfere with
monitoring or controlling the
aircraft? Cognitive research
indicates that people are able
to perform two tasks concurrently
only in limited circumstances,
even if they are skillful
in performing each task
separately.
Broadly speaking, humans
have two cognitive systems
with which they perform
tasks; one involves conscious
control, the other is an
automatic system that operates
largely outside of conscious
control.* The conscious
system is slow and
effortful, and it basically performs
one operation at a
time, in sequence. Learning a
new task typically requires conscious
processing, which is
why learning to drive a car or
fly an airplane at first seems
overwhelming: the multiple
demands of the task exceed
conscious capacity. Automated
cognitive processes develop as
we acquire skill; these processes
are specific to each task,
they operate rapidly and fluidly,
and they require little effort
or attention.
Many real-world tasks require
a mixture of automatic
and conscious processing. A
skillful driver in a familiar car
on a familiar road can perform
largely on automatic,
leaving enough conscious
capacity to carry on a conversation.
　
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