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due to crosswind and requested Runway 28. I
changed the runway in the FMS but in the process
of programming, I did not activate the revised
departure route. The result was that no course
line was displayed from the runway to the first
fix. Confusion and lack of communication between
the captain and myself led to our lack of ‘a
last minute’ verification of charts and specific
departure procedures. After takeoff the Captain
initiated what he thought was the correct turn.
Departure Control soon asked us if we were flying
the revised departure route. We replied ‘Negative.’
”
The flight crew sums it up—“Problems of this type can
only be avoided through greater vigilance and a
commitment to use whatever caution necessary to
avoid such errors; one must avoid undue dependency
on computer generated flight paths.”
Enroute Phase
The enroute phase is the phase of flight where technology
has supposedly all but eliminated workload.
Or has it? “The controller instructed us to hold at
[intersection B] on the airway, left turns, 10 mile legs.
I inadvertently started to hold at [intersection A] and
ATC told us to turn right immediately to a 090 degree
heading. He then cleared us direct to [intersection B]
to hold on the airway...” The crew suggests complicating
factors, among them “relying on the database
without maps available.”
Descent Phase
Descent and crossing fixes add their share to the
dilemma:
“We were issued clearance to cross 50 [miles]
north of the VOR at [FL] 270. I punched it into
the FMS using a new waypoint I thought was 47
north of the VOR. However the aircraft had not
begun descent when ATC asked us how far north
of the VOR we showed. As the VOR receivers
tune automatically, it took a few moments to find
a chart and obtain the VOR frequency—whereupon
we discovered we had just passed the 50
mile fix.”
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There I Was...continued
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18
12
15
TRK M
VOR L
ABC
82.4
VOR R
DEF
39.1
Approach Phase
Even the approach phase is not immune from track
errors, although this is usually where the crew is very
alert:
“The FMC was working slowly and incorrectly.
We set up the computer for the ILS approach and
received vectors from ATC. I thought the vectors
were for the ILS but they were really for the VOR
approach to a visual. Tower then said we were too
high, and, if the field was in sight that we were
cleared for a visual approach.”
ATC Involvement
Sometimes re-programming woes appear to be caused
by a combination of ATC not understanding flight
crew workload, and the flight crew not being ready for
changes. ATC clearance amendments that are not on
the FMC route of flight can pose significant workload
increases for flight crews flying advanced technology
aircraft, even when the flight crew is able to comply.
If the clearance change is received when the workload
is already high, such as immediately prior to takeoff,
the result can be even more dramatic:
“Tower said ‘...cleared for takeoff, maintain 2000
feet, at [VOR] 154 degree radial turn left heading
220 degrees.’ We had to sit on the runway, pull
out different maps, install the 154 degree radial,
locate the [VOR] identifier and reset clearance
altitude.”
Conclusions
As we all know, today’s ATC environment is getting
more congested and complex. Advanced technology
aircraft systems, though reliable, are not perfect and
will occasionally malfunction. A sure defense
against this condition is to have all appropriate
charts available. Additionally, if any difficulty
is encountered in programming or utilizing automated
flight management systems, don’t hesitate to
take manual control of the aircraft and fly it
where you are supposed to go. Implement these two
simple rules and you will avoid, “...at least I thought I
was there.”
In summary, available time should be allocated to the
task with the greatest priority.
has been satisfactorily handled, another task will now
have the greatest priority.
the tendency to rush or hurry through a given task.
For those airlines that do not already do so, the
problem of time allocation should be addressed in
recurrent or initial training guides, and emphasis
should be given to the hazards of “tunnel vision”
during critical phases of flight
　
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