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ensure that their
training/standardization
programs establish flight crew
proficiency in the use of the
FMS system.
0 0.60 3
53 Airlines/operators should
install FMS equipment (logic)
which has the capability to
depict previously entered way
points that are between the
current present position and
the current "to" way point.
1 0.61 3
54 Airlines/operators should
implement Flight Operations
Quality Assurance (FOQA)
programs.
0 1.68 2 Process
Cost
55 Airlines/operators should
implement a Flight Operations
Quality Assurance (FOQA)
program to identify flight crew
failure to respond to GPWS
warnings.
1 1.26 2 Process
Cost
Page 53
# Intervention Number of
accidents
in which
highly
effective
Overall
Effectiveness
U.S.
Feasibility
Issues
56 Airlines/operators should
implement Flight Operations
Quality Assurance (FOQA)
programs to identify systemic
procedural deviations.
0 1.81 2 Process
Cost
57 Airlines/operators, regulatory
agencies, and manufacturers
should implement a program
designed for sharing of safety
related information within the
aviation community.
0 0.79 1 Process
58 Establish GPS datalink to
relay aircraft position to ATC.
5 2.22 1 Cost
Process
59 Implement precision approach
capability (glideslope
guidance) for all runways
without established precision
approach procedures (e.g.,
ILS, DGPS, etc.).
4 2.20 2 Cost
Process
Technology
60 Avionics manufacturers should
improve GPWS capability to
reduce GPWS false warnings.
0 0.56 3
61 Airlines/operators (and
manufacturers in the airplane
flight manual) should
implement procedures that call
for an immediate execution of
the escape maneuver
following a GPWS warning
unless there is visual
confirmation of terrain.
2 1.50 3
62 Airlines/operators should
ensure that their
training/standardization
programs establish flight crew
proficiency in all uses of the
HSI display.
0 0.66 3
63 Airlines/operators should
implement a culture which
encourages flight crew
voluntary removal from flight
status due to illness.
0 0.19 2 Process
Page 54
# Intervention Number of
accidents
in which
highly
effective
Overall
Effectiveness
U.S.
Feasibility
Issues
64 Airlines/operators should
ensure that their
training/standardization
programs direct the flight
crews to regularly cross check
all instrumentation.
2 1.99 3
66 Airlines/operators should
implement procedures to
avoid simultaneous
maintenance on redundant
flight critical systems.
1 0.28 2 Process
67 Airlines/operators should
require flight crews to perform
non-FMS (raw data)
approaches during
proficiency/recurrent check
rides.
0 0.78 3 Cost
68 Manufacturers should
implement a system to identify
the recommended
implementation schedule and
priority of aircraft and
operational changes.
0 0.18 2.5 Process
70 Airlines/operators and
regulatory agencies should
strictly enforce the regulations
pertaining to flight crew use of
prescription and nonprescription
medication.
0 0.15 3
71 Review the engineering
standards for the siting of
future Terminal Radar
Systems to ensure the
maximum effectiveness of
MSAW is available.
1 1.98 3
72 Install MSAW-like capabilities
world-wide with emphasis on
high-risk airports.
6 2.33 N/A
73 Airlines/operators should
ensure that the aircraft is
equipped with all expected
NAVAID frequencies.
1 0.31 N/A
Page 55
# Intervention Number of
accidents
in which
highly
effective
Overall
Effectiveness
U.S.
Feasibility
Issues
74 Regulatory agencies should
review, and where
appropriate, eliminate
duplicate NAVAID identifiers
within the same geographic
area.
1 0.31 2 Process
Cost
75 Airlines/operators should
ensure that their
training/standardization
programs direct that flight
crews use all available tools to
establish aircraft position.
3 1.95 3
76 The manufacturer of the FMS
should ensure that the FMS
logic displays NAVAIDs with
the same identifier in a
progressive distance manner.
　
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