.  In case of a late routing or runway change, a reversion to AP selected modes and raw data is recommended;
Reprogramming the FMS during a critical flight phase (e.g., in terminal area, on final approach or go-around) is not recommended, except to activate the secondary flight plan, if prepared, or for selecting a new approach;
Priority tasks are, in that order :
.  horizontal and vertical flight path control;
.  altitude and traffic awareness; and,
.  ATC communications;
.  
No attempt should be made to analyze or rectify an anomaly by reprogramming the AFS or FMS, until the desired flight path and/or airspeed are restored;

.  
In case of AP uncommanded disconnection, the second AP should be engaged immediately to reduce PF’s workload (i.e., only dual or multiple failures may affect both APs simultaneously);

.  
If cleared to exit a holding pattern on a radar vector, the holding exit prompt should be pressed (or the holding pattern cleared) to allow the correct sequencing of the FMS flight plan;

.  
Under radar vectors, when intercepting the final approach course in a selected heading or track mode (i.e., not in NAV mode), flight crew should ensure that FMS flight plan sequences normally by checking that the TO waypoint is correct (on ND and FMS CDU);

Ensuring that FMS flight plan sequences correctly with a correct TO waypoint is essential to re-engage the NAV mode, in case of a go-around;
If FMS flight plan does not sequence correctly, correct sequencing can be restore by either:
.  performing a DIR TO [ a waypoint ahead in the approach ] or a DIR TO INTCPT (as available); or,
.  clearing an undue intermediate waypoint (be cautious not to clear the desired TO waypoint).
If a correct TO waypoint cannot be restored, the NAV mode should not be used for the rest of the approach or for go-around;
.  At any time, if the aircraft does not follow the desired flight path and/or airspeed, do not hesitate to revert to a more direct level of automation:
.  revert from FMS-managed modes to selected modes;
or,
.  disconnect AP and follow FD guidance (if correct);
or,
.  disengage FD, select FPV (as available) and hand fly the aircraft, using raw data or visually (if in VMC);
and/or,
.  disengage the A/THR and control the thrust manually.
Summary of key points
For optimum use of automation, the following should be promoted:
.  
Understanding the integration of AP/FD and A/THR modes (i.e., pairing of modes);

.  
Understanding all mode transition and reversion sequences;

.  
Understanding pilot-system interfaces for:

.  Pilot-to-system communication (i.e., for modes engagement and target selections);
.  System-to-pilot feedback (i.e., for modes and targets cross-check);
.  
Awareness of available guidance (AP/FD and A/THR status, modes armed or engaged, active targets);

.  
Alertness to adapt the level of automation to the task and/or circumstances, or to revert to hand flying / manual thrust control, if required;

.  
Adherence to design philosophy and operating philosophy, SOPs and Operations Golden Rules.

Optimum Use of Automation
Page 7

AIRBUS INDUSTRIE
    Flight Operations Support
Associated Briefing Notes
The following Briefing Notes should be reviewed along with the above information to complement this overview on the use of automation:
.  
1.1 - Operating Philosophy - SOPs,

.  
1.3 - Operations Golden Rules,

.  
1.4 - Standard Calls.

Regulatory references
.  
ICAO – Annex 6 Operation of Aircraft, part I – International Commercial transport – Aeroplanes, Appendix 2, 5.14.
　
中國(guó)航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(39)