COCKPIT resource management Getting the most out of your avionics potential GEORGE R. WILHELMSEN FLYING IS A SERIES OF EVENTS, typically started with a good preflight and ending with a safe landing and shutdown. As such, there are dozens of events that occur between these two points during the average flight, and it is those events that determine whether a flight is completed safely, or whether it has challenges and complications. > photo illustrations by Jim Koepnick 22 MARCH 2006
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{ COCKPIT resource management One common thread is a large percentage of aircraft accidents from airliners on down is that the pilot (or pilots) don t properly use the resources available to them in the cockpit. These cockpit resource management issues show up in the cockpit in a variety of ways, including but not limited to communication problems, navigational failures, challenges to the pilots, and other unexpected events that conspire in whole or in part to threaten the safety of the flight. In a single-pilot environment, one of the points that routinely shows up as a potential cause of trouble is how well the pilot knew the avionics installed and how to use them. It s important, then, to look at the functions of the avionics in aircraft today and figure out how they can be used to improve your cockpit management. IMPROVING CRM Regardless of whether you have state-of-the-art avionics or equipment that was manufactured 20 years ago, how you use and manage your avionics can have an impact on your flight. What this all boils down to is simple: Use all of the features and functions of your avionics to reduce the complexity of your flight as much as possible. As an example, a good number of nav/comms flying these days have a memory or auto-tune function. Avionics with this function allow the pilot to recall frequencies from the radio or GPS memory, instead of having to tune the radio for each frequency change. The time to use the frequency memory function is around 25 percent of the time it would take to tune the radio to the correct frequency. This means pilots who understand and can use these memory and pre-loaded frequencies in their nav/comms can substantially reduce the distraction caused by tuning the radio provided, of course, that the frequency programmed into the radio or held in the GPS database is up-to-date. For pilots without autopilots, the diversion of the pilot s attention from flying the plane to managing the 24 MARCH 2006 radios is one of the leading causes of course and altitude deviations. Therefore, this approach means diversion of the pilot s attention is significantly reduced, which translates directly to a higher probability that the plane will stay on its assigned altitude and heading, and that the pilot will not inadvertently lose control or descend into a nearby obstruction or aircraft while the pilot is busy tuning the radio. For those pilots whose airplanes have dual nav/comms without memory or auto-load functions, there is a simple trick. Pilots who are adept at CRM will alternate between radios with each frequency change. Take off on comm 1, select comm 2 for Departure, and then go back to comm 1 when handed off to the next controller. The advantage here is simple: If you were handed or wrote down the wrong frequency, you can bounce back to the previous frequency quickly with a minimum of distraction, and pick up the right frequency. Pilots who fly in instrument conditions with a single nav/comm need to make extra effort to maintain their communication logs, writing down each frequency as it s assigned before making the change. When possible in instrument conditions, request information on the next sector from the controller working you, including the expected frequency. This allows you to pre-stage your frequency information so that you have a minimum diversion at the hand off to the next ATC sector an important factor When launching into adverse weather conditions, pilots need to have virtually zero tolerance for unexpected equipment conditions. {
Handheld GPS receivers usually have moving maps that help situational awareness, but some pilots rely too heavily on them for navigation. if other elements arise that increase your workload during the frequency change. Another potential source of trouble arises in the proper operation of the avionics. Certainly as an aircraft owner but even as simply as a pilot, adjust your tolerance level for squawks with the aircraft along with the challenges of a particular flight. For example, if you are planning a short VFR flight and the airplane is equipped with dual nav/comms, you might be more willing to accept a nav/comm that doesn t transmit as well as you would like. Conversely, if you are planning a long IFR flight in adverse conditions, you cannot tolerate such a radio problem, because working around that in the cockpit might increase your workload and risk to unacceptable levels. When launching into adverse weather conditions, pilots need to have virtually zero tolerance for unexpected equipment conditions. Whether this is static in comm 2 or an occasional glitch in the GPS, the challenge of instrument conditions is high enough without adding in equipment malfunctions to troubleshoot or loss of what may be a critical capability. ELECTRONIC AND PAPER The development of the moving map display has done wonders to improve both situational awareness and cockpit resource management. Accurate mapping helps most aspects of the pilot s performance simply by eliminating EAA Sport Aviation 25
{ the eternal question, Where am I in relation to the airport/waypoint? Because the moving map shows the pilot exactly where the airplane is, those questions are eliminated, along with the attention-diverting review of the maps against the navigation fixes or ground-based landmarks. The power of the moving map is, however, a double-edged sword. Along with the convenience of electronic routing comes the tendency to rely heavily on the digital map, even to the point of not carrying paper charts. A failure of the moving map display, the navigator, the GPS signal, or the airplane s electrical system can have Using an autopilot that you know works only marginally or that you don t know how to properly operate will increase your workload and can challenge your ability to complete the flight safely. { 26 MARCH 2006
you scrambling to get the hard copy on line with a minimum of disruption and distraction. GOT GEORGE? If you are flying in marginal VFR or IFR conditions and have a working autopilot on board, using it is a good way to reduce your cockpit workload and improve your cockpit resource management. Even a properly operating wing-leveler can help by allowing you more seconds to divert your attention to other issues in the cockpit while maintaining course and altitude. Think of it this way: The autopilot is the equivalent of your copilot. You can either use it to make your flight easier, or decide not to use it, and face more challenges. In terms of improving your CRM, using a properly working autopilot is a way to make a prompt improvement. Conversely, using an autopilot that you know works only marginally or that you don t know how to properly operate will increase your workload and can challenge your ability to complete the flight safely. If your autopilot isn t working right, the best thing to do is get it fixed or turn it off. Finally, autopilots have a number of different failure modes, ranging from runaway trim to incorrect tracking. Any pilot who operates an airplane on autopilot should know every possible failure mode and know how to disconnect the autopilot every way possible. While it s possible to physically overpower the autopilot servos, it adds greatly to your risk. ELIMINATE CONFUSION Prior to flying in challenging conditions, make sure you eliminate anything that could cause confusion. If you have a nonfunctional piece of avionics on board, such as an automatic direction finder (ADF), take a moment to cover the indicator. The idea here is to remove anything from your scan that doesn t contribute to safe flight, or that could cause confusion if you look at it and attempt to interpret a misleading indication. The cover can be as simple as a piece of masking tape, or as fancy as one of those suction cup instrument covers all that is important is that the nonfunctional gauge is covered. Just how sharp your cockpit resource management skills need to be depends directly on the complexity of the flight. Flights on perfect VFR days would require low levels of CRM, since they would contain few hazards and risks. Conversely, flights in marginal VFR conditions would require additional CRM, including listing the appropriate air traffic control frequencies should you encounter deteriorating conditions and need to divert or air-file an IFR flight plan. As you would probably expect, flights that are planned to take place EAA Sport Aviation 27
you scrambling to get the hard copy on line with a minimum of disruption and distraction. GOT GEORGE? If you are flying in marginal VFR or IFR conditions and have a working autopilot on board, using it is a good way to reduce your cockpit workload and improve your cockpit resource management. Even a properly operating wing-leveler can help by allowing you more seconds to divert your attention to other issues in the cockpit while maintaining course and altitude. Think of it this way: The autopilot is the equivalent of your copilot. You can either use it to make your flight easier, or decide not to use it, and face more challenges. In terms of improving your CRM, using a properly working autopilot is a way to make a prompt improvement. Conversely, using an autopilot that you know works only marginally or that you don t know how to properly operate will increase your workload and can challenge your ability to complete the flight safely. If your autopilot isn t working right, the best thing to do is get it fixed or turn it off. Finally, autopilots have a number of different failure modes, ranging from runaway trim to incorrect tracking. Any pilot who operates an airplane on autopilot should know every possible failure mode and know how to disconnect the autopilot every way possible. While it s possible to physically overpower the autopilot servos, it adds greatly to your risk. ELIMINATE CONFUSION Prior to flying in challenging conditions, make sure you eliminate anything that could cause confusion. If you have a nonfunctional piece of avionics on board, such as an automatic direction finder (ADF), take a moment to cover the indicator. The idea here is to remove anything from your scan that doesn t contribute to safe flight, or that could cause confusion if you look at it and attempt to interpret a misleading indication. The cover can be as simple as a piece of masking tape, or as fancy as one of those suction cup instrument covers all that is important is that the nonfunctional gauge is covered. Just how sharp your cockpit resource management skills need to be depends directly on the complexity of the flight. Flights on perfect VFR days would require low levels of CRM, since they would contain few hazards and risks. Conversely, flights in marginal VFR conditions would require additional CRM, including listing the appropriate air traffic control frequencies should you encounter deteriorating conditions and need to divert or air-file an IFR flight plan. As you would probably expect, flights that are planned to take place EAA Sport Aviation 27
COCKPIT resource management in actual instrument conditions require a higher level of cockpit resource management. This would be the time where you would have your frequencies pre-loaded when possible, your avionics tuned to the next frequency for nav or communication purposes at the right time, and your avionics properly checked out in the preflight to assure that they will function for you when they need them. Cockpit resource management is a way to focus more of your time on flying when it is important, by using all of the tools that are available on your aircraft. This in turn allows the pilot to maintain better course and altitude control, which ensures the safety of the flight. When you look at CRM in those simple terms, it is easy to see how taking a few simple steps can improve the safety of your flights. Raising Your Equipment IQ {N NOW THAT YOU ARE ALL FIRED UP and ready to the computer-based training program is that you guide guid{ go on improving your cockpit resource management, yourself. The computer-based training programs use an where do you turn to get the knowledge, information, or approach of show, walk-through with cues, and then a training you need? A multitude of sources exist that can final checkout where you have to solo with no help, help you raise your equipment IQ to the level that you which tends to reinforce the necessary behaviors better. will be a virtual Einstein in the use of your avionics. What works better than the basic simulator is one As an example, ASA (www.asa2fly.com) and Electronic of the many programs available on DVD. We found Flight Solutions (www.electronicflight.com) offer a wide several video courses on DVD from King Schools (www. array of computer-based training programs for avionics. kingschools) and Sporty s Pilot Shop (www.sportys.com) EFS offerings cover everything from the popular Garmin that cover flying behind weather radar, flying the Garmin line through Bendix/King s powerful integrated hazard G1000 panel, using datalink weather in the IFR Risk awareness system, or IHAS. Another firm with training Management program, getting used to standard GPS software for avionics is Pegasus Interactive, which procedures in the GPS Techniques program, or flying the sells the VFlite (www.vflite.com) line of computer-based Avidyne Entegra glass panel. The videos are instructive, training solutions. VFlite has programs for the Garmin and allow you to get a feel for the right moves to make in 530/430 series, Garmin GPSMap 196 and 296 handhelds, the cockpit. and Lowrance AirMap 2000C, 1000/500 models. When we looked for cockpit and classroom training, The advantage of computer-based training programs we were impressed by the variety that is available. There is that you can simulate the use of your equipment in an are instructors across the country who specialize in environment that isn t burning gas and, more importantly, providing advanced avionics training. These instructors not distracting you from the important job of flying the are prepared to help you to learn the intricacies of the airplane while you learn. various avionics that are part of your airplane, and in You can also find traditional paper manuals out there, doing so, help you to become more proficient. We also beyond the instruction manuals that come with the found a number of avionics shops out there that were avionics. ZD Publishing (www.zdpublishing.com) offers offering courses that ranged from a few hours to a $600 instructive manuals for 11 different GPS receivers and full-day course that included a combination of classroom avionics, ranging from the Bendix/King to the Garmin line. and flight time. The pages of the manuals take you step by step through What all this means is that if you want to get a better each of the products features, helping you to better learn handle on your avionics, you need only look on the the features and become more proficient at their use. Internet, in Trade-A-Plane, in type club newsletters, or in A number of avionics manufacturers include a basic Sporty s catalog, and pick your favorite choice. With this system simulator with their avionics. In most cases, these approach, you ll be able to get more out of your avionics can be downloaded free of charge from the company than you might have imagined possible, and in doing website. These systems do a good job of letting you so, improve your ability to manage your cockpit more try out the various functions. Where they differ from effectively. 28 MARCH 2006