> What I would like to know is:
> 1) What are different philosophies concerning automation?
=======The main discussions that come up here center around how much and
when you should or should not use the automatic features. I think that
there are several interesting guides here:
1. Do the task to be accomplished in the easiest manner. Often
this is referred to as use the right tool for the job. If there is a descent
to be made, the choices could be manual control, Level change, Vertical
Speed, or VNAV. Often, VNAV is the hardest one to setup and use while with
one or two button pushes on the autopilot/FD the pilot can get the descent
going and can go on to another task such as looking out for traffic.
2. A point to be made is that in most cases the automatics have led
to a higher level of safety in operations. There certainly are some
exceptions to this as we all know but in general I think that statement will
hold water, particularly in the autoland area. Sometimes the auto operation
is not followed closely by the pilot and it will do something that was not
desired...sometimes caught by the pilot and sometimes not.
3. Pilots should always maintain the thing called situational
awareness...regardless of who or what is flying the airplane.
Overconfidence in the auto systems is something that should be avoided.
This trend is seen in pilots who are relatively new to the auto systems and
have the belief that the auto systems will always be smarter than them.
More experienced pilots are usually more wary, confident of their own
judgements, and fare better with the auto systems.
4. If the pilot does not perform some manual flight, the ability to
fly well without the automatics is compromised. Therefore, some manual
flight should be accomplished in spite of the fact that auto systems are
available.
> 2) Does your company have any SOP's (or does your research recommend
>any SOP's) about when to (or not to) use the computer/autopilot?
( I can only give my own ideas here as I don't rate a company right now.)
If things were getting terse in the cockpit such as in a low weather
approach, I would tend to rely strongly on the automatics...with a lot of
follow up on my part.
If it is a nice day and everything is going well, a good manual
flight might be in order.
Usually, in abnormal situations, I would revert to manual control to
avoid automatic control problems that can develop.
> 3) Is there specific guidance about who (PF/PNF) makes inputs to the
>FMS and when?
In the 737 training courses, the pilot not flying will adjust the
MCP controls for the pilot who is manually flying the airplane, especially
during the takeoff phase.
When the automatics are on, the pilot who is flying usually makes the
changes/inputs to the systems.
Various techniques exist for the FMC/CDU inputs:
PNF might make the required changes while the PF will
execute the changes.
PF might do the whole trick himself
PNF might do the whole trick himself
IMPORTANT POINT: Both of them must not be heads down on the CDU at the same
time!!
> 4) How do you train pilots who are moving into automated cockpits for
>the first time?
Slowly! This is another area of big discussion. Is the pilot a
young person or an older person? Older generation pilots tend to be very
wary of the new systems and often consider the auto crap a threat to their
image. Extra time has to be expended to get them confident and thoroughly
familiar with the system operation or they will shun it. Younger pilots are
more at home with computers and magic and usually will adapt faster. I
personally believe that the best way to progress in this situation is to
teach the pilot to manually operate the new airplane in all flight
regimes...this is easier with the older pilots. Then, show them how the
Flight Director can be used to assist them in manual flight. Next, engage
the autopilot and let the pilot monitor carefully, what is going on in all
the phases of flight. Last, get into the FMC/CDU and explain the setup and
use of VNAV and LNAV for autopilot/Flight Director control. This leads the
new pilot from something he has known to something he has no idea about.
Unfortunately, this is often the feeling the pilot has when the program is
done due to the short length of current training programs.
> 5) How does CRM training differ for a two-man cockpit versus a three
>man cockpit?
Different assignment of duties I would guess...no experience with this.
>
>Also, I would be interested in anything else related to automation
>training.
>
===I can only say that the C-17 cockpit is going to be an excellent design
for your project...Good luck.
Reid Fairburn
Creative Kingdom, Inc.
cr_king_at_cr_king.seanet.com
206-946-4815