ACTIVE MONITORING
The importance of active monitoring is one of the growing key messages in our industry. A recent investigation report concluded that one contributing factor related to a CFIT accident during a non-precision approach was the inadequate monitoring of primary flight parameters during the go-around, which may have been worsened by the PM’s attention all tunneling on the management of the aircraft flap configuration.
A focus on flight path monitoring has been made by the industry in several studies and related safety improvement strategies over the past 25 years. The National Transportation Safety Board determined in a study of air carrier accidents that 84 percent of the 37 reviewed accidents involved inadequate crew monitoring or challenging. The International Civil Aviation Organization (ICAO) found inadequate monitoring to be a factor in 50 percent of controlled flight into terrain accidents.
Regional operations have a specific operational environment that need to be accounted for, while the categorized risks are the same as for the entire commercial industry; the level of exposure to the identified threats may be higher, given the increased number of cycles per day, as well as, the specific environmental and infrastructural conditions.
The importance of active monitoring is one of the recurrent key messages provided during ATR Flight Safety conferences. Presentations such as “Watch your speed in cruise”, “Watch your speed in approach” and “Prevention of loss of control” all emphasized this point.
In-service experience and feedback from type-rating and recurrent training also highlight that active monitoring is greatly enhanced by the knowledge of automation. For example, ATR training captains identified the three following scenarii as classical examples where the knowledge of Auto Flight Control System and setting of FMS parameters weakens.
1 – Automatic mode reversion of AP/FD into basic mode
In case of automatic mode reversion, a triple click warning is triggered: the crew must immediately check the FMA and take appropriate actions.
2 – Appropriate navigation source setting
Appropriate insertion of navigation source and coupling to prevent inaccurate guidance.
3 – Flight plan discontinuities clearance
Clearing route discontinuities and undesired waypoints so the FMS flight plan only reflects the anticipated waypoints to be flown.
When flying over a waypoint followed by a discontinuity, the AP will revert to the basic lateral mode. In addition, degraded predictions, which are defined beyond the discontinuity, may be generated.
The previous scenario occurred on the accident of a cargo aircraft, which, impacted short of the runway during a non-precision approach; the programming of the FMS without clearance of a flight plan discontinuity generated an unrealistic glideslope for the approach. The crew followed the projected path, inadvertently descended below the minimum approach altitude and subsequently into terrain. The investigation report stated that the flight crew’s failure to properly configure and verify the flight management computer for the profile approach was a main contributing factor to the accident.
How to improve monitoring?
Specific guidance on how to improve monitoring encourage crews to “Stay in the loop by mentally flying the aircraft even when the autopilot or other pilot is flying the aircraft.”
Enhance monitoring by knowing what the system is doing (Understand), why it is doing what it does and what it will do next (Anticipate), to either detect and communicate any deviations (Shared Situation Awareness), or take timely corrective actions when things don’t go as expected (Take Over).
Defining what monitoring is and training specific monitoring tasks for Pilot Flying (PF) and Pilot Monitoring (PM) positions. Promoting an atmosphere in which either pilot can challenge the other in spite of his position is essential, as monitoring becomes ineffective when the identified deviations are not pointed out or acted upon. Pilot task allocation can integrate this notion, ensuring that each pilot understands his/ her responsibility for monitoring and the importance of the monitoring task.
Other monitoring good practices include, being aware of the phases where high workload situations are expected, such as the approach and the moments when there is a change in the energy state of the aircraft. When an unexpected high workload is established, if necessary, increasing the time available to assess and treat the situation or reduce and prioritize tasks performed by the crew.
Train the monitoring skills, including scenarios to develop, enhance and preserve pilot monitoring skills, by making use of tools, such as EBT training, in service feedback, FFS and LOFT training.
Adhere to standard operating procedures, monitor when it matters, and remember to follow ATR SOPs golden rules.
1 – FLY, NAVIGATE, COMMUNICATE – IN THAT ORDER
2 – ONE HEAD UP AT ALL TIMES
3 – KNOW AND UNDERSTAND YOUR FMA AT ALL TIMES
4 – WHEN THINGS DON’T GO AS EXPECTED: TAKE OVER
5 – USE THE PROPER LEVEL OF AUTOMATION
