Automation Nation
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Are we letting the computers fly too much? I believe so, I know many of my blogging colleagues would also agree.
We seem to be going backward – better technology, but crappier pilots.
I have noticed that training vendors for professional pilots tend to assume that you know how to fly the airplane and they focus on using the automation so you are comfortable with it. While that makes complete sense, it doesn’t account for what we are quickly realizing – Knowing when to turn it off and do that ol’ fashion pilot stuff is really the most important part.
And it’s not just the big boys that are creating carnage, there are plenty of TAA (Technologically Advanced Aircraft) that have made GA pilots into systems operators which culminate into a predictable results. Combine that with the “pull the rip chord” mentality of some of the folks I have observed and you have a true recipe for disaster. Maybe it’s good training ground for the Jetson-era that we are rapidly approaching, where machines are in charge and we just “direct” the outcome, but we aren’t there yet – thank goodness! We are in charge and we have to be able to control the flight path of our aircraft from start to finish.
Remember when airplanes were weak and the pilots were strong? Now I feel it’s the other way around. We have relegated not only our hand-flying skills, but also our ability to maintain situational awareness (SA) to the onboard microelectronics. With cheaper and more available computing power, this conflict between physical flying skills and automation was bound to happen. When you see how Airbus aircraft have struggled with this over the years with fly-by-wire, it’s obvious we have more learning to do even in that well-proven arena (AF447). It just proves the point that the more removed we become from the equation, the harder it is to depend on the pilot to save the day if things go wrong.
What are some solutions for the GA world?
a.) Different training and currency standards for TAA drivers:
At a minimum I would suggest standardized BFRs for pilots of TAA aircraft that have them demonstrate stick-and-rudder proficiency. Additionally, on instrument competency checks I would challenge them to do raw data, full, non-precision approaches to exercise their ability to maintain SA; I bet that will get some people’s attention. I would wager that some instructors are already doing this. Kudos to them.
b.) Lower the price to fly:
Doing this will allow folks to fly more and therefore practice all aspects of currency. We need to be fluent in the automation, which takes time. We also need to be proficient at hand-flying, which takes practice. Both of these are perishable skills and with the high cost of fuel it’s hard to justify burning it for the sake of maintaining currency.
If you find yourself using the autopilot as a crutch, I invite you to turn it off and switch on the meat-servo and practice your craft. Maintain your skills.
The automation is good at flying…and good at making us bad pilots.
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I am reminded of an old story: The passengers were all on board the aircraft preparing for takeoff. The cabin attended announces that “This will be the first fight on which there is only one pilot and a dog in the flight station. The pilot is there only to feed the dog and the dog is there to bite the pilot of he tries to touch anything.”
I think it is time to change the rules so that the flight attendant feeds the dog and the dog is there is to bite the pilot if he takes his hands and feet OFF the controls.
That’s too funny. I love it.
Keep talking about this Brent. The hands on skills of pilots will continue to degrade if they don’t make the effort to stay sharp. Knowing how to use the automation must include knowing how to step down in levels of automation as the situation allows (demands).
Bill,
You are so right.
I’ll keep preaching.
Brent
Brent,
Reminds me of our July Blogging in Formation posts, about the Future of U.S. Aviation. I blogged at length about that very thing.
As an Airbus Captain, when I’m back in the sim, the Instructor keeps telling us that we can always “turn off the magic” and fly the plane!
Conversely, however, as a “3D Cruise Control,” the autopilot is INVALUABLE for getting us away from the minutiae of driving, so we can step back and see the big picture…and get our attention OUTSIDE the cockpit, where it belongs!
Eric
Eric,
You are so right. The secret sauce is in the balance, something I don’t think we’ve mastered across the board.
Brent
Spot on. And I think editorials like this one are starting to make some headway against the tide of automation and atrophying skills.
It’s funny, even if I “hand fly” the Gulfstream a lot, I’m still not doing much beyond flying straight and level with the occasional very shallow banked turn. I think getting out of the jet and into an aerobatic tailwheel airplane really cranks up the learning — and the fun.
But something tells me you have a story to tell us in that regard.
–Ron
Ron,
Thanks yes!
The course I just took really rammed this home. It was the best training I’ve ever received.
Keeping our skills isn’t easy. I like your idea of hoping out of the jet and into the Pitts for real stick n rudder currency – that seems to be the way to go.
Brent
Amen to all that!
A couple years ago I had occasion to talk with a ‘big-iron’ pilot for a well-known carrier. He had rented a Cherokee 140 at our local FBO for, his words, “some real flying” practice. We talked at length and he told me how with all the automation it’s so easy to lose the real stick & rudder skills, that so many of his colleages have become basically button pushers who seldom hand-fly anymore. From the conversation, I’d say he would agree with you completely. .
Mike,
Thanks for sharing that. It was great that he was so honest about the reality of the situation.
Brent