boundaries. This distraction could perhaps be something as simple as too much discussion on generalities with a passenger, but also had numerous instances involving cockpit equipment, either new in the aircraft, or new to the pilot who was determined to learn via first use en route or, as some would say, ‘wing-it’. Ask yourself if, away from aviation,
chatting too much with friends while having fun, or using ‘trial and error’ on new electronics sounds all that unusual? It is perhaps ‘life as we know it’ for many. What isn’t acceptable is that the pilot is not distinguishing between environments (such as a flight) for such behaviour to be acceptable. This new finding of ‘cockpit distraction’
was predicted in Clued Up when the previous infringement study was published three years ago, and here’s a quote directly from it: “You can plan in advance on how to
cope, it’s all part of the ‘Threat and Error Management’ that we will hear more and more about. “For example, if you are not very familiar with the operation of a complex GPS in the aircraft, decide during preflight planning that you will drastically simplify how you will actually use it during the flight. Similarly, if any piece of equipment suddenly starts to demand too much of attention during the flight, it’s vital to recognise what is happening and revert to a less demanding procedure if possible. “There’s also no reason why you shouldn’t
tell a controller you are subject to unplanned heavier workload due to some equipment problem, it can help them keep an eye on your progress.” However, don’t assume in reading the
FASVIG report that it is only complex equipment causing distractions. In the recent study there were cases of pilots distracted by very simple electronics, even transponders distracting the pilot for minutes because the operation was different from the previous transponder the pilot was used to operating. One of the main messages of the FASVIG
report seems to be that we have all been lax in adopting good GPS training and usage in the GA pilot population (GPS in this case includes panel mounted or handheld pure GPS units and the various software products designed for VFR navigation). It would be perhaps shocking to an outsider examining GA training and day-to-day flight practices to discover that we have easily available electronic means of discovering where we are at all times, and years of communications about the problem of infringements, yet we have nearly a thousand incidents a year
where either a GA pilot doesn’t seem to care where they are, or for a time, simply doesn’t know and doesn’t try to find out. My personal worry is that this ‘outsider’
examining GA practices could be the head of an inquiry into a fatal accident caused directly or indirectly by an unnecessary infringement. In that case, GA pilots could easily find their hobby changed forever, it has already happened in another amateur sport, pistol shooting, after a fatal tragedy in Dunblane some 20 years ago. Don’t ever believe an infringement- linked aviation tragedy is impossible.
Irv Lee is a well-known UK Flight Examiner, a prolific aviation writer and the pilot behind FlyOnTrack.
SOME ALLEVIATIONS, SUGGESTIONS AND RECOMMENDATIONS
The FASVIG report looks at many options, but suggestions that 80% of the infringements studied would have been either prevented or the effects very much mitigated by the aircraft being in a ‘known environment’. This is a general cover-all term for an aircraft using a radar based service, listening squawk, etc which means the aircraft is known to a controller or can be easily contacted should it stray towards or into regulated airspace. It’s well worth reading this section of the main FASVIG report.
Distraction by new kit is increasingly an issue
Autumn/Winter 2016 CLUED UP 29
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