BRIEFING FOR GO-AROUND

Briefing for a go-around is essential as it is not carried out frequently and helps in the crew forming a clear mental image of sequence of actions/flow, refresh on applicable callouts,task sharing during the maneuver and on the deviation awareness.

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This is ideally carried out prior to top of descent along with approach briefing preparation. In addition to briefing the specifics for the go-around procedure, it's an opportunity to touch upon the level of automation being used for the approach and the task sharing thereof.This will  help increase the crew awareness level with respect to the various automation modes being used.

It is also recommended by airbus as deemed practical to briefly recall the main key points of go-around and missed approach when on the final approach or after completing landing checks. Crew also shall be go-around minded all along the final approach phase and landing and avoid falling into the trap of being indecisive and not asserting to go-around.

Operators could further specify a set of conditions/situations wherein it could be recommended to crew to initiate a go-around as a policy to help crew take a step forward to be more assertive and decisive.

Do you know of your operator or others  who have gone down this path??? Kindly comment below and let us know what you think of this.

WORKLOAD MANAGEMENT BY FLIGHT CREW

Key to conducting a flight efficiently and safely is to effectively manage the workload one is faced with during different phases of the flight.
Flight crew workload is typically shared between a Captain and a First Officer.Whilst one takes up the mantle of pilot flying, the other crew carry out the pilot not flying/ pilot monitoring duties.
Workload management is regulated within the frame work of operations by promulgating standard operating procedures, task sharing principles,time management and so on.

Workload is the highest for flight crew during preflight, taxi out, take off and climb to cruise level, before top of descent, during descent, approach, landing and taxi in to bay.
Procedures detailed ensure that they clearly define various tasks carried out during these times and by whom it is executed to regulate the workload and lessen the burden.

Not withstanding the above, during emergency and multiple emergency situations, despite the crew being trained in handling situations in various scenarios, one is faced at times with situations wherein the crew need to dig deep and face occasionaly tremendous increase in their workload, also termed as task saturation. Only way to manage highly increased loads is to prioritise the tasks, work  with fellow crew,share the work  load and seek similar assistance from cabin crew, ground control and others , to manage the emergency to ensure a safe landing.
Workload management forms part of Crew resource management(CRM) training and equips one with dealing in situations which he hasn't dealt before.

DISTRACTIONS & INTERRUPTIONS IN COCKPIT

Why do they occur??

As per Airbus Briefing notes, the following

are the main reasons identified:

·      Communications

·      Head down activity

·      Abnormal condition or unanticipated situation

When do they occur??

They occur during high workload times, such as during pre-flight preparation, taxi for takeoff, approach  preparation, during briefing prior to descent, descent, during approach, and landing phase.

How can it be addressed??

It can be addressed by robust procedures and policies and adherence to them.

During pre-flight, there is a lot of activity around the cockpit and this is the crucial time that the  interruptions due ground personnel, load and trim sheet, fuelling and techlog  activity, cabin crew coordination, passenger boarding,and so on tend to throw the crew away from the task at hand. Thrust should be on regaining the thread effectively from where it was left and pick it up. Most airline procedures advocate going back to the beginning of the checklist to resume, once the checklist is interrupted.
Crew have made errors in entering wrong load sheet data, due to distraction or interruptions, which in some cases have lead to incidents/accidents.

                     

Also, noted is the case of Eastern L1011 crash at Everglades, which was due to distraction of crew from primary task due to landing gear light bulb malfunction.

What are industry line of defense to counter this??

• ·     Company SOP
• ·     Company policy
• ·     Effective communication
• ·     Sterile cockpit below 10,000ft AAL in flight, and during ground operations
• ·     CRM

CAPTAIN AND CO-PILOT

Captain is pilot in command vested with  a legal responsibility and is overall incharge of the flight.
Aviation has evolved from a single pilot operation to a  co-pilot being introduced who was generally a backup, should the Captain be unable to discharge his duties. An element of safety being introduced  or enhanced, with a backup pilot in the name of co-pilot. The co-pilots during earlier days of introduction were not allowed to handle controls by the captains.


From the earlier concept of backup pilot, the role of a co-pilot has undergone a sea change.  With modern aircrafts and introduction of complex aircraft systems, the Captain needed an active helping hand to share the workload. The role of copilot  evolved from a backup mode to that of  an active crew member, opportunity in handling the controls as well, and last but not the least, in taking command decisions under Captain grooming for the role of captaincy.


Copilot in his new avatar is being viewed as Captain in waiting and is being accorded all the exposure in decision making and handling the controls.
The power gradient between a Captain and co-pilot seemed to have reduced over a period of time and the role of a co-pilot being accorded equal importance.


I wouldn’t be surprised if one comes across a old pilot who still believes the role of a copilot as a backup only!!!!!!

AUTOMATION -- Automation in the Cockpit

Is Automation in cockpit a boon or bane???

Increased automation in cockpits has changed radically how our cockpits look and work is carried on.

Either the automation is either too complex for human operators to comprehend, or is the information in the manuals inadequate, or is it the automation integration that seems to be the problem, or is it the lack of enough emphasis on the use of automation in the training curriculum the problem, or is it the complacency that sets in with overuse of automation and skills degeneration with overuse of automation the problem, or is the problem with operating procedures not adequately  addressing the use of automation in cockpits???

Send in your views

FLIGHT PROCEDURES -- Go-Around Minded

0. If a go-around is initiated, the flight crew must not reverse the decision and retard the throttle/thrust levers as it is proven to be detrimental to flight safety.
   Reversing a go-around decision usually is observed when the decision to reject the landing and to initiate a go-around is taken by the one crew member, but is overridden by the other crewmember.
   Runway overruns, impact with obstructions and major aircraft damage (tyre burst,wing tip scrape or post impact fire) often are the consequences of reversing an already initiated rejected landing.