Another situation used in the simulator experiment reflected real world changes in approach that are common and can be assigned on short notice. Once again, the analog crews transitioned more easily to the parallel runway’s localizer, whereas the EFIS crews had a much more difficult time with the pilot going head down for a significant amount of time trying to program the new approach into the FMS.

While a pilot’s lack of familiarity with the EFIS is often an issue, the approach would have been made easier by disengaging the automated system and manually flying the approach. At the time of this study, the general guidelines in the industry were to let the automated system do as much of the flying as possible. That view has since changed and it is recommended that pilots use their best judgment when choosing which level of automation will most efficiently do the task considering the workload and situational awareness.

Emergency maneuvers clearly broadened the difference in manual flying skills between the two groups. In general, the analog pilots tended to fly raw data, so when they were given an emergency, such as an engine failure, and were instructed to fly the maneuver without a flight director, they performed it expertly. By contrast, SOP for EFIS operations at the time was to use the flight director. When EFIS crews had their flight directors disabled, their eye scan again began a more erratic searching pattern and their manual flying subsequently suffered.

Those who reviewed the data saw that the EFIS pilots who better managed the automation also had better flying skills. While the data did not reveal whether those skills preceded or followed automation, it did indicate that automation management needed to be improved. Recommended “best practices” and procedures have remedied some of the earlier problems with automation.

Pilots must maintain their flight skills and ability to maneuver aircraft manually within the standards set forth in the PTS. It is recommended that pilots of automated aircraft occasionally disengage the automation and manually fly the aircraft to maintain stick-and-rudder proficiency. It is imperative that the pilots understand that the EFD adds to the overall quality of the flight experience, but it can also lead to catastrophe if not utilized properly. At no time is the moving map meant to substitute for a VFR sectional or low altitude en route chart.

In a single-pilot environment, an autopilot system can greatly reduce workload. [Figure 2-23] As a result, the pilot is free to focus his or her attention on other flight deck duties. This can improve situational awareness and reduce the possibility of a CFIT accident. While the addition of an autopilot may certainly be considered a risk control measure, the real challenge comes in determining the impact of an inoperative unit. If the autopilot is known to be inoperative prior to departure, this may factor into the evaluation of other risks.

For example, the pilot may be planning for a VHF omnidirectional range (VOR) approach down to minimums on a dark night into an unfamiliar airport. In such a case, the pilot may have been relying heavily on a functioning autopilot capable of flying a coupled approach. This would free the pilot to monitor aircraft performance. A malfunctioning autopilot could be the single factor that takes this from a medium to a serious risk. At this point, an alternative needs to be considered. On the other hand, if the autopilot were to fail at a critical (high workload) portion of this same flight, the pilot must be prepared to take action. Instead of simply being an inconvenience, this could quickly turn into an emergency if not properly handled. The best way to ensure a pilot is prepared for such an event is to carefully study the issue prior to departure and determine well in advance how an autopilot failure is to be handled.

As previously discussed, pilot familiarity with all equipment is critical in optimizing both safety and efficiency. If a pilot is unfamiliar with any aircraft systems, this will add to workload and may contribute to a loss of situational awareness. This level of proficiency is critical and should be looked upon as a requirement, not unlike carrying an adequate supply of fuel. As a result, pilots should not look upon unfamiliarity with the aircraft and its systems as a risk control measure, but instead as a hazard with high risk potential. Discipline is key to success.

Automation can assist the pilot in many ways, but a thorough understanding of the system(s) in use is essential to gaining the benefits it can offer. Understanding leads to respect, which is achieved through discipline and the mastery of the onboard systems. It is important to fly the aircraft using minimal information from the primary flight display (PFD). This includes turns, climbs, descents, and being able to fly approaches.

The use of an EFD may not seem intuitive, but competency becomes better with understanding and practice. Computer- based software and incremental training help the pilot become comfortable with the onboard suites. Then the pilot needs to practice what was learned in order to gain experience. Reinforcement not only yields dividends in the use of automation, it also reduces workload significantly.

The key to working effectively with automation is getting beyond the sequential process of executing an action. If a pilot has to analyze what key to push next, or always uses the same sequence of keystrokes when others are available, he or she may be trapped in a rote process. This mechanical process indicates a shallow understanding of the system. Again, the desire is to become competent and know what to do without having to think about, “what keystroke is next.” Operating the system with competency and comprehension benefits a pilot when situations become more diverse and tasks increase.