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Old 5th Dec 2019, 13:20
  #98 (permalink)  
safetypee
 
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Starbear, our interpretations of this report differ, as might be expected by the human condition.

Similarly with other examples; accidents involving human-automation interaction, indications, alerting, and physical interaction with aircraft trim or autopilot. I recall that one of the examples and possibly two others (A310, Avro RJ) involved overpowering the autopilot causing the trim to run. The latter two resulted in aircraft modification, but other manufacturers argued, as you might, that the human should manage systems, where others would see them as weak / flawed designs.

Certification regulations now require improved human - autos interaction, but not retrospectively. [for info, see the AMS 737 report - annex of comments, manufacturer / FAA / investigator. Chilling similarities with recent events.]

A problem with this line of thought is that it might exclude the wider picture, to consider other factors and interactions, which will also differ according to viewpoint, within or after the fact.

Your views on WS GA are useful, thanks. However, with the advent of sophisticated detection systems, differentiating predictive or reactive WS, and possibly excess energy, result in more, and case sensitive alerts and procedures; general or specific SOPs. This adds complexity to operations and training, increasing demands on situation awareness an interpretation. So claimed technical safety improvement, may be diminished by more dependence on stretched human ability in rare and surprising situations.
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