Practicing manual flying in jet transport ops.
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Practicing manual flying in jet transport ops.
Some may have already seen this FAA SAFO. But it raises the question of various limitations that prevent manual flight practice.
SAFO
Safety Alert for Operators
U.S. Department SAFO 13002
of Transportation DATE: 1/4/13
Subject: Manual Flight Operations
Purpose: This SAFO encourages operators to promote manual flight operations when appropriate.
Background: A recent analysis of flight operations data (including normal flight operations, incidents, and accidents) identified an increase in manual handling errors. The Federal Aviation Administration (FAA) believes maintaining and improving the knowledge and skills for manual flight operations is necessary for safe flight operations.
Discussion: Modern aircraft are commonly operated using autoflight systems (e.g., autopilot or autothrottle/autothrust). Unfortunately, continuous use of those systems does not reinforce a pilot’s knowledge and skills in manual flight operations. Autoflight systems are useful tools for pilots and have improved safety and workload management, and thus enabled more precise operations. However, continuous use of autoflight systems could lead to degradation of the pilot’s ability to quickly recover the aircraft from an undesired state.
Operators are encouraged to take an integrated approach by incorporating emphasis of manual flight operations into both line operations and training (initial/upgrade and recurrent). Operational policies should be developed or reviewed to ensure there are appropriate opportunities for pilots to exercise manual flying skills, such as in non-RVSM airspace and during low workload conditions.
In addition, policies should be developed or reviewed to ensure that pilots understand when to use the automated systems, such as during high workload conditions or airspace procedures that require use of autopilot for precise operations. Augmented crew operations may also limit the ability of some pilots to obtain practice in manual flight operations. Airline operational policies should ensure that all pilots have the appropriate opportunities to exercise the aforementioned knowledge and skills in flight operations.
............................................................ ............................................................ ................................................
After reading that lot, and keeping in mind it is almost one year since the FAA published this SFO, the absence of any CASA advice on the subject suggests that in Australia at least, there is no official (CASA) interest in pushing operators to encourage manual flying under any conditions, let alone in good weather.
Allowing for obvious limitations in Australian airspace, such as RVSM and RNP operations, during what stages of a typical airline flight would the opportunities for manual flying practice be available to pilots if they choose to accept the FAA SAFO recommendations? And disregard personal preferences where some pilots simply cannot be bothered to conduct manual flight (apart from take off and short final for landing). From what I have observed there is no shortage of excuses among airline pilots to avoid practicing hand flying. That includes captains discouraging their first officers from keeping their hand in under suitable conditions
SAFO
Safety Alert for Operators
U.S. Department SAFO 13002
of Transportation DATE: 1/4/13
Subject: Manual Flight Operations
Purpose: This SAFO encourages operators to promote manual flight operations when appropriate.
Background: A recent analysis of flight operations data (including normal flight operations, incidents, and accidents) identified an increase in manual handling errors. The Federal Aviation Administration (FAA) believes maintaining and improving the knowledge and skills for manual flight operations is necessary for safe flight operations.
Discussion: Modern aircraft are commonly operated using autoflight systems (e.g., autopilot or autothrottle/autothrust). Unfortunately, continuous use of those systems does not reinforce a pilot’s knowledge and skills in manual flight operations. Autoflight systems are useful tools for pilots and have improved safety and workload management, and thus enabled more precise operations. However, continuous use of autoflight systems could lead to degradation of the pilot’s ability to quickly recover the aircraft from an undesired state.
Operators are encouraged to take an integrated approach by incorporating emphasis of manual flight operations into both line operations and training (initial/upgrade and recurrent). Operational policies should be developed or reviewed to ensure there are appropriate opportunities for pilots to exercise manual flying skills, such as in non-RVSM airspace and during low workload conditions.
In addition, policies should be developed or reviewed to ensure that pilots understand when to use the automated systems, such as during high workload conditions or airspace procedures that require use of autopilot for precise operations. Augmented crew operations may also limit the ability of some pilots to obtain practice in manual flight operations. Airline operational policies should ensure that all pilots have the appropriate opportunities to exercise the aforementioned knowledge and skills in flight operations.
............................................................ ............................................................ ................................................
After reading that lot, and keeping in mind it is almost one year since the FAA published this SFO, the absence of any CASA advice on the subject suggests that in Australia at least, there is no official (CASA) interest in pushing operators to encourage manual flying under any conditions, let alone in good weather.
Allowing for obvious limitations in Australian airspace, such as RVSM and RNP operations, during what stages of a typical airline flight would the opportunities for manual flying practice be available to pilots if they choose to accept the FAA SAFO recommendations? And disregard personal preferences where some pilots simply cannot be bothered to conduct manual flight (apart from take off and short final for landing). From what I have observed there is no shortage of excuses among airline pilots to avoid practicing hand flying. That includes captains discouraging their first officers from keeping their hand in under suitable conditions
Last edited by Centaurus; 9th Mar 2014 at 06:09.
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Practicing manual flying in jet transport ops.
Why would any airspace stop you from flying manually. You are a pilot for gods sake. Disconnect the automatics and enjoy it
Most if not all airlines have a "no unnecessary manual flight" policy.
In my organisation, it came from a lack of discipline i.e. Some guys not knowing when to knock it off and consequently fvcking it up.
Airlines don't allow enough sim time to actually practice hand flying and instrument scanning, apparently it is too time and cost intensive.
Another case of safety costs being managed by non-pilot accountants.
In my organisation, it came from a lack of discipline i.e. Some guys not knowing when to knock it off and consequently fvcking it up.
Airlines don't allow enough sim time to actually practice hand flying and instrument scanning, apparently it is too time and cost intensive.
Another case of safety costs being managed by non-pilot accountants.
'OE' that is indeed correct, only A/C with cert Alts & auto-flight systems & serviceable can operate in RVSM. Hand flying in RVSM airspace wouldn't ordinarily be acceptable. If yr auto flight system fails (same as hand flying) then you are required to vacate RVSM airspace as you no longer can comply.It's damned hard work keeping in tolerance at say 39000' for extended periods of time.
I believe under certain circumstances manual flight up to say the trans level would be acceptable & even then the work load is higher for the PNF which means the level of safety afforded by an AP is reduced & the whole reason why we have such sophisticated AP systems in the first place is to remove the lowest common denominator, the pilot:-)
Hand fly an ILS with A/T off, that's a challenge at times.
Wmk2
I believe under certain circumstances manual flight up to say the trans level would be acceptable & even then the work load is higher for the PNF which means the level of safety afforded by an AP is reduced & the whole reason why we have such sophisticated AP systems in the first place is to remove the lowest common denominator, the pilot:-)
Hand fly an ILS with A/T off, that's a challenge at times.
Wmk2
I'm sure most of you have seen it before, but for those who haven't, here's where you can find "Children of the Magenta". Very sensible advice - and only 10 years old, about time the authorities promoted it:
(Doesn't seem to play on all computers - if it doesn't work, try a different browser, or go to vimeo.com/64502012)
Re RVSM airspace: Shirley it's reasonable to do T/O, climb, and descent by hand.
Re RVSM airspace: Shirley it's reasonable to do T/O, climb, and descent by hand.
I'm all for practising the hand flying but it sucks up most of your SA which, quite often needs to be elsewhere.
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Of course the other guy would be loaded up more than when the Auto Pilot is engaged, but that's good to practice too!
So you pick appropriate times to hand fly eg. fine weather.
You don't hand fly holding patterns in IMC in the middle of a storm etc.
At least then, when the Auto Pilot or Auto-throttle does drop out one day, you won't even blink an eye when reverting to manual control.
So you pick appropriate times to hand fly eg. fine weather.
You don't hand fly holding patterns in IMC in the middle of a storm etc.
At least then, when the Auto Pilot or Auto-throttle does drop out one day, you won't even blink an eye when reverting to manual control.
I'm not sure if Buttscratcher is joking but in case he isn't...
If my FO can't do that, he shouldn't be there.
He has to manipulate the MCP for the pilot flying, as well as do the normal radio and such
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I take it you'd refuse to dispatch with a u/s AP, allowable under the MEL, in that case?
I hand fly all departures to transition and any approach in VMC from 3000.
I do a manual thrust approach every roster publication or when it's a fine day.
I do a manual thrust approach every roster publication or when it's a fine day.
Last edited by Blueskymine; 11th Aug 2020 at 09:13.
Fair enough.... It's just non-normal, that's all
Brief it and do it if you wish, but my advice is keep it at a low traffic environment
Don't hate, just saying, but this isn't where we are at today.
Brief it and do it if you wish, but my advice is keep it at a low traffic environment
Don't hate, just saying, but this isn't where we are at today.
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It's just non-normal, that's all
Wouldn't you prefer to practice hand flying at an appropriate time of your choosing rather than having to do it for the first time in a non-normal situation when the automatics have fallen over?