Situational Awareness and the Lookout
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Sorry, but you've shot yourself slightly in the foot here. You should ALWAYS keep a good lookout, just because you are on final approach doesn't mean you shouldn't look out incase the situation you are complaining about happens.
We all have a responsibility to try and lookout as well as we can, it is by no means perfect (as FD has shown) but combine good lookout with listening on the radio properly (obviously as long as other a/c are radio equipped) and this sort of problem should be minimised as much as is humanly possible.
Right of way is one thing if both aircraft know where the other is, but I wouldn't bet my life on the other guy having seen me just to make a point.
We all have a responsibility to try and lookout as well as we can, it is by no means perfect (as FD has shown) but combine good lookout with listening on the radio properly (obviously as long as other a/c are radio equipped) and this sort of problem should be minimised as much as is humanly possible.
Right of way is one thing if both aircraft know where the other is, but I wouldn't bet my life on the other guy having seen me just to make a point.
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With all due respect fellahs, I think it is a little disingenuous to accuse somebody on final approach that their lookout is lacking. We aren't talking about turning final, but into final. When's the last time you kept a left to right sky scan going at 350' off the deck with the associated turbulence (and LK can be a little bumpy on the way down for 25)? It just isn't a realistic proposition. The other pilot was 100% bang in the wrong, and in this regard Girdler has done nothing to require personal reflection of the event.
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Thanks HWD I'm glad someone lives in the real world. The fact is the other guy was unaware I was even there which means he wasn't aware of his situation!!
The Original Whirly
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I think the point bookworm is making is that one can easily miss seeing other aircraft. It's been proved time and time again that this is the case, however good your lookout is.
Girdler says it's not hard to spot other aircraft, but actually, it is. You don't know about the ones you don't see. Yet still, whenever something like this happens, people blame bad airmanship, not just with the individual, but generally!!!
Are standards going down? Are pilots looking inside more than in the past? Are glider pilots any better at all this...judging by how close gliders sometimes get to me, I'm certainly not at all sure about that last one. I see no clear evidence for any of the above, yet everyone talks as though it's a known fact.
The only known facts are that the mark 1 eyeball is imperfect, and the skies are getting more crowded......
Girdler says it's not hard to spot other aircraft, but actually, it is. You don't know about the ones you don't see. Yet still, whenever something like this happens, people blame bad airmanship, not just with the individual, but generally!!!
Are standards going down? Are pilots looking inside more than in the past? Are glider pilots any better at all this...judging by how close gliders sometimes get to me, I'm certainly not at all sure about that last one. I see no clear evidence for any of the above, yet everyone talks as though it's a known fact.
The only known facts are that the mark 1 eyeball is imperfect, and the skies are getting more crowded......
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In busy airspace with other aircraft around, my head is moving around like a spinning top, especially looking for other traffic turning onto final approach. I've seen one too many close calls so that's why I'm quite particular about this.
In this case however, the other crew was definately in the wrong, since they were told they would be no.2 and yet didn't locate the other a/c or ask for a position check before turning from downwind onto base. Not very clever at all.
I'm not sure whether standards are going down, this incident was in the circuit so I would hope no-one would be playing with avionics at this stage. Lookout is generally not great, especially when people get out of the circuit, but I don't think it's any worse than I've noticed it before.
In this case however, the other crew was definately in the wrong, since they were told they would be no.2 and yet didn't locate the other a/c or ask for a position check before turning from downwind onto base. Not very clever at all.
I'm not sure whether standards are going down, this incident was in the circuit so I would hope no-one would be playing with avionics at this stage. Lookout is generally not great, especially when people get out of the circuit, but I don't think it's any worse than I've noticed it before.
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Of course in this case the pilot turning base was in the wrong. I don't think anyone would query this. What I, and I think bookworm, and possibly many others, would question, is whether many pilots are like this, or many civilian pilots, or many recently qualified pilots...or indeed whether any deductions whatsoever can be made from this one incident. And I think some of us would also query whether good lookout as as good and reliable as some people like to think it is.
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There is no way to determine any trends from just a singular incident, trying to draw conclusions from such a limited data source would make any result meaningless.
Lookout is very important, but as others have said it is not infallible, it's better than nothing though!
Lookout is very important, but as others have said it is not infallible, it's better than nothing though!
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As a motorcyclist I long since learnt that I am invisible and that kicking a dent in the car door, though tempting, is likely to hurt.
I have the good fortune of having earned my PPL having taken 21 years of matrimony and mortgage to finish it. Now I fly about a 100hrs a year in around 40 days a year. I believe I have just entered the killing zone.
I do not wish to take anyone with me anymore than I wish to kick the car. I plan my flights to do my utmost to make sure that this does not happen. Yet as has happened, if I should break through cloud under RAS to find a transponder and radio free craft bumbling across my path, I will wish the pilot a pleasant flight and thank my guardian angel for giving me time to manoeuvre.
We need more aviators. More flying should lead to better flying and hopefully cheaper flying. The alternative to the commensurate risks appears to be to stay on the ground wishing we were up there.
As for electronics, I cannot envisage a future without them, so I propose to embrace them, but that is another topic.
I have the good fortune of having earned my PPL having taken 21 years of matrimony and mortgage to finish it. Now I fly about a 100hrs a year in around 40 days a year. I believe I have just entered the killing zone.
I do not wish to take anyone with me anymore than I wish to kick the car. I plan my flights to do my utmost to make sure that this does not happen. Yet as has happened, if I should break through cloud under RAS to find a transponder and radio free craft bumbling across my path, I will wish the pilot a pleasant flight and thank my guardian angel for giving me time to manoeuvre.
We need more aviators. More flying should lead to better flying and hopefully cheaper flying. The alternative to the commensurate risks appears to be to stay on the ground wishing we were up there.
As for electronics, I cannot envisage a future without them, so I propose to embrace them, but that is another topic.
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I am a military trained pilot who was always taught that the lookout and situational awareness is one of the most important aspect of flying. How much of your early training involved emphasis on situational awareness and looking out?
I learned to fly (f/w, not rotary) with some very low hours instructors at a not particularly good flying school in the middle of nowhere in the UK. Nevertheless, when I was first doing circuits, lookout was emphasised above all else. In particular, if I was on the downwind leg and heard someone call final, I was taught not to turn base until I had identified the other aircraft and he had passed my port wing (for a left hand circuit). This sometimes meant extending downwind quite a lot if I couldn't see the other aircraft, so that was what I did...and still do, if such circumstances re-occur. Even if I only flew six hours a year or less, this is so imprinted on my brain that I think I'd remember it no matter what!
So, if my training was typical, the pilot you mention was an exception, not a typical example of civilian pilot training.
But how were the rest of you taught? Not "the others", not "the pilots of today", but YOU?
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Lookout is very important, but as others have said it is not infallible
But how were the rest of you taught? Not "the others", not "the pilots of today", but YOU?
Last edited by High Wing Drifter; 20th Sep 2005 at 13:18.
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Whirlybird, yes, that's how I was taught, too.
I was lucky enough to have a variety of instructors, who all emphasised lookout. Additionally, they advocated thinking through a 'plan' and 'elevation' of what was going on, with my aircraft inside that view. In other words, to build up a 3D mental view of what was going on.
This has proved invaluable. It has, as a discipline, to be practiced on the ground first. However, it becomes second nature and really helps in all manner of ways: traffic visualisation, circuit recognition, approaches, entering and leaving the hold, etc..
No doubt its what has at some stage to be learnt by us all - but in my view there's no harm and every advantage in encouraging students to do it as soon as possible.
I was lucky enough to have a variety of instructors, who all emphasised lookout. Additionally, they advocated thinking through a 'plan' and 'elevation' of what was going on, with my aircraft inside that view. In other words, to build up a 3D mental view of what was going on.
This has proved invaluable. It has, as a discipline, to be practiced on the ground first. However, it becomes second nature and really helps in all manner of ways: traffic visualisation, circuit recognition, approaches, entering and leaving the hold, etc..
No doubt its what has at some stage to be learnt by us all - but in my view there's no harm and every advantage in encouraging students to do it as soon as possible.
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One of the problems with student pilots, or inexperienced PPLs, and lookout is that whilst they may very well be looking out of the window, do they really know what they are looking for?
I remember quite distinctly that it took me ages to figure out where I ought to be looking at any given time, and just what other traffic looked like at varying distances and relative attitudes. I consider that I have excellent eyesight, and I had the double advantage in those early days of a top class RAF instructor and an aircraft where lookout was made easy by virtue of a large bubble canopy. However, I was constantly embarassed by my QFI spotting traffic long before me, some of which I never even saw (even his guide dog had sunglasses and a white stick).
Nowadays, I'm a survey pilot, and quite frankly a good lookout and situational awareness are two of the things that keep me alive on a daily basis. If I know, or believe, there is traffic in the vicinity, then I make sure I get an eyeball on the little devil regardless of where I am, and I make sure that they know exactly where I am too. There are enough fat, dumb and happy plonkers in the sky to kill me, and I don't trust other pilots any more than I trust other drivers. Just because they shouldn't do something is no guarantee that they won't.
Lookout and situational awareness are two of those things that take time to come to you. Yes you can try and teach it, but like any skill you only become really good at it with regular practice over a period of time. There are a great many pilots out there who simply don't have either the continuity or the time to have developed the skill fully (or fly a/c which limit their ability to conduct a good lookout), and you should conduct every flight with that in mind. Everybody is fallible and you'll only die once.
I remember quite distinctly that it took me ages to figure out where I ought to be looking at any given time, and just what other traffic looked like at varying distances and relative attitudes. I consider that I have excellent eyesight, and I had the double advantage in those early days of a top class RAF instructor and an aircraft where lookout was made easy by virtue of a large bubble canopy. However, I was constantly embarassed by my QFI spotting traffic long before me, some of which I never even saw (even his guide dog had sunglasses and a white stick).
Nowadays, I'm a survey pilot, and quite frankly a good lookout and situational awareness are two of the things that keep me alive on a daily basis. If I know, or believe, there is traffic in the vicinity, then I make sure I get an eyeball on the little devil regardless of where I am, and I make sure that they know exactly where I am too. There are enough fat, dumb and happy plonkers in the sky to kill me, and I don't trust other pilots any more than I trust other drivers. Just because they shouldn't do something is no guarantee that they won't.
Lookout and situational awareness are two of those things that take time to come to you. Yes you can try and teach it, but like any skill you only become really good at it with regular practice over a period of time. There are a great many pilots out there who simply don't have either the continuity or the time to have developed the skill fully (or fly a/c which limit their ability to conduct a good lookout), and you should conduct every flight with that in mind. Everybody is fallible and you'll only die once.
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Safety Sense 13. Of particular interest are the descriptions of the two scan techniques.
http://www.caa.co.uk/docs/33/srg_gad_webSSl13.pdf
http://www.caa.co.uk/docs/33/srg_gad_webSSl13.pdf
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Hi guys, could not stop myself from joining this thread.
Well being a student researcher in the field of situational awareness domain, I have to say that SA is not only confined to military pilots nowadays, as there has been some research going on in commercial flights as well and there have been new technologies like highway-in-sky that provide guidance information on external displays within avionics displays. Technology is only here to enhance the ability of pilots and enhance their human capabilities beyond their physiological limits. As far as I know, situational awareness does not need any training; the burden is put on technology rather than the pilot. Designing for pilot situational awareness is designing towards their goals which are often dynamic, that is change over time. I do not have any piloting experience but situational awareness is designed so that the time and avionics complexity pressure is lessened on them, according to other researches and reports.
I can only say one thing, avionics displays are bringing much improvement to flying be it military or commercial flights. Embracing them will only ensure flight safety and effectiveness.
By the way, I am doing a research and I do lack some pilot information in my research. So if anyone wants to help, please give me a shout as I would really apppreciate any help from you guys out here be it military pilots or commercial pilots.
If you would like to know more about the technologies being developed for future aircrafts, gimme a shout.
Hope this helps.
Well being a student researcher in the field of situational awareness domain, I have to say that SA is not only confined to military pilots nowadays, as there has been some research going on in commercial flights as well and there have been new technologies like highway-in-sky that provide guidance information on external displays within avionics displays. Technology is only here to enhance the ability of pilots and enhance their human capabilities beyond their physiological limits. As far as I know, situational awareness does not need any training; the burden is put on technology rather than the pilot. Designing for pilot situational awareness is designing towards their goals which are often dynamic, that is change over time. I do not have any piloting experience but situational awareness is designed so that the time and avionics complexity pressure is lessened on them, according to other researches and reports.
I can only say one thing, avionics displays are bringing much improvement to flying be it military or commercial flights. Embracing them will only ensure flight safety and effectiveness.
By the way, I am doing a research and I do lack some pilot information in my research. So if anyone wants to help, please give me a shout as I would really apppreciate any help from you guys out here be it military pilots or commercial pilots.
If you would like to know more about the technologies being developed for future aircrafts, gimme a shout.
Hope this helps.
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Hi Dharmesh and welcome 
In my view SA does require significant training to prevent the pilot fixating on one instrument or activity. SA requires the pilot to constantly divide their attention between tasks to achieve that 'global' view of their surroundings. The extent of the global view changes depending on your activity. VFR flying in uncontrolled airspace requires constant awareness of your navigation, engine/fuel condition, a/c attitude, R/T and knowledge of what is occupying the near sky in virtually a 180 deg area round, above and below you. Doing all these activities to a reasonable level of frequency and diligance without impinging on the effectiveness or efficiency of the others is definately a learnt skill for most people (me included).
As far as I know, situational awareness does not need any training; the burden is put on technology rather than the pilot
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It does seem amazing how often I see another ac and they apparently haven't seen me - e.g. they don't take avoiding action when they should (on the left). I'm sure I do it to other people too - after all, if I never see them, how would I know...?
Or perhaps they don't know the Rules of the Air...?
Tim
Or perhaps they don't know the Rules of the Air...?
Tim
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Just a point regarding the initial posting. Blackbushe is a FIS airfield. Therefore it's up to pilots to determine the order of landing aided by the FISO providing traffic information, it shouldn't be the case that someone is told to 'follow' an other aircraft in the air or told to exercise a go-around
Darmesh, before I start picking apart what you've said, please don't take any criticism personally. Just to state what makes me feel I can criticise, I'm a chartered aeronautical engineer, have a PhD in airworthiness, 15 years test flying experience, am a specialist referee for both the "Journal of Aerospace Engineering" and "Aeronautical Journal of the RAeS". Oh yes, and I've logged 93 types as operating crew, and given the occasional university lecture on aircraft design and certification.
Now, rolling my sleeves up...
Firstly, I think that you've picked a very worthwhile area to research - there's a lot of useful work to be done. Also, do keep engaged in Pprune, we could do with a few more academics in the melting pot.
I think that what you probably mean is that SA research is not confined to military applications. In practice, the issue of SA, and the teaching of how to maintain it goes back to the early days of WW2 to my certain knowledge if not earlier - the oldest reference I've ever seen to it's practice is in Guy Gibson's "Enemy Coast Ahead". It may have originated in the military environment, but has been a serious subject in civil flying for nearly as long.
You've rather contradicted yourself here, and I agree with your first statement and disagree strongly with the second. SA, with regard to being aware of what is going on around you is an essential part of the training of all cockpit aircrew (which nowadays primarily means pilots, but may well include navigators, WSOs, helicopter crewmen and so-on.) Whilst it may not be named as a specific subject in many syllabi, it is nonetheless an important part of the training of all of us. It also necessarily includes air traffickers in their various guises.
Crew will source information from many directions to enhance their mental SA model. This may include visual (most of the time) , Radar (if so fitted), Radio (listening to other transmissions, plus traffic information passed to them), expectations (knowing how another aircraft is likely to have behaved since it's position was last known), JTIDS (for the military), TCAS/TPAS, radalt, use of charts and so on. The big issue is not what information is available, it is how it can be presented and fused together.
I can only say one thing, avionics displays are bringing much improvement to flying be it military or commercial flights. Embracing them will only ensure flight safety and effectiveness.
This I'm afraid is somewhere that I think you are potentially very very wrong. A great many modern cockpits, particularly in a GA environment are an ergonomic nightmare and aircrew are often at great risk of SA being degraded due to information overload.
Two major things are needed to counter this. Firstly it is (in the more modern cockpits) the maximum possible use of data-fusion methods, reducing the display to the simplest possible. Secondly it is the specific training of aircrew to absorb, filter, and use data to create an effective mental model of what's going on around them WITHOUT degrading their ability to perform other flying tasks.
So, technology is only part of the solution, and it can very often be the problem.
By the way, I am doing a research and I do lack some pilot information in my research. So if anyone wants to help, please give me a shout as I would really apppreciate any help from you guys out here be it military pilots or commercial pilots.
If you would like to know more about the technologies being developed for future aircrafts, gimme a shout.
Hope this helps.
Firstly I wonder if you can work out how I now know you aren't a native speaker of English 
Secondly, and I speak as somebody familiar with university level aeronautical research YOU HAVE GOT TO GET YOURSELF INTO THE AIRBORNE ENVIRONMENT. Cadge lifts in local flying club light aircraft, see if you can get a concession to jump-ride on some military or civil airliner flights, even join a local gliding club. You will never properly understand the subject you are studying unless you immerse yourself in it properly. Also, spend some quality time sat looking over an airfield controllers shoulder somewhere.
If you don't, you may well pass your PhD, you may even get an academic post on the back of it. But, I'm afraid that to those of us in the "real world" your work will be worthless.
G
Now, rolling my sleeves up...
Hi guys, could not stop myself from joining this thread.
Well being a student researcher in the field of situational awareness domain, I have to say that SA is not only confined to military pilots nowadays,
Well being a student researcher in the field of situational awareness domain, I have to say that SA is not only confined to military pilots nowadays,
I think that what you probably mean is that SA research is not confined to military applications. In practice, the issue of SA, and the teaching of how to maintain it goes back to the early days of WW2 to my certain knowledge if not earlier - the oldest reference I've ever seen to it's practice is in Guy Gibson's "Enemy Coast Ahead". It may have originated in the military environment, but has been a serious subject in civil flying for nearly as long.
as there has been some research going on in commercial flights as well and there have been new technologies like highway-in-sky that provide guidance information on external displays within avionics displays.
Technology is only here to enhance the ability of pilots and enhance their human capabilities beyond their physiological limits. As far as I know, situational awareness does not need any training; the burden is put on technology rather than the pilot.
Technology is only here to enhance the ability of pilots and enhance their human capabilities beyond their physiological limits. As far as I know, situational awareness does not need any training; the burden is put on technology rather than the pilot.
Designing for pilot situational awareness is designing towards their goals which are often dynamic, that is change over time. I do not have any piloting experience but situational awareness is designed so that the time and avionics complexity pressure is lessened on them, according to other researches and reports.
I can only say one thing, avionics displays are bringing much improvement to flying be it military or commercial flights. Embracing them will only ensure flight safety and effectiveness.
Two major things are needed to counter this. Firstly it is (in the more modern cockpits) the maximum possible use of data-fusion methods, reducing the display to the simplest possible. Secondly it is the specific training of aircrew to absorb, filter, and use data to create an effective mental model of what's going on around them WITHOUT degrading their ability to perform other flying tasks.
So, technology is only part of the solution, and it can very often be the problem.
By the way, I am doing a research and I do lack some pilot information in my research. So if anyone wants to help, please give me a shout as I would really apppreciate any help from you guys out here be it military pilots or commercial pilots.
If you would like to know more about the technologies being developed for future aircrafts, gimme a shout.
Hope this helps.
Secondly, and I speak as somebody familiar with university level aeronautical research YOU HAVE GOT TO GET YOURSELF INTO THE AIRBORNE ENVIRONMENT. Cadge lifts in local flying club light aircraft, see if you can get a concession to jump-ride on some military or civil airliner flights, even join a local gliding club. You will never properly understand the subject you are studying unless you immerse yourself in it properly. Also, spend some quality time sat looking over an airfield controllers shoulder somewhere.
If you don't, you may well pass your PhD, you may even get an academic post on the back of it. But, I'm afraid that to those of us in the "real world" your work will be worthless.
G
Last edited by Genghis the Engineer; 21st Sep 2005 at 12:21.
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Ergonomic Design
An interesting post Ghengis.
Before we go galloping into ergonomics and SA research, it is of course vital to consider what the particular domain requirements are. GA requirements are going to be vastly different to miltary and civil aircraft - hence the use of display technologies in one domain will not be ideal in another.
It is also a difficult balance when designing cockpits / display layout that you may want to employ 'best practice' but due to existing conventions or current layout (in the case of retro-fit) you have a limited scope to work within.
Back to the topic, airmanship, lookout and SA:
Again, from a professional viewpoint here (Aviation Human Factors). Airmanship is a state of mind......it is instilled from those first flights and represents how you apply captaincy based skills, knowledge and attitudes. These skills, knowledge and attitudes will develop at different speeds during your learning, I believe that attitude is the one factor that can influence the other two and the rate at which progress is made.
Situational Awareness.....hmmm, means different things to different people! Generally it is accepted that SA refers to taking in the information around you, comprehending it, planning ahead for the information and resolving any associated issues.....perhaps all easier said than done! Perhaps what is more useful to the everyday pilot is the issue of 'meta-cognition of SA' - i.e our own awareness of SA, for example, which is more worrying, knowing we have poor SA at one stage during flight...and bearing that in mind when decision making, or thinking wrongly that we have good SA, when indeed we don't.
I.e the crux of SA problems is the difference between perceived and actual SA!
Hope I haven't gone off on a tangent too much, best get back to writing a report (on this very topic)!
Cheers
GQ
Before we go galloping into ergonomics and SA research, it is of course vital to consider what the particular domain requirements are. GA requirements are going to be vastly different to miltary and civil aircraft - hence the use of display technologies in one domain will not be ideal in another.
It is also a difficult balance when designing cockpits / display layout that you may want to employ 'best practice' but due to existing conventions or current layout (in the case of retro-fit) you have a limited scope to work within.
Back to the topic, airmanship, lookout and SA:
Again, from a professional viewpoint here (Aviation Human Factors). Airmanship is a state of mind......it is instilled from those first flights and represents how you apply captaincy based skills, knowledge and attitudes. These skills, knowledge and attitudes will develop at different speeds during your learning, I believe that attitude is the one factor that can influence the other two and the rate at which progress is made.
Situational Awareness.....hmmm, means different things to different people! Generally it is accepted that SA refers to taking in the information around you, comprehending it, planning ahead for the information and resolving any associated issues.....perhaps all easier said than done! Perhaps what is more useful to the everyday pilot is the issue of 'meta-cognition of SA' - i.e our own awareness of SA, for example, which is more worrying, knowing we have poor SA at one stage during flight...and bearing that in mind when decision making, or thinking wrongly that we have good SA, when indeed we don't.
I.e the crux of SA problems is the difference between perceived and actual SA!
Hope I haven't gone off on a tangent too much, best get back to writing a report (on this very topic)!
Cheers
GQ
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Situational Awareness.....hmmm, means different things to different people! Generally it is accepted that SA refers to taking in the information around you, comprehending it, planning ahead for the information and resolving any associated issues
