Appendix A A-1 APPENDIX A. CONSIDERATIONS FOR AUTOFLIGHT MODE AWARENESS
PROCEDURES A.1 When formulating mode awareness SOPs, consider the following:
A.1.1 Mode awareness is critical to controlling the aircraft and callouts are an effective method to make crews aware of the controlling mode if done with an understanding of the mode and its effect on FPM.
A.1.2 Some operational experience has shown that calling out all mode changes works well until workload increases, then the verbal callouts are sometimes shed. Some operators have implemented a combined scheme in which normal mode changes are not verbalized but verbally called out when the change is not anticipated (not previously briefed and expected) or when normal (and expected) but during a critical phase of flight. A missed approach/go-around would be an example when expected mode changes would be verbally called out to ensure proper guidance and control during a critical phase of flight.
A.1.3 Some mode changes may not need to be addressed (verbal or nonverbal) if briefed as part of the normal operation and the transitions occur as expected. Alternatively, there may be operations when verbal callouts are mandated even for expected mode changes to ensure specific actions are completed or risks mitigated.
A.1.4 It is important to brief current mode status to any pilot that is occupying a pilot seat after a physiological break or distraction from flying (communicating with dispatch, flight attendant (F/A), etc.). Following a distraction, verbally discuss flight deck status. For a pilot that is occupying a pilot seat after a break, develop a briefing that is appropriate for the equipment with required items to ensure the pilot is updated on systems status and current/future aircraft state, desired aircraft trajectory, and energy state.
A.2 A well-defined and standard communication methodology may increase mode awareness and enhance FPM. One recommended approach is to create phase of flight procedures/dialog boxes (e.g., takeoff, climb, cruise, descent, approach) that include mode changes and indications for each combination of automation allowed. Include mode change indication in maneuver procedures/dialog boxes. When possible, associate callout names and timing to match mode changes. Dialog boxes are one way to provide guidance and SOPs to flightcrews on individual pilot responsibilities or actions during each flight phase.
A.3 Incorporate a communication/confirmation methodology that works for the equipment and/or within the company culture. For example, some operators have implemented company standard procedures such as “Confirm, Activate, Monitor, Intervene (CAMI)” or “Verbalize, Verify, and Monitor (VVM),” similar systems, or even variations thereof.
Such procedures provide the flightcrew with a structured method to conduct operations within the flight deck that help to “trap” errors. Each scheme is considered an element of an effective TEM strategy. For example, the explanatory version of CAMI for an FMS data input is “confirm all FMS inputs with the other pilot when airborne, then activate the input, then monitor mode annunciations and indications to ensure the
Appendix A A-2 autoflight/autothrust system performs as desired, but then intervene if the operation did not go as planned.”
A.4 Regardless of the form of the strategy, the objective is to ensure that all pilots in the flight deck understand the active mode and the effects of the newly engaged mode, and skillfully react to ensure the aircraft trajectory and energy remains as desired.
A.5 The mode confirmation methodology should be defined in relation to PF/PM roles and areas of vulnerability, specifically when the level of vulnerability may lead to a flightpath deviation. The Flight Safety Foundation (FSF) document describes an “Area of Vulnerability” as an operation which may occur during a phase of flight in which “either the potentially increased likelihood of a flightpath deviation or the increased severity of potential consequences if such a deviation occurs.” 25 Additionally, certain situations, such as malfunctions, drive an increase in workload which may increase the flightcrew’s susceptibility to monitoring errors.
A.6 Identification of high, medium, and low areas of vulnerability conditions would be defined by the operator using the FSF Practical Guide for Improving Flight Path Monitoring as a guide (see Appendix B, Related 14 CFR Parts, Reading Material, and Definitions, paragraph B.2.3). It is important that an operator’s procedures for mode confirmation take into account differences in areas of vulnerability and/or high-workload situations.
25 FSF’s A Practical Guide for Improving Flight Path Monitoring: Final Report of the Active Pilot Monitoring W orking Group .
Appendix B B-1 APPENDIX B. RELATED 14 CFR PARTS, READING MATERIAL, AND
DEFINITIONS B.1 Related 14 CFR Parts. Each of the following 14 CFR parts can be found at https://www.ecfr.gov:
• Part 1.
• Part 60.
• Part 61, § 61.64.
• Part 91 subpart K (part 91K), § 91.1073.
• Part 121, §§ 121.401, 121.409, 121.415, 121.419 through 121.427, 121.440, 121.441, and 121.544; and ap pendices E and F.
• Part 125.
• Part 135, §§ 135.293, 135.297, 135.299, 135.323, 135.329, 135.335, and 135.619.
• Part 142, §§ 142.54 and 142.59.
B.2 Related Reading Material. The current editions of the following documents support the knowledge and skill standards and recommended practices for pilot training and checking.
B.2.1 ACs. T he current editions of each of the following ACs can be found at https://www.faa.gov/regulations_policies/advisory_circulars and DRS:
• AC 60-28, FAA English Language Standard for an FAA Certificate Issued Under 14 CFR Parts 61, 63, 65, and 107.
• AC 120-35, Flightcrew Member Line-Op erational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
• AC 120-50, Guidelines for Operational Approval of Windshear Training Programs.
• AC 120-51, Crew Resource Management Training.
• AC 120-53, Guidance for Conducting and Use of Flight Standardization Board Evaluations.
• AC 120-54, Advanced Qualification Program.
• AC 120-55, Air Carrier Operational Approval and Use of TCAS II.
• AC 120-71, Standard Operatin g Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers.
• AC 120-74, Parts 91, 121, 125, and 135 Flightcrew Procedures During Taxi Operations.
• AC 120-88, Preventing Injuries Caused by Turbulence.
• AC 120-109, Stall Prevention and Recovery Training.
Appendix B B-2
• AC 120- 111, Upset Prevention and Recovery Training.
• AC 120-114, Pilot Training and Checking (14 CFR Part 121 Subparts N and O, Including Appendices E and F).
• AC 120-118, Criteria for Approval/Authorization of All Weather Operations (AWO) for Takeoff, Landing, and Rollout.
• AC 121-39, Air Carrier Pilot Remedial Training and Tracking Program.
• AC 121-42, Leadership and Command Training for Pilots in Command.
B.2.2 Other FAA Documents:
• Airplane Airman Certification Standards (ACS).
• Pilot Guide to Takeoff Safety: https://www.faa.gov/other_visit/aviation_industry/airli ne_operators/training/media/takeoff_safety.pdf.
• Wake Turbulence Training Aid: https://www.faa.gov/training_testing/training/wake/ media/02frmatr.pdf.
• Airplane Upset Recovery Training Aid, Revision 2: https://www.faa.gov/other_visit/a viation_industry/airline_operators/training/media/AP_UpsetRecovery_Book.pdf.
• Operational Use of Flight Path Management Systems: Final Report of the Performance-based operations Aviation Rulemaking Committee/Commercial Aviation Safety Team Flight Deck Automation Working Group: https://www.faa.gov/ aircraft/air_cert/design_approvals/human_factors/media/OUFPMS_Report.pdf.
• FAA-H-8083-23, Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook.
• The Flight Standardization Board Report (FSBR) for the specific airplane.
B .2.3 Flight Safety Foundation (FSF) Documents. These documents are available at https://flightsafety.org/:
• Approach and Landing Accident Reduction (ALAR) Tool Kit.
• A Practical Guide for Improving Flight Path Monitoring: Final Report of the Active Pilot Monitoring Working Group: https://flightsafety.org/wpcontent/uploads/2016/09/EPMG.pdf.
B.2.4 International Civil Aviation Organization (ICAO) Doc 10011, Manual on Aeroplane Upset Prevention and Recovery Training.
B.2.5 International Air Transport Association (IATA) Documents. These documents are available at https://www.iata.org/:
Appendix B B-3
• Guidance Material and Best Practices for the Implementation of Upset Prevention and Recovery Training (2nd Edition).
• Guidance Material for Improving Flight Crew Monitoring (1st Edition).
• Aircraft Handling and Manual Flying Skills Report: https://www.iata.org/contentasset s/d0e499e4b2824d4d867a8e07800b14bd/iata-report-aircraft-handling-manual-flyingskills.pdf.
• FMS Data Entry Error Prevention Best Practices (1st Edition).
B.2.6 N ational Aeronautics and Space Administration (NASA) Technical Memorandum (TM)-20210000047, Analysis of Pilot Monitoring Skills and a Review of Training Effectiveness.
B.3 Definitions. For the purpose of this AC, the following definitions and terms are provided:
B.3.1 E nergy Management . The planning and control of airspeed (or groundspeed), altitude, thrust, aerodynamic drag (speedbrakes, slats/flaps, gear), and trajectory to achieve desired lateral and vertical flightpath targets appropriate for the operational objectives.
B.3.2 Flightpath Management (FPM). T he planning, execution, and assurance of the guidance and control of aircraft trajectory and energy, in flight or on the ground.
B.3.3 Flight Management System (FMS). A n FMS is an onboard computer system which integrates inputs from various subsystems to aid the pilot in controlling the airplane’s lateral and vertical paths. In addition to navigation, the FMS may accomplish performance functions, such as thrust management and fuel flow monitoring.
B.3.4 Information Automation (IA). Automation of information-r elated tasks such as acquisition, calculation, management, integration, and display of information to the flightcrew. IA may act on, process, and manage the content and format of presented information.
B.3.5 Manual Flight Operations (MFO). Those operations where the pilot is performing FPM while physically controlling pitch, roll, yaw, and/or thrust.
B.3.6 Pilot Flying (PF). T he pilot that controls the path of the aircraft at any given time, in flight or on the ground.
B.3.7 Pilot Monitoring (PM). The pilot that monitors the aircraft state and system status, calls out any perceived or potential deviations from the intended flightpath, and intervenes if necessary.
Appendix B B-4 B.3.8 Procedure. A logical progression of actions, decisions, or both in a sequence that is prescribed to achieve a specified objective.
B .3.9 Standard Operating Procedure (SOP). Written and tested procedures that are applied uniformly and consistently within an operation and involve all aspects of flight operations
(i.e., normal, abnormal, non-normal, and emergency).
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