曝光台 注意防骗
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(1) Recognize that conversation is a
powerful distracter.
Unless a conversation is extremely
urgent, it should be suspended
momentarily as the aircraft approaches
an altitude or route
transition, such as altitude level-off
or a SID turn. In high workload
situations, conversation should be
kept brief and to the point. Even in
low workload situations, crew
should suspend discussion frequently
to scan the status of the
aircraft and their situation. This
requires considerable discipline
because it goes against the natural
flow of conversation, which usually
is fluid and continuous.
(2) Recognize that head-down tasks
greatly reduce one’s ability to
monitor the other pilot and the
status of the aircraft.
If possible, reschedule head-down
tasks to low workload periods.
Announce that you are going headdown.
In some situations it may be
useful to go to a lower level of
automation to avoid having one
crew member remain head-down
too long. For example, if ATC
requests a speed change when
cockpit workload is high, the crew
may set the speed in the Mode
Control Panel instead of the FMS.
An FMS entry might be made later,
when workload permits. Also, some
airlines have a policy that FMS
entries should be commanded by
the Pilot Flying and implemented
by the Pilot Not Flying. This
approach minimizes the amount of
attention the Pilot Flying must
divert from monitoring the aircraft.
(3) Schedule/reschedule activities to
minimize conflicts, especially
during critical junctures.
When approaching or crossing an
active runway, both pilots should
suspend all activities that are not
related to taxiing, such as FMS
programming and company radio
calls, until the aircraft has either
stopped short of the runway or
safely crossed it. Crews can reduce
their workload during descent by
performing some tasks while still at
cruise, for example, obtaining ATIS,
briefing the anticipated instrument
approach, and inserting the approach
into the FMS (for aircraft so
equipped). Also, it may be useful
for companies to review their
operating practices for optimal
placement of procedural items. For
instance, could some items on the
Before Takeoff Checklist be moved
to the Before Start Checklist, since
the latter is performed during a
period that usually has lower
workload?
(4) When two tasks must be performed
concurrently, set up a
scan and avoid letting attention
linger too long on either task.
In some situations pilots must
perform two tasks concurrently, for
example, searching for traffic while
flying the airplane. With practice,
pilots can develop the habit of not
letting their attention linger long
on one task, but rather switch
attention back and forth every few
seconds between tasks. This is
somewhat analogous to an instrument
scan, and like an instrument
scan it requires discipline and
practice, for our natural tendency is
to fixate on one task until it is
complete. Pilots should be aware
Issue Number 10 9
that some tasks, such as building
an approach in the FMC, do not
lend themselves to time-sharing
with other tasks without an increased
chance of error.
(5) Treat interruptions as red flags.
Knowing that we are all vulnerable
to preoccupation with interruptive
tasks can help reduce that vulnerability.
Many pilots, when interrupted
while running a checklist,
place a thumb on the last item
performed to remind them that the
checklist was suspended; it may be
possible to use similar techniques
for other interrupted cockpit tasks.
One of us has developed a personal
technique using the mnemonic
“Interruptions Always Distract” for
a three-step process: (1) Identify
the Interruption when it occurs,
(2) Ask, “What was I doing before I
was interrupted” immediately after
the interruption, (3) Decide what
action to take to get back on track.
Perhaps another mnemonic for this
could be “Identify-Ask-Decide.”
(6) Explicitly assign Pilot Flying and
Pilot Not Flying responsibilities,
especially in abnormal situations.
The Pilot Flying should be dedicated
to monitoring and controlling
the aircraft. The Pilot Flying
must firmly fix in mind that he or
she must concentrate on the
primary responsibility of flying the
airplane. This approach does not
prevent each pilot from having to
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