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in, a critical phase of flight.
The Solution: Time Allocation
The solution to the problem of task overload lies in
not trying to do too much at one time.
advised to delay some tasks to a time when proper
attention may be devoted to that task.
term for this—we call it “Misplaced Duty Priority.”)
in this article, had the flight crew performed
only the minimum necessary items at the
time of the re-route, such as entering the
next required waypoint and completing the
gross error check, they would likely not have
been overloaded.
The ASRS program has just celebrated its 13th year
of operation and it is interesting to note that there are
still an uncomfortable number of track deviations on
over-water flights being reported.
uncomfortable to the individuals involved.
Common Threads
Incorrect Waypoint Entry
There do seem to be a couple of common threads
within most of the track deviation reports.
that the wrong coordinates were placed into the
primary INS or Omega navigation unit, yet these
were not identified as being incorrect.
States one reporter:
9 using the remote feature of our system...”
time later “...I also inserted the #1 and #2 waypoints
which included the erroneous...coordinates.”
another report, the pilot explains “...ATC advised me I
was going south, [I] had set the wrong coordinates in
the computer...”
Distraction
The second thread is that input of erroneous data
occurred at periods of high activity (usually a re-route
with the associated INS updates) coupled with other
distractions that added to the workload of the flight
crew.
writes:
until approaching [VOR]...At that time we received a
track change re-route...I immediately asked
the flight engineer for the track message to
update the INS’s...A radio frequency
change to [Center] took place in a few
moments...I then began to complete the
remainder of my paperwork involved
with a track change...”
Sometimes there seemed to be too many
changes.
60
5
10
15
20
25
30
35
40
45
50
55
INTERNATIONAL
The error
“[Center] gave us a 90 degree correction to
In the
The pilot might look, but he or she did not
In each of the situations
Pilots are
(ASRS has a
In the analysis of one of the reports used
Even one would be
The first is
“I reloaded waypoints 6 through
A short
In
In an example of re-route activity, one reporter
“Our flight appeared to be totally routine
In the reporters own words:
continued on page 9...
ASRS Directline Page - 7
The Tiger In Your Tank
by Perry Thomas and Charles Drew
The Tiger’s Trap
Recently, an airline pilot on a pleasure flight in his
light twin stopped at an airport in a south eastern
state to file a flight plan and fuel before continuing on
the over-water portion of his flight to the Bahamas.
Requesting that the fixed base operators’ fueler fill
the main and auxiliary tanks, he went inside to do his
paperwork and get a bite to eat with his traveling
companion. He returned to the aircraft about 45
minutes later, servicing both engines with oil and
draining the fuel tank sumps during his pre-flight.
Start-up and taxi-out were followed by engine run-up.
Everything appeared normal.
After take-off, power reduction and initial climb, the
pilot was cleared to Center frequency. Good cockpit
discipline was a habit for this experienced pilot as he
utilized his normal instrument scan. In his own
words, “...during my scan I noticed the left cylinder
head temperature was above the red line. The right
cylinder head temperature was slightly high. I tapped
the gauge and checked all other indications—oil
pressure was a little bit low but in the green band.
Oil temperature had risen slightly, but was also
within limits. I reduced power on the left engine and
notified Center that I needed to return for landing.
By now the left cylinder head temperature had come
down well into the green band.”
After landing, the pilot taxied to the FBO’s ramp,
noting that all engine indications were normal as he
shut down. Post-flight inspection revealed no problems
and the pilot decided that he had experienced a
gauge problem. Requesting that the fuel tanks be
topped off, he went back inside to re-file his flight
plan.
About 30 minutes later he again pre-flighted the
aircraft, and using the check list completed engine
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ASRS Directline(5)
