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The following table shows areas of commonality between the JSAT problem statements
and similar Human Factors Team Report recommendations.
JSAT Problem Statement HF Team recommendation Comments
1. Flightcrew lack of
English language skills
4. ATC lack of English
language skills
The Human Factors Team
expressed concern that
misunderstandings may
occur when non-native
English speakers use
English.
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JSAT Problem Statement HF Team recommendation Comments
2. Flightcrew failure to
follow procedures
(communications)
10. Flightcrew failure to
follow procedures (SOP)
The FAA should initiate a
review to better understand
why flightcrews deviate
from procedures.
AutomationManagement - 4
The Human Factors Team
urged the understanding of
why the procedures were
not followed, to determine
why the flightcrew
deviated.
7. ATC inadequate situation
awareness (horizontal)
11. Flightcrew inadequate
situation awareness
(vertical)
12. Flightcrew inadequate
situation awareness
(horizontal)
30. ATC inadequate
situation awareness
(vertical)
The FAA should encourage
the aviation industry to
develop and implement new
concepts to provide better
awareness. Situation
Awareness -3
This recommendation
specifically addressed the
vulnerabilities to controlled
flight into terrain.
5. ATC/Flightcrew
inadequate communications
The FAA should provide
leadership to update ICAO
phraseology standards and
to encourage their use.
Culture-3
The following table shows areas of commonality between the CFIT intervention
strategies and similar Human Factors Team Report recommendations.
JSAT Intervention Strategy HF Team recommendation
15. Airlines/operators should
ensure
training/standardization
programs emphasize when to
disengage automated systems
and fly manually.
AutomationManagement-2: The FAA should require
operators’ manuals and initial/recurrent qualification
programs to provide clear and concise guidance on:
· Examples of circumstances in which the autopilot
should be engaged, disengaged, or used in a mode
with greater or lesser authority;
· The conditions under which the autopilot or
autothrottle will or will not engage, will
disengage, or will revert to another mode; and
Appropriate combinations of automatic and manual
flight path control (e.g., autothrottle engaged with the
autopilot off).
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JSAT Intervention Strategy HF Team recommendation
16. Manufacturers should
ensure the design of an
automated system provides
the flight crew with sufficient
information (automation
feedback) to prevent mode
confusion.
Situation Awareness-6: The FAA should encourage
standardization, as appropriate, of automation
interface features, such as:
· The location, shape, and direction of movement
for takeoff/go-around and autothrottle quick
disconnect switches;
· Autoflight system mode selectors and selector
panel layout;
· Autoflight system modes, display symbology, and
nomenclature; and
Flight management system interfaces, data entry
conventions, and nomenclature.
29. Transmission of ATC
instructions (between the
ground and aircraft) via a
computer link which would
allow downloading to the
FMS.
Culture-4: The FAA should promote timely and clear
communications between flightcrews and Air Traffic
Services through:
· Accelerated efforts for transmission of
information via datalink, as appropriate (e.g.,
Automatic Terminal Information Service (ATIS),
weather, pre-departure clearances (PDC));
· Assuring clear and intelligible transmission of
ATIS and clearance information where datalink is
unavailable or unsuitable; and
Standard procedures and taxi routes.
42. Airlines/operators and air
traffic service providers
should implement a
monitoring program to ensure
the consistent use of the
ICAO phraseology.
83. Develop additional ICAO
phraseology for flightcrew/air
traffic service to address
communication regarding
aircraft position and
equipment status, and
communication which is not
consistent with expected
responses..
Culture-3: The FAA should provide leadership to
update ICAO phraseology standards and to encourage
their use.
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JSAT Intervention Strategy HF Team recommendation
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