CAP 737 Crew Resource Management (CRM) Training 机组资源管理培训(80)

2.9 Need to monitor
The need to monitor should be constantly reinforced, both during training and proficiency checking. The vast literature on vigilance shows, however, that humans are not uniformly effective monitors, and frequently miss system faults or wrong set-ups. This trait is sometimes aggravated by operations in a low stimulus environment, such as that found in long-range, “back-of-the-clock” operations. The possibility of more or different training has been raised as a remedy, although it seems difficult to achieve consistent gains in this way. Some attention has been directed to placing more emphasis on creating the sort of stimuli (displays, procedures, additional meaningful tasks) that enhance the pilot's ability to monitor them. It is also a fact that pilots can do specific kinds of monitoring very well - for example, monitoring pilot flying performance during an approach from outer marker to touchdown. Many believe, however, that the influence of systems design must be investigated as an alternative to alleviate the problem.

2.10 Adequacy of differences training
The adequacy of “differences” training must be considered when a new aircraft is considered “common” with an older aircraft. It is not unusual for some operators to have not only several different flight deck configurations for the same basic airplane model, but also different computers and software. When such a situation is coupled with mergers and fleet integration, the pilots can be exposed to quite different flight deck arrangements in quick succession. Also, prolonged absence from advanced technology aircraft may result in a marked diminution of skill. This has been demonstrated to have a greater impact on piloting proficiency than a similar absence from the flight deck of an older technology aircraft. This loss of proficiency is directly related to the operation of the flight guidance system.

2.11 Requalification training
Requalification training, when a pilot is returning to a less automated aircraft, must be very thorough. A major training consideration should be deprogramming the pilot's expectations: for example, automatic altitude capture and level off, a common feature of automated flight decks, may not be available on older technology aircraft. Evidence from field studies in automation indicates that pilots are also concerned about the degradation in their cognitive (mental) skills due to the ease of navigation and maintenance of situational awareness using electronic maps. Management should be aware of the potential hazards of these reassignments.

2.12 Standardisation and simplification
The need for standardisation and simplification of all aspects of operation of two-person crew automated aircraft should be given a high priority. Standardisation is one of the foundations of safety, and its importance has been accentuated by the appearance of aircraft leasing organisations, airline mergers, consolidations, etc. Flight crews may be faced with different names for the same item, different procedures to operate the same systems, different symbology to display the same information, and all of this often under demanding conditions. Such problems may also be due in part to the constant improvements in aircraft, their systems and flight deck symbology. Standardisation of symbology is receiving considerable and well deserved attention these days. Symbols should be intuitive and their meanings consistent from one system design to the next. Standardisation should be emphasised, and this emphasis should be extended to flight operations and equipment manuals, operating procedures and checklists.
　
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