AUTOMATION PHILOSOPHY

The word automation refers to the replacement of human function, either manual or cognitive, with a machine function. This definition applies to all levels of automation in all airplanes flown by this flight department. The purpose of automation is to aid the pilot in doing his or her job.

The pilot is the most complex, capable and flexible component of the air transport system, and as such is best suited to determine the optimal use of resources in any given situation. Pilots must be proficient in operating their airplanes at all levels of automation. They must be knowledgeable in the selection of the appropriate degree of automation, and must have the skills needed to move from one level of automation to another.

Automation should be used at the level most appropriate to enhance the priorities of safety, passenger comfort and efficiency, as stated in General Policy section of this manual. In order to achieve the above priorities, all training programs, procedures, checklists and day-to-day operations should be in accordance with this statement of automation philosophy.

FOUR LEVELS OF AUTOMATION AND THEIR APPROPRIATE USE

For the purposes of discussion and guidance, it is useful to describe automation in terms of optional levels of direct, basic, tactical and strategic employment:

Level One. No automation is employed. Autopilot, flight director and autothrottles are disconnected.

With the exception of visual approaches and deliberate decisions to maintain flying proficiency, Level One is essentially a non-normal mode for advanced cockpit aircraft. It is, however, appropriate for any situation in which immediate, direct control of the aircraft flight path is necessary, including:

Any suspicious, confusing or unexpected response from the automation or flight instrument displays

Wind shear recovery

Collision avoidance maneuvers, including a response to a TCAS RA or a PRM breakout instruction

Aircraft upset

GPWS terrain warning

Level Two: Airplane is being hand-flown with basic flight director guidance. This is the primary mode used for takeoff, initial departure and landings.

Level Three: Autopilot may be engaged and autothrottles (if installed) may be in use. Flight director may be coupled to raw radio data or basic modes such as HDG or ALT. Aircraft speed and vertical/lateral flight paths are controlled through the Flight Guidance Control Panel (FGC) on a tactical basis. This level is appropriate when responding to ATC instructions in dynamic environments such as terminal operations, including close-in changes in the landing runway.

Level Four: Full use of automation in LNAV/VNAV operation. Flight director and auto-pilot are engaged. This is the primary level of automation for nonterminal operations of advanced cockpit aircraft. FMS is used for the control of both lateral and vertical flight paths on a strategic basis. Great care must be taken to maintain situational awareness. Monitoring and mode awareness are critical.

Use of the highest levels of automation during terminal operations must be limited to situations permitting advance preparation, review of FMS programming and complete crew briefings. Level Four is not appropriate when significant changes to route or landing runway have been issued by ATC. In those situations, pilots should revert, at least temporarily, to lower levels of automation.

AUTOMATION POLICIES – GENERAL

Automation is provided to enhance safety, reduce pilot workload and improve operational capabilities. Automation should be used at the most appropriate level. Proper use of automation will reduce cockpit workload. Improper use will do just the opposite.

Pilots should maintain proficiency in the use of all levels of automation. The selected level of automation should permit pilots to distribute workload comfortably and maintain situational awareness.

The following guidelines apply to the use of automation:

If the auto-pilot is engaged, mode selections are made by the pilot flying (PF). If the PF is flying the airplane manually, the pilot not flying (PNF) will perform the mode selection and other settings at the direction of the PF.

Briefings should include discussion of automation duties, responsibilities and modes to be used.

If any auto-flight system is not operating as expected, it should be disengaged immediately.

If the crew begins to feel rushed or overloaded by programming tasks, a lower level of automation should be selected.

Pilots should maintain awareness of changes in automation status through verbal call-outs. Closed-loop communications greatly enhance mode awareness. No FD/AP mode or Altitude Pre-selector (ASEL) setting should be changed without the knowledge and verbal confirmation of both pilots.

All changes in FD/AP lateral and vertical mode selections should be verbalized to maintain mode awareness; for example, call out "vertical speed," "LNAV," or "heading" whenever the mode is selected or armed. The mode change should be called out regardless of whether the change is automatically or manually selected.

Pilots continuously must compare the performance of the auto-flight systems with the desired flight path and performance of the aircraft. The PF has direct responsibility for the flight path. This responsibility cannot be delegated to an automatic system.

AREA NAVIGATION SYSTEM OPERATIONS

The following policies apply to all area navigation system (such as FMS or GPS) operations:

Pilots should maintain proficiency in programming and operating their aircraft's area navigation system. Initial and recurrent training will include use of FMS/GPS for departure, enroute, arrival, holding, approaches and missed approach operations.

In the event of a discrepancy between a charted airway or procedure and the FMS database, the chart is the final authority. It is the responsibility of the crew to ensure that the FMS guidance conforms to the chart.

Aircraft must remain on published routes when operating in non-radar terminal environments. Approaches must begin at an IAF and include the full procedure.

For departures, arrivals and approaches, appropriate charts will be out of the flight kit, opened and available. During the enroute phase of flight, supporting documents should be available readily.

Bearing and distance between each waypoint on the CDU should be verified by crosscheck of charted information or in the case of Oceanic Lat/Lon waypoints, by crosscheck of the computer-prepared flight plan. Due to the differences in magnetic variation models, small differences in magnetic courses are acceptable.

Both pilots should not become involved with area navigation system tasks simultaneously during high workload periods, such as departure and approach. Complete as much programming as possible during low workload phases of flight.

Prior to engaging LNAV and/or VNAV, both pilots should have a clear understanding of the lateral and vertical paths constructed by the FMS. Never couple the FD to the FMS unless the active leg and any associated altitude constraint on the CDU have been reviewed.

The EFIS map display should have the active waypoint visible during departure and descent in order to provide effective position awareness. If an active waypoint is "off-scale" on the EFIS map, the crew should verify its position by reasonableness of bearing and distance and/or checking another source such as the chart or computer flight plan. When available, raw data should be tuned and displayed to maintain position awareness on long "direct" legs.

When ATC issues close-in changes to route or runway, raw data should be tuned and displayed first. Reprogramming of the FMS should not be attempted unless it can be accomplished in accordance with department policies on waypoint entry, review and confirmation. Raw data VOR, ILS and ADF displays should be used in the traditional manner whenever necessary.

FMS/GPS APPROACH OPERATIONS

FMS/GPS approaches demand high levels of crew knowledge, skill and proficiency. Situational awareness, briefings and communication are critical to safe operations. Initial and recurrent pilot training must support and test these requirements.

Crews should use all available radio navaids, but also should endeavor to navigate using identical navigation displays provided the state has certified the procedures for GPS or FMS operations. GPS is approved for approach operations only in countries compliant with WGS-84 survey standards.

FMS programming for the IAP and the approach briefing should be completed prior to arrival into the terminal area, preferably prior to descent. The CDU should be examined to confirm that all waypoints and course/distances contained in the database procedure, including the missed approach, conform to the printed chart. The approach chart is the final authority.

The PNF selects the database Instrument Approach Procedure (IAP), programs the FMS, reviews the entries and modifications with the PF and then transfers the active PF to the opposite FMS. Review should include crosscheck of individual leg course/distance as well as the vertical constraint and descent angle at each waypoint.

Proper setting of the Altitude Pre-selector (ASEL) is critical to VNAV approach operations. Incorrect settings of the ASEL may result in unintentional descents when VNAV is engaged. The PNF will set the ASEL as requested by the PF. Both pilots will confirm all settings verbally.

DISPLAY AND MONITORING REQUIREMENTS

Approved GPS Overlay and all GPS/FMS Standalone Procedures: Both pilots display FMS on EFIS/HSI. Available raw data is monitored with RMI pointers.

Other Procedures (including non-U.S. IAP's): The PF may display and fly FMS on the EFIS/HSI. The PNF must display and monitor raw data on the cross-side Course Deviation Indicator (CDI). Display of RMI pointers alone is not adequate. Any deviation from the raw data CDI should be called out immediately by the PNF. Raw data is the final authority.

VNAV FOR NONPRECISION APPROACHES

VNAV can facilitate a stabilized, constant descent during non-precision approach operations. The stabilized descent is preferable to the traditional "dive and drive" descents previously associated with non-precision procedures.

Pilots should be mindful that the VNAV path is based upon barometric air data, and unlike an electronic glideslope, a VPATH is susceptible to corruption by altimetry errors. Also, it is critical to understand that descents below the MDA must be conducted visually, as obstacle clearance is not provided by the VPATH pointer below MDA.

ARINC 424 database coding is used by the FMS to construct VNAV descent paths. The path characteristics vary, depending upon the design of the IFR procedure and most significantly, the location of the missed approach point (MAP) specified by the government source (chart).

Pilots must be familiar with the FMS vertical path for each type of missed approach waypoint, and know that some database coding may result in a vertical path that is unsuitable for approach operations. In those cases, VS or other vertical mode should be selected.

While VNAV "guidance" often is displayed below MDA, it provides no guarantee of obstacle clearance. VASI/PAPI and other visual references should be used to establish and maintain a stabilized descent to the runway. Following VNAV guidance below MDA in IMC never is permitted.

When VNAV database coding provides a useable path, it is preferable to fly the non-precision approach using VNAV for vertical guidance; however, the crew must make the decision to land/go-around slightly prior to reaching MDA. If the required visual references required by FAR are not present upon reaching MDA, a missed approach climb is required. FMS guidance is used for the missed approach climb, consistent with the policies of prior review and final authority of the charted procedure.

Crosscheck of distance to TOD and VNAV pointers is required prior to the FAF; VNAV should not be used if pointers disagree by more than a half of a dot.

Altitude pre-selector (ASEL) is set to MDA until visual references are established and then set to zero for landing.

A Missed Approach climb is started immediately upon reaching MDA if not visual. Capture of the ASEL altitude calls for a Missed Approach. The ASEL quickly should be set to the Missed Approach altitude.

MISSED APPROACHES

PF toggles the TOGA button, then calls, "Missed approach, flaps (go-around setting), LNAV."

PNF re-engages LNAV upon call from PF for lateral missed approach guidance. ASEL is reset to Missed Approach altitude. Gear is retracted and remaining climb checklist is completed.

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