On April 26, 1994, an Airbus A300-600 operated by China Airlines crashed at Nagoya, Japan, killing 264 passengers and flightcrew members. Contributing to the accident were conflicting actions taken by the flightcrew and the airplanes autopilot. The crash provided a stark example of how a breakdown in the flightcrew/automation interface can affectflight safety. Although this particular accident involved an A300-600, other accidents, incidents, and safety indicators demonstrate that this problem is not confined to any one airplane type, airplane manufacturer, operator, or geographical region. This point was tragically demonstrated by the crash of a Boeing 757 operated by American Airlines near Cali, Columbia on December 20, 1995, and a November 12, 1995 incident (very nearly a fatal accident) in which an American Airlines Douglas MD-80 descended below the minimum descent altitude on approach to Bradley International Airport, CT, clipped the tops of trees, and landed short of the runway.As a result of the Nagoya accident, as well as other incidents and accidents that appear to highlight difficulties in flightcrews interacting with flight deck automation, the FAAs Transport Airplane Directorate, under the approval of the Director, Aircraft Certification Service, launched a study to evaluate the flightcrew/flight deck automation interfaces ofcurrent generation transport category airplanes. This report is the culmination of that study.
Interfaces between Flightcrews and Modern Flight Deck Systems
1996
209 pages
Report
No indication
English
Modern air transport flight deck design
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