![]() ![]() The pilot has now to program FMC, a stage above the controller in the order chain. The third level of automation marks the introduction of Flight Management Computer (FMC). The pilot at this level of automation had the responsibility of programming and monitoring the autopilot functions. All sorts of navigation or altitude related information, like specifying the rate of climb or descent, or even provide routing details could be programmed through it. ![]() The second level of automation came with introduction of “controllers” which told the autopilot what to do. It removed the pilot from operating controls manually which distanced him from actually feeling of aircraft response. The most basic form of autopilot was able to establish on predetermined “heading” and “level” by manipulating appropriate flight controls. Concerns have been growing lately that airline pilots’ basic stick, rudder and energy management skills have significantly weakened with the advent of automation.Ĭockpit automation began with installation of “autopilots” that helped stabilize an aircraft’s attitude through mechanical manipulation of the flight control surfaces. Ironically, it has also led to evolvement of newer and even bigger safety concerns as seen in various instances. The current level of automation has progressed to the extent pilots are busy just for couple of minutes before landings and after take-offs. The automation progressed, incrementally, over a protracted period and it has enhanced aviation safety, increased efficiency and reduced pilot’s workload. This piece aims to present a brief overview of safety related issues arising out of over reliance on cockpit automation. Concerns have been growing that airline pilots’ basic stick, rudder and energy management skills have weakened with automation ![]()
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