My name is James Weatherly
welcome to this continuing series about
Computers flying airplanes. It comes from a book I've written called "Rules of Glass." In this series
We're going to look at crew Rules
How do the two human beings work together and interface with the computer. Watch and you'll find this extremely Interesting
and how we work together as a crew, working with the computer
Now let's talk about Rule number Four
never execute without
Confirming first. Now this has changed a little bit since I first wrote the book called
The rules of glass about flying computerized airplanes. At that time
every FMS pretty much in the airliners had an execute button and
Before you modified anything
The light would come on or excuse me
after you've modified
something the route anywhere in the FMS the light would come on and you hit the execute button kind of like the save button or
the enter button on a computer, but once you did that
It was very hard to go back. So you were taught and there's excellent instruction from Boeing.
When you're ready to execute something always check with the other pilot never ever
Execute without checking with other pilot. Now what has changed with this is that some units now.
Don't even have an execute button when you hit it. It's done
That's even more dangerous because what happens
There's a couple of problems here. First whenever you modify something in flight
You want to make sure your buddy that you're flying with knows what's happening
There's nothing worse than being off frequency, talking the company, talking to the FBO,
getting weather come back on and then your look down there where the heck are we go on?
Well the other pilot executed something then forgot to tell you about it your situational awareness is
Degraded significantly or they change the approach. They put it in their forgot to tell you
So whenever you have to modify route
Always check with the other pilot before you press the execute button. Currently,
I fly honeywell unit that doesn't have an execute button. What we do when we're like, okay now cleared Direct JFK
We hit the direct button and then it comes up the page where we're going to select
JFK. We put our finger over there and ask the other guy hey that look good to you direct JFK, and then we always confirm
Once we press that on our PFD, that is displaying going to JFK and that we're in LNAV.
So it's kind of three parts this rule first don't execute by what every system. You've got your flying Garman
It doesn't have an execute, I forget, load and activate or something as the word there, honeywell no longer in some of the corporate ones
In the FMZ or whatever number it is
Has the kind of like I'm used to
Then in
the Rockwell Collins or the airliners you have the execute button
But the first thing no matter what you do when you modify check with the other guy get a confirmation.
Make sure you don't screw up and kind of helps you. Second thing, once you have
executed or modified by whatever thing, look at your navigational instrument and make sure it's really going to that point.
Thirdly, make sure if you're going to that point you're in LNAV
Oh my goodness could I tell you some stories about going in crew rest, then waking up and seeing us
way, way off track because we're in heading select.
Deviating around some weather while I'm asleep. Wake up and the crew forgot to go back to direct to the point. We are in non-radar.
I said, "Call them, Call them immediately give them an update because we're three minutes past our time!" It happens.
So those three things. Check with the other guy before you modify and make sure you've got
confirmation before executing or modifying.
Second thing, verify that you are going to that point and thirdly, that you're navigating to it in LNAV
You're not still in heading select, roll or any other one.
Okay, now we'll move on to Rule Five
Okay, now let's talk about
something pretty simple. Rule 5
Make sure both pilots pre-flight the FMS before you take off. This is real simple.
It's not a problem. Oh my I make sure I don't do something inflight.
The airplane is not even moving
But once one pilot has put the flight plan and the other pilot needs to cross-check.
He needs to verify that we are at the correct initial position.
Remember if you don't get the position
loaded (correctly) this thing will tell you you're you are in New York when you're really in London
I mean, it doesn't know so you got to verify the position is correct.
Second thing, you got the current database that you're flying off correct information. Thirdly,
that the routing in the FMS agrees with your (ATC) clearance. Now in the unit
I fly, we get a direct data link download of the flight plan which is really cool. it will put the flight plan, the winds,
everything in there. But one thing is it puts the filed flight plan not necessarily the cleared flight plan
So you've got to check that very carefully
Next, make sure that the performance is correct. You do not want to be taken off with the wrong flap setting and the wrong runway.
Garbage in, garbage out. You have to do a complete pre-flight (of the FMS).
So take your time and make sure to go through each one of these steps.
It should be on your checklist, then once you've preflighted it. You're ready to go.
Now we'll move on to the next one,
Rule number Six in the crew Rules.
Now for Rule 6. Hope I can hold up six fingers. It's a simple rule.
Don't type below 10,000 feet
That's a real basic rule.
First of all if you're flying under commercial operations like an airline. There's a lot of rules about sterile Cockpit below
10,000 feet. I highly suggest
you limit
the amount of programming below 10,000 feet. Sometimes yeah, you're on vectors. He said on switch over to runway
31 right when you were planning ILS 31 left. Yeah, you've got to change the box, but don't make it a habit
programming the box below 10,000 feet. Just wait try to get it done in advance.
And if it's something that you can wait on just wait.
There's too many distractions below 10,000 feet. Lots of stuff....
talk.... talk, lots of approach charts, lots of stuff going on. So just avoid
typing below
10,000 feet
Now let's take a look at the next Rule which will be Rule number 7.
Okay, Rule number Seven. This is another simple
Work one at a time on your approach preparation.
What I mean by that when you are listening to your ATIS or getting your weather by your
Datalink, your D-ATIS. However you get the weather. When you find out what approach you're going to be doing.
Have one pilot program that, get everything going, while the other pilot flies.
then switch off
the pilot who's flying can look and study that then you're ready for the
pilot flying take back over the controls and have a briefing. It's real simple.
I do this every day, the pilot not flying will program
everything. Make sure it's all in order get everything loaded, call out the minimums, get the approach chart
selected if you're on an aircraft with
approach charts as part of its system. The other guy will take a look at it while the pilot not flying
takes over controls. Then one guy will brief it. In our situation,
we have the pilot not flying brief the approach.
That's so that there'll be no distractions for the pilot flying and then he asked the pilot not flying
whatever questions he has.
Whatever situation your operations and your standard operating
procedures dictate that's fine, but don't have both guys working on the approach at the same time.
That's not safe doesn't work and each person gets about half the information
they need at a time. So do it one at a time
Then study it.
Independently brief it together. You'll be good to go. Next we go on to Rule number Eight. Almost there.
Rule number Eight
Make
maximum use of the auto flight system.
There is a lot of discussion because
you know when you're flying on
automatic systems we have autopilot, auto throttle, everything. Your flying skills are not at
the top of its game. When I was on the Convair 580 that wasn't a problem.
There was no autopilot. There was no flight director and the copilot, we didn't have an HSI. So you were steering.
When I moved to the 72, we did have an autopilot and some crude auto throttles.
But it was only "So so". Now as the airplanes got more and more sophisticated by the time I got to
747-400 they wanted you to fly automatic. And today
It's best to use the maximum use of the auto flight. If you want to work on your hand flying
skills, don't pick an airport like let's depart Teterboro and try to hand fly it. You're going to blow through that 15 foot
altitude (excuse me), 1500 foot altitude restriction on departure, so you don't Midair with somebody in Newark and everybody is going to be freaking out.
Pick a nice airport like in the middle of nowhere. We go to Waco, Texas every once in a while.
It's not a whole lot happening out there. That's a good time to hand fly
When you're going to hand fly bunch, pick airports that are not super busy otherwise as soon as you have time like on takeoff,
engage your autopilot so you can look around be involved looking traffic, listening to controllers and keeping in sync.
That's one of the keys to glass cockpit maximize the use of that, don't minimize.
Pick the times when you want to hand fly. There are plenty of times. We're going to Aspen, Colorado
That's certainly going to be a hands flown approach. There is absolutely no doubt about it
So you have to keep your hand flying skills, but keeping on
automation brings essentially a third pilot into play. The autopilot is now
monitoring and flying and keeping up with those things. Particularly if you got auto throttles.
So that you can concentrate,
monitor that then if the other guys to be off frequency or something you've got something going for you. So make maximum use of
of your autoflight system. Next and we're just about there. See if I can get that many fingers up 9 rule 9 coming up.
Okay, we're finally at the end the last of the crew Rules. Rule number Nine
and
This doesn't just apply to old guys like me
Simply slow down and take your time.
Oh man,
I have been in the cockpit with people that have
Younger guys particularly always flying glass, but sometimes it's not age dependent. Man, they get in there.... I'm ready
They go so fast I have no clue what they've just done.
And I'm not exactly an inexperienced guy
but if you go
so fast nobody can keep up with it. You also tend to make mistakes. In the glass cockpit in particular, these computerized
airplanes that kind of fly themselves, slow down take your time,
verify each thing. Make sure that each of your buddy over there. He knows what you're doing.
Slow down your pace. The computers will run fast enough, but if you try to run at that same speed
You're invariably going to make a mistake
and
even worse it's going to be very hard for the other human being or
human beings if you're flying on Multi crewed
Long-Range aircraft. They can't keep up with what you're doing. So simply slow down and enjoy the pace.
Thanks for joining me on this
part 2 of the Rules of glass.
Next part three will take us in a whole separate rules that deal with the boxes and how the technical operation of things should go.
Thank you
So I'd like to say thank you to two groups people. One, were the initial instructors at Boeing in Seattle
Washington that
trained all of us on what we needed to do when we transition to glass airplanes.
We were reinforced by
specially trained pilots at KLM who were transitioning
the whole fleet from steam power to glass. What amazes me
is that all the things that they taught us were timeless.
Hi, I want thank you for watching this video with me. I want to end with the four ss.
They're real simple first of all, I would love for you to sound off let me know what you think about this video.
How do you do that down below right down below there's a place for comments. Send me your comments.
Let me know what you think about it. I try as best. I can to reply to each and every comment
So please make a comment and sound off. Next,
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Let me know if you want to hear that something else. Hey
I'm wondering how to deal with wind shear or I have no clue what it is, but if you'll tell me
What you want you'll suggest something. I'll put it in the production schedule and see what I can do. Thirdly, subscribe.
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Thanks again for watching. I appreciate your support.
Have a good one. I'll see you on the next rules of glass. Bye now
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