Our amazing modern technology provides all kinds of enigmatic choices and challenges for directing our lives. “Smartphones” and “digital assistants” increasingly suggest or determine our every action unless we consciously intervene and take charge. Especially for pilots, taking charge and commanding our relationship with technology is essential if we want to fly safety. A little history here provides some important lessons.
Do you remember all the promises that “technically advanced airplanes” would dramatically reduce our GA accident rate? This was like a “magic bullet” in the 1990s when the first “glass panel” aircraft were coming onto the market. The promise everywhere in the news was that we would be “saved by technology.” This seemed logical given the incredible precision and quantity of information suddenly available to pilots previously depending on some pretty sketchy analog devices. With digital accuracy and data, we would be able to better see and avoid weather and supposedly never run out of fuel. But our tricky human interface largely defeated many of the benefits provided by the new technology and the same accidents are still occuring with depressing regularly.
The paradox of technology is that precisely because we have more accurate data, pilots can reduce their planning margins and cut it even closer to the edge. In the case of fuel, we can plan tighter on time and with live weather depiction in the panel, we often navigate even closer between storm cells. The root problem is a lack of pilot judgment. By training or by nature, pilots are mission driven and often aggressively “optimize” and thereby decrease their safety. Give us humans a sharper tool and they will shave the safety margin ever closer. The difference between what we are able to do and what we should do for safety still escapes many pilots. Clearly the challenge for aviation educators is teaching wisdom, not wi-fi.
The ACS focus on judgment and robust risk management has made a huge and important difference in the flight training and testing world. I see this as a CFI and DPE and hope we see an impact soon in the safety statistics. But because this initiative is still so new to general aviation, the benefits are still only slowly making their impact upward into the aviation charter world. I actually clearly remember the very first time I had a young co-pilot initiate his own risk management plan before a challenging flight. I thought I would fall over in gratitude. He had clearly laid out the challenges and risk mitigation procedures just like a student on a flight test- – funny how that initial training works. Modern technology is great but it is increasingly important to have a “thinking monkey” to operate it thoughtfully for safety.
Another challenge provided by our amazing new technology pertains to legacy operators; pilots in the field, importing technology into their flying. There is far too much reliance on autopilots and GPS with operator skills deteriorating rapidly and dramatically. Many formerly wonderful old-time pilots have become unapologetic “technology managers” driving planes in a mindless fashion. As we become “programmers”, the hand flying skills we once all depended on to be safe are no longer available as a back-up.
In the 135 charter world proficiency is enforced every 6 months in FAA-required training. In the GA world the proficiency mandate falls to the aviation educator. I highly recommend the new AOPA “Focused Flight Review” as a tool for educators. The dedicated team at AOPA, in collaboration with SAFE and other incustry players, has assembled a wonderful resource library for inspiring pilot proficiency. And this is useful for training at any level, not just the flight review. Teaching this syllabus injects risk management and judgment into the world of legacy operators who often never encountered risk management in their initital training. Too much technology magic can defeat a once proficient pilot quite rapidly. Expand your flight envelope with hands on flight training, fly safe (and often)!
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