Premium on Safety - Issue 34, 2019 - 5

BEST PRACTICES
annunciators," said Cottner. "We configure them when designing
the system with the pilot group." When it comes to a flight deck
upgrade, the operator defines the desired capabilities, and the
integrator compiles them according to the human factors involved
and coordinates certification of the system with the FAA.
Before cutting metal, follow-up sessions review the prints that
incorporate any placement changes that came from the inaugural
session. But this doesn't preclude the possibility of changes

Aircrew education is an integral part of
every aircraft upgrade.
because a 2D perspective does not reveal 3D problems. This is
why the integrator must put different pilots in the seats. "Looking
at the layout from side to side, they make sure they can see
everything and the controls are placed so they don't increase
workload, so they don't have to bury their heads below the glare
shield to scan and capture all the information."
In the Lear, his hands-on review revealed a placement problem
with the cockpit voice recorder microphone. "It's a small device,
but from the copilot's seat, it shadowed the three-in-one standby
instrument," said Cottner. They relocated it to a position where it

did not block either pilot's view of any instrument and performed
its function, clearly capturing all cockpit conversations.
The evaluation of the human-hardware interface must continue
past normal operations. "You put something where you think it will
not be in the way, and it is not-until you play the scenario when
you're down to battery power, you've lost the generators, and all
you're flying on is the standby instrument, and the pilot has to
move his (or her) head to see it," said Cottner. "That movement
adds to the problem."
Discovering these situations well before the new flight deck first
flies-and teaching crews how to deal with them-is the key to
safety. Lack of knowledge is the biggest threat to efficient and safe
operation. Without the understanding delivered through training,
said Cottner, "the system may not work the way the pilot thinks it
should, and this can lead to a short between the headsets."

- Scott M. Spangler fell in love with aviation at age 5, when he found
his father's World War II U.S. Navy aircraft identification manuals.
A pilot since 1976, he was the founding editor of Flight Training
magazine. He is a contributing editor at JetWhine.com, Aviation for
Women, and Kitplanes.

QUIZ

Dueling with Fuel
How much do you know about your powerplant's favorite drink?
BY AMY LABODA, MANAGING EDITOR, USAIG PREMIUM ON SAFETY
1

It is well below freezing when you go out to preflight
the aircraft. One of the fuel tanks sumps normally,
but nothing comes out of the other. What is the most
likely scenario?
A) The tank is empty
B) There is ice in the bottom of the tank
C) There is frozen slush on the tank vent

2

The density of jet fuel varies
avgas with variations in temperature.

4

A) Bugs
B) Water
C) Volatility
D) Energy
5

than that of

The most effective method to limit microbial growths
in turbine fuel is to eliminate
from the fuel.

Jet Fuel will damage or destroy a gasoline engine.
A) True
B) False

A) More
B) Less
3

Identify the colors of the following fuels used in aviation.
Avgas 80
Avgas 100
Avgas 100 LL

Jet A
Jet A-1
Jet B

Answers on page 11

5
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