While the huge increase in automation in commercial aircraft in recent decades has greatly improved safety and accuracy, some unexpected and unintended consequences have emerged. These are leading to changes in how
airline pilots are being trained.

"Pilots have not been properly trained to operate highly automated aircraft," noted Comair crew resource management specialist Michael Bowyer (himself a pilot).

"Inadequate crew knowledge of automated systems was a factor in more than 40% of accidents and 30% of serious incidents between 2001 and 2009."

Automation should not be confused with fly-by-wire (FBW). Automation ranges from basic autopilots to full Flight Management Systems (FMS). FBW replaces mechanical links from flight controls to flying surfaces with electronic
links. Today, airliners can be flown manually (whether with FBW or mechanical systems), or by basic autopilot, or by FMS.

Two problems that have emerged with high levels of automation on airliners are "automation complacency" and "automation complexity". The former results in pilots abdicating too much responsibility to the automated systems. The latter makes it difficult for the pilots to be "within the loop".

"Automation may perform in ways that are unexpected, unintended and inexplicable to the pilot, leading to accidents," he pointed out. "A small inconvenience can escalate into a desperate struggle to save the aircraft."

In consequence, the Royal Canadian Air Force has developed the concept of "automation airmanship". This integrates traditional technical skills and human factor skills with automation - automation being defined as all the
technology the pilot has to operate.

"We are training pilots, not button pushing system operators," he affirmed.

"Comair is changing its training system. We are in the process, I think it's working very well at the moment."

Bowyer was speaking at the first South African Symposium on Human Factors in Aviation, in Boksburg, east of Johannesburg, on Tuesday.