A |
|
|
automation behavior may be unexpected and unexplained (issue108) |
| automation
information in manuals may be inadequate (issue140) |
| automation
integration may be poor (issue011) |
| automation
level decisions may be difficult (issue103) |
| automation may
adversely affect pilot workload (issue079) |
| automation may
be over-emphasized in pilot evaluation (issue116) |
| automation may
be too complex (issue040) |
| automation may
demand attention (issue102) |
| automation may
lack reasonable functionality (issue109) |
| automation may
not work well under unusual conditions (issue150) |
| automation may
use different control strategies than pilots (issue122) |
| automation
performance may be limited (issue126) |
| automation
requirements may conflict (issue160) |
| automation
skills may be lost (issue137) |
| automation use
may slow pilot responses (issue161) |
| automation use
philosophy may be lacking (issue101) |
B |
|
| behavior of
automation may not be apparent (issue083) |
| both pilots'
attention simultaneously diverted by programming (issue075) |
C |
|
| commercial
incentives may dominate (issue127) |
| communication
between computers may be unsupervised (issue022) |
| company
automation policies and procedures may be inappropriate
or inadequate (issue166) |
| complex
automation may have overly simplistic interface (issue128) |
| controls of
automation may be poorly designed (issue037) |
| crew
assignment may be inappropriate (issue142) |
| crew
coordination problems may occur (issue084) |
| cross checking
may be difficult (issue072) |
| cultural
differences may not be considered (issue165) |
D |
|
| data access
may be difficult (issue047) |
| data entry and
programming may be difficult and time consuming (issue112) |
| data entry
errors on keyboards may occur (issue071) |
| data
presentation may be too abstract (issue087) |
| data re-entry
may be required (issue049) |
| database may
be erroneous or incomplete (issue110) |
| deficiencies
in basic aircraft training may exist (issue063) |
| displays
(visual and aural) may be poorly designed (issue092) |
E |
|
| No issues starting with E |
F |
|
| failure
assessment may be difficult (issue025) |
| failure modes
may be unanticipated by designers (issue024) |
| failure
recovery may be difficult (issue023) |
| false alarms
may be frequent (issue070) |
| fatigue may be
induced (issue156) |
| flightdeck
automation may be incompatible with ATC system (issue082) |
| function
allocation may be difficult (issue117) |
G |
|
| No issues starting with G |
H |
|
| human-centered
design philosophy may be lacking (issue100) |
I |
|
| inadvertent
autopilot disengagement may be too easy (issue123) |
| information
integration may be required (issue009) |
| information
overload may exist (issue014) |
| information
processing load may be increased (issue119) |
| instructor
training requirements may be inadequate (issue143) |
| insufficient
information may be displayed (issue099) |
| interface may
be poorly designed (issue039) |
| inter-pilot
communication may be reduced (issue139) |
J |
|
| job
satisfaction may be reduced (issue013) |
K |
|
| No issues starting with K |
L |
|
| No issues starting with L |
M |
|
| manual
operation may be difficult after transition from
automated control (issue055) |
| manual skills
may be lost (issue065) |
| manual skills
may not be acquired (issue007) |
| mode awareness
may be lacking (issue095) |
| mode selection
may be incorrect (issue145) |
| mode
transitions may be uncommanded (issue044) |
| monitoring
requirements may be excessive (issue005) |
N |
|
| new tasks and
errors may exist (issue089) |
| non-automated
pilot tasks may not be integrated (issue153) |
O |
|
| older pilots
may be less accepting of automation (issue132) |
| operational
knowledge may be lacking in design (issue121) |
P |
|
| pilot control
authority may be diffused (issue104) |
| pilot
selection may be more difficult (issue136) |
| pilots have
responsibility but may lack authority (issue012) |
| pilots may be
out of the loop (issue002) |
| pilots may be
overconfident in automation (issue131) |
| pilots may be
reluctant to assume control (issue026) |
| pilots may
lack confidence in automation (issue046) |
| pilots may not
be involved in equipment selection (issue141) |
| pilots may
over-rely on automation (issue106) |
| pilots may
under-rely on automation (issue146) |
| pilot's role
may be changed (issue144) |
| planning
requirements may be increased (issue158) |
| procedures may
assume automation (issue151) |
| protections
may be lost though pilots continue to rely on them (issue015) |
Q |
|
| No issues starting with Q |
R |
|
| No issues starting with R |
S |
|
| scan pattern
may change (issue038) |
| similarity may
be superficial (issue149) |
| situation
awareness may be reduced (issue114) |
| software
versions may proliferate (issue134) |
|
standardization may be lacking (issue138) |
| state
prediction may be lacking (issue152) |
T |
|
| task
management may be more difficult (issue167) |
| testing may be
inadequate (issue115) |
| traffic
coordination requirements may increase (issue148) |
| training may
be inadequate (issue133) |
| transitioning
between aircraft may increase errors (issue130) |
| transitioning
between aircraft may increase training requirements (issue129) |
U |
|
| understanding
of automation may be inadequate (issue105) |
V |
|
| vertical
profile visualization may be difficult (issue053) |
W |
|
| workarounds
may be necessary (issue107) |
X |
|
| No issues starting with X |
Y |
|
| No issues starting with Y |
Z |
|
| No issues starting with Z |
