FASST-CH e-conspicuity – human factors
Switzerland’s airspace is diverse, so it is crucial that paragliders, gliders, powered aircraft and helicopters can detect each other in a timely manner. It is also important that these aircraft can be seen by new airspace users, such as drones. Modern electronic conspicuity (e-conspicuity) technologies can help prevent dangerous close encounters – but only if the interaction between pilot and system takes into account the strengths and limitations of both.
EASA aims to increase the success rate of 'see-and-avoid' from around 50% to up to 80% by using e-conspicuity technologies. The FASST-CH initiative wants to achieve – and even exceed – this safety target for Switzerland.
Maximising the net safety benefit
Both EASA and the FOCA believe that technological assistance can improve safety in this area. Nonetheless, it is crucial not to overlook the efficacy of established see-and-avoid techniques.
Pilots and flight instructors should ensure that 'head-down time' is kept to a minimum. An EFB (electronic flight bag or tablet) should support the pilot during flight, rather than distracting them.
A traffic alert can increase the likelihood of spotting another aircraft by up to eightfold. However, a study commissioned by the UK CAA found that, after receiving a traffic alert from an EFB, pilots often focus exclusively on the EFB and the assumed location of the traffic, abandoning their normal scanning technique. This highlights the need for clear guidelines on the use of e-conspicuity systems.
Principles for using electronic conspicuity
- Visual traffic scanning remains the most important safety net: Although an EFB can support situational awareness, see-and-avoid procedures are still carried out visually. Even with 100% e-conspicuity, this wouldn't change. Currently, not all aircraft are electronically visible and some technologies are incompatible – an issue the FASST-CH recommendations aim to address.
- Strategic avoidance: Routes can be adjusted in advance – long before any potential conflicts arise.
- Focus on relevant EFB traffic information: Aircraft more than three nautical miles away can only be seen with the naked eye under ideal conditions. Pilots should not allow 'distant traffic' to distract them from scanning their immediate surroundings
- Audio alerts: Many headsets and intercom systems support Bluetooth and should be used for traffic alerts.
- Good flight planning prevents 'head-down navigation' with the EFB: During flight, navigation should follow the planned log based on time, speed, direction and altitude, enabling the pilot to stay focused on scanning for traffic. Planning takes place on the ground, while in the air the focus should be outside the cockpit.
- See-and-avoid procedures always apply in VMC: The right-of-way rules in the 'Rules of the Air' (SERA) do not distinguish between VFR and IFR. If an aircraft is flying in VMC, the crew must practise see-and-avoid procedures. The same principles of e-conspicuity apply under both IFR and VFR when in VMC.
- See-and-avoid is especially important in certain situations: For example, near traffic circuits, in known hotspots, in areas with ideal conditions for thermals, or during phases of flight when distractions are more likely. Pilots should be aware of these situations to help them maintain the right focus and step up visual scanning when needed.
Further information
