## 2 State of the Art
The autothrottle system also allows the automatic control of the power generated by the motors for a given moment of operation, leaving conventional systems with a higher financial cost and lower efficiency. This control becomes essential so that pilots can pay attention to other tasks and possibly rest. Fly by wire (FBW) allows the surface actuators to be controlled and operated through electrical signals transmitted to an onboard computer. It has also brought numerous advantages, such as an increased aircraft performance, the ability to integrate additional controls to the movements, such as flaps for maneuvering the aircraft and not only for takeoffs and landings, and the possibility for the pilot to maneuver without worry. Lastly, the glass cockpit (EFIS/EICAS/ECAM) assists in the decision-making required for navigation. For decisions, pilots have screens and monitors called the glass cockpit that contemplates the navigation systems, engine instruments, and others. The system that provides cabin data is the electronic flight instrument system. In turn, the crew alert and engine indication system is called the engine indicating and crew alerting system--EICAS--and the aircraft's central electronic monitor has the name electronic centralized aircraft monitor--ECAM [9]. In addition to investments in automation systems, human factors have evolved [11]. One of the most successful tools for managing human error was the introduction of CRM (crew resource management), which is designed to decrease error and increase crew efficiency and is defined for optimal crew use with all available resources (information, equipment, materials, and resources), and has encompassed a set of compartments and strategies that they have and must follow in the interest of safety, thus combining technical and human skills. The emergence of CRM is a milestone in the aviation-psychology relationship and changes the vision of aviation safety to reduce human error and increase crew efficiency [12]. The primary function of checklists is to ensure that the crew configures the aircraft properly to the flight segment--a standardization of cockpit procedures. The benefits of using a checklist are improved information processing, a reduced workload, reduced error, and improved response time. Unexpected situations are the main challenge, since an inherent problem of the checklist is the inability to foresee all the abnormal situations that the crew may encounter [13]. Another one of the objectives of the check-list is the effectiveness in promoting a positive attitude toward the use of this procedure; for the success of this mission, it is necessary that it is well-founded within the operational environment for it to have a good perception of its importance and not to consider it a bothersome task [14]. Safety management systems (SMSs) build on system safety but expand their view to include human factors, with human performance having a critical effect on safety during the entire system operation process. As a result, safety is responsible in all areas and levels of the entire organizational structure. The four components of the SMS according to ICAO are its policy and objectives, risk management, safety promotion, and safety assurance. The main processes of a safety management system [15] are: (1) hazard identification; (2) safety reporting; (3) risk management; (4) performance measurement; and (5) safety assurance. The main characteristics of any SMS are described as the management's commitment to safety, as the management's attitudes and actions can influence the organization's culture and ways of working [16]. Weather is responsible for a portion of airplane accidents. Weather and aviation have a complex relationship that has plagued aviation for over 100 years [17]. Despite advances in scientific and technological understanding since the early 1900s, weather causes safety concerns, and little is known about the characteristics of weather-related fatal accidents in general aviation.