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HAA Part 2 > ADM / CRM / SRM / Risk Management > Flashcards

ADM / CRM / SRM / Risk Management Flashcards

1
Q

Aeronautical Decision Making (ADM) is a

a) Systematic approach to the mental process used by pilots to consistently determine the best course of action for a given set of circumstances.

b) Decision making process which relies on good judgment to reduce risks associated with each flight.

c) Mental process of analyzing all information in a particular situation and making a timely decision on what action to take.

A

A) Systematic approach to the mental process used by pilots to consistently determine the best course of action for a given set of circumstances.

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2
Q

“A systematic approach to the mental process used by all involved in aviation to consistently determine the best course of action in response to a given set of circumstances.” This verbiage defines

a) Aeronautical Decision Making (ADM).

b) Situational Awareness (SA).

c) Risk Mitigation.

A

A) Aeronautical Decision Making (ADM).

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3
Q

Aeronautical decision making (ADM) provides a

a) Mental process of analyzing all available information in a particular situation, making a timely decision on what action to take, and when to take the action.

b) Structured, systematic approach to analyzing changes that occur during a flight and how these changes might affect a flight’s safe outcome.

c) Decision making process which relies on good judgment to reduce risks associated with each flight.

A

B) Structured, systematic approach to analyzing changes that occur during a flight and how these changes might affect a flight’s safe outcome.

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4
Q

The Aeronautical Decision Making (ADM) process identifies the steps involved in good decision making. One of these steps includes a pilot

a) Making a rational evaluation of the required actions.

b) Developing the “right stuff” attitude.

c) Identifying personal attitudes hazardous to safe flight.

A

C) Identifying personal attitudes hazardous to safe flight.

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5
Q

The ADM process identifies steps for good decision making; some of which are

a) Learning behavior modification techniques and using all resources.

b) Identifying personal attitudes hazardous to safe flight and developing risk assessment skills.

c) All are correct.

A

C) All are correct.

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6
Q

Risk management is an important component of ADM.

a) True.

b) False.

A

A) True.

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7
Q

Risk management has nothing to do with aeronautical decision making.

a) True.

b) False.

A

B) False.

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8
Q

What is single pilot resource management (SRM)?

a) It is the art and science of managing all the resources both onboard the aircraft and from outside sources available to a single pilot (prior and during flight) to ensure the successful outcome of the flight.

b) It is the art and science of managing all the resources during preflight to ensure the successful outcome of the flight.

c) It is the art and science of managing all the resources onboard the aircraft to ensure the successful outcome of the flight.

A

A) It is the art and science of managing all the resources both onboard the aircraft and from outside sources available to a single pilot (prior and during flight) to ensure the successful outcome of the flight.

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9
Q

Single pilot resource management (SRM) includes the concepts of:

a) Task management and automation management.

b) Aeronautical decision making and situational awareness.

c) All are correct.

A

C) All are correct.

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10
Q

Single Pilot Resource Management (SRM) available resources can include

a) Human resources, hardware, and information.

b) Hazardous attitude antidotes and CFIT training.

c) All are correct.

A

A) Human resources, hardware, and information.

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11
Q

Two defining elements of ADM are

a) Hazardous attitudes and their associated antidotes.

b) Go and no-go decision making processes.

c) Hazard and risk.

A

C) Hazard and risk.

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12
Q

A hazard (in reference to ADM) is defined as

a) A real or perceived present condition, event, object, or circumstance that could lead to or contribute to an unplanned or undesired event such as an accident.

b) The future impact of a hazard that is not controlled or eliminated.

c) The result of a poor decision making process.

A

A) A real or perceived present condition, event, object, or circumstance that could lead to or contribute to an unplanned or undesired event such as an accident.

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13
Q

Risk (in reference to ADM) is defined as

a) A real or perceived present condition, event, object, or circumstance that could lead to or contribute to an unplanned or undesired event such as an accident.

b) The future impact of a hazard that is not controlled or eliminated.

c) The result of a poor decision making process.

A

B) The future impact of a hazard that is not controlled or eliminated.

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14
Q

A pilot notices a nick in the leading edge of a tail rotor blade. Since the aircraft is parked outside on an airport ramp, the nick may have been caused by another aircraft’s downwash blowing debris into the blade. In this example, the hazard is

a) The nick.

b) Possible tail rotor blade failure.

c) The downwash that caused the nick.

A

A) The nick.

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15
Q

A pilot notices a nick in the leading edge of a tail rotor blade. Since the aircraft is parked outside on an airport ramp, the nick may have been caused by another aircraft’s downwash blowing debris into the blade.
In this example, the risk is

a) The nick.

b) Possible tail rotor blade failure.

c) The downwash that caused the nick.

A

B) Possible tail rotor blade failure.

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16
Q

Elements or factors affecting individuals are different and profoundly impact decision making regarding perceptions of hazard and risk. These elements/factors are referred to as

a) Hazardous attitudes.

b) Risk factors.

c) Human factors.

A

C) Human factors.

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17
Q

A motivational predisposition to respond to people, situations, or events in a given manner; this defines

a) Attitude.

b) Decision making.

c) Risk mitigation.

A

A) Attitude.

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18
Q

What are some of the hazardous attitudes dealt with in Aeronautical Decision Making (ADM)?

a) Anti-authority (don’t tell me), impulsivity (do something quickly without thinking), macho (I can do it).

b) Risk management, stress management, and risk elements.

c) Poor decision making, situational awareness, and judgment.

A

A) Anti-authority (don’t tell me), impulsivity (do something quickly without thinking), macho (I can do it).

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19
Q

Name some hazardous attitudes that can affect your judgment during the aeronautical decision making (ADM) process.

a) Antiauthority, impulsivity, and resignation.

b) Impulsivity, antiestablishment, and reevaluation.

c) Peer pressure and stress levels.

A

A) Antiauthority, impulsivity, and resignation.

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20
Q

Hazardous attitudes occur to every pilot to some degree at some time. What are some of these hazardous attitudes?

a) Antiauthority, impulsivity, macho, resignation, and invulnerability.

b) Poor situational awareness, snap judgments, and lack of a decision making process.

c) Poor risk management and lack of stress management.

A

A) Antiauthority, impulsivity, macho, resignation, and invulnerability.

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21
Q

When a recently certificated pilot decides to not wait any longer for the fog and low ceilings to burn off, this pilot may be exhibiting the hazardous

a) Resigned attitude.

b) Macho attitude.

c) Impulsive attitude.

A

C) Impulsive attitude.

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22
Q

Hazardous attitudes which contribute to poor pilot judgment can be effectively counteracted by

a) Early recognition of hazardous thoughts.

b) Taking meaningful steps to be more assertive with attitudes.

c) Redirecting that hazardous attitude so that appropriate action can be taken.

A

C) Redirecting that hazardous attitude so that appropriate action can be taken.

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23
Q

What is the first step in neutralizing a hazardous attitude in the ADM process?

a) Recognition of invulnerability in the situation.

b) Dealing with improper judgment.

c) Recognition of hazardous thoughts.

A

C) Recognition of hazardous thoughts.

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24
Q

What should a pilot do when recognizing a thought as hazardous?

a) Avoid developing this hazardous thought.

b) Develop this hazardous thought and follow it through with modified action.

c) Label that thought as hazardous, then correct that thought by stating the corresponding learned antidote.

A

C) Label that thought as hazardous, then correct that thought by stating the corresponding learned antidote.

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25
Q

Hazardous attitudes which contribute to poor pilot judgment can be effectively counteracted by

a) Taking meaningful steps to be more assertive with attitudes.

b) Early recognition of these hazardous attitudes.

c) An appropriate antidote.

A

C) An appropriate antidote.

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26
Q

What is the antidote when a pilot has a hazardous attitude, such as “anti-authority”?

a) I know what I’m doing.

b) Rules do not apply in this situation.

c) Follow the rules.

A

C) Follow the rules.

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27
Q

What antidotal phase can help reverse the hazardous attitude or impulsivity?

a) It could happen to me.

b) Not so fast, think first.

c) Do it quickly to get it over with.

A

B) Not so fast, think first.

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28
Q

What is the antidote when a pilot has the hazardous attitude of “invulnerability”?

a) It will not happen to me.

b) It can not be that bad.

c) It could happen to me.

A

C) It could happen to me.

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29
Q

What is the antidote for a pilot with a “macho” attitude?

a) I’m not helpless. I can make a difference.

b) Taking chances is foolish.

c) Follow the rules. They are usually right.

A

B) Taking chances is foolish.

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30
Q

What is the antidote when a pilot has a hazardous attitude, such as “resignation”?

a) What is the use?

b) Someone else is responsible.

c) I am not helpless.

A

C) I am not helpless.

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31
Q

HAA pilots are required to use the following tool for assist in assessing risk.

a) Laminated risk matrix; one copy in the aircraft and one copy by the computer used for pilot preflight planning.

b) A risk management discussion with Tier II OCC prior to each Part 135 flight.

c) Baldwin Safety flight risk assessment.

A

C) Baldwin Safety flight risk assessment.

32
Q

One way for the single pilot to mitigate risk is to use the __________ checklist to determine physical and mental readiness for flying.

a) I’M SAFE.

b) I’M OKAY.

c) DECIDE

A

A) I’M SAFE.

33
Q

The I’M SAFE checklist, used for determining a pilot’s physical and mental readiness for flying, includes the following steps

a) Indecisiveness, Mental capacity, Sleep, Age, Food, Erratic behavior.

b) Illness, Medication, Stress, Alcohol, Fatigue, Eating.

c) Illness, Mood, Sleep, Age, Food, Environment.

A

B) Illness, Medication, Stress, Alcohol, Fatigue, Eating.

34
Q

One way to mitigate risk is to perceive hazards. The PAVE checklist divides the risks of flight into four categories which form part of the pilot’s decision making process. These categories are

a) Pilot in command, Aircraft, enVironment, External pressures.

b) Preflight, After-flight, eVerything, Environment.

c) Preflight, Airspace, Viable, Environment.

A

A) Pilot in command, Aircraft, enVironment, External pressures.

35
Q

In reference to risk management, what are some risks associated with the pilot?

a) Recent experience, physical and emotional condition.

b) Medication, fatigue, and stress.

c) All are correct.

A

C) All are correct.

36
Q

In reference to risk management, what are some risks associated with the aircraft?

a) Fuel quantity on board matches the fuel quantity required.

b) NVG limitations or restrictions on MEL’ed equipment.

c) All are correct.

A

C) All are correct.

37
Q

In reference to risk management, what are some risks associated with the environment?

a) Weather, terrain, airport, airspace, and nighttime.

b) Pilot and aircraft.

c) All are correct.

A

A) Weather, terrain, airport, airspace, and nighttime.

38
Q

External pressures are influences external to the flight that create a sense of pressure to complete a flight – often at the expense of safety. Some of these external pressure are

a) Patient condition and the pilot’s general desire to complete a goal.

b) The desire to demonstrate pilot qualifications or the desire to impress someone.

c) All are correct.

A

C) All are correct.

39
Q

The successful pilot possesses the ability to

a) Concentrate, manage workloads, monitor, and perform several simultaneous tasks.

b) Focus on one task at a time, not moving on to the next till the first is completed successfully.

c) Demonstrate their superior skill to operate the aircraft at its limits.

A

A) Concentrate, manage workloads, monitor, and perform several simultaneous tasks.

40
Q

During a recent FAA study, five traits were discovered in pilot prone to having accidents. These pilots

a) Have a disdain toward rules.

b) Frequently fall into the “thrill and adventure seeking” personality category.

c) All are correct.

A

C) All are correct.

41
Q

During a recent FAA study, five traits were discovered in pilot prone to having accidents. These pilots

a) Have an exceptional ability to multi-task

b) Frequently fall into the “thrill and adventure seeking” personality category.

c) All are correct.

A

B) Frequently fall into the “thrill and adventure seeking” personality category.

42
Q

During a recent FAA study, five traits were discovered in pilot prone to having accidents. These pilots

a) Are impulsive rather than methodical and disciplined, both in their information gathering and in the speed and selection of actions to be taken.

b) Have a disregard for or underutilization of outside sourced of information.

c) All are correct.

A

C) All are correct.

43
Q

While some situations, such as engine failure, require an immediate response using established procedures, there is usually time during a flight to analyze any changes that occur, gather information, and assess risk before reaching a decision.

a) True.

b) False.

A

A) True

44
Q

During flight, any situation that occurs requires an immediate response. There is rarely time to analyze changes and asses risk before reaching a decision on an appropriate course of action.

a) True.

b) False.

A

B) False.

45
Q

What are the two decision making processes designed to systematically identify hazards, assess the degree of risk, and determine the best course of action?

a) Risk management and risk intervention.

b) Crew resource management and aeronautical decision making.

c) The I’M SAFE and DECIDE checklists.

A

C) The I’M SAFE and DECIDE checklists.

46
Q

There are several models of structured framework for problem solving and decision making, including

a) 4 Rs, NOODLE, and I’M SAFE.

b) 5 Ps, 3 Ps, OODA, and DECIDE.

c) CARE, I’M SAFE, and PAVE.

A

B) 5 Ps, 3 Ps, OODA, and DECIDE.

47
Q

The “5 Ps” ADM process consists of

a) The Plan, the Plane (helicopter), the Pilot, the Passengers, the Programming.

b) The Preflight, the Purpose, the Pilot, the Passengers, the Progress

c) The Purpose, the Plan, the Pilot, the Passengers, the Progress.

A

A) The Plan, the Plane (helicopter), the Pilot, the Passengers, the Programming.

48
Q

The “3 Ps” ADM process consists of

a) The Plane, the Pilot, the Plan

b) Perceive, Process, and Perform.

c) Preflight, Progress, Post-flight.

A

B) Perceive, Process, and Perform.

49
Q

The ADM process known as the “OODA Loop” consists of

a) Organization, Orientation, Diversion, After-flight.

b) Observation, Organization, Diversion, Action.

c) Observation, Orientation, Decision, Action.

A

C) Observation, Orientation, Decision, Action.

50
Q

The Decide Model is comprised of a 6-step process to provide the pilot a logical way of approaching Aeronautical Decision Making. These steps are:

a) Detect, estimate, choose, identify, do, and evaluate.

b) Determine, evaluate, choose, identify, do, and eliminate.

c) Determine, eliminate, choose, identify, detect, and evaluate.

A

A) Detect, estimate, choose, identify, do, and evaluate.

51
Q

Which of the following is the final step of the Decide Model for effective risk management and Aeronautical Decision Making?

a) Estimate.

b) Evaluate.

c) Eliminate.

A

B) Evaluate.

52
Q

Good decisions result when pilots

a) Gather all available information, review it, analyze the options, rate the options, select a course of action, and evaluate that course of action for correctness.

b) Make the first corrective action that comes to mind, evaluate the outcome, and evaluate the effectiveness of that course of action.

c) Rely on automation to make all corrective actions for them.

A

A) Gather all available information, review it, analyze the options, rate the options, select a course of action, and evaluate that course of action for correctness.

53
Q

In an emergency situation (such as engine failure at altitude), a pilot may not survive if they rigorously applied analytical models to every decision made; there is not enough time to go through all the options. The decision making process in this case is referred to as

a) Critical process decision making.

b) Automatic decision making.

c) Acute stress decision making.

A

B) Automatic decision making.

54
Q

A reflexive type of decision making anchored in training and experience and is most often used in times of emergencies when there is no time to practice analytical decision making is referred to as

a) Critical process decision making.

b) Acute stress decision making.

c) Automatic decision making.

A

C) Automatic decision making.

55
Q

A reflexive type of decision making anchored in training and experience and is most often used in times of emergencies when there is no time to practice analytical decision making is referred to as
a) Critical process decision making.

b) Acute stress decision making.

c) Automatic decision making.

A

C) Automatic decision making.

56
Q

The decision making process is different for an engine failure during cruise flight compared to a go/no- go decision before a flight.

a) True.

b) False.

A

A) True.

57
Q

Examples of classical behavioral traps that experienced pilots may fall into are to

a) Assume additional responsibilities and assert PIC authority.

b) Peer pressure, get-there-itis, scud running, and continuing VFR into instrument conditions.

c) Promote situational awareness and then necessary changes in behavior.

A

B) Peer pressure, get-there-itis, scud running, and continuing VFR into instrument conditions.

58
Q

All experienced pilots have fallen prey to, or have been tempted by, one or more of these dangerous tendencies or behavior problems at some time in their career. Select the answer that best describes these tendencies.

a) Performance deficiencies due to stress from human factors, such as fatigue, illness, or emotional problems.

b) Deficiencies in instrument skills and knowledge of aircraft systems or limitations.

c) Peer pressure, mind set, and operating without adequate fuel reserves.

A

C) Peer pressure, mind set, and operating without adequate fuel reserves.

59
Q

Most pilots have fallen prey to dangerous tendencies or behavior problems at some time. Some of these dangerous tendencies or behavior patterns which must be identified and eliminated include:

a) Deficiencies in instrument skills and knowledge of aircraft systems or limitations.

b) Performance deficiencies from human factors such as, fatigue, illness or emotional problems.

c) Peer pressure, get-there-it is, loss of positional or situational awareness, and operating without adequate fuel reserves.

A

C) Peer pressure, get-there-it is, loss of positional or situational awareness, and operating without adequate fuel reserves.

60
Q

What are the two categories of stress?

a) Acute and chronic.

b) Critical and non-critical.

c) Chronic and non-chronic.

A

A) Acute and chronic.

61
Q

The key to stress management is to

a) Stop, think, and analyze before jumping to a conclusion.

b) React to all situations by performing the first action that comes to mind.

c) All are correct.

A

A) Stop, think, and analyze before jumping to a conclusion.

62
Q

Some examples of physiological stressors are

a) Conditions associated with the environment, such as temperature and humidity extremes, noise, vibration, and lack of oxygen.

b) Physical conditions, such as fatigue, lack of physical fitness, sleep loss, missed meals (leading to low blood sugar), and illness.

c) Social or emotional factors, such as a death in the family, a divorce, a sick child, or a demotion at work.

A

B) Physical conditions, such as fatigue, lack of physical fitness, sleep loss, missed meals (leading to low blood sugar), and illness.

63
Q

Some examples of environmental stressors are

a) Conditions associated with the environment, such as temperature and humidity extremes, noise, vibration, and lack of oxygen.

b) Physical conditions, such as fatigue, lack of physical fitness, sleep loss, missed meals (leading to low blood sugar), and illness.

c) Social or emotional factors, such as a death in the family, a divorce, a sick child, or a demotion at work.

A

A) Conditions associated with the environment, such as temperature and humidity extremes, noise, vibration, and lack of oxygen.

64
Q

Some examples of psychological stressors are

a) Conditions associated with the environment, such as temperature and humidity extremes, noise, vibration, and lack of oxygen.

b) Physical conditions, such as fatigue, lack of physical fitness, sleep loss, missed meals (leading to low blood sugar), and illness.

c) Social or emotional factors, such as a death in the family, a divorce, a sick child, or a demotion at work.

A

C) Social or emotional factors, such as a death in the family, a divorce, a sick child, or a demotion at work.

65
Q

One of the most valuable resources are the medical personnel. When appropriate, the PIC can ask them to assist with certain tasks, such as

a) Watching for traffic and reading a checklist.

b) Assist on clearing the aircraft when making an approach to a scene; or listen to logic, or lack of logic.

c) All are correct.

A

C) All are correct.

66
Q

The accurate perception and understanding of all the factors and conditions that affect safety before, during, and after the flight is referred to as

a) CRM or SRM

b) Situational awareness.

c) Awareness of position in space.

A

B) Situational awareness.

67
Q

Maintaining situational awareness requires an understanding of

a) The relative significance of all flight related factors and their future impact on the flight.

b) Maintaining a focus on one situation at time and an awareness of its future impact.

c) Maintaining a fixation on one perceived significant factor.

A

A) The relative significance of all flight related factors and their future impact on the flight.

68
Q

A pilot fixating on a single perceived important item and causing a reduction in overall situational awareness of the flight can be caused by

a) Fatigue, stress, and work overload.

b) Boredom in the cockpit.

c) Not correctly using automation in the cockpit.

A

A) Fatigue, stress, and work overload.

69
Q

In a single pilot environment, an autopilot system can greatly reduce workload.

a) True.

b) False.

A

A) True.

70
Q

If a pilot is unfamiliar with any aircraft systems, this will add to workload and may contribute to a loss of

a) Decision making ability.

b) CRM

c) Situational awareness.

A

C) Situational awareness.

71
Q

Pilots should not look upon unfamiliarity with the aircraft and its systems as a risk control measure, but instead as a

a) Hazard with high risk potential.

b) Hindrance to maintaining good CRM.

c) Minor issue that has no effect on the outcome of the flight.

A

A) Hazard with high risk potential.

72
Q

When using onboard navigation systems (GPS, multi-function displays), if a pilot has to analyze what key to push next, or always uses the same sequence of keystrokes when others are available, that pilot may be trapped in a rote process which indicates a shallow understanding of the system(s).

a) True.

b) False.

A

A) True.

73
Q

Humans are characteristically

a) Disposed to expect automation to fail often.

b) Poor monitors of automated systems.

c) Disposed to appreciate the workload imposed by automation.

A

B) Poor monitors of automated systems.

74
Q

Electronic flight displays do not replace basic flight knowledge and skills; they are a tool for improving flight safety.

a) True.

b) False.

A

A) True.

75
Q

Electronic flight displays are meant to compensate for a lack of flight knowledge and skills; therefore, improving flight safety.

a) True.

b) False.

A

B) False.

HAA Part 2 (14 decks)

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