Aviation Human Factors Flashcards
A stabilized approach requires airspeed to vary no greater than +10 knots and no less than -5 knots. Momentary and minor deviations are only tolerated if immediate corrections are made. On final approach with winds gusting 10 to 20 knots the Captain is having trouble maintaining his approach speed at a steady state. Airspeed is varying +/- 4 knots with timely corrections being made. You should:
a. Announce an unstable condition due to airspeed and recommend a go around.
b. Announce Go Around.
c. Call out airspeed deviations as they occur.
d. Say nothing and hope for the best.
Call out airspeed deviations as they occur.
You are taxiing for takeoff. After you read back the taxi clearance to ground the captain says nothing but does start to taxi as cleared. Ground control revises your taxi clearance and again the captain says nothing but is taxiing as cleared. You should?
a. Continue to monitor the captain to ensure compliance with your
clearance but say nothing as long as he is taxiing as cleared.
b. Step on the brakes and ask the captain if he copied the taxi clearance.
c. Get the captains attention, express concern that he did not hear the
taxi clearance, and it would help you if he would read it back to you.
d. You have never really gotten along with this captain and as long as he is taxiing as cleared you would rather not say anything to him.
Get the captains attention, express concern that he did not hear the taxi clearance, and it would help you if he would read it back to you.
While checking the weather at flight operations for your flight to your home town you notice the weather is close to minimums. The alternate which is close by is also near minimums. You are somewhat uncomfortable with the planned fuel. The captain is satisfied with the fuel load but is not as familiar with the weather patterns in your home town. You should:
a. Go along with the captain since he is satisfied everything must be ok.
b. Say nothing. You might embarrass yourself. The fuel load complies
with the FAR’s so you don’t need to worry.
c. Get the captains attention and express your concerns about the fuel
load and the weather. Ask the captain if he would like to add more fuel?
d. The captain stated he is concerned about saving fuel so just keep
quiet and keep your concerns to yourself.
Get the captains attention and express your concerns about the fuel load and the weather. Ask the captain if he would like to add more fuel?
Enroute to Richmond VA, overhead Nashville TN you are forced to shutdown and engine due to a fire. All engine instruments indicate a successful shutdown except that the Fire light is still illuminated. The captain asks for your opinion. You state:
a. Lets continue to Richmond.
b. Since an aircraft passing by you saw no indications of a fire you
suggest continuing to Richmond.
c. Lets land at Nashville
d. Lets turn around and go back to Phoenix AZ.
Lets land at Nashville
During a night takeoff you enter the clouds at 300 feet and your primary flight and navigation displays fail. What should you do?
a. Engage the autopilot.
b. Fly manually using backup instruments.
c. Declare and emergency with ATC and return to the departure airport.
d. Transfer control of the airplane to the captain.
Transfer control of the airplane to the captain.
During the approach briefing the captain does not mention the gusty wind conditions reported on the ATIS. He also doesn’t mention their possible effect on final approach airspeed. What should you do?
a. Wait until final approach to see if the captain mentions the wind and
any airspeed adjustments.
b. Mention the gusty wind conditions now and their possible effect of
approach speed.
c. Say nothing since you have been to this airport many times and the
winds always die down by the time you get there.
d. They is no real concern since the winds are a headwind.
Mention the gusty wind conditions now and their possible effect of approach speed.
During accomplishment of the before start checklist the captain responds to the query of Dz Required Navigation Radios dz with the response Dz set dz. The correct response is Dz checked and setdz. You observed the captain check and set his radios during the preflight and crew briefings. You should:
a. Continue the before start checklist since you saw the captain check and set his navigation radios.
b. Say nothing since the response was close enough to communicate proper meaning.
c. Restart the checklist from the beginning.
d. Query the captain for the correct response to the checklist.
Query the captain for the correct response to the checklist.
The Captain just leveled the jet at a cruise altitude of 310 at Mach .80. Your flight plan calls for a Mach .82 cruise to destination. You should.
a. Since you took off 15 minutes early the captain is probably flying slower to save fuel so there is no concern to say anything.
b. Wait a few minutes to see if the captain will notice that he is flying slower than planned.
c. Mention to the captain your arrival time at destination will be 4 minutes greater than planned and see if he gets the hint.
d. Tell the captain the flight plan calls for a .82 cruise and ask him if he wants to increase his speed?
Tell the captain the flight plan calls for a .82 cruise and ask him if he wants to increase his speed?
You are fairly new in the airplane and en route to destination it becomes apparent a Cat 3 approach will be required at destination. You have not yet flown a Cat 3 approach in the airplane in actual Cat 3 low visibility conditions. What would you do?
a. You just have to fly the approach. The captain has to brief it and land it so just ride along and watch and learn.
b. Mentally review the Cat 3 procedures in your head prior to descent.
c. Calculate the Cat 3 landing data, wait for the captain to brief the approach procedures paying close attention.
d. Voice your concerns to the captain and ask him if he would brief up the approach early so you can clear up any doubts you may have.
Voice your concerns to the captain and ask him if he would brief up the approach early so you can clear up any doubts you may have.
During the walk around preflight you notice a puddle of oil on the ground under the engine. Maintenance tells you they just service the engine oil and it is just oil they spilled and clean it up. Upon returning to the cockpit you should:
a. Inform the captain.
b. This is on no consequence, continue with your preflight duties.
c. Write it up in the aircraft discrepancy log book.
d. Contact dispatch for assistance.
Inform the captain.
The captain is practicing flying the arrival into Memphis today with auto throttles off. The aircraft is level at 10,000 feet with the power at idle slowing from 325 knots to the target speed is 270kts. The airspeed is decreasing through 265 knots. You:
a. Are not concerned since you have no speed restrictions and plenty of safe flying airspeed.
b. Remind the captain the auto throttles are off and the target speed is
270 knots and ask him if he wants another target airspeed?
c. Wait until the airspeed gets below 200 knots to say something since
you have plenty of altitude and safe flying airspeed for your current
weight.
d. Just wait he will see it eventually.
Remind the captain the auto throttles are off and the target speed is 270 knots and ask him if he wants another target airspeed?
The captain told you to plan performance for two possible departure runways. During our preflight you got behind and only planned for your primary runway. Approaching #1 tower changes your takeoff runway to the one you have no data for. You should:
a. Do nothing the new runway is longer so the data is still valid.
b. Hurry up and finish the new data and the before takeoff checklist to keep up with the pace of the captain.
c. Tell ATC you prefer the original runway.
d. Advise the captain you do not have performance data for the new runway and need some time to calculate it.
Advise the captain you do not have performance data for the new runway and need some time to calculate it.
You are hand flying the airplane with the autopilot and auto throttles off. The captain is busy on radio two with dispatch concerning a possible divert. ATC issues you a descending left turn with an increase in airspeed for spacing. You become disoriented as you enter a cloud deck while attempting to change your heading bug. Before long the aircraft is 15 degrees nose low, in a 35 degree left bank with airspeed increasing toward maximum with the power up. How would you handle this situation?
- After returning to level flight file a flight safety report with dispatch.
- Using standard procedures transfer control of the aircraft to the captain.
- Reduce bank, reduce pitch and reduce power as necessary.
- After transferring control to the Captain make standard callouts as necessary to ensure a smooth recovery.
Using standard procedures transfer control of the aircraft to the
captain.
During takeoff at rotation the aircraft begins to pitch up at an abrupt rate. How would you handle this situation?
- Transfer control of the aircraft to the captain using standard procedures.
- Roll toward 90 degrees to allow the nose to slice through to the horizon to effect a gradual recovery.
- Apply nose down elevator and trim as necessary to control the pitch.
- Reducing the power to idle is the best option to get the nose tracking down with a coordinated increase in bank is the best option.
Apply nose down elevator and trim as necessary to control the pitch.
Approaching the top of descent at FL330 ATC clears you to descend to FL250. The captain sets FL260 in the altitude window. The captain says the y said FL260 and leaves FL260 in the altitude window. You should:
a. Set FL250 in the altitude window.
b. Leave FL260 set in the altitude window.
c. Start your descent and call ATC to verify the altitude cleared to was
FL260.
d. Tell the captain you are positive ATC cleared you to FL 250.
Start your descent and call ATC to verify the altitude cleared to was FL260.
