Ch. 8: Human Factors Flashcards
Hypoxia
State of O2 deficiency in the body sufficient to impair functions of brain and organs
Where does hypoxia normally occur?
Can be as low as 5,000’
Normally doesn’t occur to healthy pilot below 12,000’
How to avoid Hypoxia
Enrich air with oxygen
Use oxygen above 10,000’
Hypoxia symptoms
Poor judgement, memory, alertness, visual acuity and coordination.
Sensation of euphoria or sometimes even belligerence can occur (a macho attitude).
Other symptoms include, dizziness, headache, drowsiness and cyanosis
Hperventalation
Abnormal increase in the breathing rate that leads to a deficiency of carbon dioxide
Carbon dioxide is needed to regulate breathing process
Hyperventilation Symptoms
Lightheadedness, dizziness, drowsiness, tingling in the extremities and feeling of suffocation
May lead to unconsciousness
How to reverse hyperventalation
Controlled breathing
May use paper bag to help
Carbon Monoxide Poisoning
Colorless, odorless gas from exhaust fumes. If experienced, turn of heater and vent cockpit
CO Poisoning Symptoms
Headache, dizziness, drowsiness while using heater
Motion Sickness
Continued stimulation of inner ear, which controls balance
Motion sickness symptoms
Loss of appetite, saliva collecting in mouth, perspiration, nausea, disorientation, headaches, and vomiting
Motion Sickness Rx
Loosen clothes, open vents, use O2, keeps eyes on point outside AC, and terminate flight
“Ear Block”
Eustachian tube will not open to equalize pressure in inner ear
Due to congestion from illness or allergic reaction
Prevention of ear block in flight
Swallowing, yawning, tensing muscles in throat, or close mouth, pinch nose and blow.
Decompression sickness
Occurs after scuba diving when insufficient time is taken before flight to allow nitrogen to leave body
Up to 8,000’: Wait at least 12 hours for dives not requiring controlled ascent. At least 24 hours for dives that require controlled ascent
Above 8,000’: Wait at least 24 hours after any dive
What are the in-flight illusions?
I nversion C oriolis E levator F alse Horizon L eans A utokinesis G raveyard Spiral S omatograpvic
Inversion Illusion
Abrupt change in altitude creates the illusion of tumbling backwards
Coriolis Illusion
Rapid head movement causes the illusion of accelerating or turning
Elevator Illusion
An updraft causes the pilot to think that aircraft is in a climb. Pilot reacts by forcing the nose down inducing a dive.
False Horizon Illusion
Sloping cloud formations or obscured horizons confuse the pilot into misaligning with the horizon.
Lean Illusion
Abrupt recovery from a roll can mislead pilot into thinking aircraft is in a turn in the opposite direction
Autokinesis Illusion
At night, stationary lights may appear to be in motion. Pilot may lose control of aircraft trying to align it with “moving” light.
Graveyard Spiral Illusion
In a prolonged constant rate turn, sensation of the turn is not felt. In recovery to straight and level, the pilot may sense a turn in the opposite direction and pull back on the yoke, only tightening the spiral.
Somatogravic Illusion
Rapid acceleration causes the illusion of the being in a nose up attitude. Rapid deceleration will have the opposite effect.
Runway Illusions
Runway Width - Narrow runway makes plane on approach appear higher than it is, resulting in low approach. Opposite for wider runway.
Runway Slope - Upsloping runway makes plane on approach appear higher than it is, resulting in low approach. Opposite for downsloping runway.
“Single-Pilot Resource Management” (SRM)
Managing all resources (on AC and outside) available to a single pilot to ensure successful outcome of flight is never in doubt.
Examples of skills necessary for effective SRM?
ADM, risk management, task management, automation management, controlled flight into terrain awareness, and situational awareness.
What practical application provides the pilot with effective method to practice SRM?
Use of the Five P’s. Pilot has 5 variables that impact his environment and cause pilot to make critical decisions that, when added together, create critical outcome.
Used at points in the flight where decisions most likely effective (preflight, pre-takeoff, hourly, pre-decent, prior to entering pattern).
Five P’s
The…
P lan - NWKRAFT
P lane - Airworthy? Documents?
P ilot - IMSAFE
P rogramming - Are you proficient using the avionics Are the GPS databases up to date?
P ax - Are they nervous? Are they drunk?
“Aeronautical Decision Making” (ADM)
A systematic approach to risk assessment and stress management. The two defining elements of ADM are hazard and risk.
Basic steps in decision making process
Define problem
Choose action
Act
Evaluate
Two models used to practice ADM?
DECIDE and 3 P’s
DECIDE Model
D etect change needing attention E stimate need to react to change C hoose desirable outcome I dentify actions to control change D o something! E valuate
The 3 P’s
P erceive
P rocess
P erform
Hazardous Attitudes
RAIIM -
R esignation - I'm helpless A ntiauthority - Don't tell me what to do! I mpulsivity - Acts without thinking I nvulnerability - It can't happen to me M acho - Watch what I can do!
“Risk Management” (RM)
Decision making process that ID’s hazards, assesses degree of risk, and determine best action. Weighs potential costs against benefits.
“Hazard”
Present condition, event, object that could lead to accident
Examples: Nick in prop blade, improper fueling, pilot fatigue, etc.
“Risk”
Future impact of hazard
PAVE checklist
Categories of risks.
P IC - IMSAFE
A ircraft - Airworthy?
enV ironment - Wx, terrain, airport/runway, etc.
E xternal pressures - Are my Pax urging me to get somewhere? Do I have stress influencing my life?
Why use a personal minimums checklist?
It helps pilot make decision based on what is smart and safe rather than simply legal.
Describe how 3P model is used for RM
Perceive the hazards for flight. Ask “what could hurt me, my Pax, or my AC”?
Process the hazards by evaluating their impact on flight safety using CARE.
Perform the best course of action using TEAM.
CARE Model to evaluate impact of hazard on safety
C onsequences of hazard
A lternatives available
R eality of situation
E xternal pressures that might influence decision
TEAM Model
T ransfer the risk (Hire a flight instructor)
E liminate the risk (Cancel flight)
A ccept the risk
M itigate the risk (Reduce risk)
Factors that can reduce a pilot’s ability to manage workload effectively?
Environmental conditions - Temp/humidity extremes, noise, vibration, lack of oxygen
Physiological stress
Psychological stress
Options to decrease workload and avoid becoming overloaded?!
Stop, think, slow down, and prioritize. Delegate when possible. Use autopilot, if available. ATC may assist. Remember aviate, navigate, communicate!
How can tasks be completed in a timely manner without causing distraction from flying?
By planning, prioritizing, and sequencing tasks. With experience, pilots learn to recognize workload requirements.
Why should pilots use checklists?
To aid the memory and ensure critical items are not forgotten.
2 methods of checklist usage?
Do-Verify (DV) method
Challenge-Do-Verify
Examples of common errors when using a checklist?
Items are missed due to distractions
Items are performed incorrectly (rushed or read but not verified)
Fail to use appropriate checklist for a specific phase of flight
Safety compromised due to excess time spent looking at checklist
Checklist not readily accessible
Emergency checklist not readily available
Memory items performed but not confirmed with checklist
11 phases of flight that should use checklist?
Preflight Before Start Engine Starting Before Taxi Before Takeoff After Takeoff Cruise Decent Before Landing After Landing Engine Shutdown/Securing
Methods for managing checklist accomplishment?
Touch/point at each control, display, or switch
Verbally state desired status of each item
When complete, verbally announce “_____ checklist is complete”
“Situational Awareness”
Accurate perception of all factors/conditions inside and outside aircraft that affect safety before, during, and after flight
Elements of situational awareness?
Inside AC - status of AC systems, pilot, and Pax
Outside AC - Awareness of position of AC in relation to terrain, traffic, wx, and airspace
Procedures to ensure SA is maintained while flying a technically advanced AC (TAA)?
Always double check the system
Use verbal callouts
Additional procedures to ensure SA in TAA?
Perform verification checks of programming prior to departure
Check flight routing - make sure it matches!
Verify waypoints
Use ALL onboard NAV eqiupment
Stay within personal limits when using automated equipment
Plan realistic route to maintain SA - ATC doesn’t always clear direct route
Verify computer data entries
Most CFIT accidents due to what factors?
Lack of pilot currency Loss of SA Pilot distractions and breakdown of SRM Failure to comply with min. safe altitudes Breakdown in effective ADM Insufficient planning
How to decrease likelihood of CFIT accident at destination?
Consider factors such as location, wx/daylight conditions, approach specs, ATC capabilities, type of ops, departure procedures, and crew config prior to flight
Operational techniques to avoid CFIT accident?
Maintain SA
Adhere to safe takeoff/departure procedures
Familiarize yourself with terrain and obstacles
Stick to published routes and min. altitudes
Fly stabilized approach
Understand ATC clearances and instructions
Don’t be complacent
“Automation Management”
Ability to control and navigate by means of auto systems on AC
3 areas of proficiency when using advanced avionics?
Know what to expect
How to monitor system for proper operation
Be prepared to take action if system doesn’t perform as expected
Most important aspect of managing autopilot?
Knowing which modes are engaged, which are armed to engage, and being able to verify that armed functions engage appropriately
At a minimum, the pilot flying with advanced avionics must know how to manage what 3 primary items?
CDI
The navigation source
The autopilot
