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ATPL HPL > Human Factors > Flashcards

Human Factors Flashcards

1
Q

What was in 1920

A

Dawn of air travel

Rapid development of aircraft = faster, further and more passengers

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2
Q

What happened in 1940

A

Standardisation of ergonomics

Design 
Layout of controls
Layout of indicators 
Comfort 
Ease of use
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3
Q

Why are statistics important

A

To identify trends

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4
Q

What is in the 5 M model

A 
Man
Machine 
Mission
Management 
Medium (operational environment)
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5
Q

What % of accidents are due to human error

A

70%

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6
Q

Top 3 causes of accidents in order

A

1) loss of control in flight (LOC-I)
2) controlled flight into terrain (CFIT)
3) runway excursion - leaving runway

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7
Q

What is the biggest reason for the reduction in Hull loss

A

Gpws- ground proximity warning

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8
Q

What does training giving you

A

Knowledge
Skill
Ability

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9
Q

Before training how many mistakes do you make

A

1 in ever 100 times doing something

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10
Q

How many mistakes do you make after training

A

1 mistake in ever 1000 times doing something

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11
Q

How does mcc differ from crm

A

Mcc focuses on inside the cockpit

Whereas crm is everyone involved in ensuring the aircrafts safety

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12
Q

What is the James Reason error chain

A

Swiss cheese model

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13
Q

What is the Swiss cheese model

A

Swiss cheese has holes

The holes represent errors/ threats / undesired states

If go through all holes = accident

If you hit the cheese = no accident

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14
Q

What are the 5 eliminate for a good safety culture

A

1) informed culture = sharing knowledge
2) reporting culture = people feel able to report their errors
3) flexible culture = able to be flexible
4) learning culture = constantly learning

5) just culture = people encouraged tor providing safety related info
Clear line between acceptable and unacceptable behaviour

National culture can also affect safety culture (eg French speaking French)

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15
Q

What is the average accident rate

Accident = resulting in injury or fatality

A

1.2 / million flights

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16
Q

What % of accidents are caused by human error

A

70-80%

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17
Q

What is the most common cause of pilot induced error

A

Loss of directional control

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18
Q

What is the most common form of loss of directional control which results in an accident

A

Controlled flight into terrain

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19
Q

What are the icao competency’s

A

Knowledge
Skill
Attitude

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20
Q

Is it possible to stop humans making errors

A

Nope

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21
Q

What are the 3 basic components of TEM (threat error management)

A

Avoid threats
Avoid errors
Avoid undesired aircraft states

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22
Q

What is a threat

A

External factor that cannot be influenced by the crew

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23
Q

What is a latent threat

A

A threat that is dormant in the system

Eg a wrongly inputted waypoint but a engineer

Luls you into False sense of security

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24
Q

What are some environmental threats

A 
Weather 
Atc 
Airport 
Terrain 
Other = similar call signs
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25
Q

What are some organisational threats

A 
Operational pressure 
Aircraft (poor design) 
Cabin 
Maintenance 
Ground
Dispatch
Crew scheduling error
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26
Q

What is a error

A

Influenced by the crew

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27
Q

What are some procedural errors

A 
SOPS 
Checklists 
Callouts 
Briefings 
Documentation
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28
Q

What are some aircraft handling errors

A

Manual handling / flight control
Automation
Systems / radios / instruments
Ground nav

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29
Q

What are some communication errors

A

Crew to external

Pilot to pilot

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30
Q

What are some undesired aircraft state

A

Aircraft handling: vertical/ lateral / speed deviations / unstable approach

Ground nav: wrong taxiway etc

Incorrect aircraft configuration: wrong mass and balance / engines / flaps / automation

31
Q

What are the error management strategies (long versions)

A

Error prevention:
Avoiding all threats / errors

Error reduction:
Minimising likelihood / magnitude of any errors

Error detection:
Making any errors appear as fast as possible = enabling recovery quicker

Error recovery

Error tolerance:
System to be tolerant to errors

32
Q

Error management strategies (short)

A

Avoid > trap > mitigate

33
Q

What are the 3 categories of individual and team countermeasures

A

Planning countermeasure

Execution countermeasure

Review countermeasure

34
Q

What is an omission

A

Missing something out

35
Q

What is a violation

A

Purposely not doing something properly / missing it out

36
Q

What is a routine violation

A

Developed from an exceptional violation

Can lead to change in SOP

37
Q

What is an exceptional violation

A

Can lead to routine violation
BUT
May be one off and can result in a disaster

38
Q

What is an example of a active error

A

Takeoff over rotate = tail strike

39
Q

What is a active threat / error

A

Happening at that moment = Immediate consequence

Usually occurs at the human machine interface

40
Q

What is Murphy’s law

A

If anything can go wrong it will

If a system can be operated incorrectly sooner or later it will be

41
Q

What is the different parts of internal error generation

A

Sensing errors:
To react from error we must first detect it

Representing errors:
Perception can cause many errors / illusions

Action slips
Faults / mistakes

Decision making:
False hypothesis = confirmation bias 
Motivation 
Arousal / stress levels 
Distractions
42
Q

What are the two forms of distraction

A

Channelised attention / distraction:

Concentrate so much on getting right pitch = miss turning point (fixation)

Dispersed attention:
Concentrating on so many things forget to put gear down

43
Q

What is external error generation

A

SHELL

S= software (procedures, symbology) 
H = hardware (machine)
E= environment 
L= liveware (human)
44
Q

SHELL model what is: liveware to liveware

A

How you work and interact with other liveware (people)

Mcc crm

45
Q

SHELL model what is: liveware to hardware

A

How you work with a physical aspect of the system

Eg bells / warnings

If you don’t know what the bells / warnings mean = L>H error

3 point altimeter = difficult to use

46
Q

How much more difficult to use is the 3 point altimeter

A

3 times harder to read

47
Q

How much do errors increase by using a 3 point altimeter

A

20%

48
Q

SHELL model what is: liveware to software

A

Non physical aspect of the system

SOP etc

Manuals / checklists = software

Procedures / training

Mode error = not knowing what mode the aircraft is in

49
Q

SHELL model what is: liveware to environmental

A

Too hot / noisy / humidity etc

Terrain / weather etc

Fuel policy / rostering (organisational policy) jet lag

50
Q

What is a reversible error

A

One that can be cleared (deleting words off a page)

51
Q

What are different types of error prevention

A

Computer = won’t let u retract wheels if still on ground

Cross monitoring = flight deck monitor each other (and yourself)

Machine monitoring = machine monitors what we are doing

52
Q

What is decision making

A

Evaluating options

Step by step scientific process
= picking solution from possible options

53
Q

What does good decision making process depend on

A

Subjective / objective criteria

Aim to be achieved

Risks associated with each solution

Personality of the decision maker (stable personality = best personality for good decisions)

Bias

Perception / situational awareness

Stress / emotions

Training

Motivation

Commercial factors

54
Q

What positive factors are there for humans making decisions

A

Creativity

Innovative

Can cope with novel situations

If have correct skill can solve problems / make quick decisions

55
Q

What are he mechanics of decision making

A

1) diagnose + design objective
2) collect info
3) risk assessment
4) develop options
5) evaluate
6) decide
7) assign
8) implement decision
9) consequences
10) review / feedback

56
Q

What errors is decision making prone to

A 
Confirmation bias 
Expectancy
Saliency (how obvious info is)
Over confidence / complacency
Fatigue / overload 
Denial
57
Q

What are the limitations for decision making

A

Attention
Stress
Lack of experience

58
Q

Judgement / risk assessment / decision making in the air is based on the:

A

Pilot
Aircraft
Environmental conditions
Time available

59
Q

What is commitment

A

When no other changes can be made = point of no return

60
Q

How does the eye datum point in the cockpit help

A

Makes sure you’re in the best position

If eye below point = flatter approach / undershoot

61
Q

Cockpit seat design is made so that they are

A

Comfy

Good lumber support (evenly distribute pressure in disks in spine

Suspension to absorb vibrations / can protect from heavy G forces

5 point seat belt = protect against G forces

Stood you from submarining (slouching)

Designed around anthropometric data (average persons body dimensions)

62
Q

What is the different between analogue and digital

A

Digital = quantitive info (numbers)

Analogue = qualitative (gauge)

63
Q

What must controls and instruments be

A

Standardised

64
Q

What is the difference between primary and secondary engine instruments

A

Primary:
Larger / usually on the left = more important info

Secondary = normally on right of screen / smaller not essential info

65
Q

What must cockpit lighting do

A

Should avoid harsh shadows and glare

66
Q

What must warnings and cautions be

A

Attention getting but not startling

Audio best for getting attention

Visual more informative / precise

67
Q

What are the advantages of automation

A

Reduces workload
More accurate
Reduces errors
Reliable
Will fly it smoother / do better landings
Reduce flight deck size (increased profits)

68
Q

What are the automation disadvantages

A

Become more complacent (automation complacency)

Reduced monitoring (passive monitoring)

Reduces situational awareness “out of the loop”

Bored = experimentation “oh what does that button do”

Blinkered concentration (fixation)

Confusion automation “what’s the plane doing Now”

Older pilots miss trust automation

Manual skills deteriorate (can be a result of complacency)

Communication can break down
Automation can reduce communication

Difficult to change plans

69
Q

How to adapt to automation

A

Treat automation as another crew member

Always keep ontop of automation

70
Q

What is the irony of automation

A

Thay pilots are to oversee an automated system which they do poorly

71
Q

What is bainbridges irony

A

The more reliable the system, the less human operators have to do, so the less attention they pay to the system while it’s operating

Automation has acted to lower pilots workload for flight phases in which it was already low and increase workload for phases in which it was already high

72
Q

What are design induced errors

A

All future EASA design efforts especially avionics / automation will be based upon :
detectability
Recoverability
Tolerability

73
Q

What are the 2 types of error systems

A

Tolerant / protected system:
If one error occurs the rest of the flight is protected

Vulnerable / unprotected system:
1 error can jeopardise the whole flight and cause other system to fail

74
Q

Is a facial gesture is an example of explicit or implicit communication

A

Implicit

ATPL HPL (6 decks)

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