Judgement And Decision Making Flashcards
What are the hazardous attitudes and antidotes for them?
Anti-authority (don’t tell me what to do) - follow the rules. Rules are usually right
Impulsivity - (Do something quick no think) - not so fast, think first
Invulnerability (won’t, can’t happen to me) - could happen to me
Macho (I can do it) - taking chances is foolish
Resignation (What’s the use?) - I’m not helpless. I can make a difference.
34.48.6 Describe the error/poor judgement chain
- In aviation, a chain of events, often called the error chain, is a term referring to the concept that many contributing factors typically lead to an accident, rather than one single event.
- These contributing actions typically stem from human factor-related mistakes and pilot error, rather than mechanical failure.
34.48.8/46.48.2 Clues or red flags that can assist in identifying the error/poor judgement chain (7 and what’s most important)
Pilot physiological and psychological limitations: Fatigue Workload Cognitive overload Poor comms Imperfect info processing Flawed deicing making
Most important is recognition.
34.48.10/46.48.4 Risk assessment/management techniques
Risk management is a formalised way of dealing with hazards, and a logical process of weighing the potential costs of risks against the possible benefits off allowing those risks to stand uncontrolled
- Once risks are identified, they must be assessed, this determines the degree of risk (negligible, low, medium or high)
- If the degree of risk is acceptable the planned activity may be undertaken
34.48.12/46.48.6 Risk levels that compromise safety
Risk = severity of potential loss X probability it’ll occur
46.48.10 Risks that would degrade safety goals (PAVE)
At flight planning, the pilot uses the PAVE checklist to divide the flight risks into four categories:
Pilot, Aircraft, enVironment, and External pressures
•Once a pilot identifies the risks of a flight, he or she must decide
whether the risk or combination of risks can be managed safely.
•If not, cancel the flight
•If yes, develop strategies to mitigate the risks.
46.48.12 Risk management strategies: isolation, mitigation, elimination
(a) isolation – taking steps to remove a hazard; engage in an alternative activity; or otherwise end a specific exposure to risk
- (b) mitigation – after determining the level of risk, the pilot needs to mitigate the risk (reduce)
- (c) elimination – there is no way to totally eliminate risk in decision making. Since what we are making a decision about is something that has yet to happen. When we don’t know all the facts on which to base the decision, there will always be risk.
34.48.14 The general concepts behind decision making
The need for a decision is generally triggered by the recognition that something has changed, or that an expected change has not occurred
•Once the need for a response is recognised, the selection of the proper response depends on several elements
•34.48.16 Methods of enhancing decision making skills
Use of decision making models
Decision making Training - SIM
CRM training - team decision making
What does DECIDE stand for?
Detect - fact that change occurred
Estimate - the need to counter or react to the change
Choose - a desirable outcome for the success of the flight
Identify - actions which could successfully control
Do - the necessary actions to adapt the change
Evaluate - the effect of the action
What does SADIE stand for?
S - share info A - analyse info D - develop best solution I - implement your decision E - evaluate outcome
What does FDODAR stand for?
F - fly the plane D - diagnose problem O - select options D - decide which option A - act on option R - review
34.48.20 specific factors that influence the decision making process (7)
Skill
Experience
Knowledge
Situational awareness
Time
Workload
Teamwork
34.48.2 The setting of personal limitations and decision points
- These are predetermined personal standards, and there are habit patterns and checklists which incorporate them
- It refers to an individual pilots set of procedures, rules, criteria, and guidelines for deciding on weather and operations that provide a safety buffer
34.48.24 The dangers of get-home-itis
Get-home-itis is the decision to continue to the planned destination or toward the planned goal even when significantly less risky alternatives exist.
- It is the result of a decision-making error that involves continuing despite a lack of readiness of the aircraft or crew and availability of reasonable lower-risk alternatives
- It has caused many serious/fatal accidents
