Advanced human factors concepts
- Aeronautical decision making
- “ADM” → Constantly evaluate the situation and determine the best course of action
- Simply doing the right thing at the right time
- Enhanced conventional decision making
- Recognition of change of stability is a vital step in conventional decision making
- Difference
- ADM needs evaluation of correction action as well
- Good decision making
- Learning behavior changing technique
- Learn to recognize and cope with stress
- Develop risk assessment skills
- Identify hazardous attitudes
- IFR decision making
- Decision making process
- Reactive → you deal with the events as they come
- Pro-active → you prepare yourself for problems before they arrive
- It is important for a pilot to have good reactive and proactive skills
- Hazardous attitudes
- Most pilots will experience one or more
- Normal and human
- Learn to recognize and use antidote
HAZARDOUS ATTITUDE ANTIDOTE
Anti-authority → don't tell me
|
Follow the rules, they’re there for a reason
|
Impulsivity → do something quick
|
Not so fast, think first
|
Invulnerability → it won't happen to me
|
It can happen to you
|
Macho → i can do it
|
Taking chances is foolish
|
Resignation → what’s the use
|
I’m not helpless, i can make a
difference T
|
- The decision-making process
- DECIDE MODEL
Detect → changes in the condition of flight
|
Estimate → the need for correction action
|
Choose → desired outcome of corrective action
|
Identify → corrective action needed for the situation
|
DO → the necessary action
|
Evaluate → the effect of the action
|
- 3 P’s
Perceive → given set of circumstances
|
Process → by evaluating their inspection on flight safety
|
Perform → implementing the best course of action
|
- Poor judgement chain
- Strings of events leading to an accident
- Pilot is given many opportunities to avoid it
- Good examples to break the chain
- Do not stress, rush, or skip a preflight
- Squawk the aircraft if there’s anything wrong
- Make a precautionary landing
- Declare an emergency and request ATC assistance
- Assessing risk
- You can use the PAVE model
- Always try to minimize risk
- Fly early morning to reduce DA
- Carry less fuel
- Have an alternate plan
- Crew resource management
- Team work
- Use all resources available
- Ask copilot for help
- Try to stay 5 minutes ahead of the aircraft
- Resource use
- Use all available resources
- Program with procedures and frequencies
- Talk to other pilots about weather and route of your flight
- Passengers can help scan
- Autopilot
- Workload management
- Stay ahead of the aircraft
- Doing as much as possible in advance will reduce stress during high workload situations
- Prioritize
- ANC → aviate, navigate, communicate
- Pilot-in-command responsibility
- FAR 91.3/91.7/91.107
- Logging instrument time - FAR 61.51 (g)
- Time flown solely by reference of the instruments
- Actual or simulated flight time
- Subtract 0.2 from total flight
- Before we can take off in a controlled airspace we need - FAR 91.173
- File an IFR flight plan
- IFR clearance
- (14 CFR 61.57(c)(1))
- Minimum currency requirements to act as PIC under IFR, or in weather conditions less then minimum prescribed for VFR, that must have been logged within the preceding 6 months
- 6.H.I.T - (Requirements)
- At least 6 instrument approaches
- Holding procedures
- Intercepting and tracking courses through the use of navigation systems
- Graceperiod
- After first 6 months, 6 more months to get current with at least a safety pilot
- Instrument Proficiency Check (IPC)
- If the requirements of 61.57(c)(1) are not met within the prescribed 6 months nor within another 6 calendar months, then, in order to act as PIC under IFR, the pilot must pass an IPC based on the tasks required by the instrument rating PTS
- Communication
- Radio technique
- Proper communication is critical in IFR flight
- Work on effective listening
- Watch out for similar call signs
- Question anything you find confusing or unclear
- Listen before you transmit to not step over other people
- Think before you transmit
- read back frequency change
- State altitude on initial contact
- ATC can compare reported altitude with transponder
- Standard phraseology
- Immediately → execute without delay
- “Climb at pilot's discretion “ → start/rate/temporarily level off is at your discretion
- Once an altitude is left, you may not return to that altitude
- “When able” → pilot can delay, but should seek first opportunity to comply
- “Cruise 5000” → you can climb/descend and level off between MDA and 5000’
- If you report leaving an altitude, you cannot return to that altitude
- “Resume own navigation” → resume your own navigation responsibilities
- Situational awareness
- Know your position
- Know positions of other aircraft's
- Pay attention to ATC
- Keep track of weather and wind
- Know your aircraft
- Keep eye out for other factors that can affect your flight
- Controlled Flight Into Terrain
Aviation physiology
- Vestibular disorientation
- Motion sensing system in the ears
- Sense of balance and orientation
- Bodies attitude indicator
- Small hairs surrounded by gelatinous liquid
- Hairs move instantly, but liquid lags behind due to inertia
- Not able to detect motion less than 2 - 3 degrees per second
- Can lead to spatial disorientation
- Spatial disorientation
- Not knowing your attitude
- Information conflict between your senses
- Vestibular sense works good with visual sense
- Illusions
- The leans
- Entering a turn slowly will not trigger the vestibular system (unintentional)
- Abrupt correction of the bank can create illusion of banking in the opposite direction
- Graveyard spiral
- After being in a standard rate turn for a while, the vestibular system equalizes (intentional)
- Liquid in ears stop moving, even tho you are still in the turn
- Turn becomes your new “straight and level”
- Leveling off from the turn can create an illusion of banking in opposite direction
- You want to correct that, so you re-enter the turn to feel straight and level
- In a turn you lose altitude, so you are in a descending (nose low) turn
- Feels like you are in a straight and level descent
- You apply aft yoke to get a “normal” attitude, but this increases the turn rate, and you descend more
- Coriolis illusion
- Abrupt head movements may give a sensation of tumbling
- Somatografic illusion
- Rapid acceleration/deceleration will give you sensation of nose up/down attitude
- Inversion
- Abrupt leveling out will give sensation of tumbling
- Obscure horizon
- The appearance of the horizon being where it is not
- Most common at night
- Motion sickness
- Conflict between visual sense and other sense
- Symptoms
- Discomfort
- Nausea
- Paleness
- Hypoxia
- Definition
- Lack of Oxygen in the body tissues due to decreased quantity and molecular concentration
- Four types
- Hypoxic - lungs
- Drop in oxygen pressure (altitude)
- Oxygen requirements FAR 91.211
- Hypemic - blood
- Reduced ability of the blood to carry oxygen (CO)
- Stagnant - heart
- Inability of the blood to reach tissue/organs(circulation/g-force)
- Hystotoxic - external
- Inability of the tissue/organs to obtain oxygen (alcohol/drugs)
- Symptoms
- Impaired judgement
- Light headed
- Headache
- Blue fingernails/lips
- Reduced vision
- Corrective action:
- Oxygen
- Don’t smoke
- Stay healthy
- Lower altitude
- Decompression sickness
- Decompression sickness
- Can result of flying after scuba diving
- Excess nitrogen in the blood due to high pressure under water
- The deeper and longer in the water, the more absorption
- If you go to a lower pressure too quickly the gasses will be released to the blood
- (same result from opening a soda bottle
- Wait at least 24 hours before flying
- Hyperventilation
- Not enough carbon dioxide in the blood
- Over breathing reduces CO2 level in the blood
- Causes
- Anxiety or stress
- Symptoms
- Similar to hypoxia
- Correction
- Control breathing
- Middle ear and sinus problem
- Air trapped in middle ear (different pressure)
- Causes can be both bacterial and viral infections such as colds and flu
- Blockage means that mucous cannot be removed
- Symptoms
- Pain
- Vertigo: one ear equalizes, but the other doesn’t
- Disorientation
- Headache
- Correction:
- Don’t fly if you have a cold
- Return to the airport
- Reduced cruising altitude
- Valsalva maneuver
- Yawning/chewing
- Stress
- Fatigue
- Alcohol and drugs
- Fitness for flight
- IMASAFE
.
