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Private Pilot > Ch. 8: Human Factors > Flashcards

Ch. 8: Human Factors Flashcards

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1
Q

Hypoxia

A

State of O2 deficiency in the body sufficient to impair functions of brain and organs

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2
Q

Where does hypoxia normally occur?

A

Can be as low as 5,000’

Normally doesn’t occur to healthy pilot below 12,000’

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3
Q

How to avoid Hypoxia

A

Enrich air with oxygen

Use oxygen above 10,000’

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4
Q

Hypoxia symptoms

A

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

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5
Q

Hperventalation

A

Abnormal increase in the breathing rate that leads to a deficiency of carbon dioxide

Carbon dioxide is needed to regulate breathing process

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6
Q

Hyperventilation Symptoms

A

Lightheadedness, dizziness, drowsiness, tingling in the extremities and feeling of suffocation

May lead to unconsciousness

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7
Q

How to reverse hyperventalation

A

Controlled breathing

May use paper bag to help

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8
Q

Carbon Monoxide Poisoning

A

Colorless, odorless gas from exhaust fumes. If experienced, turn of heater and vent cockpit

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9
Q

CO Poisoning Symptoms

A

Headache, dizziness, drowsiness while using heater

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10
Q

Motion Sickness

A

Continued stimulation of inner ear, which controls balance

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11
Q

Motion sickness symptoms

A

Loss of appetite, saliva collecting in mouth, perspiration, nausea, disorientation, headaches, and vomiting

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12
Q

Motion Sickness Rx

A

Loosen clothes, open vents, use O2, keeps eyes on point outside AC, and terminate flight

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13
Q

“Ear Block”

A

Eustachian tube will not open to equalize pressure in inner ear

Due to congestion from illness or allergic reaction

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14
Q

Prevention of ear block in flight

A

Swallowing, yawning, tensing muscles in throat, or close mouth, pinch nose and blow.

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15
Q

Decompression sickness

A

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

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16
Q

What are the in-flight illusions?

A 
I nversion
C oriolis
E levator
F alse Horizon
L eans
A utokinesis
G raveyard Spiral
S omatograpvic
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17
Q

Inversion Illusion

A

Abrupt change in altitude creates the illusion of tumbling backwards

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18
Q

Coriolis Illusion

A

Rapid head movement causes the illusion of accelerating or turning

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19
Q

Elevator Illusion

A

An updraft causes the pilot to think that aircraft is in a climb. Pilot reacts by forcing the nose down inducing a dive.

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20
Q

False Horizon Illusion

A

Sloping cloud formations or obscured horizons confuse the pilot into misaligning with the horizon.

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21
Q

Lean Illusion

A

Abrupt recovery from a roll can mislead pilot into thinking aircraft is in a turn in the opposite direction

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22
Q

Autokinesis Illusion

A

At night, stationary lights may appear to be in motion. Pilot may lose control of aircraft trying to align it with “moving” light.

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23
Q

Graveyard Spiral Illusion

A

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.

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24
Q

Somatogravic Illusion

A

Rapid acceleration causes the illusion of the being in a nose up attitude. Rapid deceleration will have the opposite effect.

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25
Q

Runway Illusions

A

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.

26
Q

“Single-Pilot Resource Management” (SRM)

A

Managing all resources (on AC and outside) available to a single pilot to ensure successful outcome of flight is never in doubt.

27
Q

Examples of skills necessary for effective SRM?

A

ADM, risk management, task management, automation management, controlled flight into terrain awareness, and situational awareness.

28
Q

What practical application provides the pilot with effective method to practice SRM?

A

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).

29
Q

Five P’s

A

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?

30
Q

“Aeronautical Decision Making” (ADM)

A

A systematic approach to risk assessment and stress management. The two defining elements of ADM are hazard and risk.

31
Q

Basic steps in decision making process

A

Define problem
Choose action
Act
Evaluate

32
Q

Two models used to practice ADM?

A

DECIDE and 3 P’s

33
Q

DECIDE Model

A 
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
34
Q

The 3 P’s

A

P erceive
P rocess
P erform

35
Q

Hazardous Attitudes

A

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!
36
Q

“Risk Management” (RM)

A

Decision making process that ID’s hazards, assesses degree of risk, and determine best action. Weighs potential costs against benefits.

37
Q

“Hazard”

A

Present condition, event, object that could lead to accident

Examples: Nick in prop blade, improper fueling, pilot fatigue, etc.

38
Q

“Risk”

A

Future impact of hazard

39
Q

PAVE checklist

A

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?

40
Q

Why use a personal minimums checklist?

A

It helps pilot make decision based on what is smart and safe rather than simply legal.

41
Q

Describe how 3P model is used for RM

A

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.

42
Q

CARE Model to evaluate impact of hazard on safety

A

C onsequences of hazard
A lternatives available
R eality of situation
E xternal pressures that might influence decision

43
Q

TEAM Model

A

T ransfer the risk (Hire a flight instructor)
E liminate the risk (Cancel flight)
A ccept the risk
M itigate the risk (Reduce risk)

44
Q

Factors that can reduce a pilot’s ability to manage workload effectively?

A

Environmental conditions - Temp/humidity extremes, noise, vibration, lack of oxygen
Physiological stress
Psychological stress

45
Q

Options to decrease workload and avoid becoming overloaded?!

A

Stop, think, slow down, and prioritize. Delegate when possible. Use autopilot, if available. ATC may assist. Remember aviate, navigate, communicate!

46
Q

How can tasks be completed in a timely manner without causing distraction from flying?

A

By planning, prioritizing, and sequencing tasks. With experience, pilots learn to recognize workload requirements.

47
Q

Why should pilots use checklists?

A

To aid the memory and ensure critical items are not forgotten.

48
Q

2 methods of checklist usage?

A

Do-Verify (DV) method

Challenge-Do-Verify

49
Q

Examples of common errors when using a checklist?

A

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

50
Q

11 phases of flight that should use checklist?

A 
Preflight
Before Start
Engine Starting
Before Taxi
Before Takeoff
After Takeoff
Cruise
Decent
Before Landing
After Landing
Engine Shutdown/Securing
51
Q

Methods for managing checklist accomplishment?

A

Touch/point at each control, display, or switch
Verbally state desired status of each item
When complete, verbally announce “_____ checklist is complete”

52
Q

“Situational Awareness”

A

Accurate perception of all factors/conditions inside and outside aircraft that affect safety before, during, and after flight

53
Q

Elements of situational awareness?

A

Inside AC - status of AC systems, pilot, and Pax

Outside AC - Awareness of position of AC in relation to terrain, traffic, wx, and airspace

54
Q

Procedures to ensure SA is maintained while flying a technically advanced AC (TAA)?

A

Always double check the system

Use verbal callouts

55
Q

Additional procedures to ensure SA in TAA?

A

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

56
Q

Most CFIT accidents due to what factors?

A 
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
57
Q

How to decrease likelihood of CFIT accident at destination?

A

Consider factors such as location, wx/daylight conditions, approach specs, ATC capabilities, type of ops, departure procedures, and crew config prior to flight

58
Q

Operational techniques to avoid CFIT accident?

A

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

59
Q

“Automation Management”

A

Ability to control and navigate by means of auto systems on AC

60
Q

3 areas of proficiency when using advanced avionics?

A

Know what to expect
How to monitor system for proper operation
Be prepared to take action if system doesn’t perform as expected

61
Q

Most important aspect of managing autopilot?

A

Knowing which modes are engaged, which are armed to engage, and being able to verify that armed functions engage appropriately

62
Q

At a minimum, the pilot flying with advanced avionics must know how to manage what 3 primary items?

A

CDI
The navigation source
The autopilot

Private Pilot (11 decks)

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