AS387 HW7-12
The following statement "CAPTAIN, YOU ARE PLACING THE PASSENGERS AND AIRCRAFT IN IRREVERSIBLE AND IMMEDIATE DANGER. YOU MUST IMMEDIATELY CHOOSE A COURSE OF ACTION THAT WILL REDUCE OUR UNACCEPTABLY HIGH RISK LEVELS is an example of which step in P.A.C.E."
A challenging statement
The problem in using hints can be which of the following?
A hint can most often do any of the above a. The vague content of a hint will not provide enough information to the receiver to understand the message. b. A hint can hide from the receiver of the hint the real situation. c. A hint can mask the severity of a given situation
When assessing a risk a pilot should always ask which of the following questions?
A pilot should ask questions a, b and c above a. What can happen? b. Will I be able to deal with it? c. What will be the consequences if I cannot cope?
Which of the following is not a problem of task induced complacency?
A pilot uses a checklist to remember specific details
A pilot puts the gear down and the right main gear stays up. S/he recycles the gear and still the right gear remains up. The pilot's concern now is to figure out what course of action will have the most positive result or outcome. The risk at this point can be categorized as what kind of risk?
A psychological, time and physical risk
Reference powerpoint showing the "Perceived and Actual Risk" chart. You are dealing with a situation where the perceived risk is low and the actual risk is high what type of risk are you facing?
A risk which places you in a dangerous situation
Decision making begins with the recognition that:
A, B, and/or C above happen a. your perceptual cues are telling you something has changed b. there is evidence for believing something has changed c. something needs your attention
Which of the following is not or does not involve the hazardous attitude of excessive denial?
Denying is a great way of solving problems real or perceived
What are the components used when it is time to begin to evaluate options?
Diagnosis, generating solutions, risk assessment
In the case of excessive professional deference one should do what to prevent this problem from occurring?
Do not be afraid to speak up for by speaking up you could prevent an incident or accident from happening
A first officer is hesitant to say something about the hydraulic quantity decreasing. Finally she says "Have you noticed how stiff the flight controls have become since we took off?" This is an example of what type of attitude?
Excessive professional deference
The pilot is seeing things not as they are but as s/he wants to see them is what kind of complacency error?
Eyes not on the task
A human factors issue with a pilot involves their vigilance. A pilot will maintain excellent vigilance for long periods of time (over two hours) so that makes them excellent monitors of aircraft systems.
False
A negative result of dependency induced complacency is the dependent pilot will not place enough confidence in the other pilot to catch any mistakes that might be made.
False
A recognition trap is defined as a blind spot that keeps us from seeing what is behind us or what has happened to us in the past.
False
An ICAO amendment to Annex 2 Rules of the Air made the definition of flight crew member as a licensed crew member charged with the duties essential to the operation of an aircraft during the flight time period.
False
The thing to remember about the symptoms of complacency is they act as a master warning light to tell you you are becoming complacent.
False
When a generator fails, due to a total mechanical failure, on an aircraft during flight without any warning this would be classified as a "source of the unexpected" and would fall under the "other people" category.
False
Which of the following is not a utilitarian function?
Accepting responsibility for our actions and attitudes
This statement is to get the captain to see the anomalies involved in the developing situation or something bad is about to happen.
Alerting
What factors listed below can contribute to the confusion of vulnerability?
Any of the above can contribute to the confusion of vulnerability a. Visual illusions and fatigue b. Noise and interruptions c. Distractions and G-forces d. High workloads, stress, and the rapid switching of sensory channels
The pilot knowingly puts themselves in a threatening position, while another pilot flying another aircraft is unknowingly put in a threatening situation is what kind of complacency error?
Being in the line of fire
The status differentiated positions between pilot in command and first officer would cause the FO not to speak up. What would be another reason the first officer might not want to speak up?
Captain feels threatened by the FO so the captain lets the FO know s/he will not tolerate any comments from the FO
This statement in the P.A.C.E. process is made to understand the suitability of the present situation or I know something bad is going to happen
Challenge
MATCH THE TYPE OF ERROR WITH THE DESCRIPTION OF THAT ERROR
Company policy does not allow landings with tailwinds in excess of 10 knots for a specific runway but the pilot believes that policy does not apply to him and he lands on that runway with a tailwind above the 10 knot limitation Rule Based Error A pilot believes his flying experience allows him to deviate from company SOP's because he believes the SOP's were written for lesser experienced pilots Knowledge based errors Due to a combination of two abnormal problems and an emergency you are busy completing the checklist for all of those problems, as well as conducting the before landing checklist, monitoring the approach and talking to air traffic control. You feel overwhelmed, as if there is too little time to complete all of the tasks before running out of fuel. Workload Induced Error A pilot has let their proficiency at their instrument crosscheck become deficient. Further they have not flown for more than 60 days and are fearful of inadequately performing or making improper use of their motor skills to fly an aircraft in instrument conditions Skill based error When a pilot fails to correctly perceive, or comprehend a condition; or fails to project it into the future Situation Induced Error
You have been flying the same type aircraft for the last six years and are highly experienced in flying it. The normal procedures are almost second nature to you and you have gone over the aircraft limitations a thousand times. You begin an action that the first officer is puzzled by, but he passes it off by saying "It must be OK if you say so! This situation is setting you up for what hazardous attitude?
Deference to others
The P.A.C.E. intervention process is based on having the first officer/copilot make attempts to:
do any or all of the above a. get a better understanding of what the captain is doing or thinking and identify the suitability of the present strategy. . identify the suitability of the present strategy and call attention to the captain any anomalies that are occurring c. call attention to the captain any anomalies that are occurring and warn the captain of any critical and immediate dangers. d. identify the suitability of the present strategy the captain is employing
In managing risk inflight an example of the use of a compensatory risk reducer would be
doing a, b, and c above a. always have an alternative plan b. to make sure you leave yourself an "out" in case thing do not go as planned c. to properly plan ahead so as to prevent getting into trouble as the flight progresses
The decision channel of HIPS may not provide enough information to make a proper decision causing the decision made
due to either A or B above a. to be an irrational decision because the wrong information is processed b. to be not the best decision because the information is a mix of right and wrong information
What could be the result or results if a pilot does not maintain situational awareness?
e. It could cause any of the above
When a pilot can improvise other methods of detecting and/or responding to a problem is a technique called:
flexibility in dealing with events
A pilot dealing with risk assessment is really dealing with making estimates or assigning probability to a situation according to:
how it might stay the same or how much better or worse it can get
In regards to the problem in question 6 this can result in deciding
if all of the above should be employed a. what information to process b. how to process the information c. if the information is correct or incorrect
The area of HIPS that an error may not be detected or go undetected or overloads the system is in the
incoming stimuli
When choosing between two or more alternatives the pilot will choose the alternative
incorporating a and b above a. with the greatest expected value or affords the greatest return on "investment" b. that affords the safest course of action
A chain of bad decisions will
increase the degree of risk
Workplace induced complacency involves
intentional, unintentional or habitual acts
A pilot has developed a hypothesis about a situation and is then presented with why it is not any good, and is also being told the negative aspects of his hypothesis he
is most likely to disregard the advice
When a pilot decides to fly into a cloud deck, then discovers the clouds are at the freezing level and the aircraft begins to ice up making the situation much worse than s/he originally thought, and is having difficulty controlling the aircraft as well trying to decide what to do and where to go next, they have made a:
judgmental error.
The concept of improvisation of procedures or operations of the aircraft in the hope of creating a new situation is known as
limited alternatives
When a pilot's attentive and perceptive skills limit the rapid comprehension of large amounts of information placing them in a potential information overload they are under the influence of
limited information
If a pilot knows what locus of control is, this can provide some clues as to how another crewmember is going to deal with risks, assess risk, and
manages risks
Risks can be categorized as being:
mental risks, physical risks or time risks.
The defined base problem and rule base problem basically have the following characteristics:
of A and C above a. They are well spelled out with previously formatted responses, but the pilot must identify or recognize what is the problem c. They are a great assist to the pilot because the decision is already made for them all they have to do is implement it.
Time critical decisions are made on the basis
of A, B and C above a. of a pilot's past experiences b. of the amount of real life pilot training the pilot has received c. of the amount and type of simulator training the pilot has received
In aviation risk is a fact of life and one needs to find a course of action to ___________ the risks in view of what the _________________.
optimize...........payoff is going to be
A pilot's vigilance can be degraded by which of the following?
Vigilance is degraded by any of the above a. A pilot who is fatigued or tired or decides to fly while they are sick with a bad head cold. b. A pilot under stress, such as an upcoming check ride coupled with personal financial and family problems. c. A captain preoccupied solving a problem or distracted
Status differentiated positions are based on the:
perception that there is a difference in positions because of job status or title
The area where a pilot may be too quick in reacting or a habit action that is incorrect occurs in the
response channel
The captain is morally, legally and mentally accountable for the flight and is thus to be blamed or credited for her/his actions is aviation's definition of
responsibility
The point in HIPS where information is reduced or lost is in the
sensual filter
Referencing the powerpoint slide concerning the Risk Assessment Matrix, if the likelihood of a risk that could happen is ranked as probable and the severity of the risk is ranked as marginal the risk could be classified as a:
serious risk.
This type of error occurs when the pilot receives data that is hard to discern and thus does not understand what the data is telling her/him. This makes it difficult for the pilot to correctly perceive the true situation. This a
situation induced
The pilot places the landing gear handle to the down position. The nose gear and left main come down and lock as expected. The right main gear goes to a position that cannot be determined. The gear indication shows a green light, indicating the gear is down and locked, but a red light is also on indicating the gear is not in a safe position. In the course of analyzing the situation, the pilot fails to observe the aircraft has begun a slow descent and does not correct for the descent. The aircraft crashes into the ground. This is an example of a __________error.
situation induced error
An individual who is hesitant to question or challenge the actions of a higher status crew member such as the captain, and believes they are inferior is displaying
subordinate behavior
The first principle that governs status differentiated positions states that higher status individuals are more likely to exhibit
superordinate behavior
If the trans-cockpit authority gradient slopes steeply from the captain to the first officer (negative or inverted slope) it means
the first officer is making all of the decisions and the captain is no longer exercising their authority
A first officer can ascend from the subordinate position to the superordinate position and assume all the characteristics of the superordinate position due to the:
the first officer successfully upgrading to the position of captain
Is a pilot expected to balance the expected payoff against the expected cost of the risks before they go fly?
Yes a pilot should assess the expected cost versus the risks before flying.
A procedural error occurs when:
a pilot makes a blunder by moving a switch in the wrong direction.
A preparatory risk reducer has the pilot
a, c, and e above a. trying to anticipate the risk c. trying to prepare for any foreseeable emergency e. knowing their limitations and the aircraft limits
If there is exposure to a probability of harm occurring to the individual or damage to the equipment then:
the issue is a problematic situation, if A happens it's anybody's guess as to what happens next.
The aviation captain's authority is derived from
the laws of the sea
The aviation definition of complacency is:
the mental state where the pilot is feeling secure with the existing situation but is unaware of potential dangers.
The antidote for this hazardous attitude is to first admit a mistake was made and second ask what impact the error will have on the rest of the flight. This hazardous attitude is
the mistake induce jet lag
A risk assessment equals
the risk expectancy times the expected ability to cope times the risk penalty
Risk perception operates in the arena of
the uncertainty that something is going to happen
At times there are inconsistencies between the cognitive, affective and behavioral attitudes as to how they are expressed. Perhaps the biggest inconsistency is
the verbal and behavioral expressions of the attitude
If the trans-cockpit authority gradient is flat it means
there are two pilots who are highly experienced and a confusion of roles can result
Time critical decision making occurs because:
there is little or no time to generate options and/or evaluate those options
If there is no exposure to harm and no uncertainty then:
there is no risk.
When a pilot encounters the fatigue/stress induced form of complacency such as dull, mundane, boring or dreary tasks could lead a pilot
to pay less attention to the job at hand
The FO may use hints under which of the situations listed below? The FO may use hints
under any of the above situations a. when s/he is ashamed or embarrassed about something. b. hints to soften their message or to avoid a tough topic such as calling attention to a captain's deficient performance. c. when they want to defer to an authority figure.
Flying is risky and the pilot, to fly safely, needs to choose what risks to take. The choices of risk taking become:
when and why a pilot should take a particular risk
When a pilot has no role or contributes very little to flying the aircraft because the automatic systems are controlling the aircraft the pilot's risk of complacency
will actually increase
The pilot is attempting to deal with the checklist for one emergency, when three abnormal failure lights appear which means three more checklists must be accomplished prior to landing. ATC has just requested he slow ten knots and descend to a lower altitude. This is a _____________error
workload induced error
Which of the following has not contributed to the erosion of the captain's authority?
Flight scheduling personal adhering to proper rest requirement on layovers
Which one of the following is not a symptom of complacency?
Fully completing all tasks
Identify from the answers below the type or types of recognition traps.
Going on cruise control, distractions, and false sense of security
Identify the first principle that governs the status differentiated positions.
Higher status individuals are more likely to exhibit superordinate behavior
A decision that is made before flight or in the early stages of the flight that can determine what alternatives will be available later in the flight is called what?
Interdependent alternatives
The pilot who believes s/he can control what happens to them, falls under what type of locus of control?
Internal locus of control.
The status of the position establishes which of the following things or thing?
It establishes which position is more desirable who is more knowledgeable, and who is more competent.
The decision making process goes through HIPS and can involve which components of HIPS?
It is the short, working and long term memory that can be used for decision making.
A pilot who believes their behavior has either a direct impact or no impact on the consequences of that behavior is defining:
Locus of control
The pilot emotionally and mentally is not able to deal with a situation and sees the control of the situation slipping away is what kind of complacency error?
Losing our balance, traction, or grip
Identify which of the following is not a way to overcome complacency.
Make sure you take all the short cuts you can when training
A pilot's concentration is broken due to being distracted can be what kind of complacency error?
Mind not on the task
This hazardous attitude has you making a mistake and you get hung up on it and even though the aircraft is still flying forward you are always going back to analyze the mistake you made, in other words you just cannot let it go. This hazardous attitude is called:
Mistake induce jet lag
This error originates from the sensory, perceptual and response sections of HIPS and shows itself when a pilot fails to maintain a heading, or their altitude, or their airspeed, this is classified as a:
control error
If there are deficiencies in the information presented to the pilot
could prevent the pilot from making a correct conclusion or those deficiencies could have the pilot drawing a wrong conclusion
The point in HIPS where information is reduced to 5±2 bits causing not enough information to be available to make a proper decision is in the.
decision channel
The reliability of the automatic systems has
decreased the pilot's role in flying the aircraft because the pilot has been taken out of the flying loop or is several steps removed from actually flying the aircraft
FAR 91.3 Paragraph b allows the PIC to
deviate from any rule to the extent required to meet any emergency
Attitudes can provide the pilot a structure which facilitates a pilot's ability to
do all of the above a. think, and make decisions, b. make rapid responses to people c. to make rapid responses to situations
This statement in the P.A.C.E. process is made to achieve a better understanding of what is taking place or there is a need to know by the first officer to understand what is happening.
Probe
Assessing the risk involves which of the following?
Risk assessment involves A, B, and C above a. Risk assessment has to have a prediction of the likely outcomes/consequences b. Risk assessment is an of analytical evaluation from beginning to end of a range of responses c. Risk assessment involves judging the chances of success or failure
Identify the answer or answers below that aid or assist in maintaining situational awareness (SA).
SA is maintained by A, B and C above a. The geographical location of the aircraft. b. Knowing the temporal position of the aircraft. c. Knowing what resources are required and what resources are available for the flight.
MATCH THE TYPE OF ERROR WITH THE DESCRIPTION OF THAT ERROR
Skill based error A pilot who has deficient skills, poor motivation, or inadequately performs or makes improper use of a learned routine Workload induced error Due to an abnormal problem with the hydraulic system you are busy completing the checklist for that problem, as well as conducting the before landing checklist, monitoring the approach and talking to air traffic control. You feel as if there is too little time to complete all of the tasks before landing. Knowledge based errors The pilot does not have a checklist that covers everything about her/his abnormal situation and attempts to impose some format on an unstructured situation Situation induced error When a pilot fails to correctly perceive, or comprehend a condition; or fails to project it into the future Rule based error Company policy does not allow landings with crosswinds in excess of 20 knots for a specific runway but the pilot believes that policy does not apply to him and he lands on that runway with a crosswind above 25 knots
When a pilot is faced with a high workload and begins to overlook or forget certain details or reacts inappropriately to changes the job requires, this can lead to what kind of complacency?
Task induced complacency
Which of the following will not correct a situation in which a person is in denial?
The person in denial will not admit, or accept the fact there is a problem or the problem is not as bad as presented
Which of the following is not a problem of intentional workplace induced complacency?
The pilot does not knows the risks or benefits of doing a task,
Which of the following is not a cause of complacency?
The pilot is faced with an unusual situation and is using the flight attendants, dispatch, the first officer and air traffic control to aid in solving the problem.
The seat position in a two pilot cockpit determines the status of the individual pilots. When would that status be modified?
The status would be modified because the duties of the pilots would be pilot flying and pilot not flying the aircraft.
Which time limited problem involves the pilot facing a situation that does not have a procedure or response already written out?
The time limited problem is undefined
Hints are a difficult device for communication between crewmembers, which of the following is a false statement about hints?
The use of hints is the most direct polite form of communication
When excessive professional deference was discussed in class what thing or things made a vague statement dangerous?
The vague statement could mask the real situation and the severity of the real situation
When a pilot sees or notes a change or variation from the norm what factor or factors of situational awareness are they using to detect the change.
Their knowledge and vigilance
This error involves a pilot having degraded and/or deficient skills, is poorly motivated and has a hard time recalling the way something needs to be accomplished is what kind of error?
These are the characteristics of operator induced errors
This type of error occurs when the pilot knows what is going on in the present but is unable to project what will happen in the near future or what it will mean in the near future?
These are the characteristics of situation induced errors
When the demands on a pilot exceed her/his ability to deal with them, they are operating under what type of error?
These are the characteristics of workload induced errors
One consideration of maximizing your coping ability is to not allow your judgment to be biased by previous successful flights in which your poor judgment caused the problem but you walked away from a dangerous flight.
This is a true statement.
The pilot is conducting an activity that is against company policy
This is an intentional workplace complacency problem
The pilot knows the activity s/he is engaged in is unsafe and is a high risk activity
This is an intentional workplace complacency problem
The pilot has not flown on instruments for over 90 days and now finds himselfin the weather and is having trouble with his instrument crosscheck. He fails to intercept the final approach course. While correcting this error he allows the airspeed to decrease to the point that the stall warning horn comes on.
This is an operator induced error
The pilot is unaware of the risk
This is an unintentional workplace complacency problem
There is a flaw in the training a pilot received.
This is an unintentional workplace complacency problem
Time critical problems involve which of the following?
Undefined based problems, rule based problems and defined based problems
To make a diagnosis of a situation a pilot would need to do which of the following?
Use any or all of the above a. Look at and into the knowledge s/he might need to make an accurate diagnosis b. Draw upon the working and long term memory for information and /or their problem solving skills c. Use information processing skills that have been developed by the pilot
You are flying a highly automated commercial jet airliner and become distracted by an abnormal procedure and believe you have both the autothrottles and autopilot on. Your training has you believing that the automatic systems are always right so you do not cross check the airspeed because you believe the autothrottles are controlling the airspeed. The problem is you turned them off and failed to turn them back on. Your airspeed is slowly bleeding off. You have fallen into what hazardous attitude?
Deference to automation
This statement in the P.A.C.E. process is made to reduce the dangers of the situation by threatening action if something is not done by the captain or I am not going to let anything bad happen.
Emergency warning
A pilot should estimate risk expectancies and this means doing which estimate or estimates below?
Estimate the risk using b and c above. b. Estimate the benefits of the risk on the low side. c, Estimate the risk expectancies on the high side.
Under the concept of "Sources of the Unexpected" identify where the sources of the unexpected are derived from.
Ourselves, other people, or events
A pilot is in a situation where they make a hypothesis about what is going on and is quite pleased with it. What would it take for a pilot to change her/his hypothesis?
Overwhelming evidence would be required before the pilot would change their hypothesis.
When a human commits a wrong act or conducts an activity that does not accomplish the intended outcome defines which of the following?
The above statement defines what a human error is.
When diagnosing a problem where solutions need to be generated, the problem is that one solution or several solutions maybe generated and then the problem becomes which is the best one for the situation?
The above statement is true and is the dilemma with generating solutions.
I feel the regional jets are unsafe to fly on and the commuter pilots that fly them are inferior pilots,
The affective attitude
If I can, I plan on avoiding all regional airline pilots
The behavioral attitude
I think of myself as the best major airline pilot ever to fly. This expresses which component of attitude?
The cognitive attitude
FAR's generally give or provide the PIC which of the following?
The correct answers are a, b, and c above a. The PIC is given the responsibility and final authority for operating the aircraft b. The PIC is given the authority over other crew members c. The PIC has this authority during what is defined as "flight time"
One way a pilot can improve their ability to more accurately perceive a risk is through gaining experience, but as with most things there can be a drawback or drawbacks to this way of improving ones perceptibility. From the list of answers below identify the drawback or drawbacks of experience.
The drawbacks of experience are any or all of the above a. It takes time to gain experience. b. One could not get all of the possible aviation experiences in one's lifetime. c. The price of gaining the experience may be too high.
Which of the following is not a factor that influence the transcockpit authority gradient?
The economic status of the crewmembers
The acceptance of risk is based on several factors, which of the following factors is not one of the accepted risk factors?
The factor that allows only emotive courses of actions-the emotional factor
When a first officer is reluctant to speak up it is usually portrayed how?
The first officer will hint at things.
Since humans (pilots) make about three quarters of the errors producing accidents why don't we just get rid of the pilot?
The human pilot is the only true decision maker available
A decision has yet to be made and the consequences of that decision is not known so the risk is then based strictly on the perception or how we perceive risk.
True
A habitual workplace induced problem is when a pilot chooses to deal with repeating the same risky task over and over again, has gotten away with the risky activity and is now no longer alert to the risk.
True
An organizational induced complacency problem would have the pilot breaking rules and fearing no punishment because management simply does not care or is not willing to enforce its own policies.
True
Another definition of complacency in aviation is when the pilot is still capable of acting in a competent manner but for reasons unknown chooses not to do so.
True
Attitude is the enduring system of perceptual, motivational, emotional and adaptive processes centered on some object in the pilot's world.
True
Hazardous attitudes must be changed to a proper attitude and to do this requires the pilot to effect the change, control their attitudes, and maintain the proper attitude and this is accomplished through self-discipline.
True
ICAO defines the flight duty period as the time from the moment a flight crew member begins her/his duty period, after a rest period, but prior to making a flight or series of flight to the moment the flight crew is relieved of and completed all duties pertaining to flying.
True
Incoming physical stimuli can contribute to causing an error because stimuli may be just below or just above a sensors threshold, the stimuli may not be detected at all and/or the stimuli may lead to errors.
True
It is important to understand the interactions of the cognitive, affective and behavioral attitudes because incorrect interpretations can lead to undesirable consequences
True
Not noticing or seeing a change in a situation could lead directly to an incident or accident.
True
One of the basic skills a pilot needs is to have in her/his aviation tool box is the ability to make decisions and not just decisions, sound decisions.
True
Risk assessment involves the ability to assess the chance of something happening, should it happen and how severe the outcome will be.
True
Risk can be defined many ways but usually includes a reference to the exposure of a hazardous situation, the probability of a hazardous situation occurring, the probability of harm resulting to an individual or equipment, and/or the probability of an outcome.
True
The captain is given the right to give orders, make decisions and enforce those orders and decisions, this is accomplished because the captain has been given the authority to do so.
True
The chance of being harmed or injured or being in a dangerous situation involving risk or danger or exposure to risk defines the hazardous part of hazardous attitudes.
True
The first officers catch 22 is defined as "you are condemned if you ignore a captain's mistakes and you are condemned if you do or say something about them".
True
The hazardous attitude "broken rules lived to tell" has the pilot know the rules but s/he chooses to break those rules over and over because they do not believe the rules apply to them, or because they have gotten away with breaking the rules successfully many times they do not see a reason to stop.
True
To overcome the use of hints the FO should speak up and be specific in their communications in the cockpit.
True
Which of the following is the antidote to the hazardous attitude of deference to automation?
Trust the automation will work, but always verify what was entered and what the automation is doing
A limited alternative may
cause any of the above to happen a. or may not improve the situation b. limit what a pilot can do given the fact an aircraft has to operate within certain limits. c. limit what actions a pilot can take while inflight You Answered d. or may not improve the situation or may limit what actions a pilot can take while inflight
At the HIPS perceptual filter level when the perceptual filter tries to put back the missing information you need it
according to A and B above a. may put back the wrong missing information b. may not put back enough of the right information you need
Ample time decision making begins with situational awareness and awareness was defined as:
all of the information relevant to the current situation.
The pilot who sees little or no connection between their behavior and subsequent events happening to them is displaying:
an external type of locus of control.
A utilitarian function provides the pilot with a structure that directs the pilot to rewarding outcomes
and can guide the pilot in satisfying her/his needs
Errors at the response level result from
any of the above a. an overlearned action or a habit that is not correct for the situation b. an action that needs a motor response instead of a mental response c. the wrong motor response such as moving a switch to the wrong position
Time is required for stimuli to go through the HIPS process, this time factor could lead to possible errors because:
any or all of the above could cause a time factor error a. the time delay could cause a wrong decision to be made b. the response time is too long to take effect to correct a situation c. there is just not enough time to complete the response or effect the change d. the decision is made so quickly the action taken is incomplete or does not solve the problem
The managing/assessing of risk during inflight operations includes
assessing any and all of the above a. assessing the risk of even undertaking the flight b. assessing the risk of continuing the flight once airborne c. always assessing the time available versus the fuel available
Another reason to understand the interactions of the cognitive, affective and behavioral attitudes is to be as clear as possible when
assessing any given situation, attempting to influence the situation and taking a measure of the effect we will have on a given situation now and in the future
If a risk level becomes unacceptable you could:
b, c, and d above b. widen your safety margins. c. choose another alternative. d. develop another alternative
In the management of risk and attempting to reduce the risk a pilot should
be focused on all of the above a. always take command of the situation and continue to fly the aircraft b. allow adequate safety margins in all flight phases c. avoid the temptation of "let's take a look"
Societal rules dictate that blame, say for an aircraft accident, must be allocated because
blame must be allocated according to all of the listed answers a. the accident must have an explanation as to why it happened b. it will relieve everyone else from being responsible or having to accept responsibility for the accident c. it provides a tidy structure for people to operate in organizational
The status of the position can dictate higher expectations for______________________ than for ________________________________.
captains ....... first officers
