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Human Factors Final

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1
Automation was initially aimed at stabilizing aircraft attitude through the control of aerodynamic surfaces. How this has been achieved?
  • with more precise flight instruments.
  • by coupling of autopilot to the navaids.
  • by integrating attitude and navigational information into a single instrument
  • with use of gyroscopic devices.
2
Pilots had to demonstrate proficiency in their use of the automation during pilot certification, whereas previous requirements emphasized the ability to operate without these aids. This was due to?
  • difficulty in learning complex systems.
  • too much information on cockpit display.
  • two rather than three person crew
3
Reluctance by the crew to disconnect automation can be called ?
  • lack of crew co-ordination
  • Over-reliance
  • poor-interface
  • lack of reversion
4
One approach to reduce or eliminate human's biased decision-making tendencies is to use automated decision-making aids at the time decisions are required. This will normally leads to
  • boredom and automation complacency
  • good workload management
  • worsen, rather than improve, decision performance
  • reduce head-down time
5
What is most important training aspects in automation era.
  • training sensitive to the computer literacy
  • increased emphasis on the pilot's decision-making
  • basic aircraft instruction
  • Deatiled instrcution in automatic
6
Flight deck observations have shown that pilots use only a few of the features available to them, what is the reason of this?
  • because it is all they need.
  • because of incomplete knowledge about how to use other features .
  • because the aircraft is so advanced, everything else is automatic.
  • because they are supposed to do so.
7
BL The need to monitor should be constantly reinforced, especially
  • during ILS approach and landing
  • during RNAV departures in class B airspace.
  • A. in a low stimulus environment, such as that found in long-range, "back-of-the-clock" operations and in non precision approach to avoid CFIT
8
The crew monitoring function is essential,
  • particularly during approach and landing to prevent CFIT.
  • during ILS approach and landing
  • during RNAV departures in class B airspace.
9
BL Humans are not uniformly effective monitors and;
  • frequently miss system faults or wrong set-ups but human must carefully monitor the aircraft's flight path.
  • Automation is better suited for monitoring the aircraft's flight path.
  • Must use automation for all monitoring function.
10
In order to achieve the highest level of safety
  • each crewmember must carefully monitor the aircraft's flight path
  • frequently miss system faults or wrong set-ups but human must carefully monitor the aircraft's flight path.
  • Must use automation for all monitoring function.
11
This is unintended, and is a product of an apparently greater proficiency of some first officers in CDU data entry compared to that of the captains, plus the delegation of these duties to the first officer. What is this?
  • clear boundary of duties
  • shallower or reverse Transcockpit Authority Gradient (TAG).
  • positive TAG
  • steeper tag
12
The automated flight deck offers new consideration of LOFT scenario design. New design should be:
  • increase instructors discretion
  • the scenario that is difficult to overcome
  • scenario design that do not require abnormal conditions or emergencies
  • introduce system failures to elevate the workload
13
What the lessons did they learned regarding assessment of training requirements for advanced technology aircraft?
  • skill for previous generation aircraft is not required
  • training requirement should be very simple.
  • use traditional level of system knoowledge requirement.
  • assessment of training requirement should be made when a new aircraft type is designed
14
What is most effective management techniques to cope with automation?
  • acquisition of latest, advanced technology aircraft.
  • A permanent contact with the pilots, with a maximum exchange of information, views and policies, is essential, and procedures, equipment and rules.
  • minimum involvement from the management level regarding automation
  • communicating through manual, checklists, bulletins with pilots
15
What happened by reducing the number of the flight crew from 3 person to 2 person?
  • the command and communication relationships of a two-person rather than three-person flight deck became easier.
  • It may be important to give pilots in two-person crew operations more systems training in their initial and periodic training than was given for predecessor aircraft with three-person crews.
  • There were no changes in procedures and checklist basically, making transition easier.
  • Subsequent automation reduced workload of 2 person crew.
16
Automated aircrafts and non-automated older aircrafts are in coexistence in some airlines, and these create additional problems. Select the incorrect answer.
  • co-pilot in automated flight deck airplanes might go back to an older jet in order to be promoted to captain.
  • Separation of the fleets are long time economic burden.
  • pilots who transition to modern aircraft late in their careers;
  • same type but different airplanes can be operated with a common type rating.
17
Existing data base evidence suggests that risk increases when the captain is performing monitoring duties, since a number of accidents/incidents have occurred when the co-pilot is flying. Why?
  • because captains are better in manipulating the controls
  • Captains are not good while monitoring.
  • significant operational anomaly is normally preceded by a preventive monitoring failure and lead to ambiguous and critical role.
  • because first officers are better in multi-tasking.
18
Considerable crew workload can be created by the requirement to perform non-operational tasks at inopportune times (for example, calling ahead for passenger connections, meal requirements, wheelchairs and other passenger service items). read the 3..5.12 in advance to answer this question.

The management should :
  • Encourage to use ACARS instead radio communications.
  • Establish policies which reassign or eliminate of these tasks.
  • prevent cockpit/cabin crew interface.
  • Leave these at the discretion of the pilot, so they can manage workload.
19
What is the objective of CRM training?
  • to comply with the human factor training requirement of ICAO
  • to diminish the captain's authority
  • to contribute to incident and accident prevention.
  • to get along well with other crew
20
Select the incorrect statement:
  • First generation CRM is called “charm school”
  • 4th generation CRM realized explicit and stand alone CRM is established.
  • Second generation of CRM, changed "Cockpit to Crew" in name.
  • 3rd generation CRM began to be extended to other groups within airlines, such as flight attendants, dispatchers and maintenance
21
What is not the feature of 5th generation CRM?
  • CRM as avoidance, trapping, and mitigating errors.
  • Discontinuation of CRM training in initial and recurrent training
  • CRM as error countermeasures

  • CRM as error management
22
BL Q15 CRM error management includes
  • error avoidance, trap error, and mitigate the result of the error.
  • error callout, cross check, and error guidance training.
  • effective use of all available resources, careful briefing, and monitor the error.
23
BL Q 15 Error management approach should be
  • Formal understanding that all errors can be prevented.
  • may include error evaluation that should have been prevented.
  • take steps to identify the nature and sources of errors in their operations.
  • must consider errors as disqualifying.
24
What is not the feature of 5th generation CRM?
  • CRM as error countermeasures.
  • Discontinuation of CRM training in initial and recurrent training.
  • CRM as error management.
  • CRM as avoidance, trapping, and mitigating errors.
25
The 4 layers of TEM are?
  • Recognition of Threat, Cancel Threat, Recognition of potential Error and Error management.
  • Error avoidance, Threat management, Error management, undesired aircraft state management
  • Identify Threat, Observe CRM behavior, enforce CRM, Eliminate human Error.
  • Communication, teamwork, decision making, and leadership.
26
Select incorrect statement about Threat management
  • Latent threats are not readily observable by the crew, but are concealed within the fabric of the system or the particular operation. They may also pertain to culture, both at the national and organizational.
  • The treat means that there is undesired aircraft state
  • The total elimination of threats would only be possible by not flying at all.
  • Overt threats are those that are tangible and observable to the crew. Examples of these include poor weather, aircraft malfunctions,automation events, ground events, aircraft traffic, terrain and airport/aerodrome facilities.
27
How do you countermeasure threat?
  • by trapping
  • with CRM skill
  • by mitigating
  • by avoidance
28
Select the incorrect statement regarding about building the scenarios for Line-Oriented Flight Training (LOFT)
  • LOFT scenarios should be compressed and fill the total flight period to save training time.
  • Problems in the scenario design should not be compounded.
  • LOFT scenarios should not be designed to bury or overload the crew.
  • An accident should never be inevitable, although it is an outcome that may occur.
29
Perhaps the most challenge the operators(company) and their instructors in LOFT will be?
  • To know that serious mistakes made during LOFT are obvious and need no further attention if the learning provided by the experience cannot be improved upon.
  • to openly discuss total crew performance and individual performance during debriefing
  • To tell the crew that their jobs are not in jeopardy every time they enter the simulator for a LOFT session
  • To convince the crew that while satisfactory completion is an inescapable aspect of LOFT, however, in some cases, mistakes may indicate deficiencies that need additional work.
30
Select the statement that does not represent LOFT (LINE-ORIENTED FLIGHT TRAINING)
  • In LOFT instructor can repositioning the simulator and repeat the problems for better training.
  • Non-jeopardy, facilitated aircrew training which involves a full mission simulation of situations which are representative of line operations.
  • LOFT means realistic, real-time, full mission training.
  • LOFT places special emphasis on situations that involve communications, management and leadership.
31
Select the incorrect statement about LOFT:
  • errors may be made, but the crew should carry on since there is no one book solution to a LOFT exercise;
  • LOFT should be a purely a learning experience;
  • the instructor will not interfere regardless of developments;
  • instructors are encouraged to lectures about what is right and what is wrong
32
Select the correct information processing sequence:
  • sensing - responding - processing - perceiving
  • sensing - perceiving - processing - responding
  • processing - perceiving - sensing - responding
  • perceiving - sensing - processing - responding
33
Where in the information processing stage the error occurs?
  • Processing
  • all of the above
  • Responding
  • Sensing and perceiving
34
In the black-hole approach, pilot unconsciously descend below glideslope. This is due to?
  • because of the sensation of speed
  • absence of ground texture gave impression (perception) of high.
  • because the pilot concentrates on the instrument readings.
  • because of the vertigo
35
Landing flare error with the tailwind and downwind stall is due to?
  • because nose up attitude feels slow airspeed
  • sensation of losing speed
  • impression of instrument reading error.
  • impression of faster airspeed
36
Even complex tasks like driving a car can become automatic; many experienced car drivers ‘find themselves’ stopped at a red traffic light without remembering it happening. Why?
  • because of conscious processing (working memory) is used in processing
  • because the attention is given with mental effort.
  • during mental processing there is a need for the short-term buffering of information.
  • Some well-learned perceptions can bypass processing stage by triggering a skilled response automatically
37
19-1. Select the incorrect statement about the attention
  • we cannot notice or pay attention to everything
  • The solution of lacking the attention will be just paying more attention on the important factors ( i.e. speed on the final turn)
  • The solution usually lies in better planning and managing of the workload (workload management)
  • attention can be drawn when there are cocktail party effect (breakthrough)
38
How can we prevent the accident that is caused by lack of attention, lack of vigilance and monitoring?
  • by being more receptive and encouraging of the intervention if they understand the reality of the vigilance issue in themselves.
  • by the awareness of the fact that the lack of vigilance is something that only happens at night or when fatigued
  • by forcing ourselves to be vigilance
  • by discussing the consequences and risks of the vigilance
39
(BL) If a person determines or decides their actions through thinking and carries them out correctly, but the actions do not have the desired consequences. then they are said to have made a
  • lapse
  • slip
  • skill-based error
  • knowledge-based mistake
40
(BL) If the pilot carelessly raise the flap lever while intending to have raised the gear leverthen they the pilot made a
  • system error
  • knowledge-based mistake
  • Routine violation
  • skill-based error
41
BL An experienced pilot mistakes setting the altitude for the departure procedures instead of setting ATC instructed altitude for departure. Select the error type that is not related these kind of error
  • System error
  • Habit capture
  • Slip
  • Lapse
42
BL An proficient pilot fails to lower the landing gear. This is an example of
  • System error
  • Habit capture
  • Error of omission (lapse)
  • Slip
43
Select the incorrected paired errors.
  • raising the flap instead of gear lever - Skill based error - slip
  • omitting or forgetting the gear down - skill based lapse error
  • routine violations that have evolved in response to task demand - knowledge based error that can be correct with CRM training easily
  • well intended short cut to get the job done - knowledge based mistake
44
Select the incorrect defense technique in preventing the errors.
  • knowledge based mistake - Following a set of directions or instructions
  • Slips - habit capture error - Cross check, switch guard, interlocks, shape
  • intention to violate is always to intend to do a harm.
  • Lapses - expectation bias - Use of checklist with attention, sterile cockpit
45
Flying an accurate ILS approach is adversely affected by mentally processing crosswind information. Why?
  • because flying ILS is too difficult.
  • This is because although the crosswind information is presented verbally, the calculation of the wind vector requires heavy executive functioning and some spatial visual resource. Flying ILS must compete visual attention.
  • because time available is limited and have to be done quickly.
  • because too many task running in parallel concurrently.
46
Select the incorrect way to reduce the workload
  • re-arranging flight deck tasks so that task switching is minimized.
  • recognize the changing situation before the workload elevates.
  • asking a colleague to take over a task
  • Trying to find a quick way to make a task less difficult.
47
But in fight or flight, the brain wants to quickly establish a very basic mental model then drop any assessment process in order to concentrate all attention to the response. But if resources are not given to assessment and problem solving then the person cannot decide the best response. This situation would be best described as a vicious circle. How do you minimize this? Select the incorrect way to cope with this startle effect.
  • by getting more familiar with an aircraft type and by getting more familiar with unusual situations or upsets
  • by performing the rule based task, drills or checklist.
  • by becoming more confident in one’s ability to cope with emergencies
  • by attempting to reduce or fight the effect.
48
It is unlikely that a pilot who has lost SA will passively recognise it without a clear signal or consequence. Then how can the pilot regain the SA?
  • By using multiple sources of information
  • 1.By feeling perfectly normal
  • Know knowing how to direct their effort or resource in order to achieve SA.
  • By realizing that they had an inaccurate mental model of the situation.
49
Perceiving and Understanding and Projecting are three level of situational awareness these are approximately aligned with the central tenant of ________, because, in order to avoid a threat one must be able to project ahead. In order to trap a threat or error one must understand the situation. If someone does not understand the situation then they are more likely to make an error requiring mitigation.
  • Stress Management
  • threat and error management (TEM)
  • SHELL model
  • Decision making
50
Select incorrect way for good SA (Situational Awareness)
  • focusing on one thing to resolve discrepancies
  • Focus on the details and scan the big picture
  • Predetermine crew roles for high-workload phases of flight
  • Project ahead and consider contingencies
51
BL) Decision acronyms aids work by giving a structure to a decision process, encouraging pilots to use a systematic decision process and avoid shortcuts that can lead to error. The DECIDE models Is to make rational decision by;
  • determine, evaluate, choose, identify, do, and eliminate.
  • determine, evaluate choose, identify, detect, and evaluate.
  • detect, estimate, choose, identify, do, and evaluate.
52
In rationale types of decisions that are used in flight in response to an unexpected, unusual, ongoing or emergency situations, acronyms are used. However, there is no way for crews to systematically generate options and no way of knowing whether they have exhausted the possible alternatives, these acronyms should only be used:
  • when using CRM skill is more propriate than using technical skill in making the decision
  • when quicker decision assisted by shortcuts is necessary
  • when intuitive decisions is necessary
  • only if time allows
53
Humans very rarely, if ever, make decisions in the way that classical models suggest. Simon (1957) used the term ‘bounded rationality’ to suggest that humans do not have the ‘mental capacity’ to make perfectly rational decisions.

Select the mechanism that is not a shortening information assessment:
  • Availability
  • Considering all the options
  • Neglect of underlying information
  • Recency
54
PSA Boeing 727 that collided with a Cessna 172 at San Diego in 1978. On the downwind leg in visual conditions, the flight crew was visually searching for a Cessna 172 that they had previously had visual contact with. The captains asked: “are we clear of that Cessna?” The replies implied that no one knew for sure, but everyone considered they should be clear, e.g. “supposed to be”. The captain then said the following:

I guess… Yeah; before we turned downwind, I saw him about one o’ clock…probably behind us now

What was the decision mechanism and shortcuts the captain based upon?
  • Uncertainty
  • Recency
  • Anchoring and adjustment
  • Confirmation bias
55
Select the correct statement
  • decision shortcuts are always problematic.
  • Teaching decision-making in general improves decision-making in real world environments
  • The overall phenomenon of decision-making is too wide and complex for general rules to be applied for improvement (There are no so called ‘silver-bullets’)
  • Learning the theory itself of decision-making  process always improve us in all situations.
56
Select incorrect statement in decision making:
  • In unusual (not typical) case, decision reviews are equally if not more important, after a big decision influenced by any form of RPD.
  • It is important to note that pilots rarely use rational decision making approaches in the manner that trainers might deem appropriate and in most situations it would not be a good idea to make decisions in that way.
  • ‘recognition-primed decision making’ (RPD) is a quick and easy process whereby typical situations are recognised from previous experience. 
  • In conclusion,  any undesirable outcome following a decision could have been prevented by spending more time and effort on the decision.
57
Alarm reaction, Resistance and Exhaustion are:
  • The response to chronic stress
  • The response to chronic or acute stress
  • The response to acute stress
  • The response to good stress
58
Select the items which is not a stressors:
  • Denial
  • Life (psychological)
  • Reactive (reaction to specific activity)
  • Organizational
59
Sometimes an individual, or his or her managers, will fail to recognise or accept the emerging existence of stress-related symptoms. ________ is common, in an attempt to maintain self-esteem.

Once the symptoms are apparent, behavioural changes such as _________ or alcohol dependence may become established. Such behaviour may lead to disciplinary action, which could have been avoided by early _______ of the developing situation and appropriate intervention and support.
  • denial, aggression, recognition
  • recognition, aggression, denial
  • aggression, denial, recognition
60
Anxiety creates worry, and in turn any form of worry may lead to stress. Anxiety can be produced when an individual knows that they have no control over events or lack the knowledge to handle them. It is particularly prevalent in people who, for one reason or another, are lacking in self-confidence. How can this changed?
  • with the 'fight or flight' response
  • by sequentially delaying necessary actions in an inappropriate order of attention priority
  • by common Denial, in an attempt to maintain self-esteem.
  • This can be changed by increasing knowledge and gaining greater proficiency in operating an aircraft, requiring more time devoted to study and flight training.
61
(BL) To manage the stress, pilots should
  • Remember clear thinking, free from emotional or physical worries is essential for flight planning and the safe conduct of a flight.
  • be aware of life stress situations are similar to those experience in flying.
  • always challenge the stress to eliminate or avoid situations that will create the stress.
62
(BL) Actions to deal with stress include:
  • By putting things off to take care of them later.
  • Eliminating all the stress.
  • recognizing what causes stress.
63
The best way to deal with stress will be:
  • Organizing
  • Coning of attention
  • Filtering
  • Omission
64
This coping strategy is used when the situation cannot be changed. It involves reducing the emotional and physiological impact of the stress. This may be done by rationalisation or emotional and intellectual detachment from the situation. The effect is to change the perception of the problem even if the demand itself is no different. This is called:
  • Action Coping
  • System Directing Coping
  • Cognitive Coping
  • Regression Coping
65
Select the incorrect statement about sleep
  • ‘catch-up’ sleep of around one third of the deficit is sufficient.
  • As little as 2 hours of sleep loss can result in impairment of performance and levels of alertness.
  • If you slept very well for more than 8 hours, sleep debt will not occur after 16 hours of continual wakefulness.
  • Sleep is essential for restoring the normal balance between the different parts of the central nervous system, transferring the day’s experiences from RAM onto the hard disk.
66
Select the incorrect statement about the sleep:
  • Approximately 90 minutes after sleep onset, REM sleep will occur
  • When learning new tasks, an increased proportion of REM sleep is seen.
  • REM sleep is related to body restoration
  • An 8 hour sleep period will typically contain about four or five bouts of REM sleep.
67
Select the incorrect statement about the jet lag/sleep deprivation:
  • Only long haul crew suffer from cumulative sleep deprivation, but not short-haul crew as a result of regular early morning starts and long multi-sector days.
  • Eastbound adjustment takes longer than Westbound readjustment
  • Readjustment generally requires one day for each time zone crossed or one day for every 90 minutes of jet lag.
  • Resynchronization is easier when local time on landing is behind that at the airport of departure, whereas it is difficult when local time is ahead.
68
Select incorrect statement about fatigue
  • In commercial aviation, fatigue is controlled by the imposition of flight time limitations.
  • Fatigue cause impaired performance and reduced levels of awareness.
  • Factors leading to the development of fatigue include early starts, night flying, a high number of sectors and long duty days for short-haul flight crew.
  • Alcohol increase REM sleep and help to relieve fatique
69
(BLM) cultural differences – Application to CRM is to;
  • Attempt to improve safety by identifying pilot personality traits
  • to discusses group coping strategies and helpful suggestions from their own experience
  • find certain people cause errors and accidents and so the solution is to root out those people
70
(BLM) Who set the right tone, pace, and shows acceptance of his own natural vulnerability and empowers the other by inviting their input
  • The operation manager
  • Captain.
  • First officer.
71
What would be proper personality traits the commercial pilot's should have according the various study?
  • emotionally stable, non-impulsive, agreeable but assertive, and appreciate cultural differences , professional
  • disruptive, extreme, argumentative
  • risk-taking and more adventurous.
  • low openness, low agreeableness and low conscientiousness
72
Group decision-making can be quite different than single person decision-making.
Select incorrect statement:
  • Group-think - members of a group are reluctant to challenge the decision of a leader (or the group) and instead overtly agree
  • Individuals’ behaviour and actions are driven by their perception of what people normally act like in those roles (called norms) and can be incorrect.
  • Decision made by many people always better than one made by a person because of redundancy and synergy effect.
  • Risk polarization - this is the tendency for group decisions to err towards extremely high or extremely low risk strategies
73
Sometimes pilots will sacrifice their point of view in order to maintain relationships, give a good impression, or avoid the possibility of being wrong. This will be more likely to occur when the authority gradient is very steep. To avoid leading or suggestive questions, what is the best question by the captain in this situation?
  • “Did he say 3,000ft?”
  • “What height did he tell us to level off?”
  • "Do you agree setting the new altitude at 3000 feet?"
  • “He said 3,000ft didn’t he?”
74
Do the captain must invite and include whole crew's decision all the time?
  • Answer A, and B. “It doesn't matter who's right, it matters what's right”.
  • No, captain should be responsible for all critical decision. He must use his discretion, which might mean acting independently as the leader if the situation demands it.
  • No, he/she should not allow a feeling of diffused responsibility to be of influence. He should not think all decision must include the whole crew due to expected role.
  • Yes, that is what CRM is reforcing
75
Which leadership is best to be more effective and not detrimental?
  • Expert embodied authority leadership
  • Balance of task-orientated behaviour and relationship maintenance
  • Laissez-faire leadership
  • Autocratic leadership
76
Select the factor that will reduced or even destroy the synergistic crew working environment.
  • Followership behaviour motivated by goals other than joint goals
  • Reassuring the leader of their authority and support, as well as completing tasks as required
  • to communicate doubts and concerns about their own abilities when appropriate to help the leader.
  • First Officer's acceptance of the captain’s authority
77
Select the incorrect statement regarding the communication
  • Talking (verbal communication) is supported by other cues such as intonation and body language
  • Complexity, unfamiliarity and lengthy communications are also known to lead to communication failures.
  • A less obvious (but more common) failure is caused when the receiver does not properly perceive or process the information that was audible because they are engaged in other thoughts or activities
  • Clarity of communication can be improved by methods such as plain language and non-standard operational phraseology in non-routine situation,
78
What is the incorrect way to bring up assertiveness and intervention?
  • pilots should always consider communicating information that could be important for wider safety, when they are confident that others would benefit from that information.
  • The questioning method communicates what the pilot is thinking (providing situational awareness) and encourages the other pilot to share his plan.
  • First Officers should speak up and share the decisions to make the cockpit trans-authority gradient flatter
  • If an urgent verbal intervention is required, an assertive comment should be de-personal, specific, and may contain brief information to update the others’ situational awareness.
79
If you are the captain and do not agree with the First Officer's assertion, What do you have to do?
  • You should still acknowledge it, then show some appreciation of the communication in later debriefing.
  • consider the best response in terms of relationships with the first officer.
  • always accept it as long as you are accepted as the leader and the final arbiter.
  • admonish, ignore or patronized.
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