Professional Documents
Culture Documents
Introduction
Human Factors is about people in their living and working situations; about their relationship with
machines, procedures and the environment. It is also about their relationships with other people. In
aviation, Human Factors involves a set of personal, medical and biological considerations for
operations.
- Fitness: The holder of a medical certificate shall be mentally and physically fit to exercise
safely the privileges of the applicable licence.
- Requirement: In order to apply for/exercise licence privileges, the applicant shall hold a medical
certificate issued and appropriate to the privileges of the licence.
- Disposition: After examination completion, the applicant shall be advised whether fit/unfit or
referred to the Authority. The Authorised Medical Examiner (AME) shall inform
the applicant of any condition(s) that restrict licence privileges. If a restricted
medical certificate is issued, which limits the holder to exercise PIC privileges
only when a safety pilot is carried, the Authority will give advisory information for
use by the safety pilot.
Some additional factors which affect the normal working of a human body in flight:
- Fatigue (sleep disturbances/jet lag) - Blood Donations
- Nutrition - Drugs (including caffeine/nicotine)
- Alcohol - Stress
Accidents
Accident Reports
Accident investigations improved aircraft design, and later also ATC, resulting in a steady decline in
accidents. This continuous decline has been attributed to the constant improvement of equipment,
better training and operating procedures. Today, 2 out of 3 accidents are caused by human related
actions.
Human Error
Encompasses pilots, cabin crew, dispatchers, ground crew, maintenance personnel, ATC and
manufacturers. Human Error accidents have increased. Current research indicates inadequate
training is the main cause (but not technical training). Studies indicate more training in leadership,
communication and teamwork are needed.
CRM represents an approach to improving aviation safety that was born from real-life experiences of
airline pilots. They realised technical skills were not enough to safely manage a complex flight
system. The list of critical situations where good human performance and teamwork saved the day is
lengthy. There have been many accidents where the cockpit and cabin crew’s hard efforts have
saved many lives.
S – Software
H – Hardware
E – Environment
L – Liveware
Liveware
The centre of the model is a person, the most critical and
flexible component in the system. However, people are
subject to significant variations in performance and suffer
limitations but most are now predictable in general terms.
The block edges are not straight and simple. The other components must be carefully matched to
them if stress in the system is to be avoided.
Physical Size and Shape
Vital role played in the design of the workplace and most equipment. Movements and
measurements vary according to age, ethnic and gender groups. Normally aircraft are designed
around 90% of the population (ignoring the top and bottom 5%).
Anthropometry: The comparative study of sizes and proportions of the human body.
Input Characteristics
Humans have a sensory system for collecting information from surroundings enabling response to
external events. However, all senses are subject to degradation.
Information Processing
Poor instrument and warning system design has resulted from failure to take into account the
capabilities and limitations of the human information processing system.
Output Characteristics
Once information is sensed and processed, messages are sent to the muscles to initiate the desired
response (physical control movement/communication).
Liveware-Hardware Interaction
Elements: Controls and Displays (design, interpretation, control, standardisation).
Alerting/Warning Systems (false indications, distractions, response, selection).
Personal Comfort (temperature, illumination, seat position, cockpit visibility).
Skills: Scanning, detection,, decision making, situational awareness, vigilance.
Liveware-Software Interaction
Elements: SOPs, Written Materials/Software, Maps/Charts, Checklists/Manuals, Automation.
Skills: Computer literacy, self-discipline, time management, task allocation.
Liveware-Environment Interaction
Elements: Temperature, Pressure, Humidity, Noise, Lighting, Radiation, Wx, Terrain, Time of Day.
Skills: Adaptation, observation, stress/risk management, prioritisation.
Liveware-Liveware Interaction
Elements: Human Errors/Reliability, Workload, Information Processing, Attitude Factors, Experience.
Skills: Communication, observation, listening, management, problem solving, perception.
Other Gases
Argon (Ar) – 0.93%
Neon, Helium, Krypton, Xenon, Hydrogen,
Ammonia – 0.95%
Partial Pressure
Each gas in a mixture of gases behaves as if it alone occupied the total volume and exerts a pressure.
P L = + +
To calculate pp of one of the gasses: Divide the gas % by 100 x Total pressure (at that altitude).
Pressure Change Effects
The human body can withstand enormous changes in barometric pressure as long as the air pressure
in the body cavities equals ambient air pressure. Difficulty occurs when the expanding gas cannot
escape to allow equalisation. Body gas expansion causes dysbarism (gas expansion manifestations –
trapped/evolved).
P V
=
P V
Diet
Foods which produce gas include: onions, cabbages, apples, radishes, cucumbers, melons.
Crew participating in high altitude flights should avoid these foods as well as carbonated drinks.
Irregular and hasty eating (or eating while working) makes individuals more susceptible.
If trapped problems exist in the gastrointestinal tract at high altitude, belching/passing flatus
relieves the pain (eating/drinking aggravates discomfort).
Henry’s Law
The amount of gas dissolved in a solution is directly proportional to the pressure of the gas over the
solution.
Scuba Diving
If you fly in an aircraft following scuba diving or any underwater activity using compressed air, excess
nitrogen can have been absorbed into the blood and tissues (depends on depth/duration of
exposure).
Individuals should not fly within 12 hours following diving using compressed air.
The time limit increases to 24 hours if the dive depth is greater than 10 metres.
harles’ Law
The volume of a fixed mass of gas is directly proportional to its absolute temperature provided the
pressure remains constant.
(P V ) = (P V )
Flick’s Law
The rate of gas transfer is proportional to the area of the tissue and the difference between the
partial pressures of the gas on the two sides, and inversely proportional to the thickness of the
tissue.
Autoregulation
Receptor cells in the brain and sensitive to the level of CO₂ and acids in the blood, control the rate
and volume of breathing. Too high levels trigger and increase in breathing (greater volume) until
levels are normal.
Other body receptors monitor the levels of O₂ and CO₂ leaving the lungs. When O₂ partial pressure
falls it triggers an increase in breathing. Low O₂ levels by themselves may not increase breathing rate
until a dangerously low O₂ partial pressure has been reached.
Lung Volumes
Tidal: The amount of air that moves into the lungs with each inspiration (or out – expiration).
Inspiratory Reserve: Air inspired with a maximal effort in excess of tidal volume.
Expiratory Reserve: Volume expelled by an active respiratory effort after passive expiration.
Residual: Air left in the lungs after maximal expiratory effort.
Respiratory Dead Space: Space in the conducting zone of airways not exchanging in the alveoli.
Vital Capacity: Largest amount of air that can be expired after a maximal inspiratory effort.
Maximal Breathing Capacity: Largest volume of gas moved into/out of the lungs in 1 minute.
Circulatory System
Primary function is to maintain equilibrium of fluids in the body. It also regulates body chemical
balance and provides cell nutrition, body excretion, and body heat exchange.
Blood Pressure
The heart beats around 70x/min at rest which produces an arterial pulse causing a pressure increase
(peak = systolic pressure). The pressure then falls (minimum = diastolic pressure) as the heart relaxes
(allows blood to flow into heart).
Measured in mmHg. Normal reading: 120/80 (120 = systolic/80 = diastolic).
Regulated automatically by carotid/aortic sinus pressoreceptors which detect pressure changes.
Myocardial Infarction
Blockage of the coronary artery by a thrombus (clot) usually in an already compromised vessel.
May or may not be painful but will cause damage to the heart muscle.
Cardiac Arrest
Sudden inability of the heart to function.
Causes: Myocardial infarction, pulmonary embolism, trauma, shock, hypoxia, hypothermia.
Anaemia
Causes: Inadequate delivery of O₂ to body tissues from abnormal reduction of haemoglobin.
Symptoms: Low energy, dizziness, shortness of breath, pallor, digestive disorders.
Stroke
Occurs when blood supply to a certain part of the brain is cut off. Hypertension is a risk factor.
Victim may experience memory loss or be unable to walk (depending on affected part of brain).
Causes: Haemorrhagic – Ruptured blood vessels (placing pressure on the brain).
Ischemic – Blocked arteries (starving areas of the brain controlling sight, speech, movement)
Hypoxic Hypoxia
Insufficient O₂ in breathed air or when conditions prevent diffusion of O₂ from the lungs to the
bloodstream. Most likely encountered at high altitudes.
Prevented by ensuring sufficient O₂ is available (limiting time at altitude, pressurisation, O₂ masks).
Anaemic Hypoxia
Reduction in the O₂ carrying capacity of the blood. Anaemia/blood loss are the most common
causes. Carbon monoxide, nitrites and sulpha drugs also cause hypoxia by reducing haemoglobin.
Stagnant Hypoxia
O₂ carrying capacity of the blood is adequate but there is inadequate circulation. Heart failure,
arterial spasm, occlusion of a blood vessel and venous pooling (during +G manoeuvres) cause this.
Histotoxic Hypoxia
Interference with the use of O₂ by body tissues. Alcohol, narcotics and certain poisons (cyanide)
interfere with the cells’ ability to use an adequate supply of O₂.
- Possible signs and symptoms of hypoxia
Exposure Duration
The longer the duration of exposure, the more detrimental the effect of hypoxia. However, the
higher the altitude, the shorter the exposure before hypoxia symptoms occur.
Effects of Hypoxia
Nerve tissue has a heavy requirement for O₂ and brain tissue is the first to be affected by any
deficiency. If this is prolonged/severe, brain death occurs and the cells can never regenerate.
Treatment of Hypoxia
Must be treated immediately with 100% O₂ through a mask. If no mask available, descent to below
10,000ft is mandatory.
Heat Strain
Physiological: - Profuse sweating leading to dehydration.
- Peripheral vasodilation (blood vessels dilate).
- Reduction in tolerance to sustained acceleration by around 1G.
- Decrement of vision.
Psychological - Affects memory registration and recall.
- Attention and vigilance reduced.
- Reasoning and decision making takes longer.
- Manual dexterity reduced.
Hyperthermia: - Body sweats to try to reduce temperature (up to 2 litres for brief periods).
- Dehydration and salt depletion unless water and salt intake are increased.
- Heat stroke may result if body temperature not reduced.
Radiation
The Earth’s magnetic field deflects many charged particles (solar/cosmic) and is most effective at the
geomagnetic equator. This reduces with increasing latitude, disappearing over the geomagnetic
poles.
Death from cancer is the principle health concern associated with occupational exposure to
radiation.
ICAO Annex 6, Part I – Radiation Monitoring
All aeroplanes intended to be operated above 49,000ft shall carry equipment to measure and
indicate continuously the dose of total cosmic radiation being received and the cumulative dose on
each flight. The display unit shall be readily visible to a flight crew member.
Ozone
Is classified as a highly toxic gas and excessive levels can significantly impact respiratory functions.
Stratospheric ozone is found in varying quantities (peak: 115,000ft, negligible: ≤40,000ft).
Sensory Systems
Cognition: Attention, perception, memory, reasoning, judgement, imagining, thinking, speech.
Brain
Receives information from the Central and Peripheral Nervous Systems. It then acts as control centre
for vital activity. Biological control systems are neuro-hormonal processes.
Contains three distinct parts: - Cerebrum (two hemispheres forming largest part of the brain).
- Cerebellum (essential to the control of the human body).
- Brain Stem (all structures between the cerebrum and spinal cord).
Sensory Receptors
Mechanoreceptors: Hearing, balance, stretching (most adaptable = hair).
Photoreceptors: Light.
Chemoreceptors: Smell, taste (also internal sensors in digestive/circulatory systems).
Thermoreceptors: Temperature changes.
Electroreceptors: Electrical currents.
Orientation in Flight
Eyes: Both peripheral and central vision. Most important sense for orientation.
Inner Ear: Vestibular (semi-circular canals and otoliths).
Kinesthesis
A variety of sensory endings (mechanoreceptors) in the skin, joints, muscles and deeper supporting
structures are influenced by forces acting on the body.
Proprioceptive sense: Uses mechanoreceptors to provide spatial relationships between body parts.
Visual System
Flight crew rely more on sight than any other sense to orientate themselves in flight.
Contributing factors: - Depth perception (for safe landings).
- Visual acuity (to identify terrain features/obstacles in the flight path).
Visual Field
Eye’s sensitivity is able to adapt to ambient levels of illumination. Dark adaptation takes several
minutes. Light adaptation occurs mostly within a few seconds (complete after 2 – 3 minutes).
The visual field is the locus of all points on a surface in front of and concentric with the stationary
eye from which a visual signal can be stimulated.
Acuity: The ability of the eye to see detail.
6/6 vision = you can see at 6m, what normal people can see at 6m.
Day blind spot: Area of Optic Disk. No photosensitive cells on the retinal nerves. Evident when the
eye is fixated centrally forward as an object is brought inside the visual field.
Night blind spot: Area of Fovea. Central area of the retina lacks rod cells. Dim lighted objects are
most noticed in peripheral vision. Deliberate use of eccentric vision is important for night flying.
Empty-field Myopia: Absence of visual stimulus (clear sky), muscles in eye relax preventing lens
focus. Hinders effective search and detection. Problem minimised by focusing on an object further
than 1 – 2 metres away (wing tip).
Scanning
It is not possible to voluntarily make a continuous scan of featureless space. A scanning technique
should employ regularly spaced eye movements (each covering an overlapping sector of 10°).
At night the scan should be executed more slowly to enable peripheral vision to detect objects.
Sunglasses
Coloured Filters: Permit different amounts of light of different wavelengths to pass.
Neutral Filters: Absorb approximately equal amounts of all wavelengths of light.
Polarising: Limited in usefulness. Pilots may see dark bands when sky scanning.
Neutral-grey lens with 15% transmission is most suitable for the level of brightness when flying.
Interposition of Objects
Lights disappearing/flickering in the landing area should be treated as barriers and the flight path
adjusted accordingly.
Visual Deficiencies
Myopia (Near-sightedness)
Error in refraction whereby the lens of the eye does not focus an image directly on the retina.
Distant objects are not seen clearly; only nearby objects are in focus. – Eyeball too long.
Hypermetropia (Far-sightedness)
Error in refraction as in myopia. However, nearby objects are not seen clearly. – Eyeball too short.
Astigmatism
Caused by unequal curvature if the cornea or lens. Is the inability to focus different meridians
simultaneously.
Presbyopia
Part of the aging process which causes the lens to harden. Individuals gradually lose the ability to
accommodate for and focus on nearby objects.
Retinal Rivalry
If one eye is viewing one image while the other eye is viewing another, there may be a problem in
total perception. The dominant eye will override the non-dominant eye image.
Radial Keratotomy
Surgical procedure that creates multiple radial incisions in the cornea to produce better visual acuity.
Glare sensitivity is the most common complication of the procedure.
Colour Blindness
Permanent condition that affects males more than females. Individuals who are colour blind are
usually unable to distinguish between red and green. (Anomaly: weakness, Anopia: blindness).
Hypoglycaemia
Low sugar levels may result in hunger pains, distraction, breakdown in habit patterns, shortened
attention span. Missing/postponing meals can cause low blood sugar levels.
Cataracts
Lens opacity and changes the lens refractive index producing blurred vision. Scattering of light may
lead to glare sensitivity. Risk factors; old age, positive family history, diabetes, smoking.
Glaucoma
Occurs mainly in middle-later life due to elevated intraocular blood pressure (due to blockage).
Symptoms; blurred vision, haloes around bright lights, pain, vomiting, circumcorneal redness.
Dry Eyes
Low relative humidity in aircraft can lead to drying of the eye surface. Dryness causes discomfort and
may expose the individual to infection.
Flash Blindness (from lightning)
Protection: - Increase cockpit lighting to max intensity.
- Lower seats/ cockpit sun visors.
- Look in as much as possible.
Varifocal Lenses
Alternate to bifocal/multifocal lenses. There is no clear demarcation between upper distance vision
and near vision correction of the lower portion of the lens (gradual merging). Not generally advised
for flying.
Contact Lenses
An ophthalmic report from an optician is required to confirm contact lenses will provide a
satisfactory field of vision and that they have been worn for 8hrs a day over 1 month. A pair of
ordinary spectacles should be carried at all times.
Vestibular System
Semicircular Canals
Sense changes in angular accelerations (yaw, pitch, roll attitude). Are situated in 3 perpendicular
planes to each other and filled with fluid (endolymph). Initial torque from angular acceleration puts
the fluid in motion moving hair stimulating the vestibular nerve. No acceleration means the hair cells
are upright.
During a clockwise acceleration a counter-clockwise movement of fluid in the canal is created. The
hairs cells bend in the direction of fluid movement. The canal wall and body move in the opposite
direction. The brain interprets the hair movement to be a turn in the same direction as the canal
wall. If continued for several seconds the fluid motion no longer lags (hairs no longer bend) and
brain receives false information a turn has stopped. When the aircraft rotation stops, it may be
falsely interpreted as body movement in the opposite direction.
Proprioceptive System
Reacts to sensations resulting from pressures on joints, muscles, and skin. Forces act upon the
seated crew member in flight. With training and experience, the crew member can easily distinguish
the most distinct movement of the aircraft by the pressures of the seat against the body.
Illusions
A false impression/misconception with respect to actual conditions or reality.
Somatogyral (Vestibular)
Caused when angular acceleration stimulates the semicircular canals. Occur in IMC/marginal VMC.
Leans: Most common form of spatial disorientation. Occurs when a crew member fails to perceive
some angular motions (during a slow roll, crew member feels the aircraft is still straight and level).
Pilot should trust attitude indicator and lean body in the original direction of roll until sensation
leaves.
Graveyard Spin: Usually occurs in fixed-wing aircraft when entering a spin for several seconds.
Semicircular canals reach equilibrium (no motion perceived). When recovered from the spin the
sense is a spin in the opposite direction.
Graveyard Spiral: Observed loss of altitude during a co-ordinated constant-rate turn that ceases
stimulating the motion sensing system. Creates the illusion of being in a descent with wings level.
Coriolis Illusion: Most dangerous of all vestibular illusions causing overwhelming disorientation. Can
take place whenever a climbing/descending turn is initiated. When making a head movement in a
geometrical plane other than that of the turn creates the feeling the aircraft is rolling, pitching and
yawing at the same time.
Vertigo
The illusion of movement (often rotary), of the individual or of their surroundings.
Causes: Disorders of the vestibular system, accelerations during steep turns (no horizon).
Symptoms: Difficulty in walking/standing, nausea, vomiting, pallor and sweating.
Flicker Vertigo
Causes: Flashing light from flickering sunlight on rotor/propeller blades. Strobe light cloud reflection.
Symptoms: Irritation/distraction, disorientation of angular motion in opposite direction of shadow.
Wearing sunglasses or removing the individual from the lit area may relieve symptoms.
Somatogravic
Caused from changes in linear acceleration/gravity that stimulate the otolith organs.
Oculogravic Illusion: Occurs when an aircraft accelerates forward. Causes a sense of a nose-high
attitude. Does not occur if adequate outside references are available. Cross-check instruments.
Elevator Illusion: Occurs during upward acceleration. Due to inertia, the pilot’s eyes track
downwards, causing a sense of aircraft nose rising. Common when encountering updraughts.
Oculoagravic Illusion: Exact opposite of Elevator illusion resulting from downward motion.
Proprioceptive Illusions
Rarely occur alone. Closely associated to the vestibular and visual systems. Proprioceptive inputs to
the brain may lead to a false perception of the true vertical.
Prevention of Spatial Disorientation
- Never fly without visual reference points (natural or artificial horizon).
- Trust your instruments.
- Never stare at lights.
- Allow eyes to adapt to the dark before night flying.
- Avoid fatigue, smoking, hypoglycaemia, hypoxia, and anxiety (aggravates illusions).
Runway Slope
Upslope Think TOO HIGH
Downslope Think TOO LOW
Terrain Slope
Up to Runway Think TOO HIGH
Down to Runway Think TOO LOW
Lights
If Bright Think CLOSE TO RUNWAY
If Dim Think FAR AWAY FROM RUNWAY
Runway Width
If Wide Think TOO LOW
If Narrow Think TOO HIGH
Atmospheric Illusions
False Horizon
A sloping cloud formation, an obscured dark horizon spread with ground lights and stars, and certain
geometric patterns of ground light. Can create the illusion of not being aligned with the horizon.
Autokinesis
A distant light (star/aircraft tail-light) seen in the dark will appear to move about when stared at for
a time. Apparent movement increases if the light source becomes the prime focus of attention.
To avoid effects, shift gaze so as not to stare at a single light source.
Motion Sickness
Motion sickness is caused by continued stimulation of the inner ear. The symptoms are progressive.
First, the desire for food is lost. Then saliva collects in the mouth and the person begins to perspire
freely. Eventually, the person becomes nauseated and disorientated. The head aches and there may
be a tendency to vomit. If the air sickness becomes severe enough, the crew member may become
completely incapacitated.
Acceleration
The rate of change of velocity and occurs when the speed or direction of a body changes. The
magnitude (G) of acceleration is expressed in multiples of the acceleration due to gravity (weight).
The body’s capacity to tolerate G depends on the intensity, duration and direction.
Noise
The human range of hearing is 20 to 20,000Hz (most sensitive 200 to 6,800Hz).
Sound Measurement
Frequency: Physical characteristic that gives sound the quality of pitch. The number of oscillations or
cycles per second is measured in hertz.
Intensity: A measure that correlates sound pressure to volume. Measured in decibels (dB) which
express the relative intensity of sounds on a scale from zero to about 140. For every 20dB increase in
volume, sound pressure increases by a factor of 10.
Duration: The length of time an individual is exposed to a noise.
Steady-state Noise: Continuous noise encountered around aircraft. High intensity (wide frequency).
Direct link between duration of exposure and intensity (louder sound = shorter time hearing loss).
Impulse Noise: Characterised by an explosive sound (high intensity). Most detrimental although
short duration (intensity usually exceeds 140dB).
Outer Ear: - Auricle (picks up sound waves) → External canal → Ear drum.
Middle Ear: - Ossicles (3 small bones) transfers sound waves from ear drum to inner ear.
Inner Ear: - Cochlea (composed of fluid-filled chambers with hair-like receptors).
Converts vibration to nerve impulses but loud noise may fatigue hair cells.
Hearing Loss
Conductive
Occurs when there is a defect/impediment of sound transmission from external to inner ear. Effects
al frequencies and can be treated medically (hearing aid) – inner ear still capable of sound detection.
Sensorineural
Occurs when the hair cells of the cochlea are damaged. Most frequently produced by noise exposure
(NIHL) be can be caused by disease/aging. Occurs first in the higher frequencies. No known medical
treatment.
Presbycusis
Hearing loss caused by aging. Can be conductive or sensorineural in nature (or both).
Vibration
Symptoms are determined by resonance effects according to frequency and amplitude of vibration.
Acoustic Trauma
Usually sudden resulting from intense impulse noise (+140dB). Most damage results in eardrum
injury. Repeated exposure damages the cochlea. Often manifested as a ringing sensation in ear.
Hearing Protection
Crew members and ground-crew should wear hearing protection at all times. Virtually all NIHL is
preventable if these devices fit properly and are worn on all flights.
Protective measures include: - Designing “quiet aircraft”
- Enclosing the cabin areas with soundproofing
Earplugs: Most common type of protection. Have a tendency to work loose. Protection: 30-35dB.
Earmuffs: Tend to give slightly more high-frequency protection (less low) than earplugs.
Headsets: Provide some protection against high-frequency sound. Need to be properly maintained.
0 Threshold of hearing
65 Average male conversation
85 Damage risk noise limit
90 Speech interference at 1ft
120 Threshold of discomfort
140 Threshold of pain
160 Eardrum rupture
Drugs and Self Medication
Antibiotics: May have short-term/delayed side effects. Indication implies an infection is present.
Antidepressants/Sedatives: Degrade a pilot’s ability to react.
Stimulants: May cause dangerous overconfidence, headaches and dizziness.
Antihistamines: Widely available to allergy sufferers. Drowsiness is a common side effect.
Antihypertensives: Treat high blood pressure. Can change cardiovascular reflex and impair intellect.
Anaesthetics: Time elapse before flight: Local – 12 hours. General – 48 hours.
Analgesics: May significantly degrade a pilot’s performance. Indication implies significant pain.
Alcohol
Hypnotic drug which degrades a crew member’s judgement and ability to perform skilled tasks.
Consumption measured in units (1 unit = a standard glass of wine/half a pint of beer).
Maximum blood alcohol limit for pilots of 20 milligrams per 100 millilitres.
Pilots are advised not to fly for at least 8 hours after ingesting small amounts of alcohol.
Alcohol wears off at a rate of approximately 1 unit (15mg per 100ml) per hour.
Damaging alcohol consumption levels: - Men: 6 units/day or 30 units/week.
- Women: 4 units/day or 20 units/week.
Nicotine/Tobacco
Nicotine is a highly addictive drug. Smoking tobacco is a major risk factor in lung cancer and
cardiovascular disease. Smoking exacerbates hypoxia. Reduces tolerance to G-forces and degrades
night vision.
Caffeine
Weak stimulant found in tea, coffee, soft drinks and some pain relieving medications. May cause
headaches in excessive doses.
Donors
Blood: Pilots should not fly within 24 hours.
Bone Marrow: Pilots should not fly within 48 hours.
Obesity
A weight to height ratio that exceeds a prescribed value. May be precipitated by genetic and
physiological factors (rarely by disease). Will reduce the body’s tolerances to G-forces, hypoxia and
decompression sickness.
Diabetes
Very common metabolic disorder that changes the way a body breaks down sugars (glucose) and
starches. Insulin helps to change glucose into energy that can be stored or instantly used.
Non-insulin-dependent: Pancreas produces insulin but body unable to use it effectively.
Insulin-dependent: Less common. Insulin injections given because of lack of insulin production.
Coronary Problems
Obesity contributes to congestive heart failure. Can also increase cholesterol, blood sugar levels and
blood pressure.
Gout
Genetic disorder in which the body produces an excessive amount of uric acid or the kidneys are
unable to eliminate the uric acid. The accumulating uric acid deposits in tissues and joints causing
inflammation, swelling and severe pain (gouty arthritis).
Arthritis
Inflammation and stiffening of the joints often causing great pain. Is a lifelong illness that can
progressively disable and handicap an individual. Extra weight from obesity puts extra stress on
joints.
Diet
Carbohydrates: Absorbed rapidly, chief and most important energy source for the body.
Fats: Provide most concentrated source of heat energy, can be stored in large quantities.
Proteins: Needed for building/repair of body tissues, composed of smaller units (amino acids).
Fibre: Complex mixture of indigestible plant substances. Essential for digestive/bowel process.
Tropical Diseases
Diseases/conditions similar to, prevalent or commonly encountered in areas characterised by a
climate with high temperature and humidity usually located within a region between the
North/South 23rd degree parallels of latitude.
Water
Contaminated drinking water is one of the most frequent sources of intestinal infection. Unless one
is assured that centrally distributed water is constantly safe, it should not be used for human
consumption, for ice cubes or brushing teeth unless it has been purified.
Safest purification procedure is to boil water for 3 – 5 minutes and thereafter keep it in the same
vessel until used. If unable to boil, treat with a chlorination tablet.
Food
There is an old tropical food maxim not to eat raw any fruit or vegetable that does not have an
unbroken skin, and which has not been well washed and peeled/skinned by oneself immediately
prior to eating. Fruit salad should be avoided. In other cases, boiling/baking will render food safe.
Milk is safe only if boiled or as canned evaporated milk, condensed milk, or powdered milk (ice
cream is likely to be as contaminated as milk). Avoid cold pastries, custard, soft-type cheese and
other delicacies.
Food poisoning does occasionally occur on board aircraft or during flight. It is recommended that
crew members should not consume food from the same source prior to or during flight.
Diarrhoea of Undetermined ri in ( raveller’s Diarrhoea)
Acute diarrhoea onset characterised by frequent watery stools, acute gastro-enteritis, nausea,
vomiting, abdominal cramps, chills, myalgia and profound malaise. Rapid dehydration may occur.
May occur sporadically or in groups of travellers of all ages. Origin mostly not clearly established.
Cholera
Acute enteric infection caused by Vibrio Cholera.
Causes: Spread by the ingestion of water/foods contaminated by excrement of infected persons.
Prevention: Main method of control by purification of water supplies, proper disposal of excrement
and effective quarantine methods. Cholera vaccine provides varying degrees of protection for 6
months. Modern treatment greatly reduces mortality (untreated exceeds 50%).
Malaria
Spread by mosquitos. Incubation period 8 – 9 days.
Symptoms: Chills, fever, sweating, intra-erythrocytic parasites, splenomegaly.
Prevention: Prophylactics, using anti-mosquito sprays/creams, wearing long sleeves.
Immunisations
Immunisation of flight crew differs according to country. The only worldwide compulsory
immunisation is against smallpox.
Toxic Materials
Incapacitation
Most are caused by gastrointestinal upsets.
Obvious Incapacitation
Those immediately apparent to the remaining crew members. They can occur suddenly and are
usually prolonged resulting in a complete loss of function. It may be silent and occur without any
warning. Detection may only be indirect (not taking anticipated action).
Insidious Incapacitation
Can be harder to identify and more subtle in its onset (therefore more dangerous). Can be an even
greater problem when a drug will be used over a period of several days or longer.
Incapacitation Detection
Flight crew members should have a high index of suspicion of a ‘subtle’ incapacitation any time a
crew member does not respond appropriately to two verbal communications.
A basic monitoring requirement is that all crew must know what should be happening with and to
the aircraft at all times (following SOPs).
Perception
The process of information extraction from the environment through experiences and sensed by the
five senses. The information is passed to the brain and interpreted, then memorised.
Complacency
Not paying attention or not using the senses properly is a problem during routine operations. Typical
problem for experienced crew members.
Processing Errors
Crew can also experience errors during the processing of the information in the brain. Previous
experience with the information enables processing to be much easier.
Pre-determined Opinions
Receiving information that we have a pre-determined opinion about (tendency to see/hear what we
expect). Microphone clipping, speaking too quietly and fast, background noise enhances the risk.
Memory
The final part of the sensing and processing sequence. Selective attention requires information to be
stored in the sensory register. The working memory governs the information storing process.
Ultra-short Term: - Sensory register retains all sensory impressions up to about 1 second.
- Material is processed very quickly according to current importance.
- Iconic (stores visually ≈ 0.5 seconds) Echoic (stores auditory ≈ 8 seconds).
Short Term: - Working memory (focus of consciousness) holds material for ≈ 20 seconds.
- Capacity is limited - maximum items for rehearsal is 7 (±2).
Long Term: - Semantic: Based upon facts/skills. Info successfully entered is never lost.
- Episodic: Based upon memories/experiences, can be influenced.
- Procedural: Based upon motor memory, performed automatically.
Situational Awareness
Maintaining an accurate mental model of knowing: - Where the aircraft is.
- Where it has been.
- Where it is going.
Gestalt Psychology
A system of thought that regards all mental phenomena as being arranged in patterns/structures
(gestalts) perceived as a whole and not merely as the sum of their parts.
Gestalt Laws
Perception: Elements that are closer together tend to be seen as a group as do similar elements.
Organisation: Distinction between what is seen as the figure/object and what is seen as background.
Stress
A heightened state of arousal caused by stressors (events that induces stress) in the environment.
In moderation, it is a key factor in the achievement of peak performance.
Too much = Loss of ability to reason/function. Too little = Complacency.
Types of Stress
Physical: Environmental conditions, noise, vibration, stages of hypoxia.
Physiological: Fatigue, lack of physical fitness, improper eating habits.
Emotional: Related to social and intellectual activities.
Categories of Stress
Chronic: Result of long term demands of lifestyle or personal situations (health, relationships, job).
Most dangerous, can exaggerate effects of acute stress. Can threaten health.
Acute: Result of demands placed on the body by a current issue (time constraints, bad weather).
Adrenaline enters bloodstream, body is charged into a “fight or flight” mode.
Fatigue
Considered to be one of the most treacherous hazards to flight safety. Crew members routinely
experience fatigue throughout their aviation careers.
Short Term (Acute): Normal in everyday life (tiredness after long periods of physical/mental strain).
Prevented by adequate rest/sleep, regular exercise and proper nutrition.
Long Term (Chronic): Not enough time for full recovery between episodes of acute fatigue.
Recovery requires a prolonged period of rest.
Stages of Sleep
Determined from: - Electroencephalogram (EEG) measuring brain activity.
- Electrooculogram (EOG) measuring eye movement.
- Electromyogram (EMG) measuring chin muscle activity.
When awake, the EEG shows two activity patterns: - Alpha (Resting)
- Bravo (Alert)
Stages 2 – 4: - Stage 2 = 15 minutes (50% of sleep). Stage 3 = 15 minutes. Stage 4 = Early in night.
- Delta activity within deeper sleep stages (3 & 4) – larger amounts.
- Stages 3 & 4 = slow wave sleep.
Circadian rhythms
Rhythms having a period of about a day are called circadian rhythms. When the body receives no
clues from the environment these rhythms free-run around 25 hours.
Core body temperature averages 36.9°C with a circadian fluctuation of ±0.3°C and with the lowest
temperature occurring around 05:00. Peak performance occurs with rising or high body
temperature.
Zeitgebers: From the German ‘time giver’. Cues that serve to synchronise the internal biorhythms.
Sleep Cycles
1 hour of high quality sleep = 2 hours of activity.
Around 8 hours may be an upper limit to the number of sleep hours credit that can be accumulated.
When credit is exhausted the individual becomes lethargic and will require further sleep. Sleep
deficit reduces performance and is cumulative.
Microsleeps
Uncontrolled, spontaneous episodes of sleep that could last for seconds or minutes.
The chances of microsleep increase during night-time hours and relative to the number of hours
worked.
Sleep Disorders
Insomnia: Difficulty in falling asleep/frequent awakening.
Hypersomnia: Excessively long/deep sleep. Only awakened by vigorous stimulation.
Narcolepsy: Involuntary attacks of sleep lasting around 15 minutes at any time of day.
Jet Lag: Mismatch between body clock and actual times. Westbound flights easier than Eastbound.
Personality
Emphasis is placed on the value of maintaining a friendly, relaxed, and supportive tone in the cockpit
and aircraft cabin.
Behavioural Styles
Relationship Orientated: First consideration – Feelings of others (caring/nurturing style).
Task Orientated: First consideration – Task completion (aggressive style of behaviour).
Assertive Behaviour
High relationship and task orientated: - To put into words positively and with conviction.
- To defend/insist on the recognition of one’s own rights.
- To state to be true.
Body Language: General - Attentive listening, assured manner, communicating, caring, strong.
Voice - Firm, warm, well-modulated, relaxed.
Eyes - Open, frank, direct, eye contact without staring.
Stance - Well-balanced, straight on, erect, relaxed.
Hands - Relaxed motions.
In the cockpit, you have the right to ensure that your life will not be compromised by any
action/inaction, miscommunication or misunderstanding. Assertive behaviour in the cockpit does
not challenge authority; it clarifies position, understanding or intent enhancing safe operation.
Attitudes
Anti-authority: Found in people who do not like anyone telling them what to do.
Impulsivity: Those who frequently feel the need to do something, anything, immediately.
Invulnerability: Many people feel that accidents happen to others but never to themselves.
Macho: Those who are always trying to prove that they are better than anyone else.
Resignation: Those who do not see themselves as making a great deal of difference.
Interactive Style
G = Goal Orientated P = Person Orientated
Leadership
Not a one-way process since it requires both leader actions and effective crew responses/feedback.
A leader’s behaviour is less effective without complementary follower behaviour.
Delegation
A good leader will bring out the best in their team through trust and delegation of certain duties. In
the cockpit, the Commander and crew should make their own mental plan and discuss the outcome
in order to reach the ultimate conclusion and reduce chances for error.
Delegation of duties should not be done to the level where the combined workload becomes too
high.
Groups
Synergy: The working together of two items to produce an effect greater than the sum of their
individual efforts.
Group Cohesion: Refers to the extent individual group members are attracted to each other and the
group as a whole. Important for group performance.
Group-think (Risky Shift): Occurs when a highly cohesive group striving for unanimity of opinion
rather than a realistic appraisal of the situation. Decision more risky than that made by individual.
Flight Deck Leadership
A generally democratic approach to problems is desirable, provided: -
1. It is directed towards achieving the operational goal.
2. There is time.
In emergencies a more autocratic approach necessary (based upon good pre-planning).
Whatever style – it must be consistent.
Attention
Arousal
The preparedness for performing any task. A
certain level of arousal is a positive influence on
performance. An extremely aroused pilot will
underperform than an optimally aroused one.
Situational Awareness
Knowing what is going on and being prepared for
the unexpected.
Maintaining an accurate mental model of
knowing: - Where the aircraft is.
- Where it has been.
- Where it is going.
SA Level 1: Monitor
Focus on a broad region – keep the big picture.
Focus on a narrow region – pay attention to detail.
Focus on the right information – do not get side-tracked or distracted.
SA Level 2: Evaluate
Using all sources of information you have available and then assessing them to give SA for the
current state.
SA Level 3: Anticipate
Ensures crew have the same awareness of a problem and can both work to the same goal. Playing
the ‘what if’ game has an advantage in SA.
Sterile Cockpit
The purpose is to reduce self-induced distractions during typically high-risk, high-workload phases of
flight.
Communication
Information, thoughts and feelings are exchanged in a readily and clearly understood manner.
Any message starts with a sender. It is eventually received by the receiver. To be effective this
message must be sent and received with the minimum of change to its meaning.
To ensure it has been correctly received a check of understanding must be carried out.
The Message
Whenever possible, and especially during high workloads, use short common words. Short and
simple commands prevent misunderstandings. Keep it short, keep it simple.
The process of establishing trust, good working conditions and a pleasant atmosphere should be
initiated during the pre-flight briefing.
Listening
The active listener attends to the words and projects their mind into that of the speaker, so that they
can align their thoughts and feelings more closely to those of the speaker.
Closed Questions (for short answers): - Restricts the range of possible responses.
- Useful in getting specific information quickly.
- Improper use can feel like an interrogation.
‘How long are your shifts?’
Open Questions (for long answers): - Allows the person a lot of freedom of response.
- Useful for identifying attitudes and beliefs.
‘What do you think about the approach into Heathrow?’
Probe Questions (for more information):- Ask the person to clarify or elaborate.
- Can be verbal or non-verbal.
‘Tell me more about that.’
Paraphrasing: To show understanding and encouragement by putting the other person’s
ideas/feelings into your own words.
Discipline on-board
It is the Commander’s responsibility to maintain the necessary discipline. The Commander sets the
tone and working atmosphere. If not, crew discipline can deteriorate rapidly.
Decision Making
Operational Pitfalls
Peer Pressure: Based upon emotional response to peers rather than objectively evaluating.
Mind Set: The inability to recognise and cope with changes in the situation that may not be planned.
Get-there-“itis”: Causes a fixation on the original goal combined with disregard for alternatives.
Duck-under: Tendency to try to maintain visual contact with terrain while avoiding contact with it.
Confirmation Bias: Tendency to stay with decision ignoring evidence suggesting it was wrong.
Judgement: The process of recognising and analysing all available information about
oneself/crew/aircraft/flying environment followed by the rational evaluation of alternatives to
implement a timely decision which maximises safety.
DODAR : Diagnosis – Options – Decide – Assign – Review
Human Error
A failure on the part of the human to perform a prescribed act (or the performance of a prohibited
act) within specified limits of accuracy, sequence or time, which could result in damage to
equipment and property or disruption of scheduled operations.
Attributed as the main cause factor in 65-75% of all aviation accidents.
Error Categories
Commission: Those in which pilots carried out some element of their task incorrectly/not required.
Omission: Those in which the pilot neglected to carry out some element of a required task.
Links in the Error Chain (presence of one or more symptoms means chain in progress)
- Ambiguity (exists any time two or more independent sources of information do not agree).
- Distraction/preoccupation (where all attention is given to one problem at the expense of others).
- Departure from safe procedures (intentional or not).
- Fatigue or stress.
- Poor communication (leading to misunderstandings).
- Over reliance in automatic systems.
- Confusion (leading questions and need for confirmation must come to the fore).
- Failure to meet goals that are set.
Motivation
One of the most important factors in: - Learning.
- Performance.
- Attention.
Learning Styles - Activist: Person who enjoys things as they happen, rushes into things.
- Reflector: Person who takes a cautious, thoughtful approach to learning.
- Theorist: Learns by rules. Vertical learner with little lateral thinking.
- Pragmatist: Happy putting ideas into practice and learns from life’s experiences.
Automation
The introduction of advanced automated systems has increased efficiency, precision and safety.
Current glass cockpit aircraft are easier to operate than their immediate predecessors. Operations
can however become very confusing if the expected response does not occur or in case of
malfunction.
Automation Complacency
Passive Monitoring: Inherent belief in the system’s infallibility leads the pilot simply to watch rather
than analysing and actively question its performance.
Blinkered Concentration: Multifunctional capability of the system can lead to a narrowing of
concentration (breakdown of monitoring the whole system).