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IFR Decision Making. Go/no-go Decision. Pilot Aircraft Environment Operation Situation. Decision Making Process. Reactive Dealing with events as they come up Proactive Planning for and rehearsing problems before they arise. Fatal Weather Accident Types.
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Go/no-go Decision • Pilot • Aircraft • Environment • Operation • Situation
Decision Making Process • Reactive • Dealing with events as they come up • Proactive • Planning for and rehearsing problems before they arise
Fatal Weather Accident Types • Attempting VFR flight into IFR Conditions • Spatial Disorientation • Instrument Approaches • CFIT • Loss of Control in IFR Conditions • Convective activity • Spatial Disorientation
Poor Judgement Chain • Accidents are not usually caused by a single event • Usually there are a string of poor decisions, which continue to narrow the number of options available to the pilot until he is faced with a decision with no good outcome
DECIDE MODEL • Recognize a change • Define the problem • Choose a course of action • Implement your decision • Ensure your decision is producing the desire result
Self Assessment • I - Illness • M - Medication • S - Stress • A - Alcohol • F - Fatigue • E - Emotion or Eat
Self Assessment • Personal Minimums • Ceiling/Visibility • Wind • Approach • Currency • Aircraft • Enroute
Hazardous Attitudes • Anti Authority • Invulnerability • Macho • Impulsive • Resignation
Communication • Effective Listening • Barriers to communications • Transmitter • Medium • Receiver
Resource Use • Internal • Flight Log • GPS • Weather Radar • External • ATC • Flight Watch
Workload Management • Planning and Preparation • Prioritizing • Work Overload
Situational Awareness • Visualization • CFIT - Controlled Flight into Terrain • Positional awareness • Obstacles to Situational awareness • Systems with complicated data entry • Radar Vectors • Malfunctioning equipment
6.4.8.1.4.A.1 J31 A pilot is more subject to spatial disorientation if A. body signals are used to interpret flight attitude. B. kinesthetic senses are ignored. C. eyes are moved often in the process of cross checking the flight instruments.
6.4.8.1.4.A.1 J31 A pilot is more subject to spatial disorientation if A. body signals are used to interpret flight attitude.
6.4.8.1.5.A.1 J31 Which procedure is recommended to prevent or overcome spatial disorientation? A. Reduce head and eye movements to the extent possible. B. Rely on the kinesthetic sense. C. Rely on the indications of the flight instruments.
6.4.8.1.5.A.1 J31 Which procedure is recommended to prevent or overcome spatial disorientation? C. Rely on the indications of the flight instruments.
6.4.8.1.0.A.1 J31 The sensations which lead to spatial disorientation during instrument flight conditions A. occur, in most instances, during the initial period of transition from visual to instrument flight. B. are frequently encountered by beginning instrument pilots, but never by pilots with moderate instrument experience. C. must be suppressed and complete reliance placed on the indications of the flight instruments.
6.4.8.1.0.A.1 J31 The sensations which lead to spatial disorientation during instrument flight conditions C. must be suppressed and complete reliance placed on the indications of the flight instruments.
6.4.8.1.1.A.1 J31 How can an instrument pilot best overcome spatial disorientation? A. Rely on kinesthetic sense. B. Use a very rapid cross check. C. Read and interpret the flight instruments, and act accordingly.
6.4.8.1.1.A.1 J31 How can an instrument pilot best overcome spatial disorientation? C. Read and interpret the flight instruments, and act accordingly.
6.4.8.0.2.A.1 I02 Without visual aid, a pilot often interprets centrifugal force as a sensation of A. rising or falling. B. motion reversal. C. turning.
6.4.8.0.2.A.1 I02 Without visual aid, a pilot often interprets centrifugal force as a sensation of A. rising or falling.
6.4.8.0.5.A.1 J31 Abrupt head movement during a prolonged constant rate turn in IMC or simulated instrument conditions can cause A. elevator illusion. B. pilot disorientation. C. false horizon.
6.4.8.0.5.A.1 J31 Abrupt head movement during a prolonged constant rate turn in IMC or simulated instrument conditions can cause B. pilot disorientation.
6.4.8.0.7.A.1 J31 An abrupt change from climb to straight-and-level flight can create the illusion of A. tumbling backwards. B. a descent with the wings level. C. a noseup attitude.
6.4.8.0.7.A.1 J31 An abrupt change from climb to straight-and-level flight can create the illusion of A. tumbling backwards.
6.4.8.0.8.A.1 J31 A rapid acceleration during takeoff can create the illusion of A. diving into the ground. B. spinning in the opposite direction. C. being in a noseup attitude.
6.4.8.0.8.A.1 J31 A rapid acceleration during takeoff can create the illusion of C. being in a noseup attitude.
6.4.8.0.6.A.1 J31 A sloping cloud formation, an obscured horizon, and a dark scene spread with ground lights and stars can create an illusion known as A. elevator illusions. B. autokinesis. C. false horizons
6.4.8.0.6.A.1 J31 A sloping cloud formation, an obscured horizon, and a dark scene spread with ground lights and stars can create an illusion known as C. false horizons
7.4.8.6.7.A.1 I05 While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate level pitch attitude is reached when the A. altimeter and vertical speed reverse their trend and the airspeed stops its movement. B. airspeed arrives at cruising speed, the altimeter reverses its trend, and the vertical speed stops its movement. C. airspeed and altimeter stop their movement and the VSI reverses its trend.
7.4.8.6.7.A.1 I05 While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate level pitch attitude is reached when the C. airspeed and altimeter stop their movement and the VSI reverses its trend.
7.4.8.7.3.A.1 I05 If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied on to determine pitch attitude before starting recovery? A. Airspeed and altimeter. B. Turn indicator and VSI. C. VSI and airspeed to detect approaching VSI or VMO.
7.4.8.7.3.A.1 I05 If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied on to determine pitch attitude before starting recovery? A. Airspeed and altimeter.
7.4.8.7.5.A.1 I05 Which is the correct sequence for recovery from a spiraling, nose low, increasing airspeed, unusual flight attitude? A. Reduce power, raise the nose to level attitude, and correct the bank attitude. B. Reduce power, correct the bank attitude, and raise the nose to a level attitude. C. Increase pitch attitude, reduce power, and level wings.
7.4.8.7.5.A.1 I05 Which is the correct sequence for recovery from a spiraling, nose low, increasing airspeed, unusual flight attitude? B. Reduce power, correct the bank attitude, and raise the nose to a level attitude.
7.4.9.2.7.A.1 I05 During recoveries from unusual attitudes, level flight is attained the instant A. the altimeter and airspeed needles stop prior to reversing their direction of movement. B. the horizon bar on the attitude indicator is exactly overlapped with the miniature airplane. C. a zero rate of climb is indicated on the VSI.
7.4.9.2.7.A.1 I05 During recoveries from unusual attitudes, level flight is attained the instant A. the altimeter and airspeed needles stop prior to reversing their direction of movement.
