Human Factors

YOU are Responsible for the Safety of Flight

John Raatz

This does not supercede ANY official document

The Go / No Go Decision The root of ALL “it was pilot error” conclusions

1st: Pilot ProficiencyAERONAUTICAL DECESION MAKING (ADM)

A friend wants to go on a night flight and you have your Private License and are night current. You have over 70 hours in the Piper Warrior III with 161 hp (PA-28-161), but the only plane available is a Warrior with 140 hp (PA-28-140). You are told it is the same as the 161, just with less power.•Are you legal to fly the 140?•Why is it illegal? - or - If so, is it a good idea?

You call flight watch (122.00) for current in-flight weather. They say that thunderstorms are expected along your route in three hours. You are enroute to Palm Springs (PSP) [South-central California, East of L.A] and are currently over Buckeye (BXK) [West of Phoenix]. In three hours, your plan says you will be back over Buckeye headingback to Gateway (KIWA) [Extreme Southeast Mesa, Az] clear of the storms by 100 NM.•What happens if you are running late? (You got full tanks at PSP)•Under which conditions will you continue your flight?

Yes it is legal, but the decision to proceed with the flight is YOUR responsibility, as is the safety of the flight. If you think the engine will not provide the power necessary to meet you requirements, it would be very wise to wait. (Take DENSITY ALTITUDE into Account.) Also, what you are “told” may not be accurate.

If you think this is a borderline situation…YOU ARE WRONG! The best solution to This scenario is to (a) plan a flight to a different airport AWAY from the storms or (b) CANCEL the flight .If you are running late, the storms will hit you. Even if you are on time, weather reports may be inaccurate and the storm may close around you. I can think of very few reasons for continuing this flight.

The AirplaneLEGAL FACTORS2nd: Aircraft Factors

Safety

There is a brand new 2004 Warrior III (PA-28-161, 161 hp) at the local Fixed Base Operator (FBO, Flight school). It’s soooo new, it hasn’t even been in the maintenancehanger. You know that it is structurally sound, but the manufacturer has just issued an Airworthiness Directive (AD) that must be complied with after X number of flight hours.Since this is a rental aircraft (an airplane operated for hire) you know that it needs a 100hour inspection. Other inspections, such as a 50 hour inspection, may be done as acompany policy, but are not required by the FAA. You over-fly the 50 hour with no worries, but learn later that the AD is required EVERY 50 HOURS to maintain the aircraftstatus as ‘airworthy’ in the FAA’s eyes. What happens now?

•Mechanics are required to report over-flown AD’s. This means the FAA will come Knocking on you door with one of three basic messages: give me you license, give me your license for X number of days, or (if you are VERY lucky) “Don’t do it again.”•If you are a student pilot with no license, you instructor may also get in trouble.•Always review the maintenance records before EACH flight.

Mountain in night VFR

Mountain in day VFR

Poor pre-flight planning: PILOT ERROR <MAJOR HUMAN FACTOR>

PILOT: The most un-reliable link in the aviation chain. Can be affected by more things than any other link.

AIRCRAFT: Generally the most reliable link. Only a few things can effect the airplane (i.e.density altitude, inspections, ect.)

OPERATION: The purpose of the flight. Are you flying for fun or on a stressfuldeadline.

ENVIRONMENT: Take the weather into account.

SITUATION: Pay attention, listen to ATC, and watch for traffic and weather.

http://newpiper.com/fleet/meridian/see_it/index.asp

Attitudes

MACHO - Oh, I bet can fly lower than anybody else.INVAUNERABILITY - No, there is no way I’ll hit the power lines. I’m not that stupid.ANTI-AUTHOURITY - Minimum altitudes don’t apply to me. I’m good enough to fly right above the ground.

IMPULSIVITY - I need to make a decision NOW. To heck with the consequences.RESIGNATION - Oh no, my engine quit! It’s not up to me to decide where the plane lands now.

If you find yourself thinking anything like what is written above, just remember:Taking chances is foolish, It can happen to you, The Federal Regs. are there for a goodreason, think the problem through, and if the plane is still flying/gliding, YOU ARE IN CONTROL.

Your Eyes 1Process of PerceptionDifferent wavelengths of light are constantly being absorbed, reflected, then perceived to make color.The object reflects light, sending countless photons into the cornea of the eye. From the aqueoushumor > pupil > iris > lens > Vitreous Humor > retina > rods and cones > brainAt the lens, the image is inverted.

                                                             

http://www.retinaaustralia.com.au/RP.htm

Jason Last, http://www.u.arizona.edu/~lastj/Optics%20Presentation/page3.html

Your Eyes 2Perception of LightRods either detect or don't detect light.In low light, rods are used in order to make out shadows and pick up as much light as possible.Cones detect color, but there are more than one type of cone.

http://www.colourtherapyhealing.com/colour/colour_perception.asp

http://www.abc.net.au/science/news/stories/s200509.htm

Jason Last, http://www.u.arizona.edu/~lastj/Optics%20Presentation/page3.html

Your Eyes 3

Night Flight Rules:•When preparing for a night flight, avoid bright white lights for at least 30 minutes.•When flying at night, have at least two flashlights. Try to have red lenses, as theywill not effect your night vision abilities.•Bear in mind that when using a red light, red lines on your chart, will “disappear” (Class E and C airspace, for example). If you are using a blue light, the blue lines willbecome invisible (ie. Class D and B Airspace).

Notice the red glowAirbus A320

This is what a light plane cockpit looks like at nightThere is still a red glow, but a flashlight helps, trust me.

ILLNESSMEDICATION

STRESSALCOHOL

FATIGUEEATING

IMSAFE

Run through this list prior to every flight. If anything is obviously wrongor borderline, cancel the flight and schedule another day.