HUMAN PERFORMANCE (Human Factors: Basic Concepts)

Question 1

A pilot will become skilled when he or she:

1. trains or practises regularly
2. knows how to manage himself/herself
3. possesses all the knowledge associated with the aircraft
4. knows how to keep resources in reserve for coping with the unexpected.

1, 2 and 4
1, 3 and 4
2, 3 and 4
1, 2 and 3

Answer 1

1, 2 and 4

Question 2

Define the word competency, according to Annex 1 of the Convention on International Civil Aviation:

It is the identification and interpretation of individual situations

It is a collection of age, cognitive skills and determination

It is a mental state of being sufficiently qualified, having the ability to perform a specific role

It is described as a combination of skills, knowledge and attitudes required to perform a task to the prescribed standard

Answer 2

It is described as a combination of skills, knowledge and attitudes required to perform a task to the prescribed standard

Question 3

The basis of competence of an individual pilot are:

rules, character and upbringing.
knowledge, skills and attitude.
age, skill and determination.
focus, age and knowledge.

Answer 3

knowledge, skills and attitude.

Question 4

With regard to training and assessment of pilots, which of the following is one of the eight “core competencies” defined by ICAO Doc 9995?

Technical Knowledge.
Determination.
Superiotity.
Situational awareness.

Answer 4

Situational awareness.

Question 5

With regard to training and assessment of pilots, which of the following are “core competencies” as defined by ICAO Doc 9995?

1. application of procedures
2. communication
3. aircraft flight path management, automation
4. aircraft flight path management, manual control
5. leadership and teamwork
6. problem-solving and decision-making
7. situation awareness
8. workload management

1, 2, 3, 4, 5, 6, 7 and 8.
2, 5 and 6 only.
2, 3, 4 and 8 only.
1, 3, 4 and 8 only.

Answer 5

1, 2, 3, 4, 5, 6, 7 and 8.

Question 6

The new approach towards human reliability is:

Human errors are now considered as being inevitable
Human errors are a criterion for exclusion from aviation
All human errors are considered to be avoidable
Human errors are not important in modern aircraft

Answer 6

Human errors are now considered as being inevitable

Question 7

Which answer names only sub-categories of threats in accordance with the TEM concept?

Aircraft handling, procedures.
Aircraft condition, communication.
Ground navigation, communication.
Organisation, environment.

Answer 7

Organisation, environment.

Question 8

With regard to Threat and Error Management (TEM), which of the following is an environmental threat?

Using outdates charts for approach
Issues resulting from equipment design
Contaminated runway
Issue resulting from any occurring malfunction

Answer 8

Contaminated runway

Question 9

With regard to Threat and Error Management (TEM), which of the following is an example of an organisational threat?

Squall line with thunderstorms in the vicinity
Issue resulting from equipment changes
Any suddenly occurring malfunction
Issue resulting from high-density traffic situation

Answer 9

Issue resulting from equipment changes

Question 10

According ICAO Annex 1 on Personnel Licensing, an “action or inaction taken by the flight crew which leads to deviations from organisational or flight intentions or expectations” is defined as:

error management.
airmanship.
assessment of competence.
an error.

Answer 10

an error.

Question 11

With regard to Threat and Error Management (TEM), resources like Ground Proximity Warning Systems (GPWS) and Standard Operating Procedures (SOPs) are examples for which type of countermeasures?

Automation-based
Hardware-based
Liveware-based
Systemic-based

Answer 11

Systemic-based

Question 12

In case during approach preparation done by the pilot monitoring, the pilot flying detects a setting which does not comply with the call-out given by the other crew member and giving him corrective advice, is an example of what aspect of TEM (threat and error management)?

Review-countermeasure
Prevention-countermeasure
Planning-countermeasure
Execution-countermeasure

Answer 12

Execution-countermeasure

Question 13

During preparation for final approach for landing, meteorological conditions reduce below the minima. Deteriorating meteorological conditions is a/an (1) ___ that can be (2) ___ by an accurate pre-flight briefing.

(1) error, (2) predicted
(1) threat, (2) predicted
(1) a occurrence, (2) predicted
(1) a threat, (2) prevented

Answer 13

(1) threat, (2) predicted

Question 14

With regard to Threat and Error Management (TEM), which of the following is an example of a “hard” systemic-based countermeasure that flight crew use to manage threats, errors and undesired aircraft states?

Standard Operating Procedures (SOPs).

Reporting incidents to the Operator’s Management System.

Using standards in communication.

Airborne Collision Avoidance System (ACAS).

Answer 14

Airborne Collision Avoidance System (ACAS).

Question 15

In case the pilot flying briefs the correct approach procedure, but during approach with the pilot non-flying monitoring altitude and speed, the speed increases above the published speed limit for the procedure flown, this can be an example of a…

procedural error by the pilot flying.

standard operating procedure error by the pilot non-flying.

handling error (pilot flying) and procedural error (pilot non-flying).

communication error due to high workload.

Answer 15

handling error (pilot flying) and procedural error (pilot non-flying).

Question 16

In case the pilot non-flying incorrectly reads back an ATC clearance and the error is not noticed by ATC or the pilot-flying, this can be an example of a…

communication error by pilot flying and pilot non-flying only.

communication error by pilot flying, pilot non-flying and by the ATC controller.

handling error by pilot non-flying, communication error by pilot flying and by the ATC controller.

communication error by pilot non-flying and by the ATC controller only.

Answer 16

communication error by pilot flying, pilot non-flying and by the ATC controller.

Question 17

In case an aircraft encounters an undesired aircraft state (UAS), the immediate required action by the crew is to:

proceed with the undesired state and request assistance by ATC.

take countermeasures to restore safety margins and recover normal operating state.

focus both crew members on fixing the error that lead to the undesired aircraft state.

monitor the situation closely for detailed analysis during de-briefing.

Answer 17

take countermeasures to restore safety margins and recover normal operating state.

Question 18

According to the Threat and Error Management (TEM) model, an “undesired aircraft state” can be considered as…

• situations which result from unintended actions of the flight crew.
• actions or inactions by the line personnel that lead to deviations from organisational or operational intentions or expectations.
• events or errors that occur beyond the influence of the line personnel, increase operational complexity, and which must be managed to maintain the margins of safety.
• operational conditions where an unintended situation results in a reduction in margins of safety.

Answer 18

operational conditions where an unintended situation results in a reduction in margins of safety.

Question 19

Which of the scenarios listed below is an example of an “undesired aircraft state” or “undesired flight situation”?

• Climbout after take-off through an inversion layer with increased speed.
• Flying in light icing conditions with increased safety margins.
• Early diversion and passing a Cumulonimbus with adequate margin.
• Flying over mountains with possible occurrence of severe turbulence.

Answer 19

Flying over mountains with possible occurrence of severe turbulence.

Question 20

Pilot misinterpretation of the analogue three-point altimeter occurs between which two components of the SHELL model?

Liveware - Software

Liveware - Liveware

Liveware - Environment

Liveware - Hardware

Answer 20

Liveware - Hardware

Question 21

Refering to the SHELL Model, the letter S represents…

Software (including checklists).

Self-awareness (including safety).

Security (including checklists).

Self-effacement (including safety).

Answer 21

Software (including checklists).

Question 22

Which of the following correctly states the elements of the SHELL model?

Safety, harmony, environment and laissez-faire.
Safety, hardware, environment and location.
Software, hardware, economy and liveware.
Software, hardware, environment and liveware.

Answer 22

Software, hardware, environment and liveware.

Question 23

According to the Threat and Error Management (TEM) model, which of the following is an example of a latent organisational threat?

An incorrect power setting during climb
Operational pressure resulting from delays or changes in equipment
Two aircraft with similar callsigns operating in close proximity
Contaminated taxiways and runways

Answer 23

Operational pressure resulting from delays or changes in equipment

Question 24

According to the Threat and Error Management (TEM) model, which of the following is an example for an organisational threat?

An incorrect power setting during climb
Using incorrect or expired charts.
Contaminated taxiways and runways
Operational pressure resulting from delays or changes in equipment

Answer 24

Operational pressure resulting from delays or changes in equipment

Question 25

With regard to ICAO Annex 1 on Personnel Licensing and Threat and Error Management (TEM) as a safety concept for aviation operations and human performance, an "error" is defined as… - an erroneous perception, belief or mental state by an operational person that does not conform to an organisation's objective reality. - an event that occurs beyond the influence of an operational person that must be managed to maintain the margin of safety. - an action or inaction by an operational person that leads to deviations from organisational or the operational person's intentions or expectations. - an intentional deviation by an operational person from a known process or procedures with undesired consequences.

Answer 25

an action or inaction by an operational person that leads to deviations from organisational or the operational person's intentions or expectations.

Question 26

While changing an input setting on a navigation instrument the pilot monitoring speaks out loud every single time. The pilot flying detects an error in a preselected value and immediately points out the mistake. Therefore it can be corrected instantly. Regarding Threat and Error Management (TEM), this situation depicts an example for... review-countermeasure, required to cross-check the actions of the other crew member. planning-countermeasure, to help preventing latent threats. an execution-countermeasure, which enhances error detection and response. prevention-countermeasure, designed to avoid errors in instrument settings.

Answer 26

an execution-countermeasure, which enhances error detection and response.

Question 27

Strict adherence to Standard Operating Procedures (SOPs)… is not necessary, as only experienced and well-trained personnel are authorised to operate an aircraft, making incidents unlikely. is regarded as a valuable strategy within Threat and Error Management scenarios. is not recommended, as this slows down the efficient flow of processes. makes the use of checklists superfluous as all checklists are based on SOPs and these procedures will be well known by flight crews.

Answer 27

is regarded as a valuable strategy within Threat and Error Management scenarios.

Question 28

During departure, the commander is pilot-flying and the co-pilot monitors speed, level, and communications. Due to distraction following some ATC transmissions, the co-pilot retracts flaps although the speed is below that required for flap retraction. While busy reacting to the speed warning, the commander does NOT prevent the aircraft climbing above the cleared altitude. Which of the errors listed below are applicable to this situation? 1. Communication error: the co-pilot did not inform the commander of the speed before retracting the flaps 2. Communication error: the co-pilot did not tell the commander about the altitude deviation 3. Handling error: the commander did not control the speed and rate of climb 4. Procedural error: co-pilot did not monitor the speed and altitude correctly 5. Procedural error: commander did not set the correct flap retraction speed 6. Procedural error: commander and co-pilot both did not level-off the aircraft at the cleared altitude 1, 2 and 6 3 and 4 1 and 6 4 and 6

Answer 28

3 and 4

Question 29

While en-route to the destination, the commander as pilot-flying, briefs the correct approach procedure, while the co-pilot monitors height and speed on the approach. During the approach, the flight crew inadvertently allow the speed to increase above the speed published for the approach procedure. What errors have made in this situation, and by whom? - A procedural error by the commander and a standard operating procedure error by the co-pilot - A handling error by the commander and a communication error by the co-pilot - Procedural errors by both pilots with the commander´s error being more significant - A handling error by the commander and a procedural error by the co-pilot

Answer 29

A handling error by the commander and a procedural error by the co-pilot

Question 30

Which of the following is an example of an undesired aircraft state? Selecting an incorrect communication frequency Exceeding ATC speed restrictions during approach Approaching an airport with the possibility of wind shear Missing a radio call and/or wrong readback of a clearance

Answer 30

Exceeding ATC speed restrictions during approach

Question 31

A single-pilot aircraft is on final approach, when the pilot receives a windshear warning in the cockpit. Despite this warning they decide to continue the approach. The result of an investigation concludes that the pilot was not aware of the procedure dictating a go-around in this situation. This human error can be attributed the which components of the SHELL model? Liveware representing the pilot, and Software representing the procedures Liveware representing the pilot, and Environment representing the procedures Software representing the pilot, and Hardware representing the procedures Software representing the pilot, and Error representing lack of familiarity with procedures

Answer 31

Liveware representing the pilot, and Software representing the procedures

Question 32

How can the SHELL model affect the work in the cockpit? It can help to identify possible sources of error, and help to remove possible causes of error in the performance of flying tasks The Software-Liveware interface refers to cockpit-automation only and can be the source of error if the flight crew have a lack of knowledge of computer systems and the databases are not up to date The Hardware-Liveware interface addresses the ability of the flight crew to adapt to the physical environment such as seating, placing of the aircraft controls and air quality The SHELL model only depicts relevance to work in the cockpit if the flight is conducted as multi-crew operation

Answer 32

It can help to identify possible sources of error, and help to remove possible causes of error in the performance of flying tasks

Question 33

Civil aviation is generally considered to be... an open culture activity. an open culture only for cabin crew. a closed culture activity. an open culture only for ATC.

Answer 33

an open culture activity.

Question 34

Safety culture is... considered to be a sub-set of national culture. not important for commercial aviation. not related to and not a product of national culture. not considered to be a sub-set of national culture.

Answer 34

considered to be a sub-set of national culture.

Question 35

In high power distance cultures, when members of society have a different opinion than their superiors, they... are very likely to speak out. are unlikely to speak out. are required to speak out. will be asked to speak out.

Answer 35

are unlikely to speak out.

Question 36

Safety is realised, assessed and prioritised of the highest levels of management in an organisation to assure a: Reporting culture Security culture are unlikely to speak out. Decrease-of-risk culture

Answer 36

are unlikely to speak out.

Question 37

A safety culture requires... implementation of standards using the present resources available. motivation of employees by rewarding good action and punishing making mistakes. instructing employees to report errors while taking minimum corrective action. highest levels of management providing the necessary resources available.

Answer 37

highest levels of management providing the necessary resources available.

Question 38

Consider a situation in which an aircraft landed with less than required fuel on board. It turns out that only the number in the technical log was incorrect, but the actual fuel amount was above the required minimum. In the sense of "just-culture", how should the operator react to encourage trust and collaboration? - This type of mistake should should have severe consequence to prevent further errors and should be punished. - This type of mistake must be considered as unacceptable, indicating lack of awareness for risks and hazards leading to a reduction in flight safety. - This type of mistake can occur due to the procedures incorporating handwriting and paperwork and should not further be investigated. - This type of unintended mistake should be reported and discussed to prevent further errors, but should NOT be punished.

Answer 38

This type of unintended mistake should be reported and discussed to prevent further errors, but should NOT be punished.

Question 39

With regard to James Reason, an aviation organisation "that collects and analyses relevant data and actively disseminates safety information", follows which component of safety culture? just culture. informed culture. learning culture. reporting culture.

Answer 39

informed culture.

Question 40

With regard to James Reason, an aviation organisation "is able to learn from its mistakes and make changes. It will also ensure that people understand the SMS processes at a personal level", follows which component of safety culture? informed culture. just culture. learning culture. reporting culture.

Answer 40

learning culture.

Question 41

The basic concept of a Safety Management System (SMS) include: threat and error management. first-aid kits and recurrent first-aid training. quality assurance and liability. hazard identification and risk management.

Answer 41

hazard identification and risk management.

Question 42

What component of safety culture makes risk management more effective? Informed culture Reactive culture. No-blame culture. Defendent culture.

Answer 42

Informed culture

Question 43

For the following situation below consider the difference between open and closed culture. An Aircraft is about to encounter icing conditions, but the first officer does not switch the anti-icing on. For this the captain yells (shouts) at the FO. After this occurrence there is no discussion about the situation. The captain is representing a... closed culture. reporting culture. punitive culture. democratic culture.

Answer 43

closed culture.

Question 44

Which of the following factors contributes to "safety culture"? Encouraging employees to report errors while taking minimum corrective action Safety being an issue imposed on the employees by various administrative systems The highest levels of management making the required resources available Developing trust through rewarding good employees and punishing those who make mistakes

Answer 44

The highest levels of management making the required resources available

Question 45

An organisation which collects and analyses relevant data relates to which component of 'safety culture'? Just Learning Reporting Informed

Answer 45

Informed

Question 46

A Safety Management Systems (SMS) consists of which main components? - Safety Rules, Safety Risk Organisation, Safety Assurance and Quality Control - Safety Regulations, Safety Risk Management, Safety Assurance and Safety Promotion - Safety Policy, Safety Risk Management, Safety Assurance and Safety Promotion - Safety Policy, Safety Risk Organisation, Safety Assurance and Threat and Error Management

Answer 46

Safety Policy, Safety Risk Management, Safety Assurance and Safety Promotion

Question 47

Risk management becomes more effective with a/an _____ as a component of the safety culture. no blame culture informed culture justification culture flexible culture

Answer 47

informed culture