曝光台 注意防骗
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The terms naturalistic and automatic decision-making have been coined to describe this type of decision-making. The ability to make automatic decisions holds true for a range of experts from fire fighters to chess players. It appears the expert’s ability hinges on the recognition of patterns and consistencies that clarify options in complex situations. Experts appear to make provisional sense of a situation, without actually reaching a decision, by launching experience-based actions that in turn trigger creative revisions.
This is a reflexive type of decision-making anchored in training and experience and is most often used in times of emergencies when there is no time to practice analytical decision-making. Naturalistic or automatic decision-making improves with training and experience, and a pilot will find himself or herself using a combination of decision-making tools that correlate with individual experience and training.Operational Pitfalls
Although more experienced pilots are likely to make more automatic decisions, there are tendencies or operational pitfalls that come with the development of pilot experience. These are classic behavioral traps into which pilots have been known to fall. More experienced pilots (as a rule) try to complete a flight as planned, please passengers, and meet schedules. The desire to meet these goals can have an adverse effect on safety and contribute to an unrealistic assessment of piloting skills. All experienced pilots have fallen prey to, or have been tempted by, one or more of these tendencies in their flying careers. These dangerous tendencies or behavior patterns, which must be identified and eliminated, include the operational pitfalls shown in Figure 17-12.Stress Management
Everyone is stressed to some degree almost all of the time. A certain amount of stress is good since it keeps a person alert and prevents complacency. Effects of stress are cumulative and, if the pilot does not cope with them in an appropriate way, they can eventually add up to an intolerable burden. Performance generally increases with the onset of stress, peaks, and then begins to fall off rapidly as stress levels exceed a person’s ability to cope. The ability to make effective decisions during flight can be impaired by stress. There are two categories of stress—acute and chronic. These are both explained in Chapter 16, Aeromedical Factors.
Factors referred to as stressors can increase a pilot’s risk of error in the flight deck. [Figure 17-13] Remember the cabin door that suddenly opened in flight on the Mooney climbing through 1,500 feet on a clear sunny day? It may startle the pilot, but the stress would wane when it became apparent the situation was not a serious hazard. Yet, if the cabin door opened in IMC conditions, the stress level makes significant impact on the pilot’s ability to cope with simple tasks. The key to stress management is to stop, think, and analyze before jumping to a conclusion. There is usually time to think before drawing unnecessary conclusions.
There are several techniques to help manage the accumulation of life stresses and prevent stress overload. For example, to help reduce stress levels, set aside time for relaxation each day or maintain a program of physical fitness. To prevent stress overload, learn to manage time more effectively to avoid pressures imposed by getting behind schedule and not meeting deadlines. Use of Resources
To make informed decisions during flight operations, a pilot must also become aware of the resources found inside and outside the flight deck. Since useful tools and sources of information may not always be readily apparent, learning to recognize these resources is an essential part of ADM training. Resources must not only be identified, but a pilot must also develop the skills to evaluate whether there is time to use a particular resource and the impact its use will have upon the safety of flight. For example, the assistance of ATC may be very useful if a pilot becomes lost, but in an emergency situation, there may be no time available to contact ATC.Internal Resources
One of the most underutilized resources may be the person in the right seat, even if the passenger has no flying experience. When appropriate, the PIC can ask passengers to assist with certain tasks, such as watching for traffic or reading checklist items. Some other ways a passenger can assist:
• Provide information in an irregular situation, especially if familiar with flying. A strange smell or sound may alert a passenger to a potential problem.
17-21
Figure 17-12. Typical operational pitfalls requiring pilot awareness.
Operational Pitfalls
Peer PressurePoor decision-making may be based upon an emotional response to peers, rather than evaluating a situation objectively.Mind SetA pilot displays mind set through an inability to recognize and cope with changes in a given situation. Get-there-itisThis disposition impairs pilot judgment through a fixation on the original goal or destination, combined with a disregard for any alternative course of action.Duck-Under SyndromeA pilot may be tempted to make it into an airport by descending below minimums during an approach. There may be a belief that there is a built-in margin of error in every approach procedure, or a pilot may want to admit that the landing cannot be completed and a missed approach must be initiated.Scud RunningThis occurs when a pilot tries to maintain visual contact with the terrain at low altitudes while instrument conditions exist.Continuing Visual Flight Rules (VFR) into Instrument ConditionsSpatial disorientation or collision with ground/obstacles may occur when a pilot continues VFR into instrument conditions. This can be even more dangerous if the pilot is not instrument rated or current.Getting Behind the AircraftThis pitfall can be caused by allowing events or the situation to control pilot actions. A constant state of surprise at what happens next may be exhibited when the pilot is getting behind the aircraft.Loss of Positional or Situational AwarenessIn extreme cases, when a pilot gets behind the aircraft, a loss of positional or situational awareness may result. The pilot may not know the aircraft’s geographical location, or may be unable to recognize deteriorating circumstances.Operating Without Adequate Fuel ReservesIgnoring minimum fuel reserve requirements is generally the result of overconfidence, lack of flight planning, or disregarding applicable regulations.Descent Below the Minimum En Route AltitudeThe duck-under syndrome, as mentioned above, can also occur during the en route portion of an IFR flight.Flying Outside the EnvelopeThe assumed high performance capability of a particular aircraft may cause a mistaken belief that it can meet the demands imposed by a pilot’s overestimated flying skills. Neglect of Flight Planning, Preflight Inspections, and ChecklistsA pilot may rely on short- and long-term memory, regular flying skills, and familiar routes instead of established procedures and published checklists. This can be particularly true of experienced pilots.StressorsEnvironmentalConditions associated with the environment, such as temperature and humidity extremes, noise, vibration, and lack of oxygen.Physiological StressPhysical conditions, such as fatigue, lack of physical fitness, sleep loss, missed meals (leading to low blood sugar levels), and illness.Psychological StressSocial or emotional factors, such as a death in the family, a divorce, a sick child, or a demotion at work. This type of stress may also be related to mental workload, such as analyzing a problem, navigating an aircraft, or making decisions.
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Pilot's Handbook of Aeronautical Knowledge航空知识手册3(68)
