ADM, Larry Prentiss, DAL FSDO

ADM, Larry Prentiss, DAL FSDO
SEP 99

Aeronautical Decision Making Larry Prentiss, Safety Program Manager Dallas Flight Standards District Office James B. Brownfield, Manager > = Advance to next bullet or slide. >References SEP 99

ADM References AC Aeronautical Decision Making (from gov/avr/afs) ADA Aeronautical Decision Making for Student and Private Pilots (from National Technical Information Service Library, ) You will need: AC Aeronautical Decision Making available in ATP navigator and ADA (DOT/FAA/PM-86/41) Aeronautical Decision Making for Student And Private Pilots available from National Technical Information Service. Handouts require copying Appendix 5. Life Events Stress Test from AC60-22 and Self Assessment of Hazardous Attitudes pg from ADA >Aeronautical Decision Making. SEP 99

AERONAUTICAL DECISION MAKING
ADM, Larry Prentiss, DAL FSDO AERONAUTICAL DECISION MAKING Essential To Flight Safety Special Emphasis Item Careful Evaluation Throughout Practical Test > 52% of fatal pilot-induced accidents are the result of decisional behavior, also known as cognitive judgment. > PTS considers sound judgment and decision making to be an area most critical to flight safety. > Does not have to be shown under Task to be evaluated but if shown in the Objective it will receive special emphasis. >Aeronautical Decision Making. SEP 99

AERONAUTICAL DECISION MAKING ADM is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances. Enables a person to make an intelligent determination in recognizing risk factors such as weather, weight and balance, recency of experience, environment, and cockpit stress management. >Good Judgment. SEP 99

GOOD JUDGEMENT Once believed to be gained only as a natural by-product of experience. Good judgment can be taught. >You’ve heard the statement, “That new certificate or rating is a license to learn.” You’ve heard pilots telling stories of surviving errors in judgment. What you don’t hear are pilots telling stories of fatal errors in judgment. >Pilots who received ADM training in conjunction with the standard flying curriculum made 10 to 50% fewer judgment errors than those who had not. >ADM SEP 99

Builds upon the foundation of conventional decision making By enhancing the process to decrease the probability of pilot error by providing a structured, systematic approach to analyzing changes that occur and how these changes might affect the flights safe outcome. >Conventional Decision Making Process. SEP 99

The need for a decision is triggered by recognition that something has changed or an expected change did not occur. This recognition is is a vital step in any decision making process Not noticing the change can lead directly to a mishap. The change indicates that an appropriate response or action is necessary in order to modify the situation and bring about a new situation. Therefore situational awareness is the key to successful and safe decision making. At this point in the process, the pilot is faced with a need to evaluate the entire range of possible responses to the detected change and to determine the best course of action. >Steps For Good Decision Making. SEP 99

Steps For Good Decision Making
ADM, Larry Prentiss, DAL FSDO Steps For Good Decision Making Identifying personal attitudes hazardous to safe flight. Learning behavior modification techniques. Learning how to recognize and cope with stress. Developing risk assessment skills. Using all resources in a multicrew situation. Evaluating the effectiveness of one’s ADM skills The ADM process addresses all aspects of decision making in the cockpit and identifies the steps in good decision making >Identifying personal attitudes. >Learning behavior modification. >Learning how to recognize and cope with stress. >Using all resources. >Evaluating effectiveness. >Aeronautical Decision Making Process. SEP 99

This process shows the interactions of the ADM steps and how these steps can produce a safe outcome. Starting with the recognition of change, Followed by an assessment of alternatives, A decision to act or not act is made, Results are monitored. The conventional decision making process is enhanced with: An awareness of the importance of attitudes in decision making, A learned ability to search for and establish the relevance of all information, The motivation to choose and execute the actions which assure safety in a timeframe permitted by the situation. We will discuss these elements of ADM. >Operational Pitfalls. SEP 99

OPERATIONAL PITFALLS All experienced pilots have fallen prey to, or have been tempted by, one or more of these dangerous tendencies or behavior patterns in their flying careers. There are a number of classic behavioral traps into which pilots have been known to fall. Pilots, as a rule, always try to: Complete a flight as planned Please passengers Meet schedules Demonstrate they have the “right stuff” The basic drive to demonstrate the “right stuff” can have an adverse effect on safety and can impose an unrealistic assessment of piloting skills under stressful conditions. These tendencies ultimately may lead to practices that are dangerous and often illegal, and may lead to a mishap. These dangerous tendencies or behavioral patterns which must be identified and eliminated, include: >Peer Pressure. SEP 99

Peer Pressure Poor decision making based upon emotional response to peers rather than evaluating a situation objectively. >Mind Set. SEP 99

Mind Set The inability to recognize and cope with changes in the situation different from those anticipated or planned. >Get-There-It is. SEP 99

Get-There-Itis Clouds the vision and impairs judgment by causing a fixation on the original goal or destination combined with a total disregard for any alternative course of action. >Duck Under Syndrome. SEP 99

Duck-Under Syndrome Tendency to sneak a peek by descending below minimums during an approach. Based on a belief that there is a built in “fudge” factor or an unwillingness to admit defeat and shoot a missed approach. >Scud Running. SEP 99

Scud Running Pushing the pilot and aircraft capabilities to the limit by trying to maintain visual contact with the terrain while trying to avoid contact with it. >Continuing VFR Into IMC. SEP 99

Continuing VFR into IMC
ADM, Larry Prentiss, DAL FSDO Continuing VFR into IMC Often leads to spatial disorientation or collision with ground/obstacles. It is even more dangerous when not instrument rated or current. >Getting Behind The Aircraft. SEP 99

Getting Behind the Aircraft
ADM, Larry Prentiss, DAL FSDO Getting Behind the Aircraft Allowing events or the situation to control your actions rather than the other way around. >Loss of Situational Awareness. SEP 99

Loss of Situational Awareness
ADM, Larry Prentiss, DAL FSDO Loss of Situational Awareness Another case of getting behind the aircraft which results in not knowing where you are, an inability to recognize deteriorating circumstances, and the misjudgment of the rate of deterioration. >Operating Without Adequate Fuel Reserves. SEP 99

Operating Without Adequate Fuel Reserves
ADM, Larry Prentiss, DAL FSDO Operating Without Adequate Fuel Reserves Ignoring minimum fuel reserve requirements, either VFR or IFR, is generally the result of overconfidence, lack of flight planning, or ignoring the regulations. >Descent Below The Minimum Enroute Altitude SEP 99

Descent Below the Minimum Enroute Altitude
ADM, Larry Prentiss, DAL FSDO Descent Below the Minimum Enroute Altitude The duck-under syndrome (mentioned earlier) manifesting itself during the en route portion of an IFR flight. >Flying Outside The Envelope. SEP 99

Flying Outside the Envelope
ADM, Larry Prentiss, DAL FSDO Flying Outside the Envelope Unjustified reliance on the (usually mistaken) belief that the airplanes high performance capability meets the demands imposed by the pilot’s (usually overestimated) flying skills. >Neglect of Flight Planning, Preflight Inspections, Checklists. SEP 99

Neglect of Flight Planning, Preflight Inspections, Checklists
ADM, Larry Prentiss, DAL FSDO Neglect of Flight Planning, Preflight Inspections, Checklists Unjustified reliance on the pilot’s short and long term memory, regular flying skills, repetitive and familiar routes, etc. Next will be Hazardous Attitude Inventory. Pass out attitude assessment test. Depending on time available you may choose to have audience do test now or assign for self study later. In either case the instructions should be covered. >Hazardous Attitudes. SEP 99

HAZARDOUS ATTITUDES Antiauthority (don’t tell me!). Impulsivity (do something quickly!). Invulnerability (it won’t happen to me). Macho (I can do it). Resignation (what’s the use?). There are five hazardous attitudes that can affect a pilot’s judgment, and have an impact on safe flying. > Antiauthority: Found in people who do not like anyone telling them what to do. They may be resentful of having someone tell them what to do or may regard rules, regulations, and procedures as silly or unnecessary. It is always your prerogative to question authority if you feel it is in question. >Impulsivity: The need to do something-anything-immediately. They do not stop to think about what they are about to do, do not select the best alternative, and do the first thing that comes to mind. >Invulnerability: Accidents happen to others, but never to them. They know accidents can happen and anyone can be affected. They never really feel or believe they will be personally involved. More likely to take chances and increase risk. >Macho: Pilots who are always trying to prove that they are better than anyone else are thinking I can do it - I’ll show them. Will try to prove themselves by taking risks in order to impress others. Thought to be a male characteristic, women are equally susceptible. >Resignation: Pilots who think, “what's the use?”, do not see themselves as being able to make a great deal of difference in what happens to them.Things going well are good luck. Things going bad are bad luck or someone is out to get me. Sometimes will go along with unreasonable requests just to be a “nice guy”. Hazardous attitudes which contribute to poor pilot judgment can be effectively counteracted with an appropriate antidote thought.> SEP 99

When a pilot recognizes a thought as hazardous, the pilot should label that thought as hazardous, then correct that thought by stating the memorized corresponding antidote. >The antidote recall exercise can be used to thoroughly learn each hazardous attitude and its appropriate antidote. SEP 99

The basic definitions, the self assessment test, the hazardous attitudes, and the antidotes represent the foundation for understanding the factors of good ADM. However, they represent only about 10% of the important process of learning and putting ADM into practice. The other 90% can be achieved only through completion of all of the situation exercises in the appropriate, (Student/Private, Instrument, Commercial, Flight Instructor), manual.and applying the principles learned to each and every flight. The situation exercises are examples of the types of decision errors which have contributed to accidents in the past. Hazardous attitudes occur to every pilot to some degree at some time. Problems arise when these hazardous attitudes occur regularly and/or to an extreme. Therefore, a pilot should learn to recognize these hazardous attitudes in order to take corrective action. > Stress and Flying SEP 99

STRESS AND FLYING Stress is a term used to describe the body’s nonspecific response to demands placed on it, whether those demands are pleasant or unpleasant in nature. The demands on a pilot can range from unexpected windshear during landing to a lost wallet. Numerous physical and physiological conditions in a pilots personal and professional life as well as the nature of flight itself can hamper the ability to perform at his/her optimum level and make decisions to the best of his/her ability. > How much stress is in your life? SEP 99

HOW MUCH STRESS IS IN YOUR LIFE?
ADM, Larry Prentiss, DAL FSDO HOW MUCH STRESS IS IN YOUR LIFE? Major and minor stressors have a cumulative effect which constitutes your total stress-adaptation capability which can vary from year to year. Hand out copy of appendix 5 Life Events Stress Test. Use the life change profile questionnaire to enhance your awareness about the sources of stress in your life. Place a check in the happened column if you have experienced the event described in the last 12 months and total the number of checks at the end. The more changes you have, the more likely you are to suffer a decline in health. As a rule of thumb, if you score over 20 checks, mostly in the top half of the checklist, you have an 80% chance of a serious health change. If you have about 20 checks distributed over the checklist, you have about a 50% chance of illness in the near future. Each of us have personal stress-adaption limitations. When we exceed this level, stress overload may lead to poor health or illness. > Is Stress Bad? SEP 99

IS STRESS BAD? Stress is an inevitable and necessary part of life that adds motivation to life and heightens a pilots response to meet any challenge. Stress is a response to a set of circumstances that induces a change in a pilots current physiological and/or psychological patterns of functioning forcing the pilot to adapt to these changes. In fact, performance of a task will generally improve with the onset of stress, but will peak and then begin to degrade rapidly as stress levels exceed a pilot’s adaptive abilities to handle the situation. >Handling Stress In Flying. SEP 99

HANDLING STRESS IN FLYING
ADM, Larry Prentiss, DAL FSDO HANDLING STRESS IN FLYING Accidents often occur when flying task requirements exceed a pilot’s capabilities. A superior pilot uses superior judgment to avoid stressful situations which might call for use of superior skills. The difference between pilot capabilities and task requirements is the margin of safety.> SEP 99

In this example, the margin of safety is minimal during the approach under ideal conditions. For this pilot, a cold and fatigue may reduce the minimal margin of safety as well as the overall margin of safety throughout the flight. >Handling Stress In Flying. SEP 99

HANDLING STRESS IN FLYING
ADM, Larry Prentiss, DAL FSDO HANDLING STRESS IN FLYING Stress is insidious. Stress is cumulative. > Stress has a gradual and cumulative effect that develops slowly, so slowly that stress can be well established before becoming apparent. A pilot may think that he/she is handling everything quite well, when in fact there are subtle signs that the pilot is beyond his/her ability to respond appropriately. > A generalized stress reaction can develop as a result of accumulated stress. There is a limit to a pilots adaptive nature. This limit, the stress tolerance level, is based on a pilots ability to cope with the situation. If the number or intensity of the stressors becomes too great, the pilot is susceptible to an environmental overload. At this point, a pilots performance begins to decline and judgment deteriorates. > Signs of Inadequate Coping. SEP 99

Signs of Inadequate Coping
ADM, Larry Prentiss, DAL FSDO Signs of Inadequate Coping Emotional Physical Behavioral The indicators of excessive stress often show as three types of symptoms. These symptoms differ depending upon whether aggression is focused inward or outward. >Individuals who typically turn their aggressive feelings inward often demonstrate the emotional symptoms of depression, preoccupation, sadness, and withdrawal. >Individuals who typically take out frustrations on other people or objects exhibit physical symptoms. >On the other hand, emotional symptoms may show up as overcompensation, denial, suspicion, paranoia, agitation, restlessness, defensiveness, excess sensitivity to criticism, argumentativeness, arrogance, and hostility. >Life Stress Management. SEP 99

Life Stress Management
ADM, Larry Prentiss, DAL FSDO Life Stress Management Become knowledgeable about stress. Take a realistic assessment of yourself. Take a systematic approach to problem solving. Develop a lifestyle that will buffer against the affects of stress. Practice behavioral management techniques. Establish and maintain a strong support network. There are many techniques available that can help reduce the stress in your life or help you cope with it better. Not all of these ideas may be the solution, but some of them may be effective for you. >Become knowledgeable >Take a realistic assessment >Take a systematic approach >Develop a lifestyle >Practice behavioral management > Establish and maintain a strong support network >Cockpit Stress Management. SEP 99

Cockpit Stress Management
ADM, Larry Prentiss, DAL FSDO Cockpit Stress Management Avoid situations that distract you from flying the aircraft. Reduce your workload to reduce stress levels. If an emergency does occur, be calm. Maintain proficiency in your aircraft. Know and respect your own personal limits. Do not let little mistakes build into a big thing. Don’t let flying add to your stress. Good cockpit stress management begins with good life stress management. Many life stress management techniques are not usually practical in flight. Rather, you must condition yourself to relax and think rationally when stress appears. The following checklist outlines some thoughts on cockpit stress management. >Avoid distracting situations. >Reducing workload will create a proper environment in which to make good decisions. >Think for a moment, weigh the alternatives, then act. >Proficiency builds confidence with your aircraft, its systems, and emergency procedures. >Know and respect your own personal limits. >Wait until after you land, then “debrief” and analyze past actions. >If flying is adding to your stress, either take a break from flying or seek professional help to manage your stress within acceptable limits. >Personal Go/No Go Checklist. SEP 99

Personal “Go/No-Go” Checklist
ADM, Larry Prentiss, DAL FSDO Personal “Go/No-Go” Checklist Do I feel well? Have I taken any medication in the last 12 hours? Have I had as little as one ounce of alcohol in the last 12 hours? Am I tired? Am I under undue stress? Have I eaten a sensible meal? Am I dehydrated? Do I have proper personal equipment? The pilot should not only preflight check the aircraft, but also himself/herself on each and every flight. Ask yourself, “Could I pass my medical examination right now?” If you cannot answer with an absolute “yes,” then you should not fly. >Is there anything wrong with me at all? >Any medication that would cause problems? >Any alcohol? >Did I get a good nights sleep? >Am I emotional right now? >Taken in a good load of protein? Protein snacks on board? >Do I need to take noncarbonated liquids such as water or fruit juices? >Sunglasses, ear protectors, appropriate clothing? >Risk Management. SEP 99

RISK MANAGEMENT Risk management is the responsibility of everyone involved in aviation. The flight operations manager who is faced with the decision of just how hard to push a pilot to go becomes a party to risk management. It is understandable from an economic point of view that the mail, checks, boss, passenger, student, whatever, must get flown. This question “Is the success of the task worth the risk?” must always be kept in mind during decision making. >The Decide Model. SEP 99

THE DECIDE MODEL Detect. The fact that change has occurred. Estimate. The need to counter or react to the change. Choose. A desirable outcome for the flight. Identify. Actions which successfully control the change. Do. Take the necessary action. Evaluate. The effect of action countering the change The Decide Model is intended to provide the pilot with a logical way of approaching decision making.The six elements represent a continuous loop decision process which can be used to assist the pilot in the decision making process when he/she is faced with a change in a situation that requires judgment. Primarily focused on the intellectual component, it can also have an impact on the motivational component of judgment as well. >Detect >Estimate >Choose >Identify >Do >Evaluate >Identifying The Enemy. SEP 99

IDENTIFYING THE ENEMY Most preventable accidents have one common factor: human error, rather than a mechanical malfunction. Pilots who are involved in accidents generally know what went wrong. Very often, the pilot was aware of the possible hazards when the decision was made that led to the wrong course of action. In the interest of expediency, cost savings, self-gratification, or other often irrelevant factors, the incorrect course of action was chosen. Each flight, involving decisions on fuel, route, alternates, weather, speed, altitude, and when to descend, is a sequence of choices with certain milestones in the flight sequence that require particular determination and discretion. >Flying Is Rapidly Changing. SEP 99

Flying Is Rapidly Changing
ADM, Larry Prentiss, DAL FSDO Flying Is Rapidly Changing ADM is designed to reduce the extremely long and sometimes painful process of learning how to make good judgment decisions based on experience alone. Mistakes in judgment can be fatal. Flying is rapidly changing from a physical to a mental task. Initial instruction to manipulate and control an aircraft requires 1 to 2 years. Training to command an aircraft intelligently involves a decade or two of experience and periodic recurrent training. >ADM can reduce the long process of learning how to make good judgment decisions. >Mistakes in judgment can be fatal. >Personal Checklist SEP 99

Personal Checklist Flight while under the influence of alcohol or drugs is a never. Flight with a known medical deficiency is never expedient or legal (FAR 61.53). Flight outside the certified envelope is never safe. Flight with less than the required minimum fuel is never reasonable. One essential decision point before a flight is the checklist of basic principals that cannot be compromised. This personal checklist should include the fundamental principles applicable to every flight. Once a pilot decides what not to do, the decision on what needs to be done becomes clear. Consider the following never’s as factors that contribute significantly to unsafe flight. >Several drinks will influence thought and reaction for approximately 24 hours while heavy drinking will have lingering effects for up to 36 hours. Effects from the use of marijuana remain in the system for at least a week. The side effects and duration of prescription drugs are well documented and available. >Flight with a known medical deficiency. >Weight, balance, speed, maneuvers, “G” loading, and flight into known icing should be limited to flight manual parameters. >The applicable FAR’s are sufficiently liberal. >Continued. SEP 99

Personal Checklist, Continued
ADM, Larry Prentiss, DAL FSDO Personal Checklist, Continued VFR flight into instrument meteorological conditions is never justified. Descent below the applicable minimum enroute altitude is never justified. Casual neglect of any applicable checklist is never justified. Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as on their aircraft. >Be aware of changing weather conditions and plan on contingencies. >MEA’s meet obstruction clearance as well as VOR navigation reception. >A checklist may be larger or smaller, however certain standards should be established for all flights so that the first decision point is whether or not to begin the flight. > Pilot impairment contributes to many more accidents than failure of aircraft systems. > The”I’M SAFE” personal checklist. SEP 99

The “I’M SAFE” Checklist
ADM, Larry Prentiss, DAL FSDO The “I’M SAFE” Checklist Illness. Any Symptoms? Medication. Prescription or OTC drugs? Stress. Psychological, money, health, family? Alcohol. Within 8 hours? Within 24 hours? Fatigue. Adequately rested? Eating. Enough proper foods for nourishment? Contains all of the most common categories of pilot impairment and can be easily committed to memory. >Do I have any symptoms? >Have I been taking prescription or over the counter drigs? >Am I under psychological pressure from the job? Do I have money, health, or family problems? >Have I been drinking within 8 hours? Within 24 hours? >Am I tired and not adequately rested? >Have I eaten enough of the proper foods to keep adequately nourished during the entire flight? > How To Be A Safe Pilot. SEP 99

HOW TO BE A SAFE PILOT A pilot does not have to be a genius to be a safe pilot. >How To Be A Safe Pilot. SEP 99

HOW TO BE A SAFE PILOT A pilot should be an emotionally stable person. An experienced, mature pilot will accept and follow the rules and procedures which will benefit the aviation community. Some pilots break rules simply for the gratification of some emotional need. >A pilot should be an emotionally stable person who can accept the fact that he/she is not in possession of all facts or skills for all situations and be willing to accept the recommendations of those who specialize in evaluating, assessing, and administering aviation procedures. >Even though the rules and procedures are designed to serve most of the people most of the time, a pilot can always argue for a different ways of doing things. The immature, emotionally unbalanced pilot has strong tendencies to satisfy a personal need regardless of the consequences. >Even though the pilot may know that this emotional need is not considered a healthy habit (like smoking, speeding, overeating, etc.), the pilot is, nonetheless, driven by his or her own emotions. >How To Be A Safe Pilot SEP 99

HOW TO BE A SAFE PILOT Existing rules would go a long way to remedy the accident rate. Exhibiting one or more of the five hazardous attitudes or irrational behavior also exposes emotional weaknesses in personality. >However, personality traits that cause irrational behavior also make pilots prone to disregard the rules that would assure safe operations. >When a pilot exhibits one or more of the five hazardous attitudes or irrational behavior, that pilot may also be exposing any emotional weaknesses in his/her personality. >Developing Good Decision Making Skills. SEP 99

Developing Good Decision Making Skills
ADM, Larry Prentiss, DAL FSDO Developing Good Decision Making Skills The development of good decision making skills is far more difficult than developing good flying skills, but it can be done. Good judgment may mean not flying while under the influence of any medication, when it is too windy, or refusing a revenue flight when it would require flying in marginal weather. >Developing Good Decision Making Skills. SEP 99

Developing Good Decision Making Skills
ADM, Larry Prentiss, DAL FSDO Developing Good Decision Making Skills Many pilots fail to make proper decisions when they really want to do something. Not following safety-oriented information is similar to not following the advice of a doctor or lawyer. The most important decision a pilot will make is to learn and adhere to published rules, procedures, and recommendations. Aviation has reached a new plateau. >Sometimes due to lack of knowledge, but too often the result of a human tendency to rationalize a situation until it appears justifiable. When a pilot really wants to do something (such as loading that one last passenger when close to maximum gross weight, or performing a high speed, low altitude pass), the pilot can generally make himself/herself believe that it was all right to do it. A pilot can be his/her own worst enemy. >In addition to the FAR, AC’s, AIM, NOTAM’s, AD’s, there are some do’s and don'ts that can insure the prevention of most accidents. All this information is safety-oriented. >Pilot’s by learning and adhering to these published rule and procedures, can take most hazards out of flying. When a pilot operates an aircraft, human lives are held in balance and the pilot has a moral responsibility to operate in the safest possible manner. >Acquiring aeronautical knowledge, airmanship skills, and proficiency are relatively easy. Navigation has been reduced to computer simplicity. Modern autopilots and electronic displays have significantly reduced a pilot’s workload. Today’s technology requires administrative management and aeronautical decision making skills as prerequisites for safety and efficiency. >Questions? SEP 99

QUESTIONS? SEP 99

ADM, Larry Prentiss, DAL FSDO

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