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assuming time permits. Don't change
a plan unnecessarily, as a previously
made one based on sound thinking
is more likely to work than one
cooked up on the spur of the
moment, provided, of course that
the situation is the same or similar. A
correct, rather than rapid reaction is
appropriate.
Response times will vary according
to the complexity of the problem, or
the element of expectation and
hence preparedness (we are trained
400 Canadian Professional Pilot Studies
to expect engine failures, for
example, but not locked controls, so
the reaction time to the former will
be less). Pushing a button as a
response to a light illuminating will
take about 1/5 th of a second, but
add another light and button and
this will increase to a second or so.
An unexpected stimulus will increase
reaction time to nearly 5 seconds.
There is a time delay between
perceiving information and
responding to it – typically 3.4
seconds. The reason we don’t take
this long to answer people in normal
conversation is because we are
anticipating what they are going to
say, which leads to misinterpretation
if you don't have body language to
help, as with the radio.
The workload in the cockpit should
be moderate; we get tired when
bored, and performance is poor.
Similarly, performance will be poor
when you're too busy, due to
swamping. There is some concern
over too much automation across
the Atlantic, as pilots do not have
enough to do. Perhaps they should
have in-flight video as well!
Human Factors
The idea behind this section is to
generate countermeasures against
anything that may affect your
decision-making capabilities.
Physical
These are the influences that your
body is subjected to.
The Environment
Conditions under which an aircraft is
operated. You may be remote, in a
busy area, or just bl**dy cold.
You can feel cooler because
moisture is evaporating from your
skin at an advanced rate in dry air -
humidity would normally need to be
60% at 18°C for comfort. As far as
temperature goes, the human body
operates comfortably in a range
between 18-24°C.
Time
Pressure from customers and
employers to keep to deadlines.
Air Quality
Not only can haze or mist reduce
visibility, but it can also irritating, or
smelly, or deadly (carbon monoxide).
CO is a colourless, odourless gas
which has a half life of about six
hours at sea level pressures, so a
quarter is present after 12 hours. It
typically gets into the cockpit from
faulty exhausts, and also comes
about where something is burning
without an adequate air supply, or
where combustion is incomplete.
Characteristic symptoms of carbon
monoxide poisoning include cherry
red lips.
Flicker
This occurs when light is interrupted
by propeller or rotor blades. It can
cause anything from mild discomfort
to fatigue, and even convulsions or
unconsciousness. Flicker certainly
modifies certain neuro-physiological
processes – 3-30 a second appears to
be a critical range, while 6-8 will
diminish your depth perception (the
Nazis set their searchlights to flicker,
to get up the nose of bomber pilots).
Hangovers make you particularly
susceptible.
Human Factors 401
Noise, Vibration & Turbulence
Prolonged amounts of any of these
is fatiguing and annoying. Noise is
particularly prevalent in helicopters,
especially with the doors off.
Vibration at the right frequency will
cause back pain.
Ergonomics
Under this comes cockpit design and
automated systems. Here's an
illustration of how bad design can be
the start of an event chain:
A relatively inexperienced RAF
Phantom (F4) pilot had a
complete electrics failure, as if
being over the North Sea at night
in winter wasn't stressful enough.
For whatever reason, he needed to
operate the Ram Air Turbine, but
he deployed the flap instead, as
the levers were close together.
Of course, doing that at 420 knots
made the flaps fall off the back,
and the hydraulic fluid followed.
Mucking around with the
generators got the lights back on,
and he headed for RAF
Coningsby, with no brakes.
Unfortunately, the hook bounced
over the top of the arrester wire,
so he used full afterburner to go
around in a strong crosswind, but
headed towards the grass instead.
The pilot and navigator both
　
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