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This appendix will not attempt to provide detailed information on human performance and limitations - there are many texts which already do this very well. Rather, it lists those human performance limitations which are most pertinent to CRM, so that instructors and students may refresh their memories as to the theoretical science of HPL, before continuing with the applied practice of CRM.

2 Basic Theory
The basic theory concerning human information processing, and human error, are covered in separate Appendices.
For further information concerning any of the other items in the Human Performance and Limitations (HPL) syllabus, please refer to one of the textbooks listed in References.
ICAO has, in many of its publications, based its descriptions of human factors and HPL around a model known as the SHELL model.

S = Software (procedures, Ops manual, etc.), H = Hardware (Cockpit layout, aircraft design, etc.); E = Environment (weather, day/night, unfamiliar aerodrome, busy TMA, etc.); L = Liveware (the person or people).
Human Performance and Limitations is sometimes used as a term to describe all human factors issues (i.e. all the elements of the SHELL model), and at other times, to describe only those human factors aspects directly relating to the performance of individuals (i.e. only the "liveware" element of the SHELL model). There are various taxonomies which exist, listing the elements which are considered to be human performance and limitations, although it should be said that these are generally derived from those taxonomies used for military pilots and tend to favour the physiological aspects of performance. What is important is not to worry too much about which 'categories' the various aspects of human factors come under but, rather, to ensure that CRM training covers all those areas which are relevant, and to the appropriate level of detail.
For background information, the ICAO and JAR-FCL human performance and limitations taxonomies are included in this Appendix, some of the topics being of relevance within CRM training and some not relevant. It is up to individual CRM Instructors to determine which aspects ought to be included, and to what level of detail (within the guidelines given in Chapter 4, Table 1).

3 ICAO Human Performance Training Curriculum for Pilots
The following text has been taken from the ICAO Human Factors Training Manual, Doc 9683 (1998).
3.1 Module 1: Introduction to Human Factors in Aviation
In this module, the rationale for Human Factors training should be explained. A good point of departure is the fact that since 1940, three out of four accidents have had at least one contributory factor relating to human performance.
The introduction has to be carefully prepared in order to capture the pilot’s interest. It is desirable that training directed at meeting any examination or test requirement associated with the revised Annex 1 be kept relevant to operational aspects of flight. A practical orientation is therefore essential to effective training. The relevance of the programme must be made quite clear to pilots – this is not intended as an academic exercise. Therefore, only that information which relates to pilot performance should be included. Training personnel should present the information according to their particular operational needs and may wish to take specific aspects of their local accident/incident experience into account.
　
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