CPL Human Factors and CRM 3 — Questions and Answers
Question 1: In the DECIDE model for aeronautical decision-making, what does the second 'D' represent?
- Define the problem
- Determine the best course of action
- Deploy resources immediately
- Detect that the action was successful (Correct answer)
Correct answer: Detect that the action was successful
The DECIDE model steps are Detect, Estimate, Choose, Identify, Do, Evaluate—the final D stands for Evaluate (detect whether the action was successful).
Question 2: A pilot accepts a marginal approach in deteriorating weather because canceling the flight would inconvenience passengers. This best illustrates which hazardous attitude?
- Impulsivity
- Resignation
- Get-there-itis (press-on-itis) (Correct answer)
- Anti-authority
Correct answer: Get-there-itis (press-on-itis)
Get-there-itis is the drive to complete a flight regardless of conditions, often driven by schedule or passenger pressure.
Question 3: Which of the FAA's five hazardous pilot attitudes is characterized by the belief that rules and regulations are unnecessary or do not apply to the individual pilot?
- Macho
- Impulsivity
- Invulnerability
- Anti-authority (Correct answer)
Correct answer: Anti-authority
Anti-authority is the attitude of resentment toward rules, ATC, or regulations, which can lead to unsafe non-compliance.
Question 4: When applying the 3P model (Perceive, Process, Perform) to risk management, what activity occurs during the 'Process' step?
- Gathering weather data and NOTAMs for the flight
- Evaluating risk by examining the impact of each hazard (Correct answer)
- Executing the chosen course of action
- Filing an ASRS report after an incident
Correct answer: Evaluating risk by examining the impact of each hazard
During the Process step the pilot evaluates risk by assessing the severity and probability of each identified hazard.
Question 5: According to FAA human factors guidance, which combination of conditions creates the highest risk for controlled flight into terrain (CFIT)?
- Day VMC with moderate turbulence and a fatigued crew
- Night IMC, high workload, spatial disorientation, and crew complacency (Correct answer)
- Bright VMC approach with an unfamiliar runway layout
- High-altitude cruise with autopilot engaged and good weather
Correct answer: Night IMC, high workload, spatial disorientation, and crew complacency
CFIT risk peaks when crews lose situational awareness in IMC at night while fatigued, distracted, or disoriented.
Question 6: During a fuel-critical situation, the Captain orders the First Officer to perform an emergency checklist but the FO believes a step was skipped. The most appropriate CRM action by the FO is to:
- Remain silent to avoid challenging the Captain's authority
- Immediately take control of the aircraft
- Assert the concern clearly using an inquiry and advocacy statement (Correct answer)
- Wait until after landing to report the omission
Correct answer: Assert the concern clearly using an inquiry and advocacy statement
CRM training emphasizes assertive communication—crew members should voice safety concerns directly, using 'I notice / I am concerned / I recommend' language.
Question 7: Which concept describes a situation where individual automation components each function correctly, yet the integrated system produces an unexpected, unsafe outcome?
- Automation complacency
- Mode confusion
- Emergent behavior (Correct answer)
- Normalization of deviance
Correct answer: Emergent behavior
Emergent behavior occurs when complex interacting systems produce unforeseen outcomes that no individual component would produce alone.
CPL Human Factors and CRM 3
In the DECIDE model for aeronautical decision-making, what does the second 'D' represent?