Human Factors in Aviation - The Southern California Airspace Users
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Human Factors in Aviation Human Factors in Aviation -This Includes You! Southern California Airspace Users Working Group WWW.SCAUWG.ORG Aerial Hotspots Training Areas Long Beach Class C Airspace Proposal Changes to LAX TAC 64 (Dec) EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman Richard Eastman CFI I MEI FAASTeam Representative 714 404 3325 Cell reastman@eastmangroup.com FAASTeam Presentation Human Factors in Aviation About me … Flown to 42 States in the U.S. and Alaska, Across Canada twice, extensively in Baja and in Mexico, in Europe (Tiger Moth Club), Asia, Australia, New Zealand Ferried a 172 from U.S. across the Pacific to Sidney, Australia ’78 Built Glasair Sportsman in 2006 - N102RE – based at SNA I’ve had my share of “incidents” Own a software development company : Semi-Retired FAASTeam Rep : Active with SCAUWG Before starting my software company in 1984 … Advertising/Marketing : Part 135 Operators : AirLanka SVP Marketing … … Which is how I come to be here tonight! Southern California Airspace Users Working Group WWW.SCAUWG.ORG EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman Richard Eastman CFI I MEI FAASTeam Representative FAASTeam Presentation Human Factors in Aviation Nall Report – AOPA Safety Institute Accident Distribution Type of Operation Part 91 89% Part 137 6% Part 135 4% Part 121 1% Day VFR Accidents Fatal 33% None 89% Fatal 1% Minor 6% Serious 4% EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman Night VFR Accidents Almost 90% of all Accidents are General Aviation IFR Accidents None 26% None 41% Minor 3% Serious 12% Minor 14% Fatal 68% Serious 3% FAASTeam Presentation Human Factors in Aviation GA Accident Trends Total accidents declining … Is this due to economy, technology, fewer pilots, or better training? GA Fatal accidents remain consistent ... at approximately 20% of the total accidents (1 in 5) last 5 years or so. EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Ask the average Pilot People in this room not “average” : Still … QUESTION -- What are your own flying risks? Write down YOUR Answers …. Average Pilot Answers … A #1 – Engine Failure … Most recent 12 months ending 1/30/12 – AOPA Aviation Institute 1203 accidents – 31 engine failures (1 fatal ) = 2.5% of accidents - .05% of fatal accidents A #2 – Weather Most recent 12 months ending 1/30/12 1203 accidents – 3 VFR into IFR (2 fatal) = .24% of accidents= .16% fatal A #3 – Structural Failure Most recent 12 months ending 1/30/12 So rare, ASI statistics don’t even separate them out! Source:: Average Pilot Answers from “The Dangers of the Air” by Leighton Collins, 1972; data from AOPA Aviation Safety Institute Accident Database 3/6/12 EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation When are these accidents happening? Most recent available ASI casual analysis 12 months prior to Jan 31, 2012 1203 accidents – 270 fatal = 22% -- unscreened, but about same averages in general 208 accidents were Homebuilt = 17% - 56 were fatal = 4.6% of total : 26.9% of EHB EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Good Judgment comes from Experience: Experience comes from bad judgment! Almost all “Pilot Error” accidents are traced to human factors or mental oversight issues – what the FAA is now calling “pilot judgment.” The FAA and the NTSB have created rules and set standards by which pilots are expected to measure and assess – i.e. make decisions based on “good judgment.” The FAA has created … and continues to create … rules and regulations to ensure improved safety. They have succeeded remarkably well with improved navigation systems ; aircraft design technologies; pilot training requirements; better air traffic control management; and in most other aspects of flying. Accident rates in all categories have been reduced; and continue to go down … … except those that involve Human Factors! Source for Good Judgment quote is unknown; although it is sometimes credited to Jim Horning EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Descent/Approach Crashes Stall and/or Spin • Wires/Objects Terrain • Loss of Engine due Fuel Gusts • Wake Turbulence Major Reasons Maneuvering Crashes Stall or Loss of Control • Wire Strikes/Structure Impact • Mountain/Canyon • Aerobatics Major Causes Weather Related Accidents Continued VFR into IMC resulting in Stall/Spin due Deficient IFR Technique • Icing • Turbulence • Thunderstorms Survey of 20,000 hr. “no incident” Pilots from “Saferyliner” magazine Accidents classified as “Pilot Error” almost never involve “stick-and-rudder” deficiency. Almost all “Pilot Error” accidents are traced to mental oversight or… human factors issues EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Needs drive Values drive Talents drive Behaviors The Johari Window Known to Self Known to Others Unknown to Self Behaviors Public Knowledge Feedback Talents Values Unknown to Others Private Unconscious Needs Behaviors • Talents • Values • Needs -- All “Drive” what kind of pilot you are!!! Source:“Understanding Yourself and Others::An Introduction to the 4 Temperaments” EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Temperament Questions Seven Questions Please select A or B for each question -- Which is MOST like you 1 – A – I like evidence (facts, details, examples, etc.) presented first in an orderly fashion B – I like the broad issues presented first, then the detail 2 – A – I pay attention to my gut instinct, not just logical analysis B – I am persuaded by logical reasoning 3 – A – I want the information brief and concise B – I am persuaded by enthusiastic presentations 4 – A – I like novel and unusual suggestions B – I want practical and realistic applications 5 – A – I rely on evidence (verifiable stuff) to make decisions B – I like to take an idea and run with it. 6 – A – I want to know how people will feel about each alternative B – I want to know the pros and cons of each alternative 7 – A – I want to know the points of agreement first; then the points of contention B – I like the goals and objectives presented first; then the details EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Temperament Scoring Seven Questions Each answer relates to a preferred Temperament Type or style – For each answer … Answer Key Note the Temperament Type that you preferred 1 – A – Stabilizer B – Catalyst Count the 2 – A – Stabilizer Temperament Types B – Theorist 3 – A – Theorist Whatever you B – Improviser preferred most is 4 – A – Catalyst most likely your B – Stabilizer and Improviser preferred 5 – A – Stabilizer Temperament B – Catalyst 6 – A – Improviser This test is a general guide; and no test B – Theorist of this nature is 100% accurate all the time. 7 – A – Improviser It’s purpose is as a point of reference for this talk. B – Theorist EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Jung : Meyers – Briggs : Keirsey : Berens : Kroeger : Nardi A Way to Approach How the Mind Works How the mind takes in information How the mind organizes data Extravert – through social interaction Sensing – focuses on experience Introvert – by listening and mental organization Intuition – focuses on possibilities Temperament How the mind values relationships How the mind manages data Thinking – uses objective criteria to make judgments (process) Judging – Wants things settled and done Perceiving – Wants to keep options open Feeling – uses subjective criteria to make judgments ( human relationships) The 16 possible combinations of how mind works ultimately drives Temperament preferences FAASTeam Down EAA ChapterSafety 92 -- 6Stand March 2012April 17, 2010 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Jung : Meyers – Briggs : Keirsey : Berens : Kroeger : Nardi How the Mind Works … How the mind organizes data How the mind takes in information Extravert – Introvert Temperament How the mind values relationships Thinking – Feeling Sensing – Intuition How the mind manages data Judging – Perceiving We all have aspects of each of these traits … in everything we do. But we also have PREFERENCES – those things that work best to help us like ourselves better. In a process sense, we weigh each of these four aspects of mind organization each time we make a decision. 10 1 1 FAASTeam Down EAA ChapterSafety 92 -- 6Stand March 2012April 17, 2010 © 2012 RPEastman 10 FAASTeam Presentation Human Factors in Aviation Four Core Temperaments Temperament reflect NEEDS – Personal self-worth Catalyst – Diplomacy (N-F) Stabilizer – Logistics (S-J) Meaning and Significance Unique Identity Universal Time Membership & Belonging Responsibility or Duty Like Last Time Temperament Theorist – Strategist (N-T) Improviser – Tactics (S-P) Mastery & Self Control Knowledge & Competence Future Freedom to Act Ability to make an Impact Now N=Intuitive : F=Feeling : T=Thinking : S=Sensing -: J=Judging : P= Perceiving : EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman Source:“Understanding Yourself and Others … FAASTeam Presentation Human Factors in Aviation Needs drive Values : Talents : Behaviors Catalyst – Diplomacy Stabilizer – Logistics Values – Relationships • Authenticity • Cooperative Interaction Values – Rules • Regulations • Continuity • Usefulness Talents – Mentor • Advocate • Champion Talents – Rule Maker/Enforcer • Measurement • Traditionalist Behaviors – Enthusiastic • Future • Involved • Idealist Behaviors – Dependable • Cautious • Economical • Reliable • Steady Temperament Theorist – Strategist Improviser - Tactics Values – Concepts • Progress & Expertise • Logical Consistency Values – Excitement • Stimulation • Performance with Skill Action Talents – Systemize Analysis Mobilize • Differential Thinking Talents – Crisis Manager • Perform •Trouble Shoot • Contextual Thinking Behaviors – Conditional Reasoning • Objective Oriented • Calm Behaviors – Improvising • Risk Taking • Reacting Venturer • Spontaneous • Seizing Opportunities Source:“Understanding Yourself and Others::An Introduction to the 4 Temperaments” EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Things they talk about … Catalyst – Diplomacy Stabilizer – Logistics Talk • Listen with Emphasis Making World a Better Place Developing Self : Others Potential Meaning-of-Life Issues Significance of Human Events The Human Future How things SHOULD be Duties • Obligations What They Have Done Concerns or Worries Traditions • Customs Rules (Social or Process) The Past How things ARE or WERE DONE Temperament Theorist – Strategist Ideas • Theories Strategies Possibilities • Processes Technology • How Things Work Rationales • Laws • Principles Universal Future How things COULD be Improviser – Tactics Actions • Activities What Can be Done Luck, Chance, Odds How to Get Things Done Courage • Excitement • Fun WHO Needs what NOW • NEXT WHAT Needs doing NOW • NEXT Source:“Understanding Yourself and Others::An Introduction to the 4 Temperaments” EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation A Crosswind Accident? The pilot lost control after the aircraft touched down on one wheel, swerved sharply, hit several runway lights, left the runway, and came to rest in the airport boundary fence. The winds were at 60-degree crosswind to the runway at 32 kts. with gusts to 40. What caused this accident? EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Teaching Judgment The FAA is trying to answer the enduring questions: • “Can you teach judgment?” • “If yes, how?” • “How would Temperment play a role in this ‘judgment call’? EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Analogous to Checklists The FAA wants us to think of (and teach) riskmanagement as another aircraft system or phase of flight with a checklist/procedure to follow. • 5 Ts • GUMPS Run the judgment (risk management) checklist at important phases of flight (including preflight) and whenever the situation changes or new information arrives. EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Judgment : Risk Management Before you make decisions, you must: 1. Identify risk factors 2. Assess their likelihood 3. Evaluate their severity EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Planning a Cross Country You plan to join a group of fellow airplane enthusiasts at an end-of-June fly-in at Smiley Creek, Idaho . You want to fly your new Legend Cub, which will cruise at 85K with its Jabiru engine but planning at 80K allows for the vagaries of flight. The Cub has 22 gallons of fuel; 20 usable. It consumes 6 gallons an hour. A few friends are considering flying with you; but the slowest of the group cruises at 120K consuming 9 gallons an hour; and has a fuel capacity of 51 gallons, 49 usable. Still, they want to coordinate their travel plans with yours. You have flight planned 3 itineraries …. KSNA > L70 = Ague Dulce L70 > KMHV = Mojave KMHV > L72 = Trona L72 > L06 = Furnace Creek L06 > KTPH =Tonapah KTPH > 05U = Eureka 05U > KEKO = Elko KEKO > KTWF = Twin Falls KTWF > KSUN = Friedman KSUN > U87 = Smiley Creek Total 681 NM EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman KSNA > KDAG = Barstow/Daggett KDAG > KVGT = No. Las Vegas KVGT > 67L = Mesquite 67L > KSGU = St. George KSGU > 1L9 = Parowan 1L9 > KFOM = Fillmore KFOM > U14 = Nephi U14 > KPVU = Provo KPVU > KBMC = Brigham City KBMC > KMLD = Malad City KMLD > KBYI = Burley KBYI > KS UN = Friedman KSUN > U87 = Smiley Creek Total 789 NM KSNA > KEMT = El Monte KEMT > KDLO = Delano KDLO > KCPU = Calaveras County KCPU > KGOO = Nevada County KGOO > KRNO = Reno KRNO > KWMC = Winnemucca KWMC > KREO = Rome State KREO > KBOI = Boise KBOI > U87 = Smiley Creek Total 811 N M FAASTeam Presentation Human Factors in Aviation Planning a Cross Country Let’s Take a Break and … Desert Route EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman 20 Usable 6 gph 80K US 15 Eastern Route San Joaquin Valley Route FAASTeam Presentation Human Factors in Aviation KSNA > L70 = Ague Dulce L70 > KMHV = Mojave KMHV > L72 = Trona L72 > L06 = Furnace Creek L06 > KTPH =Tonapah KTPH > 05U = Eureka 05U > KEKO = Elko KEKO > KTWF = Twin Falls KTWF > KSUN = Friedman KSUN > U87 = Smiley Creek Total 681 NM Santa Ana > Smiley Creek KSNA > KDAG = Barstow/Daggett KDAG > KVGT = No. Las Vegas KVGT > 67L = Mesquite 67L > KSGU = St. George KSGU > 1L9 = Parowan 1L9 > KFOM = Fillmore KFOM > U14 = Nephi U14 > KPVU = Provo KPVU > KBMC = Brigham City KBMC > KMLD = Malad City KMLD > KBYI = Burley KBYI > KS UN = Friedman KSUN > U87 = Smiley Creek Total 789 NM KSNA > KEMT = El Monte KEMT > KDLO = Delano KDLO > KCPU = Calaveras County KCPU > KGOO = Nevada County KGOO > KRNO = Reno KRNO > KWMC = Winnemucca KWMC > KREO = Rome State KREO > KBOI = Boise KBOI > U87 = Smiley Creek Total 811 N M 20 Usable 6 gph 80K Which of the three route is best – and Why? What are the five most important factors to consider planning for the trip – and Why? Which of the five is MOST important – and Why Which should be addressed FIRST? -- and Why? EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation AF 447 Human Factors Chain of human factors … • Airbus Manufacturing Scientists • Air France Training Programs • Pilot Culture Air France Incident EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman Air France Lessons FAASTeam Presentation Human Factors in Aviation Scenario Overweight “The airplane appeared to accelerate fine until I got to about 4 feet above the runway, but it didn't want to fly …. PHOTO BY TAMMY SHRIVER / Times West Virginian EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Scenario Overweight The National Transportation Safety Board has released its preliminary report on an airplane crash at the Fairmont Municipal Airport last month. It happened at about 9:15 a.m. on September 19, 2009, when the plane was headed to Auburn/Opelieka Robert G. Pitts Airport so those on-board could attend the West Virginia University versus Auburn University football game. the weather reported at North Central West Virginia Airport (CKB), Clarksburg, West Virginia included clear skies and calm winds. The visibility was 10 miles. The temperature was 14 degrees Celsius (C) and the dew point was 11 degrees C. The commercial pilot/owner told investigators that he completed his preflight inspection of the plane, including calculating the plane's weight, before boarding his three passengers in the Beechcraft A36. However, while the maximum allowable gross weight for the plane was 3,650 pounds, the NTSB calculates that the plane weighed 3,842 pounds. That weight included the weight of the pilot, passengers, forty pounds of baggage, and seventy gallons of fuel. The accident injured the pilot and one passenger seriously, the two other passengers had minor injuries. The pilot stated, “The airplane appeared to accelerate fine until I got to about 4 feet above the runway, but it didn't want to fly. The only way to get it to fly was to push the nose down, and I didn't want to do that, so I pulled the power off and landed. I was about three-quarters of the way down the runway when I aborted the takeoff. The airplane was performing fine.” “I just didn’t recognize the hill at the departure end. It was my fault, and an airport design fault.” There was not room on the runway for the airplane to stop, and the plane ran up the hill of a newly constructed runway extension before stopping. Which Temperament would be most susceptible to this kind of Human Factors oversight? What in this scenario points to the Temperament factor? Source: NTSB Identification: ERA09LA530 14 CFR Part 91: General Aviation EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Scenario Cirrus The pilot had between 150 and 200 hours in his Cirrus SR 22 … not crash plane Source: www.genebenson.com courtesy of Gene Benson EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Scenario Cirrus 800’ Aero Plantation Airport : Runway 6 - 24: Prevailing winds normally 050 to 060 : Pilot was returning home . Source: www.genebenson.com courtesy of Gene Benson Orange County Pilots Association – 6 June, 2010 FAASTeam Presentation Human Factors in Aviation Scenario Cirrus The pilot executed the turn from downwind to base and was then encountering a significant tailwind. This increased the groundspeed and therefore the turning radius. A typical “overshoot the turn” scenario where sometimes pilots attempt to salvage the landing by increasing the bank angle or by skidding the nose around with rudder alone. The pilot stalled during the turn from base to final and crashed in the approximate location shown. Source: www.genebenson.com courtesy of Gene Benson Orange County Pilots Association – 6 June, 2010 FAASTeam Presentation Human Factors in Aviation Scenario Cirrus The airplane crashed in a wooded area behind a residence. The CAPS ballistic parachute had been deployed but apparently at an altitude too low to allow for full deployment . Source: www.genebenson.com courtesy of Gene Benson Which Temperament would be most susceptible to this Human Factors “trap.” What in this scenario points to the Temperament factor? EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Scenario Baron Pilot: Private Pilot Beech Baron In-flight Break-up Source: www.genebenson.com courtesy of Gene Benson : NTSB ACCIDENT: ATL07FA077 EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Scenario Baron April 2007 Hamilton, GA. The multiengine rated private pilot was returning from an airshow with 4 of his friends. He had previously told friends that he thought he could roll his Beech Baron BE-58; and had tried previously but a passenger intervened and stopped him. On this flight, having watched the airshow pilots do repeated rolling type aerobatics in different airplanes, he had been overheard to tell his passengers that he would show them how “its done” on the trip home. He apparently tried; and ended up with all aboard dead. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's exceeding the design stress limits of the airplane while performing aerobatics in a non-aerobatic airplane, which resulted in an in-flight overload failure of the airframe. A factor in the accident was the pilot's decision to perform aerobatics. Which Temperament would be most susceptible to this kind of Human Factors lack of judgment? What in this scenario points to the Temperament factor? Source: www.genebenson.com courtesy of Gene Benson : NTSB ACCIDENT: ATL07FA077 EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Hurry to leave … FAA REPORT Which Temperament would be most susceptible to this kind of Human Factors oversight? What in this scenario points to the Temperament factor? What other factors were involved? Source: AOPA Aeronautical Decision Making Course EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation 79.1 hour Pilot FAA REPORT Which Temperament would be most susceptible to this kind of Human Factors oversight? What in this scenario points to the Temperament factor? What other factors were involved? Source: AOPA Aeronautical Decision Making Course EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Winter Cross Country FAA REPORT Which Temperament would be most susceptible to this kind of Human Factors oversight? What in this scenario points to the Temperament factor? What other factors were involved? Source: AOPA Aeronautical Decision Making Course EAA Chapter 92 -- 6 March 2012 FAASTeam Presentation Human Factors in Aviation Scenario Apple Valley KAPV AWOS –”Apple Valley Wind Variable 250 to 260 at 25; peak gusts 35; Wind Shear; Visibility Clear; Preferred Runway 26’ Listen to Advisory for Runway in use” N1234E – ”Apple Valley, N1234Echo 5 mile south descending from 4500 for 45 entry Runway 26 Apple Valley.” “ Apple Valley Piper 5678Oscar Clearing Runway 18 Midfield” Apple Valley” WIND 250 25 G 35 EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Scenario Six – FedEx Narita Second Approach 180 headwind WIND Report EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman First Approach 180 to align with R 26 FAASTeam Presentation Human Factors in Aviation Scenario Six – FedEx Narita Landing was as intended: the pilot was relieved at how easy the landing had been. The pilot relaxed on touchdown as plane entered “wind-whirl” … Which Temperament would be most susceptible to this kind of Human Factors oversight? What in this scenario points to the Temperament factor? EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Good Judgment comes from Experience: Experience comes from bad judgment! Almost all “Pilot Error” accidents are traced to mental oversight or human factors issues – what the FAA is now calling “pilot judgment.” BUT JUDGEMENT IS A FACTOR OF TEMPERAMENT – HOW YOU GO ABOUT ORGANIZING DATA IN YOUR HEAD – WHAT PRIORITIES YOU SET -- AND HOW YOU WEIGH THOSE PRIORITIES at any given time !!! EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Hazardous Attitudes and Antidotes What Temperaments are reflected primarily in these hazardous attitudes? Anti-authority – Don’t tell me. – Follow the rules, they are usually right Impulsivity – Do something – do it now. – Not so fast, think first Invulnerability – It won’t happen to me. – It could happen to me. Macho – I can do it. – Taking chances is foolish. Resignation – What’s the use? – I can make a difference. EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Your PILOTING actions are driven by Temperament Catalyst – Diplomacy (N-F) Stabilizer – Logistics (S-J) Meaning and Significance Membership & Belonging Unique Identity Responsibility or Duty “Should be” “How It’s Been Done” Temperament Theorist – Strategist (N-T) Improviser – Tactics (S-P) Mastery & Self Control Freedom to Act – Now Knowledge and Competence Ability to make an Impact “Could Be” “What’s Needed Now” I=Introversion : E=Extroverted : N=Intuitive : F=Feeling : T=Thinking : S=Sensing : J=Judging : P= Perceiving EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman FAASTeam Presentation Human Factors in Aviation Catalyst Diplomacy Stabilizer Logistical Airplane Maintenance Post Flight Review Pre-Flight Planning Which Extrovert Introvert Pattern & Stabilized Approach Temperament Pattern Fits Arrival Planning & Set-up Theorist Strategist EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman En Route Management Ahead of Plane Preflight Inspection Taxi Plan Pre-Takeoff Planning & Departure Judging Perceiving Improviser Tactical FAASTeam Presentation Human Factors in Aviation Human Factors in Aviation -Thank You • Questions? Southern California Airspace Users Working Group WWW.SCAUWG.ORG “Understanding Yourself and Others: An Introduction to the 4 Temperaments” By Linda Berens http://www.interstrength.com/ EAA Chapter 92 -- 6 March 2012 © 2012 RPEastman Richard Eastman CFI I MEI FAASTeam Representative 714 404 3325 Cell reastman@eastmangroup.com FAASTeam Presentation
