Chapter 9 Safety
1.
The science of human limitations, and creating systems in aviation that are designed to
optimize performance and capture errors, is called:
A) Human factors
B) Human
performance
matrix
C) Sociology
D) Psychology of
aviation
E) All of these
2.
Which statement is NOT correct in relation to the history of aviation accidents?
A) Historically,
aviation took a
reactive approach
to aviation safety
and accident
investigation
B) Accidents rates
fell between the
1950s and the
1960s, but stayed
about the same
until the end of
the 1970s
C) A 1979 seminar
held by NASA
eventually paved
the way for the
science of human
factors to enter
the world of pilot
training
D) All three
statements are
correct
E) None of these
3.
CRM training
A) Involves only
airline Captains
B) Is optional for
pilots each year
C) Has a goal of
creating a culture
of teamwork in
aviation
D) Has always
been accepted in
aviation as being
worthwhile
E) None of these
4.
Which of these is NOT a component of a CRM framework?
A) Co-operation
B) Fatigue
C) Leadership and
managerial skills
D) Decision
making
E) Situation
awareness
5.
In LOFT training
A) Flight crews are
given manuals to
study for hours on
end
B) Pilots are told
to talk down to
subordinates to
establish
dominance
C) Pilots are
placed in a flight
simulator and
work through a
scenario that
incorporates a
variety of
abnormal or
emergency
can manage
emergencies.
D) Flight crews
are challenged to
manage a
malfunction in an
actual aircraft
(deliberately
created by the
airline) each year
to ensure they
E) All of these
A) Experts
observe cockpit
procedures
during normal
operations to
assess threats
faced by the crew
B) Pilots are put
into a G-force
simulator to see
what they can
withstand
C) Airlines are shut
down until the
reason for an
accident can be
established
D) Training is re-
aligned to the
expectations of
IATA
E) All of the above
7.
Today, CRM and LOFT training incorporates LOSA observations to create a company specific
training system, which is called:
A) TIRE
B) TEM
C) TAA
D) TTA
E) TTC
8.
Which statement is correct?
A) Human
limitations are
natural and
predictable. They
reflect
incompetence and
a lack of effort
B) Often, human
factors do not
directly cause an
accident, but
rather reduce the
ability to manage
any complications
that arise
C) Systems used
by human
operators must
designed to be
error intolerant
D) Human should
always be told to
adapt to the
system, never
the other way
around
E) None of the
statements are
correct
9.
Which of these is NOT an issue investigated in the science of human factors?
A) Culture
B) Fatigue
C) Decision
making
D) Workload
management
E) They are all
issues
investigated in
human factors
10.
A system of organization-wide risk identification and risk assessment is initialized as:
A) CRM
B) LOFT
C) TEM
D) SMS
E) SRM
11.
‘The state in which the possibility of harm to person or of property damage is reduced to, and
maintained at or below, an acceptable level through a continuing process of hazard
identification and risk management’. This is the ICAO definition of:
A) Customer
satisfaction
B) TEM
C) SMS
D) Safety
E) Security
12.
Which statement is NOT correct?
A) The Mahon
Report showed
that an entire
airline lied about
procedures to
cover up fault in
Mount Erebus in
Antarctica
people on board
were killed
throughout the
organizational
B) On November
28, 1979, a DC10
Aircraft operated
by Air New
Zealand flew into
Mount Erebus at
C) The Moshansky
Report showed
that a crash March
10, 1989 in
Dryden Ontario
was a result of a
D) Both the
Mahon and
Moshansky
reports led to a
greater push for
SMS and more
E) All these
statements are
correct
entire aviation
industry
approach to
safety
13.
The Mahon and Moshansky reports, both agree in principle with
A) Pilots are
nearly always
responsible for
every crash in
aviation
B) The idea that
mechanical error
led to the loss of
life
C) The
condemnation of
the study of
human factors
D) Reason’s
Swiss Cheese
Model
E) None of these
14.
Which organization is NOT a member of the Industry Safety Strategy Group (ISSG), who
developed the Global Aviation Safety Roadmap in 2005?
A) IATA
B) Airbus
C) ACI
D) United
Airlines
E) ICAO
15.
Annex 19, which came into force in 2013, describes:
A) The proper use
of SMS, CRM, TEM
and LOFT
B) Safety
responsibilities
associated with
SSPs and SMSs
C) The goal of
eliminating all
human caused
accidents in
aviation by 2030
D) Reason’s Swiss
Cheese Model
E) All of these
16.
According to Annex 19, which must be in place for each State?
A) A list of all
aviation incidents
that resulted in
the loss of an
aircraft
B) A state
suggestion that
each operation
might choose to
implement SMS
C) A cash reward
offered by the
state to ‘rat out’
other pilots who
violate procedures
D) A mandatory
anonymous
incident
reporting system
E) None of these
17.
Which statement reflects a foundational philosophy associated with SMSs?
A) All airline
operations are the
same
B) All airline
operations are
unique
C) All planes are
exactly the same
D) Airlines need
to have a reactive
approach to
dealing with
aviation safety
E) All of these
18.
In modern aviation, the NOTECHS framework is commonly used as a standardized structure for
CRM training and assessment. Which of these is an example of a NOTECHS category?
A) Data analysis
B) Checklist
knowledge
C) Aircraft
knowledge
D) Decision-
making
E) Computing
19.
instruction teaches pilots to use all available resources, including those on the aircraft
and support on the ground, to achieve safe and efficient flight.
A) SMS
B) CRM
C) ATC
D) CAA
E) IP
20.
Fatigue is a complicated issue linked to reduced physical and mental performance and
alertness. Fatigue is associated with a variety of factors, including sleep requirements,
continuous hours awake, and circadian rhythms. Which one is correct about fatigue?
A) Pilots become
accustomed to
fatigue over time,
and it has less of
an impact.
B) Jet lag doesn’t
result in fatigue.
C) People who
sleep only one
hour less than
required
demonstrate high
alertness the
following day.
D) Continuous
hours awake can
also negatively
impact
performance.
E) All of the above
Chapter 9 Safety
Case Study
1.
The tragic final flight of Air France 447 showed
A) What can
happen when
avionics failures
lead to electrical
fire in an aircraft
B) What can
happen when
pilots fail in their
duty to maintain
situational
awareness
C) That if a pilot
intends to harm
the plane, there is
little that anyone
can do to stop
them
D) That is an
explosive is
detected on
board, it should
be thrown off the
plane as soon as
possible
E) None of these
statements are
correct
2.
The United Airlines Flight 232 demonstrated the benefits of CRM. After completing the engine
shutdown checklist, the crew successfully diagnosed the problem, when they saw that the
hydraulic system pressure and quantity was at zero. The first officer (FO) told the Captain he
could not control the plane as it began a right descending turn. The Captain took control,
reduced the number 1 engine thrust, and rolled the aircraft wings level. What can be said
about the location of number 1 engine based on the information above and in the student
workbook?
A) It was on the
right side
B) It was on the
left side
C) It was tail-
mounted
D) Nothing can
be said about the
location
E) None of these
3.
Regarding the United Airlines Flight 232, the pilots advised the senior flight attendant of the
situation and she prepared the cabin for an emergency landing. The flight attendant returned
to tell the pilots that a DC-10 check airman was in the cabin as a passenger and that he had
offered his assistance. The Captain immediately invited the check airman to the cockpit.
Why would the pilots have welcomed the check airman into the cockpit?
A) He was an
experienced pilot
B) They felt
pressured to
include him
C) It was purely a
seniority issue
D) They might
need his
assistance
E) A & D
4.
A cascading series of errors led to the tragic final flight of Air France 447. Which errors could be
included in this series?
A) Making quick
briefing during the
handover
B) Trusting the
failed instruments
C) Not making
standard call-outs
D) A & B
E) All of these
5.
Regarding the tragic final flight of Air France 447, this accident illustrates how technical and
human factors can combine to cause an accident. The failure of AF 447’s instruments, part of a
complex and automated modern cockpit, did not cause the accident but it placed the pilots in a
confusing situation. The pilots’ human limitations led to errors in judgement. Which human
limitations may have been at play in the accident?
A) Stress
B) Fatigue
C) Lack of
situational
awareness
D) A, B & C
E) B & C