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need to seek information from other sources until they have
the proper information to make the best decision. Once a
pilot has gathered all pertinent information and made the
appropriate decision, the pilot needs to perform an assessment
of the action taken.
Situational Awareness
Situational awareness is the accurate perception of
operational and environmental factors that affect the flight. It
is a logical analysis based upon the machine, external support,
environment, and the pilot. It is knowing what is going on.
Flight Deck Resource Management
CRM is the effective use of all available resources: human,
equipment, and information. It focuses on communication
skills, teamwork, task allocation, and decision-making.
While CRM often concentrates on pilots who operate in
crew environments, the elements and concepts also apply to
single-pilot operations.
Human Resources
Human resources include everyone routinely working with the
pilot to ensure flight safety. These people include, but are not
limited to: weather briefers, flight line personnel, maintenance
personnel, crew members, pilots, and air traffic personnel.
Pilots need to effectively communicate with these people.
This is accomplished by using the key components of the
communication process: inquiry, advocacy, and assertion.
Pilots must recognize the need to seek enough information
from these resources to make a valid decision. After the
necessary information has been gathered, the pilot’s decision
must be passed on to those concerned, such as air traffic
controllers, crew members, and passengers. The pilot may
have to request assistance from others and be assertive to
safely resolve some situations.
Equipment
Equipment in many of today’s aircraft includes automated
flight and navigation systems. These automatic systems, while
providing relief from many routine flight deck tasks, present a
different set of problems for pilots. The automation intended
to reduce pilot workload essentially removes the pilot from the
process of managing the aircraft, thereby reducing situational
awareness and leading to complacency. Information from
these systems needs to be continually monitored to ensure
proper situational awareness. Pilots should be thoroughly
familiar with the operation of and information provided by
all systems used. It is essential that pilots be aware not only
of equipment capabilities, but also equipment limitations in
order to manage those systems effectively and safely.
Information Workload
Information workloads and automated systems, such as
autopilots, need to be properly managed to ensure a safe
1-15
Figure 1-11. The Margin of Safety.
flight. The pilot flying in IMC is faced with many tasks, each
with a different level of importance to the outcome of the
flight. For example, a pilot preparing to execute an instrument
approach to an airport needs to review the approach chart,
prepare the aircraft for the approach and landing, complete
checklists, obtain information from Automatic Terminal
Information Service (ATIS) or air traffic control (ATC), and
set the navigation radios and equipment.
The pilot who effectively manages his or her workload
will complete as many of these tasks as early as possible
to preclude the possibility of becoming overloaded by last
minute changes and communication priorities in the later,
more critical stages of the approach. Figure 1-11 shows the
margin of safety is at the minimum level during this stage
of the approach. Routine tasks delayed until the last minute
can contribute to the pilot becoming overloaded and stressed,
resulting in erosion of performance.
By planning ahead, a pilot can effectively reduce workload
during critical phases of flight. If a pilot enters the final
phases of the instrument approach unprepared, the pilot
should recognize the situation, abandon the approach, and
try it again after becoming better prepared. Effective resource
management includes recognizing hazardous situations and
attitudes, decision-making to promote good judgment and
headwork, and managing the situation to ensure the safe
outcome of the IFR flight.
Task Management
Pilots have a limited capacity for information. Once
information flow exceeds the pilot’s ability to mentally
process the information any additional information will
become unattended or displace other tasks and information
already being processed. This is termed channel capacity and
once reached only two alternatives exist: shed the unimportant
tasks or perform all tasks at a less than optimal level. Like an
　
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