1 00:00:15,922 --> 00:00:18,380 TINA SRIVASTAVA: So we're going to dive into human factors. 2 00:00:18,380 --> 00:00:19,838 There are kind of two halves to it. 3 00:00:19,838 --> 00:00:21,947 So about halfway through we'll take a break. 4 00:00:21,947 --> 00:00:23,530 But let's just do the first half of it 5 00:00:23,530 --> 00:00:27,450 now, because I don't want to run over into Mark's upcoming 6 00:00:27,450 --> 00:00:30,080 talk at 4:00. 7 00:00:30,080 --> 00:00:32,150 So human factors is something that's 8 00:00:32,150 --> 00:00:33,655 kind of near and dear to me. 9 00:00:33,655 --> 00:00:35,360 I actually really like this subject. 10 00:00:35,360 --> 00:00:38,750 When I was an undergrad, I took the course 16.400. 11 00:00:38,750 --> 00:00:40,730 I really strongly recommend it. 12 00:00:40,730 --> 00:00:43,063 We can only cover a very small amount today. 13 00:00:43,063 --> 00:00:44,480 You know, I have less than an hour 14 00:00:44,480 --> 00:00:46,580 to get through all of this for you. 15 00:00:46,580 --> 00:00:48,860 But I think it's really an interesting class, 16 00:00:48,860 --> 00:00:51,470 and it's very pertinent to everything related 17 00:00:51,470 --> 00:00:53,990 to aircraft and aerodynamics. 18 00:00:53,990 --> 00:00:58,400 And this class 16.400 was one of my favorite classes. 19 00:00:58,400 --> 00:01:00,518 Still today, I refer back to it. 20 00:01:00,518 --> 00:01:02,060 And one of the things we did was also 21 00:01:02,060 --> 00:01:04,480 go through different NTSB reports. 22 00:01:04,480 --> 00:01:08,150 So I gave a link there as well. 23 00:01:08,150 --> 00:01:11,270 And you can read through accident investigations. 24 00:01:11,270 --> 00:01:12,730 And not all of them are scary. 25 00:01:12,730 --> 00:01:15,980 You know, many of these reports, nobody actually got injured. 26 00:01:15,980 --> 00:01:18,650 But it's good to just read through what happened. 27 00:01:18,650 --> 00:01:19,970 What was the decision making? 28 00:01:19,970 --> 00:01:22,130 What led to the issue? 29 00:01:22,130 --> 00:01:25,010 It's a really interesting exercise. 30 00:01:25,010 --> 00:01:29,690 And one thing in particular that we did in that course, 16.400, 31 00:01:29,690 --> 00:01:33,683 was really interesting is that they have you be on basically 32 00:01:33,683 --> 00:01:34,475 a flight simulator. 33 00:01:34,475 --> 00:01:36,410 So you're pretending to be a pilot. 34 00:01:36,410 --> 00:01:38,048 And then there's all kinds of inputs 35 00:01:38,048 --> 00:01:39,590 coming into you, which is really what 36 00:01:39,590 --> 00:01:42,130 you're going to experience in the cockpit when you're flying. 37 00:01:42,130 --> 00:01:44,463 You know, you've got people talking to you on the radio. 38 00:01:44,463 --> 00:01:46,400 You have your passengers inside the plane. 39 00:01:46,400 --> 00:01:48,800 You have all kinds of inputs coming up on the screen. 40 00:01:48,800 --> 00:01:50,600 You're looking for other aircraft. 41 00:01:50,600 --> 00:01:52,160 You're trying to identify an airport 42 00:01:52,160 --> 00:01:53,330 that you're coming up on. 43 00:01:53,330 --> 00:01:56,160 There's a lot happening, a lot of information. 44 00:01:56,160 --> 00:02:00,290 And then we had to basically talk about if a light went out, 45 00:02:00,290 --> 00:02:04,070 the absence of a light, trying to expect a pilot to identify 46 00:02:04,070 --> 00:02:06,912 that is totally unreasonable. 47 00:02:06,912 --> 00:02:08,120 So it was really interesting. 48 00:02:08,120 --> 00:02:11,510 And taking this course as an aerospace engineering 49 00:02:11,510 --> 00:02:14,390 student at MIT the lesson was you 50 00:02:14,390 --> 00:02:17,360 need to design these things to be better, 51 00:02:17,360 --> 00:02:21,320 because if you engineered this system such that somebody 52 00:02:21,320 --> 00:02:23,800 under that much stress and looking at those many inputs 53 00:02:23,800 --> 00:02:25,550 were supposed to notice a light going out, 54 00:02:25,550 --> 00:02:27,320 that's totally unreasonable. 55 00:02:27,320 --> 00:02:31,070 Now, on the other hand, talking about a pilot, 56 00:02:31,070 --> 00:02:34,010 we will talk a little bit about how many inputs 57 00:02:34,010 --> 00:02:37,220 are on a person with a pilot, how a lot of things 58 00:02:37,220 --> 00:02:38,810 are attributed to pilot error. 59 00:02:38,810 --> 00:02:41,060 The whole purpose of this course and the whole purpose 60 00:02:41,060 --> 00:02:45,110 of learning to fly is how you can minimize the pilot error 61 00:02:45,110 --> 00:02:47,690 aspect, not the engineering design aspect. 62 00:02:47,690 --> 00:02:50,480 But certainly, it's good to experience both sides, 63 00:02:50,480 --> 00:02:52,370 designing the aircraft and the avionics, 64 00:02:52,370 --> 00:02:55,315 as well as flying the aircraft. 65 00:02:55,315 --> 00:02:57,690 So one thing I really want to point out-- it's little bit 66 00:02:57,690 --> 00:03:00,240 morbid, but I just want to talk about accidents 67 00:03:00,240 --> 00:03:01,590 and what causes them. 68 00:03:01,590 --> 00:03:05,220 Well, a very large number of accidents 69 00:03:05,220 --> 00:03:09,450 are what's called controlled flight into terrain. 70 00:03:09,450 --> 00:03:12,090 Does anyone know what controlled flight into terrain means? 71 00:03:15,054 --> 00:03:18,512 AUDIENCE: There's no instrument error or adverse weather, 72 00:03:18,512 --> 00:03:22,000 but mostly human error that would be playing 73 00:03:22,000 --> 00:03:23,687 into [INAUDIBLE] something. 74 00:03:23,687 --> 00:03:25,270 TINA SRIVASTAVA: Yeah, so what he said 75 00:03:25,270 --> 00:03:29,740 was that there's no instrument error and it's pilot error. 76 00:03:29,740 --> 00:03:32,240 So it's not necessarily that it means that it's pilot error. 77 00:03:32,240 --> 00:03:34,360 But what it's saying is that there's nothing physically 78 00:03:34,360 --> 00:03:35,360 wrong with the aircraft. 79 00:03:35,360 --> 00:03:37,660 So it's not that the engine broke. 80 00:03:37,660 --> 00:03:39,370 It's not like the case with Captain Sully 81 00:03:39,370 --> 00:03:42,110 where birds were ingested into the engines 82 00:03:42,110 --> 00:03:43,790 and the engine stopped working. 83 00:03:43,790 --> 00:03:47,020 But it is the case that a fully functional aircraft 84 00:03:47,020 --> 00:03:50,830 was flown into terrain, into a mountain, or into the ground. 85 00:03:50,830 --> 00:03:52,210 So why does that happen? 86 00:03:56,650 --> 00:04:00,060 So as we just heard, it's the pilot's fault 87 00:04:00,060 --> 00:04:03,150 is one of the most common answers. 88 00:04:03,150 --> 00:04:05,250 They attribute things to pilot error. 89 00:04:05,250 --> 00:04:07,770 And the NTSB does this a lot. 90 00:04:07,770 --> 00:04:10,290 If you watch the movie about Captain Sully, 91 00:04:10,290 --> 00:04:13,230 it made it seem like the NTSB was out to get him as well. 92 00:04:13,230 --> 00:04:15,420 I've heard the reality is that they were much more 93 00:04:15,420 --> 00:04:17,130 friendly towards him. 94 00:04:17,130 --> 00:04:20,519 But the situation is that that's kind of a natural thing 95 00:04:20,519 --> 00:04:22,440 that they have to explore. 96 00:04:22,440 --> 00:04:24,510 They ultimately found that he wasn't at fault, 97 00:04:24,510 --> 00:04:29,290 but that becomes a big issue. 98 00:04:29,290 --> 00:04:32,350 So I don't think that it's always the case, again, 99 00:04:32,350 --> 00:04:33,710 that it's pilot error. 100 00:04:33,710 --> 00:04:36,620 Please take 16.400 and look into that. 101 00:04:36,620 --> 00:04:40,120 But for the purposes of this class, for being a pilot, 102 00:04:40,120 --> 00:04:41,923 you need to be aware of all the things 103 00:04:41,923 --> 00:04:43,090 that are under your control. 104 00:04:43,090 --> 00:04:45,088 How do you get a really good weather briefing? 105 00:04:45,088 --> 00:04:46,630 How do you make sure you're prepared, 106 00:04:46,630 --> 00:04:51,220 so that it is not your fault and you don't have any accidents? 107 00:04:51,220 --> 00:04:54,430 So just to get you in the zone for the types of things 108 00:04:54,430 --> 00:04:57,850 we're going to discuss today, here's a practice question. 109 00:04:57,850 --> 00:04:59,820 I just want to see where people are on this. 110 00:04:59,820 --> 00:05:01,570 I know I haven't taught it yet, but I just 111 00:05:01,570 --> 00:05:03,820 want to know what you think the answer is 112 00:05:03,820 --> 00:05:06,220 so I know how much time to spend on these topics 113 00:05:06,220 --> 00:05:08,453 in the next couple slides. 114 00:05:08,453 --> 00:05:09,870 I'll give you a chance to read it. 115 00:05:25,870 --> 00:05:27,650 OK, so how many people think it's A? 116 00:05:30,891 --> 00:05:33,090 All right, how many people think it's B? 117 00:05:36,100 --> 00:05:40,400 We had movement on B, but nobody fully raised the arm on B. 118 00:05:40,400 --> 00:05:43,080 All right, C? 119 00:05:43,080 --> 00:05:48,850 Lot of hands raised on C. All right, how about D? 120 00:05:48,850 --> 00:05:50,600 Now that everybody raise their hands on C, 121 00:05:50,600 --> 00:05:53,690 almost no one wants to admit D. All right, 122 00:05:53,690 --> 00:05:57,390 so it is, in fact, spatial disorientation. 123 00:05:57,390 --> 00:06:00,810 So we're going to talk about the first half aeromedical factors. 124 00:06:00,810 --> 00:06:02,010 And then we'll take a break. 125 00:06:02,010 --> 00:06:05,160 And then we'll get into the aeronautical decision-making. 126 00:06:05,160 --> 00:06:07,860 All right, so aeromedical factors, 127 00:06:07,860 --> 00:06:09,810 so Philip has already talked about some 128 00:06:09,810 --> 00:06:11,700 of the regulations associated with getting 129 00:06:11,700 --> 00:06:16,500 your medical certificate and having an EMT or an aviation 130 00:06:16,500 --> 00:06:20,830 medical examiner basically check you out. 131 00:06:20,830 --> 00:06:24,810 So there are a lot of physiological factors 132 00:06:24,810 --> 00:06:26,340 that can affect a pilot. 133 00:06:26,340 --> 00:06:29,640 And some of those you know are unrelated to that medical exam 134 00:06:29,640 --> 00:06:31,910 that can happen to any of us. 135 00:06:31,910 --> 00:06:35,780 So we're going to go through the ones that are listed here. 136 00:06:35,780 --> 00:06:40,000 So hypoxia, it basically is related 137 00:06:40,000 --> 00:06:43,360 to not having enough oxygen, or having a reduced 138 00:06:43,360 --> 00:06:45,790 amount of oxygen. And there are a lot 139 00:06:45,790 --> 00:06:47,530 of different types of hypoxia. 140 00:06:47,530 --> 00:06:50,170 And it results in a lot of disorientation. 141 00:06:50,170 --> 00:06:52,600 A lot of things that you would be able to do normally, 142 00:06:52,600 --> 00:06:55,490 you won't be able to do in those types of conditions. 143 00:06:55,490 --> 00:06:59,020 So impaired judgment, visual impairment drowsiness, 144 00:06:59,020 --> 00:07:05,630 a lot of issues can happen if you're under that situation. 145 00:07:05,630 --> 00:07:07,771 So let's see if we've got this video going. 146 00:07:07,771 --> 00:07:08,438 [VIDEO PLAYBACK] 147 00:07:08,438 --> 00:07:10,146 - And as you feel your symptoms, go ahead 148 00:07:10,146 --> 00:07:11,432 and list what they are. 149 00:07:11,432 --> 00:07:13,428 - Six of spades. 150 00:07:13,428 --> 00:07:14,925 Six of spades. 151 00:07:14,925 --> 00:07:17,120 No symptoms yet. 152 00:07:17,120 --> 00:07:18,870 TINA SRIVASTAVA: He's taking off his mask. 153 00:07:18,870 --> 00:07:20,340 So he doesn't have the oxygen. 154 00:07:20,340 --> 00:07:24,316 - Two of hearts. 155 00:07:24,316 --> 00:07:31,771 - Do you have any of air [INAUDIBLE] 156 00:07:31,771 --> 00:07:36,533 - I think I have tinkling in my toes, in my toes, in my... 157 00:07:36,533 --> 00:07:39,723 - What was the last question? 158 00:07:39,723 --> 00:07:41,711 - What was the last card? 159 00:07:46,681 --> 00:07:48,440 - Four of spades. 160 00:07:48,440 --> 00:07:50,226 Tingling in the toes right now. 161 00:07:50,226 --> 00:07:56,595 - [INAUDIBLE] 162 00:07:56,595 --> 00:07:58,720 TINA SRIVASTAVA: So if you heard what he just said, 163 00:07:58,720 --> 00:08:02,260 he's feeling tinkling in his toes, tingling in his toes. 164 00:08:07,040 --> 00:08:08,962 - Four of spades. 165 00:08:08,962 --> 00:08:11,249 - What are you symptoms. 166 00:08:11,249 --> 00:08:12,720 - Four-- Four of spades. 167 00:08:12,720 --> 00:08:14,048 Four of spades. 168 00:08:16,765 --> 00:08:18,494 - What are your symptoms? 169 00:08:24,930 --> 00:08:28,020 - What are you feeling right now, 14? 170 00:08:28,020 --> 00:08:30,030 - Five of spades, five of spades. 171 00:08:30,030 --> 00:08:30,592 - Good. 172 00:08:30,592 --> 00:08:32,830 [INAUDIBLE] 173 00:08:32,830 --> 00:08:34,100 - What do you feel, Sir? 174 00:08:37,182 --> 00:08:37,890 - Four of spades. 175 00:08:37,890 --> 00:08:39,125 Four of spades. 176 00:08:42,450 --> 00:08:45,310 - What's your symptoms, sir? 177 00:08:45,310 --> 00:08:47,610 - What are you feeling, 14? 178 00:08:47,610 --> 00:08:51,450 - Four-- four of spades, four of spades. 179 00:08:51,450 --> 00:08:54,610 - What's your symptoms, sir? 180 00:08:54,610 --> 00:08:56,480 - Four of spades, four of spades right now. 181 00:08:59,959 --> 00:09:02,941 - Where did you get the card that you're looking at. 182 00:09:09,402 --> 00:09:11,390 What card is that? 183 00:09:11,390 --> 00:09:13,875 - This is four of spades. 184 00:09:13,875 --> 00:09:15,863 - [INAUDIBLE] 185 00:09:15,863 --> 00:09:17,777 - Four of spades, four of spades. 186 00:09:17,777 --> 00:09:18,360 [END PLAYBACK] 187 00:09:18,360 --> 00:09:20,930 TINA SRIVASTAVA: I'll let you watch the whole thing. 188 00:09:20,930 --> 00:09:22,740 It basically just gets a lot worse. 189 00:09:22,740 --> 00:09:24,360 But you can see-- 190 00:09:24,360 --> 00:09:26,760 and one of the biggest problems is also maybe 191 00:09:26,760 --> 00:09:29,530 not being able to realize that there is a problem. 192 00:09:29,530 --> 00:09:34,290 So that's what makes it even more of an issue. 193 00:09:34,290 --> 00:09:37,230 Another issue is carbon monoxide poisoning. 194 00:09:37,230 --> 00:09:40,740 So this can actually happen in the aircraft 195 00:09:40,740 --> 00:09:44,850 that you fly just based on where the heat comes in. 196 00:09:44,850 --> 00:09:48,660 And you get headache, drowsiness, 197 00:09:48,660 --> 00:09:50,710 a lot of issues there, blurred vision. 198 00:09:50,710 --> 00:09:52,110 The way to detect that is there's 199 00:09:52,110 --> 00:09:57,090 actually a CO detector, a carbon monoxide detector, 200 00:09:57,090 --> 00:09:58,480 inside the aircraft. 201 00:09:58,480 --> 00:10:02,040 And so when that middle part becomes very dark, 202 00:10:02,040 --> 00:10:05,590 then you'll know that there's an issue. 203 00:10:05,590 --> 00:10:08,250 And so it's good to know what the symptoms are. 204 00:10:08,250 --> 00:10:11,580 So if you're starting to experience those symptoms, 205 00:10:11,580 --> 00:10:13,300 you know what the problem is. 206 00:10:13,300 --> 00:10:16,170 And you can, for example, open your window 207 00:10:16,170 --> 00:10:19,290 to get some fresh air into the aircraft. 208 00:10:19,290 --> 00:10:22,950 Some aircraft, even certain Cirruses 209 00:10:22,950 --> 00:10:26,620 have supplemental oxygen. So you can use that as an option 210 00:10:26,620 --> 00:10:27,120 as well. 211 00:10:31,850 --> 00:10:33,533 There's another video. 212 00:10:33,533 --> 00:10:35,450 Just for time, I'm not going to go through it. 213 00:10:35,450 --> 00:10:39,330 But there's a lot of issues associated with high G-force. 214 00:10:39,330 --> 00:10:44,100 And you might have seen some things with the Top Gun, which 215 00:10:44,100 --> 00:10:46,943 we heard from Laz is a terrible representation. 216 00:10:46,943 --> 00:10:48,360 But even on that one, when they're 217 00:10:48,360 --> 00:10:51,870 pulling high-G maneuvers, we've seen loss of consciousness 218 00:10:51,870 --> 00:10:54,180 and other issues. 219 00:10:54,180 --> 00:10:56,430 Another one that you might have actually heard of this 220 00:10:56,430 --> 00:10:58,470 before is hyperventilation. 221 00:10:58,470 --> 00:11:02,260 Some people here on the ground experience this. 222 00:11:02,260 --> 00:11:06,480 And so you might just be over anxious, breathing too quickly. 223 00:11:06,480 --> 00:11:08,727 It makes you not be able to breathe properly. 224 00:11:08,727 --> 00:11:10,560 You might need to just sort of take a break, 225 00:11:10,560 --> 00:11:11,940 breathe into a bag. 226 00:11:11,940 --> 00:11:17,190 Another good reason to have a co-pilot with you. 227 00:11:17,190 --> 00:11:21,000 So a lot of the issues in terms of the disorientation that you 228 00:11:21,000 --> 00:11:25,150 face are somehow related to how your inner ear works. 229 00:11:25,150 --> 00:11:28,080 So the fluid in your inner ear is sort of related 230 00:11:28,080 --> 00:11:32,700 to how you feel motion. 231 00:11:32,700 --> 00:11:34,710 So I won't get into the details. 232 00:11:34,710 --> 00:11:39,220 You don't actually have to know a ton of detail about it. 233 00:11:39,220 --> 00:11:44,310 But one thing to know in terms of how you feel motion 234 00:11:44,310 --> 00:11:49,530 is that you have fluid moving in your ear canal. 235 00:11:49,530 --> 00:11:51,760 You can't actually really detect the fluid. 236 00:11:51,760 --> 00:11:56,890 What happens is you have these little hairs that come up. 237 00:11:56,890 --> 00:12:01,320 And so when the fluid changes direction-- 238 00:12:01,320 --> 00:12:03,690 so let's say that the fluid starts moving 239 00:12:03,690 --> 00:12:05,640 in a particular direction. 240 00:12:05,640 --> 00:12:11,530 Then all these hair pieces start moving, 241 00:12:11,530 --> 00:12:14,510 and so you feel that motion. 242 00:12:14,510 --> 00:12:19,150 Now, the fluid can continue to move in that direction. 243 00:12:19,150 --> 00:12:25,540 But over time, the hair follicles 244 00:12:25,540 --> 00:12:28,630 will basically resume where they are. 245 00:12:28,630 --> 00:12:31,690 They won't feel motion occurring. 246 00:12:31,690 --> 00:12:34,520 Or they'll basically be stagnant. 247 00:12:34,520 --> 00:12:36,710 So it could be the case that the fluid is moving, 248 00:12:36,710 --> 00:12:40,390 and the hair is sitting like this. 249 00:12:40,390 --> 00:12:49,060 Now, all of a sudden, when the fluid stops moving, 250 00:12:49,060 --> 00:12:54,430 the hair tries to just return to its previous state. 251 00:12:54,430 --> 00:12:56,680 And when that happens, you might actually 252 00:12:56,680 --> 00:13:01,190 think that you've started moving in the other direction. 253 00:13:01,190 --> 00:13:04,090 So this is an issue where, basically, 254 00:13:04,090 --> 00:13:07,780 if you are flying along and you start turning 255 00:13:07,780 --> 00:13:11,200 and you're in a constant rate turn, 256 00:13:11,200 --> 00:13:15,340 you might start feeling like you're not turning. 257 00:13:15,340 --> 00:13:18,580 And then, when you come out of that turn-- so you roll out 258 00:13:18,580 --> 00:13:20,590 and now you're straight and level again, 259 00:13:20,590 --> 00:13:24,940 you feel like you have just started turning to the right. 260 00:13:24,940 --> 00:13:27,220 So even though now you're flying straight and level, 261 00:13:27,220 --> 00:13:30,820 your ear is telling you that you've turned to the right. 262 00:13:30,820 --> 00:13:34,180 And so you tried to correct that by turning back to the left. 263 00:13:34,180 --> 00:13:37,480 So it might be the case that your airplane's actual motion 264 00:13:37,480 --> 00:13:40,623 was constant rate turned to the left and then it flattened out, 265 00:13:40,623 --> 00:13:42,040 but you don't realize you're flat. 266 00:13:42,040 --> 00:13:44,330 So you start turning again. 267 00:13:44,330 --> 00:13:46,510 So these are reasons why you don't 268 00:13:46,510 --> 00:13:48,640 want to rely on your inner ear. 269 00:13:48,640 --> 00:13:51,970 People refer to it as flying by the seat of your pants-- 270 00:13:51,970 --> 00:13:53,800 basically, what you feel as opposed 271 00:13:53,800 --> 00:13:55,150 to looking at the instruments. 272 00:13:55,150 --> 00:13:56,740 But actually, the seat of your pants 273 00:13:56,740 --> 00:13:59,140 is primarily your inner ear is what's giving you 274 00:13:59,140 --> 00:14:01,660 all these indications. 275 00:14:01,660 --> 00:14:03,190 So there's a lot of things that can 276 00:14:03,190 --> 00:14:05,145 contribute to disorientation. 277 00:14:05,145 --> 00:14:06,520 So we already talked a little bit 278 00:14:06,520 --> 00:14:08,352 about spatial disorientation. 279 00:14:08,352 --> 00:14:10,060 Well, there are a lot of things that-- we 280 00:14:10,060 --> 00:14:12,520 talked about the vestibular system, which 281 00:14:12,520 --> 00:14:13,600 is that inner ear. 282 00:14:13,600 --> 00:14:18,370 But also even visual cues can cause 283 00:14:18,370 --> 00:14:21,340 you to have spatial disorientation, and then 284 00:14:21,340 --> 00:14:23,290 the feeling on your skin, so, you know, 285 00:14:23,290 --> 00:14:27,950 how much you're pressuring against the seat, for example. 286 00:14:27,950 --> 00:14:31,120 So one thing about spatial disorientation 287 00:14:31,120 --> 00:14:35,290 is that when you're flying and you're looking out the window, 288 00:14:35,290 --> 00:14:38,020 your eyes are a big part of your orientation. 289 00:14:38,020 --> 00:14:39,730 So you're looking at the horizon, 290 00:14:39,730 --> 00:14:42,040 and if the horizon is tilted, you think you're turning. 291 00:14:42,040 --> 00:14:44,930 That's how you determine what's going on. 292 00:14:44,930 --> 00:14:46,360 But there are a lot of false cues 293 00:14:46,360 --> 00:14:49,780 you can get from looking outside. 294 00:14:49,780 --> 00:14:53,070 So one thing is that-- 295 00:14:53,070 --> 00:14:56,620 and we spent a little bit of time talking about IFR flight 296 00:14:56,620 --> 00:14:59,650 earlier today, where you can't see outside the airplane 297 00:14:59,650 --> 00:15:01,750 and you're just relying on your instruments. 298 00:15:01,750 --> 00:15:04,030 Well, it's also good to do a reference 299 00:15:04,030 --> 00:15:06,910 check of your instruments because of some of the tricks 300 00:15:06,910 --> 00:15:09,500 your eyes can play on you. 301 00:15:09,500 --> 00:15:13,720 So, for example, if there is a low cloud layer that's 302 00:15:13,720 --> 00:15:16,900 kind of tilted, the horizon might look tilted 303 00:15:16,900 --> 00:15:17,955 and may not look flat. 304 00:15:17,955 --> 00:15:20,080 And you might think you're tilted when you're flat. 305 00:15:20,080 --> 00:15:22,740 Or you might think you're flat when you're tilted. 306 00:15:22,740 --> 00:15:24,620 There is also other-- 307 00:15:24,620 --> 00:15:29,570 because of the motion in your inner ear when you actually 308 00:15:29,570 --> 00:15:32,420 have a motion in one direction, if you actually turn over, 309 00:15:32,420 --> 00:15:36,200 if you bend your head down, so let's say you're writing 310 00:15:36,200 --> 00:15:38,120 with a pencil while you're flying 311 00:15:38,120 --> 00:15:41,000 and you dropped your pencil, well, when you bend down, 312 00:15:41,000 --> 00:15:44,550 you actually feel emotions that don't actually exist. 313 00:15:44,550 --> 00:15:46,760 You might think you're sort of tumbling. 314 00:15:46,760 --> 00:15:49,520 And so that's really not good. 315 00:15:49,520 --> 00:15:51,020 Actually, if you fly out of Hanscom, 316 00:15:51,020 --> 00:15:53,000 you have to wear a badge anyway. 317 00:15:53,000 --> 00:15:54,380 And so you have a lanyard. 318 00:15:54,380 --> 00:15:57,500 Maybe you clip your pencil to that lanyard 319 00:15:57,500 --> 00:15:59,000 or do whatever you can such that you 320 00:15:59,000 --> 00:16:01,670 can reach everything you need to reach without physically 321 00:16:01,670 --> 00:16:03,020 bending over. 322 00:16:03,020 --> 00:16:06,530 Or if you have a co-pilot that is also 323 00:16:06,530 --> 00:16:08,750 could be a pilot in command or safety pilot, 324 00:16:08,750 --> 00:16:11,090 you can ask them to take control. 325 00:16:11,090 --> 00:16:13,490 And we talked about positive exchange of controls. 326 00:16:13,490 --> 00:16:15,440 Ask them to take control of the aircraft 327 00:16:15,440 --> 00:16:17,750 before you reach down to pick up something, 328 00:16:17,750 --> 00:16:20,210 because it can have a more significant effect than you 329 00:16:20,210 --> 00:16:22,810 think it will. 330 00:16:22,810 --> 00:16:27,640 And I will reserve some of the aerobatic talk for Mark 331 00:16:27,640 --> 00:16:30,760 to discuss some of these with you in more detail. 332 00:16:33,143 --> 00:16:34,810 PHILIP GREENSPUN: Tina was talking trash 333 00:16:34,810 --> 00:16:35,780 about the autopilot. 334 00:16:35,780 --> 00:16:39,280 But that's also a good argument for if you 335 00:16:39,280 --> 00:16:41,140 have to bend down and get something, take 336 00:16:41,140 --> 00:16:43,057 your hands off the controls completely, that's 337 00:16:43,057 --> 00:16:46,330 better than leaving them on while you're fishing around 338 00:16:46,330 --> 00:16:47,150 for something. 339 00:16:47,150 --> 00:16:49,660 And if you have an autopilot, yet better. 340 00:16:51,863 --> 00:16:54,280 TINA SRIVASTAVA: I think the autopilot is a very important 341 00:16:54,280 --> 00:16:56,050 tool to use when you're flying. 342 00:16:56,050 --> 00:16:58,030 I was just cautioning against it-- 343 00:16:58,030 --> 00:17:01,900 again, when I was flying on my check ride with Mark up there, 344 00:17:01,900 --> 00:17:04,819 mysteriously, the autopilot stopped working. 345 00:17:04,819 --> 00:17:07,180 And I had to perform everything without it. 346 00:17:07,180 --> 00:17:08,700 So you can't rely on that. 347 00:17:08,700 --> 00:17:10,450 When you're flying, it could stop working. 348 00:17:10,450 --> 00:17:14,470 But also your check ride pilot will not let you use one. 349 00:17:14,470 --> 00:17:16,210 So this is something once you're flying, 350 00:17:16,210 --> 00:17:17,710 and you can even ask your instructor 351 00:17:17,710 --> 00:17:19,420 to help you with that, to actually get 352 00:17:19,420 --> 00:17:21,609 a sense of these disorientation, you 353 00:17:21,609 --> 00:17:24,760 can try you know climbing while accelerating, climbing 354 00:17:24,760 --> 00:17:27,099 while turning, these different types of motions, 355 00:17:27,099 --> 00:17:29,163 and also consider moving your head, 356 00:17:29,163 --> 00:17:31,330 making sure the other person has the flight controls 357 00:17:31,330 --> 00:17:34,300 to experience some of these motions. 358 00:17:34,300 --> 00:17:36,190 Or if you like, over near, I think, 359 00:17:36,190 --> 00:17:39,250 Building 33 or Building 35, they have a centrifuge, 360 00:17:39,250 --> 00:17:43,680 and you can experience a lot of these things as well. 361 00:17:43,680 --> 00:17:46,410 So how do you deal with all these disorientation 362 00:17:46,410 --> 00:17:47,710 that are happening? 363 00:17:47,710 --> 00:17:50,160 One is just being aware of the causes of them help, 364 00:17:50,160 --> 00:17:53,070 making sure you know that they're there, 365 00:17:53,070 --> 00:17:57,100 getting briefings in advance so you know what's happening. 366 00:17:57,100 --> 00:18:00,088 And, really, try to avoid sudden head movements 367 00:18:00,088 --> 00:18:00,880 when you're flying. 368 00:18:00,880 --> 00:18:03,420 So we've talked about scanning and looking for traffic, 369 00:18:03,420 --> 00:18:06,420 but avoid very sudden head movements while you're flying, 370 00:18:06,420 --> 00:18:07,710 because you are moving. 371 00:18:07,710 --> 00:18:10,235 And it can cause you to have a lot of effects. 372 00:18:10,235 --> 00:18:12,360 And then the other thing is just being well rested, 373 00:18:12,360 --> 00:18:13,320 eating properly. 374 00:18:13,320 --> 00:18:15,240 If you're hungry, if you're tired, 375 00:18:15,240 --> 00:18:17,280 your body is not at its best. 376 00:18:17,280 --> 00:18:19,260 It can also contribute. 377 00:18:19,260 --> 00:18:21,210 So here are just some more examples 378 00:18:21,210 --> 00:18:23,903 of the visual illusions. 379 00:18:23,903 --> 00:18:25,320 And then there are also times when 380 00:18:25,320 --> 00:18:26,850 the visual illusions are worse. 381 00:18:26,850 --> 00:18:29,400 So nighttime, we're going to have a whole section of night 382 00:18:29,400 --> 00:18:30,420 flying tomorrow. 383 00:18:30,420 --> 00:18:32,460 But as it relates to human factors, 384 00:18:32,460 --> 00:18:35,490 I will say that you might think you're coming in 385 00:18:35,490 --> 00:18:37,920 towards the airport, but you're actually 386 00:18:37,920 --> 00:18:41,100 seeing a cluster of lights that's a city somewhere else. 387 00:18:41,100 --> 00:18:43,342 You might start going to the wrong place. 388 00:18:43,342 --> 00:18:45,300 If you don't keep referencing your instruments, 389 00:18:45,300 --> 00:18:48,180 you might not notice that you're kind of off track. 390 00:18:48,180 --> 00:18:50,580 I'll give you one tip, though. 391 00:18:50,580 --> 00:18:52,020 I was flying to Hyannis. 392 00:18:52,020 --> 00:18:56,370 Hyannis is a city right at the base of the Cape 393 00:18:56,370 --> 00:18:58,890 before you go all the way down the arm of the Cape. 394 00:18:58,890 --> 00:19:01,380 And there's a great restaurant there right next 395 00:19:01,380 --> 00:19:04,290 to the Hyannis airport, a little French restaurant. 396 00:19:04,290 --> 00:19:06,870 During the day, they have kind of little sandwiches 397 00:19:06,870 --> 00:19:07,530 and pastries. 398 00:19:07,530 --> 00:19:10,630 And at night, it becomes kind of a nicer French restaurant. 399 00:19:10,630 --> 00:19:12,720 So I was actually flying there at night. 400 00:19:12,720 --> 00:19:15,960 And coming into Hyannis, I was having a little bit of issue 401 00:19:15,960 --> 00:19:18,210 because my heading indicator kept processing 402 00:19:18,210 --> 00:19:19,865 and I wasn't sure exactly-- 403 00:19:19,865 --> 00:19:21,240 and things happened very quickly, 404 00:19:21,240 --> 00:19:23,847 because I'd been talking about the Bravo clearance, 405 00:19:23,847 --> 00:19:25,430 because going from Bedford over there, 406 00:19:25,430 --> 00:19:27,780 you're talking to all these controllers 407 00:19:27,780 --> 00:19:29,578 and worrying about your altitude. 408 00:19:29,578 --> 00:19:30,870 And so there's a lot happening. 409 00:19:30,870 --> 00:19:33,660 And as I got close to the Hyannis airport, 410 00:19:33,660 --> 00:19:36,840 I wasn't exactly sure that I was going for the-- they have two 411 00:19:36,840 --> 00:19:38,670 different intersecting runways. 412 00:19:38,670 --> 00:19:40,380 I wasn't exactly sure I was lined up 413 00:19:40,380 --> 00:19:41,790 for the correct runway. 414 00:19:41,790 --> 00:19:43,800 So I just talked to the tower controller. 415 00:19:43,800 --> 00:19:46,090 And I told them that I was having this issue. 416 00:19:46,090 --> 00:19:48,900 And so they lit up the runway that I 417 00:19:48,900 --> 00:19:51,180 was trying to land at very bright just for a moment 418 00:19:51,180 --> 00:19:55,037 so I could get oriented and get myself situated. 419 00:19:55,037 --> 00:19:55,870 That was very great. 420 00:19:55,870 --> 00:20:00,120 So good also to use other people, whether it's the flight 421 00:20:00,120 --> 00:20:03,030 service folks or the tower folks to give you 422 00:20:03,030 --> 00:20:04,080 help when you need it. 423 00:20:09,160 --> 00:20:12,092 So this is also just another thing that happens at night. 424 00:20:12,092 --> 00:20:14,050 And we'll talk about this with the night flying 425 00:20:14,050 --> 00:20:17,970 that sometimes a stationary light can appear to move. 426 00:20:17,970 --> 00:20:19,220 And so you have to be careful. 427 00:20:19,220 --> 00:20:22,200 Don't trust everything you see. 428 00:20:22,200 --> 00:20:24,240 A big one in terms of an optical illusion, 429 00:20:24,240 --> 00:20:28,870 whether it's day or night, is that if a runway is not flat, 430 00:20:28,870 --> 00:20:32,700 but it's actually inclined going up or inclined going down, 431 00:20:32,700 --> 00:20:35,130 not only as it relates to performance when we're talking 432 00:20:35,130 --> 00:20:37,110 about how long it takes you to land, 433 00:20:37,110 --> 00:20:39,000 but also as you're coming in, you 434 00:20:39,000 --> 00:20:42,460 might think that you're a different place than you are. 435 00:20:42,460 --> 00:20:46,620 This is also the case if the runway is wider or narrower 436 00:20:46,620 --> 00:20:47,610 than you're used to. 437 00:20:47,610 --> 00:20:50,010 So at Hanscom, you might have very wide runways. 438 00:20:50,010 --> 00:20:53,220 If you fly out of Beverly, you have narrower runways. 439 00:20:53,220 --> 00:20:55,320 So just that difference can make you 440 00:20:55,320 --> 00:20:57,300 think you're at a different orientation 441 00:20:57,300 --> 00:20:59,500 or you're higher or lower than where you are. 442 00:20:59,500 --> 00:21:00,540 PHILIP GREENSPUN: Tina, can you go back to that one? 443 00:21:00,540 --> 00:21:03,087 So basically, they're saying if the runway is sloped 444 00:21:03,087 --> 00:21:04,920 and you rely on your ordinary sight picture, 445 00:21:04,920 --> 00:21:09,443 you might follow a higher or lower than standard guide path. 446 00:21:09,443 --> 00:21:10,860 TINA SRIVASTAVA: Yeah, absolutely. 447 00:21:10,860 --> 00:21:14,730 So what it's saying, the top one is 448 00:21:14,730 --> 00:21:16,440 showing that, you know, obviously, 449 00:21:16,440 --> 00:21:17,790 that's just when it's flat. 450 00:21:17,790 --> 00:21:20,640 And so when it's inclined up, you 451 00:21:20,640 --> 00:21:23,235 might you might try to be farther away, 452 00:21:23,235 --> 00:21:24,610 so that you get the same picture. 453 00:21:24,610 --> 00:21:28,000 So that the dotted aircraft is where you should be. 454 00:21:28,000 --> 00:21:31,050 But the solid aircraft is where you might actually be, 455 00:21:31,050 --> 00:21:32,610 where you're trying to compensate 456 00:21:32,610 --> 00:21:33,615 because of the illusion. 457 00:21:37,380 --> 00:21:40,230 And then, if there's a featureless terrain, 458 00:21:40,230 --> 00:21:42,120 it can really affect you as well. 459 00:21:42,120 --> 00:21:44,380 So like right now, we have a snowy condition. 460 00:21:44,380 --> 00:21:46,950 So it's harder to see what's happening. 461 00:21:46,950 --> 00:21:49,620 It makes it difficult. And in general, it 462 00:21:49,620 --> 00:21:55,080 makes you fly a lower approach, which is not good. 463 00:21:55,080 --> 00:21:57,138 OK, and then just a couple more-- 464 00:21:57,138 --> 00:21:58,430 I won't dive into each of them. 465 00:21:58,430 --> 00:22:02,510 But fog or haze, different types of things, can cause a mirage 466 00:22:02,510 --> 00:22:04,040 or can cause an illusion. 467 00:22:04,040 --> 00:22:07,370 And so you really want to keep referencing your instruments 468 00:22:07,370 --> 00:22:10,070 to make sure you are in fact holding the altitude, 469 00:22:10,070 --> 00:22:13,870 or use your autopilot to help you out. 470 00:22:13,870 --> 00:22:15,790 And, of course, any reference system, 471 00:22:15,790 --> 00:22:18,430 so if you have a VASI or a PAPI, those 472 00:22:18,430 --> 00:22:21,700 are great tools that even if it looks like the runways, one 473 00:22:21,700 --> 00:22:24,520 place or the other, if the lights are all red, 474 00:22:24,520 --> 00:22:27,700 you're too low. 475 00:22:27,700 --> 00:22:29,420 OK, another one is motion sickness. 476 00:22:29,420 --> 00:22:32,620 So one thing I want to tell you about motion sickness 477 00:22:32,620 --> 00:22:35,162 is when you go up and you take your first discovery flight, 478 00:22:35,162 --> 00:22:37,120 you come out of this class, you're ready to go, 479 00:22:37,120 --> 00:22:39,070 you might feel a little bit motion sick. 480 00:22:39,070 --> 00:22:39,670 And that's OK. 481 00:22:39,670 --> 00:22:40,780 You're in a tiny airplane. 482 00:22:40,780 --> 00:22:43,090 It might be bouncing around a little bit. 483 00:22:43,090 --> 00:22:45,430 What I'm here to say is that that goes away. 484 00:22:45,430 --> 00:22:48,070 You can actually train your body to get used to it 485 00:22:48,070 --> 00:22:50,710 and kind of get over that motion sickness. 486 00:22:50,710 --> 00:22:53,890 But, unfortunately, you can lose that tolerance 487 00:22:53,890 --> 00:22:55,720 that you built up if you wait a really 488 00:22:55,720 --> 00:22:57,100 long time between flights. 489 00:23:01,180 --> 00:23:03,070 I'm at MIT, so I don't know how much I 490 00:23:03,070 --> 00:23:04,540 need to tell you about stress. 491 00:23:04,540 --> 00:23:06,820 I think we all know about stress. 492 00:23:06,820 --> 00:23:09,290 We have different ways of dealing with it. 493 00:23:09,290 --> 00:23:11,320 But just as much as it affects your ability 494 00:23:11,320 --> 00:23:13,690 to take an exam at MIT, that stress 495 00:23:13,690 --> 00:23:17,020 can also affect your ability to fly and think logically 496 00:23:17,020 --> 00:23:20,393 as you might need to to do aeronautical decision making. 497 00:23:20,393 --> 00:23:22,060 PHILIP GREENSPUN: And that's a good time 498 00:23:22,060 --> 00:23:23,685 to think about whether you should bring 499 00:23:23,685 --> 00:23:25,300 an instructor along on a trip. 500 00:23:25,300 --> 00:23:29,120 You know, if you're tired or you're upset about something, 501 00:23:29,120 --> 00:23:33,218 then be part of a two-pilot crew. 502 00:23:33,218 --> 00:23:34,260 TINA SRIVASTAVA: Exactly. 503 00:23:34,260 --> 00:23:36,280 Fatigue is a big one. 504 00:23:36,280 --> 00:23:40,060 If you do take my advice and look at those NTSB reports, 505 00:23:40,060 --> 00:23:41,880 a large number of them are talking 506 00:23:41,880 --> 00:23:46,920 about airline pilots that have just been flying for 22 hours 507 00:23:46,920 --> 00:23:50,460 and something happens, whereas if you really think through it, 508 00:23:50,460 --> 00:23:53,260 you know, maybe that issue wouldn't have happened, 509 00:23:53,260 --> 00:23:57,510 but they're so tired that those things result in an issue. 510 00:23:57,510 --> 00:24:01,530 So really be mindful of how much fatigue can affect your ability 511 00:24:01,530 --> 00:24:04,430 to fly and what stresses it puts on the pilot. 512 00:24:07,750 --> 00:24:10,300 Dehydration and heat stroke are big ones. 513 00:24:10,300 --> 00:24:13,780 Here, in this area, it gets very hot in the summers. 514 00:24:13,780 --> 00:24:15,460 Make sure to bring a bottle of water 515 00:24:15,460 --> 00:24:16,930 with you when you go flying. 516 00:24:16,930 --> 00:24:18,910 It can be a big issue. 517 00:24:18,910 --> 00:24:21,520 And, you know, if you're feeling kind of lightheaded, 518 00:24:21,520 --> 00:24:23,020 take a drink of water. 519 00:24:23,020 --> 00:24:26,600 It can make a big difference. 520 00:24:26,600 --> 00:24:29,420 All right, so no alcohol or drugs 521 00:24:29,420 --> 00:24:32,290 while flying or before flying. 522 00:24:32,290 --> 00:24:34,840 There are some specific regulations. 523 00:24:34,840 --> 00:24:36,860 They're much more strict than driving, 524 00:24:36,860 --> 00:24:38,370 which I think is a good thing. 525 00:24:38,370 --> 00:24:42,530 So please take a look at that, 14 CFR Part 91, the blood 526 00:24:42,530 --> 00:24:45,800 alcohol level and the time since the last drink. 527 00:24:45,800 --> 00:24:46,920 It's really not worth it. 528 00:24:46,920 --> 00:24:48,635 You're flying as a hobby, for fun, 529 00:24:48,635 --> 00:24:50,010 don't do something that's unsafe. 530 00:24:53,300 --> 00:24:55,490 Some of these are ways to remember, 531 00:24:55,490 --> 00:24:58,478 the bottle to throttle examples here. 532 00:24:58,478 --> 00:25:00,020 So I'll let you take a look at those. 533 00:25:03,220 --> 00:25:04,477 Also, don't carry drugs. 534 00:25:04,477 --> 00:25:06,310 I don't know if I need to elaborate on that. 535 00:25:09,120 --> 00:25:10,800 OK, so we talked about vision. 536 00:25:10,800 --> 00:25:14,290 Vision is one of the things that in your medical exam, 537 00:25:14,290 --> 00:25:16,050 you're AME is going to look at your vision 538 00:25:16,050 --> 00:25:18,810 and test your ability to see. 539 00:25:18,810 --> 00:25:20,670 One thing to keep in mind is that when 540 00:25:20,670 --> 00:25:23,220 you're looking out your windshield, 541 00:25:23,220 --> 00:25:25,980 you can basically kind of zone out. 542 00:25:25,980 --> 00:25:28,205 And so you think you're looking out your windshield 543 00:25:28,205 --> 00:25:29,580 and you're scanning for aircraft, 544 00:25:29,580 --> 00:25:32,500 but you've sort of stopped paying attention. 545 00:25:32,500 --> 00:25:35,250 So one thing that they recommend you do is actually 546 00:25:35,250 --> 00:25:38,010 have a series of very specific eye movements. 547 00:25:38,010 --> 00:25:38,890 I just moved my head. 548 00:25:38,890 --> 00:25:40,265 But, again, don't move your head. 549 00:25:40,265 --> 00:25:44,010 But kind of look with your eyes to scan across, 550 00:25:44,010 --> 00:25:47,340 so that you're actually specifically deciding 551 00:25:47,340 --> 00:25:49,830 and you're specifically looking and scanning 552 00:25:49,830 --> 00:25:51,240 the air for other aircraft. 553 00:25:51,240 --> 00:25:52,830 And tell this to your passengers. 554 00:25:52,830 --> 00:25:56,880 You don't have to be a trained pilot to look for aircraft. 555 00:25:56,880 --> 00:25:59,160 I always tell all of my passengers. 556 00:25:59,160 --> 00:26:00,270 Look out the window. 557 00:26:00,270 --> 00:26:03,490 Tell me if you see other aircraft. 558 00:26:03,490 --> 00:26:08,060 OK, so we're going to dive into aeronautical decision-making. 559 00:26:08,060 --> 00:26:13,180 One quick thing I'll say is that I brought a couple of magazines 560 00:26:13,180 --> 00:26:14,050 here. 561 00:26:14,050 --> 00:26:17,240 Although some of them are older, they have some good content. 562 00:26:17,240 --> 00:26:20,440 So this one is about aviation safety. 563 00:26:20,440 --> 00:26:23,350 For folks today that we're interested in the talk 564 00:26:23,350 --> 00:26:25,720 about instrument flight, there's actually 565 00:26:25,720 --> 00:26:29,860 a magazine called IFR Refresher and specifically focuses 566 00:26:29,860 --> 00:26:32,500 on topics related to instrument flight. 567 00:26:32,500 --> 00:26:37,060 And then a number of these Aviation Safety 568 00:26:37,060 --> 00:26:39,800 that talk about topics that I felt were relevant, 569 00:26:39,800 --> 00:26:42,940 such as flying with icing is one of the ones 570 00:26:42,940 --> 00:26:45,910 here and flying at night. 571 00:26:45,910 --> 00:26:48,670 And then there's a general IFR magazine 572 00:26:48,670 --> 00:26:51,700 that just talks about some good articles about how 573 00:26:51,700 --> 00:26:55,570 you handle your skills in flying instrument approaches, 574 00:26:55,570 --> 00:26:57,670 such as ILS. 575 00:26:57,670 --> 00:27:02,650 So these are kind of first come, first serve over here. 576 00:27:02,650 --> 00:27:04,900 So aeronautical decision-making-- 577 00:27:04,900 --> 00:27:08,660 so how you make decisions when you're in the cockpit 578 00:27:08,660 --> 00:27:12,910 can really affect how you successfully exit 579 00:27:12,910 --> 00:27:16,390 a very negative situations. 580 00:27:16,390 --> 00:27:18,880 So whether it's what we were just talking about with regard 581 00:27:18,880 --> 00:27:23,050 to having spatial disorientation or having carbon monoxide 582 00:27:23,050 --> 00:27:25,760 poisoning versus an engine failure 583 00:27:25,760 --> 00:27:28,390 or specific issue or a weather issue, 584 00:27:28,390 --> 00:27:30,910 the way that you go about making a decision 585 00:27:30,910 --> 00:27:34,940 can significantly impact the outcome. 586 00:27:34,940 --> 00:27:38,230 So we're going to talk about decision-making, hazards, 587 00:27:38,230 --> 00:27:41,950 how we go about evaluating risks, and having 588 00:27:41,950 --> 00:27:45,210 personal checklists. 589 00:27:45,210 --> 00:27:48,160 So in aeronautical decision-making, 590 00:27:48,160 --> 00:27:50,160 one thing to think about is just that there 591 00:27:50,160 --> 00:27:52,890 is a way that you can teach someone 592 00:27:52,890 --> 00:27:54,850 how to make good decisions. 593 00:27:54,850 --> 00:27:56,940 So in addition to learning about your airplane 594 00:27:56,940 --> 00:27:59,610 and learning how to fly, one thing that 595 00:27:59,610 --> 00:28:01,530 throughout your pilot training is that you'll 596 00:28:01,530 --> 00:28:05,650 learn how to make decisions. 597 00:28:05,650 --> 00:28:09,350 So crew resource management is one specific aspect. 598 00:28:09,350 --> 00:28:11,560 And we've been alluding to that all day, 599 00:28:11,560 --> 00:28:15,070 talking about how to use either your co-pilot 600 00:28:15,070 --> 00:28:17,140 or whoever it is that's sitting next to you 601 00:28:17,140 --> 00:28:21,160 in the plane or your other passengers as well. 602 00:28:21,160 --> 00:28:23,440 There are a number of aircraft that we talk about, 603 00:28:23,440 --> 00:28:25,810 and we discuss the FAA regulations 604 00:28:25,810 --> 00:28:27,970 earlier about mandated requirements 605 00:28:27,970 --> 00:28:31,030 to have a co-pilot or sometimes other folks. 606 00:28:31,030 --> 00:28:33,640 But there even people outside your cockpit 607 00:28:33,640 --> 00:28:36,250 that you could rely on-- air traffic controllers, 608 00:28:36,250 --> 00:28:39,190 we talked about, flight service stations, for example. 609 00:28:41,800 --> 00:28:44,770 So again really think about when you're 610 00:28:44,770 --> 00:28:49,510 flying, although the FAA might require just a crew of one, 611 00:28:49,510 --> 00:28:51,960 whether you really are all alone or there are 612 00:28:51,960 --> 00:28:53,500 other people you can rely on. 613 00:28:56,280 --> 00:28:59,610 So there are a lot of aspects to making good decisions. 614 00:28:59,610 --> 00:29:03,510 And this is part of why pilots love talking to other pilots. 615 00:29:03,510 --> 00:29:06,030 They also just like discussing if they 616 00:29:06,030 --> 00:29:07,830 encountered an issue, how they went 617 00:29:07,830 --> 00:29:09,600 about dealing with that issue. 618 00:29:09,600 --> 00:29:12,090 And talking to other people about their experiences 619 00:29:12,090 --> 00:29:14,520 is actually a good way to learn. 620 00:29:14,520 --> 00:29:16,080 One thing you should also know is 621 00:29:16,080 --> 00:29:18,450 about your personal attitudes. 622 00:29:18,450 --> 00:29:21,570 I think that might have been another reason Laz, 623 00:29:21,570 --> 00:29:25,890 our F-22 pilot yesterday was so against Top Gun, the concept 624 00:29:25,890 --> 00:29:30,930 of being a very arrogant person that violates the rules is 625 00:29:30,930 --> 00:29:34,560 really not a good stereotype for a pilot because people 626 00:29:34,560 --> 00:29:38,130 that fly like that are more likely to have accidents. 627 00:29:38,130 --> 00:29:40,470 How you can modify your behavior, 628 00:29:40,470 --> 00:29:43,150 how to recognize and cope with stress, 629 00:29:43,150 --> 00:29:45,690 we could certainly use that here at MIT. 630 00:29:45,690 --> 00:29:48,360 And then how to really assess risks properly, 631 00:29:48,360 --> 00:29:50,640 we talked about weather as an example. 632 00:29:50,640 --> 00:29:53,430 How do you know if you have the right weather information? 633 00:29:53,430 --> 00:29:55,980 Have you evaluated a risk appropriately? 634 00:29:55,980 --> 00:29:59,200 And we've really tried to give you pointers and cues for that. 635 00:29:59,200 --> 00:30:02,580 Especially if they tell you VFR flight not advisable, 636 00:30:02,580 --> 00:30:03,540 it's not advisable. 637 00:30:03,540 --> 00:30:07,470 That means it's probably a bad idea. 638 00:30:07,470 --> 00:30:09,420 So hazards and risks-- 639 00:30:09,420 --> 00:30:13,530 so a hazard is basically a condition 640 00:30:13,530 --> 00:30:17,100 or an event, something that you might encounter, 641 00:30:17,100 --> 00:30:19,920 whereas risk is basically your assessment 642 00:30:19,920 --> 00:30:22,930 of how likely is that risk? 643 00:30:22,930 --> 00:30:25,380 How likely is that hazard going to come to be? 644 00:30:25,380 --> 00:30:28,245 What impact could that hazard have on your outcome? 645 00:30:31,030 --> 00:30:33,790 So one thing, again, is about your attitude. 646 00:30:33,790 --> 00:30:36,990 So don't be like those Top Gun pilots. 647 00:30:36,990 --> 00:30:39,990 If you're very anti-authority and you say, 648 00:30:39,990 --> 00:30:43,050 you know, I don't care even if the weather 649 00:30:43,050 --> 00:30:46,770 folks said VFR flight not advisable, I'm a great pilot. 650 00:30:46,770 --> 00:30:48,090 I can do it any way. 651 00:30:48,090 --> 00:30:49,800 That type of attitude is probably 652 00:30:49,800 --> 00:30:51,900 going to lead you in unsafe condition. 653 00:30:51,900 --> 00:30:54,960 It's really not a good idea. 654 00:30:54,960 --> 00:30:57,920 We also discussed the concept of personal minimums 655 00:30:57,920 --> 00:31:00,330 and setting personal minimums for yourself. 656 00:31:00,330 --> 00:31:05,150 The reason is that today, for example, or after you've 657 00:31:05,150 --> 00:31:07,550 done a little bit of flying, you might 658 00:31:07,550 --> 00:31:10,070 have a good sense of what you're comfortable with. 659 00:31:10,070 --> 00:31:13,850 You might have gone up with a lot of gusting winds. 660 00:31:13,850 --> 00:31:15,680 And so you might decide that, hey, I 661 00:31:15,680 --> 00:31:19,460 was a little bit uncomfortable with winds gusting to 20 knots. 662 00:31:19,460 --> 00:31:21,950 Even if my aircraft is capable of it, 663 00:31:21,950 --> 00:31:24,200 I think that's something that until I get a little bit 664 00:31:24,200 --> 00:31:27,010 more experience, I'm going to set as a personal minimum I 665 00:31:27,010 --> 00:31:30,020 don't want winds gusting over 15 knots 666 00:31:30,020 --> 00:31:32,690 before I decide to take a flight by myself. 667 00:31:32,690 --> 00:31:34,580 So you can set your personal minimums. 668 00:31:34,580 --> 00:31:36,410 Why are we talking about that? 669 00:31:36,410 --> 00:31:40,220 Well, the reason is on the actual day that you're flying, 670 00:31:40,220 --> 00:31:42,890 you may re-evaluate the situation. 671 00:31:42,890 --> 00:31:45,230 You might really want to go flying that day. 672 00:31:45,230 --> 00:31:48,560 Maybe you've already arranged with a friend to come with you. 673 00:31:48,560 --> 00:31:51,650 Maybe you have a destination you're really trying to reach. 674 00:31:51,650 --> 00:31:53,510 Philip described a number of situations 675 00:31:53,510 --> 00:31:55,250 where he's flying cross-country. 676 00:31:55,250 --> 00:31:56,220 He has a plan. 677 00:31:56,220 --> 00:31:57,410 He has to follow it. 678 00:31:57,410 --> 00:32:01,320 And he can't really be away missing several days 679 00:32:01,320 --> 00:32:02,690 where he was trying to go. 680 00:32:02,690 --> 00:32:05,960 And so sometimes in the moment you 681 00:32:05,960 --> 00:32:08,840 might have an impulsive nature. 682 00:32:08,840 --> 00:32:11,000 You might decide that I think I can do it. 683 00:32:11,000 --> 00:32:12,870 I'm sure it's fine. 684 00:32:12,870 --> 00:32:14,990 So having personal minimums and actually 685 00:32:14,990 --> 00:32:17,600 writing those down are a really good way 686 00:32:17,600 --> 00:32:19,760 to hold yourself accountable to what 687 00:32:19,760 --> 00:32:27,000 you had decided in a calm state of mind was a good restriction. 688 00:32:27,000 --> 00:32:29,940 So one thing to keep in mind is the assessment of risk. 689 00:32:29,940 --> 00:32:33,870 You also shouldn't be overly risk averse. 690 00:32:33,870 --> 00:32:37,110 The FAA has guidance on what type of equipment 691 00:32:37,110 --> 00:32:38,760 is required in your aircraft. 692 00:32:38,760 --> 00:32:40,710 So certain things are that's required. 693 00:32:40,710 --> 00:32:42,990 If it's not there, you can't fly. 694 00:32:42,990 --> 00:32:45,450 But there are other things that are optional. 695 00:32:45,450 --> 00:32:47,970 And so if there's a piece of equipment that's optional, 696 00:32:47,970 --> 00:32:51,460 that's not functional. 697 00:32:51,460 --> 00:32:53,760 There's a lot of importance around understanding 698 00:32:53,760 --> 00:32:56,070 what is the risk of that not being operational 699 00:32:56,070 --> 00:32:56,920 as an example. 700 00:32:56,920 --> 00:33:00,810 And we'll go through a checklist in a little bit 701 00:33:00,810 --> 00:33:03,390 to assess both your personal state of being, 702 00:33:03,390 --> 00:33:05,490 your aircraft state of being, the environment, 703 00:33:05,490 --> 00:33:08,860 and assessing all those risks together. 704 00:33:08,860 --> 00:33:12,720 But for a given risk, you want to know, one, how likely is it? 705 00:33:12,720 --> 00:33:15,750 So maybe if you're talking about weather, 706 00:33:15,750 --> 00:33:19,200 there is a chance that a storm will come in. 707 00:33:19,200 --> 00:33:21,240 There's a chance that it won't. 708 00:33:21,240 --> 00:33:25,020 Then also the severity, are we talking about some light rain 709 00:33:25,020 --> 00:33:25,710 showers? 710 00:33:25,710 --> 00:33:29,280 Or are we talking about a very, very dangerous front 711 00:33:29,280 --> 00:33:31,672 with icing or thunderstorms? 712 00:33:31,672 --> 00:33:33,630 So that's the difference between the likelihood 713 00:33:33,630 --> 00:33:34,830 and the severity. 714 00:33:34,830 --> 00:33:39,090 Both of those have to be assessed for a given hazard 715 00:33:39,090 --> 00:33:42,370 that you encounter when you assess its risk. 716 00:33:42,370 --> 00:33:45,490 So there's this way of checking yourself. 717 00:33:45,490 --> 00:33:46,990 It's called IMSAFE. 718 00:33:46,990 --> 00:33:50,460 So this is just determining just you-- 719 00:33:50,460 --> 00:33:53,460 not the airplane, not the environment-- as a pilot 720 00:33:53,460 --> 00:33:54,930 if you're safe to fly. 721 00:33:54,930 --> 00:33:56,440 So do you have an illness? 722 00:33:56,440 --> 00:33:59,700 Or are you taking medications that might affect your ability 723 00:33:59,700 --> 00:34:00,240 to fly? 724 00:34:00,240 --> 00:34:02,160 Are you very stressed out? 725 00:34:02,160 --> 00:34:04,530 Do you have your thermodynamics final coming up 726 00:34:04,530 --> 00:34:08,040 and you're really nervous about it? 727 00:34:08,040 --> 00:34:11,080 Again, we talked about there are also legal regulations. 728 00:34:11,080 --> 00:34:13,679 You can't have alcohol or drugs that could affect your ability 729 00:34:13,679 --> 00:34:14,610 to fly. 730 00:34:14,610 --> 00:34:16,290 Are you just very tired? 731 00:34:16,290 --> 00:34:18,630 Or really, just are you very distracted by something 732 00:34:18,630 --> 00:34:21,449 that's happening? 733 00:34:21,449 --> 00:34:23,760 The PAVE checklist is the one I was 734 00:34:23,760 --> 00:34:25,980 referring to that actually considers 735 00:34:25,980 --> 00:34:27,870 all of these different things. 736 00:34:27,870 --> 00:34:30,630 So the IMSAFE is just the pilot. 737 00:34:30,630 --> 00:34:33,389 A is referring to the aircraft. 738 00:34:33,389 --> 00:34:36,030 So this is when we're talking about are certain things 739 00:34:36,030 --> 00:34:37,292 different about the aircraft? 740 00:34:37,292 --> 00:34:39,000 Maybe it's a new aircraft that you're not 741 00:34:39,000 --> 00:34:40,324 really comfortable with. 742 00:34:40,324 --> 00:34:41,699 Maybe you're checked out, but you 743 00:34:41,699 --> 00:34:44,255 don't have that many hours in that particular aircraft. 744 00:34:44,255 --> 00:34:46,380 Or maybe you know we've talked about the difference 745 00:34:46,380 --> 00:34:48,300 between steam gauge and G1000. 746 00:34:48,300 --> 00:34:50,699 Maybe you're really used to flying steam gauge 747 00:34:50,699 --> 00:34:51,923 and this is a G1000. 748 00:34:51,923 --> 00:34:54,090 So there's nothing actually wrong with the airplane, 749 00:34:54,090 --> 00:34:55,949 but you may be less comfortable. 750 00:34:55,949 --> 00:34:57,840 Environmental, so that could be weather. 751 00:34:57,840 --> 00:34:59,845 That could be flying to a new airport. 752 00:34:59,845 --> 00:35:01,470 That could be flying to an airport that 753 00:35:01,470 --> 00:35:02,910 has some special conditions. 754 00:35:02,910 --> 00:35:04,260 Maybe it's a grass strip. 755 00:35:04,260 --> 00:35:08,670 You're flying to Katama, which is a grass 756 00:35:08,670 --> 00:35:11,923 runway out at Martha's Vineyard right next to the beach. 757 00:35:11,923 --> 00:35:12,840 It's really beautiful. 758 00:35:12,840 --> 00:35:13,710 I recommend it. 759 00:35:13,710 --> 00:35:17,580 But maybe if it's your first time, flying to a soft field, 760 00:35:17,580 --> 00:35:19,620 that could be a concern. 761 00:35:19,620 --> 00:35:22,955 External pressures, that's what we were just talking about. 762 00:35:22,955 --> 00:35:24,330 You're already committed to being 763 00:35:24,330 --> 00:35:26,120 somewhere later in the day. 764 00:35:26,120 --> 00:35:27,990 You've met up with somebody. 765 00:35:27,990 --> 00:35:28,950 You're with a friend. 766 00:35:28,950 --> 00:35:30,720 You had decided to take them flying. 767 00:35:30,720 --> 00:35:32,730 They really wanted to go. 768 00:35:32,730 --> 00:35:35,370 But the weather is looking a little bit iffy. 769 00:35:35,370 --> 00:35:38,130 So one thing that's good about this PAVE checklist 770 00:35:38,130 --> 00:35:40,470 is to kind of put things in perspective. 771 00:35:40,470 --> 00:35:45,000 That maybe you're feeling a little bit stressed out 772 00:35:45,000 --> 00:35:48,900 or distracted about an MIT exam, but the aircraft is the one 773 00:35:48,900 --> 00:35:50,530 that you've been flying a lot. 774 00:35:50,530 --> 00:35:51,780 You're very familiar with it. 775 00:35:51,780 --> 00:35:53,405 You have a lot of time on the aircraft. 776 00:35:53,405 --> 00:35:54,660 Everything is working well. 777 00:35:54,660 --> 00:35:56,160 You have a good amount of fuel. 778 00:35:56,160 --> 00:35:57,120 The weather's great. 779 00:35:57,120 --> 00:35:58,290 It's a beautiful day. 780 00:35:58,290 --> 00:36:00,150 You're flying to familiar airports. 781 00:36:00,150 --> 00:36:02,298 And you don't have any external pressures that day. 782 00:36:02,298 --> 00:36:03,840 There's no one you're trying to meet. 783 00:36:03,840 --> 00:36:05,590 There's nothing you're trying to get done. 784 00:36:05,590 --> 00:36:08,250 So that might be a good day that, OK, one of these things 785 00:36:08,250 --> 00:36:12,090 is a little bit iffy, nothing crossed your minimums, 786 00:36:12,090 --> 00:36:14,100 but it's just something that maybe you 787 00:36:14,100 --> 00:36:15,900 could still go ahead and fly. 788 00:36:15,900 --> 00:36:17,610 However, if it's multiple things, 789 00:36:17,610 --> 00:36:19,690 if it's a different aircraft. 790 00:36:19,690 --> 00:36:20,880 It's a different location. 791 00:36:20,880 --> 00:36:22,140 You're having stresses. 792 00:36:22,140 --> 00:36:24,120 These start becoming times that you 793 00:36:24,120 --> 00:36:27,038 want to take these risks even more seriously, because as they 794 00:36:27,038 --> 00:36:28,830 come together, it could affect your ability 795 00:36:28,830 --> 00:36:31,690 to have a safe flight. 796 00:36:31,690 --> 00:36:34,230 So just these types of personal checklists 797 00:36:34,230 --> 00:36:38,280 are a great way to assess risk and make decisions 798 00:36:38,280 --> 00:36:40,200 as you're trying to decide whether or not 799 00:36:40,200 --> 00:36:43,243 to go on a flight. 800 00:36:43,243 --> 00:36:45,410 And these are just a breakdown of some of the things 801 00:36:45,410 --> 00:36:48,020 I just said on the environmental condition. 802 00:36:48,020 --> 00:36:50,000 So nighttime is also on there. 803 00:36:50,000 --> 00:36:51,980 Tomorrow, we'll talk about night flying 804 00:36:51,980 --> 00:36:54,500 in particular and the fact that basically 805 00:36:54,500 --> 00:36:57,710 in the US with just your private pilot's license, 806 00:36:57,710 --> 00:36:58,970 you can fly at night. 807 00:36:58,970 --> 00:37:00,710 A lot of other countries consider 808 00:37:00,710 --> 00:37:05,540 night flying just as advanced as instrument flying. 809 00:37:05,540 --> 00:37:07,190 And you need your instrument rating 810 00:37:07,190 --> 00:37:09,560 to fly at night because of all the concerns 811 00:37:09,560 --> 00:37:12,560 about not being able to see much outside your airplane. 812 00:37:12,560 --> 00:37:14,300 So be mindful that, you know, it's 813 00:37:14,300 --> 00:37:16,910 a slightly more challenging condition to fly in. 814 00:37:16,910 --> 00:37:18,797 And how does that affect your ability 815 00:37:18,797 --> 00:37:21,005 to assess the other risks that might be taking place? 816 00:37:23,670 --> 00:37:25,740 I really would recommend, especially 817 00:37:25,740 --> 00:37:28,230 when you're first getting certified, 818 00:37:28,230 --> 00:37:31,380 you don't really make plans anywhere near the time 819 00:37:31,380 --> 00:37:34,540 that you're supposed to be done flying. 820 00:37:34,540 --> 00:37:36,540 Most flight schools will give you a flight block 821 00:37:36,540 --> 00:37:37,768 of 2 and 1/2 hours. 822 00:37:37,768 --> 00:37:39,810 Make sure that you don't have to be anywhere even 823 00:37:39,810 --> 00:37:41,610 for a few hours after that. 824 00:37:41,610 --> 00:37:44,335 In case the weather got bad, you had to land somewhere else, 825 00:37:44,335 --> 00:37:45,960 you don't want those external pressures 826 00:37:45,960 --> 00:37:48,390 affecting your decision-making when you're in the cockpit. 827 00:37:51,450 --> 00:37:53,700 This is another way to think about it in terms 828 00:37:53,700 --> 00:37:56,970 of this 5 "P" checklist. 829 00:37:56,970 --> 00:38:01,638 So there are certain kind of different parts 830 00:38:01,638 --> 00:38:02,430 through the flight. 831 00:38:02,430 --> 00:38:04,590 We discussed the pre-flight, take-off, 832 00:38:04,590 --> 00:38:07,800 while you're kind of cruising along, you're descending 833 00:38:07,800 --> 00:38:09,270 and you're flying, and it might be 834 00:38:09,270 --> 00:38:14,520 good to kind of look through all of these different aspects 835 00:38:14,520 --> 00:38:17,100 about when you're flying and kind of checklist 836 00:38:17,100 --> 00:38:19,327 for yourself to understand what's happening. 837 00:38:19,327 --> 00:38:20,910 There are a lot of different resources 838 00:38:20,910 --> 00:38:23,610 that talk about aeronautical decision-making. 839 00:38:23,610 --> 00:38:25,560 I think one of the best resources 840 00:38:25,560 --> 00:38:28,920 is really talking to other pilots about experiences 841 00:38:28,920 --> 00:38:30,960 that they've gone through and learning 842 00:38:30,960 --> 00:38:33,690 after you go through an experience reflecting 843 00:38:33,690 --> 00:38:35,940 afterwards whether it's through your instructor, 844 00:38:35,940 --> 00:38:36,880 with your friends. 845 00:38:36,880 --> 00:38:37,920 You know, what happened? 846 00:38:37,920 --> 00:38:39,990 What could I have done differently? 847 00:38:39,990 --> 00:38:41,582 Was that the right decision to make? 848 00:38:41,582 --> 00:38:43,290 So even these little things, like Phillip 849 00:38:43,290 --> 00:38:45,600 was talking about flying with Oxana, 850 00:38:45,600 --> 00:38:47,520 trying to avoid some weather. 851 00:38:47,520 --> 00:38:48,500 There was rain. 852 00:38:48,500 --> 00:38:51,990 Thinking about how he evaluated that risk of that thunderstorm. 853 00:38:51,990 --> 00:38:53,490 What could he have done differently? 854 00:38:53,490 --> 00:38:54,810 Was that the right decision? 855 00:38:54,810 --> 00:38:57,180 And in general, making a conservative decision 856 00:38:57,180 --> 00:38:58,918 is good, because it's your life at stake 857 00:38:58,918 --> 00:38:59,960 that we're talking about. 858 00:39:02,710 --> 00:39:05,730 All right, so I think we've talked a lot about this. 859 00:39:05,730 --> 00:39:09,310 Are there any specific questions on aeronautical decision-making 860 00:39:09,310 --> 00:39:10,630 or human factors in general? 861 00:39:10,630 --> 00:39:11,240 Yes. 862 00:39:11,240 --> 00:39:12,684 AUDIENCE: You mentioned currency. 863 00:39:12,684 --> 00:39:15,585 Is there like a recommended frequency, or like rule 864 00:39:15,585 --> 00:39:18,640 of thumb, like how often you should be flying 865 00:39:18,640 --> 00:39:20,410 to be maintaining your skills? 866 00:39:20,410 --> 00:39:22,910 PHILIP GREENSPUN: We're going to cover that at the very end. 867 00:39:22,910 --> 00:39:26,230 There's a Cirrus that we put together this big matrix. 868 00:39:26,230 --> 00:39:28,540 They don't tell you how often to fly to practice. 869 00:39:28,540 --> 00:39:30,130 But they tell you given how recently 870 00:39:30,130 --> 00:39:32,170 you've been flying and practicing, 871 00:39:32,170 --> 00:39:34,580 here's the kind of weather that should be challenging. 872 00:39:34,580 --> 00:39:37,630 TINA SRIVASTAVA: So the question for those who couldn't hear 873 00:39:37,630 --> 00:39:39,520 was just about the currency. 874 00:39:39,520 --> 00:39:44,140 So are there rules about how often you need to fly? 875 00:39:44,140 --> 00:39:46,480 And there are rules, especially related 876 00:39:46,480 --> 00:39:50,330 to carrying passengers at night, for example. 877 00:39:50,330 --> 00:39:52,960 There are certain legal currency requirements. 878 00:39:52,960 --> 00:39:56,500 But just as Philip said, there's also just personal minimums 879 00:39:56,500 --> 00:39:58,210 that you might want to set for yourself. 880 00:39:58,210 --> 00:40:00,490 If you haven't gone flying for a month, 881 00:40:00,490 --> 00:40:02,770 you may be legally current, but may not 882 00:40:02,770 --> 00:40:05,140 be a good time to take a bunch of passengers 883 00:40:05,140 --> 00:40:08,170 to a new destination that you haven't flown to before. 884 00:40:08,170 --> 00:40:09,400 PHILIP GREENSPUN: Yeah, so you remember from yesterday, 885 00:40:09,400 --> 00:40:11,440 there's that 90 day, three takeoffs and landings 886 00:40:11,440 --> 00:40:13,065 within the preceding 90 days before you 887 00:40:13,065 --> 00:40:14,450 can carry passengers. 888 00:40:14,450 --> 00:40:15,580 That's a good minimum. 889 00:40:15,580 --> 00:40:19,510 A lot depends on the type of aircraft 890 00:40:19,510 --> 00:40:21,110 and how familiar you are with it. 891 00:40:21,110 --> 00:40:24,160 So if you have 500 hours in a very logically designed 892 00:40:24,160 --> 00:40:27,310 airplane like the Cirrus, you know, 893 00:40:27,310 --> 00:40:29,710 then you're going to be safe probably 894 00:40:29,710 --> 00:40:31,460 without flying too often. 895 00:40:31,460 --> 00:40:33,620 In a more complicated aircraft, you know, 896 00:40:33,620 --> 00:40:36,460 that has buttons and levers just randomly strewn 897 00:40:36,460 --> 00:40:40,210 across the panel, which seems to be the industry standard, you 898 00:40:40,210 --> 00:40:42,010 know, if you haven't flown it for a month, 899 00:40:42,010 --> 00:40:43,780 you may actually be a little bit at sea 900 00:40:43,780 --> 00:40:46,060 as to where are the flaps? 901 00:40:46,060 --> 00:40:47,660 Where is the gear? 902 00:40:47,660 --> 00:40:50,650 So a lot depends on how many hours of experience 903 00:40:50,650 --> 00:40:52,990 you have in the type of aircraft you're going to fly 904 00:40:52,990 --> 00:40:56,770 and just how inherently challenging it is to fly. 905 00:40:56,770 --> 00:41:00,520 The practical currency requirements 906 00:41:00,520 --> 00:41:02,650 for a multi-engine piston airplane 907 00:41:02,650 --> 00:41:05,500 are going to be very different from those 908 00:41:05,500 --> 00:41:07,530 that you might use in the Piper cub. 909 00:41:07,530 --> 00:41:10,300 TINA SRIVASTAVA: Yeah, when we polled the class earlier, 910 00:41:10,300 --> 00:41:13,300 I think there were 70 of you have really 911 00:41:13,300 --> 00:41:15,700 only flown once or not at all. 912 00:41:15,700 --> 00:41:17,740 And so that's a lot of people that 913 00:41:17,740 --> 00:41:19,670 don't have flying experience. 914 00:41:19,670 --> 00:41:22,270 So I would say, you know, back before I had 200 hours, 915 00:41:22,270 --> 00:41:25,160 or even before I had 100 hours of flying experience, 916 00:41:25,160 --> 00:41:27,760 I actually set very strict currency requirements. 917 00:41:27,760 --> 00:41:30,850 I had to fly, you know, two times a week before I really 918 00:41:30,850 --> 00:41:33,390 felt comfortable taking up a passenger, 919 00:41:33,390 --> 00:41:36,850 when I wanted to fly relatively frequently with an instructor 920 00:41:36,850 --> 00:41:39,890 and practice stall recovery, these types of things. 921 00:41:39,890 --> 00:41:40,960 And I think that's good. 922 00:41:40,960 --> 00:41:44,242 Make it as much as you need to in order to be safe. 923 00:41:44,242 --> 00:41:45,200 PHILIP GREENSPUN: Yeah. 924 00:41:45,200 --> 00:41:48,040 You could also decide again, if you haven't flown for a while, 925 00:41:48,040 --> 00:41:49,840 are you going to fly an IFR approach down 926 00:41:49,840 --> 00:41:54,610 to minimums, down at 200 feet above the runway in the clouds 927 00:41:54,610 --> 00:41:59,290 by yourself in an airplane with no autopilot, would be legal? 928 00:41:59,290 --> 00:42:01,690 Or you're going to say, look, I'm a little bit rusty, 929 00:42:01,690 --> 00:42:05,980 so I'm going to only fly on a fairly calm VFR day 930 00:42:05,980 --> 00:42:07,300 and get back into it? 931 00:42:07,300 --> 00:42:10,380 So a lot depends on the challenge of the flight 932 00:42:10,380 --> 00:42:11,772 that you're considering. 933 00:42:14,570 --> 00:42:15,570 Who else has a question? 934 00:42:18,180 --> 00:42:19,930 I'll tell you one more little story. 935 00:42:19,930 --> 00:42:23,550 A friend of mine had a twin engine airplane, a Cessna 340, 936 00:42:23,550 --> 00:42:25,410 which is a very complicated airplane with-- 937 00:42:25,410 --> 00:42:29,380 I think it has six fuel tanks and all kinds of levers. 938 00:42:29,380 --> 00:42:32,700 It's pressurized off the turbo chargers. 939 00:42:32,700 --> 00:42:35,430 Anyway, one engine caught on fire. 940 00:42:35,430 --> 00:42:37,020 So an engine caught on fire. 941 00:42:37,020 --> 00:42:41,280 He's got four or five people from his family in the back. 942 00:42:41,280 --> 00:42:44,640 And he manages to get the fire out by cutting off the fuel, 943 00:42:44,640 --> 00:42:46,800 I guess, to the burning engine. 944 00:42:46,800 --> 00:42:49,140 He's right above Bradley Field in Connecticut. 945 00:42:49,140 --> 00:42:52,320 So that's one of the largest airports actually in the world. 946 00:42:52,320 --> 00:42:55,240 It's probably among the top few percent 947 00:42:55,240 --> 00:42:58,193 of big airports in the world in terms of physical size. 948 00:42:58,193 --> 00:42:59,610 They have regular airline service. 949 00:42:59,610 --> 00:43:01,193 They have a full-time fire department. 950 00:43:01,193 --> 00:43:02,430 They have a control tower. 951 00:43:02,430 --> 00:43:04,972 They have a runway that's about as long as Logan's, you know, 952 00:43:04,972 --> 00:43:08,760 like close to 1 miles long runway. 953 00:43:08,760 --> 00:43:12,290 So he decides, well, I've got one engine. 954 00:43:12,290 --> 00:43:12,915 It's nighttime. 955 00:43:12,915 --> 00:43:14,518 It was night. 956 00:43:14,518 --> 00:43:15,810 The controllers are right here. 957 00:43:15,810 --> 00:43:19,460 Should I just, you know, spiral down and land 958 00:43:19,460 --> 00:43:21,410 on one of these huge runways at Bradley 959 00:43:21,410 --> 00:43:24,660 and the fire department come up and meet the airplane? 960 00:43:24,660 --> 00:43:26,850 Or-- that's option 1. 961 00:43:26,850 --> 00:43:28,860 Let's see what you guys think. 962 00:43:28,860 --> 00:43:31,770 Option 2, let me continue to my home airport 963 00:43:31,770 --> 00:43:34,490 at Fitchburg, which is unattended. 964 00:43:34,490 --> 00:43:37,800 I don't think there's a fire department that's there. 965 00:43:37,800 --> 00:43:39,390 There's no control tower. 966 00:43:39,390 --> 00:43:41,853 The runway is pretty short, 4,500 feet. 967 00:43:41,853 --> 00:43:43,770 But on the other hand, it is the home airport. 968 00:43:43,770 --> 00:43:45,030 So it's very familiar. 969 00:43:45,030 --> 00:43:47,610 And he's got one engine left. 970 00:43:47,610 --> 00:43:51,210 You only need one engine to descend. 971 00:43:51,210 --> 00:43:53,194 So what do you guys think, A or B? 972 00:43:53,194 --> 00:43:57,702 Land it at Bradley or go to Pittsburgh? 973 00:43:57,702 --> 00:43:59,160 OK, what do you think this guy did? 974 00:43:59,160 --> 00:44:00,570 AUDIENCE: He went to Fitchburg. 975 00:44:00,570 --> 00:44:01,700 PHILIP GREENSPUN: He went to Fitchburg. 976 00:44:01,700 --> 00:44:03,030 And he wrecked the airplane. 977 00:44:03,030 --> 00:44:03,900 You know, he landed. 978 00:44:03,900 --> 00:44:06,555 But I don't know-- it's twins with one engine. 979 00:44:06,555 --> 00:44:08,430 They always say the second engine carries you 980 00:44:08,430 --> 00:44:09,638 to the scene of the accident. 981 00:44:09,638 --> 00:44:12,030 We'll talk about that tomorrow. 982 00:44:12,030 --> 00:44:15,070 So they just are hard-- it's hard to maintain-- 983 00:44:15,070 --> 00:44:17,070 it's hard to keep them going perfectly straight. 984 00:44:17,070 --> 00:44:18,987 So, of course, he didn't go perfectly straight 985 00:44:18,987 --> 00:44:21,540 down the runway, went off the side of the runway, 986 00:44:21,540 --> 00:44:23,250 did some damage to the airplane. 987 00:44:23,250 --> 00:44:24,690 Nobody was hurt, fortunately. 988 00:44:24,690 --> 00:44:27,690 The punchline of the story is he doesn't tell this 989 00:44:27,690 --> 00:44:31,140 as an example of bad aeronautical decision-making he 990 00:44:31,140 --> 00:44:35,070 tells this as a story of good decisions 991 00:44:35,070 --> 00:44:37,020 and making good decisions as a pilot. 992 00:44:37,020 --> 00:44:38,970 And I'm not really sure why. 993 00:44:38,970 --> 00:44:40,680 But anyway, I just wanted to tell you, 994 00:44:40,680 --> 00:44:42,720 like despite all those checklists, 995 00:44:42,720 --> 00:44:45,960 people can have very different perspectives on what 996 00:44:45,960 --> 00:44:48,030 constitutes a wise decision. 997 00:44:48,030 --> 00:44:51,240 But personally, I try to do-- you know, I have an ATP. 998 00:44:51,240 --> 00:44:54,480 But I try to do flights whenever possible that require only 999 00:44:54,480 --> 00:44:56,470 a student pilot level of skill. 1000 00:44:56,470 --> 00:44:59,000 And that gives me a nice margin.