Human Factors and Risk Management practice questions

Answer: A) Rapid breathing, a pounding pulse, and tense muscles with a tight grip on the yoke

Anxiety can trigger a fight-or-flight response: adrenaline-driven arousal with a rapid heart rate, fast breathing and muscle tension. Instructors should tell these signs apart from the low-arousal signs of fatigue, carbon monoxide exposure or hypoxia.

• ACorrect. Anxiety triggers the fight-or-flight response, which releases adrenaline and causes physical arousal such as a rapid heart rate, faster breathing and muscle tension. The CFI should recognize the learner's apprehension and introduce the maneuver carefully so the learner knows what to expect.
• BIncorrect. These are signs of fatigue, meaning low arousal. Fight-or-flight is a state of heightened arousal with a faster heart rate and breathing.
• CIncorrect. Headache and drowsiness with the cabin heat on point to possible carbon monoxide exposure. That is a toxic, depressant effect, not an adrenaline-driven fight-or-flight response.
• DIncorrect. Euphoria and impaired judgment the pilot is unaware of are typical of hypoxia. Fight-or-flight produces alertness and tension, not a relaxed, overconfident state.

Answer: A) Read back each runway hold-short instruction, and query the controller whenever any part of the clearance is unclear

AIM 4-3-18 says pilots should read back all runway hold-short instructions and ask the controller about anything unclear. This is a core habit for preventing runway incursions.

• ACorrect. The AIM says ATC must obtain a readback of all runway hold-short instructions, and pilots should query the controller until the clearance is understood.
• BIncorrect. Pilots should read back the runway assignment, any clearance to enter a runway, and any instruction to hold short. ATC is required to obtain the hold-short readback.
• CIncorrect. Under current procedures, each runway crossing requires an explicit crossing clearance. A taxi route by itself does not authorize crossing a runway.
• DIncorrect. A call sign or 'roger' does not confirm that the pilot understood the hold-short point. The instruction itself must be read back.

Answer: A) Managing all onboard and outside resources available to the pilot, both before and during the flight

SRM means managing all onboard and outside resources available to a single pilot before and during flight. The pilot in command stays responsible and does not over-rely on any one resource.

• ACorrect. The FAA defines SRM as managing all the resources available to a single pilot before and during flight. These include onboard resources such as automation, checklists and passengers, and outside resources such as ATC and Flight Service.
• BIncorrect. ATC is a valuable outside resource, but the pilot in command stays directly responsible for the flight and remains the final authority on its operation. SRM means using ATC's help, not giving up command.
• CIncorrect. Automation can reduce workload, but FAA guidance warns that it comes at a cost and must be monitored. SRM means balancing all resources and keeping flying skills current, not depending on one resource.
• DIncorrect. Passengers can help with simple tasks such as watching for traffic or holding charts. SRM does not treat an unqualified passenger as a crewmember or copy two-pilot crew procedures.

Answer: A) The airplane may seem higher than it is

• ACorrect. This can lead to a low approach.
• BIncorrect. Rain usually makes it seem higher.
• CIncorrect. That isn't the typical effect.
• DIncorrect. Rain can distort perception.

Answer: C) Hypemic

• AIncorrect. That's poor circulation.
• BIncorrect. That's low oxygen pressure.
• CCorrect. CO reduces the blood's ability to carry oxygen.
• DIncorrect. That's cells unable to use oxygen.

Answer: C) Too high

• AIncorrect. It's a height illusion.
• BIncorrect. Wide runways do that.
• CCorrect. Leading to a low approach.
• DIncorrect. It's a height illusion.

Answer: A) Briefing the approach and setting up radios well before reaching the initial fix

Staying ahead of the airplane means anticipating and finishing upcoming tasks early. This gives the pilot spare time and attention to handle distractions or problems.

• ACorrect. Doing tasks early and planning what comes next leaves spare time and attention in case something unexpected happens. That is what staying ahead of the airplane means.
• BIncorrect. This is reactive. The learner bunches tasks into a busy moment and has little margin left if a problem or distraction comes up.
• CIncorrect. Staying ahead is about mental anticipation, not physical speed. Flying faster actually shortens the time available to prepare.
• DIncorrect. The autopilot can reduce workload, but putting off the briefing until established inbound pushes tasks into the busiest phase. That leaves the learner behind the airplane.

Answer: A) The student reacts to each event as it happens instead of anticipating the next task

Being 'behind the airplane' (reacting late instead of anticipating) is a classic sign of lost situational awareness. Noticing a groundspeed change, reporting fatigue, or asking for a demonstration are not.

• ACorrect. This is being 'behind the airplane.' FAA guidance links getting behind the aircraft to not knowing where you are and failing to recognize deteriorating conditions, which is a loss of situational awareness.
• BIncorrect. Noticing that groundspeed differs from the plan, and knowing why, shows the student is monitoring progress. That is evidence of situational awareness, not a loss of it.
• CIncorrect. Fatigue can contribute to losing situational awareness, but reporting it is self-assessment. It is not a sign that awareness has already been lost.
• DIncorrect. Asking for another demonstration is a normal part of learning. It says nothing about whether the student knows the airplane's position, condition, or what comes next.

Answer: C) Decreases

• AIncorrect. It shrinks.
• BIncorrect. It shrinks.
• CCorrect. Sharply at high altitude.
• DIncorrect. It shrinks.

Answer: A) You: "You have the flight controls." Student: "I have the flight controls." You: "You have the flight controls." Then a visual check

The FAA recommends a positive three-step exchange: 'You have the flight controls', 'I have the flight controls', then 'You have the flight controls' again, followed by a visual check so there is never doubt about who is flying.

• ACorrect. This is the positive three-step exchange. The pilot giving up control states it, the receiving pilot acknowledges immediately, and the first pilot repeats the statement before releasing. A visual check confirms the exchange.
• BIncorrect. This leaves out the third step, where the pilot giving up control repeats 'You have the flight controls', and the recommended visual check. Both exist to confirm that only one pilot is flying.
• CIncorrect. The pilot giving up control starts the exchange, and releasing based on feel without the full verbal sequence can leave nobody flying or both pilots fighting for the controls.
• DIncorrect. Informal phrases such as 'Your airplane' and 'Roger' do not clearly state who has the flight controls. The FAA procedure uses specific phrasing so that responsibility is never ambiguous.