Situational Awareness
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Situational Awareness
Hi All,
I've been asked to give a 20min presentation to some ab initio students on situational awareness, next week.
Does anyone have any tips of main focus areas for relevance and being only 20mins the crux of SA for me?
Thanks in advance
FM
I've been asked to give a 20min presentation to some ab initio students on situational awareness, next week.
Does anyone have any tips of main focus areas for relevance and being only 20mins the crux of SA for me?
Thanks in advance
FM
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I know this probably wont help much, but I think the main tip to mention when discussing situational awareness is how REALLY important it is.
Like I said, im sure you already know that, but you should really stress that it is just as important as actually flying the plane (no good flying a perfect 100 knots at exactly 2000 feet if you are not paying attention at the glider on a collision course from the right).
Very basic I know, but really hit it home to them.
Like I said, im sure you already know that, but you should really stress that it is just as important as actually flying the plane (no good flying a perfect 100 knots at exactly 2000 feet if you are not paying attention at the glider on a collision course from the right).
Very basic I know, but really hit it home to them.
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You're welcome to work something round this:
"Part of the decision-making process, you start with the awareness of a situation, which means having some idea of the big picture (similar to the continual updating mentioned above). Situational awareness here refers to your awareness of all relevant information, past or present, conscious or subconscious, which includes your cultural background (and given all that, it's no wonder people react to situations differently). Of course, you have to know how things should be to recognise what's wrong! You need vigilance and continual alertness, with regard to what may happen on top of what is happening, which is difficult at the end of a long day. Being a pilot, most of the information you will base a decision on comes from your instruments and navigation equipment, but this can be affected by your physical state. Reading the paper on the flight deck is not conducive to situational awareness!"
Phil
"Part of the decision-making process, you start with the awareness of a situation, which means having some idea of the big picture (similar to the continual updating mentioned above). Situational awareness here refers to your awareness of all relevant information, past or present, conscious or subconscious, which includes your cultural background (and given all that, it's no wonder people react to situations differently). Of course, you have to know how things should be to recognise what's wrong! You need vigilance and continual alertness, with regard to what may happen on top of what is happening, which is difficult at the end of a long day. Being a pilot, most of the information you will base a decision on comes from your instruments and navigation equipment, but this can be affected by your physical state. Reading the paper on the flight deck is not conducive to situational awareness!"
Phil
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The Australian Transportaion Safety Board in their human factors course spend a full hour trying to explain situational awareness. This is a lecture by a trained aviation psychologist at probably the finest accident investigation body in the world, how you are supposed to do it in 20 minutes is beyond me!
That said, the crux of their discussion was that situational awareness involves knowing where you have come from, where you are now and where you will be in the future. Simplistic but true. The difference between surface vessels and aeroplanes is that we in aviation have to keep all that in mind in three dimensions not two. Therein lies the problem.
Good luck with the lecture!
That said, the crux of their discussion was that situational awareness involves knowing where you have come from, where you are now and where you will be in the future. Simplistic but true. The difference between surface vessels and aeroplanes is that we in aviation have to keep all that in mind in three dimensions not two. Therein lies the problem.
Good luck with the lecture!
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This would only work if the Ab Inits had operated out of the same airfield that you are familiar with.
Our Instructor gave the following example after drawing a RWY 36/18 on the board.
You take off from RWY 18 climb straight ahead in nil wind at 100kts climbing to 1000' then turn left hdg 080 climb another 1000'.........
He basically radar vectors us all over the place with climbs and descents due to weather, ATC or traffic etc. at certain times he then gets us to show him on the board where and what altitude we were at, he continues this to a landing at another airfield near where we took off.
After the whole class predicts where we landed, he points out we are all dead because turning left onto 080 and climbing to 2000' smacks you right into a ridge that climbs to around 2600'.
Now we were all new to flying, we knew about the terrain but had only flown west to the training area at that time at 2000'
The exercise had me thinking of time and space but we all forgot about terrain and how familiarity can make things seem fine.
This might be a good way to get your point across, with some good class participation rather than just talking, if not it'll blow 20mins.
Our Instructor gave the following example after drawing a RWY 36/18 on the board.
You take off from RWY 18 climb straight ahead in nil wind at 100kts climbing to 1000' then turn left hdg 080 climb another 1000'.........
He basically radar vectors us all over the place with climbs and descents due to weather, ATC or traffic etc. at certain times he then gets us to show him on the board where and what altitude we were at, he continues this to a landing at another airfield near where we took off.
After the whole class predicts where we landed, he points out we are all dead because turning left onto 080 and climbing to 2000' smacks you right into a ridge that climbs to around 2600'.
Now we were all new to flying, we knew about the terrain but had only flown west to the training area at that time at 2000'
The exercise had me thinking of time and space but we all forgot about terrain and how familiarity can make things seem fine.
This might be a good way to get your point across, with some good class participation rather than just talking, if not it'll blow 20mins.
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Excellent
Great work guys/girls!
I REALLY appreciate the input. I find this an excellent tool for furthering flight safety discussions and there are some really positive and great suggestions to my question.
I have been involved in flight safety and lectures for 4 years now and there is never a dull moment. I have learnt from all the replies and will apply them all too. Only trick is to fit them into 20 mins
It is good to think outside the box and my own airspace!
Much appreciated
Alex
I REALLY appreciate the input. I find this an excellent tool for furthering flight safety discussions and there are some really positive and great suggestions to my question.
I have been involved in flight safety and lectures for 4 years now and there is never a dull moment. I have learnt from all the replies and will apply them all too. Only trick is to fit them into 20 mins
It is good to think outside the box and my own airspace!
Much appreciated
Alex
An experienced Texas International Convair 600/640 crew decided to fly VFR from Little Rock (LIT), AR, US, westbound. There was a bit of weather on their route. As to why they were not on an IFR clearance in a Part 121 plane, I have no idea.
These guys were based south of there, in Texas. Many people assume that you find no large hill or small mountain in Arkansas unless you are in northern Arkansas. Little Rock is about in the middle.
Their CV-640 with flight attendants and passengers almost cleared the top of a small mountain, Petit Jean, which is about 50 miles west/southwest of Little Rock. But they all died, about 300 feet below the top of the mountain. This hill is all by itself and is far south of the Ozarks.
Can any old-timers who flew in the early 70s tell me why a crew would choose not to operate IFR?
Supposedly the last words on the voice recorder were something like " the minimum enroute altitude is ****". Crunch.
Little Rock Airport is about 256' MSL and Petit Jean goes up to about 1800' MSL or so. LR Air Force Base (LRF) is north of LIT. When I lived in Camden and flew small turboprops, a pilot from not far away (Arkadelphia) described to me the crash, and I had assumed that the hills were all in the northern areas.
These guys were based south of there, in Texas. Many people assume that you find no large hill or small mountain in Arkansas unless you are in northern Arkansas. Little Rock is about in the middle.
Their CV-640 with flight attendants and passengers almost cleared the top of a small mountain, Petit Jean, which is about 50 miles west/southwest of Little Rock. But they all died, about 300 feet below the top of the mountain. This hill is all by itself and is far south of the Ozarks.
Can any old-timers who flew in the early 70s tell me why a crew would choose not to operate IFR?
Supposedly the last words on the voice recorder were something like " the minimum enroute altitude is ****". Crunch.
Little Rock Airport is about 256' MSL and Petit Jean goes up to about 1800' MSL or so. LR Air Force Base (LRF) is north of LIT. When I lived in Camden and flew small turboprops, a pilot from not far away (Arkadelphia) described to me the crash, and I had assumed that the hills were all in the northern areas.
Last edited by Ignition Override; 4th Mar 2006 at 06:49.
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If you are still looking for information for your talk, I found a quote by a fellow called Endsley. He is a psychologist interested in this kind of thing and produced this gem in 1988:
Situation awareness is "..the perception of the elements of the environment within a volume of time and space, the comprehension of their meaning and the projection of their status into the near future".
That sums that up then!
Situation awareness is "..the perception of the elements of the environment within a volume of time and space, the comprehension of their meaning and the projection of their status into the near future".
That sums that up then!
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Situational awareness
If you go to the CAA website you can download CAP737 which is the UK CRM guidelines. From that in one of the Appendices you will find a section that should fill your 20 min slot
Hobbitt I think that you are referring to is Dr Mica Endsley. You can download information from ‘her’ website SA Technologies – Publications.
Perhaps more relevant to the request, see the RAeS conference proceedings.
Niel Krey’s CRM Developers Resources Situation Awareness.
Enhancing Safety through Situation Awareness Integration in training. (web page intermittent)
Effective Thinking.
Perhaps more relevant to the request, see the RAeS conference proceedings.
Niel Krey’s CRM Developers Resources Situation Awareness.
Enhancing Safety through Situation Awareness Integration in training. (web page intermittent)
Effective Thinking.
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I haven't read the BALPA article (not being a member), but I have questioned the stuff we are supposed to teach more than once. For example, one of the traditional "decision making" models:
G ather all relevant information, using your senses
R eview it
A nalyze alternatives, keeping situational awareness (big picture)
D ecide and Do - make your choice and act on it
E valuate the outcome - be prepared to start all over again
only actually covers decison making in the last two steps - the first three are to do with problem solving, which is something entirely different. You can only make decisons when you have the alternatives.
If, as Mike Jenvey, says, DM is flawed in the first place, due to SA, we could be working on the wrong premise.
Phil
G ather all relevant information, using your senses
R eview it
A nalyze alternatives, keeping situational awareness (big picture)
D ecide and Do - make your choice and act on it
E valuate the outcome - be prepared to start all over again
only actually covers decison making in the last two steps - the first three are to do with problem solving, which is something entirely different. You can only make decisons when you have the alternatives.
If, as Mike Jenvey, says, DM is flawed in the first place, due to SA, we could be working on the wrong premise.
Phil
Notice anything about the replies so far?
They are all concerned with SA while AIRBORNE. To paraphrase an exemplary piece of advice from the best instructional presenter I've come across - "We need SA ALL THE TIME!! We need SA even when we're taxying; THAT'S WHAT WE'RE PAID FOR!!
For simple, but tragic, examples, recall PANAM/KLM in the Canaries or the Shorts at CdG - there are MANY more
They are all concerned with SA while AIRBORNE. To paraphrase an exemplary piece of advice from the best instructional presenter I've come across - "We need SA ALL THE TIME!! We need SA even when we're taxying; THAT'S WHAT WE'RE PAID FOR!!
For simple, but tragic, examples, recall PANAM/KLM in the Canaries or the Shorts at CdG - there are MANY more
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What a great forum!
I have noticed the trend of all being airborne, it is the first thought for most pilots when emergencies are dealt with. A very good point to make regarding the Clipper and Pan Am disaster, I've researched and compiled a report on in it in the past and, funnily enough, did not think to tie it in with SA. But I think I'll do just that.
20 Mins will "fly" past very quickly (excuse the pun!)
Thanks all
FM
I have noticed the trend of all being airborne, it is the first thought for most pilots when emergencies are dealt with. A very good point to make regarding the Clipper and Pan Am disaster, I've researched and compiled a report on in it in the past and, funnily enough, did not think to tie it in with SA. But I think I'll do just that.
20 Mins will "fly" past very quickly (excuse the pun!)
Thanks all
FM
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What ever you do. Keep it simple.
If in a classroom use the classroom.
People will have preconceived ideas, change them.
I.e. set up the room as normal (flip chart etc at the front). But run the talk and explain things from the rear. Those who are aware will turn round; those who are not will continue to face the front.
If in a classroom use the classroom.
People will have preconceived ideas, change them.
I.e. set up the room as normal (flip chart etc at the front). But run the talk and explain things from the rear. Those who are aware will turn round; those who are not will continue to face the front.
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My favourite example of SA is based on drivng the car. This is maybe something everyone can relate to?
Imagine you are driving along in your car during rush hour traffic in a built-up urban environment. The road has two lanes in each direction with numerous roads to the left and right.
You are in the left lane. The person in front suddenly indicates and brakes to turn left.
If you have no SA, you will run into them.
If you have any SA at all, you will brake behind them.
If you have good SA you will already be aware that they are going to turn left. Their road positioning, loss of speed, etc will have clued you in.
If you have excellent SA, then you will already be aware that they are turning left and wil have a strategy for changing lanes, including being aware of where cars in the right lane are located.
Any comments?
Regards,
Shuttlebus
Imagine you are driving along in your car during rush hour traffic in a built-up urban environment. The road has two lanes in each direction with numerous roads to the left and right.
You are in the left lane. The person in front suddenly indicates and brakes to turn left.
If you have no SA, you will run into them.
If you have any SA at all, you will brake behind them.
If you have good SA you will already be aware that they are going to turn left. Their road positioning, loss of speed, etc will have clued you in.
If you have excellent SA, then you will already be aware that they are turning left and wil have a strategy for changing lanes, including being aware of where cars in the right lane are located.
Any comments?
Regards,
Shuttlebus
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Mike,
Thanks for the comments! And Male of course
Perhaps I should have summarised my earlier post. The essence of being SA is IMHO being aware of the"knowns" so the the only things affecting a decision are the sudden unexpected "unknowns" i.e. conflicting traffic (air or ground), unexpected weather, requested changes in course etc.
Good SA will reduce the unknowns in the decision set.... if you are really good the solution may just be obvious.
As Paco points out the decision making only comes at the end - SA is based on observation and a continual thought process....
(and you will be in the right lane if the gap was big enough
)
Thanks for the comments! And Male of course
Perhaps I should have summarised my earlier post. The essence of being SA is IMHO being aware of the"knowns" so the the only things affecting a decision are the sudden unexpected "unknowns" i.e. conflicting traffic (air or ground), unexpected weather, requested changes in course etc.
Good SA will reduce the unknowns in the decision set.... if you are really good the solution may just be obvious.
As Paco points out the decision making only comes at the end - SA is based on observation and a continual thought process....
(and you will be in the right lane if the gap was big enough
)
Last edited by shuttlebus; 6th Mar 2006 at 16:18.
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SA
Some more great ideas, I like the one about presenting from the back of the class room! Brilliant
It is a little difficult to identify loss of situational awareness, due to the lack of situational awareness, any tips on how this can be solved, discussed or other??
FM
It is a little difficult to identify loss of situational awareness, due to the lack of situational awareness, any tips on how this can be solved, discussed or other??
FM
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So I wold say them, that situational awareness is complex function of ideas when we are trying to now who and where we are now, and what, who and where we want to be in next 10 seconds and having idea where we are going to be in few next minutes. And than I would express real examples when I have been on edge of the limits and several seconds behind the airplane. Because such real examples from my recent experience combined with well known stories from mine recent captains are very useful for me now. (having 6000 hours on 737, 1500 in-command)