İnsan Performansı mülakat soruları

Plan sleep so you report rested, ideally waking a few hours before duty, as you would before a normal working day. Protect enough sleep in the hours before report time, even when the schedule works against your body clock.

Fatigue comes mainly from too little or poor-quality sleep and from heavy workload or stress, made worse by circadian disruption and long or irregular duty periods.

Fatigue slows reaction time, degrades judgement and decision-making, and raises the chance of human error, together with poorer attention, memory and communication.

Hypoxia is a condition in which the body's tissues, especially the brain, receive less oxygen than they need to function properly. In flight it is mainly caused by the lower partial pressure of oxygen at altitude.

Altitude. As pressure falls, so does the partial pressure of oxygen, and less oxygen crosses into the blood. Time at altitude, exertion, illness, fatigue, alcohol or drugs, smoking and cold make it worse.

Approximate TUC: FL180 about 20-30 min; FL250 about 3-5 min; FL300 about 1-2 min; FL350 about 30-60 s; FL400 about 15-20 s; FL450 and above about 9-15 s. After a rapid decompression, these times can roughly halve.

Typical signs: cyanosis (blue lips and nails), personality change or euphoria, impaired judgement, poor coordination and muscle control, memory loss, reduced vision and other senses, faster breathing, then loss of consciousness.

Restore oxygen at once: crew put on 100% oxygen masks. If cabin altitude is high, descend to 10,000 ft or to the minimum safe altitude if that is higher. Pilots must know their oxygen and decompression drills whenever hypoxia is possible.

Hyperventilation is breathing faster or deeper than the body needs, which washes out too much carbon dioxide. The blood becomes alkaline (respiratory alkalosis), producing symptoms that look like hypoxia.

Hypoxia, anxiety or stress, motion sickness, vibration, heat, high g-loads, pain and similar stressors that drive breathing beyond the body's needs.

Dizziness or light-headedness, tingling in the hands and around the lips, visual disturbance, hot or cold feelings, anxiety, muscle spasms, sharply reduced performance and eventually unconsciousness. These closely resemble hypoxia.

Above about 10,000 ft, assume hypoxia and give oxygen first. Below that, slow and control the breathing rate and depth, for example by talking the person down to calm, slow breathing, and remove the cause.

Carbon monoxide (CO). In piston aircraft whose cabin heat comes from a shroud around the exhaust, a leak can let this odourless gas into the cabin, causing headache, impaired judgement and eventually unconsciousness.

Carbon monoxide is a colourless, odourless toxic gas that grabs haemoglobin's oxygen-carrying sites far more strongly than oxygen does. The blood then delivers too little oxygen to the brain and body, even though the air itself contains normal oxygen.

It forms during combustion of fuel in the engine, especially incomplete combustion in piston engines. It reaches the cockpit through exhaust leaks, typically via a cabin heater that warms air around the exhaust manifold.

You usually cannot sense it, because it is odourless and invisible. Detection relies on CO detectors (colour-change cards or electronic alarms) and on recognising symptoms. Cherry-red skin is a late sign of prolonged exposure.

Headache, dizziness, nausea, breathing changes or breathlessness, blurred or reduced vision, impaired judgement, drowsiness, and finally loss of consciousness.

Turn the cabin heat off, stop any smoking, open fresh-air vents or windows, put on oxygen if available, then land as soon as practicable and seek medical attention.

In a uniform white environment with no contrast, depth and distance perception fail. The pilot cannot judge height or distance to a white surface and may believe it is further away than it is.

When there is nothing to focus on, such as in cloud, haze, darkness or empty sky, the eyes relax to a near focus of about 1-2 m. Distant objects such as other aircraft are then missed.

On a night approach over dark, featureless terrain or water with only the runway lights visible, pilots tend to feel higher than they are. They fly a dangerously low, shallow approach and risk landing short or hitting terrain.

At night, empty field myopia affects lookout in cruise, and black-hole-type illusions affect the approach. The pilot feels higher, judging the runway as further below than it really is, and tends to fly low and land short.

Commonly: at least 12 hours after a no-decompression dive, and 24 hours after dives needing decompression stops or repeated dives. Some operators require 24-48 hours. The aim is to avoid decompression sickness when cabin pressure falls.

Risky shift means that a group discussing a decision often ends up choosing a bolder, more hazardous option than most of its members would pick if each decided alone.

In a group. Shared responsibility and confidence in others' judgement mean groups tend to accept more risk than individuals would. This is the risky shift effect.

Meet the legal minimum, for example 8 hours under FAA rules, and stay below the alcohol limit (EASA 0.2 g/L blood, FAA 0.04% BAC). You also need to be free of any after-effects. After heavy drinking, 24 hours or more may be needed, and many airlines set longer limits.