相关题目
Research programs on flight-crew distractions have identified 34 different types of activities that have led to errors in the cockpit. Ninety percent of these fall into one of three broad categories: communication, head-down work, and responding to abnormal situations. A well-known example is the December 1972 crash of an Eastern Airlines on approach into Miami International Airport. The crew was so busy looking at a landing gear light and did not notice that someone had turned off the autopilot by mistake. A review was made of reports of accidents caused by crew error. Nearly half involved a loss of attention because of interruptions, distractions or thinking about one task and forgetting others. Several ideas help crews to prevent errors. Conversation is a powerful distracter so it must be kept brief at critical moments. Head-down tasks greatly reduce the ability to monitor what the other pilot and the aircraft are doing, so one pilot must be clearly assigned to flying pilot-flying (PF) and one to non flying responsibilities pilot-not-flying (PNF). Vital tasks need to be scheduled so that they will not conflict with another vital task. When two important tasks must be performed at the same time, the pilots must set up a scan and avoid letting attention linger too long on either duty. They must treat interruptions as red flags. Research into the way the brain works shows that people can only perform two tasks at the same time in a few circumstances, even if they are skillful in performing each task separately. Broadly speaking, humans have two mental systems with which they perform tasks, they wrote. One involves conscious control; the other is an automatic system that operates largely outside of conscious control. Conscious control is required when the task is new, difficult or dangerous; when an automatic process must be put aside to prevent habit capture going back to an old habit because a new system must be followed.3. The researchers’ suggestion is to （ ）.
Research programs on flight-crew distractions have identified 34 different types of activities that have led to errors in the cockpit. Ninety percent of these fall into one of three broad categories: communication, head-down work, and responding to abnormal situations. A well-known example is the December 1972 crash of an Eastern Airlines on approach into Miami International Airport. The crew was so busy looking at a landing gear light and did not notice that someone had turned off the autopilot by mistake. A review was made of reports of accidents caused by crew error. Nearly half involved a loss of attention because of interruptions, distractions or thinking about one task and forgetting others. Several ideas help crews to prevent errors. Conversation is a powerful distracter so it must be kept brief at critical moments. Head-down tasks greatly reduce the ability to monitor what the other pilot and the aircraft are doing, so one pilot must be clearly assigned to flying pilot-flying (PF) and one to non flying responsibilities pilot-not-flying (PNF). Vital tasks need to be scheduled so that they will not conflict with another vital task. When two important tasks must be performed at the same time, the pilots must set up a scan and avoid letting attention linger too long on either duty. They must treat interruptions as red flags. Research into the way the brain works shows that people can only perform two tasks at the same time in a few circumstances, even if they are skillful in performing each task separately. Broadly speaking, humans have two mental systems with which they perform tasks, they wrote. One involves conscious control; the other is an automatic system that operates largely outside of conscious control. Conscious control is required when the task is new, difficult or dangerous; when an automatic process must be put aside to prevent habit capture going back to an old habit because a new system must be followed.2. The Miami accident in December 1972 was caused by （ ）.
Research programs on flight-crew distractions have identified 34 different types of activities that have led to errors in the cockpit. Ninety percent of these fall into one of three broad categories: communication, head-down work, and responding to abnormal situations. A well-known example is the December 1972 crash of an Eastern Airlines on approach into Miami International Airport. The crew was so busy looking at a landing gear light and did not notice that someone had turned off the autopilot by mistake. A review was made of reports of accidents caused by crew error. Nearly half involved a loss of attention because of interruptions, distractions or thinking about one task and forgetting others. Several ideas help crews to prevent errors. Conversation is a powerful distracter so it must be kept brief at critical moments. Head-down tasks greatly reduce the ability to monitor what the other pilot and the aircraft are doing, so one pilot must be clearly assigned to flying pilot-flying (PF) and one to non flying responsibilities pilot-not-flying (PNF). Vital tasks need to be scheduled so that they will not conflict with another vital task. When two important tasks must be performed at the same time, the pilots must set up a scan and avoid letting attention linger too long on either duty. They must treat interruptions as red flags. Research into the way the brain works shows that people can only perform two tasks at the same time in a few circumstances, even if they are skillful in performing each task separately. Broadly speaking, humans have two mental systems with which they perform tasks, they wrote. One involves conscious control; the other is an automatic system that operates largely outside of conscious control. Conscious control is required when the task is new, difficult or dangerous; when an automatic process must be put aside to prevent habit capture going back to an old habit because a new system must be followed.1. Which of the following is NOT the main reason for pilot’s distraction?
A nap is a period of sleep lasting between 20 minutes and 2 hours. It plays a fundamental role in reducing sleep insufficiency. After a normal night’s sleep, drowsiness has a peak in the middle of the afternoon and another peak at night. The period of least drowsiness is located between these two peaks. Napping early in the afternoon is a manifestation of the spontaneous two-phase character of sleep common to all individuals. The flight crew should alternate their rest and activities, including cockpit napping. If 2-pilot crew synchronize their activities along the flight, they tend to be active at the same moment and consequently to be tired at the same moment. Therefore, members of the flight crew are suggested to desynchronize their activities through alternating passive and active flight monitoring to avoid simultaneous decreases of their alertness. In the case of extreme sleepiness, an appropriate napping strategy should be adopted by each of them. Naps of around 20 minutes were taken during flight and planned in order not to disturb the regular flight progress; they had to be taken until one hour before descent at the latest. Studies have shown that: - pilots, while resting at their seats, can quickly obtain short sleep periods of good quality; - naps increase performance as assessed by reaction time tests; - pilots of the nap group had 5 times less drowsiness episodes than the control group, indicating the efficiency of these naps in maintaining alertness during flight.5. Which of the following statements is not true?
A nap is a period of sleep lasting between 20 minutes and 2 hours. It plays a fundamental role in reducing sleep insufficiency. After a normal night’s sleep, drowsiness has a peak in the middle of the afternoon and another peak at night. The period of least drowsiness is located between these two peaks. Napping early in the afternoon is a manifestation of the spontaneous two-phase character of sleep common to all individuals. The flight crew should alternate their rest and activities, including cockpit napping. If 2-pilot crew synchronize their activities along the flight, they tend to be active at the same moment and consequently to be tired at the same moment. Therefore, members of the flight crew are suggested to desynchronize their activities through alternating passive and active flight monitoring to avoid simultaneous decreases of their alertness. In the case of extreme sleepiness, an appropriate napping strategy should be adopted by each of them. Naps of around 20 minutes were taken during flight and planned in order not to disturb the regular flight progress; they had to be taken until one hour before descent at the latest. Studies have shown that: - pilots, while resting at their seats, can quickly obtain short sleep periods of good quality; - naps increase performance as assessed by reaction time tests; - pilots of the nap group had 5 times less drowsiness episodes than the control group, indicating the efficiency of these naps in maintaining alertness during flight.4. What is the meaning of synchronize in the second paragraph?
A nap is a period of sleep lasting between 20 minutes and 2 hours. It plays a fundamental role in reducing sleep insufficiency. After a normal night’s sleep, drowsiness has a peak in the middle of the afternoon and another peak at night. The period of least drowsiness is located between these two peaks. Napping early in the afternoon is a manifestation of the spontaneous two-phase character of sleep common to all individuals. The flight crew should alternate their rest and activities, including cockpit napping. If 2-pilot crew synchronize their activities along the flight, they tend to be active at the same moment and consequently to be tired at the same moment. Therefore, members of the flight crew are suggested to desynchronize their activities through alternating passive and active flight monitoring to avoid simultaneous decreases of their alertness. In the case of extreme sleepiness, an appropriate napping strategy should be adopted by each of them. Naps of around 20 minutes were taken during flight and planned in order not to disturb the regular flight progress; they had to be taken until one hour before descent at the latest. Studies have shown that: - pilots, while resting at their seats, can quickly obtain short sleep periods of good quality; - naps increase performance as assessed by reaction time tests; - pilots of the nap group had 5 times less drowsiness episodes than the control group, indicating the efficiency of these naps in maintaining alertness during flight.3. How should a 2-pilot crew group schedule their naps?
A nap is a period of sleep lasting between 20 minutes and 2 hours. It plays a fundamental role in reducing sleep insufficiency. After a normal night’s sleep, drowsiness has a peak in the middle of the afternoon and another peak at night. The period of least drowsiness is located between these two peaks. Napping early in the afternoon is a manifestation of the spontaneous two-phase character of sleep common to all individuals. The flight crew should alternate their rest and activities, including cockpit napping. If 2-pilot crew synchronize their activities along the flight, they tend to be active at the same moment and consequently to be tired at the same moment. Therefore, members of the flight crew are suggested to desynchronize their activities through alternating passive and active flight monitoring to avoid simultaneous decreases of their alertness. In the case of extreme sleepiness, an appropriate napping strategy should be adopted by each of them. Naps of around 20 minutes were taken during flight and planned in order not to disturb the regular flight progress; they had to be taken until one hour before descent at the latest. Studies have shown that: - pilots, while resting at their seats, can quickly obtain short sleep periods of good quality; - naps increase performance as assessed by reaction time tests; - pilots of the nap group had 5 times less drowsiness episodes than the control group, indicating the efficiency of these naps in maintaining alertness during flight.2. What is the appropriate attitude of pilots towards naps?
A nap is a period of sleep lasting between 20 minutes and 2 hours. It plays a fundamental role in reducing sleep insufficiency. After a normal night’s sleep, drowsiness has a peak in the middle of the afternoon and another peak at night. The period of least drowsiness is located between these two peaks. Napping early in the afternoon is a manifestation of the spontaneous two-phase character of sleep common to all individuals. The flight crew should alternate their rest and activities, including cockpit napping. If 2-pilot crew synchronize their activities along the flight, they tend to be active at the same moment and consequently to be tired at the same moment. Therefore, members of the flight crew are suggested to desynchronize their activities through alternating passive and active flight monitoring to avoid simultaneous decreases of their alertness. In the case of extreme sleepiness, an appropriate napping strategy should be adopted by each of them. Naps of around 20 minutes were taken during flight and planned in order not to disturb the regular flight progress; they had to be taken until one hour before descent at the latest. Studies have shown that: - pilots, while resting at their seats, can quickly obtain short sleep periods of good quality; - naps increase performance as assessed by reaction time tests; - pilots of the nap group had 5 times less drowsiness episodes than the control group, indicating the efficiency of these naps in maintaining alertness during flight.1. What does drowsiness in the first paragraph mean?
An MD80 was level at FL340 heading north, about to descend. The controller did not detect a converging eastbound B737 and, therefore, cleared the MD80 to descend to FL300. When the MD80 started its descent, a Short Term Conflict Alert was triggered. In the attempt to rectify the error, the controller instructed the MD80 to stop the descent. Under stress, he issued a confusing instruction for the B737 to turn. The pilot did not respond. At this point, both aircraft received a coordinate RA: The MD80 received a Climb RA that he followed correctly while advising the controller. The B737 pilot received a Descend RA, which was also complied with. As a result of the coordinated Climb and Descend RAs, the two aircraft passed each other with a vertical separation of 1400 feet and a horizontal separation of 0.6 nautical miles. A simulation undertaken later showed that the vertical separation would have been only 100 feet without these maneuvers. 5. What is the vertical separation of the two aircraft when they passed each other?
An MD80 was level at FL340 heading north, about to descend. The controller did not detect a converging eastbound B737 and, therefore, cleared the MD80 to descend to FL300. When the MD80 started its descent, a Short Term Conflict Alert was triggered. In the attempt to rectify the error, the controller instructed the MD80 to stop the descent. Under stress, he issued a confusing instruction for the B737 to turn. The pilot did not respond. At this point, both aircraft received a coordinate RA: The MD80 received a Climb RA that he followed correctly while advising the controller. The B737 pilot received a Descend RA, which was also complied with. As a result of the coordinated Climb and Descend RAs, the two aircraft passed each other with a vertical separation of 1400 feet and a horizontal separation of 0.6 nautical miles. A simulation undertaken later showed that the vertical separation would have been only 100 feet without these maneuvers. 4. What eventually prevented an air miss from happening?
