1. IFR Decision Making

2. Go/no-go Decision
Pilot
Aircraft
Environment
Operation
Situation

3. Decision Making Process
Reactive
Dealing with events as they come up
Proactive
Planning for and rehearsing problems before they arise

4. Fatal Weather Accident Types
Attempting VFR flight into IFR Conditions
Spatial Disorientation
Instrument Approaches
CFIT
Loss of Control in IFR Conditions
Convective activity

5. Poor Judgement Chain
Accidents are not usually caused by a single event
Usually there are a string of poor decisions, which continue to narrow the number of options available to the pilot until he is faced with a decision with no good outcome

6. DECIDE MODEL Recognize a change Define the problem
Choose a course of action
Implement your decision
Ensure your decision is producing the desire result

7. Self Assessment I - Illness M - Medication S - Stress A - Alcohol
F - Fatigue
E - Emotion or Eat

8. Self Assessment Personal Minimums Ceiling/Visibility Wind Approach
Currency
Aircraft
Enroute

9. Hazardous Attitudes Anti Authority Invulnerability Macho Impulsive
Resignation

10. Communication Effective Listening Barriers to communications
Transmitter
Medium
Receiver

11. Resource Use Internal External Flight Log GPS Weather Radar ATC
Flight Watch

12. Workload Management Planning and Preparation Prioritizing
Work Overload

13. Situational Awareness
Visualization
CFIT - Controlled Flight into Terrain
Positional awareness
Obstacles to Situational awareness
Systems with complicated data entry
Radar Vectors
Malfunctioning equipment

14. A J31
A pilot is more subject to spatial disorientation if
A. body signals are used to interpret flight attitude.
B. kinesthetic senses are ignored.
C. eyes are moved often in the process of cross checking the flight instruments.

15. A J31
A pilot is more subject to spatial disorientation if
A. body signals are used to interpret flight attitude.

16. A J31
Which procedure is recommended to prevent or overcome spatial disorientation?
A. Reduce head and eye movements to the extent possible.
B. Rely on the kinesthetic sense.
C. Rely on the indications of the flight instruments.

17. A J31
Which procedure is recommended to prevent or overcome spatial disorientation?
C. Rely on the indications of the flight instruments.

18. A J31
The sensations which lead to spatial disorientation during instrument flight conditions
A. occur, in most instances, during the initial period of transition from visual to instrument flight.
B. are frequently encountered by beginning instrument pilots, but never by pilots with moderate instrument experience.
C. must be suppressed and complete reliance placed on the indications of the flight instruments.

19. A J31
The sensations which lead to spatial disorientation during instrument flight conditions
C. must be suppressed and complete reliance placed on the indications of the flight instruments.

20. A J31
How can an instrument pilot best overcome spatial disorientation?
A. Rely on kinesthetic sense.
B. Use a very rapid cross check.
C. Read and interpret the flight instruments, and act accordingly.

21. A J31
How can an instrument pilot best overcome spatial disorientation?
C. Read and interpret the flight instruments, and act accordingly.

22. A I02
Without visual aid, a pilot often interprets centrifugal force as a sensation of
A. rising or falling.
B. motion reversal.
C. turning.

23. A I02
Without visual aid, a pilot often interprets centrifugal force as a sensation of
A. rising or falling.

24. A J31
Abrupt head movement during a prolonged constant rate turn in IMC or simulated instrument conditions can cause
A. elevator illusion.
B. pilot disorientation.
C. false horizon.

25. A J31
Abrupt head movement during a prolonged constant rate turn in IMC or simulated instrument conditions can cause
B. pilot disorientation.

26. A J31
An abrupt change from climb to straight-and-level flight can create the illusion of
A. tumbling backwards.
B. a descent with the wings level.
C. a noseup attitude.

27. A J31
An abrupt change from climb to straight-and-level flight can create the illusion of
A. tumbling backwards.

28. A J31
A rapid acceleration during takeoff can create the illusion of
A. diving into the ground.
B. spinning in the opposite direction.
C. being in a noseup attitude.

29. A J31
A rapid acceleration during takeoff can create the illusion of
C. being in a noseup attitude.

30. A J31
A sloping cloud formation, an obscured horizon, and a dark scene spread with ground lights and stars can create an illusion known as
A. elevator illusions.
B. autokinesis.
C. false horizons

31. A J31
A sloping cloud formation, an obscured horizon, and a dark scene spread with ground lights and stars can create an illusion known as
C. false horizons

32. A I05
While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate level pitch attitude is reached when the
A. altimeter and vertical speed reverse their trend and the airspeed stops its movement.
B. airspeed arrives at cruising speed, the altimeter reverses its trend, and the vertical speed stops its movement.
C. airspeed and altimeter stop their movement and the VSI reverses its trend.

33. A I05
While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate level pitch attitude is reached when the
C. airspeed and altimeter stop their movement and the VSI reverses its trend.

34. A I05
If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied on to determine pitch attitude before starting recovery?
A. Airspeed and altimeter.
B. Turn indicator and VSI.
C. VSI and airspeed to detect approaching VSI or VMO.

35. A I05
If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied on to determine pitch attitude before starting recovery?
A. Airspeed and altimeter.

36. A I05
Which is the correct sequence for recovery from a spiraling, nose low, increasing airspeed, unusual flight attitude?
A. Reduce power, raise the nose to level attitude, and correct the bank attitude.
B. Reduce power, correct the bank attitude, and raise the nose to a level attitude.
C. Increase pitch attitude, reduce power, and level wings.

37. A I05
Which is the correct sequence for recovery from a spiraling, nose low, increasing airspeed, unusual flight attitude?
B. Reduce power, correct the bank attitude, and raise the nose to a level attitude.

38. A I05
During recoveries from unusual attitudes, level flight is attained the instant
A. the altimeter and airspeed needles stop prior to reversing their direction of movement.
B. the horizon bar on the attitude indicator is exactly overlapped with the miniature airplane.
C. a zero rate of climb is indicated on the VSI.

39. A I05
During recoveries from unusual attitudes, level flight is attained the instant
A. the altimeter and airspeed needles stop prior to reversing their direction of movement.