Chapter Six: Aeromedical Factors Page 1 of 5

Copyrightã 2001 Gleim Publications, Inc.

Commercial Pilot
Chapter Six:
Aeromedical Factors and Aeronautical Decision Making (ADM)

6.1 HYPOXIA AND ALCOHOL (Questions 1-3)

6.2 HYPERVENTILATION (Questions 4-7)

6.3 SPATIAL DISORIENTATION (Question 8)

6.4 PILOT VISION (Question 9)

6.5 AERONAUTICAL DECISION MAKING (ADM) (Questions 10-32)

Copyrightã 2001 Gleim Publications, Inc.

Copyrightã 2001 Gleim Publications, Inc.

Commercial Pilot
Chapter Six:
Aeromedical Factors and Aeronautical Decision Making

6.1 HYPOXIA AND ALCOHOL (Questions 1-3)

1. Hypoxia is a state of oxygen deficiency in the body sufficient to impair functions of the brain and
other organs.
2. Hypoxia susceptibility due to inhalation of carbon monoxide increases as altitude increases.
3. Even small amounts of alcohol in the body adversely affect judgment and decision making
abilities.

6.2 HYPERVENTILATION (Questions 4-7)

6.3 SPATIAL DISORIENTATION (Question 8)

6.4 PILOT VISION (Question 9)

6.5 AERONAUTICAL DECISION MAKING (ADM) (Questions 10-32)

Copyrightã 2001 Gleim Publications, Inc.

Copyrightã 2001 Gleim Publications, Inc.

file:///C:/Users/reyes/AppData/Local/Temp/~hh79CE.htm 11/23/2024
Chapter Six: Aeromedical Factors Page 2 of 5

Commercial Pilot
Chapter Six:
Aeromedical Factors and Aeronautical Decision Making

6.1 HYPOXIA AND ALCOHOL (Questions 1-3)

6.2 HYPERVENTILATION (Questions 4-7)

1. Hyperventilation occurs when an excessive amount of air is breathed in and out of the lungs; e.g.,
when you become excited, undergo stress, tension, fear, or anxiety.
1. This results in insufficient carbon dioxide in the body.
2. Symptoms include lightheadedness, suffocation, drowsiness, tingling in the extremities, and
coolness. Incapacitation and finally unconsciousness can occur.
3. To overcome hyperventilation, a pilot should slow the breathing rate.

6.3 SPATIAL DISORIENTATION (Question 8)

6.4 PILOT VISION (Question 9)

6.5 AERONAUTICAL DECISION MAKING (ADM) (Questions 10-32)

Copyrightã 2001 Gleim Publications, Inc.

Copyrightã 2001 Gleim Publications, Inc.

Commercial Pilot
Chapter Six:
Aeromedical Factors and Aeronautical Decision Making

6.1 HYPOXIA AND ALCOHOL (Questions 1-3)

6.2 HYPERVENTILATION (Questions 4-7)

6.3 SPATIAL DISORIENTATION (Question 8)

1. To best overcome spatial disorientation, a pilot should rely on aircraft instrument indications.

6.4 PILOT VISION (Question 9)

6.5 AERONAUTICAL DECISION MAKING (ADM) (Questions 10-32)

Copyrightã 2001 Gleim Publications, Inc.

file:///C:/Users/reyes/AppData/Local/Temp/~hh79CE.htm 11/23/2024
Chapter Six: Aeromedical Factors Page 3 of 5

Copyrightã 2001 Gleim Publications, Inc.

Commercial Pilot
Chapter Six:
Aeromedical Factors and Aeronautical Decision Making

6.1 HYPOXIA AND ALCOHOL (Questions 1-3)

6.2 HYPERVENTILATION (Questions 4-7)

6.3 SPATIAL DISORIENTATION (Question 8)

6.4 PILOT VISION (Question 9)

1. To scan for other aircraft during the day, use a series of short, regularly spaced eye movements
that bring successive areas of the sky into the center of your vision field.
1. Each movement should not exceed 10°, and each area should be observed for at least
1 second.

6.5 AERONAUTICAL DECISION MAKING (ADM) (Questions 10-32)

Copyrightã 2001 Gleim Publications, Inc.

Copyrightã 2001 Gleim Publications, Inc.

Commercial Pilot
Chapter Six:
Aeromedical Factors and Aeronautical Decision Making

6.1 HYPOXIA AND ALCOHOL (Questions 1-3)

6.2 HYPERVENTILATION (Questions 4-7)

6.3 SPATIAL DISORIENTATION (Question 8)

6.4 PILOT VISION (Question 9)

6.5 AERONAUTICAL DECISION MAKING (ADM) (Questions 10-32)

1. Aeronautical decision making (ADM) is a systematic approach to the mental process used by
pilots to consistently determine the best course of action in response to a given set of
circumstances.
2. Risk management is the part of the ADM process which relies on situational awareness, problem

file:///C:/Users/reyes/AppData/Local/Temp/~hh79CE.htm 11/23/2024
Chapter Six: Aeromedical Factors Page 4 of 5

recognition, and good judgement to reduce risks associated with each flight.
3. The ADM process addresses all aspects of decision making in the cockpit and identifies the steps
involved in good decision making.
1. One of the steps for good decision making is for you to identify personal hazardous
attitudes to safe flight.
1. 1) This is accomplished by taking a Self-Assessment Hazardous Attitude Inventory
Test.
4. There are a number of classical behavioral traps into which pilots have been known to fall.
1. Experienced pilots, as a rule, always try to complete a flight as planned, please passengers,
meet schedules, and generally demonstrate that they have the "right stuff."
2. The basic drive to demonstrate the "right stuff" can have an adverse effect on safety and can
impose an unrealistic assessment of piloting skills under stressful conditions.
1. 1) These tendencies ultimately may lead to practices that are dangerous and often
illegal and that may result in a mishap.
5. Most pilots have fallen prey to dangerous tendencies or behavioral problems at some time. Some
of these dangerous tendencies or behavioral patterns, which must be identified and eliminated,
include
1. Peer pressure
2. Get-there-itis
3. Loss of positional or situational awareness
4. Operating without adequate fuel reserves
6. ADM addresses the following five hazardous attitudes:
1. Antiauthority — "Do not tell me!"
1. 1) Example: The passengers for a charter flight have arrived almost an hour late for a
flight that requires a reservation. An antiauthority attitude (reaction) by the pilot
would be to think that those reservation rules do not apply to this flight.
2. Impulsivity — "Do something quickly without thinking!"
1. 1) Example: The pilot and the passengers are anxious to get to their destination for a
business presentation, but level 4 thunderstorms are reported to be in a line across
their intended route of flight. An impulsivity attitude (reaction) would be for the pilot
to "hurry and get going" before things get worse.
3. Invulnerability — "It will not happen to me."
1. 1) Example: During an operational check of the cabin pressurization system, the pilot
discovers that the rate control feature is inoperative. Since the pilot knows that (s)he
can manually control the system, the pilot elects to disregard the discrepancy and
departs on the trip. An invulnerability attitude (reaction) would be to think, "What is
the worst that could happen? (Problems happen to other people.)"
4. Macho — "I can do it."
1. 1) Example: While on an IFR flight, a pilot emerges from a cloud to find himself
within 300 feet of a helicopter. A macho attitude (reaction) by the pilot would be to
fly a little closer to the helicopter, just to "show" the other pilot.
5. Resignation — "What is the use?"
1. 1) Example: A pilot and friends are going to fly to an out-of-town football game.
When the passengers arrive, the pilot determines that the loaded airplane will be over
the maximum gross weight for takeoff with the existing fuel load. A resignation
attitude (reaction) by the pilot would be to think, "Well, nobody told me about the
extra weight."
7. Hazardous attitudes that contribute to poor pilot judgment can be effectively counteracted by
redirecting those hazardous attitudes so that appropriate action can be taken.
8. Recognition of hazardous thoughts is the first step in neutralizing them in the ADM process.
9. When you recognize a hazardous thought, you should label it as hazardous and then correct it by

file:///C:/Users/reyes/AppData/Local/Temp/~hh79CE.htm 11/23/2024
Chapter Six: Aeromedical Factors Page 5 of 5

stating the corresponding antidote.

10. The hazardous attitude antidotes, shown below, should be learned thoroughly and practiced.
Hazardous Attitude Antidote
Antiauthority: Don't tell me! "Follow the rules. They are usually right."
Impulsivity: Do something quickly! "Not so fast. Think first."
Invulnerability: It won't happen to me. "It could happen to me."
Macho: I can do it. "Taking chances is foolish."
"I'm not helpless. I can make a
Resignation: What's the use?
difference."
11. Good cockpit stress management begins with good life stress management.
1. Since many of the stress coping techniques practiced for life stress management are not
usually practiced in flight, you must condition yourself to relax and think rationally when
stress occurs.
12. The Decide Model is comprised of a six-step process to provide pilots with a logical way of
approaching ADM. The six steps (in order) are
1. Detect. The decision maker detects the fact that change has occurred.
2. Estimate. The decision maker estimates the need to counter or react to the change.
3. Choose. The decision maker chooses a desirable outcome (in terms of success) for the
flight.
4. Identify. The decision maker identifies actions which could successfully control the change.
5. Do. The decision maker takes the necessary action.
6. Evaluate. The decision maker evaluates the effect(s) of his action countering the change.

Copyrightã 2001 Gleim Publications, Inc.

file:///C:/Users/reyes/AppData/Local/Temp/~hh79CE.htm 11/23/2024