Cognitive Bias

-

Human perception is a “conscious sensory experience” that utilizes a combination of our senses and our brain to filter and read those sensory inputs (Goldstein, 2010).  Research has revealed that there are a number of common ways that our brains can “trick” us into a misconception of the reality or truth of a situation.  These biases serve as filters, hindering our ability to make accurate decisions.  While some of these biases may not have a large effect on the final outcome of our decision choices in most situations, in certain high risk decision making, the outcome of a decision that is improperly filtered by cognitive bias can be fatal.

http://airlinesafety.wordpress.com/2014/04/21/the-role-of-cognitive-bias-in-aircraft-accidents/


Comments

Post a Comment

Popular posts from this blog

Low level windshear in approach. Positive versus Negative

-
Image
Low-level windshear is a sudden change in wind speed or direction. It can be in the horizontal plane, the most common one, or in the vertical plane, in which you will deal with a change in height. It can be associated with frontal masses, thunderstorms, low-level mountain waves (as usually found in islands) or mechanical turbulence. We can distinguish two different types of low-level windshear in the horizontal axis. Positive wind shear and negative wind shear. Let's explain the difference between them both. Disclaimer: Actions that we need to take in windshear situations are very well described in the FCOM of all Companies. Usually when we find an alert, you need to go around. But what happens if we don't find the alert? Positive windshear is a sudden increase in headwind, making the airspeed rise and making the aircraft fly above the glide slope. If you are told to expect positive windshear on final, you should land with a lower setting of flaps, so a...
Read more

The Hurry-up syndrome

-
Image
The Hurry-up syndrome  by Javier Viana This article is about time pressure in the cockpit, or hurry up syndrome or get-there-it is , as you want to call it and their relation to errors. Although time pressure could be perceived in both seats, that is, as a Captain or as a First Officer, the Captain is the one responsible to establish a pace in the execution of SOP in the cockpit, and finally he will be responsible in front of the Company supervisor for the delay in the flight. First of all, we need to set the basis of what an error is. For that, I have taken the Professor Reason’s types of error that follows. Professor Reason suggests an error classification. The most well-known of these are slips, lapses, and mistakes. Violations are not taken as errors. Slips  can be thought of as actions not carried out as intended or planned, e.g. When you are changing the frequency in your audio box and you finger trouble it or when you fill out the flight log book with...
Read more