HI.VII.B.R8
Risk managementConfirmation or expectation bias as related to taxi instructions.
From the FAA library
- Chapter 5. Air Traffic Procedures › Section 1. Preflight › 5-1-16. RNAV and RNP Operations
During system initialization, pilots of aircraft equipped with a Flight Management System or other RNAV-certified system, must confirm that the navigation database is current, and verify that the aircraft position has been entered correctly. Flight crews should crosscheck ... other applicable resources, as well as the navigation system textual display and the aircraft map display. This process includes confirmation of the waypoints sequence, reasonableness of track angles and distances, any altitude or speed constraints, and identification…
- Chapter 5. Air Traffic Procedures › Section 3. En Route Procedures › 5-3-2. Position Reporting
repeated to the pilot when handed off to another controller. At times, the aircraft identity will be confirmed by the receiving controller; however, this should not be construed to mean that radar contact has been lost. The identity of transponder ... equipped aircraft will be confirmed by asking the pilot to “ident,” “squawk standby,” or to change codes. Aircraft without transponders will be advised of their position to confirm identity. In this case, the pilot is expected to advise the controller…
- Chapter 5. Air Traffic Procedures › Section 5. Pilot/Controller Roles and Responsibilities › 5-5-16. RNAV and RNP Operations
STARs, pilots of aircraft without GPS, using DME/DME/IRU, must ensure the aircraft navigation system position is confirmed, within 1,000 feet, at the start point of take-off roll. The use of an automatic or manual runway update ... C129 equipment is used to solely satisfy the RNAV and RNP requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time). If RAIM is not available, pilots need an approved alternate means of navigation…
- Chapter 6: Threat and Error Management › Causes of Errors › Psychological Effects
triggering an internal “uh-oh.” The phenomenon, not to be confused with expectation bias, has the slightly different name “confirmation bias.” The result of either, if uncorrected, may lead to an error. Either case results in the pilot continuing with ... perceived. Fatigue tends to stop pilots from taking extra steps to verify perceived reality and contributes to expectation and confirmation bias susceptibility. An incident at the San Francisco, California airport (KSFO) is another example involving expectation bias. The NTSB docket…
- Chapter 4: Effective Communication › Barriers to Effective Communication › Interference
other factors may distort the message. Psychological factors also interfere with the receipt of a message. Instructors and learners confirm the message and its proper communication when observing the effect of a message. Additional feedback and confirmation reduce potential harmful…
- Chapter 4: Approaches › Communications
confusion in the flight deck is immediately cleared up by requesting ATC confirmation. • If any crewmember is off the flight deck, all ATC instructions are briefed upon his or her return. Or, if any crewmember is off the flight deck ... speakers, headsets, boom microphone, and/or hand-held microphone. • SOPs should state the altitude awareness company policy on confirming assigned altitude. Example: The PM acknowledges ATC altitude clearance. If the aircraft is on the autopilot, then the PF makes input into…