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Stress

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Article Information
Category: Human Behaviour Human Behaviour
Content source: SKYbrary About SKYbrary
Content control: SKYbrary About SKYbrary

Description

Stress is a bodily response to a stimulus that disturbs or interferes with the “normal” physiological equilibrium of a person and, in the context of aviation, refers to a state of physical, mental or emotional strain due to some external or internal stimulus.

Understanding the factors that lead to stress, as well as how to cope with stressful situations, can greatly improve a individual's performance. Also, understanding that colleagues may react differently to the same stressor is important and can help you control a situation that can quickly get out of hand if an individual is having a negative reaction.

Accidents & Incidents

Events on the SKYbrary database which list stress as a significant contributory factor:

  • SW4, Sanikiluaq Nunavut Canada, 2012 (On 22 December 2012, the crew of a Swearingen SA227 attempting a landing, following an unstabilised non-precision approach at Sanikiluaq at night with questionable alternate availability in marginal weather conditions, ignored GPWS PULL UP Warnings, then failed in their attempt to transition into a low go around and the aircraft crashed into terrain beyond the runway. One occupant – an unrestrained infant – was killed and the aircraft was destroyed. The Investigation faulted crew performance, the operator and the regulator and reiterated that lap-held infants were vulnerable in crash impacts.)
  • A320, vicinity Oslo Norway, 2008 (On 19 December 2008, an Aeroflot Airbus A320 descended significantly below its cleared and acknowledged altitude after the crew lost situational awareness at night whilst attempting to establish on the ILS at Oslo from an extreme intercept track after a late runway change and an unchallenged incorrect readback. The Investigation concluded that the response to the EGPWS warning which resulted had been “late and slow” but that the risk of CFIT was “present but not imminent”. The context for the event was considered to have been poor communications between ATC and the aircraft in respect of changes of landing runway.)
  • A320, vicinity Sochi Russia, 2006 (On 3 May 2006, an Airbus 320 crew failed to correctly fly a night IMC go around at Sochi and the aircraft crashed into the sea and was destroyed. The Investigation found that the crew failed to reconfigure the aircraft for the go around and, after having difficulties with the performance of an auto go-around, had disconnected the autopilot. Inappropriate control inputs, including simultaneous (summed) sidestick inputs by both pilots were followed by an EGPWS PULL UP Warning. There was no recovery and about a minute into the go around, a steep descent into the sea at 285 knots occurred.)
  • B735, vicinity Kazan Russia, 2013 (On 17 November 2013, the crew of a Boeing 737-500 failed to establish on the ILS at Kazan after not following the promulgated intermediate approach track due to late awareness of LNAV map shift. A go around was eventually initiated from the unstabilised approach but the crew appeared not to recognise that the autopilot used to fly the approach would automatically disconnect. Non-control followed by inappropriate control led to a high speed descent into terrain less than a minute after go around commencement. The Investigation found that the pilots had not received appropriate training for all-engine go arounds or upset recovery.)
  • AT72, Shannon Ireland, 2011 (On 17 July 2011, an Aer Arann ATR 72-200 made a bounced daylight landing at Shannon in gusty crosswind conditions aggravated by the known effects of a nearby large building. The nose landing gear struck the runway at 2.3g and collapsed with subsequent loss of directional control and departure from the runway. The aircraft was rendered a hull loss but there was no injury to the 25 occupants. The accident was attributed to an excessive approach speed and inadequate control of aircraft pitch during landing. Crew inexperience and incorrect power handling technique whilst landing were also found to have contributed.)

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De-icing and Latent Organisational Factors (OGHFA SE) Take Off
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Fuel Leak and Confirmation Bias (OGHFA SE) Climb, Cruise, Descent
Fuel Starvation, Stress, Fatigue and Nonstandard Phraseology (OGHFA SE) Cruise, Descent
Landing Gear Failure (OGHFA SE) Landing
Takeoff Weight Entry Error and Fatigue (OGHFA SE) Take Off
Unidentified Fire On Board (OGHFA SE) Cruise, Descent, Landing

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