Archive for the ‘Rock Climbing Gear’ Category
Adjama Climbing
August 6th, 2011 | 
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 | PETZL Adjama Climbing Harness L |  |  | US $85.95 | 16d 10h 9m |
 | PETZL ADJAMA Rock Climbing Harness Size L NEW | | | US $85.95 | 29d 7h 7m |
 | PETZL ADJAMA Rock Climbing Harness Size S NEW | | | US $85.95 | 27d 5h 12m |
 | PETZL Adjama Climbing Harness S | | | US $85.95 | 17d 1h 18m |
 | PETZL Adjama Climbing Harness M | | | US $85.95 | 16d 18h 53m |
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Adjama Climbing
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| PETZL Adjama Climbing Harness L | | | US $85.95 | 16d 10h 9m |
| PETZL ADJAMA Rock Climbing Harness Size L NEW | | | US $85.95 | 29d 7h 7m |
| PETZL ADJAMA Rock Climbing Harness Size S NEW | | | US $85.95 | 27d 5h 12m |
| PETZL Adjama Climbing Harness S | | | US $85.95 | 17d 1h 18m |
| PETZL Adjama Climbing Harness M | | | US $85.95 | 16d 18h 53m |
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| | Petzl Men's Adjama Climbing Harness $85.95 The SPECS Certification: CE - EN 12277 type C - UIAA 105 3-year guarantee Materials: High-strength polyester webbing - Polyethylene/EVA foam - Perforated closed cell foam - Woven polyester wicking mesh - High-strength mono-filament mesh The SPECS for Small Weight: 420 g Waist Measurement: 70 - 81 cm Thigh Measurement: 47 - 57 cm The SPECS for Medium Weight: 435 g Waist Measurement: 76 - 90 cm Thigh Measurement: 52 - 62 cm The SPECS for Large Weight: 460 g Waist Measurement: 85 - 100 cm Thigh Measurement: 57 - 67 cm ALL CLIMBING SALES ARE FINAL. |
| | Petzl Adjama Harness $84.95 A comfortable, versatile, leg-loop adjustable harness, suitable for all mountain and rock climbing use.Features:Leg loop adjustment gives versatility for different body sizes and for layering of clothing.Lightweight.Comfortable:the dimensions of the support points vary between different sized harnesses and adapt to the size of the climber, a breathable foam waist-belt, dense foam leg loops for comfort and support. Practical:2 rigid and inclined gear loops provide easy access to runners, 2 soft, flexible rear gear loops avoid pressure points created when using a back-pack, 3 loops for adding CARITOOL tool-carriers, detachable leg loop elastic. Compact storage in a pack: a flexible harness with optimum design greatly reduces its volume.DoubleBack buckles on the waist belt and leg loops provide rapid, secure closure. Technical specifications : 370 gTailles : XS, S, M, L |
| | Climbing $16.39 Climbing |
| | Petzl Luna Climbing Harness - Women's $85.95 The women's version of the ADJAMA, with fit and comfort characteristics specifically designed for a woman's physiqueFeatures:The shape of the waist belt is designed to fit a woman's waist and lower back. The rise has been increased. The waist-to-leg loop-size ratio has been reduced.Frame Construction with breathable monofilament mesh evenly distributes pressure, providing maximum support and comfort.Adjustable leg loops allow size to be adjusted depending on comfort desired or layers of clothing worn and permit the harness to be put on when wearing skis or crampons.DoubleBack buckles are pre-threaded and adjust quickly with a single pull, helping to ensure proper closure.Green belay loop helps users identify proper tie-in / attachment point.Reinforced tie-in points for increased durability in this high-wear area.Rigid, inclined front gear loops for easy access to gear; flexible rear loops stay out of the way while wearing a pack.Trail line loop.Two CARITOOL slots.Detachable elastic leg loop straps.Materials:High-strength polyester webbing.Polyethylene/EVA foam.Perforated closed cell foam.Woven polyester 3D mesh.High-strength mono-filament nylon mesh. |
| | Climbing - Philosophy for Everyone $14.89 Climbing |
| | Hill Climbing $12.99 Hill Climbing |
| | Climbing Orangutans $5.19 Climbing Orangutans |
| | The Mind Climbing $17.16 The Mind Climbing |
| | Rock Climbing $17.13 Rock Climbing |
 | Petzl Adjama Climbing Harness List Price:  |
DescriptionMen's climbing and mountaineering harness with adjustable leg loops. Easy-to-adjust leg loops mean this harness is great for ice climbing and mountaineering in addition to cragging and route climbing. Low bulk and flexible rear equipment loops prevent the waistbelt from interfering while wearing a pack... |
 | Black Diamond Chaos List Price: |
DescriptionBlack Diamond's premier all-day, trad climbing harness, the Chaos is designed to offer even more comfort and features by using Kinetic Core Construction. |
 | Camp USA Quartz CR3 Harness |
DescriptionDECENT FEATURES of the Camp USA Quartz CR3 Harness Rock Climbing, Ice Climbing Winner of Climbing Magazine's New and Notable Award Innovative Sliding Waist Belt with Fold-Over Construction 4-mm Perforated EVA Foam Edge-Load Construction on the leg loops Pre-Threaded Buckles on the waist and legs Patented No-Twist belay loop 4 webbing reinforced gear loops and full-strength haul loop Patented Flat-Link elastic straps with drop seat Hub racking biner compatible The SPECS for Small Weight: 440 g / 15... |
Posted in Rock Climbing Gear | 
Tags: adjama climbing, adjama climbing gear, adjama climbing harness, adjama climbing harness reviews, climbing, harnes, petzl, petzl adjama climbing harness, shopping, tools | 
Comments ClosedIndoor Rock Climbing Terms
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Indoor Rock Climbing Terms
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| | Rock Climbing $14.15 Featuring full-color sequential illustrations, photographs, and a field-tested teaching approach, a guide helps beginners move from indoor to outdoor climbing, teaching them safe climbing techniques in a logical step-by-step sequence. Original. |
| | Rock-climbing $24.99 Rock-climbing - Photographic Print |
| | Indoor Climbing and Dry Tooling $16.68 Indoor Climbing and Dry Tooling |
| | Mountaineers Gym Climbing: Maximizing Your Indoor Experience $19.95 Gym climbing has evolved into a sport in its own right and Matt Burbach has been there to spur it on. He established, developed, and directed the Indoor Climbing School of Earth Treks Climbing Center in Maryland, the largest climbing gym on the east coast. Now he presents the same techniques and training exercises honed by coaching hundreds of climbers.Burbach covers all aspects of indoor rock climbing in detail, including what to look for in a gym, analysis of equipment and how it works, proper top-rope systems management, and movement technique. More advanced indoor climbers will appreciate chapters on topics such as indoor leading, performance, competition climbing, and bouldering. For outdoor rock climbers now training in gyms, this guide aids the "reverse" transition from climbing on real rock to pulling on plastic. Throughout, Burbach not only demonstrates the proper techniques and skills, but goes one step further to explain why those practices are better.Matt Burbach is the editor of Urban Climber magazine, which is devoted to the information, community, and entertainment needs of climbers who climb where they live, the city. He has worked in the climbing industry as an instructor, competitor, tech rep, and lead organizer of the largest indoor climbing competition in the U.S. Features:Written by Matt Burbach Published on 1/24/2005 Indoor climbing is growing rapidly-significantly faster over the past five years than surfing, snowboarding, skateboarding and mountain climbing according to the Sporting Goods Manufacturers AssociationAuthor is a pioneering instructor and gym climbing course developer Key exercises reinforce fundamental skills, illustrated in sequential photos Paperback224 Pages |
| | The Mountaineers Rock Climbing Anchors $19.95 The Mountaineers Rock Climbing Anchors |
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Rock Climbing Dyno
Will need to consult the correct query to get the correct response!
Distinct adjustments (exact spinal movements) to the neck and upper back restore the correct balance to your nerve method that is needed for lung purpose. Spinal adjustments to the neck and upper back again also lessens muscle tightness and joint stiffness that happens from the wheezing and laboured breathing. After your muscles, joints and nerve method are functioning appropriately, you will ready to function and breathe better. It looks that winter months has made the decision to return – nonetheless short-term, but it calls for some body warming soup. Consider this tasty, wholesome, nutritious version utilizing sweet potatoes. I additional shredded english spinach for extra nutrition. Heat oil in a big saucepan about medium-substantial heat. Include onion and garlic. Cook, stirring frequently, for 3 minutes. Stir in coriander, cumin and chilli powder. Cook, stirring, for 1 moment. Add sweet potato and carrot. Cook, stirring generally, for 5 minutes. Add stock, cover and bring to the boil. Lessen heat to medium-reduced and simmer, stirring sometimes right up until veges are soft. Add chickpeas to soup and simmer, covered, for ten minutes or until chickpeas are tender. Blend soup approximately. Year with full spectrum salt and pepper. It does not seem 5 years given that we opened our doors at 88 Portland Street in Hove, taking an empty room and making the active wellbeing centre we have nowadays. ##Video clip## For the duration of this time we have been awarded the Affected person Partnership Excellent Mark by the University of Chiropractors and have been voted Most Loved Chiropractic Clinic In The Whole Of The United Kingdom 2010 and 2011 by BestOf. Verify out 549 individual testimonials right here It is our mission to enable people dwell wholesome, satisfied, vital lives and we want to thank absolutely everyone who has set their trust in us. herapeutic climbing, in which individuals are led in rock-climbing programs (normally on indoor climbing walls), is increasing in reputation. Past investigation indicated that therapeutic climbing may possibly be advantageous for folks with Autism. Now new research suggests it may possibly be as efficient, or a lot more so, as normal physical exercises for back again pain. The review included 28 persons with persistent very low back again ache (CLBP). Above a 4-week period they participated in possibly a normal workout regime for back soreness or in a therapeutic climbing program. Each and every system involved 4 guided coaching sessions per week. Just before and immediately after the intervention topics finished the Hannover Practical Power Questionnaire for measuring back again discomfort-connected disability (FFbH-R) and the 36-Item Short Type Wellness Survey (SF-36).
No considerable adjustments ended up observed on FFbH-R scores. Nevertheless, the two the exercising group and the climbing group showed considerable improvement on SF-36 scores. "The advantages of therapeutic climbing have been comparable with individuals of a regular exercise regime," conclude the study's authors. "In two subscales of the SF-36, the added benefits of therapeutic climbing exceeded all those of typical training therapy, mostly in perceived wellbeing and physical performing of the individuals. This locating demonstrates that therapeutic climbing is equivalent and partly superior to typical physical exercise treatment for individuals with chronic lower back ache. the most widespread cancers could be prevented via wholesome diet programs, physical activity and keeping a healthful fat. This was the main message from a host of international organisations yesterday on World Cancer Day which this yr centered on cancer prevention. Dr Susan Higginbotham, director of homework at the American Institute for Cancer, claimed generating even small modifications in the right direction could support lower the danger of cancer.
About the Author
Dr. Tali has accumulated a huge encounter operating as a Neuromuscular Therapist herself with about 15 many years of knowledge. Her understanding differs from Deep Tissue and Sports massage, Lymphatic Drainage, Set off Points (to release adhesions and scar tissue), as nicely as Pregnancy Massage.Yakima Car Insurance
Rock Climbing Krabi
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Rock Climbing Krabi
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| | Silhouette of a Man Climbing a Rock, Railay Beach, Krabi, Thailand $29.99 Panoramic Images Silhouette of a Man Climbing a Rock, Railay Beach, Krabi, Thailand - Photographic Print |
| | Rock Climbing $17.13 Rock Climbing |
| | Rock-climbing $24.99 Rock-climbing - Photographic Print |
 | Wallmonkeys Peel and Stick Wall Decals - Krabi Thailand - Removable Graphic |
DescriptionWallMonkeys wall graphics are printed on the highest quality re-positionable, self-adhesive fabric paper. Each order is printed in-house and on-demand. WallMonkeys uses premium materials & state-of-the-art production technologies... |
Rock Climbing - Railay Beach, Krabi, Thailand
Rock Climbing in Khao Sok National Park Thailand
There are many places for rock climbing lovers in Southeast Asia. If you think of rock climbing in Thailand, we often heard of Krabi, Phi Phi, Ko Lanta, Railey or Phang Nga. I want to recommend a new rock climbing spot in southern Thailand where is not far from those popular places.
Khao Sok is especially great for deep water soloing which means you climb up a cliff face and have water below. Climbing up with no rope or other equipment lets you climb more frrely and is easier. There are many routes from beginners to advanced climbers.
To climb in Khao Sok you do not need any experience at all. The beginners routes they have is very basic and not very high. And if you fall there is no danger as thefresh water in Khao sok has no rock oysters to cut yourself, no sharp barnacles or anything like that. Not just that, but Khao sok jas a abundant of wildlife around and does make your climbing experience just that better.
For hard-core mountain climbers who want to push their limits, that choice is also available. New routes are constantly being made. First ascents are limitless.
You could really spend a lifetime climbing all the new routes in Khao Sok National Park. In other words, there is almost unlimited mountain climbing potential in Khao Sok National Park .
Railay beach is probably more familiar to tourists as a great soloing climbing place in Thailand, it does also offer specatular views and always has new routes being made available, but Khao Sok climbing routes are on a much bigger scale and the holdings and rock formations just can not be match by Railay. So if your in Thaialnd are want to experience climbing in the rainforest surrounded by nature, then Khao Sok is the place to go.My wife and I are experienced climbers and we frequently spend a few of the days climbing around Thailand. We want to spend the rest of the time relaxing when we are not climbing during those days this is really a great place to do both.
About the Author
Article By Don Carswell
Khao sok treehouse
khao sok accommodation
khao sok resort
Posted in Rock Climbing Gear | Tags: climbing, krabi, rock, rock climbing krabi, rock climbing krabi beach, rock climbing krabi railay, rock climbing krabi review, rock climbing krabi town, tajlandia, thailand | Comments ClosedClimbing Equipment Atc
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Climbing Equipment Atc
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| | Ascending a Serac with Ice Climbing Equipment $39.99 Ascending a Serac with Ice Climbing Equipment - Giclee Print |
| | Man Wall Climbing Indoors with Equipment $24.99 Man Wall Climbing Indoors with Equipment - Photographic Print |
| | Woman Rock Climbing Without Equipment $24.99 Woman Rock Climbing Without Equipment - Photographic Print |
| | Man Rock Climbing Without Equipment $24.99 Man Rock Climbing Without Equipment - Photographic Print |
| | Man Ice Climbing, Detail of Equipment $24.99 Chris Trotman Man Ice Climbing, Detail of Equipment - Photographic Print |
| | Rock Climbing Equipment on a Climber's Back $24.99 Paul Sutton Rock Climbing Equipment on a Climber's Back - Photographic Print |
| | Black Diamond ATC Sport Belay $17.95 DECENT FEATURES of the Black Diamond ATC Sport BelayBelay Device Lightweight - single-rope version of ATC-XP Designed for sport cragging Dual friction modes Handles ropes 7.7 to 11 mm Now available for order by individual color The SPECS Weight: 2.1 oz / 60 g ALL CLIMBING SALES ARE FINAL. |
| | Black Diamond ATC Belay $16.95 DECENT FEATURES of the Black Diamond ATC Belay Unique - smooth handling geometry Minimalist design is durable in all conditions Large surface area dissipates heat when lowering or rappelling Handles ropes from 7.7 to 11 mm The SPECS Weight: 2.1 oz / 60 g ALL CLIMBING SALES ARE FINAL. |
| | Black Diamond ATC Belay Device $16.95 A do-it-all, easy to use belay and rappel device, the Black Diamond ATC is at home in any climbing situation. It is light-weight and equally at home on at the local crags or in the alpine. The ATC accommodates ropes from 7.7 mm to 11 mm. |
| | Close View of Climbing Equipment Laid Out on a Rock $39.99 Close View of Climbing Equipment Laid Out on a Rock - Photographic Print |
| | Rock Climbing $30.96 Discusses the sport of rock climbing, and includes expert advice on equipment, techniques, and safety. |
 | Black Diamond ATC-XP Belay Device List Price: |
Description225414 Features: Belay and rappel with cleated grooves that provide enhanced control and unmatched precision with varied rope diameters Your rope is less prone to kinking thanks to a geometric design that maintains proper rope orientation Colors vary Specifications: Weight: 31 ounces Handles ropes: 77 to 11 mm |
 | Petzl William Locking Carabiner List Price: |
DescriptionA large carabiner can come in handy in many places. This one's shape and size means it's useful for belaying and rappelling with the Munter hitch with single or double ropes, anchoring multiple ropes and slings and keeping the belay station organized. |
 | Trango Cinch List Price: |
Description114056 Features: Feed 94 to 11 mm ropes through without a struggle and lock off or release them easily with the easy-release mechanism when you're lowering off Hold this light, 64-ounce belay device comfortably in the palm of your hand Reduces shock to the belay system by acting dynamically on smaller diameter ropes or when holding falls that generate very high loads Specifications: Weight: 642 ounces Handles ropes: 94 to 11 mm |
233 Sqn ATC Climbing 1
Flight NEWS On Observations That Checklists And Monitoring Are Not As Effective AS Generally Assumed
Early morning at the gate, powering up the jet from cold. Flow-scan the overhead panel, as you has done so many times before. Up and down, left to right. All the switches are in their usual positions. L.ast is the air panel-six switches and two rotary selectors. A quick glance shows they are good. You call for the checklist. The first officer's first challenge is "pressurization?" Your eyes go to the landing altitude rotary selector on the air panel."Set," you reply. It is still dark after takeoff .Climbing through 3,000ft, the first officer, the flying pilot,calls,"Flaps up,' After Takeoff' checklist." You run your hands around the checklist."You run your hands around the overhead panel, turning off the ignition and auxiliary power. Pressurization check: A peek at the differential gauge shows that it is off the lower peg. Just then the controller instructs you to contact departure. After acknowledging, you pick up the checklist."Pressurization?" Remembering your earlier glance at the guage, you reply, "Checked."
Through 15,000 ft now, and an insistent beeping jars your senses. The takeoff warning horn. Why now? While you think about this, the master caution light comes on, indicating equipment cooling fan failure. A you get out of your seat to check the fans circuit breakers, you tell the first officer to keep flying. You stand up, turn around and feel a bit woozy. The last thing you remember is deciding, for some reason, to sit down in the narrow aisle behind the pilot seats.
Accident investigators comb through the wreckage for clues and determine you did not notice that pressurization system selector on the air panel had been left on "MAN" (manual) by the maintenance department. The pressure differential had increased enough in manual mode to let you see the gauge off zero but not enough to maintain a livable atmosphere as the aircraft climbed. It is likely you forgot that the takeoff warning horn, which you had heard during systems tests before every flight, doubles as a cabin altitude warning. The conclusion: Both pilots succumbed to hypoxia because they did not identify, or react to, a lack of pressurization.
A sequence much like this occurred on Aug, 14, 2005, as a Helios Airways Boeing 737 climbed out from Larnaca, Cyprus (ASW,1/07,P.18). Automation kept the aircraft aloft and on its programmed flight plan until the fuel was exhausted over Grammatiko, Greece.
Although such accidents are extremely rare, they point to the crucial roles played by checklists and monitoring in helping pilots catch system malfunctions and human error, and manage the challenging situations that sometimes arise on routine flights.
Line Observations
To find out how checklists and monitoring work in actual practice, we observed line operations during 60 flights conducted by three air carriers from two countries. We used a structured technique to observe and record checklist and monitoring performance and situational factors that might affect performance. Because an important function of checklists and monitoring is to catch, or "trap," operational errors, we also recorded deviations in aircraft control, navigation, communication and planning. When a deviation was observed, we tracked whether crew-members identified and corrected it, and whether there were any consequences that might affect the outcome of the flight.
During the 60 flights, we recorded 899 deviations, of which 194 were in checklist use, 391 in monitoring and 314 in operating procedures. The total number of deviations per flight ranged from one to 38.
Many of the deviations we observed were errors. For example, one airline had a mixed 737 fleet, with a few aircraft requiring the first officer to place the pressurization system in flight mode during the flow portion of the "After start "check list procedure. On one flight, perhaps reverting to the procedure required for the more common aircraft, the first officer omitted this during the flow check. The pilots then did not notice the incorrect system configuration while conducting two subsequent checklists, both of which included verification of the relevant panel settings.
Some deviations, however, were not necessarily intrinsic errors. For example, several involved a standard operating procedure (SOP) at all three airlines that required the monitoring (nonflying) pilot to make a callout 1,000ft prior to reaching each assigned altitude during climb and descent. We observed 137 instances of pilots omitting this callout or making it late. Climb and descent are busy periods, and at times a pilot may need to give priority over a callout to other tasks, such as air traffic control (ATC) communications. Consequently, omitting or delaying this callout may sometimes be strategic workload management choice rather than an error.
This is not to suggest that the 1,000 ft callout in trivial. On the contrary, it ensures that both pilots concur about the altitude target, directs the attention of a flying pilot who might be distracted back to the impending level-off and draws both pilots attention to what the autopilot is supposed to be doing.
Airlines should examine their SOPs to specifically define the objectives of each procedure and to determine whether it is realistic to assume that pilots can perform the procedure reliably under actual line conditions. Pilots must be aware that in deviating from any procedure, they might be giving up safety margin that is not apparent.
Checklist Deviations
Among the most common deviations in checklist usage was incorrect application of the flow and check procedure implemented by the three airlines. The procedure involves using a memory-based flow pattern for setting systems and controls, and then following up with verification using a printed or electronic checklist.
In 48 of the 194 checklist deviations recorded, the flow and check procedure was not performed correctly. One or both pilots tasked with the flow procedure did not do it or attended to only some of the flow items. As a result, most items were performed only while using the checklist, eliminating the protective redundancy designed into the flow and check procedure; other items- those that were in the flow procedure but not repeated in the checklist-were not completed. Many people find it difficult to force themselves to carefully check something twice within a brief period. A pilot may consider it wasteful of limited time and attention, and less efficient than combining the flow and the checklist into a single sequence of actions. If airlines want to maintain the error-trapping value of a redundant flow and check procedure, they must explicitly acknowledge this human tendency and explain to pilots why they are asked to check things twice. Airlines should clearly define which items should be double-checked and which responses can rely on a memory of having performed the item during the flow. Airlines also should review normal checklists to eliminate excessive repetition of items on the flow and the checklist.
Looking Without Seeing
We observed 43 instances in which checklist items were responded to without effective visual verification. In some cases, the responses were incorrect. For example. A first officer challenged,"Doors?" and the captain responded."Closed," although the aft cargo door was actually open, as indicated on the overhead panel. The captain was looking down at his flight bag when he responded. The first officer caught the error, however.
On another flight, the captain responded,"On," to the challenge"APU [auxiliary power unit] bleed?" but the bleed was off. Because the captain was looking at the bleed switch when he made the incorrect response, this may have been an instance of "looking without seeing," in which we see what we expext to see, rather than what is actually there.
We observed a pilot using a nice technique of pointing to each item on the overhead panel as he gave the response. This makes the checklist more reliable by drawing both pilots attention to the items being verified, and it can also slow the pace of checklist execution just enough to make checking more effective. In general, taking a few extra seconds to perform an error-trapping procedure in a deliberate manner-that is, carefully and thoughtfully-makes it much more effective .The "point and shoot" technique is worth adopting, and airlines should promote and train deliberateness.
Checklist items were omitted or performed incompletely or incorrectly in 42 instances .For example ,the checklist item "hydraulics," had a specified response of "set and checked," referring to setting the pump switches on the overhead panel to the "ON" position and checking the pressure gauges on the forward instrument panel. Some pilots looked only at the overhead panel before making the specified response, omitting the other item, the gauge indications, that were to be verified .This shows the vulnerability to error of checklist designs that include more than one item on a single challenge-response element, and the subtlety of breakdowns in the area. We suspect that many of the pilots involved in this kind of deviation were not even aware of the omission.
Another common checklist deviation was initiating a checklist at a bad time. We observed this in 31 instances. Some were delayed initiations, with heavy workload a key factor, others involved pilots calling for a checklist when it interfered with other tasks and posed a significant distraction or workload spike. For example, a captain called for the "Taxi" checklist just as the aircraft was approaching a runway intersection, drawing the first officer's attention way from visually clearing the taxi path from his side of the flight deck. This is an example of an error-trapping procedure that can potentially detract from safety when not handled properly. Pilots can reduce this risk by exercising proactive workload management, deliberately choosing the optimal time to perform a checklist (within the guidelines of the SOP) so as to minimize interference with other tasks. Airlines should train this mode of workload management, and reinforce it in line checks and line observations.
Deviation in Monitoring
Among the 391 monitoring deviations that we observed, 211 involved callout omissions. Callouts are the outward manifestations of monitoring .Some omitted callouts more clearly undermined flight safety than the "1,000 to go" callouts previously discussed .For example , a flight crew was engrossed in increasing the descent gradient to accommodate a "slam dunk" ATC clearance when the monitoring pilot omitted the callout at 1,000 ft above airport elevation. This illustrates the tendency of pilots to shed monitoring tends to drop out of the picture just when it is needed most. Verification omissions occurred in 113 instances. In one case, while descending through Flight Level (FL) 310 (approximately 31,000 ft), the flight crew received clearance to FL240.The first officer set and called out the new altitude, but the captain was distracted by conversation and did not verify the new altitude on the primary flight display. There was no adverse outcome because the first officer had set the altitude correctly. Potentially more consequential was an instance in which the first officer transposed the digits of a heading assigned by ATC while the captain was occupied with taxiing the aircraft onto the runway. The captain did not verify the heading selection at this busy time. The error was not trapped. In this case, the observer spoke up about the heading mis-selection to reduce the risk of a traffic conflict after departure.
Another frequent deviation was not monitoring the aircraft, observed in 67 instances. Both the flying pilot and monitoring pilot are required to attend to the aircraft. We observed numerous instances of pilots looking elsewhere as the aircraft began turning or leveling off at an assigned altitude, most often while under autopilot control. Not monitoring the aircraft suggests over-reliance on automations high reliability .But accidents and incidents have happened when the automation was misprogrammed.Automation does fail occasionally ,but because it generally is so reliable, pilots likely do not even realize when they may, at least at times, no longer be actively monitoring the aircraft.
Procedural Deviations
The 314 deviations in primary procedures included 62 involving configuration of equipment/systems. An example was when a captain turned on the engine anti-ice system before the airplane entered the clouds in icing conditions but neglected to turn on the engine ignition. Deviations in planning for, a responding to, and contingencies occurred in 57 instances. For example, an airplane was at 6,000 ft and near the end of a flight when ATC transmitted,"Braking action fair reported by all types." The crew made no comment in response, and they did not recalculate landing distance for the reported braking condition.
We recorded 56 deviations in crew-crew coordination. In one instance, a flight crew was cleared to navigate directly to a fix: the captain entered and executed the route change without waiting for the first officer to confirm the change.
Deviations in data entry or in use of the flight management system or the mode control panel occurred in 40 and 18 instances, respectively. An example was a first officer who did not arm the autopilot to capture the instrument landing system (ILS) localizer as the flight neared the final approach course.
Effectiveness of Trapping
Overall, only 18% of the observed deviations were trapped by the crew. However, the efficiency of the trapping varied dramatically among the deviation types. More than 14% of then checklist deviations were trapped, while only about 6% of the monitoring deviations were caught. The best performance was in primary procedural deviations, with more than 35% trapped. However ,there were eight instances in which flight crews failed to reject unstabilized approaches before or upon reaching the point at which a go around was required by SOPs, and there were 10 discrete deviations during these approaches in which crews then did not challenge or trap their continuation of the approach while unstabilized.
Pilots trapped most erroneous mode control panel entries, most system misconfigurations and most failures to call for a checklist. In contrast; they rarely caught deviations in contingency planning, crew-crew coordination, monitoring and most aspects of checklist execution. From the jump seat, we were not able to distinguish whether deviations by one pilot were not noticed by the other pilot or whether the other pilot noticed but chose not to speak up.
One of the key discoveries from our study was that, although primary procedures most often were performed as prescribed, checklists and monitoring currently does not trap all procedural threats and errors to the degree that the aviation industry generally assumes. For example, even though slightly more than half of the 62 instances of system misconfiguration were trapped, many of these events were not identified or corrected. The industry needs more reliable trapping for this and many other kinds of primary procedural deviations. Most checklist and monitoring deviations were not trapped either by the flight crew-members or by others. It appears that pilots are not likely to notice or take corrective action when checklists and monitoring have been weakened and their error-trapping functions cannot be relied up. This may remain as a latent threat, allowing a primary procedural deviation to slip through, Captains and first officers , and flying pilots and monitoring pilots, made about the same number of deviations overall.However,we found that first officers were significantly less effective at trapping errors while they were performing the monitoring role; they caught 12.1% of the deviations that captains made as the flying pilot, while captains caught 27.9% of deviations that first officers made as the flying pilot. Previous studies based on flight simulator observations and on accidents found a similar disparity. The greater difficulty that first officers face in challenging their captains (compared to reverse) is clearly a stubborn problem for which a solution has not yet been found.
Implications
In our full report, we discuss factors that make even experienced, conscientious pilots vulnerable to the observed deviations. It is naïve to think that any crew can always perform perfectly in real-world conditions; nevertheless, our findings show that checklist and monitoring performance can be improved. In responding to these findings, airlines must not assume that the deviations are the result of laziness. Pilots face interruptions and concurrent task demands during actual line operations, and idealized SOPs do not take these factors into account. Also, pilots cope with operating procedures and equipment deigns that sometimes are poorly matched to the ways the human mind processes information. Finally, pilots may slip into rushing through procedures when they are under time pressures now common in airline operations; neither pilots nor airlines may recognize just how much rushing undermines reliable performance.
For these reasons, simply admonishing pilots to follow procedures as written is unlikely to improve performance .Rather, we encourage airlines to analyze actual operations thorough line observations, revise procedures and practices as needed, provide training to help pilots understand the cognitive nature of vulnerability to error, and provide specific techniques to reduce that vulnerability. Pilots, flight managers, procedures designers, equipment designers and scientists should work together in this effort. The full report of our study provides detailed suggestions for reducing vulnerability and improving deviation trapping.
Benjamin A. Berman is a senior research associate at the U.S National Aeronautics and Space Administration (NASA) Ames Research Center/San Jose State University and a pilot for a major U.S air carrier. Key Dismukes, Ph.D., recently retired from NASA as chief scientist for aerospace human factors at the Ames Research.
About the Author
Anthony Juma is the Editor and Senior Aviation Director at Wings Over Africa Aviation.
This is an Air Charter Company that specializes on Flight News On Observations That Checklists and Monitoring Are Not Effective As Assumed. The website has guided thousands of travelers to achieve their dream holiday. For more information and guidance, visit the site at http:// / www.wingsoverafrica-aviation.com/index.php/flight-news.html
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