# 40 - Human Performance and Limitations > Source: EASA ECQB-SPL (new questions not in existing set) | 6 questions --- ### Q1: The ideal level of arousal is at which point in the diagram? See figure (HPL- 002) P = Performance A = Arousal / Stress Siehe Anlage 1 ^q1 - A) Point B - B) Point C - C) Point D - D) Point A **Correct: A)** > **Explanation:** According to the Yerkes-Dodson law (the inverted-U curve of arousal and performance), peak performance occurs at a moderate, optimal level of arousal — represented by Point B in the diagram. Too little arousal (Point A) leads to inattentiveness and poor performance, while too much arousal (Points C and D) causes overload and performance degradation. Point B therefore represents the ideal balance between alertness and composure. ### Q2: Which answer is correct concerning stress? ^q2 - A) Everybody reacts to stress in the same manner - B) Stress and its different symptoms are irrelevant for flight safety - C) Stress can occur if there seems to be no solution for a given problem - D) Training and experience have no influence on the occurence of stress **Correct: C)** > **Explanation:** Stress commonly arises when a pilot perceives a threat or problem for which no satisfactory solution is apparent — this is the core definition of the stress response. Individual reactions to stress vary significantly depending on personality, experience, and coping strategies, making option A incorrect. Training and experience are proven to raise the stress threshold and reduce the frequency and severity of stress reactions, making option D wrong. Stress is directly relevant to flight safety, so option B is also incorrect. ### Q3: During flight you have to solve a problem, how to you proceed? ^q3 - A) There is no time for solving problems during flight - B) Solve problem immediately, otherwise refer to the operationg handbook - C) Contact other pilot via radio for help, keep flying - D) Primarily fly the airplane and keep it stable, then attend to the problem and keep flying the airplane **Correct: D)** > **Explanation:** The primary duty of any pilot is to aviate — maintain aircraft control and a stable flight path. Only once the aircraft is under control should the pilot attend to any secondary problem. Attempting to solve a problem while neglecting aircraft control (options A, B, C) risks losing situational awareness or aircraft control. Option D correctly prioritises flying first, then problem-solving, while continuously monitoring the aircraft. ### Q4: At which point in the diagram will a pilot find himself to be overstrained? See figure (HPL-002) P = Perfromance A = Arousal / Stress Siehe Anlage 1 ^q4 - A) Point B - B) Point C - C) Point A - D) Point D **Correct: D)** > **Explanation:** On the Yerkes-Dodson arousal-performance curve, Point D lies on the far right where very high arousal levels cause performance to collapse — the pilot is overstrained (over-stressed). At this point, cognitive function deteriorates, decision-making becomes impaired, and errors multiply. Points A and C represent under-arousal or near-optimal states; Point B represents peak performance. ### Q5: The swiss cheese model can be used to explain the... ^q5 - A) State of readiness of a pilot. - B) Procedure for an emergency landing. - C) Optimal problem solution. - D) Error chain. **Correct: D)** > **Explanation:** James Reason's Swiss Cheese Model illustrates how accidents result from an error chain — multiple failures that individually may be harmless but, when aligned, allow a hazard to pass through all defensive layers simultaneously. The holes in each slice of cheese represent latent or active failures; when all holes line up, an accident occurs. It is not a tool for assessing pilot readiness, planning emergency landings, or finding optimal solutions. ### Q6: What does the term Red-out mean? ^q6 - A) "Red vision" during negative g-loads - B) Falsified colour perception during sunrise and sunset - C) Anaemia caused by an injury - D) Rash during decompression sickness **Correct: A)** > **Explanation:** Red-out occurs when the pilot is subjected to sustained negative g-forces (e.g., during a bunt or pushover manoeuvre), causing blood to be forced upward into the head and eyes. The engorged capillaries in the conjunctiva create a characteristic red tinge in the visual field. This is distinct from grey-out and black-out (caused by positive g-forces); it has nothing to do with colour perception at sunrise/sunset, anaemia, or decompression sickness.