How to Deal with Complexity Like a Pilot (Part 1)
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How to Deal with Complexity Like a Pilot (Part 1)
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Re: How to Deal with Complexity Like a Pilot (Part 1)
#2This is why pilots don't work in software.
It is probably the opposite you should do, communicate with other team members about the problem, navigate to the issue and aviate to the solution. Developers who always focus on aviate solve the immediate problem but end up crashing the whole system at the end.
Re: How to Deal with Complexity Like a Pilot (Part 1)
#3SWE first and pilot second. It’s both a little sobering but also very mind-clearing to think that no one outside the airplane is going to bring the airplane safely to its next runway.
I find it interesting that drivers could stand some more of this prioritization. (Texting is communicating; it can wait until the driving is done.)
Re: How to Deal with Complexity Like a Pilot (Part 1)
#4Analogies, analogies...
"Aviate, navigate, communicate" is meant as a simple guide for pilots in distress. Distress on a plane can be extremely busy and demanding time and it may not be possible to think rationally - the situation may require the pilot to revert to rely on instincts and habit like the above rule. That is why training is so important for pilots.
Our normal lives are rarely as busy. I don't think it is wise to rely on very basic instincts to drive what could more efficiently solved with high level reasoning.
I would even go as far as to say that if you catch yourself to go a long time on what I call "autopilot" (doing things instinctively without stopping to think) you should stop and evaluate your situation.
This sometimes happens to me, especially on a busy project towards the end. Not a good idea
Re: How to Deal with Complexity Like a Pilot (Part 1)
#5Analogies, analogies... "Aviate, navigate, communicate" is meant as a simple guide for pilots in distress. Distress on a plane can be extremely busy and demanding time and it may not be possible to think rationally - the situation may require the pilot to revert to rely on instincts and habit like the above rule. That is why training is so important for pilots. Our normal lives are rarely as busy. I don't think it is…
Some of us are definitely as busy as to always be in a crunch. Stopping to think is exactly what might prevent this situation but it’s also excruciatingly difficult once there. I think that applies as a pilot too.
Re: How to Deal with Complexity Like a Pilot (Part 1)
#6SWE first and pilot second. It’s both a little sobering but also very mind-clearing to think that no one outside the airplane is going to bring the airplane safely to its next runway. I find it interesting that drivers could stand some more of this prioritization. (Texting is communicating; it can wait until the driving is done.)
Agreed.
If drivers had to go through 1/10th of the training/certification a private pilot does, our society would look very different.
Re: How to Deal with Complexity Like a Pilot (Part 1)
#7This analogy breaks down in deprecating communication, in at least a couple of ways.
Firstly, communication only comes last in a dire emergency, and otherwise, it is often key to avoiding dire emergencies, which is why communication is mandatory in class A, B and C airspace.
Secondly, everything that makes aviation safe is a result of extensive communication between engineers, pilots, instructors, and everyone who has an administrative or regulatory responsibility for facilitating safety.
Re: How to Deal with Complexity Like a Pilot (Part 1)
#8SWE first and pilot second. It’s both a little sobering but also very mind-clearing to think that no one outside the airplane is going to bring the airplane safely to its next runway. I find it interesting that drivers could stand some more of this prioritization. (Texting is communicating; it can wait until the driving is done.)
Interesting Baader-Meinhof phenomenon here: I went down a Wikipedia rabbit hole just yesterday of aviation accidents involving depressurization and subsequent incapacitation of (virtually) everyone on board. In each of the three cases I read[0], while the aircraft remained airborne for 1-5 hours after losing its pilot(s), other aircraft sent to intercept could only observe in vain as the autopilot proceeded obliviously towards the inevitable: each of the three ran out of fuel before crashing and killing all on board.
This had me wondering several things (as a layman), notably: did the use of autopilot make for certain doom in these cases, as possibly an aircraft without might have entered a state of descent allowing its occupants to regain consciousness; and, what avionic solutions could aid in this type of accident, which seems inevitable given the rapid cognitive toll of hypoxia? A vigilance switch for the autopilot to remain engaged (on some aircraft currently but uncommon)? Controlled descent by the autopilot when fuel is depleted? And especially, remote piloting by instruments, which seems invaluable in a variety of related emergencies?
[0] https://en.wikipedia.org/wiki/Helios_Airways_Flight_522 and the two linked in '#See also'
Re: How to Deal with Complexity Like a Pilot (Part 1)
#9SWE first and pilot second. It’s both a little sobering but also very mind-clearing to think that no one outside the airplane is going to bring the airplane safely to its next runway. I find it interesting that drivers could stand some more of this prioritization. (Texting is communicating; it can wait until the driving is done.)
Student pilot. This part rang so true:
>> Pilots know that no one else can help them fly their aircraft in an emergency.
My first solo was... interesting. Takeoff was fine. Climbed to about 400ft and then a full on panic attack (2nd time in my life) as I realized the implications of the empty seat next to me. Thought process was something like this:
What if I need that guy? Well you can call him on the radio, but there's nothing he's gonna say that you dont already know.
What if I can't do this? What if I have to wash out? Well that's OK, but first I gotta get back on the ground before deciding that.
Then I leaned on the window, looked at the plane ahead of me, made my turns, and by the time I was on downwind it was starting to pass.
After landing I taxied back to where I had dropped off my instructor, but he was nowhere to be seen. He'd said to do 3, so I went back out for 2 more takeoffs and landings without incident.
What a way to face your fucking demons.
Re: How to Deal with Complexity Like a Pilot (Part 1)
#10SWE first and pilot second. It’s both a little sobering but also very mind-clearing to think that no one outside the airplane is going to bring the airplane safely to its next runway. I find it interesting that drivers could stand some more of this prioritization. (Texting is communicating; it can wait until the driving is done.)
Student pilot. This part rang so true: >> Pilots know that no one else can help them fly their aircraft in an emergency. My first solo was... interesting. Takeoff was fine. Climbed to about 400ft and then a full on panic attack (2nd time in my life) as I realized the implications of the empty seat next to me. Thought process was something like this: What if I need that guy? Well you can call him on the radio, but the…
It's not terribly unusual for student pilots to quit right after solo. Not because it's particularly terrifying, but because they've proven they can do it and that milestone is what was important to them.